Bridge anti-collision guardrail structure facilitating multi-stage buffering

Abstract

The utility model discloses a bridge anti-collision guardrail structure convenient for multi-stage buffering, which relates to the technical field of bridge construction and comprises a connecting frame, a telescopic buffering mechanism is mounted on the front side of the connecting frame and used for steering and first-stage buffering of vehicle collision, and movable rods are symmetrically mounted on the rear sides of two ends of the connecting frame. The outer ring of the movable rod at the same end is sleeved with a stand column, the outer ring of the movable rod between the stand column and the connecting frame is sleeved with a buffer spring, and a mounting base is fixedly mounted at the bottom end of the stand column. According to the bridge anti-collision guardrail structure facilitating multi-stage buffering, when the telescopic buffering mechanism is impacted and moves backwards, the pneumatic buffering mechanism can be driven to conduct piston movement, and then the impact suffered by the telescopic buffering mechanism is reversely pushed through aerodynamic force generated by piston movement; therefore, three-stage buffering can be conveniently carried out on the vehicle collision, and multi-stage buffering can be carried out on the vehicle collision through cooperation of first-stage buffering and second-stage buffering.

Description

Technical Field

[0001] This utility model relates to the field of bridge construction technology, specifically to a bridge anti-collision guardrail structure that facilitates multi-level buffering. Background Technology

[0002] As a crucial component of transportation infrastructure, the safety of bridges is paramount. Bridge crash barriers, as key facilities ensuring vehicle safety, bear the heavy responsibility of preventing out-of-control vehicles from leaving the bridge, preventing vehicles from passing under or overturning bridges, and playing an indispensable role in reducing the severity of traffic accidents, protecting the lives and property of drivers and passengers, and maintaining the structural integrity of bridges. With the continuous increase in traffic flow, especially the increase in heavy vehicles and high-speed vehicles, higher demands are placed on the crashworthiness of bridge crash barriers; however, existing bridge crash barrier structures still have certain shortcomings in use.

[0003] For example, a bridge crash barrier proposed in application number CN202421227959.4 includes two posts, with a first protective frame installed between the two posts. A first buffer mechanism is installed on one side of the first protective frame, and the first buffer mechanism includes a second protective frame. Multiple buffer wheels are installed on one side of the second protective frame, arranged in an arc. Each buffer wheel includes a rotating shaft, with both ends of the rotating shaft connected to the second protective frame. The outer layer of the rotating shaft is covered with a latex layer. In actual use, this bridge crash barrier uses multiple buffer wheels and the latex layer on them to change the direction of travel and reduce the impact angle of vehicles. However, the multiple sets of buffer wheels adopt an upper and lower separated design. Therefore, when a vehicle impacts the gaps between the separated parts, the buffer wheels cannot effectively change the impact direction, reducing the effectiveness of use. At the same time, the first protective frame is fixedly connected to the posts, which is not convenient for secondary buffering of vehicle impacts, thus reducing the buffer protection effect.

[0004] Therefore, we propose a bridge crash barrier structure that facilitates multi-level buffering to address the problems mentioned above. Summary of the Invention

[0005] The purpose of this invention is to provide a bridge crash barrier structure that facilitates multi-level buffering, thereby solving the problems mentioned in the background art where the separation of buffer wheels reduces the effect of changing the impact direction and makes it inconvenient to perform multiple buffering.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a bridge crash barrier structure that facilitates multi-level buffering, including a connecting frame.

[0007] The telescopic buffer mechanism, installed on the front side of the connecting frame, is used for steering and primary buffering of vehicle impacts.

[0008] The connecting frame has movable rods symmetrically installed on the rear sides of both ends. A column is sleeved on the outer ring of the movable rod at the same end. Two sets of columns are provided. A buffer spring is sleeved on the outer ring of the movable rod between the column and the connecting frame. An installation base is fixedly installed at the bottom end of the column.

[0009] The pneumatic buffer mechanism, connected between the telescopic buffer mechanism and the column, is used to provide three-level buffering for car impacts.

[0010] Preferably, the telescopic buffer mechanism includes limiting grooves equally spaced inside the upper and lower ends of the connecting frame, a buffer pad is installed inside the limiting groove, a slider is attached to the front side of the buffer pad, a positioning frame is fixedly connected to the front side of the slider, a connecting shaft is installed at equal angles inside the positioning frame, and a guide roller is fixedly connected to the inner ring of the connecting shaft.

