Anti-collision buffer guardrail for road traffic engineering

Abstract

The utility model discloses a road traffic engineering anti-collision buffering guardrail which comprises a first mounting frame, a second mounting frame, a mounting block, a fixing mechanism, a fixing column, an anti-collision barrel, a clamping mechanism, a connecting mechanism and a stand column. The second mounting frame is arranged on the upper portion of the first mounting frame, and the fixing mechanism is arranged on the opposite side of the mounting block; the anti-collision barrel is rotationally connected to the outer portion of the fixing column, the clamping mechanisms are arranged between the mounting block and the first mounting frame and between the mounting block and the second mounting frame, and the connecting mechanisms are arranged at the two ends of the first mounting frame and the two ends of the second mounting frame. Compared with the prior art, the anti-collision device has the advantages that when the anti-collision barrel is collided by the clamping mechanism, the anti-collision barrel can be pushed to move towards one side by huge impact force, so that the anti-collision barrel can move towards the running direction of the automobile to collide with the next anti-collision barrel, and the like until the collision force of the automobile cannot push the clamping block out of the clamping groove; therefore, the automobile can continuously move forwards for a certain distance to buffer and unload.

Description

Technical Field

[0001] This utility model relates to the field of road traffic engineering technology, specifically to a road traffic engineering anti-collision buffer guardrail. Background Technology

[0002] Traffic barriers are traffic safety facilities installed on the outer side of road shoulders, traffic dividers, and pedestrian curbs. They absorb collision energy by deforming themselves or allowing vehicles to climb, thereby changing the direction of travel, preventing vehicles from going off the road or entering oncoming lanes, and minimizing injury to occupants.

[0003] The collision barrier with a buffer mechanism for urban roads and traffic engineering, as described in publication CN221523405U, involves fixing mounting poles to both sides of the road. When a car hits a plastic barrel, the plastic hemispheres on the barrel first come into contact with the car, causing them to deform under pressure. The plastic barrel is then compressed by the impact, and the compressive force is transmitted to a spring plate, which buffers the pressure. The spring plate effectively cushions the impact of the car on the plastic barrel.

[0004] The plastic hemisphere acts as a buffer, providing secondary cushioning for the car. When the car impacts the plastic barrel, the car, being in motion, causes the barrel to rotate, increasing the contact area and preventing tearing. Simultaneously, the plastic barrel provides tertiary cushioning. The hemisphere increases friction between the barrel and the car, ensuring deceleration. The barrel drives a spring plate, which in turn drives a rotating plate, which in turn drives a rotating ring on a rotating groove. The rotating plate ensures the stability of the barrel's rotation, and the rotating ring ensures the structural stability of the rotating plate on the column. However, existing technology still has shortcomings:

[0005] 1. When a car collides with a guardrail, it generates a huge impact force, which will cause serious damage to the guardrail that hits first. This prevents the guardrail from fully buffering and dissipating the force on the car, causing the car to bear a large hard impact force and making it impossible to effectively correct the car's direction.

[0006] 2. In the existing technology, the columns, crossbars, and mounting rods are fixedly connected, which makes it inconvenient to quickly disassemble and replace damaged plastic buckets. Utility Model Content

[0007] The technical problem to be solved by this utility model is to address the above-mentioned issues and provide a road traffic engineering anti-collision buffer guardrail.

[0008] To solve the above-mentioned technical problems, the technical solution provided by this utility model is: a road traffic engineering anti-collision buffer guardrail, comprising:

[0009] Mounting bracket one, wherein a convex groove is provided inside the mounting bracket one;

[0010] Mounting bracket two is located on the upper part of mounting bracket one, and mounting bracket two has an inverted convex groove inside;

[0011] The mounting block is slidably connected inside mounting frame one and mounting frame two. The mounting block is I-shaped and symmetrically arranged vertically.

[0012] A fixing mechanism is provided on one side opposite to the mounting block;

[0013] A fixed column is disposed between the fixing mechanisms;

[0014] The crash barrier is rotatably connected to the outside of the fixed column;

[0015] Reflective strip, which is fixedly connected to the middle of the outer side of the anti-collision barrel;

[0016] A locking mechanism is provided between the mounting block and mounting bracket one and mounting bracket two. The mechanism includes a locking groove, a limiting groove, a through hole, a limiting plate, a locking block, a telescopic rod, and a spring. Mounting bracket one and mounting bracket two have several evenly distributed locking grooves at their lower front and rear sides. The mounting block has several evenly distributed limiting grooves at its front and rear sides, respectively. The through hole is located on the side of the limiting grooves that are far apart from each other. The limiting plate is slidably connected to the inside of the limiting groove. The locking block is fixedly connected to the side of the limiting plate that is far apart from each other. The locking block passes through the through hole and is adapted to the locking groove. The upper cross-section of the locking block is semi-circular. The telescopic rod is fixedly connected between the limiting plate and the side wall of the limiting groove. The spring is sleeved on the outside of the telescopic rod and is fixedly connected between the limiting plate and the side wall of the limiting groove.

