Guardrail for road

Abstract

A guardrail for a road comprises a guardrail plate, a supporting column and a connecting mechanism used for connecting the guardrail plate to the supporting column, the connecting mechanism comprises a positioning sleeve connected with the supporting column and a bolt in threaded connection with the positioning sleeve, and the connecting mechanism further comprises a positioning piece and an anti-disengaging frame connected with the bolt; the positioning piece comprises an elastic piece with one end connected with the positioning sleeve and a positioning block connected with the other end of the elastic piece; the anti-falling frame comprises a side opening for the positioning block to be partially clamped in and a pressing plate used for abutting against the guardrail plate. The anti-loosening guardrail plate can effectively prevent the bolts from loosening or falling off, ensures that the guardrail plate is firmly locked, and remarkably improves the operation stability of the guardrail.

Description

TECHNICAL FIELD

[0001] The utility model relates to road safety protection device technical field, concretely relates to a highway guardrail. BACKGROUND

[0002] As the core facility of traffic safety, highway crash barrier is mainly used for absorbing vehicle collision energy, reducing accident damage and guiding out-of-control vehicles to return to normal driving track. Among various types of highway crash barriers, the most widely used is semi-rigid wave-shaped guardrail, which usually consists of corrugated steel guardrail plate, column and connecting mechanism. The corrugated steel guardrail plate can produce progressive bending deformation during collision by virtue of specific wavelength and wave height geometric design, thereby effectively dispersing impact force and prolonging energy absorption time; the column, as a supporting structure, is usually made of round or grooved section steel, which is fixed by being punched into or embedded into the foundation; the connecting mechanism is the key force transmission medium between the column and the guardrail plate, which needs to have sufficient structural strength and good dynamic deformation ability, and its reliability is directly related to the protection efficiency of the whole guardrail.

[0003] The Chinese patent document with publication number CN211036808U discloses a highway guardrail connecting structure, which is fixedly connected with a mounting block on one side of the column, an inclined slot is formed on one side of the mounting block, a buffer piece is inserted into the inclined slot, and a fixed bolt is fastened to cooperate, which is convenient to connect and does not need welding. The other side of the mounting block is inserted with a synthetic tube, the synthetic tube penetrates through the guardrail body and is fixedly connected with the connecting piece, so that the mounting block, the inclined slot, the buffer piece, the guardrail body and the synthetic tube become an integral whole through the synthetic tube and are fixed by high-strength bolts. Through the cooperation of the mounting block, the inclined slot, the buffer piece, the fixed bolt, the synthetic tube, the connecting piece and the guardrail body, the connection of the guardrail is more simple.

[0004] The prior art crash barrier has the defect of easy loosening. Since the connecting structure makes the mounting block, the inclined slot, the buffer piece and the guardrail body become an integral whole through the synthetic tube and are fixed by high-strength bolts, during normal operation of the guardrail, the airflow generated by the high-speed driving vehicle will impact and shake the guardrail. The airflow impact and shaking action will gradually weaken the thread friction force between the threaded connections. With the passage of time, the bolts are prone to loosening or falling off, thereby causing the guardrail plate to loosen or fall off. Once the guardrail plate loosens or falls off, its stability on the column will be difficult to guarantee, thereby affecting the safety and reliability of the whole guardrail system. UTILITY MODEL CONTENTS

[0005] In view of the above defects of the prior art, the utility model provides a highway guardrail, which can effectively prevent the bolts from loosening or falling off, ensure that the guardrail plate is firmly locked, and significantly improve the operation stability of the guardrail.

[0006] To achieve the above object, the utility model adopts the technical scheme that is:

[0007] A highway guardrail, comprising a guardrail plate, a support column and a connecting mechanism for connecting the guardrail plate to the support column, the connecting mechanism comprising a positioning sleeve connected to the support column and a bolt threadedly connected to the positioning sleeve, the connecting mechanism further comprising a positioning member and an anti-disengagement frame connected to the bolt, the positioning member comprising an elastic member having one end connected to the positioning sleeve and a positioning block connected to the other end of the elastic member, and the anti-disengagement frame comprising a side opening for partially receiving the positioning block and a pressing plate for abutting against the guardrail plate.