[0011] Preferably, the slider forms a primary buffer structure through the buffer pad and the limiting groove, the guide rollers are evenly distributed between the positioning frames at the upper and lower ends, and the two ends of the guide rollers are rotatably connected to the positioning frames through connecting shafts.

[0012] The above-mentioned structural design facilitates the guidance and change of the vehicle's impact direction through the rotating guide roller at the front end of the telescopic buffer mechanism. At the same time, it can utilize the internal buffer pad to provide primary buffering for the vehicle's impact, which helps reduce the damage caused by the vehicle collision and improves the buffering effect.

[0013] Preferably, the movable rod is slidably connected to the column, and the connecting frame forms a two-stage buffer structure with the column through a buffer spring.

[0014] The above-mentioned structural design facilitates secondary buffering of vehicle impacts by utilizing the extension and contraction of the buffer springs, further enhancing the buffering effect of the bridge crash barrier structure.

[0015] Preferably, the pneumatic buffer mechanism includes linkage plates fixedly installed at the left and right ends of the connecting frame, connecting plates are installed at equal intervals on the rear side of the linkage plates, an extrusion plate is fixedly connected to the rear end of the connecting plates, a sealing box is sleeved on the outer ring of the extrusion plate, and the rear side of the sealing box is fixedly connected to the corresponding column.

[0016] Preferably, the pneumatic buffer mechanism further includes piston cylinders installed at equal angles on the rear sides of the upper and lower ends of the connecting frame. A piston plate is slidably installed inside the piston cylinder. A connecting rod is fixedly connected to the front end of the piston plate. The connecting rod is connected through the front end of the piston cylinder, the connecting frame, and the buffer pad. The front end of the connecting rod is fixedly connected to the rear side of the slider. A connecting pipe is connected to the rear end of the piston cylinder and the rear end of the sealing box. Both ends of the connecting pipe are connected through the column.

[0017] The above-mentioned structural design facilitates the use of the power generated by the telescopic buffer mechanism when it is impacted to drive the pneumatic buffer mechanism to move like a piston. During the piston movement, the movement of gas can be used to push the telescopic buffer mechanism in the opposite direction of the impact, which is conducive to achieving three-level buffering of vehicle impact and further improves the buffering effect of the bridge crash barrier structure.

[0018] Compared with the prior art, the beneficial effects of this utility model are: the bridge anti-collision guardrail structure that facilitates multi-level buffering;

[0019] 1. The telescopic buffer mechanism can guide and change the direction of the impact from the front, thereby preventing the vehicle from being directly impacted and reducing vehicle damage. At the same time, the internal buffer pad can provide primary buffering of the impact, improving the protection effect during vehicle impact. The buffer spring can provide a soft connection between the telescopic buffer mechanism and the column, which is conducive to secondary buffering of the impact, further improving the buffering effect.

[0020] 2. When the telescopic buffer mechanism is impacted and moves backward, it will drive the pneumatic buffer mechanism to move like a piston. The aerodynamic force generated by the piston movement will then push the telescopic buffer mechanism in the opposite direction of the impact, thus facilitating three-level buffering of the vehicle impact. Combined with the first-level and second-level buffering, it can provide multi-level buffering of the vehicle impact, improving the buffering and protection effect of the bridge crash barrier structure. Attached Figure Description

[0021] Figure 1 This is a side view of the appearance structure of this utility model;

[0022] Figure 2 This is an exploded view of the positioning frame and guide roller of this utility model;

[0023] Figure 3 This is a side sectional view of the connecting frame and a schematic diagram of the distribution structure of the buffer pads of this utility model;

[0024] Figure 4 This is a partial side sectional view of the pneumatic buffer mechanism of this utility model;

[0025] Figure 5 This is a side view of the overall structure of the pneumatic buffer mechanism of this utility model.

[0026] In the diagram: 1. Connecting frame; 2. Limiting groove; 3. Buffer pad; 4. Slider; 5. Positioning frame; 6. Connecting shaft; 7. Guide roller; 8. Movable rod; 9. Column; 10. Buffer spring; 11. Mounting base; 12. Linkage plate; 13. Connecting plate; 14. Extrusion plate; 15. Sealing box; 16. Piston cylinder; 17. Piston plate; 18. Connecting rod; 19. Connecting pipe. Detailed Implementation

[0027] 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.

