Road anti-collision guardrail

Abstract

The utility model belongs to the field of guardrails, and particularly relates to a road anti-collision guardrail which comprises multiple sets of bases, buffer grooves are formed in the top ends of the bases, buffer mechanisms are arranged in the buffer grooves, each buffer mechanism comprises a long rod, the two ends of each long rod are fixedly connected with the two ends of the corresponding buffer groove, and the long rods are fixedly connected with the buffer grooves. A stand column is arranged in the buffer groove, the long rod penetrates through the bottom end of the stand column, a connecting column is arranged on one side of the stand column, the two ends of the connecting column are fixedly connected with the stand column, the top end of the stand column is fixedly connected with the bottom end of the guardrail, a mounting groove is formed in the front portion of the guardrail, and multiple sets of sliding grooves are formed in the top end and the bottom end of the mounting groove. Buffer blocks are arranged in the mounting grooves, multiple sets of sliding blocks are fixedly connected to the top ends and the bottom ends of the buffer blocks, the sliding blocks are connected with the sliding grooves in an inserted mode, moving rods are fixedly connected to the rear portions of the buffer blocks, and the moving rods penetrate through the guardrails to be fixedly connected with the blocking pieces.

Description

Technical Field

[0001] The utility model relates to the field of guardrails, in particular to a road anti-collision guardrail. Background Art

[0002] Guardrails are usually installed on both sides of motor vehicle roads, especially on highways, where continuous guardrails are installed. These guardrails can protect vehicles when they are involved in traffic accidents and collide with the guardrails.

[0003] Highway guardrail is the main form of semi-rigid guardrail. It is a continuous structure with corrugated steel guardrail plates spliced ​​together and supported by main columns. It absorbs energy when a vehicle collides with it, making it not easily destroyed, while also providing good protection for vehicles and passengers. For the existing road anti-collision guardrail, please refer to the Chinese utility model patent with application number: CN202120306836.X, which discloses in detail a road anti-collision guardrail, including a guardrail body, a movable through groove is opened in the center of the guardrail body, so that the guardrail body is in the shape of a U-shaped structure, and a plurality of slide grooves are opened on the upper and lower sides of the movable through groove. , and are symmetrical with each other, the slide groove is opened along the width direction of the guardrail body, a slider is slidably connected in the slide groove, a first elastic member is arranged between the rear end of the slider and the side wall of the slide groove, a rotating shaft is arranged between the upper and lower sliders, a rolling body is rotatably connected on the rotating shaft, and the side wall of the rolling body is located outside the movable through groove under normal conditions; connecting ropes are respectively arranged at the rear parts of the sliders on the upper and lower sides of the movable through groove; it also includes an anti-collision frame assembly; the utility model has the advantage that through the connecting rope, when the first colliding rolling body moves backward, the next rolling body can be driven to move backward as well, thereby avoiding vertical collision with the vehicle and greatly reducing the degree of damage to the vehicle and the guardrail.

[0004] However, current road guardrails usually reduce the damage to vehicles and occupants during vehicle collisions by using their own material properties and shape and structural properties. However, on highways, vehicles travel at high speeds, and the guardrails may be deformed when they collide and may not be able to fully absorb the impact of high-speed vehicles. This will cause damage to the guardrail, and the vehicle may crash through the guardrail and cause damage to the vehicle and occupants. Utility Model Content

[0005] In order to make up for the shortcomings of the existing technology, current road guardrails usually reduce the damage to vehicles and occupants during vehicle collisions by using their own material properties and shape and structural properties. However, on highways, vehicles travel at a high speed, and the guardrails may be deformed during collisions and may not be able to fully absorb the impact of high-speed vehicles, which may cause damage to the guardrails. The vehicle may rush out of the guardrail and both the vehicle and the occupants may be injured. The utility model proposes a road anti-collision guardrail.

[0006] The technical solution adopted by the utility model to solve its technical problems is: a road anti-collision guardrail described in the utility model comprises a base, the base is provided with multiple groups, a buffer groove is opened at the top of the base, a buffer mechanism is arranged inside the buffer groove, and the buffer mechanism comprises a long rod, two ends of the long rod are fixedly connected to the two ends of the buffer groove, a column is arranged inside the buffer groove, the long rod passes through the bottom end of the column, a connecting column is arranged on one side of the column, two ends of the connecting column are fixedly connected to the column, the top end of the column is fixedly connected to the bottom end of the guardrail, an installation groove is opened at the front part of the guardrail, multiple groups of sliding grooves are opened at the top and bottom ends of the installation groove, a buffer block is arranged inside the installation groove, multiple groups of sliding blocks are fixedly connected to the top and bottom ends of the buffer block, the sliding blocks are plugged into the sliding grooves, and a moving rod is fixedly connected to the rear of the buffer block, and the moving rod passes through the guardrail and is fixedly connected to the baffle.

