Novel traffic guardrail for urban road

Abstract

The novel traffic guardrail for the urban road comprises a first stand column and a second stand column, the second stand column is arranged on one side of the first stand column, an assembling assembly is arranged between the first stand column and the second stand column, and stabilizing assemblies are arranged at the bottoms of the first stand column and the second stand column. By arranging the splicing assembly and the stabilizing assembly, a first stand column and a second stand column are in threaded connection with threaded holes in the top of a stabilizing seat through threaded columns, so that the first stand column and the second stand column are more stable during placement, then a circular plate is pulled to drive an insertion rod to move in an insertion hole, and at the moment, a first spring is in a stretched state; then the positioning blocks on the two sides of the guardrail frame are connected with the positioning grooves in the first stand column and the second stand column in an inserted mode, at the moment, the circular plates are loosened, the positioning blocks can be limited in the positioning grooves through the inserting rods, and therefore the guardrail frame can be conveniently assembled and disassembled with the first stand column and the second stand column.

Description

Technical Field

[0001] The utility model relates to the technical field of road guardrails, in particular to a new type of traffic guardrail for urban roads. Background Art

[0002] Traffic guardrails are installed on the road to separate motor vehicles, non-motor vehicles and pedestrian traffic to improve road traffic safety and improve traffic order. Most guardrails are composed of multiple vertical railings supporting a horizontally arranged main pole to form a guardrail frame, and the two sides are connected to the mounting columns to be fixed on the road through the mounting columns.

[0003] Existing urban roads use new traffic guardrails. Overspeeding on urban roads can easily cause accidents. However, it is difficult for existing road facilities to warn drivers of vehicles in the same direction and oncoming vehicles that there are speeding vehicles on the inside of the road.

[0004] The existing patent (publication number: CN210420966U) is a traffic guardrail for urban roads. The traffic guardrail for urban roads uses the characteristics of high air velocity and low pressure around the car body when the car approaches the guardrail to suck one end of the wind plate toward the car body, causing the wind plate to rotate, driving the reflective warning plate to rotate, and warning the driver to control the speed through reflected light and warn oncoming vehicles of the existence of speeding vehicles to remind the driver to keep a distance from the guardrail and drive safely.

[0005] In view of the above problems, the existing patents provide solutions, but the entire guardrail is not easy to disassemble and assemble, and it is not easy to replace or repair the guardrail later. At the same time, the entire guardrail does not have anti-collision facilities, which will increase the losses in the event of an accident.

[0006] Therefore, a new type of traffic guardrail for urban roads is proposed. Utility Model Content

[0007] The purpose of the utility model is to provide a new type of traffic guardrail for urban roads, which can solve the problem that the existing new type of traffic guardrail for urban roads is that the entire guardrail is not easy to disassemble and assemble, and it is not convenient to replace or repair the guardrail at a later time. At the same time, the entire guardrail does not have anti-collision facilities, which will increase the loss in the event of an accident.

[0008] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a new traffic guardrail for urban roads, comprising a first column and a second column, wherein the second column is arranged on one side of the first column, an assembly component is arranged between the first column and the second column, anti-collision components are arranged on both sides of the first column and the second column, and a stabilizing component is arranged at the bottom of the first column and the second column;

[0009] The assembly component includes a guardrail frame, a guardrail post, a positioning block, a positioning groove, an insertion hole, an insertion rod, a circular plate and a first spring. The guardrail frame is arranged between the first column and the second column. The two ends of the plurality of guardrail posts are respectively fixedly connected to the inner top and the inner bottom of the guardrail frame. The plurality of guardrail posts are evenly distributed equidistantly inside the guardrail frame. The positioning block is fixedly connected to the two side walls of the guardrail frame. The positioning groove is opened on the side walls of the first column and the second column and is plugged into the positioning block. The three insertion holes pass through the first column, the second column and the positioning block. The insertion rod is plugged into the inside of the insertion hole. The circular plate is fixedly connected to one end of the insertion rod. The first spring is sleeved on the periphery of the insertion rod. One end of the first spring is fixedly connected to the side wall of the circular plate, and the other end of the first spring is respectively fixedly connected to the side walls of the first column and the second column.

