Traffic engineering anti-collision column

Abstract

The utility model discloses a traffic engineering anti-collision column, which relates to the technical field of anti-collision columns and comprises an embedded pile, a middle splicing piece and a top splicing piece. According to the anti-collision column, the embedded piles, the middle splicing pieces and the top splicing pieces are arranged, the anti-collision columns of different heights can be assembled by taking the middle splicing pieces of different numbers, use is more flexible, when a vehicle collides with the anti-collision column, the vehicle makes contact with the buffering rubber column and the top rubber head, and the anti-collision column is not prone to collision. The buffer rubber column and the top rubber head which are made of rubber cannot scratch the surface of a vehicle, when the vehicle collides with the anti-collision column, the collided buffer rubber column and the collided top rubber head can deform, impact force can be buffered, hard collision with the vehicle is reduced, meanwhile, the impact force transmitted to a preset pile is reduced, and the service life of the vehicle is prolonged. The effect of intercepting the vehicle is achieved, and meanwhile the preset pile is kept in a stable vertical state.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of crash barrier, specifically is a traffic engineering crash barrier. BACKGROUND

[0002] The crash barrier, also known as a protective column or a protective pile, belongs to traffic safety equipment and is mainly used in dangerous areas such as road entrances, expressway maintenance, hotels, communities, schools, and sports venues, and road construction sites to remind drivers to pay attention to obstacles ahead and prevent accidents.

[0003] The existing crash barriers are generally made of steel, concrete, or reinforced concrete, which can withstand a large impact force and have high compressive and bending strength, and can well withstand the impact from vehicles.

[0004] However, in actual use, the following problems exist: when used on narrow roads, the vehicle rubs against the crash barrier when passing, and the outer solid crash barrier can cause serious scratches on the surface of the vehicle. In addition, when a vehicle collides with the crash barrier, the impact force is directly transmitted to the part of the crash barrier inserted into the ground, causing the entire crash barrier to be tilted and unable to be reset to the initial upright state, which requires personnel to repair and restore.

[0005] Based on the above problems, a traffic engineering crash barrier is provided. UTILITY MODEL CONTENTS

[0006] The utility model aims to solve the problems in the above background and provide a traffic engineering crash barrier.

[0007] To achieve the above-mentioned purpose, the utility model provides the following technical scheme: a traffic engineering crash barrier, comprising a buried pile, the buried pile is composed of a base and a pre-buried column, the pre-buried column is fixed to the top of the base, a plurality of middle splicing pieces and a top splicing piece are connected in sequence at the top of the pre-buried column, and the plurality of middle splicing pieces and the top splicing piece are assembled into a crash barrier main body.

[0008] The middle splicing piece comprises a buffer rubber column, a first T-shaped connecting column, a first polygonal block, a convex connecting column, and a polygonal screw cylinder.

[0009] The buffer rubber column is wrapped outside the first T-shaped connecting column and the convex connecting column, and the first T-shaped connecting column and the convex connecting column are symmetrically distributed inside the buffer rubber column and respectively penetrate the upper and lower ends of the buffer rubber column, the first polygonal block is distributed at the bottom of the buffer rubber column and fixed outside the first T-shaped connecting column, and the polygonal screw cylinder is distributed at the top of the buffer rubber column and fixedly connected with the top of the convex connecting column.

[0010] The first T-shaped connecting post has an external thread on the outer side of the part below the first polygonal block that matches the internal thread of the polygonal screw cylinder. The two adjacent buffer rubber posts are connected and fixed by the threaded connection between the first T-shaped connecting post and the polygonal screw cylinder.

[0011] As a further embodiment of this utility model: the top splicing component includes a top rubber head, a second T-shaped connecting post, and a second polygonal block;

[0012] The top rubber head is wrapped around the outside of the second T-shaped connecting post, which extends to the bottom of the top rubber head. The second polygonal block is distributed below the top rubber head and fixed to the outside of the second T-shaped connecting post. The part of the second T-shaped connecting post below the second polygonal block has an external thread that matches the internal thread of the polygonal screw. The top rubber head and the uppermost buffer rubber post are connected and fixed by the second T-shaped connecting post and the polygonal screw thread.

[0013] As a further improvement of this utility model: the top of the pre-embedded column is formed with a threaded hole, and the buffer rubber column distributed at the bottom is connected and fixed by the threaded connection between the first T-shaped connecting column and the threaded hole.

[0014] As a further improvement of this utility model: the outer diameters of the buffer rubber column and the top rubber head are matched and are larger than the outer circle diameters of the first polygonal block and the second polygonal block of the polygonal screw cylinder.

[0015] As a further embodiment of this utility model: the parts of the first T-shaped connecting post and the convex connecting post located inside the buffer rubber post do not contact each other, and the convex connecting post is fixed to the outside of the first T-shaped connecting post and the convex connecting post by integral injection molding of rubber material.