[0007] Preferably, a first spring is sleeved on the outer side of the long rod, and two ends of the first spring are fixedly connected to the rear part of the buffer groove and one side of the column.

[0008] Preferably, a second spring is sleeved on the outer side of the moving rod, and two ends of the second spring are fixedly connected to the mounting groove and the buffer block.

[0009] Preferably, one side of the baffle is in close contact with the rear of the guardrail, and the diameter of the cross section of the baffle is larger than the diameter of the cross section of the moving rod.

[0010] Preferably, a buffer cotton is provided at the front of the buffer block, and the buffer cotton is fixedly connected to the buffer block.

[0011] Preferably, a mounting plate is fixedly connected to the front and rear parts of the bottom end of the base, and a mounting hole is provided at the top end of the mounting plate.

[0012] The utility model is beneficial in that:

[0013] The utility model realizes, through the structural design of the buffer mechanism, that the material of the guardrail itself is not changed, by setting the two ends of the first spring to be fixedly connected to the rear part of the buffer groove and one side of the column and the two ends of the second spring to be fixedly connected to the mounting groove and the buffer block. In this way, when the guardrail is hit by a high-speed vehicle, the buffer block and the column will move before the guardrail is deformed, which will compress the first spring and the second spring. The deformed first spring and the second spring first absorb energy, so that the residual energy of subsequent vehicles hitting the guardrail is reduced, thereby reducing the degree of deformation of the guardrail, which can prevent the guardrail from being damaged and causing the vehicle to rush out of the guardrail. The function solves the problem that current road guardrails usually reduce the damage to the vehicle and the occupants during vehicle collision by their own material properties and shape and structural properties, but on highways, the vehicle travels at a high speed, and the guardrail may be deformed during collision and may not be able to completely absorb the impact of the high-speed vehicle, which will damage the guardrail, and the vehicle may rush out of the guardrail and the vehicle and the occupants will be injured. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0015] Figure 1 It is a front three-dimensional structural schematic diagram of the utility model;

[0016] Figure 2 It is a three-dimensional structural schematic diagram of the back side of the utility model;

[0017] Figure 3 It is a schematic diagram of the three-dimensional structure of the interior of the slideway of the utility model;

[0018] Figure 4 For the utility model Figure 3 Schematic diagram of the structure with a partial enlargement at point A in the middle.

[0019] In the figure: 1. base; 2. buffer groove; 3. long rod; 4. column; 5. connecting column; 6. guardrail; 7. mounting groove; 8. slide groove; 9. buffer block; 10. slider; 11. moving rod; 12. baffle; 13. first spring; 14. second spring; 15. buffer cotton; 16. mounting plate; 17. mounting hole. DETAILED DESCRIPTION

[0020] 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.

[0021] See also Figure 1 - Figure 4 As shown, a road anti-collision guardrail comprises a base 1, the base 1 is provided with multiple groups, a buffer groove 2 is opened at the top of the base 1, a buffer mechanism is arranged inside the buffer groove 2, the buffer mechanism comprises a long rod 3, both ends of the long rod 3 are fixedly connected to both ends of the buffer groove 2, a column 4 is arranged inside the buffer groove 2, the long rod 3 passes through the bottom end of the column 4, a connecting column 5 is arranged on one side of the column 4, both ends of the connecting column 5 are fixedly connected to the column 4, the top of the column 4 is fixedly connected to the bottom end of the guardrail 6, a mounting groove 7 is opened at the front of the guardrail 6, multiple groups of slide grooves 8 are opened at the top and bottom of the mounting groove 7, a buffer block 9 is arranged inside the mounting groove 7, multiple groups of sliders 10 are fixedly connected to the top and bottom of the buffer block 9, the slider 10 is plugged with the slide groove 8, a moving rod 11 is fixedly connected to the rear of the buffer block 9, and the moving rod 11 passes through the guardrail 6 and is fixedly connected to the baffle 12;