[0017] A connecting mechanism is disposed at both ends of mounting frame one and mounting frame two;

[0018] The uprights are fixedly connected to both ends of the lower side of the mounting frame.

[0019] As an improvement, the fixing mechanism includes:

[0020] Slot 1, wherein slot 1 is opened on both sides of the front part of the mounting block, close to each other, and the left and right slots 1 are arranged symmetrically from left to right, and the upper and lower slots 1 are arranged symmetrically from top to bottom;

[0021] Slot 2, the slot 2 is opened on both sides of the rear part of the mounting block, close to each other, the left and right slot 2 are arranged symmetrically from left to right, and the upper and lower slot 2 are arranged symmetrically from top to bottom;

[0022] A clamp is provided on the opposite side of a slot. Two insert plates are fixedly connected to the two ends of the clamp on the side away from each other. The insert plates are adapted to the slot.

[0023] The second clamp is located on the opposite side of the second slot. The two ends of the clamp that are far apart from each other are fixedly connected to the second insert plate, which is adapted to the second slot.

[0024] As an improvement, the first clamp and the second clamp are arranged symmetrically front to back, and the two ends of the first clamp and the second clamp are threaded with bolts. The upper and lower ends of the fixing column are respectively located between the first clamp and the second clamp.

[0025] As an improvement, the connection mechanism includes:

[0026] A connecting groove is formed at one end inside mounting bracket one and mounting bracket two;

[0027] A connecting frame is fixedly connected to the end of mounting frame one and mounting frame two away from the connecting groove, and the connecting frame is adapted to the connecting groove.

[0028] As an improvement, the connecting bracket has a threaded hole in the middle of the front and rear sides, and the mounting bracket one and mounting bracket two are threadedly connected to one end of the front and rear sides near the connecting groove with bolt two, and bolt two is adapted to the threaded hole.

[0029] The advantages of this utility model compared with the prior art are as follows: 1. This utility model sets up a snap-fit ​​mechanism, which uses a telescopic rod in conjunction with a spring, a limiting plate and a limiting groove to fix the mounting block inside the slot. This allows the crash barrier to remain stable under normal conditions. When the crash barrier is impacted, the huge impact force will push the crash barrier to one side. After the semi-circular snap-fit ​​block is subjected to force exceeding the limit, it will be pushed back into the limiting groove by the slot. Therefore, the mounting block can slide within the mounting bracket one and mounting bracket two, allowing the crash barrier to move in the direction of the car's movement and impact the next crash barrier, and so on, until the impact force of the car can no longer push the snap-fit ​​block out of the slot, causing the car to stop. This not only allows the car to continue moving forward a certain distance without running off the guardrail for buffering and force dissipation, avoiding greater injury to the people inside the car from the hard impact force, but also reduces damage to the crash barrier, allowing the crash barrier to rotate normally to correct the car's deviation trajectory.

[0030] 2. This utility model features a fixing mechanism that allows clamp one to be fixed to the mounting block via insert plate one and slot one, and clamp two to be fixed to the mounting block via insert plate two and slot two. Clamp one and clamp two are fixed together by bolt one, thus achieving the fixation of the fixed column. When the crash barrier is damaged by an impact, simply remove bolt one and pull out clamp one and clamp two to remove the fixed column, allowing for quick replacement of the crash barrier. The connecting mechanism, through the cooperation of connecting groove, connecting bracket, threaded hole, and bolt two, enables quick installation and disassembly between the two mounting brackets one on the left and right sides and between the two mounting brackets two on the left and right sides, greatly improving work efficiency. Attached Figure Description

[0031] Figure 1 This is a three-dimensional schematic diagram of a road traffic engineering anti-collision buffer guardrail according to the present invention.

[0032] Figure 2 This is a front cross-sectional schematic diagram of a road traffic engineering anti-collision buffer guardrail according to the present invention.

[0033] Figure 3 This is a schematic diagram of the installation frame for a road traffic engineering anti-collision buffer guardrail according to the present invention.