[0016] Compared with the prior art, the beneficial effects of this utility model are:

[0017] By setting up embedded stakes, middle splicing components, and top splicing components, and by using different numbers of middle splicing components, crash barriers of different heights can be assembled, making them more flexible in use. When a vehicle grazes the crash barrier, the vehicle comes into contact with the buffer rubber stake and the top rubber head. The rubber material of the buffer rubber stake and the top rubber head will not scratch the vehicle surface. When a vehicle collides with the crash barrier, the buffer rubber stake and the top rubber head will deform upon impact, which not only buffers the impact force and reduces the hard collision with the vehicle, but also reduces the impact force transmitted to the pre-set stake. While achieving the effect of intercepting vehicles, it keeps the pre-set stake in a stable vertical position. Attached Figure Description

[0018] Fig. 1 This is a schematic diagram of the structure of this utility model;

[0019] Fig. 2 This is a cross-sectional view of the buffer rubber column and the top rubber head of this utility model;

[0020] Fig. 3 This is a schematic diagram showing the disassembled parts of this utility model.

[0021] In the diagram: 1. Embedded pile; 101. Base; 102. Embedded column; 103. Threaded hole; 2. Middle splice; 201. Buffer rubber column; 202. First T-shaped connecting column; 203. First polygonal block; 204. Convex connecting column; 205. Polygonal screw cylinder; 3. Top splice; 301. Top rubber head; 302. Second T-shaped connecting column; 303. Second polygonal block. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] Please see Figs. 1-3 In this embodiment of the utility model, a traffic engineering anti-collision post includes an embedded pile 1, which is composed of a base 101 and a pre-embedded column 102. The pre-embedded column 102 is fixed to the top of the base 101. Several middle splicing parts 2 and a top splicing part 3 are sequentially connected to the top of the pre-embedded column 102. The several middle splicing parts 2 and the top splicing part 3 are assembled to form the main body of the anti-collision post.

[0024] The middle splicing component 2 includes a buffer rubber post 201, a first T-shaped connecting post 202, a first polygonal block 203, a convex connecting post 204, and a polygonal screw cylinder 205;

[0025] The buffer rubber column 201 is wrapped around the outside of the first T-shaped connecting column 202 and the convex connecting column 204. The first T-shaped connecting column 202 and the convex connecting column 204 are symmetrically distributed on the inside of the buffer rubber column 201 and pass through the upper and lower ends of the buffer rubber column 201 respectively. The first polygonal block 203 is distributed at the bottom of the buffer rubber column 201 and fixed to the outside of the first T-shaped connecting column 202. The polygonal screw cylinder 205 is distributed at the top of the buffer rubber column 201 and is fixedly connected to the top of the convex connecting column 204.

[0026] The outer side of the first T-shaped connecting post 202 located below the first polygonal block 203 has an external thread that matches the internal thread of the polygonal screw cylinder 205. The two adjacent buffer rubber posts 201 are connected and fixed by the threaded connection between the first T-shaped connecting post 202 and the polygonal screw cylinder 205.

[0027] The top splicing component 3 includes a top rubber head 301, a second T-shaped connecting post 302, and a second polygonal block 303;

[0028] The top rubber head 301 is wrapped around the outside of the second T-shaped connecting post 302. The second T-shaped connecting post 302 extends to the bottom of the top rubber head 301. The second polygonal block 303 is distributed below the top rubber head 301 and fixed to the outside of the second T-shaped connecting post 302. The part of the second T-shaped connecting post 302 located below the second polygonal block 303 has an external thread that matches the internal thread of the polygonal screw barrel 205. The top rubber head 301 and the buffer rubber post 201 distributed at the top are connected and fixed by the second T-shaped connecting post 302 and the polygonal screw barrel 205 through threaded connection.

[0029] The top of the pre-embedded column 102 is formed with a threaded hole 103, and the buffer rubber column 201 distributed at the bottom is connected and fixed by the first T-shaped connecting column 202 and the threaded hole 103.

[0030] In this embodiment, the installation procedure for this crash barrier is as follows:

[0031] First, a groove for installing the embedded pile 1 can be dug out at a preset location. Then, the embedded pile 1 is placed in the groove, with the bottom of the embedded pile 102 flush with the ground. Then, sand and gravel are backfilled to fix the embedded pile 1.

[0032] Next, take a set of standard connectors 2 and fix them by threading the first T-shaped connecting post 202 to the threaded hole 103, thus completing the installation of the first set of standard connectors 2. Then, install the second set of standard connectors 2 by threading the first T-shaped connecting post 202 on the second set of standard connectors 2 to the polygonal screw cylinder 205 on the first set of standard connectors 2. (It should be noted that the polygonal structure on the outer wall of the polygonal screw cylinder 205 and the first polygonal block 203 is used to allow the wrench to be inserted to limit the polygonal screw cylinder 205 (this action is used during disassembly) and to screw the first polygonal block 203, thereby tightening or loosening the first polygonal block 203 and the polygonal screw cylinder 205.)

[0033] Finally, the top splicing piece 3 is connected to the polygonal screw cylinder 205 on the top middle splicing piece 2 via the second T-shaped connecting post 302. By selecting different numbers of standard connecting pieces 2, anti-collision posts of different heights can be assembled, making it more flexible to use.

[0034] In daily use, when a vehicle collides with the bumper post, the vehicle comes into contact with the buffer rubber post 201 and the top rubber head 301. The rubber material of the buffer rubber post 201 and the top rubber head 301 will not cause scratches to the vehicle surface.