[0010] Preferably, the anti-collision assembly includes a fixed block, a movable rod, an anti-collision plate and a second spring, the fixed block is bolted to the side walls of the first column and the second column, the two movable rods both pass through the fixed block and are slidably connected to the fixed block, the anti-collision plate is fixedly connected to the two ends of the movable rod, the two second springs are both sleeved on the periphery of the movable rod, one end of the two second springs are respectively fixedly connected to the side walls of the anti-collision plate, and the other ends of the two second springs are respectively fixedly connected to the two side walls of the fixed block.

[0011] Preferably, the stabilizing assembly includes a stabilizing seat, a threaded column and a threaded hole, the stabilizing seat is arranged directly below the first column and the second column, the threaded column is fixedly connected to the bottom of the first column and the second column, and the threaded hole is opened at the top of the stabilizing seat and is threadedly connected to the threaded column.

[0012] Preferably, a transverse plate is provided directly above and below the anti-collision plate, and a plurality of connecting rods are provided between the transverse plate and the anti-collision plate, one end of the plurality of connecting rods are respectively fixedly connected to the top and bottom of the anti-collision plate, and the other end of the plurality of connecting rods are respectively fixedly connected to the top and bottom of the anti-collision plate.

[0013] Preferably, the side walls of the anti-collision plate and the guardrail column are both bonded with reflective strips.

[0014] Preferably, lighting lamps are provided on the tops of the first column and the second column.

[0015] Preferably, a plurality of mounting holes are provided on the top of the stabilizing seat, and the plurality of mounting holes are evenly distributed on the top of the stabilizing seat.

[0016] Preferably, the first column and the second column have the same shape and size, and the two stabilizing seats have the same shape and size.

[0017] Compared with the prior art, the beneficial effects of the utility model are:

[0018] 1. The present application is provided with an assembly component and a stabilizing component. The first column and the second column are first threadedly connected to the threaded holes on the top of the stabilizing seat through threaded columns, respectively, so that the first column and the second column are more stable when placed. Then the circular plate is pulled to drive the insertion rod to move in the insertion hole. At this time, the first spring is in a stretched state. Then the positioning blocks on both sides of the guardrail frame are respectively plugged into the positioning grooves on the first column and the second column. At this time, the circular plate is loosened, and the insertion rod will limit the positioning block to the inside of the positioning groove, thereby facilitating the assembly and disassembly of the guardrail frame and the first column and the second column.

[0019] 2. The present application is provided with an anti-collision component. When a vehicle collides with the entire traffic guardrail, the vehicle will first come into contact with the anti-collision plate. When the anti-collision plate is subjected to a force, the anti-collision plate will drive the moving rod to move. At this time, the second spring close to the side of the anti-collision plate subjected to the impact force will contract, and the second spring away from the side of the anti-collision plate subjected to the impact force will stretch, thereby playing a buffering role to prevent the vehicle from colliding with the traffic guardrail and causing greater losses. At the same time, the anti-collision plates are arranged on both sides of the guardrail frame, so that both sides of the traffic guardrail are equipped with anti-collision facilities. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 This is the overall structural view of the utility model;

[0022] Figure 2 It is a structural schematic diagram of the assembly components of the utility model;

[0023] Figure 3 It is a structural schematic diagram of the anti-collision component of the utility model;

[0024] Figure 4 It is a schematic diagram of the structure of the stabilizing component of the utility model;

[0025] Figure 5 It is a structural schematic diagram of the transverse plate and the connecting rod of the utility model.