[0034] Figure 4 This is a schematic diagram of the fixing mechanism of a road traffic engineering anti-collision buffer guardrail according to the present invention.

[0035] Figure 5 This is a cross-sectional structural diagram of the installation block of a road traffic engineering anti-collision buffer guardrail according to the present invention.

[0036] Figure 6 This is a bottom view cross-sectional diagram of the installation block of a road traffic engineering anti-collision buffer guardrail according to the present invention.

[0037] Figure 7 yes Figure 6 Enlarged view of area A in the middle.

[0038] As shown in the figure: 1. Mounting bracket one; 2. Mounting bracket two; 3. Mounting block; 4. Fixing mechanism; 4.1. Slot one; 4.2. Slot two; 4.3. Clamp one; 4.4. Insert plate one; 4.5. Clamp two; 4.6. Insert plate two; 4.7. Bolt one; 5. Fixing post; 6. Anti-collision barrel; 7. Reflective strip; 8. Snap-fit ​​mechanism; 8.1. Snap-fit ​​groove; 8.2. Limiting groove; 8.3. Through hole; 8.4. Limiting plate; 8.5. Snap-fit ​​block; 8.6. Telescopic rod; 8.7. Spring; 9. Connecting mechanism; 9.1. Connecting groove; 9.2. Connecting bracket; 9.3. Threaded hole; 9.4. Bolt two; 10. Post. Detailed Implementation

[0039] The present invention will now be described in further detail with reference to the accompanying drawings.

[0040] Combined with appendix Figure 1-6 This utility model is provided with a mounting frame 1, which has a convex groove inside. The two lower ends of the mounting frame 1 are fixedly connected to the columns 10 for fixing the mounting frame 1 to the ground. The upper part of the mounting frame 1 is provided with a mounting frame 2, which has an inverted convex groove inside. The convex groove in the mounting frame 1 and the inverted convex groove in the mounting frame 2 are provided with mounting blocks 3. The mounting blocks 3 are I-shaped and symmetrically arranged, so that the larger end of the mounting block 3 is located outside the mounting frame 1 and the mounting frame 2.

[0041] A fixing mechanism 4 is provided on the opposite side of the mounting block 3, including slot 1 4.1, slot 2 4.2, clamp 1 4.3, insert plate 1 4.4, clamp 2 4.5, insert plate 2 4.6, and bolt 1 4.7. Slot 1 4.1 is provided on both sides of the front end of the mounting block 3, close to each other. Slot 1 4.1 is right-angled. The left and right slots 1 4.1 are symmetrically arranged. The upper and lower slots 1 4.1 are symmetrically arranged. Slot 2 4.2 is provided on both sides of the rear end of the mounting block 3, close to each other. Slot 2 4.2 is also right-angled. The left and right slots 2 4.2 are symmetrically arranged. The upper and lower slots 2 4.2 are symmetrically arranged.

[0042] A clamp 4.3 is provided on the opposite side of slot 1 4.1. The two ends of clamp 4.3 on the opposite side are fixedly connected to insert plates 4.4. Insert plates 4.4 can be inserted into slot 1 4.1 to fix clamp 4.3 on the opposite side of mounting block 3. A clamp 4.5 is provided on the opposite side of slot 2 4.2. Insert plates 4.6 are fixedly connected to the two ends of clamp 4.5 on the opposite side of clamp 4.5. Insert plates 4.6 can be inserted into slot 2 4.2 to fix clamp 4.5 on the opposite side of mounting block 3. Clamps 4.3 and 4.5 are symmetrically arranged front and back. Bolts 4.7 are threaded to both ends of clamps 4.3 and 4.5. Fixing post 5 is set between the upper and lower mounting blocks 3. Clamps 4.3 and 4.5 respectively clamp and fix the upper and lower ends of fixing post 5.

[0043] A crash barrier 6 is rotatably connected to the outside of the fixed post 5. The crash barrier 6 is made of EVA foam plastic, which has good deformation ability and can absorb a large amount of impact force. When a car hits the crash barrier 6, the crash barrier 6 will rotate around the fixed post 5 to correct the car's out-of-control trajectory and prevent the car from running out of the guardrail. A reflective strip 7 is fixedly connected to the middle of the outer side of the crash barrier 6 to reflect the car's lights and remind the driver.