[0022] When working, current road guardrails 6 usually use their own material properties and shape and structural properties to reduce the damage to vehicles and occupants when vehicles collide. However, on highways, vehicles travel at a high speed, and the guardrail 6 may be deformed when it collides and may not be able to completely absorb the impact of high-speed vehicles. This will cause the guardrail 6 to be damaged, and the vehicle may rush out of the guardrail 6 and the vehicle and occupants will be injured. The present invention, through the structural design of the buffer mechanism, achieves that without changing the material of the guardrail 6 itself, by setting the two ends of the first spring 13 to be fixedly connected to the rear part of the buffer groove 2 and one side of the column 4, and the two ends of the second spring 14 to be fixedly connected to the mounting groove 7 and the buffer block 9. In this way, when the guardrail 6 is hit by a high-speed vehicle, the buffer block 9 and the column 4 will be The guardrail 6 moves before it is deformed, which compresses the first spring 13 and the second spring 14. The deformed first spring 13 and the second spring 14 first absorb energy, so that the residual energy of the subsequent vehicle colliding with the guardrail 6 is reduced, thereby reducing the degree of deformation of the guardrail 6. This can prevent the guardrail 6 from being damaged and causing the vehicle to rush out of the guardrail 6. This solves the problem that the current road guardrail 6 usually reduces the damage to the vehicle and the occupants during a vehicle collision by its own material properties and shape and structural properties. However, on the highway, the vehicle travels at a high speed, and the guardrail 6 may be deformed during a collision and may not be able to completely absorb the impact of the high-speed vehicle. This will damage the guardrail 6, and the vehicle may rush out of the guardrail 6 and the vehicle and the occupants will be injured.

[0023] Further, such as Figure 2 As shown, a first spring 13 is sleeved on the outside of the long rod 3, and both ends of the first spring 13 are fixedly connected to the rear of the buffer groove 2 and one side of the column 4;

[0024] During operation, when a vehicle impacts the buffer block 9 and causes it to move, when the buffer block 9 moves to be close to the guardrail 6, the second spring 14 has reached the maximum degree of energy absorption and deformation, and the remaining vehicle impact energy will impact the guardrail 6 and the column 4 backwards and compress the first spring 13 to deform it, so that the deformation of the first spring 13 can continue to absorb the remaining energy generated by the vehicle impact.

[0025] Further, such as Figure 4 As shown, a second spring 14 is sleeved on the outer side of the moving rod 11, and both ends of the second spring 14 are fixedly connected to the mounting groove 7 and the buffer block 9;

[0026] During operation, when a vehicle impacts the buffer block 9, the buffer block 9 and the moving rod 11 move in the direction of the impact, thereby compressing the second spring 14. In this way, the second spring 14 deforms to absorb part of the energy of the vehicle impact.

[0027] Further, such as Figure 2 As shown, one side of the baffle 12 is in close contact with the rear portion of the guardrail 6, and the diameter of the cross section of the baffle 12 is greater than the diameter of the cross section of the moving rod 11;

[0028] During operation, since the buffer block 9 and the moving rod 11 are located outside the mounting groove 7 through the second spring 14, when a vehicle collision occurs, the buffer block 9 will first contact the vehicle and absorb the vehicle collision energy first. Therefore, in order to prevent the sliders 10 at the top and bottom ends of the buffer block 9 from detaching from the slide groove 8, a baffle 12 having a larger diameter than the cross-section of the moving rod 11 is fixedly connected to one end of the moving rod 11 that passes through the guardrail 6, so that the position of the buffer block 9 can be limited to prevent the buffer block 9 from falling.

[0029] Further, such as Figure 3 As shown, a buffer cotton 15 is provided at the front of the buffer block 9, and the buffer cotton 15 is fixedly connected to the buffer block 9;

[0030] When working, the buffer cotton 15 can reduce the energy of vehicle impact to a certain extent. At the same time, when the vehicle hits the guardrail 6 at a low speed, the buffer cotton 15 can reduce the contact between the vehicle and the buffer block 9, which can reduce the damage to the vehicle and the buffer block 9 and reduce scratches on the vehicle.

[0031] Further, such as Figure 2 As shown, the front and rear parts of the bottom end of the base 1 are fixedly connected with a mounting plate 16, and a mounting hole 17 is provided at the top of the mounting plate 16;

[0032] During operation, the guardrail 6 can be installed as a whole in contact with the ground through the mounting plates 16 at the front and rear of the bottom end of the base 1. When installing the guardrail 6, the ground is also punched through the mounting holes 17, and the guardrail 6 is fixedly connected to the ground using relevant fixing parts.

