Bridge guardrail with buffering effect

Abstract

The utility model relates to the field of bridge guardrails, and discloses a bridge guardrail with a buffering effect, which comprises a base, a support frame is arranged at the top end of the base, a positioning block is fixedly connected to the front surface of the support frame, the positioning block is T-shaped, handrails are arranged on the left side and the right side of the front part of the positioning block; a buffering assembly is arranged between the supporting frame and the base and comprises a supporting block, a sliding rod is fixedly connected to the position, close to the upper portion of the base, of the bottom of the rear surface of the supporting frame, and a sliding block is fixedly connected to the position, close to the upper portion of the sliding rod, of the rear surface of the supporting frame. According to the anti-collision guardrail, the supporting frame is pushed through impact force generated during vehicle collision, so that the sliding rod and the rubber pad move to extrude the spring, friction force is increased through the rubber pad to be matched with elastic deformation generated in the pressing process of the spring, the impact force generated during vehicle collision is gradually absorbed and converted, the impact force is buffered, and hard collision between a vehicle and the guardrail is prevented; damage is reduced, and the protection effect is improved.

Description

Technical Field

[0001] This utility model relates to the field of bridge railings, and in particular to a bridge railing with a buffering effect. Background Technology

[0002] Bridge railings are guardrails installed on bridges. They are important facilities to prevent out-of-control vehicles from going off the bridge and to ensure the safety of vehicles and pedestrians. In traditional bridge railing designs, rigid structures such as metal railings are often used. These traditional railings play a certain role in preventing vehicles from going off the bridge, but they are obviously insufficient in buffering the impact energy of vehicles.

[0003] When a vehicle collides with a rigid guardrail, the impact force generated by the interaction between the two is a hard collision, which often damages the vehicle and injures the people in the vehicle. At the same time, it damages the structure of the guardrail itself and may even break, thereby reducing the protective effect. To address this issue, a bridge guardrail with a buffering effect is proposed. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides a bridge railing with a buffering effect, aiming to improve the problem in the prior art that "the railing adopts a rigid integrated structure, and when vehicles collide, they collide hard with each other, resulting in a large impact force, causing greater damage to the vehicles and railings, and reducing the protective effect".

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a bridge railing with a buffering effect, comprising a base, a support frame at the top of the base, a positioning block fixedly connected to the front surface of the support frame, the positioning block being T-shaped, railings on both the left and right sides of the front of the positioning block, a buffer assembly between the support frame and the base, the buffer assembly including a support block, a sliding rod fixedly connected to the bottom of the rear surface of the support frame near the top of the base, a slider fixedly connected to the rear surface of the support frame near the top of the sliding rod, a sliding groove opened at the upper part of the support block, a guide groove opened on the inner wall of the front surface of the support block near the bottom of the sliding groove, and the sliding rod slidably connected to the inner wall of the guide groove.

[0006] As a further description of the above technical solution:

[0007] A damping assembly is provided between the railing and the positioning block. The damping assembly includes a connecting rod. The left end of the connecting rod is hinged to the right side of the positioning block. A piston groove is provided on the right side of the left side of the railing near the connecting groove.

[0008] As a further description of the above technical solution:

[0009] The support frame is slidably connected to the top of the base, the support block is fixedly connected to the top of the base, the support block is U-shaped, and the slider is slidably connected to the inner wall of the groove.

[0010] As a further description of the above technical solution:

[0011] The slide rod passes through and is slidably connected to the inner wall of the front surface of the support block, and a rubber pad is fixedly connected to the rear surface of the slide rod. The rubber pad is slidably connected to the inner wall of the guide groove.

[0012] As a further description of the above technical solution:

[0013] A spring is fixedly connected to the rear surface of the slide bar, and the other end of the spring is fixedly connected to the inner wall of the rear surface of the guide groove. A positioning rod is fixedly connected to the top and bottom of the right side of the positioning block, and a connecting groove is opened in the middle of the left side of the railing.

[0014] As a further description of the above technical solution:

[0015] The left inner wall of the railing has a positioning groove, and the positioning rod is slidably connected to the inner wall of the positioning groove.

[0016] As a further description of the above technical solution:

[0017] The right side of the connecting rod is slidably connected to the inner wall of the piston groove, and a piston block is fixedly connected to the right side of the connecting rod.

[0018] As a further description of the above technical solution:

[0019] The piston block is slidably connected to the inner wall of the piston groove, and the left side of the railing has a vent hole through the inner wall of the front surface of the piston groove.

