Anti-collision traffic guardrail end

Abstract

The utility model discloses an anti-collision traffic guardrail end which comprises a fixed part used for being fixedly connected with a road and a guardrail, and further comprises a movable part and an energy absorption buffering structure, and the fixed part and the movable part are connected with and support the two ends of the energy absorption buffering structure respectively. The energy absorption buffering structure comprises at least one buffering device with a telescopic structure, and when the vehicle collides with the moving part, the buffering device contracts and provides buffering force for the vehicle. The anti-collision traffic guardrail end can buffer a vehicle after being collided by the vehicle, has supporting in the height direction and guiding in the axial direction, and is high in safety and reliability.

Description

Technical Field

[0001] The utility model relates to a traffic guardrail structure, in particular to an anti-collision traffic guardrail end. Background Art

[0002] In order to regulate the traffic space, traffic barriers are widely used to separate non-motorized vehicle lanes from motor vehicle lanes. The national speed limit for non-motorized vehicles is 25km / h, but the actual speed of non-motorized vehicles can often reach 40km / h or even faster. Once they directly collide with the end of the traffic barrier, it is likely to cause serious injuries or even death to the driver.

[0003] Currently, rigid guardrails are commonly used on roads, lacking anti-collision structures that can effectively cushion vehicles and resulting in poor safety. Utility Model Content

[0004] Purpose of the utility model: The purpose of the utility model is to provide a highly safe anti-collision traffic guardrail end.

[0005] Technical solution: The anti-collision traffic guardrail end head described in the utility model includes a fixed part for fixedly connecting to the road and the guardrail, and also includes a movable part and an energy-absorbing buffer structure. The fixed part and the movable part are respectively connected to and support two ends of the energy-absorbing buffer structure. The energy-absorbing buffer structure includes at least one buffer device with a retractable structure. When a vehicle hits the movable part, the buffer device contracts and provides a buffering force for the vehicle.

[0006] When the end of the anti-collision traffic guardrail is hit, the movable part can move backward with the buffer device to provide a buffer distance. In addition, the movable part can also provide support in the height direction for the buffer device to ensure the coaxiality of the rods and pipes in the buffer device, thereby ensuring the smoothness and reliability of the operation of the buffer device.

[0007] The moving part includes a column with a pulley at the bottom. The pulley reduces the friction between the moving part and the ground, so that the kinetic energy generated by the vehicle in the process of colliding with the guardrail end is almost absorbed by the energy absorption buffer structure, avoiding the moving part from affecting the normal operation of the energy absorption buffer structure, which is conducive to improving the overall safety and reliability of the anti-collision traffic guardrail end. Since the energy absorption buffer structure is connected to the column, the energy absorption buffer structure with a long buffering stroke can be supported in the height direction through the column and the pulley of the moving part, ensuring the coaxiality of the rod and the pipe, thereby improving the reliability of the energy absorption buffer structure.

[0008] The end of the anti-collision traffic guardrail includes a guide rail fixedly installed on the road, the guide rail extends from the moving part to the fixed part, and the guide rail is used to guide the movement of the pulley, thereby providing a guide for the movement of the moving part. When the moving part is hit, the moving part moves backward under the guidance of the guide rail, so that the energy absorption buffer structure is not easily offset after the collision, thereby ensuring the normal operation of the buffer device.

[0009] The buffer device is a hydraulic buffer. The hydraulic buffer can absorb and dissipate energy through the reaction force generated by compressed liquid and gas medium, thereby converting the kinetic energy of the impact into heat energy. The hydraulic buffer can not only achieve buffering, but also is not easy to cause secondary damage to the driver, and has high safety.

[0010] The buffer force of the buffer device is F, the number is n, the maximum buffer stroke is L, 1.6×10 2 N·m <nFL<1.3×10 4 N·m, the above design can balance the buffering capacity of the buffer device and the design cost requirements, and is helpful to reasonably set the number, buffering force and buffering stroke of the buffer device according to actual road conditions.

[0011] There are two buffer devices, which are arranged opposite to each other in the axial direction. The oppositely arranged buffer devices increase the buffer stroke of the end of the anti-collision traffic guardrail, thereby greatly improving the buffer performance of the end of the anti-collision traffic guardrail and increasing the safety of the end of the anti-collision traffic guardrail.

[0012] The end of the anti-collision traffic guardrail further includes a telescopic device, the telescopic device and the buffer device are arranged in parallel, the telescopic device includes a guide groove and a telescopic rod, the guide groove is fixedly connected to the fixed part, one end of the telescopic rod is connected to the moving part, and the other end is slidably connected to the guide groove. The telescopic device provides axial guidance for the buffer device to ensure the normal operation of the buffer device.

[0013] A guide pulley is arranged in the guide groove, which reduces the friction between the telescopic rod and the guide groove, so that the telescopic device can be telescoped smoothly.

[0014] The telescopic devices are provided in two pieces, and the two telescopic devices are respectively located above and below the buffer device in the height direction. The upper and lower telescopic devices jointly provide axial guidance for the buffer device, further ensuring the normal operation of the buffer device.