[0033] Working principle: the current road guardrail 6 usually reduces the damage to the vehicle and the occupants when the vehicle hits the vehicle by its own material properties and shape and structure properties. However, on the highway, the vehicle travels at a high speed, and the guardrail 6 may be deformed when it hits and may not be able to completely absorb the impact of the high-speed vehicle, which will cause the guardrail 6 to be damaged, and the vehicle may rush out of the guardrail 6 and the vehicle and the occupants will be injured. When the guardrail 6 of the present invention is hit by a high-speed vehicle, the vehicle first hits the buffer cotton 15 and the buffer block 9. The buffer cotton 15 can reduce the energy of the vehicle impact to a certain extent, and then when the vehicle hits the buffer block 9, the direction of the impact between the buffer block 9 and the moving rod 11 is moved. The second spring 14 is moved to compress the second spring 14, so that the second spring 14 deforms to absorb part of the energy of the vehicle impact. When the vehicle impacts the buffer block 9 to move it, when the buffer block 9 moves to be close to the guardrail 6, the second spring 14 has reached the maximum degree of energy absorption and deformation. The remaining vehicle impact energy will impact the guardrail 6 and the column 4 backward and compress the first spring 13 to deform it. In this way, the deformation of the first spring 13 can continue to absorb the remaining energy generated by the vehicle impact. Finally, the remaining vehicle impact energy will hit the guardrail 6. Then, the remaining energy has been greatly reduced at this time, which can reduce the deformation degree of the guardrail 6, thereby preventing the guardrail 6 from being damaged and broken, and preventing the vehicle from rushing out of the guardrail 6.

[0034] The above shows and describes the basic principle, main features and advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments, and the above embodiments and descriptions are only for explaining the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, and these changes and improvements fall within the scope of the utility model to be protected.

Claims

1. A road anti-collision guardrail, characterized in that: The invention comprises a base (1), wherein the base (1) is provided with a plurality of groups, a buffer groove (2) is provided at the top of the base (1), a buffer mechanism is provided inside the buffer groove (2), the buffer mechanism comprises a long rod (3), two ends of the long rod (3) are fixedly connected to two ends of the buffer groove (2), a column (4) is provided inside the buffer groove (2), the long rod (3) passes through the bottom end of the column (4), a connecting column (5) is provided on one side of the column (4), two ends of the connecting column (5) are fixedly connected to the column (4), and the column (4) is provided with a connecting column (5) on one side. The top of the column (4) is fixedly connected to the bottom of the guardrail (6); a mounting groove (7) is provided at the front of the guardrail (6); a plurality of slide grooves (8) are provided at the top and bottom of the mounting groove (7); a buffer block (9) is provided inside the mounting groove (7); a plurality of slide blocks (10) are fixedly connected at the top and bottom of the buffer block (9); the slide blocks (10) are plugged into the slide grooves (8); a moving rod (11) is fixedly connected to the rear of the buffer block (9); the moving rod (11) passes through the guardrail (6) and is fixedly connected to the baffle (12).

2. A road anti-collision guardrail according to claim 1, characterized in that: A first spring (13) is sleeved on the outside of the long rod (3), and two ends of the first spring (13) are fixedly connected to the rear of the buffer groove (2) and one side of the column (4).

3. A road anti-collision guardrail according to claim 2, characterized in that: A second spring (14) is sleeved on the outer side of the moving rod (11), and two ends of the second spring (14) are fixedly connected to the mounting groove (7) and the buffer block (9).

4. A road anti-collision guardrail according to claim 3, characterized in that: One side of the baffle (12) is in close contact with the rear part of the guardrail (6), and the diameter of the cross section of the baffle (12) is greater than the diameter of the cross section of the moving rod (11).

5. A road anti-collision guardrail according to claim 4, characterized in that: The front part of the buffer block (9) is provided with buffer cotton (15), and the buffer cotton (15) is fixedly connected to the buffer block (9).

6. A road anti-collision guardrail according to claim 1, characterized in that: The front and rear parts of the bottom end of the base (1) are fixedly connected with a mounting plate (16), and a mounting hole (17) is provided at the top end of the mounting plate (16).

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