[0028] Please see Figure 1-5 This utility model provides a technical solution: a bridge anti-collision guardrail structure that facilitates multi-level buffering, including a connecting frame 1 and a telescopic buffer mechanism, which is installed on the front side of the connecting frame 1 for steering and primary buffering of vehicle impacts. The telescopic buffer mechanism includes limiting grooves 2 that are equally spaced inside the upper and lower ends of the connecting frame 1. A buffer pad 3 is installed inside the limiting groove 2. A slider 4 is attached to the front side of the buffer pad 3. The slider 4 forms a primary buffer structure with the limiting groove 2 through the buffer pad 3. A positioning frame 5 is fixedly connected to the front side of the slider 4. A connecting shaft 6 is installed at equal angles inside the positioning frame 5. A guide roller 7 is fixedly connected to the inner ring of the connecting shaft 6. The guide roller 7 is distributed at equal angles between the upper and lower positioning frames 5. The two ends of the guide roller 7 are rotatably connected to the positioning frame 5 through the connecting shaft 6.

[0029] The design of the above structure allows the two ends of the guide roller 7 to rotate inside the positioning frame 5 via the connecting shaft 6 when the vehicle impacts the guide roller 7. The guide roller 7, which is set at equal intervals, can guide and steer the vehicle's impact direction when rotating, avoiding a perpendicular impact and reducing damage. At the same time, when the guide roller 7 is impacted, it will drive the positioning frame 5 to move backward synchronously, and can also drive the slider 4 to retract inside the corresponding limiting groove 2. At this time, the buffer pad 3 will be squeezed and generate a reverse thrust, which is beneficial for the first-level buffering of the car impact. The setting of the limiting groove 2 can also limit the extension and sliding of the slider 4, ensuring the stability of the first-level buffering.

[0030] Two movable rods 8 are symmetrically installed on the rear sides of both ends of the connecting frame 1. A column 9 is sleeved on the outer ring of the movable rod 8 at the same end. There are two sets of columns 9. The movable rod 8 is slidably connected to the column 9. A buffer spring 10 is sleeved on the outer ring of the movable rod 8 between the column 9 and the connecting frame 1. The connecting frame 1 forms a two-stage buffer structure with the column 9 through the buffer spring 10. An installation base 11 is fixedly installed at the bottom end of the column 9.

[0031] The above-mentioned structural design allows for stable installation of the bridge crash barrier structure by fixing the mounting base 11 to the bridge surface using expansion bolts. When the telescopic buffer mechanism is impacted and causes the connecting frame 1 to move backward synchronously, the movable rods 8 at both ends will slide inside the corresponding columns 9. This allows the columns 9 to limit the backward movement of the movable rods 8, the connecting frame 1, and the telescopic buffer mechanism, ensuring stability. When the connecting frame 1 moves backward, it will also compress the buffer spring 10. Consequently, the buffer spring 10 will buffer the impact force in the opposite direction during compression, achieving a two-stage buffering effect.

[0032] A pneumatic buffer mechanism is connected between the telescopic buffer mechanism and the column 9 for three-stage buffering of car impact. The pneumatic buffer mechanism includes a linkage plate 12 fixedly installed at the left and right ends of the connecting frame 1. A connecting plate 13 is installed at equal intervals on the rear side of the linkage plate 12. A compression plate 14 is fixedly connected to the rear end of the connecting plate 13. A sealing box 15 is fitted around the outer ring of the compression plate 14. The rear side of the sealing box 15 is fixedly connected to the corresponding column 9. The pneumatic buffer mechanism also includes a piston cylinder 16 installed at equal angles on the rear side of the upper and lower ends of the connecting frame 1. A piston plate 17 is slidably installed inside the piston cylinder 16. A connecting rod 18 is fixedly connected to the front end of the piston plate 17. The connecting rod 18 is connected through to the front end of the piston cylinder 16, the connecting frame 1, and the buffer pad 3. The front end of the connecting rod 18 is fixedly connected to the rear side of the slider 4. A connecting pipe 19 is connected to the rear end of the piston cylinder 16 and the rear end of the sealing box 15. Both ends of the connecting pipe 19 are connected through to the column 9.

