Multi-level buffer anti-collision guardrail

Abstract

The utility model discloses a multi-level buffer anti-collision guardrail, comprising a plurality of columns (3) arranged at intervals along a road direction, an upper beam (1) and a lower beam (2) fixedly connected to the columns (3), and an anti-collision roller (4) which is arranged between the upper beam (1) and the lower beam (2) and can rotate in a circumferential direction in a vertical direction corresponding to the columns (3); the anti-collision roller (4) is fixedly connected to the corresponding column (3) by a hollow connecting steel pipe (5); an energy dissipation component is arranged in the hollow connecting steel pipe (5); a multi-level buffer structure and a multi-level protection design are adopted; when a collision occurs, the multi-level buffer structure absorbs energy step by step, reduces the degree of damage to the vehicle after the collision, reduces the damage to the guardrail caused by the collision, and protects the vehicle and the guardrail at the same time; and the utility model is convenient to maintain, and the material is easy to obtain and easy to replace.

Description

Technical Field

[0001] The utility model relates to a traffic anti-collision guardrail, in particular to a multi-level buffer anti-collision guardrail. Background Art

[0002] The existing anti-collision guardrails can be divided into rigid guardrails, semi-rigid guardrails and flexible guardrails, and their main representative forms are concrete guardrails, corrugated beam guardrails and cable guardrails. Rigid guardrails are a basically non-deformable guardrail structure, and their main representative form is concrete wall guardrails. For rigid guardrails, collision energy is absorbed by changes in wheel rotation angles, displacement and deformation of the vehicle body, and friction between the vehicle and the guardrail, and between the vehicle and the ground. During the collision process, the degree of deformation of the vehicle depends on its own rigidity, collision energy and collision action time. When the collision angle of the vehicle is large, it often causes more serious consequences. Flexible guardrails are tough guardrails with greater buffering capacity, which are the other extreme form corresponding to rigid guardrails. Cable guardrails are the main representative of flexible guardrails. They are composed of several cables with initial tension applied, and their ends are fixed on the columns 3. They mainly rely on the tensile stress of the cables to resist the collision of the car and absorb the collision energy. The cables work within the elastic range and almost do not need to be replaced. This type of guardrail is beautiful in form, and there is no sense of oppression when the car is driving, but the visual induction effect is poor, and the maintenance work is very heavy after the middle end column is damaged. Most of them are used in places with high requirements for environmental quality. Semi-rigid guardrail is a continuous beam-column structure, and its main representative form is corrugated guardrail. Through the friction between the vehicle and the guardrail, the friction between the vehicle and the ground, and the vehicle, the soil foundation and the guardrail itself, a certain amount of elastic and plastic deformation (mainly the deformation of the guardrail system) is generated to absorb the collision energy, prolong the action time of the collision process to reduce the vehicle speed, and force the out-of-control vehicle to change the direction of travel and return to the normal direction of travel, thereby ensuring the safety of the occupants and reducing vehicle damage. Semi-rigid guardrails are mainly set up in sections where the safety of the occupants needs to be protected. Beam-column semi-rigid guardrails can be divided into several types according to different structures, such as W-type corrugated beam guardrails, three-wave corrugated beam guardrails, pipe beam guardrails, box beam guardrails, etc. However, the existing semi-rigid guardrail design needs to be further improved in terms of protection performance and reducing the degree of damage to the vehicle after the collision, and once the guardrail is damaged, the difficulty and cost of maintenance are not low.

[0003] Therefore, how to improve the protection performance of guardrail devices, reduce the degree of damage to vehicles after collisions, and reduce the difficulty and cost of maintenance has become an urgent problem to be solved. Utility Model Content

[0004] In view of this, the purpose of the utility model is to provide a multi-level buffer anti-collision guardrail, which improves the protection performance of the guardrail through a multi-level buffer energy dissipation structure, reduces the degree of damage to vehicles and railings after a collision, and reduces the difficulty and cost of maintenance.

[0005] The utility model discloses a multi-stage buffer anti-collision guardrail, comprising a plurality of columns (3) arranged at intervals along the road direction, an upper crossbeam (1) and a lower crossbeam (2) fixedly connected to the columns (3), and an anti-collision roller (4) arranged between the upper crossbeam (1) and the lower crossbeam (2) corresponding to the columns (3) and capable of rotating in a circumferential direction in a vertical direction, wherein the anti-collision roller (4) is fixedly connected to the corresponding column (3) by a hollow connecting steel pipe (5), and an energy dissipation member is arranged inside the hollow connecting steel pipe (5);

[0006] Furthermore, the anti-collision roller (4) is sleeved on the roller (7), and both ends of the roller (7) are fixedly connected to the column (3) through hollow connecting steel pipes (5);

[0007] Furthermore, the energy dissipation member is a spring (6), one end of the spring (6) is fixed to the column (3), and the other end of the spring (6) extends into the hollow connecting steel pipe (5) in a natural state;

[0008] Furthermore, an end plate (8) is provided at the extended end of the spring (6);

[0009] Furthermore, a fixing plate is provided at the fixed end of the spring (6), and the fixing plate is fixedly connected to the column (3) by bolts;

[0010] Furthermore, the inner cavity of the anti-collision roller (4) is filled with a non-Newtonian fluid;

[0011] Furthermore, the anti-collision roller (4) is made of rubber material.