[0020] This utility model has the following beneficial effects:

[0021] 1. In this utility model, the impact force during a vehicle collision pushes the support frame, which in turn moves the sliding rod and rubber pad to compress the spring. The rubber pad increases friction to reduce some of the impact force. Combined with the elastic deformation of the spring during compression, the impact force generated by the vehicle collision is gradually absorbed and transformed, thereby achieving buffering of the impact force, preventing the vehicle from colliding hard with the guardrail, reducing damage, and improving the protective effect.

[0022] 2. In this utility model, the positioning block moves backward by squeezing the railing during a vehicle collision, causing the left end of the railing to move backward and tilt. This allows the positioning rod to slide on the inner wall of the positioning groove. At the same time, the backward movement of the positioning block pulls the connecting rod and the piston block. The movement of the piston block draws air into the piston groove from the vent, thereby increasing the damping effect and effectively reducing the impact energy of the vehicle collision. This reduces the impact force generated by the collision and further improves the protective effect of the bridge railing. Attached Figure Description

[0023] Figure 1 This is a three-dimensional structural diagram of the overall device in this utility model;

[0024] Figure 2 This is a three-dimensional cross-sectional view of the railing in this utility model;

[0025] Figure 3 This is a cross-sectional view of the three-dimensional structure of the support block and a disassembled three-dimensional structure diagram of the base and support frame in this utility model.

[0026] Legend:

[0027] 1. Base; 2. Support frame; 3. Railing; 4. Positioning block; 5. Buffer assembly; 6. Damping assembly; 21. Slider; 22. Slide rod; 23. Slide groove; 24. Spring; 25. Support block; 26. Rubber pad; 27. Guide groove; 31. Vent hole; 32. Piston block; 33. Connecting rod; 34. Piston groove; 35. Positioning rod; 36. Positioning groove; 37. Connecting groove. Detailed Implementation

[0028] 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.

[0029] Reference Figure 1 , Figure 2 and Figure 3This utility model provides an embodiment of a bridge railing with a buffering effect, including a base 1. The base 1 serves as the basic support structure for the entire bridge railing, and its main function is to securely install the railing on the bridge road surface. A support frame 2 is provided at the top of the base 1. The support frame 2 is a key intermediate structure connecting the railing 3 and the base 1, and undertakes the important task of transmitting and dispersing impact force. A positioning block 4 is fixedly connected to the front surface of the support frame 2. The positioning block 4 acts as a bridge connecting the railing 3 and the support frame 2, and plays a key role in force transmission and conversion during the buffering process. The positioning block 4 is T-shaped, and the rear end of the positioning block 4 is fixedly connected to the front surface of the support frame 2. Railings 3 are provided on both the left and right sides of the front part of the positioning block 4. The railings 3 are the main components that directly contact vehicles and prevent vehicles from rushing off the bridge. A buffer assembly 5 is provided between the support frame 2 and the base 1.

[0030] Furthermore, the buffer assembly 5 includes a support block 25, which provides guidance and support for the movement of the support frame 2. A slide rod 22 is fixedly connected to the rear surface of the support frame 2. The slide rod 22 moves with the support frame 2, causing the rubber pad 26 to move and compress the spring 24. A slider 21 is fixedly connected to the rear surface of the support frame 2 near the upper part of the slide rod 22. During a vehicle collision, the cooperation between the slider 21 and the slide groove 23 can ensure the smooth sliding of the support frame 2 in the horizontal direction. The upper part of the support block 25 is provided with a slide groove 23 to accommodate the movement of the slider 21. The inner wall of the front surface of the support block 25 near the lower part of the slide groove 23 is provided with a guide groove 27 to provide space for the movement of the slide rod 22 and the rubber pad 26 and the spring 24. The slide rod 22 is slidably connected to the inner wall of the guide groove 27.

[0031] Reference Figure 1 , Figure 2 and Figure 3 A damping assembly 6 is provided between the railing 3 and the positioning block 4. The damping assembly 6 includes a connecting rod 33, which is connected to the positioning block 4. The left end of the connecting rod 33 is hinged to the right side of the positioning block 4. A piston groove 34 is provided on the right side of the left side of the railing 3 near the connecting groove 37. The piston groove 34 is adapted to the piston block 32, providing a place for the piston block 32 to slide. When the piston block 32 moves in the piston groove 34 due to a vehicle collision, the air in the piston groove 34 is sucked in or discharged through the vent 31, generating a damping force.