[0033] The design of the above structure ensures that the gas at the rear end of the sealing box 15, the rear end of the piston cylinder 16, and inside the connecting pipe 19 are in a balanced state when no impact occurs. When the connecting frame 1 is impacted and moves backward, it will drive the linkage plate 12 to move backward synchronously. Then, the linkage plate 12 will cooperate with the connecting plate 13 to drive the extrusion plate 14 to move backward inside the sealing box 15, thereby squeezing the gas at the rear end of the sealing box 15 into the connecting pipe 19 and finally filling the piston cylinder 16. The retraction of the telescopic buffer mechanism will also drive the connecting rod 18 and the piston plate 17 to move backward, and cause the piston plate 17 to slide backward inside the piston cylinder 16. At this time, the gas filling the piston cylinder 16 will buffer the backward movement of the piston plate 17 in the opposite direction, thereby achieving three-stage buffering.

[0034] This completes a series of tasks. The contents not described in detail in this specification are existing technologies known to those skilled in the art.

[0035] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A bridge crash barrier structure that facilitates multi-level buffering, comprising a connecting frame (1), characterized in that: A telescopic buffer mechanism, which is installed on the front side of the connecting frame (1), is used for steering and primary buffering of vehicle impacts; The connecting frame (1) has movable rods (8) symmetrically installed on the rear sides of both ends. The outer ring of the movable rod (8) at the same end is fitted with a column (9). There are two sets of columns (9). The outer ring of the movable rod (8) between the column (9) and the connecting frame (1) is fitted with a buffer spring (10). The bottom end of the column (9) is fixedly installed with a mounting base (11). A pneumatic buffer mechanism is connected between the telescopic buffer mechanism and the column (9) for three-level buffering of car impact.

2. The bridge crash barrier structure for multi-level buffering as described in claim 1, characterized in that: The telescopic buffer mechanism includes limiting grooves (2) that are equally spaced inside the upper and lower ends of the connecting frame (1). A buffer pad (3) is installed inside the limiting groove (2). A slider (4) is attached to the front side of the buffer pad (3). A positioning frame (5) is fixedly connected to the front side of the slider (4). A connecting shaft (6) is installed at equal angles inside the positioning frame (5). A guide roller (7) is fixedly connected to the inner ring of the connecting shaft (6).

3. The bridge crash barrier structure for multi-level buffering as described in claim 2, characterized in that: The slider (4) forms a primary buffer structure with the buffer pad (3) and the limiting groove (2). The guide roller (7) is distributed at equal angles between the positioning frame (5) at the upper and lower ends. The two ends of the guide roller (7) are rotatably connected to the positioning frame (5) through the connecting shaft (6).

4. The bridge crash barrier structure for multi-level buffering as described in claim 1, characterized in that: The movable rod (8) is slidably connected to the column (9), and the connecting frame (1) forms a two-stage buffer structure with the column (9) through the buffer spring (10).

5. A bridge crash barrier structure for multi-level buffering as described in claim 2, characterized in that: The pneumatic buffer mechanism includes a linkage plate (12) fixedly installed on the left and right ends of the connecting frame (1). A connecting plate (13) is installed at equal intervals on the rear side of the linkage plate (12). A pressing plate (14) is fixedly connected to the rear end of the connecting plate (13). A sealing box (15) is fitted around the outer ring of the pressing plate (14). The rear side of the sealing box (15) is fixedly connected to the corresponding column (9).

6. A bridge crash barrier structure for multi-level buffering as described in claim 5, characterized in that: The pneumatic buffer mechanism also includes piston cylinders (16) that are installed at equal angles on the rear sides of the upper and lower ends of the connecting frame (1). A piston plate (17) is slidably installed inside the piston cylinder (16). A connecting rod (18) is fixedly connected to the front end of the piston plate (17). The connecting rod (18) is connected through to the front end of the piston cylinder (16), the connecting frame (1), and the buffer pad (3). The front end of the connecting rod (18) is fixedly connected to the rear side of the slider (4). A connecting pipe (19) is connected to the rear end of the piston cylinder (16) and the rear end of the sealing box (15). Both ends of the connecting pipe (19) are connected through to the column (9).

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