Impact buffering type guardrail for highway

Abstract

The utility model discloses a highway impact buffering type guardrail which comprises a base, a lower cross beam is fixedly arranged on the upper portion of the base, a plurality of connecting columns are evenly and fixedly arranged on the upper portion of the lower cross beam at intervals, and the upper portions of the connecting columns are jointly and fixedly connected with the bottom of an upper cross beam. A plurality of corresponding sliding holes are evenly formed in the lower cross beam at intervals, sliding rods in sliding fit with the sliding holes are arranged in the sliding holes, and limiting heads with the diameters larger than the inner diameters of the sliding holes are arranged at one ends of the sliding rods. A first spring sleeves the other end of each anti-collision roller, a mounting frame with an L-shaped section is fixedly arranged at the end part of each anti-collision roller, and an anti-collision roller made of a rubber material is rotationally arranged between each two mounting frames which are opposite to each other up and down. According to the utility model, the impact force generated when the automobile collides with the guardrail can be effectively buffered, and the damage condition of the guardrail and the automobile is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of highway protection facilities, in particular to a highway impact buffer type guardrail. Background Art

[0002] With the development of society, the construction of expressways is becoming more and more extensive. The characteristics of expressways are high speed, large traffic volume, and high transportation economic and social benefits. In order to ensure the safety performance of expressways, guardrails are generally installed on both sides and in the middle of expressways. The existing expressway guardrails are mainly semi-rigid guardrails, which are spliced ​​with corrugated steel guardrail plates and supported by columns to form a high-strength continuous structure. However, although this high-strength guardrail structure can withstand the collision of vehicles on the guardrail, when a high-speed vehicle hits the guardrail, it will produce rigid contact, which will not only cause serious damage to the vehicle, but also endanger the personal safety of passengers on the vehicle. Therefore, a highway impact buffer guardrail is developed. Utility Model Content

[0003] The purpose of the utility model is to provide a highway impact buffer guardrail to solve the technical problems mentioned in the above background technology.

[0004] In order to solve the above technical problems, the utility model adopts the following technical solutions:

[0005] The utility model discloses a high-speed road impact buffer guardrail, comprising a base, a lower cross beam is fixedly arranged on the upper part of the base, a plurality of connecting columns are fixedly arranged on the upper part of the lower cross beam at uniform intervals, and the upper parts of the plurality of connecting columns are commonly fixedly connected to the bottom of the upper cross beam; a plurality of corresponding sliding holes are respectively and evenly spaced on the lower cross beam and the upper cross beam, a sliding rod slidably matched therewith is respectively arranged in each of the sliding holes, a limiting head with a diameter larger than the inner diameter of the sliding hole is arranged at one end of each of the sliding rods, a first spring is sleeved on the other end and mounting frames with L-shaped cross sections are respectively fixedly arranged at the ends, and a rubber anti-collision roller is rotatably arranged between each of the two mounting frames facing each other up and down.

[0006] Furthermore, a plurality of pre-buried piles are fixedly arranged at even intervals on the bottom of the base.

[0007] Furthermore, the anti-collision roller includes connecting rollers at both ends and an intermediate roller located between the two connecting rollers, the two connecting rollers are respectively rotatably connected to the corresponding two mounting frames, the diameter of the intermediate roller is smaller than the diameter of the two connecting rollers, a connecting sleeve is sleeved on the intermediate roller, a first connecting ear is fixedly provided on the side of the connecting sleeve close to the connecting column, two sliding sleeves are symmetrically sleeved on each connecting column, a second connecting ear is fixedly provided on the side of each sliding sleeve close to the anti-collision roller, a connecting rod is hingedly provided between the first connecting ear and the two second connecting ears, and each connecting column is sleeved with a second spring at a position between the sliding sleeve and the lower beam and between the sliding sleeve and the upper beam.

[0008] Furthermore, the outer diameter of the connecting sleeve is smaller than the diameter of the connecting roller.

[0009] Furthermore, each of the connecting columns is fixedly provided with two limiting sleeves at a position between the two sliding sleeves.

[0010] Compared with the prior art, the beneficial technical effects of the utility model are:

[0011] When a vehicle collides with the utility model, the vehicle will contact the anti-collision roller, and the anti-collision roller installed between the upper and lower beams can be rotated to buffer and release the impact force of the car. In addition, the mounting frame at both ends of the anti-collision roller and the first spring between the upper and lower beams, and the two sliding sleeves and the second spring between the upper and lower beams can effectively reduce the impact force of the vehicle, thereby effectively buffering the impact force generated when the car collides with the guardrail and reducing the damage to the guardrail and the car. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The utility model will be further described below in conjunction with the accompanying drawings.

[0013] Figure 1 This is a front view of the utility model highway impact buffer guardrail;

[0014] Figure 2 It is a cross-sectional view of the utility model of the highway impact buffer guardrail;

[0015] Explanation of the accompanying drawings: 1. base; 2. embedded pile; 3. lower crossbeam; 4. connecting column; 5. upper crossbeam; 6. sliding hole; 7. sliding rod; 8. limiting head; 9. first spring; 10. mounting frame; 11. anti-collision roller; 11-1. connecting roller; 11-2. middle roller; 12. connecting sleeve; 13. first connecting ear; 14. sliding sleeve; 15. second connecting ear; 16. connecting rod; 17. second spring; 18. limiting sleeve. DETAILED DESCRIPTION

[0016] like Figure 1-Figure 2 As shown, a highway impact buffer guardrail includes a base 1, and a plurality of pre-buried piles 2 are evenly spaced and fixedly arranged at the bottom of the base 1, and the base 1 is fixed on the roadbed through the plurality of pre-buried piles 2.