[0026] Description of reference numerals:

[0027] 1. First column; 2. Second column; 3. Assembling components; 301. Guardrail frame; 302. Guardrail column; 303. Positioning block; 304. Positioning slot; 305. Insertion hole; 306. Insertion rod; 307. Round plate; 308. First spring; 4. Anti-collision component; 401. Fixed block; 402. Moving rod; 403. Anti-collision plate; 404. Second spring; 5. Stabilizing component; 501. Stabilizing seat; 502. Threaded column; 503. Threaded hole; 6. Cross plate; 7. Connecting rod; 8. Reflective strip; 9. Lighting lamp; 10. Mounting hole. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0029] See also Figures 1 to 5 , the utility model provides a technical solution:

[0030] A new traffic guardrail for urban roads, comprising a first column 1 and a second column 2, wherein the second column 2 is arranged on one side of the first column 1, an assembly component 3 is arranged between the first column 1 and the second column 2, anti-collision components 4 are arranged on both sides of the first column 1 and the second column 2, and a stabilizing component 5 is arranged at the bottom of the first column 1 and the second column 2;

[0031] The assembly component 3 includes a guardrail frame 301, a guardrail post 302, a positioning block 303, a positioning groove 304, an insertion hole 305, a plug rod 306, a circular plate 307 and a first spring 308. The guardrail frame 301 is arranged between the first column 1 and the second column 2. The two ends of the plurality of guardrail posts 302 are respectively fixedly connected to the inner top and the inner bottom of the guardrail frame 301. The plurality of guardrail posts 302 are evenly distributed in the guardrail frame 301. The positioning block 303 is fixedly connected to the two side walls of the guardrail frame 301. The positioning groove 304 is fixedly connected to the two side walls of the guardrail frame 301. 04 is opened on the side wall of the first column 1 and the second column 2 and is plugged into the positioning block 303. Three insertion holes 305 pass through the first column 1, the second column 2 and the positioning block 303. The insertion rod 306 is plugged into the inside of the insertion hole 305. The circular plate 307 is fixedly connected to one end of the insertion rod 306. The first spring 308 is sleeved on the outer periphery of the insertion rod 306. One end of the first spring 308 is fixedly connected to the side wall of the circular plate 307, and the other end of the first spring 308 is respectively fixedly connected to the side walls of the first column 1 and the second column 2.

[0032] Specifically, Figure 4As shown, the stabilizing assembly 5 includes a stabilizing seat 501, a threaded column 502 and a threaded hole 503. The stabilizing seat 501 is arranged directly below the first column 1 and the second column 2. The threaded column 502 is fixedly connected to the bottom of the first column 1 and the second column 2. The threaded hole 503 is opened at the top of the stabilizing seat 501 and is threadedly connected to the threaded column 502.

[0033] Specifically, Figure 1 As shown, lighting lamps 9 are disposed on the tops of the first column 1 and the second column 2 .

[0034] Specifically, Figure 1 As shown, a plurality of mounting holes 10 are formed on the top of the stabilizing base 501 , and the plurality of mounting holes 10 are evenly distributed on the top of the stabilizing base 501 .

[0035] Specifically, Figure 1 As shown, the first column 1 and the second column 2 have the same shape and size, and the two stabilizing seats 501 have the same shape and size.

[0036] When in use, the first column 1 and the second column 2 are firstly threadedly connected to the threaded hole 503 on the top of the stable seat 501 through the threaded column 502, so that the first column 1 and the second column 2 are more stable when placed, and then the circular plate 307 is pulled to drive the insertion rod 306 to move in the insertion hole 305. At this time, the first spring 308 is in a stretched state, and then the positioning blocks 303 on both sides of the guardrail frame 301 are respectively plugged into the positioning grooves 304 on the first column 1 and the second column 2. At this time, the circular plate 307 is released, and the insertion rod 306 will move the positioning blocks 303. 03 is limited inside the positioning groove 304, so that the guardrail frame 301 is easy to assemble and disassemble with the first column 1 and the second column 2. The expansion bolt is used to pass through the installation hole 10 to fix the stabilizing seat 501 in the specified position. The lighting lamp 9 can be used for lighting to prevent the driver from crashing the vehicle into the entire traffic guardrail due to dim light at night. Since the first column 1 and the second column 2 have the same shape and size, and the two stabilizing seats 501 have the same shape and size, the stability of the entire traffic guardrail can be guaranteed, and errors in the assembly process can be avoided.

