Road and bridge anti-collision device

Abstract

The utility model relates to the field of road safety protection devices, in particular to a road bridge anti-collision device which comprises an anti-collision pier, a buffer groove, a guide rod, a stand column and a transverse rod, the buffer groove is fixedly connected to one side of the anti-collision pier, one end of the guide rod is fixedly connected to the buffer groove, the other end of the guide rod is fixedly connected to the anti-collision pier, and the section, close to the lower end, of the stand column slides in the buffer groove. A plurality of pieces of C-shaped steel are welded to the sections, extending out of the buffer grooves, of the stand columns, the C-shaped steel is sequentially arranged at intervals from top to bottom in the length direction of the stand columns, the lengths of the C-shaped steel are sequentially decreased from top to bottom, and the transverse rods are fixedly connected to the sides, away from the stand columns, of the C-shaped steel. And the risk that an automobile turns over the guardrail after collision is reduced, and secondary damage to the automobile and passengers is reduced.

Description

Technical Field

[0001] The present application relates to the field of road safety protection devices, and in particular to a road bridge anti-collision device. Background Art

[0002] At present, road and bridge guardrails are a common road safety device, usually installed on highway isolation belts and on both sides of bridges. When a car collides with the guardrail, the guardrail can effectively prevent the car from running off the road.

[0003] Existing road and bridge guardrails are generally fixed directly on the road surface or bridge deck. When a vehicle collides with the guardrail, the guardrail absorbs kinetic energy through deformation, thereby reducing the impact of the guardrail on the vehicle.

[0004] The above-mentioned prior art solutions have the following defects: when a vehicle hits a guardrail at a high speed, the guardrail may roll over, causing the vehicle to roll over the guardrail and onto the road, causing immeasurable secondary damage to the vehicle and its occupants. Utility Model Content

[0005] In order to increase the stability of road and bridge anti-collision guardrails and reduce secondary damage to vehicles and occupants, the present application provides a road and bridge anti-collision device.

[0006] The above technical objectives of this application are achieved through the following technical solutions:

[0007] A road bridge anti-collision device comprises an anti-collision pier, a buffer groove, a guide rod, a column and a cross bar, wherein one side of the anti-collision pier is fixedly connected to the buffer groove, one end of the guide rod is fixedly connected to the buffer groove, and the other end is fixedly connected to the anti-collision pier, a section of the column close to the lower end slides in the buffer groove, and the column is slidably connected to the guide rod, a section of the column extending out of the buffer groove is welded with a plurality of C-shaped steels, the C-shaped steels are arranged in sequence from top to bottom along the length direction of the column, and the length of the C-shaped steels decreases in sequence from top to bottom, and the cross bar is fixedly connected to the side of the C-shaped steel away from the column.

[0008] By adopting the above technical scheme, the kinetic energy of the car collision is absorbed by friction between the outer wall of the column located in the buffer groove and the inner wall of the buffer groove. When the car collides with the anti-collision device with a large force, the anti-collision pier can ensure that the column is not knocked out of the buffer groove, thereby ensuring the stability of the anti-collision device when it is subjected to a major impact. The kinetic energy of the car collision is absorbed by the friction between the column and the buffer groove, which can reduce the risk of a secondary collision. Since the three cross bars extend out of the column at different lengths, the risk of the car rolling over the cross bars can be effectively reduced during a collision, and the risk of the car rushing out of the road and causing secondary injuries to the occupants can be reduced.

[0009] Optionally, a section of the column close to the guide rod is processed to form a chamfer.

[0010] By adopting the above technical solution, a guiding effect can be achieved, and the guiding property of the guide rod can be effectively guaranteed.

[0011] Optionally, the surface of one side of the column close to the bottom of the buffer groove is processed to form a rough contact surface.

[0012] By adopting the above technical solution, the friction between the column and the buffer groove can be effectively increased, more collision kinetic energy can be absorbed, and the safety of the vehicle and passengers can be guaranteed.

[0013] Optionally, a first elastic member is sleeved on the outside of the guide rod, and the first elastic member is a first elastic member made of a spring.