[0044] A locking mechanism 8 is provided between the mounting block 3 and mounting brackets 1 and 2, including a locking groove 8.1, a limiting groove 8.2, a through hole 8.3, a limiting plate 8.4, a locking block 8.5, a telescopic rod 8.6, and a spring 8.7. Several evenly distributed locking grooves 8.1 are provided on the lower front and rear sides of the interior of mounting brackets 1 and 2. Several evenly distributed limiting grooves 8.2 are provided on the front and rear sides of the opposite end of the mounting block 3. Each limiting groove 8.2 corresponds to a locking groove 8.1. A through hole 8.3 is provided on the opposite side of the limiting grooves 8.2. A limiting plate 8.2 is slidably connected inside the limiting groove 8.2. A semi-circular locking block 8.5 is fixedly connected on the opposite side of the limiting plate 8.4. The locking block 8.5 passes through the through hole 8.3 and is adapted to the locking groove 8.1. The center of the circle is located outside the slot 8.1, so that the edge of the slot 8.1 contacts the arc surface of the block 8.5, facilitating the disengagement of the block 8.5 from the slot 8.1. The spacing between the blocks 8.5 is the same as the spacing between the slots 8.1, allowing the blocks 8.5 and the slots 8.1 to engage with each other. A telescopic rod 8.6 is fixedly connected between the limiting plate 8.4 and the side wall of the limiting groove 8.2. A spring 8.7 is sleeved on the outside of the telescopic rod 8.6. The spring 8.7 is a high-hardness stainless steel spring and is fixedly connected between the limiting plate 8.4 and the side wall of the limiting groove 8.2. Under normal conditions, the spring 8.7... 7. Pushing the limiting plate 8.4 causes the locking block 8.2 to engage inside the locking groove 8.1, fixing the mounting block 3 and keeping the crash barrier 6 stable. When the crash barrier 6 is impacted, the huge impact force will push the crash barrier 6 to one side. After the locking block 8.5 is subjected to force exceeding the limit, it will be pushed back into the limiting groove 8.2 by the locking groove 8.1. Therefore, the mounting block 3 can slide within the mounting bracket 1 and mounting bracket 2, so that the crash barrier 6 can move in the direction of the car's movement and impact the next crash barrier 6, and so on, until the impact force of the car can no longer push the locking block out of the locking groove 8.1, causing the car to stop.

[0045] The mounting bracket 1 and mounting bracket 2 are equipped with a connecting mechanism 9 at both ends, including a connecting groove 9.1, a connecting bracket 9.2, a threaded hole 9.3, and a bolt 9.4. The connecting groove 9.1 is opened at one end of the mounting bracket 1 and mounting bracket 2, and the connecting bracket 9.2 is fixedly connected to the other end of the mounting bracket 1 and mounting bracket 2. The connecting bracket 9.2 is adapted to the connecting groove 9.1. The threaded hole 9.3 is opened in the middle of the front and rear sides of the connecting bracket 9.4. The bolt 9.4 is threadedly connected to the front and rear sides of the mounting bracket 1 and mounting bracket 2 near the connecting groove 9.1. The bolt 9.4 extends into the connecting groove 9.1 and is adapted to the threaded hole 9.3, which facilitates the splicing and assembly between the two mounting brackets 1 and the two mounting brackets 2.

[0046] In specific implementation of this utility model, such as Figure 1As shown, one mounting bracket 1 is placed in a pre-dug pit along the roadside via a post 10. The connecting bracket 9.2 of another mounting bracket 1 is inserted into the connecting groove 9.1 of the first mounting bracket 1 and secured using bolts 9.4 and threaded holes 9.3. This process is repeated to assemble mounting brackets 1 according to the road length. A fixing post 5 is placed on top of the mounting block 3 and secured to the bottom of the fixing post 5 using a fixing mechanism 4. A crash barrier 6 is fitted over the outside of the fixing post 5. The mounting block 3 and mounting bracket 2 are placed on top of the fixing post 5, and the top of the fixing post 5 is also secured to the mounting block 3 using the fixing mechanism 4. Mounting bracket 2 is also assembled using a connecting mechanism 9, completing the installation of the guardrail. When a car crashes, the impact force will push the crash barrier 6 to one side. After the force on the locking block 8.5 exceeds the limit, it will be pushed back into the limiting groove 8.2 by the locking groove 8.1. Therefore, the mounting block 3 can slide within the mounting bracket 1 and mounting bracket 2, so that the crash barrier 6 can move in the direction of the car's movement and hit the next crash barrier 6, and so on, until the impact force of the car can no longer push the locking block out of the locking groove 8.1, so that the car stops and can continue to move forward a distance to buffer and unload the force, so as to avoid greater injury to the people in the car from the hard impact force. At the same time, the impact of the car will cause the crash barrier 6 to rotate around the fixed column 5 to correct the car's out-of-control trajectory and prevent the car from rushing out of the guardrail.

