Bridge anti-collision buffering structure
By designing a buffer unit and a steering unit on the bridge guardrail, the combination of slide chute, sliding rod, return spring and cushioning spring is solved, and the existing guardrail lacks buffering effect when a vehicle crashes, achieving higher safety and accident protection effects.
Patent Information
- Application Number
- CN202420907441.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-29
- Publication Date
- 2025-03-25
- Estimated Expiration
- 2034-04-29
AI Technical Summary
The existing bridge guardrails lack a buffering effect when a vehicle crashes due to rigid collisions, which can easily lead to the intensification of vehicle combustion and the severity of accidents.
A bridge anti-collision buffer structure is designed, including an anti-collision guardrail body, a buffer unit and a steering unit. The buffer unit uses the elastic force of the return spring and the buffer spring to buffer through the combination of the slide chute and the sliding rod to buffer the cushioning force; the steering unit drives the vehicle to steering through the design of the rotating sleeve and buffer push rod, and reduces the collision force with the guardrail.
Through the design of the buffer unit and the steering unit, the collision force between the vehicle and the guardrail can be effectively reduced, safety can be improved, and the severity of the accident can be reduced through elastic buffering.
Smart Images
Figure CN222666550U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of bridge anti-collision, in particular to a bridge anti-collision buffer structure. Background Art
[0002] With the continuous development of the transportation industry, a large number of bridges are being built. Bridges are generally built over rivers or other public areas, and their two sides must be suspended. Generally speaking, in order to improve safety, guardrails are installed on both sides of the bridge to prevent vehicles from rushing out of the bridge abnormally during driving. Therefore, we provide a bridge anti-collision buffer structure.
[0003] Existing guardrails are basically made of concrete or metal, which are rigid collisions with vehicles and have no buffering effect, which is not conducive to vehicle safety. For accidents on bridges, the contact between vehicles and guardrails is generally impact friction, and violent friction can easily cause vehicle combustion, exacerbating the severity of the accident. Utility Model Content
[0004] The utility model aims to provide a bridge anti-collision buffer structure to solve the problems raised in the above background technology.
[0005] In order to solve the above technical problems, the technical solution adopted by the utility model is:
[0006] A bridge anti-collision buffer structure comprises an anti-collision guardrail body, which is suitable for bridge anti-collision buffering. The anti-collision guardrail body comprises a bearing base, and a guardrail is welded on the top rear end of the bearing base.
[0007] A buffer unit is arranged on the top of the bearing base, and a steering unit is arranged in front of the buffer unit.
[0008] A further improvement of the technical solution of the utility model is that: the buffer unit includes a second slide groove arranged on both sides of the top of the supporting base, vertical grooves are opened on both sides of the guardrail, a top plate is fixedly installed on the front top of the guardrail, and a slide groove 1 is opened on both sides of the top plate. The slide groove 1, the slide groove 2 and the vertical groove can limit the buffer assembly.
[0009] A further improvement of the technical solution of the utility model is that: a sliding rod 2 is fixedly installed inside the sliding groove 2, a sliding rod 1 is fixedly installed inside the sliding groove 1, a movable vertical plate is slidably sleeved on the outer surfaces of the sliding rod 1 and the sliding rod 2, a return spring is movably sleeved on the outer surfaces of the sliding rod 1 and the sliding rod 2 located behind the movable vertical plate, and the sliding rod 1 and the sliding rod 2 can make the buffer assembly move smoothly.
[0010] A further improvement of the technical solution of the utility model is that a bidirectional rotating shaft is fixedly installed at the middle position of the rear of the movable vertical plate, a buffer push rod is rotatably connected to the inner axis of the bidirectional rotating shaft, and a sliding block is rotatably connected to the other end of the buffer push rod.
[0011] A further improvement of the technical solution of the utility model is that: a sliding vertical rod is movably sleeved inside the sliding block, and both ends of the sliding vertical rod are welded to the upper and lower ends inside the vertical groove. Buffer springs are movably sleeved on the outer surfaces of the upper and lower ends of the sliding vertical rod. The sliding vertical rod can limit the position of the two sliding blocks when they move to prevent position deviation.
[0012] A further improvement of the technical solution of the utility model is that the steering unit includes a connecting transverse plate fixedly mounted on the upper and lower ends of the inner side of the movable vertical plate, a through hole is opened inside the connecting transverse plate, and the connecting transverse plate can install and support the rotating sleeve.
[0013] A further improvement of the technical solution of the utility model is that a fixed rotating rod is fixedly installed inside the through hole, and a rotating sleeve is rotatably sleeved on the outer surface of the fixed rotating rod, and the rotation of the rotating sleeve can guide the vehicle.