[0014] By adopting the above technical solution, the first elastic member is compressed during a collision to absorb the kinetic energy of the car collision, thereby reducing the compressed volume of the car during a collision and ensuring the safety of the occupants.

[0015] Optionally, the guide rod is provided with a groove at a section away from the column, a limiting block is slidably connected in the groove, a second elastic member is provided at a section of the limiting block close to the guide rod, one end of the second elastic member is located on one side of the limiting block, and the other end is located on one side of the guide rod groove.

[0016] By adopting the above technical solution, when the first elastic member stops contracting, the second elastic member pushes the limit block to extend out of the guide rod to prevent the first elastic member from extending, thereby protecting the car from secondary damage caused by the first elastic member pushing the pillar and crossbar to collide.

[0017] Optionally, a buffer pad is fixedly connected to one side of the crash pier close to the buffer groove.

[0018] By adopting the above technical solution, the impact of the pillars and buffer grooves on the crash pier can be effectively reduced, and the stability of the crash pier can be improved to ensure that the vehicle will not run off the road and cause a secondary collision.

[0019] Optionally, the cross-section of the column is a right-angled trapezoid.

[0020] By adopting the above technical solution, the stability of the anti-collision device can be effectively increased.

[0021] Optionally, the inner wall diameter of the first elastic member is equal to the outer wall diameter of the guide rod.

[0022] By adopting the above technical solution, when the first elastic member is compressed, its inner side can slide along the outer wall of the guide rod, ensuring that the limit block can be extended in time and limit the elongation of the first elastic member, protecting the car from secondary damage.

[0023] In summary, this application has the following technical effects:

[0024] 1. By setting up the anti-collision pier, buffer groove, guide rod, column and cross bar, the kinetic energy of the car collision is absorbed by the friction between the column and the inner wall of the buffer groove during the collision. When the car collides with the anti-collision device with great force, the anti-collision pier can ensure that the column is not knocked out of the buffer groove, and ensure the stability of the anti-collision device when it is subjected to a major collision. The kinetic energy of the car collision is absorbed by the friction between the column and the buffer groove, which can reduce the risk of secondary collision. Since the three cross bars extend out of the column at different lengths, the risk of the car rolling over the cross bar during the collision can be effectively reduced, and the risk of the car running out of the road and causing secondary injuries to the occupants can be reduced;

[0025] 2. By providing the first elastic member, the kinetic energy of the car collision is absorbed during the collision, the compressed volume of the car during the collision is reduced, and the safety of the passengers can be guaranteed;

[0026] 3. By setting a limit block and a second elastic member, when the first elastic member stops contracting, the second elastic member pushes the limit block to extend out of the guide rod, preventing the first elastic member from extending, thereby protecting the car from secondary damage caused by the first elastic member pushing the pillar and crossbar to collide. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is the appearance structure diagram of this application;

[0028] Figure 2 is a vertical cross-sectional structural diagram of the present application;

[0029] Figure 3 It is a horizontal cross-sectional structural diagram of the guide rod, the first elastic member, the second elastic member and the limit block of the present application.

[0030] Explanation of the accompanying drawings: 1. Anti-collision pier; 2. Buffer groove; 3. Guide rod; 31. First elastic member; 32. Second elastic member; 33. Limit block; 4. Column; 41. C-shaped steel; 5. Cross bar; 6. Buffer pad. DETAILED DESCRIPTION

[0031] The present application is further described in detail below in conjunction with the accompanying drawings.