[0035] When a vehicle collides with a crash barrier post, the impact-bearing rubber post 201 and the top rubber head 301 will deform, which can not only buffer the impact force, but also reduce the hard collision with the vehicle. At the same time, it reduces the impact force transmitted to the preset post 1. While achieving the effect of intercepting the vehicle, it keeps the preset post 1 in a stable vertical state. After the vehicle is moved, the less deformed buffer rubber post 201 and the top rubber head 301 can return to their initial state under their own elastic force.

[0036] If the middle splice 2 and the top splice 3 are severely damaged by the impact of the vehicle and cannot be restored to their initial state, then a single middle splice 2, the top splice 3, or multiple middle splice 2 can be replaced. The operation is simple and convenient.

[0037] Please refer to this carefully. Figs. 1-3 The outer diameters of the buffer rubber column 201 and the top rubber head 301 are matched and are larger than the outer circle diameters of the first polygonal block 203, the polygonal screw 205, and the second polygonal block 303.

[0038] The first T-shaped connecting post 202 and the convex connecting post 204 are located inside the buffer rubber post 201 and do not contact each other. The convex connecting post 204 is fixed to the outside of the first T-shaped connecting post 202 and the convex connecting post 204 by integral injection molding of rubber material.

[0039] In this embodiment: by setting the outer diameter of the buffer rubber post 201 and the top rubber head 301 to be larger than the outer circle diameter of the first polygonal block 203, the polygonal screw 205 and the second polygonal block 303, when the vehicle comes into contact with the crash barrier, it only contacts and collides with the buffer rubber post 201 and the top rubber head 301.

[0040] The parts of the first T-shaped connecting post 202 and the convex connecting post 204 located inside the buffer rubber post 201 do not contact each other, so that the first T-shaped connecting post 202 and the convex connecting post 204 will not affect the deformation of the buffer rubber post 201.

[0041] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A traffic engineering crash column comprising a buried pile (1), characterized in that, The embedded pile (1) is composed of a base (101) and a pre-buried column (102), the pre-buried column (102) is fixed on the top of the base (101), and the top of the pre-buried column (102) is sequentially connected with a plurality of middle splicing pieces (2) and a top splicing piece (3), the plurality of middle splicing pieces (2) and the top splicing piece (3) are assembled into a collision-proof column body; The middle splicing piece (2) comprises a buffer rubber column (201), a first T-shaped connecting column (202), a first polygonal block (203), a convex connecting column (204) and a polygonal screw cylinder (205). The buffer rubber column (201) is wrapped outside the first T-shaped connecting column (202) and the convex connecting column (204), and the first T-shaped connecting column (202) and the convex connecting column (204) are symmetrically distributed inside the buffer rubber column (201) and respectively penetrate the upper and lower ends of the buffer rubber column (201), the first polygonal block (203) is distributed at the bottom of the buffer rubber column (201) and is fixed outside the first T-shaped connecting column (202), and the polygonal screw cylinder (205) is distributed at the top of the buffer rubber column (201) and is fixedly connected with the top of the convex connecting column (204). An outer thread matched with the inner thread of the polygonal screw cylinder (205) is formed outside the part below the first polygonal block (203) of the first T-shaped connecting column (202), and adjacent two buffer rubber columns (201) are connected and fixed by thread connection of the first T-shaped connecting column (202) and the polygonal screw cylinder (205).

2. A traffic engineering bollard as claimed in claim 1, wherein, The top splicing piece (3) comprises a top rubber head (301), a second T-shaped connecting column (302) and a second polygonal block (303). The top rubber head (301) is wrapped outside the second T-shaped connecting column (302), the second T-shaped connecting column (302) penetrates to the bottom of the top rubber head (301), the second polygonal block (303) is distributed below the top rubber head (301) and is fixed outside the second T-shaped connecting column (302), an outer thread matched with the inner thread of the polygonal screw cylinder (205) is formed outside the part below the second polygonal block (303) of the second T-shaped connecting column (302), and the top rubber head (301) and the buffer rubber column (201) distributed at the uppermost position are connected and fixed by thread connection of the second T-shaped connecting column (302) and the polygonal screw cylinder (205).

3. A traffic engineering bollard as defined in claim 1, wherein, An threaded hole (103) is formed at the top of the pre-buried column (102), and the buffer rubber column (201) distributed at the lowermost position is connected and fixed by thread connection of the first T-shaped connecting column (202) and the threaded hole (103).

4. A traffic engineering bollard as claimed in claim 2, wherein, The outer diameters of the buffer rubber column (201) and the top rubber head (301) are matched and greater than the diameter of the circumscribed circle of the first polygonal block (203), the polygonal screw cylinder (205) and the second polygonal block (303).

5. A traffic engineering bollard as defined in claim 1, wherein, The first T-shaped connecting column (202) and the convex connecting column (204) are not in contact with each other at the positions inside the buffer rubber column (201), and the convex connecting column (204) is integrally injection molded with rubber material and fixed outside the first T-shaped connecting column (202) and the convex connecting column (204).

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