[0047] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A road traffic engineering crash barrier, characterized in that, include: Mounting bracket one (1), wherein the mounting bracket one (1) has a convex groove inside; Mounting bracket two (2), which is located on the upper part of mounting bracket one (1), and the mounting bracket two (2) has an inverted convex groove inside; Mounting block (3), which is slidably connected inside mounting frame one (1) and mounting frame two (2), is I-shaped and symmetrically arranged vertically; Fixing mechanism (4), said fixing mechanism (4) is disposed on the opposite side of the mounting block (3); Fixed column (5), the fixed column (5) is disposed between the fixing mechanisms (4); The anti-collision barrel (6) is rotatably connected to the outside of the fixed column (5); Reflective strip (7), the reflective strip (7) is fixedly connected to the middle of the outer side of the anti-collision barrel (6); A locking mechanism (8) is provided between the mounting block (3) and mounting bracket one (1) and mounting bracket two (2), including a locking groove (8.1), a limiting groove (8.2), a through hole (8.3), a limiting plate (8.4), a locking block (8.5), a telescopic rod (8.6), and a spring (8.7). The mounting bracket one (1) and mounting bracket two (2) have several evenly distributed locking grooves (8.1) at their lower front and rear sides. The mounting block (3) has several evenly distributed limiting grooves (8.2) at its front and rear sides, respectively. The through hole (8.3) is located within the limiting grooves. 8.2) On opposite sides, the limiting plate (8.4) is slidably connected to the inside of the limiting groove (8.2), the locking block (8.5) is fixedly connected to the opposite side of the limiting plate (8.4), the locking block (8.5) passes through the through hole (8.3) and is adapted to the locking groove (8.1), the upper cross section of the locking block (8.5) is semi-circular, the telescopic rod (8.6) is fixedly connected between the limiting plate (8.4) and the side wall of the limiting groove (8.2), the spring (8.7) is sleeved on the outside of the telescopic rod (8.6), and the spring (8.7) is fixedly connected between the limiting plate (8.4) and the side wall of the limiting groove (8.2); A connecting mechanism (9) is provided at both ends of the mounting frame one (1) and the mounting frame two (2); The column (10) is fixedly connected to both ends of the lower side of the mounting frame (1).

2. The road traffic engineering crash barrier according to claim 1, characterized in that: The fixing mechanism (4) includes: Slot 1 (4.1) is located on both sides of the front of the mounting block (3) and close to each other. The left and right slots 1 (4.1) are arranged symmetrically from left to right, and the upper and lower slots 1 (4.1) are arranged symmetrically from top to bottom. Slot 2 (4.2) is located on both sides of the rear of the mounting block (3) and close to each other. The left and right slots 2 (4.2) are arranged symmetrically from left to right, and the upper and lower slots 2 (4.2) are arranged symmetrically from top to bottom. Clamp 1 (4.3) is located on the opposite side of slot 1 (4.1). The two ends of clamp 1 (4.3) on the opposite side are fixedly connected to insert plate 1 (4.4). Insert plate 1 (4.4) is adapted to slot 1 (4.1). Clamp 2 (4.5) is located on the opposite side of slot 2 (4.2). The two ends of clamp 2 (4.5) on the opposite side are fixedly connected to insert plate 2 (4.6), which is compatible with slot 2 (4.2).

3. The road traffic engineering anti-collision buffer guardrail according to claim 2, characterized in that: The first clamp (4.3) and the second clamp (4.5) are arranged symmetrically front and back. The two ends of the first clamp (4.3) and the second clamp (4.5) are threaded with bolts (4.7). The upper and lower ends of the fixing column (5) are respectively located between the first clamp (4.3) and the second clamp (4.5).

4. The road traffic engineering crash barrier according to claim 1, characterized in that: The connecting mechanism (9) includes: A connecting groove (9.1) is formed at one end inside the first mounting bracket (1) and the second mounting bracket (2); Connecting frame (9.2), which is fixedly connected to the end of mounting frame one (1) and mounting frame two (2) away from the connecting groove (9.1), and the connecting frame (9.2) is adapted to the connecting groove (9.1).

5. A road traffic engineering crash barrier according to claim 4, characterized in that: The connecting bracket (9.2) has a threaded hole (9.3) in the middle of the front and rear sides. The mounting bracket one (1) and the mounting bracket two (2) are threadedly connected to one end of the front and rear sides near the connecting groove (9.1) with bolt two (9.4). Bolt two (9.4) is compatible with the threaded hole (9.3).

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