[0008] During installation of the guardrail, the support column is first fixed to the ground. Then, one end of the positioning sleeve is firmly fixed at a predetermined position of the support column (e.g. by riveting or welding). Subsequently, the back surface of the guardrail plate is inserted into the other end of the positioning sleeve. Then, the anti-disengagement frame is inserted into the guardrail plate from the front surface and is inserted into the positioning sleeve. At the same time, the anti-disengagement frame is threadedly connected to the positioning sleeve. Then, the bolt is screwed into the positioning sleeve, and the anti-disengagement frame slides along the surface of the positioning sleeve. During this process, the anti-disengagement frame contacts the positioning block and exerts a pressing force on the positioning block. The elastic member (e.g. a spring or a rubber ring) between the positioning block and the positioning sleeve is deformed due to the pressing force, thereby providing space for the positioning block to retract. When the bolt is continuously screwed until the pressing plate of the anti-disengagement frame tightly abuts against the front surface of the guardrail plate, the positioning block and the side opening of the anti-disengagement frame are aligned. At this time, the elastic member pushes the positioning block back to its original position by its elastic force, and the positioning block is partially and accurately inserted into the side opening, and the remaining part of the positioning block is embedded in the positioning sleeve, thereby firmly locking the anti-disengagement frame on the surface of the positioning sleeve. In turn, the guardrail plate is firmly installed on the support column, thereby ensuring the stability of the guardrail.

[0009] Because the connecting mechanism adopts the clamping cooperation of the positioning member and the anti-disengagement frame, the anti-disengagement frame can be fixed on the surface of the positioning sleeve. At the same time, the anti-disengagement frame and the bolt are tightly connected, so that the bolt will not loosen even if it is subjected to external force vibration, thereby ensuring that the connection between the guardrail plate and the support column is more stable. Compared with the conventional bolt fixing method, the guardrail of the utility model is more stable and reliable. When subjected to external force vibration, the bolt in a fastened state can firmly connect the guardrail plate and the support column, thereby solving the problem of loosening or falling of the bolt caused by the air flow generated by the high-speed vehicle and the vibration caused thereby. The guardrail is not easy to loosen and damage when subjected to external force such as vehicle collision, thereby better protecting the safety of the vehicle and the passengers and reducing the occurrence of traffic accidents and improving the level of highway traffic safety.

[0010] Preferably, the bolt is provided with a matching groove, and the anti-disengagement frame comprises an inner insertion plate inserted into the matching groove.

[0011] The inner plate of the anti-extraction frame and the matching groove of the bolt are mutually clamped, so that the bolt can be stably arranged in the anti-extraction frame, and the close cooperation between the two is realized. When the anti-extraction frame moves, the bolt moves synchronously; correspondingly, in the process of tightening the bolt, the anti-extraction frame is further moved.

[0012] As a preferred, the positioning sleeve is arranged with a containing area outside for placing the elastic member.

[0013] The elastic member is placed in the containing area of the positioning sleeve, and the positioning block connected with one end of the elastic member is also partially embedded in the containing area when not under pressure, so that the clamping cooperation between the positioning block and the anti-extraction frame is better realized, and the close connection between the anti-extraction frame and the positioning sleeve is further enhanced. Meanwhile, the positioning sleeve is screw-connected with the bolt, so that the positioning sleeve, the anti-extraction frame, the bolt and the guardrail plate are closely connected.

[0014] As a preferred, the positioning sleeve comprises a frame body and a threaded sleeve; the frame body is provided with a ring groove, and the threaded sleeve further comprises a protruding part clamped in the ring groove; the ring groove has a buffer energy-absorbing area in the axial direction of the threaded sleeve, and a buffer member is installed in the buffer energy-absorbing area.

[0015] The frame body can limit the movement range of the threaded sleeve, and the clamping cooperation between the protruding part of the threaded sleeve and the ring groove can avoid the threaded sleeve from slipping out of the frame body. In addition, a buffer material such as a buffer pad can be placed in the buffer energy-absorbing area of the ring groove, which can play a buffering role and absorb a certain impact force when the vehicle is hit.

[0016] As a preferred, the positioning sleeve comprises a connecting ring, the connecting ring is installed on the support column, and the frame body is arranged outside the connecting ring.

[0017] After the connecting ring is sleeved on the surface of the support column and fixedly connected (rivets or welding can be used), the connection between the positioning sleeve and the support column can be realized. In addition, compared with directly connecting the frame body to the support column, the connecting ring can provide a larger contact area, which can enhance the stability of the frame body connection and reduce local stress concentration.