[0014] Due to the adoption of the above technical solution, the utility model has achieved the following technical progress compared with the prior art:
[0015] 1. The utility model provides a bridge anti-collision buffer structure. By setting a rotating sleeve, when a vehicle collides with the rotating sleeve, the rotating sleeve plays a guiding role, thereby driving the vehicle and the rotating sleeve to produce friction steering, and the vehicle moves along the rotation direction of the rotating sleeve, thereby reducing the collision force between the vehicle and the guardrail, and improving the safety effect.
[0016] 2. The utility model provides a bridge anti-collision buffer structure, which is provided with a movable vertical plate, which slides backward on the outer surfaces of sliding rods 1 and 2 to squeeze the return spring when it senses the extrusion force, and uses the elastic force of the return spring to achieve a buffering effect.
[0017] 3. The utility model provides a bridge anti-collision buffer structure, which pushes back by arranging a buffer push rod to sense the pressure of the moving vertical plate. The inner ends of the buffer push rod slide in opposite directions on the outer surface of the sliding vertical rod to squeeze the buffer spring. The elastic driving force of the buffer spring is used to cause the buffer component to rebound and reset, thereby further achieving the effect of buffer protection. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Figure 1 It is a schematic diagram of the structure of the utility model;
[0019] Figure 2This is a schematic diagram of the guardrail structure of the utility model;
[0020] Figure 3 This is a schematic diagram of the structure of the movable vertical plate of the utility model;
[0021] Figure 4 This is a schematic diagram of the movable vertical rod structure of the utility model;
[0022] Figure 5 It is a schematic diagram of the structure of the rotating sleeve of the utility model.
[0023] In the figure: 1. Anti-collision guardrail body; 2. Load-bearing base; 21. Slide groove 2; 22. Slide rod 2; 23. Slide rod 1; 24. Moving vertical plate; 25. Reset spring; 26. Bidirectional rotating shaft; 27. Buffer push rod; 28. Sliding block; 29. Sliding vertical rod; 210. Buffer spring; 211. Connecting cross plate; 212. Through hole; 213. Fixed rotating rod; 214. Rotating sleeve; 3. Guardrail; 31. Vertical groove; 32. Top plate; 33. Slide groove 1. DETAILED DESCRIPTION
[0024] 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.
[0025] Example 1
[0026] like Figure 1-5 As shown, the utility model provides a bridge anti-collision buffer structure, including an anti-collision guardrail body 1, which is suitable for bridge anti-collision buffer use, the anti-collision guardrail body 1 includes a bearing base 2, a guardrail 3 is welded on the top rear end of the bearing base 2, a buffer unit is arranged on the top of the bearing base 2, a steering unit is arranged in front of the buffer unit, the steering unit includes a connecting cross plate 211 fixedly mounted on the upper and lower ends of the inner side of a movable vertical plate 24, a through hole 212 is opened inside the connecting cross plate 211, a fixed rotating rod 213 is fixedly installed inside the through hole 212, and a rotating sleeve 214 is rotatably sleeved on the outer surface of the fixed rotating rod 213.
[0027] Furthermore, when the vehicle contacts the rotating sleeve 214, the rotating sleeve 214 is subjected to collision friction and rotates itself, and the rotation plays a guiding role, thereby driving the vehicle and the rotating sleeve to produce friction steering, and the vehicle moves along the rotation direction of the rotating sleeve, thereby reducing the collision between the vehicle and the guardrail 3.
[0028] Example 2
[0029] like Figure 1-5 As shown, on the basis of Example 1, the utility model provides a technical solution: preferably, the buffer unit includes a second slide groove 21 arranged on both sides of the top of the bearing base 2, vertical grooves 31 are provided on both sides of the guardrail 3, a top plate 32 is fixedly installed on the front top of the guardrail 3, and a slide groove 1 33 is provided on both sides of the top plate 32, a sliding rod 22 is fixedly installed inside the second slide groove 21, a sliding rod 1 23 is fixedly installed inside the slide groove 1 33, and a movable vertical plate 24 is slidably sleeved on the outer surfaces of the sliding rod 1 23 and the sliding rod 22, The outer surfaces of the sliding rod 1 23 and the sliding rod 2 22 are located at the rear of the moving vertical plate 24 and are movably sleeved with a return spring 25. A two-way rotating shaft 26 is fixedly installed at the middle position behind the moving vertical plate 24. A buffer push rod 27 is rotatably connected to the inner axis of the two-way rotating shaft 26. A sliding block 28 is rotatably connected to the other end of the buffer push rod 27. A sliding vertical rod 29 is movably sleeved inside the sliding block 28. Both ends of the sliding vertical rod 29 are welded to the upper and lower ends of the interior of the vertical groove 31. Buffer springs 210 are movably sleeved on the outer surfaces of the upper and lower ends of the sliding vertical rod 29.