[0012] The beneficial effects of the utility model: the multi-level buffer anti-collision guardrail of the utility model adopts a multi-level buffer structure and a multi-level protection design. During a collision, the multi-level buffer structure absorbs energy step by step to reduce the degree of damage to the vehicle after the collision and reduce the damage to the guardrail caused by the collision. At the same time, the vehicle and the guardrail are protected, and maintenance is convenient, and the materials are easy to obtain and replace. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0014] Figure 1 It is an elevation view of the utility model;

[0015] Figure 2 for Figure 1 A top view of

[0016] Figure 3 for Figure 1 Side view of. DETAILED DESCRIPTION

[0017] Figure 1 It is an elevation view of the utility model; Figure 2 for Figure 1 A top view of Figure 3 for Figure 1 Side view. As shown in the figure, the multi-stage buffer anti-collision guardrail of this embodiment includes a plurality of columns 3 arranged at intervals along the road direction, an upper crossbeam 1 and a lower crossbeam 2 fixedly connected to the columns 3, and an anti-collision roller 4 that can rotate circumferentially in the vertical direction and is arranged between the upper crossbeam 1 and the lower crossbeam 2 corresponding to the column 3, and the anti-collision roller 4 is fixedly connected to its corresponding column 3 by a hollow connecting steel pipe 5, and an energy dissipation part is arranged in the hollow connecting steel pipe 5; the column 3 is fixed to the road surface along the road direction, and the "road direction" here refers to the extension direction of the road. The upper crossbeam 1 and the lower crossbeam 2 are horizontally connected to each column 3 in a parallel manner, and each anti-collision roller 4 is arranged between the upper crossbeam 1 and the lower crossbeam 2 and arranged side by side along the road direction and fixed to the corresponding column 3 through the hollow connecting steel pipe 5, and the hollow connecting steel pipe 5 has an energy dissipation part arranged in the cavity. The anti-collision roller 4 plays a primary buffering and energy dissipation role. When the anti-collision roller 4 or the railing is damaged, the energy dissipation member in the hollow connecting steel pipe 5 plays a secondary buffering and energy dissipation role.

[0018] In this embodiment, the anti-collision roller 4 is sleeved on the roller 7, and the two ends of the roller 7 are fixedly connected to the column 3 through the hollow connecting steel pipe 5; when an accident occurs, the free rotation of multiple groups of anti-collision rollers 4 can effectively decompose the vehicle impact force, so that the impact energy perpendicular to the direction of the guardrail is converted into rotational energy parallel to the barrel direction of the anti-collision roller 4. The rotational energy is combined with the elastic energy of the roller itself to pull the accident vehicle to maintain a normal driving direction and speed, playing a first-level buffering and protective role. While avoiding the "head-on collision" between vehicles and traditional guardrails in previous traffic accidents, it can prevent vehicles from passing through the guardrail due to excessive speed and driving out of the driving lane, thereby effectively reducing the serious consequences caused by traffic accidents and protecting the personal safety of drivers and passengers.

[0019] In this embodiment, the energy dissipation member is a spring, one end of which is fixed to the column 3, and the other end extends into the hollow connecting steel pipe in a natural state; when the impact is too large, the remaining energy after the anti-collision roller 4 absorbs the energy is transmitted to the hollow connecting steel pipe 5. If the speed is too fast, the energy will inevitably be too large, and the hollow connecting steel pipe 5 will be deformed and dissipate energy again through the spring to avoid damage to the column 3. In other words, if the impact speed is too fast, the anti-collision roller 4 rotates to dissipate energy, and at the same time, the hollow connecting steel pipe 5 bends and deforms, causing the spring behind to dissipate energy and deform.

[0020] In this embodiment, the extended end of the spring is provided with an end plate 8; the fixed end of the spring is provided with a fixed plate, and the fixed plate is fixedly connected to the column 3 by bolts; the fixed plate at the fixed end of the spring is used for the installation of the spring, and the end plate 8 at the extended end of the spring is to increase the contact area, which is conducive to energy dissipation and deformation. Since the fixed plate of the spring is fixedly connected to the column 3 by bolts, and the hollow connecting steel pipe 5 is not fixedly connected to the column 3 by bolts, when the anti-collision roller 4 is damaged or the hollow connecting steel pipe 5 is damaged, it can be easily replaced without replacing the column 3.

[0021] In this embodiment, the inner cavity of the anti-collision roller 4 is filled with non-Newtonian fluid; the anti-collision roller 4 is made of rubber material; if the collision speed is too fast, the non-Newtonian fluid inside the anti-collision roller 4 becomes solid and fills the rubber container, dissipating energy through rotation, and at the same time, the hollow connecting steel pipe 5 bends and deforms, causing the spring behind to dissipate energy and deform. The rotating rubber causes the vehicle to change the collision trajectory, reducing the collision risk of the vehicle.

[0022] 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 preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A multi-level buffer anti-collision guardrail, characterized in that: The invention comprises a plurality of columns (3) arranged at intervals along the road direction, an upper crossbeam (1) and a lower crossbeam (2) fixedly connected to the columns (3), and an anti-collision roller (4) arranged between the upper crossbeam (1) and the lower crossbeam (2) corresponding to the columns (3) and capable of rotating in the vertical direction. The anti-collision roller (4) is fixedly connected to the corresponding column (3) by a hollow connecting steel pipe (5), and an energy dissipation component is arranged in the hollow connecting steel pipe (5); the energy dissipation component is a spring (6), and a fixing plate is arranged at the fixed end of the spring (6); one end of the spring (6) is fixed to the column (3) by bolts, and the other end extends into the hollow connecting steel pipe (5) in a natural state; the hollow connecting steel pipe (5) is not fixedly connected to the column (3), and an end plate (8) is arranged at the extended end of the spring (6); the anti-collision roller (4) is made of rubber material, and the inner cavity of the anti-collision roller (4) is filled with a non-Newtonian fluid.

2. The multi-level buffer anti-collision guardrail according to claim 1 is characterized in that: The anti-collision roller (4) is sleeved on the roller (7), and the two ends of the roller (7) are fixedly connected to the column (3) through hollow connecting steel pipes (5).

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