[0018] As a preferred, the positioning sleeve comprises a buffer frame; one end of the buffer frame is installed on the connecting ring, and the other end is arranged on the back surface of the guardrail plate.

[0019] In the process of screwing the bolt into the threaded sleeve, the anti-extraction frame connected with the bolt drives the guardrail plate to press against the buffer frame, and this process gradually increases the elastic potential energy of the buffer frame. When the vehicle hits the surface of the guardrail plate, the elastic potential energy accumulated by the buffer frame can effectively absorb part of the kinetic energy of the vehicle, thereby reducing the impact force of the vehicle and the harm to the passengers, achieving good anti-collision effect.

[0020] As preferred, the end of the bolt is a round arc-shaped protective head.

[0021] When the bolt on the vehicle crash barrier is hit, the round arc shape of the end of the bolt makes the contact area with the vehicle smaller, and the contact point is concentrated in a small area of the arc, so that the local impact force on the vehicle during the collision is more concentrated, thereby reducing the damage to the surface of the vehicle. At the same time, the round arc design can also guide the collision force to disperse along the arc direction, reduce the damage caused by direct impact on the vehicle, play a buffering and protection role, and reduce the damage that the vehicle may suffer during the collision.

[0022] As preferred, the positioning block has a reserved slot at one end, and one end of the elastic member is fixedly connected with the deepest inner wall of the reserved slot.

[0023] By providing a reserved slot at one end of the positioning block, sufficient expansion space is provided for the elastic member, effectively preventing the elastic member from being crushed when the positioning block is pressed, and prolonging the service life of the elastic member.

[0024] As preferred, the connecting mechanism comprises two sets of positioning members.

[0025] Providing two sets of positioning members can better ensure the stability of the connection between the anti-disassembly frame and the positioning sleeve. At the same time, even if one set of positioning members loses its function due to wear or damage, the other set of positioning members can still maintain a certain positioning function, thereby increasing the reliability and fault tolerance of the guardrail system.

[0026] In summary, the utility model has the following beneficial effects:

[0027] 1. The positioning sleeve uses positioning members, so that the bolt will not loosen even if it is subjected to external vibration, greatly improving the stability of the guardrail.

[0028] 2. The ring groove of the frame body is provided with a buffer energy absorption area, which can play a buffering role and absorb a certain impact force when the guardrail is hit by a vehicle.

[0029] 3. The connecting ring is sleeved on the support column, which can provide a larger contact area and enhance the stability of the connection between the connecting mechanism and the support column.

[0030] 4. The connecting ring and the guardrail plate are provided with a buffer frame, which can effectively absorb part of the kinetic energy of the vehicle when the vehicle hits the surface of the guardrail plate, thereby reducing the impact force on the vehicle and reducing the harm to the vehicle and passengers. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 is a schematic diagram of the overall structure of embodiment 1;

[0032] Figure 2 is a sectional view of Figure 1 ;

[0033] Figure 3 is Figure 1 the connecting mechanism structure schematic view in

[0034] Figure 4 is Figure 3 the cross-sectional view schematic view of

[0035] Figure 5 is the detailed structure schematic view of the threaded sleeve

[0036] Figure 6 is Figure 4 the detail enlarged schematic view of A in

[0037] in the figure:

[0038] 1 - guardrail plate; 2 - support column; 3 - connecting mechanism; 31 - positioning sleeve; 311 - connecting ring; 312 - frame body; 3121 - ring groove; 313 - threaded sleeve; 3131 - protruding part; 3132 - containing area; 314 - buffer frame; 32 - bolt; 321 - matching groove; 33 - positioning piece; 331 - positioning block; 332 - elastic piece; 333 - reserved groove; 34 - anti-off frame; 341 - side opening; 342 - pressing plate; 343 - inner insertion plate. DETAILED DESCRIPTION

[0039] In order to make the technical means, creative features, purposes and effects realized by the utility model easy to understand, the utility model is further described in combination with specific drawings. However, the utility model is not limited to the following cases.

[0040] It should be understood that the structures, proportions, sizes, etc. shown in the drawings attached to the present specification are only used to cooperate with the content disclosed in the specification for understanding and reading by those skilled in the art, and are not used to limit the limiting conditions that can be implemented by the utility model, so they do not have technical substantive significance. Any modification of structure, change of proportion relationship or adjustment of size, without affecting the effects that can be produced by the utility model and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed by the utility model.