[0030] Furthermore, when the vehicle hits the guardrail 3, it will first contact and collide with the rotating sleeve 214. At this time, the movable vertical plates 24 on both sides feel the squeezing force, and then slide backward on the outer surfaces of the sliding rod 1 23 and the sliding rod 2 22 to squeeze the return spring 25, and use the elastic force of the return spring 25 to perform a buffering effect. At the same time, the backward movement of the movable vertical plate 24 will push the buffer push rod 27 to move backward. At this time, the two ends of the buffer push rod 27 rotate respectively on the inside of the two-way rotating shaft 26 and the front end of the sliding block 28, thereby changing its own inclination angle, and the inner ends of the buffer push rod 27 slide in opposite directions on the outer surface of the sliding vertical rod 29, squeezing the buffer spring 210, and using the elastic driving force of the buffer spring 210 to cause the buffer assembly to rebound and reset, thereby further achieving the effect of buffering protection.
[0031] The following is a detailed description of the working principle of the bridge's anti-collision buffer structure.
[0032] like Figure 1-5As shown, when a vehicle hits the guardrail 3 during use, it will first contact and collide with the rotating sleeve 214. At this time, the movable vertical plates 24 on both sides feel the extrusion force, and then slide on the outer surfaces of the sliding rod 1 23 and the sliding rod 22 to move backward to squeeze the return spring 25, and use the elastic force of the return spring 25 to buffer. At the same time, the backward movement of the movable vertical plate 24 will push the buffer push rod 27 to move backward. At this time, the two ends of the buffer push rod 27 rotate on the inside of the two-way rotating shaft 26 and the front end of the sliding block 28 respectively, thereby changing its own inclination angle, and the inner two ends of the buffer push rod 27 slide in opposite directions on the outer surface of the sliding vertical rod 29, squeezing the buffer spring 210, and using the elastic driving force of the buffer spring 210 to cause the buffer assembly to rebound and reset, further achieving the effect of buffer protection, when the vehicle contacts the rotating sleeve 214, the rotating sleeve 214 is subjected to collision friction, and it itself will rotate, and the rotation plays a guiding role, thereby driving the vehicle and the rotating sleeve to produce friction steering, and the vehicle moves along the rotation direction of the rotating sleeve, thereby reducing the collision between the vehicle and the guardrail 3.
[0033] The above generally describes the present invention in detail, but it is obvious to a person skilled in the art that some modifications or improvements can be made to the present invention. Therefore, modifications or improvements that do not deviate from the spirit of the present invention are within the scope of protection of the present invention.
Claims
1. A bridge anti-collision buffer structure, comprising an anti-collision guardrail body (1), suitable for bridge anti-collision buffer use, characterized in that: The anti-collision guardrail body (1) comprises a bearing base (2), and a guardrail (3) is welded to the top rear end of the bearing base (2); A buffer unit is arranged on the top of the bearing base (2), and a steering unit is arranged in front of the buffer unit.
2. The bridge anti-collision buffer structure according to claim 1, characterized in that: The buffer unit comprises two slide grooves (21) arranged on both sides of the top of the supporting base (2), vertical grooves (31) are provided on both sides of the guardrail (3), a top plate (32) is fixedly installed on the front top of the guardrail (3), and a slide groove (33) is provided on both sides of the top plate (32).
3. The bridge anti-collision buffer structure according to claim 2 is characterized in that: A sliding rod 2 (22) is fixedly installed inside the second slide groove (21), and a sliding rod 1 (23) is fixedly installed inside the first slide groove (33). A movable vertical plate (24) is slidably sleeved on the outer surfaces of the sliding rod 1 (23) and the second slide rod (22). A return spring (25) is movably sleeved on the outer surfaces of the sliding rod 1 (23) and the second slide rod (22) located behind the movable vertical plate (24).
4. The bridge anti-collision buffer structure according to claim 3 is characterized in that: A bidirectional rotating shaft (26) is fixedly installed at the middle position of the rear of the movable vertical plate (24), a buffer push rod (27) is rotatably connected to the inner axis of the bidirectional rotating shaft (26), and a sliding block (28) is rotatably connected to the other end of the buffer push rod (27).
5. The bridge anti-collision buffer structure according to claim 4, characterized in that: The sliding block (28) is internally movably sleeved with a sliding vertical rod (29), the two ends of which are welded to the internal upper and lower ends of the vertical groove (31), and the outer surfaces of the upper and lower ends of the sliding vertical rod (29) are both movably sleeved with buffer springs (210).
6. The bridge anti-collision buffer structure according to claim 1, characterized in that: The steering unit comprises a connecting transverse plate (211) fixedly mounted on the upper and lower ends of the inner side of the movable vertical plate (24), and a through hole (212) is provided inside the connecting transverse plate (211).
7. The bridge anti-collision buffer structure according to claim 6, characterized in that: A fixed rotating rod (213) is fixedly installed inside the through hole (212), and a rotating sleeve (214) is rotatably sleeved on the outer surface of the fixed rotating rod (213).