[0032] The present application embodiment discloses a road bridge anti-collision device, referring to Figure 1The anti-collision device includes an anti-collision pier 1, a buffer groove 2, a guide rod 3, a column 4 and a cross bar 5. The anti-collision pier 1 is a rectangular parallelepiped, and one side in the length direction is processed to form a buffer groove 2, the notch of the buffer groove 2 is opened upward, and the length direction of the buffer groove 2 is perpendicular to the length direction of the anti-collision pier 1. The guide rod 3 is a cylinder, one end of the guide rod 3 is welded to the middle of the inner wall of the side of the buffer groove 2 away from the anti-collision pier 1, and the other end is fixed to the side of the anti-collision pier 1 close to the buffer groove 2 by bolts, and the length direction of the guide rod 3 is parallel to the length direction of the buffer groove 2. A section of the column 4 close to the lower end slides in the buffer groove 2 and is located at the end of the buffer groove 2 away from the anti-collision pier 1, the outer wall of the column 4 fits with the inner wall of the buffer groove 2, and the column 4 is sleeved and slidably connected to the guide rod 3. A section of the column 4 extending out of the buffer slot 2 is welded with a C-shaped steel 41, which is welded to the side wall of the column 4 away from the crash pier 1. There are three C-shaped steels 41, which are arranged in sequence from top to bottom along the length direction of the top of the column 4. The length direction of the C-shaped steel 41 is perpendicular to the length direction of the column 4, and the lengths of the three C-shaped steels 41 decrease from top to bottom. There are three crossbars 5, which are respectively fixed to the side of the three C-shaped steels 41 away from the column 4 by bolts. The length direction of the crossbar 5 is perpendicular to the length direction of the column 4. The surface of the crossbar is smooth and bonded with reflective stickers.

[0033] When a car collides with the anti-collision device, the smooth surface of the crossbar 5 can make the car slide along the length direction of the crossbar 5. At the same time, after the collision, the crossbar 5 and the column 4 can be pushed to move in the buffer groove 2 toward the anti-collision pier 1. The column 4 slides along the inside of the buffer groove 2 under the restriction of the guide rod 3. The outer wall of the column 4 located in a section of the buffer groove 2 and the inner wall of the buffer groove 2 cause friction to absorb the kinetic energy of the car collision. When the collision force is large, the anti-collision pier 1 can ensure that the column 4 is not knocked out of the buffer groove 2, and ensure the stability of the anti-collision device when it is subjected to a major impact. The kinetic energy of the car collision is absorbed by the friction between the column 4 and the buffer groove 2, which can reduce the risk of secondary collision. Since the three crossbars 5 extend out of the column 4 to different lengths, the risk of the car turning over the crossbar 5 during a collision can be effectively reduced, and the risk of the car running out of the road and causing secondary injuries to the occupants can be reduced.

[0034] Reference Figure 2 The cross section of the column 4 is a right-angle trapezoid, and the length of the bottom side of the end of the column 4 located in the buffer groove 2 is greater than the length of the bottom side of the end away from the buffer groove 2. When the car collides with the anti-collision device, the column 4 is located in the buffer groove 2. The strength is relatively large, which can effectively increase the stability of the anti-collision device.

[0035] Reference Figure 2 The column 4 is sleeved on a section of the guide rod 3 close to the side of the crash pier 1 and processed to form a chamfer. When the column 4 slides along the guide rod 3, the chamfer formed by the column 4 and the guide rod 3 can play a guiding role, effectively ensuring the guiding performance of the guide rod 3.

[0036] Reference Figure 2 The surface of the column 4 near the bottom of the buffer groove 2 is processed to form a rough contact surface. When the car collides with the device, the column 4 slides in the buffer groove 2 along the guide rod 3. The rough surface formed on the bottom of the column 4 can effectively increase the friction between the column 4 and the buffer groove 2, absorb more collision kinetic energy, and ensure the safety of the vehicle and passengers.

[0037] Reference Figure 1 and Figure 2 A first elastic member 31 is sleeved on the outside of the guide rod 3, one end of the first elastic member 31 is located on the side of the anti-collision pier 1 close to the buffer groove 2, and the other end is located on the side of the column 4 close to the anti-collision pier 1. In this embodiment, the first elastic member 31 is a first elastic member made of a spring, and the inner diameter of the first elastic member 31 is equal to the diameter of the guide rod 3.

[0038] When a car collides with the device, the cross bar 5 and the column 4 slide along the guide rod 3 in the buffer groove 2. At this time, the first elastic member 31 is compressed, and the inner side of the first elastic member 31 slides along the outer wall of the guide rod 3. The first elastic member 31 absorbs the kinetic energy of the car collision, reduces the compressed volume when the car collides, and can ensure the safety of the occupants.