[0017] A lower crossbeam 3 is fixedly provided on the upper part of the base 1, and a plurality of vertical connecting columns 4 are fixedly provided on the upper part of the lower crossbeam 3 at even intervals, and the upper parts of the plurality of connecting columns 4 are fixedly connected to the bottom of the upper crossbeam 5. A plurality of corresponding sliding holes 6 are opened on the lower crossbeam 3 and the lower crossbeam 5 at even intervals, and the plurality of sliding holes on the upper crossbeam 3 and the lower crossbeam 5 are arranged one by one. A sliding rod 7 is installed in each sliding hole 6 to slide with it, and a limit head 8 with a diameter larger than the inner diameter of the sliding hole 6 is provided at one end of each sliding rod 7, and a first spring 9 is sleeved on the other end, and a mounting frame 10 with an L-shaped cross section is fixedly provided at the end, and a rubber anti-collision roller 11 is rotatably installed between each of the two mounting frames 10 facing each other up and down.

[0018] The anti-collision roller 11 includes connecting rollers 11-1 at both ends and an intermediate roller 11-2 located between the two connecting rollers 11-1. The two connecting rollers 11-1 are rotatably connected to the corresponding two mounting frames 10. The diameter of the intermediate roller 11-2 is smaller than the diameter of the two connecting rollers 11-1, and a connecting sleeve 12 is sleeved on the intermediate roller 11-2. The outer diameter of the connecting sleeve 12 is smaller than the diameter of the connecting roller 11-1, and a first connecting ear 13 is fixedly provided on the side of the connecting sleeve 12 close to the connecting column 4. Two sliding sleeves 14 are symmetrically sleeved on each of the connecting columns 4, and a second connecting ear 15 is fixedly provided on the side of each sliding sleeve 14 close to the anti-collision roller 11, and a connecting rod 16 is hingedly provided between the first connecting ear 13 and the two second connecting ears 15. Each of the connecting columns 4 is respectively provided with a second spring 17 at a position between the sliding sleeve 14 and the lower cross beam 3 and between the sliding sleeve 14 and the upper cross beam 5 . In addition, each of the connecting columns 4 is fixedly provided with two limit sleeves 18 at a position between two of the sliding sleeves 14 .

[0019] In actual application of the utility model, a plurality of the anti-collision rollers are close to the inner side of the highway. When a vehicle collides with the guardrail, the vehicle will contact the anti-collision roller, and the anti-collision roller installed between the upper and lower beams can buffer and release the impact force of the car. Moreover, the mounting frame at both ends of the anti-collision roller and the first spring between the upper and lower beams, and the two sliding sleeves and the second spring between the upper and lower beams can effectively reduce the impact force of the vehicle, thereby effectively buffering the impact force generated when the car collides with the guardrail, and reducing the damage to the guardrail and the car.

[0020] The embodiments described above are only descriptions of the preferred methods of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should fall within the protection scope determined by the claims of the present invention.

Claims

1. A highway impact buffer guardrail, characterized in that: The invention comprises a base, wherein a lower cross beam is fixedly arranged on the upper part of the base, a plurality of connecting columns are fixedly arranged on the upper part of the lower cross beam at uniform intervals, and the upper parts of the plurality of connecting columns are fixedly connected to the bottom of the upper cross beam together; a plurality of corresponding sliding holes are respectively and evenly spaced on the lower cross beam and the upper cross beam, a sliding rod slidably matched therewith is respectively arranged in each of the sliding holes, a limiting head with a diameter larger than the inner diameter of the sliding hole is arranged at one end of each of the sliding rods, a first spring is sleeved on the other end and mounting frames with L-shaped cross sections are respectively fixedly arranged at the ends, and a rubber anti-collision roller is rotatably arranged between each of the two mounting frames facing each other up and down.

2. The highway impact buffer guardrail according to claim 1, characterized in that: A plurality of pre-buried piles are fixedly arranged at even intervals on the bottom of the base.

3. The highway impact buffer guardrail according to claim 1, characterized in that: The anti-collision roller includes connecting rollers at both ends and an intermediate roller located between the two connecting rollers, the two connecting rollers are respectively rotatably connected to the corresponding two mounting frames, the diameter of the intermediate roller is smaller than the diameter of the two connecting rollers, a connecting sleeve is sleeved on the intermediate roller, a first connecting ear is fixedly provided on the side of the connecting sleeve close to the connecting column, two sliding sleeves are symmetrically sleeved on each connecting column, a second connecting ear is fixedly provided on the side of each sliding sleeve close to the anti-collision roller, a connecting rod is hingedly provided between the first connecting ear and the two second connecting ears, and each connecting column is sleeved with a second spring at a position between the sliding sleeve and the lower beam and between the sliding sleeve and the upper beam.

4. The highway impact buffer guardrail according to claim 3, characterized in that: The outer diameter of the connecting sleeve is smaller than the diameter of the connecting roller.

5. The highway impact buffer guardrail according to claim 3, characterized in that: Each of the connecting columns is fixedly provided with two limiting sleeves at a position between the two sliding sleeves.

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