[0037] Specifically, Figure 3 As shown, the anti-collision assembly 4 includes a fixed block 401, a moving rod 402, an anti-collision plate 403 and a second spring 404. The fixed block 401 is bolted to the side walls of the first column 1 and the second column 2. The two moving rods 402 both pass through the fixed block 401 and are slidably connected to the fixed block 401. The anti-collision plate 403 is fixedly connected to the two ends of the moving rod 402. The two second springs 404 are both sleeved on the periphery of the moving rod 402. One ends of the two second springs 404 are respectively fixedly connected to the side walls of the anti-collision plate 403, and the other ends of the two second springs 404 are respectively fixedly connected to the two side walls of the fixed block 401.

[0038] Specifically, Figure 5 As shown, a horizontal plate 6 is provided directly above and below the anti-collision plate 403, and a plurality of connecting rods 7 are provided between the horizontal plate 6 and the anti-collision plate 403, one end of the plurality of connecting rods 7 is respectively fixedly connected to the top and the bottom of the anti-collision plate 403, and the other end of the plurality of connecting rods 7 is respectively fixedly connected to the top and the bottom of the anti-collision plate 403.

[0039] Specifically, Figure 1 As shown, the side walls of the anti-collision plate 403 and the guardrail column 302 are both bonded with reflective strips 8.

[0040] When in use, when a vehicle collides with the entire traffic guardrail, the vehicle will first come into contact with the anti-collision plate 403, and the cross plate 6 and multiple connecting rods 7 will increase the contact area between the vehicle and the anti-collision plate 403. When the anti-collision plate 403 is subjected to a force, the anti-collision plate 403 will drive the moving rod 402 to move. At this time, the second spring 404 close to the side of the anti-collision plate 403 subjected to the impact force will shrink, and the second spring 404 away from the side of the anti-collision plate 403 subjected to the impact force will stretch, thereby playing a buffering role to avoid the vehicle colliding with the traffic guardrail and causing greater losses. At the same time, the anti-collision plates 403 are arranged on both sides of the guardrail frame 301, so that both sides of the traffic guardrail are equipped with anti-collision facilities, and the reflective strips 8 play a reflective warning role, which greatly improves safety.

[0041] Working principle: When the present application is in use, the first column 1 and the second column 2 are firstly threadedly connected with the threaded hole 503 on the top of the stable seat 501 through the threaded column 502 respectively, and then the circular plate 307 is pulled to drive the insertion rod 306 to move in the insertion hole 305. At this time, the first spring 308 is in a stretched state, and then the positioning blocks 303 on both sides of the guardrail frame 301 are respectively plugged into the positioning grooves 304 on the first column 1 and the second column 2. At this time, the circular plate 307 is loosened, and the insertion rod 306 will limit the positioning block 303 inside the positioning groove 304, and then the entire anti-collision component 4 is sleeved on the periphery of the first column 1 and the second column 2, and the two fixing blocks 401 are respectively fixed to the sides of the first column 1 and the second column 2 using fixing screws. When a vehicle collides with the entire traffic guardrail, the vehicle will first come into contact with the anti-collision plate 403, and the cross plate 6 and multiple connecting rods 7 will increase the contact area between the vehicle and the anti-collision plate 403. When the anti-collision plate 403 is subjected to a force, the anti-collision plate 403 will drive the moving rod 402 to move. At this time, the second spring 404 close to the side of the anti-collision plate 403 subjected to the impact force will shrink, and the second spring 404 away from the side of the anti-collision plate 403 subjected to the impact force will stretch, thereby playing a buffering role to avoid the vehicle colliding with the traffic guardrail and causing greater losses. At the same time, the anti-collision plates 403 are arranged on both sides of the guardrail frame 301, so that both sides of the traffic guardrail are equipped with anti-collision facilities, and the reflective strips 8 play a reflective warning role, which greatly improves safety.

[0042] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.