[0041] Example 1: as shown in Figure 1 , including support column 2, connecting mechanism 3 and guardrail plate 1. The guardrail plate 1 can effectively block the off-track vehicle. The support column 2 is responsible for stably installing the guardrail plate on the ground, so that it can stably resist the impact caused by vehicle collision, avoiding the deformation or displacement of the guardrail plate 1. The connecting mechanism 3 tightly combines the guardrail plate 1 and the support column 2 to form a whole, ensuring the normal use of the guardrail.

[0042] as shown in Figure 2As shown, the connecting mechanism 3 comprises a positioning sleeve 31 connected with the support column 2; the specific structure of the positioning sleeve 31 is as shown in Figure 3 and Figure 4 As shown, the connecting ring 311 is sleeved on the surface of the support column 2 and connected by rivets or welding, so as to realize the connection between the positioning sleeve 31 and the support column 2.

[0043] One side of the connecting ring 311 is provided with a frame body 312. The connecting ring 311 can provide a larger contact area, so as to enhance the stability of the connection between the frame body 312 and the support column 2 and reduce local stress concentration. A threaded sleeve 313 is connected in the frame body 312, which can limit the movement range of the threaded sleeve 313. The frame body 312 is provided with a ring groove 3121, and the threaded sleeve 313 comprises a protruding portion 3131. The protruding portion 3131 of the threaded sleeve 313 is matched with the clamping of the ring groove 3121, so as to avoid the threaded sleeve 313 from slipping out of the frame body 312. The ring groove 3121 has a buffer energy absorption area in the axial direction of the threaded sleeve 313. A buffer element is installed in the buffer energy absorption area, which can play a buffering role and absorb a certain impact force when the vehicle is impacted. The buffer element is not shown in Figure 3 and Figure 4 The buffer element can adopt the sponge pad, elastic pad, energy absorption plate and the like in the prior art.

[0044] As shown in Figure 3 , a buffer frame 314 is arranged outside the frame body 312. One end of the buffer frame 314 is installed on the connecting ring 311, and the other end is arranged on the back surface of the guardrail plate 1. When the vehicle impacts the surface of the guardrail plate 1, the elastic potential energy accumulated by the buffer frame 314 can effectively absorb part of the kinetic energy of the vehicle, so as to reduce the impact force of the vehicle, reduce the harm to the vehicle and passengers, and achieve good anti-collision effect.

[0045] As shown in Figure 3 and Figure 4 , the connecting mechanism 3 further comprises a bolt 32 threadedly connected with the threaded sleeve 313, a positioning element 33 located in the accommodation area 3132 of the threaded sleeve 313, and an anti-disengagement frame 34 connected with the bolt 32. In this embodiment, the positioning element 33 is two groups, and in some embodiments, the positioning element 33 can also be multiple. Figure 4 and Figure 6 As shown in , the positioning element 33 comprises an elastic element 332 connected with the positioning sleeve 31 and a positioning block 331 connected with the other end of the elastic element 332. One end of the positioning block 331 is provided with a reserved slot 333, and one end of the elastic element 332 is fixedly connected with the deepest inner wall of the reserved slot 333. The elastic element 332 can provide sufficient expansion space, effectively avoiding the elastic element 332 from being crushed when the positioning block 331 is extruded, and prolonging the service life of the elastic element. The anti-disengagement frame 34 comprises a side opening 341 for partially clamping the positioning block 331 and a pressing plate 342 for abutting against the guardrail plate 1.

[0046] As Figure 4 shown, the bolt 32 is provided with a matching groove 321, and the anti-escape frame 34 comprises an inner plug plate 343 extending into the matching groove 321. The inner plug plate 343 of the anti-escape frame 34 and the matching groove 321 of the bolt 32 are mutually clamped, so that the bolt 32 can be stably arranged in the anti-escape frame 34, realizing the close cooperation between the two. When the anti-escape frame 34 moves, it will drive the bolt 32 to move synchronously; correspondingly, in the process of tightening the bolt 32, the anti-escape frame 34 will also be further driven to move. The end of the bolt 32 is a circular arc-shaped protective head. When the vehicle collides with the bolt 32 on the guardrail, the circular arc shape of the end of the bolt 32 makes the contact area between the bolt 32 and the vehicle smaller, and the contact point is concentrated in a smaller area of the circular arc, so that the local impact force on the vehicle during the collision is more concentrated, thereby reducing the damage to the surface of the vehicle. At the same time, the circular arc design can also guide the collision force to disperse along the circular arc direction, reduce the damage caused by direct impact to the vehicle, play a buffering and protection role, and reduce the damage that the vehicle may suffer during the collision.