[0015] A protective cover is arranged between the movable part and the fixed part, and the protective cover can provide protection for the energy absorption and buffering structure, thereby extending the service life of the end of the anti-collision traffic guardrail.

[0016] The anti-collision traffic guardrail end also includes a collision sensing device, at least one of which is arranged on the moving part. The collision sensing device can sense the collision of a vehicle and send an alarm to an external system.

[0017] Beneficial effects: Compared with the prior art, the utility model has the following advantages: 1. The energy-absorbing buffer structure can fully absorb the impact force of the vehicle, and is not easy to cause secondary injury to the driver, and has high safety; 2. The moving part provides height support for the buffer device, and the telescopic device and the guide rail guide the buffer device axially. Even in application scenarios with a long buffer stroke, the energy-absorbing buffer structure can maintain good coaxiality during operation, and has high working reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the structure of the utility model;

[0019] Figure 2 This is a schematic diagram of the structure of the buffer device of the utility model;

[0020] Figure 3 This is a schematic diagram of the structure of another solution of the utility model;

[0021] Figure 4 It is a side view of the utility model. DETAILED DESCRIPTION

[0022] The technical solution of the utility model is further described below in conjunction with the accompanying drawings.

[0023] Example 1: Figure 1 As shown, the anti-collision traffic guardrail end head of the utility model includes a moving part 2, a buffer device 3, a telescopic device 5 and a fixed part 1.

[0024] The moving part 2 is located at the front end, and the moving part 2 includes a column, a support plate and a pulley. The support plate is fixed at the bottom end of the column, and a pulley is installed on the bottom surface of the support plate.

[0025] The buffer device 3 is connected to the moving part 2, such as Figure 2As shown, the buffer device 3 is a hydraulic buffer. The buffer device 3 includes an inner tube 31, an outer tube 32, a piston 33, a piston rod 34, an impact end 35, a seal 36 and an end cover 37. The outer tube 32 is sleeved outside the inner tube 31, the piston 33 is arranged in the inner tube 31, one end of the piston rod 34 is connected to the piston 33, and the other end is connected to the impact end 35. The piston rod 34 is sleeved with a seal 36, and the opening of one end of the outer tube 32 is sealed by the seal 36, and the opening of the other end is sealed by the end cover 37. A plurality of throttle valves 38 are installed on the wall of the inner tube 31 along the axial direction X, and a filling valve 39 for filling gas is installed on the seal 36 along the axial direction X. The inner tube 31, the end cover 37 and the piston 33 jointly define a first accommodating chamber 301; the inner tube 31, the outer tube 32, the end cover 37 and the seal 36 jointly define a second accommodating chamber 302, and the first accommodating chamber 301 and the second accommodating chamber 302 are filled with hydraulic oil and gas. After the vehicle hits the moving part 2, the impact force pushes the piston rod 34 to squeeze the internal space of the first accommodating chamber 301, and compresses the gas into the hydraulic oil of the second accommodating chamber 302 through the throttle valve 38. The hydraulic buffer device 3 absorbs and dissipates the energy through the reaction force generated by the compressed liquid and gas medium, converting the kinetic energy of the impact into heat energy, thereby achieving buffering of the vehicle. The above-mentioned buffer device 3 is not easy to rebound, which can avoid secondary damage to the driver.

[0026] There are two telescopic devices 5, and the two telescopic devices 5 are respectively located above and below the buffer device 3 in the height direction Z, and are arranged parallel to the buffer device 3. The telescopic device 5 includes a guide groove 51 and a telescopic rod 52, one end of the telescopic rod 52 is fixedly connected to the movable part 2, and the other end is located in the guide groove 51. The rear end of the fixed part 1 is connected to the guardrail, and the fixed part 1 is fixedly installed on the road and is located at the rear end of the end of the anti-collision traffic guardrail. The fixed part 1 is sequentially provided with three columns from front to back, and the two ends of the outer tube 32 of the buffer device 3 are respectively fixed to the two columns at the front end, and the guide groove 51 extends along the axial direction X and is fixedly connected to the three columns. In the initial state, the telescopic device 5 and the buffer device 3 are fully extended. When hit by a vehicle, the buffer device 3 contracts for buffering, and the telescopic device 5 contracts accordingly, and provides axial X guidance for the buffer device 3 to ensure smooth movement of the piston rod 34 along the axial direction X. The moving part 2 with the pulley moves backward with the piston rod 34 and the telescopic rod 52, on the one hand providing a buffer distance for the vehicle, and on the other hand providing support in the height direction Z for the buffer device 3 and the telescopic device 5, thereby ensuring the horizontality of the piston rod 34 of the buffer device 3 and the telescopic rod 52 of the telescopic device 5, and ensuring the smoothness of the movement of the buffer device 3 and the telescopic device 5.