[0039] Reference Figure 3 A groove is provided at a section of the guide rod 3 away from the column 4. There are two grooves, which are respectively located on both sides of the guide rod 3 close to the buffer groove 2. A limit block 33 is slidably connected in the groove. The section of the limit block 33 is a right-angle trapezoid, and the shorter side of the limit block 33 is close to the column 4. A second elastic member 32 is embedded in the limit block 33 close to the guide rod 3. One end of the second elastic member 32 is located on the inner wall of the limit block 33 away from the guide rod 3, and the other end is located on the side close to the two grooves of the guide rod 3.

[0040] When the car collides with the device, the cross bar 5 and the column 4 slide along the guide rod 3 in the buffer groove 2, and the first elastic member 31 is compressed. The first elastic member 31 can slide along the limit block 33 close to the surface of one side of the first elastic member 31. When the first elastic member 31 stops shrinking, the second elastic member 32 pushes the limit block 33 to extend out of the guide rod 3, preventing the first elastic member 31 from extending, thereby protecting the car from secondary damage caused by the first elastic member 31 pushing the column 4 and the cross bar 5 to collide.

[0041] Reference Figure 1 and Figure 2 A buffer pad 6 is welded on one side of the crash pier 1 near the buffer groove 2. When a car collides with the device at a high speed, the contact surface between the buffer groove 2 and the column 4 and the crash pier 1 is small, which may cause damage to the crash pier 1. The buffer pad 6 can effectively reduce the impact of the column 4 and the buffer groove 2 on the crash pier 1, improve the stability of the crash pier 1, and ensure that the vehicle will not run off the road and cause a secondary collision.

[0042] This specific embodiment is merely an explanation of the present application and is not a limitation of the present application. After reading this specification, those skilled in the art may make modifications to the present embodiment without any creative contribution as needed, but such modifications are protected by the patent law as long as they are within the scope of the claims of the present application.

Claims

1. A road bridge anti-collision device, characterized in that: The invention comprises a crash pier (1), a buffer groove (2), a guide rod (3), a column (4) and a cross bar (5), wherein one side of the crash pier (1) is fixedly connected to the buffer groove (2), one end of the guide rod (3) is fixedly connected to the buffer groove (2), and the other end is fixedly connected to the crash pier (1), a section of the column (4) close to the lower end slides in the buffer groove (2), and the column (4) is slidably connected to the guide rod (3), a section of the column (4) extending out of the buffer groove (2) is welded with a plurality of C-shaped steels (41), the C-shaped steels (41) are sequentially arranged at intervals from top to bottom along the length direction of the column (4), and the length of the C-shaped steels (41) decreases from top to bottom, and the cross bar (5) is fixedly connected to the side of the C-shaped steel (41) away from the column (4).

2. A road bridge anti-collision device according to claim 1, characterized in that: The column (4) is processed to form a chamfer at a section close to the guide rod (3).

3. A road bridge anti-collision device according to claim 2, characterized in that: The surface of one side of the upright post (4) close to the bottom of the buffer groove (2) is processed to form a rough contact surface.

4. A road bridge anti-collision device according to claim 1, characterized in that: The guide rod (3) is sleeved with a first elastic member (31) on its exterior, and the first elastic member (31) is a first elastic member (31) made of a spring.

5. A road bridge anti-collision device according to claim 4, characterized in that: A groove is provided at a portion of the guide rod (3) away from the column (4), a limit block (33) is slidably connected in the groove, a second elastic member (32) is provided at a portion of the limit block (33) close to the guide rod (3), one end of the second elastic member (32) is located on one side of the limit block (33), and the other end is located on one side of the groove of the guide rod (3).

6. A road bridge anti-collision device according to claim 1, characterized in that: A buffer pad (6) is fixedly connected to one side of the crash pier (1) close to the buffer groove (2).

7. A road bridge anti-collision device according to claim 1, characterized in that: The cross section of the column (4) is a right-angled trapezoid.

8. A road bridge anti-collision device according to claim 4, characterized in that: The inner wall diameter of the first elastic member (31) is equal to the outer wall diameter of the guide rod (3).

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