[0047] During installation of the guardrail, the support column 2 needs to be first fixed to the ground. Next, the connecting ring 311 of the positioning sleeve 31 is firmly installed at a predetermined position of the support column 2, which can be achieved by using rivets or welding, etc., and then the back surface of the guardrail plate 1 is sleeved on the threaded sleeve 313 at the other end of the positioning sleeve 31 and is fixedly connected with the buffer frame 314. Subsequently, the anti-escape frame 34 is penetrated through the guardrail plate 1 from the vehicle-facing surface and is inserted and connected with the threaded sleeve 313. At the same time, the anti-escape frame 34 drives the bolt 32 to be threadedly connected with the threaded sleeve 313. Then, the bolt 32 is screwed to screw into the threaded sleeve 313, and the bolt 32 drives the anti-escape frame 34 to slide along the surface of the threaded sleeve 313. In this process, the anti-escape frame 34 will contact the positioning block 331 and produce a pressing effect on it, and then the elastic member 332, such as a spring or a rubber ring, connected between the positioning block 331 and the positioning sleeve 31 will be deformed due to the pressure, thereby providing space for the retraction of the positioning block 331. When the bolt 32 is continuously screwed until the pressing plate 342 of the anti-escape frame 34 tightly abuts against the vehicle-facing surface of the guardrail plate 1, the positioning block 331 and the side opening 341 of the anti-escape frame 34 are just aligned. At this time, the elastic member 332 pushes the positioning block 331 back to its original position by its own elastic force, and part of the positioning block 331 is accurately clamped into the side opening 341, and the remaining part is embedded in the accommodation area 3132 of the threaded sleeve 313, thereby firmly locking the anti-escape frame 34 on the surface of the threaded sleeve 313. In turn, the guardrail plate 1 is firmly installed on the stand column 2, thereby ensuring the stability of the guardrail.

Claims

1. A highway guardrail comprising a guardrail plate (1), a support column (2) and a connecting mechanism (3) for connecting the guardrail plate (1) to the support column (2), the connecting mechanism (3) comprising a positioning sleeve (31) connected to the support column (2) and a bolt (32) threadedly connected to the positioning sleeve (31), characterized in that: The connecting mechanism (3) further comprises a positioning member (33) and an anti-disengagement frame (34) connected with the bolt (32); the positioning member (33) comprises an elastic member (332) connected with the positioning sleeve (31) at one end and a positioning block (331) connected with the other end of the elastic member (332); the anti-disengagement frame (34) comprises a side opening (341) for partially clamping the positioning block (331) and a pressing plate (342) for abutting against the guardrail plate (1).

2. A highway guard rail according to claim 1, characterised in that: The bolt (32) is provided with a matching groove (321), and the anti-disengagement frame (34) comprises an inner insertion plate (343) inserted into the matching groove (321).

3. The highway guard rail of claim 1, wherein: The positioning sleeve (31) is provided outside with a containing area (3132) for placing the elastic member (332).

4. The highway guard rail of claim 1, wherein: The positioning sleeve (31) comprises a frame body (312) and a threaded sleeve (313); the frame body (312) is provided with an annular groove (3121), and the threaded sleeve (313) further comprises a protruding portion (3131) clamped into the annular groove (3121); the annular groove (3121) has a buffer energy-absorbing area in the axial direction of the threaded sleeve (313), and a buffer member is installed in the buffer energy-absorbing area.

5. A highway guard rail according to claim 4, characterised in that: The positioning sleeve (31) comprises a connecting ring (311), the connecting ring (311) is installed on the support column (2), and the frame body (312) is arranged outside the connecting ring (311).

6. A highway guard rail according to claim 5, characterised in that: The positioning sleeve (31) comprises a buffer frame (314); one end of the buffer frame (314) is installed on the connecting ring (311), and the other end is arranged on the back surface of the guardrail plate (1).

7. The highway guard rail of claim 1, wherein: The end of the bolt (32) is a circular arc-shaped protective head.

8. The highway guard rail of claim 1, wherein: The positioning block (331) is provided with a reserved groove (333) at one end, and the elastic member (332) is fixedly connected with the deepest inner wall of the reserved groove (333) at one end.

9. The highway guard rail of claim 1, wherein: The connecting mechanism (3) comprises two groups of positioning members (33).

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