[0027] The number of buffer devices 3 in this embodiment is n=1, the maximum buffer stroke L=1m, and the buffer force F=3.5×10 3 N, nFL = 3.5 × 10 3N·m, the above design is suitable for collision prevention and buffering of non-motor vehicles in speed-limited sections such as school roads.

[0028] Example 2: Figure 3 As shown, compared with Example 1, the mobile part 2 of the end of the anti-collision traffic guardrail of this embodiment includes two columns, and a pulley is installed at the bottom of each column. The buffer device 3 is also provided in two, and the two buffer devices 3 are arranged opposite to each other and connected to the impact end. The two ends of the outer tube 32 of the buffer device 3 located at the front end are respectively fixed to the two columns of the mobile part 2, and the two ends of the outer tube 32 of the buffer device 3 located at the rear end are respectively fixed to the two columns at the front end of the fixed part 1. The telescopic rod 52 of the telescopic device 5 is lengthened, and a guide pulley 53 is provided in the guide groove 51. A guide rail 4 is provided below the mobile part 2, and the guide rail 4 is fixed on the road and extends from the front end column of the mobile part 2 to the front end column of the fixed part 1. A retractable protective cover 6 is fixedly connected between the rear end column of the mobile part 2 and the front end column of the fixed part 1, and the protective cover 6 is sleeved on the outside of the telescopic rod 52 and the piston rod 34. A warning light 7 is arranged on the upright post at the end of the anti-collision traffic guardrail, and a collision sensing device is installed in the warning light 7. After the collision sensing device senses the collision of the vehicle, it can send an alarm to the external system.

[0029] The number of buffer devices 3 in this embodiment is n=2, the maximum buffer stroke L of a single buffer device 3 is L=1m, the total buffer stroke is 2m, and the buffer force F=0.64×10 4 N, nFL = 1.28 × 10 4 N·m, the above design can effectively buffer non-motor vehicles with a speed of less than 40km / h.

[0030] Example 3: Figure 4 As shown, compared with Example 2, the width of the column of the fixed part and the column of the movable part 2 of the anti-collision traffic guardrail end of this embodiment is increased, and two groups of buffer devices 3 are arranged side by side along the horizontal direction Y. The above structure can significantly improve the buffering performance of the anti-collision guardrail end.

[0031] It should be noted that the front end and rear end mentioned above refer to the position relative to the guardrail, and are not a front-to-rear position relationship in a fixed direction. That is to say, if a section of guardrail is provided with anti-collision guardrail ends at both ends, although the two anti-collision guardrail ends point in opposite directions from the fixed part 1 to the movable part 2, since the fixed part 1 is closer to the guardrail than the movable part 2, the fixed part 1 is located at the rear end, and the position of the movable part 2 that first contacts the vehicle is the front end.

Claims

1. An anti-collision traffic guardrail end, comprising a fixing portion (1) for fixing to a road and a guardrail, characterized in that: It also comprises a movable part (2) and an energy absorption and buffering structure, wherein the fixed part (1) and the movable part (2) are respectively connected to and support two ends of the energy absorption and buffering structure, and the energy absorption and buffering structure comprises at least one buffering device (3) having a retractable structure, and when a vehicle collides with the movable part, the buffering device (3) contracts and provides a buffering force for the vehicle.

2. The anti-collision traffic guardrail end cap according to claim 1, characterized in that: The moving part (2) comprises a column with a pulley arranged at the bottom.

3. The anti-collision traffic guardrail end cap according to claim 2, characterized in that: It comprises a guide rail (4) fixedly installed on a road, wherein the guide rail (4) extends from the moving part (2) to the fixed part (1), and the guide rail (4) is used to guide the movement of the pulley.

4. The anti-collision traffic guardrail end cap according to claim 1, characterized in that: The buffer device (3) is a hydraulic buffer.

5. The anti-collision traffic guardrail end cap according to claim 1, characterized in that: There are two buffer devices (3), and the two buffer devices (3) are arranged opposite to each other in the axial direction.

6. The anti-collision traffic guardrail end cap according to claim 1, characterized in that: The invention also comprises a telescopic device (5), wherein the telescopic device (5) and the buffer device (3) are arranged in parallel, and the telescopic device (5) comprises a guide groove (51) and a telescopic rod (52), wherein the guide groove (51) is fixedly connected to the fixed part (1), and one end of the telescopic rod (52) is connected to the movable part (2), and the other end is slidably connected to the guide groove (51).

7. The anti-collision traffic guardrail end cap according to claim 6, characterized in that: A guide pulley (53) is arranged in the guide groove (51).

8. The anti-collision traffic guardrail end cap according to claim 6, characterized in that: The telescopic devices (5) are provided in two numbers, and the two telescopic devices (5) are respectively located above and below the buffer device (3) in the height direction.

9. The anti-collision traffic guardrail end cap according to claim 1, characterized in that: A protective sleeve (6) is provided between the movable part (2) and the fixed part (1).

10. The anti-collision traffic guardrail end cap according to claim 1, characterized in that: It also comprises a collision sensing device, at least one of which is arranged on the moving part (2).

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