[0032] Reference Figure 1 , Figure 2 and Figure 3The support frame 2 is slidably connected to the top of the base 1, and the support block 25 is fixedly connected to the top of the base 1. The support block 25 is set in a U-shape. By setting it in a U-shape, the support frame 2 can be stably supported, so that the support frame 2 can only slide on the inner wall of the U-shaped support block 25. The slider 21 is slidably connected to the inner wall of the slide groove 23. The slide rod 22 passes through and is slidably connected to the inner wall of the front surface of the support block 25. The rear surface of the slide rod 22 is fixedly connected to a rubber pad 26. When the vehicle collides and the slide rod 22 slides in the guide groove 27, the rubber pad 26 rubs against the inner wall of the guide groove 27. Since the rubber material has a high coefficient of friction and a certain elasticity, this friction can effectively consume the kinetic energy of the vehicle collision and convert it into heat energy to dissipate, thereby reducing the impact force of the collision. The rubber pad 26 is slidably connected to the inner wall of the guide groove 27.

[0033] Reference Figure 1 , Figure 2 and Figure 3 A spring 24 is fixedly connected to the rear surface of the sliding rod 22. When the vehicle collides with the guardrail 3, the sliding rod 22 moves backward and compresses the spring 24 by the movement of the support frame 2. The spring 24 converts the impact energy of the vehicle into its own elastic potential energy, which, together with the friction of the rubber pad 26, effectively buffers and reduces the impact force of the collision, thereby reducing the risk of structural damage and personal injury. After the collision, the spring 24 releases the stored elastic potential energy by its own elastic restoring force, pushing the sliding rod 22 forward, so that the relevant structure returns to its initial state or close to its initial state, preparing for the next collision.

[0034] Furthermore, the other end of the spring 24 is fixedly connected to the inner wall of the rear surface of the guide groove 27. The top and bottom of the right side of the positioning block 4 are both fixedly connected to the positioning rod 35. The positioning rod 35, together with the positioning groove 36, can provide space for the railing 3 to tilt. When the left end of the railing 3 tilts backward due to a vehicle collision, the positioning rod 35 slides in the positioning groove 36, which at the same time limits the range and direction of movement of the railing 3. A connecting groove 37 is provided in the middle of the left side of the railing 3 to provide space for the positioning block 4 to move. A positioning groove 36 is provided in the inner wall of the left side of the railing 3 to provide sliding space for the positioning rod 35, ensuring that the railing 3 can be smoothly connected to the positioning block 4. The positioning groove 36 is opened at the top of the inner wall of the left side of the railing 3 above the connecting groove 37 and the positioning block 4. The positioning rod 35 is slidably connected to the inner wall of the positioning groove 36.

[0035] Reference Figure 1 , Figure 2 and Figure 3The right side of the connecting rod 33 is slidably connected to the inner wall of the piston groove 34. The piston block 32 is fixedly connected to the right side of the connecting rod 33. During the vehicle collision, the piston block 32 moves in the piston groove 34 as the connecting rod 33 is pulled, changing the air pressure distribution in the piston groove 34. When the piston block 32 moves in a certain direction, some air in the piston groove 34 will be sucked in or discharged through the vent 31. Due to the viscosity and compressibility of air, this air flow will generate a damping force, which will hinder the movement of the piston block 32, thereby consuming the energy of the vehicle collision and reducing the impact force. The piston block 32 is slidably connected to the inner wall of the piston groove 34. The left side of the railing 3 is close to the inner wall of the front surface of the piston groove 34 and has a vent 31. When the piston block 32 moves in the piston groove 34, it provides an inlet and outlet channel for the air in the piston groove 34, thereby providing a damping effect.

[0036] Working principle: When a vehicle collides with the guardrail 3, the guardrail 3 first bears the impact force and transmits the force to the positioning block 4. The positioning block 4 pushes the support frame 2 to move backward. At this time, the sliding rod 22 at the bottom of the rear surface of the support frame 2 and the upper slider 21 slide in the guide groove 27 and the slide groove 23 of the support block 25, respectively. The backward movement of the sliding rod 22 causes the rubber pad 26 to generate friction with the inner wall of the guide groove 27. By utilizing the high coefficient of friction and elasticity of the rubber, some of the impact kinetic energy is converted into heat energy and dissipated, thereby reducing the impact force. At the same time, the spring 24 connected to the rear end of the sliding rod 22 is compressed, converting the impact energy of the vehicle into the elastic potential energy of the spring 24, further buffering the impact force and reducing the instantaneous impact damage to the guardrail and the vehicle. After the collision, the elastic restoring force of the spring 24 causes the sliding rod 22 to return to its original state.