Claims

1. A new type of traffic guardrail for urban roads, comprising a first column (1) and a second column (2), characterized in that: The second column (2) is arranged on one side of the first column (1), an assembly component (3) is arranged between the first column (1) and the second column (2), anti-collision components (4) are arranged on both sides of the first column (1) and the second column (2), and a stabilizing component (5) is arranged at the bottom of the first column (1) and the second column (2); The assembly component (3) comprises a guardrail frame (301), a guardrail post (302), a positioning block (303), a positioning groove (304), an insertion hole (305), an insertion rod (306), a circular plate (307) and a first spring (308); the guardrail frame (301) is arranged between the first column (1) and the second column (2); the two ends of the plurality of guardrail posts (302) are respectively fixedly connected to the inner top and the inner bottom of the guardrail frame (301); the plurality of guardrail posts (302) are evenly distributed at equal distances inside the guardrail frame (301); the positioning block (303) is fixedly connected to the two side walls of the guardrail frame (301); the positioning groove (304) is fixedly connected to the two side walls of the guardrail frame (301); the 04) is opened on the side walls of the first column (1) and the second column (2) and is plugged into the positioning block (303), the three insertion holes (305) penetrate the first column (1), the second column (2) and the positioning block (303), the insertion rod (306) is plugged into the inside of the insertion hole (305), the circular plate (307) is fixedly connected to one end of the insertion rod (306), the first spring (308) is sleeved on the outer periphery of the insertion rod (306), one end of the first spring (308) is fixedly connected to the side wall of the circular plate (307), and the other end of the first spring (308) is respectively fixedly connected to the side walls of the first column (1) and the second column (2).

2. The new traffic guardrail for urban roads according to claim 1 is characterized by: The anti-collision assembly (4) comprises a fixed block (401), a movable rod (402), an anti-collision plate (403) and a second spring (404); the fixed block (401) is bolted to the side walls of the first column (1) and the second column (2); the two movable rods (402) both pass through the fixed block (401) and are slidably connected to the fixed block (401); the anti-collision plate (403) is fixedly connected to the two ends of the movable rod (402); the two second springs (404) are both sleeved on the outer periphery of the movable rod (402); one end of the two second springs (404) is respectively fixedly connected to the side walls of the anti-collision plate (403); and the other ends of the two second springs (404) are respectively fixedly connected to the two side walls of the fixed block (401).

3. The new traffic guardrail for urban roads according to claim 1 is characterized in that: The stabilizing component (5) comprises a stabilizing seat (501), a threaded column (502) and a threaded hole (503); the stabilizing seat (501) is arranged directly below the first column (1) and the second column (2); the threaded column (502) is fixedly connected to the bottom of the first column (1) and the second column (2); and the threaded hole (503) is opened at the top of the stabilizing seat (501) and is threadedly connected to the threaded column (502).

4. The new traffic guardrail for urban roads according to claim 2 is characterized by: A transverse plate (6) is provided directly above and directly below the anti-collision plate (403), and a plurality of connecting rods (7) are provided between the transverse plate (6) and the anti-collision plate (403), one end of the plurality of connecting rods (7) is respectively fixedly connected to the top and the bottom of the anti-collision plate (403), and the other end of the plurality of connecting rods (7) is respectively fixedly connected to the top and the bottom of the anti-collision plate (403).

5. The new traffic guardrail for urban roads according to claim 2 is characterized in that: The side walls of the anti-collision plate (403) and the guardrail column (302) are both bonded with reflective strips (8).

6. The new traffic guardrail for urban roads according to claim 1 is characterized by: Lighting lamps (9) are provided on the tops of the first column (1) and the second column (2).

7. The new traffic guardrail for urban roads according to claim 3 is characterized by: The top of the stabilizing seat (501) is provided with a plurality of mounting holes (10), and the plurality of mounting holes (10) are evenly distributed on the top of the stabilizing seat (501).

8. The new traffic guardrail for urban roads according to claim 3 is characterized by: The first column (1) and the second column (2) have the same shape and size, and the two stabilizing seats (501) have the same shape and size.

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