[0037] Simultaneously, due to the force applied, the left end of the railing 3 will move backward, causing the railing 3 to tilt and move the positioning block 4 backward. This causes the connecting rod 33, which is hinged on the right side, to be pulled, causing the piston block 32 to move within the piston groove 34 of the railing 3. The movement of the piston block 32 changes the air pressure distribution within the piston groove 34. Air is drawn in or expelled through the vent 31 on the front left surface of the railing 3. Due to the viscosity and compressibility of air, a damping force is generated to hinder the movement of the piston block 32, thereby consuming the energy of the vehicle collision and reducing the impact force. In conjunction with the spring 24, an effective buffering effect can be achieved.

[0038] During the entire collision process, the left end of the guardrail 3 will tilt backward due to the force. At this time, the positioning rods 35 at the top and bottom of the right side of the positioning block 4 slide in the positioning groove 36 of the guardrail 3. The cooperation between the positioning rods 35 and the positioning groove 36 not only provides space for the tilting of the guardrail 3, but also limits the range and direction of movement of the guardrail 3, ensuring that the deformation of the guardrail 3 during the collision process is orderly and controllable, preventing it from being excessively twisted or deviating from the predetermined trajectory, which would lead to structural damage or buffer failure. Through the synergistic effect of the buffer component 5 and the damping component 6, the impact force of the vehicle collision on the guardrail and the vehicle itself is effectively reduced, thereby improving the protection effect.

[0039] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model 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 utility model should be included within the protection scope of the present utility model.

Claims

1. A bridge railing with a buffering effect, comprising a base (1), characterized in that: The base (1) is provided with a support frame (2) at the top. The front surface of the support frame (2) is fixedly connected with a positioning block (4). The positioning block (4) is T-shaped. The left and right sides of the front of the positioning block (4) are provided with railings (3). A buffer assembly (5) is provided between the support frame (2) and the base (1). The buffer assembly (5) includes a support block (25). The rear surface of the support frame (2) is fixedly connected with a sliding rod (22). The rear surface of the support frame (2) is fixedly connected with a slider (21) near the upper part of the sliding rod (22). The upper part of the support block (25) is provided with a sliding groove (23). The inner wall of the front surface of the support block (25) is provided with a guide groove (27) near the lower part of the sliding groove (23). The sliding rod (22) is slidably connected to the inner wall of the guide groove (27).

2. A bridge railing with a buffering effect according to claim 1, characterized in that: A damping assembly (6) is provided between the railing (3) and the positioning block (4). The damping assembly (6) includes a connecting rod (33). The left end of the connecting rod (33) is hinged to the right side of the positioning block (4). A piston groove (34) is provided on the right side of the left side of the railing (3) near the connecting groove (37).

3. A bridge railing with a buffering effect according to claim 1, characterized in that: The support frame (2) is slidably connected to the top of the base (1), the support block (25) is fixedly connected to the top of the base (1), the support block (25) is set in a U-shape, and the slider (21) is slidably connected to the inner wall of the groove (23).

4. A bridge railing with a buffering effect according to claim 3, characterized in that: The slide rod (22) passes through and is slidably connected to the inner wall of the front surface of the support block (25). A rubber pad (26) is fixedly connected to the rear surface of the slide rod (22). The rubber pad (26) is slidably connected to the inner wall of the guide groove (27).

5. A bridge railing with a buffering effect according to claim 4, characterized in that: A spring (24) is fixedly connected to the rear surface of the slide bar (22), and the other end of the spring (24) is fixedly connected to the inner wall of the rear surface of the guide groove (27). A positioning rod (35) is fixedly connected to the top and bottom of the right side of the positioning block (4), and a connecting groove (37) is provided in the middle of the left side of the railing (3).

6. A bridge railing with a buffering effect according to claim 5, characterized in that: The left inner wall of the railing (3) is provided with a positioning groove (36), and the positioning rod (35) is slidably connected to the inner wall of the positioning groove (36).

7. A bridge railing with a buffering effect according to claim 2, characterized in that: The right side of the connecting rod (33) is slidably connected to the inner wall of the piston groove (34), and a piston block (32) is fixedly connected to the right side of the connecting rod (33).

8. A bridge railing with a buffering effect according to claim 7, characterized in that: The piston block (32) is slidably connected to the inner wall of the piston groove (34), and the left side of the railing (3) is provided with a vent hole (31) through the inner wall of the front surface of the piston groove (34).

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