Deceleration anti-collision guardrail device for highway traffic safety facility engineering

Abstract

The utility model relates to the technical field of road guardrails, and discloses a deceleration anti-collision guardrail device for road traffic safety facility engineering, which comprises a cross beam and two anti-collision columns, the front side of the cross beam is provided with an anti-collision mechanism, the left side and the right side of the cross beam are detachably connected with mounting columns, and the mounting columns are internally provided with mounting mechanisms; the anti-collision mechanism comprises a plurality of outer anti-collision plates, the close sides of the two outer anti-collision plates are fixedly connected to the left side and the right side of the anti-collision column, the left side and the right side of the anti-collision column are fixedly connected with inner anti-collision plates, and the rear ends of the two outer anti-collision plates and the rear ends of the two inner anti-collision plates are rotationally connected with sliding rods. According to the utility model, kinetic energy is converted into energy in other forms, the impact force is further consumed, and a plurality of buffer structures have a synergistic effect, so that the damage of vehicle impact to the whole structure of the guardrail is greatly reduced, the safety of vehicles, drivers and passengers is effectively protected, and the harm caused by traffic accidents is reduced.

Description

Technical Field

[0001] This utility model relates to the field of highway guardrail technology, and in particular to a deceleration and anti-collision guardrail device for highway traffic safety facilities engineering. Background Technology

[0002] Highway traffic safety facilities engineering refers to a series of facilities installed during highway construction to ensure highway traffic safety. These facilities include traffic signs, markings, guardrails, barriers, anti-glare devices, and visual guidance devices.

[0003] Crash barriers are an important component of highway traffic safety facilities. They effectively absorb and disperse collision energy during vehicle collisions, reducing the severity of injury to vehicles and people. There are various types of crash barriers, including corrugated beam barriers, concrete barriers, and cable barriers, each suitable for different road conditions and safety requirements.

[0004] Most existing highway guardrails have relatively simple structures, relying on a single rigid structure to resist impacts. When a vehicle collides, the rigid structure cannot effectively absorb the impact energy. The powerful impact not only causes serious damage to the vehicle but also easily leads to injuries to the driver and passengers. It may also damage or even collapse the overall structure of the guardrail, failing to provide safety protection for subsequent vehicles. Therefore, a deceleration and anti-collision guardrail device for highway traffic safety facilities is proposed to solve the above problems. Utility Model Content

[0005] To overcome the above shortcomings, this utility model provides a speed reduction and anti-collision guardrail device for highway traffic safety facilities engineering. It aims to improve the problem that existing highway guardrails rely on a single rigid structure to resist impacts, which cannot effectively absorb impact energy, easily causing vehicle damage and injury to drivers and passengers, and making it difficult to continuously ensure driving safety.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A speed reduction and anti-collision guardrail device for highway traffic safety facilities includes a crossbeam and two anti-collision posts. An anti-collision mechanism is provided on the front side of the crossbeam, and mounting posts are detachably connected to both the left and right sides of the crossbeam. An installation mechanism is provided inside the mounting posts.

[0008] The anti-collision mechanism includes multiple outer anti-collision plates. The adjacent sides of two outer anti-collision plates are fixedly connected to the left and right sides of the anti-collision post. Inner anti-collision plates are fixedly connected to both sides of the anti-collision post. Sliding rods are rotatably connected to the rear ends of the two outer anti-collision plates and the two inner anti-collision plates. Protruding rods are fixedly connected to the upper and lower sides of the sliding rods. A transmission rod is fixedly connected inside the sliding rod near the mounting post. Buffer components are fixedly connected to the distant sides of the multiple transmission rods.

[0009] As a further description of the above technical solution:

[0010] A groove is provided on the front side of the crossbeam, and the outer walls of the plurality of sliding rods are slidably connected to the inner wall of the groove;

[0011] As a further description of the above technical solution:

[0012] Guide grooves are provided on both the upper and lower sides of the slide groove, and the outer walls of the plurality of protruding rods are slidably connected to the inner wall of the guide groove.

[0013] As a further description of the above technical solution:

[0014] The rear end of the anti-collision post is fixedly connected to a damper, the rear ends of the two dampers are fixedly connected to the left and right sides inside the crossbeam, the front left and right sides of the crossbeam are fixedly connected to reflectors, the bottom end of the mounting post is fixedly connected to a base, and the bottom end of the base is fixedly connected to multiple insert rods.

[0015] As a further description of the above technical solution:

[0016] The buffer assembly includes a compression spring block, the side of the compression spring block near the sliding rod is fixedly connected to the side of the transmission rod away from the sliding rod, and a buffer spring is fixedly connected to the side of the compression spring block away from the transmission rod. Multiple chambers are respectively opened on the left and right sides of the interior of the crossbeam.

[0017] As a further description of the above technical solution:

[0018] The outer walls of the multiple transmission rods are slidably connected to the inner wall of the crossbeam, the outer wall of the compression spring block is slidably connected to the inner wall of the chamber, and the two buffer springs are fixedly connected to the outer walls of the two chambers on opposite sides.

[0019] As a further description of the above technical solution:

[0020] The mounting mechanism includes a fixing pin, the outer wall of which is slidably connected to the inner wall of the mounting column. The top of the mounting column has a placement groove, and the inside of the mounting column has an installation opening. The two installation openings match the two sides of the crossbeam. The rear side of the mounting column has a slot, and the inner wall of the slot is slidably connected to an insert plate. The inside of the insert plate has a first round hole. The left and right sides of the rear end of the crossbeam have slots, and the left and right sides of the inside of the crossbeam have second round holes.

[0021] As a further description of the above technical solution:

[0022] The outer wall of the insert plate is slidably connected to the inner wall of the slot, the outer wall of the fixing pin is slidably connected to the inner wall of the second round hole, the outer wall of the fixing pin is slidably connected to the inner wall of the first round hole, and the top outer wall of the fixing pin is in contact with the inner wall of the placement groove.

[0023] This utility model has the following beneficial effects:

[0024] 1. In this utility model, when a vehicle collides, the outer and inner anti-collision plates first absorb the primary energy through their own deformation, initially mitigating the impact force; subsequently, the sliding rod drives the transmission rod to compress the buffer spring, forming a secondary buffer, further weakening the impact energy; at the same time, the damper at the rear end of the anti-collision post performs damping motion inside the crossbeam, converting kinetic energy into other forms of energy, further consuming the impact force. The synergistic effect of multiple buffer structures greatly reduces the damage to the overall structure of the guardrail caused by vehicle collisions, effectively protecting the safety of vehicles and passengers, and reducing injuries caused by traffic accidents.

[0025] 2. In this utility model, during installation, the two sides of the crossbeam are inserted into the mounting holes of the mounting column. The sliding of the insert plate between the slot and the groove achieves lateral positioning. Then, the fixing pin passes through the second round hole and the first round hole in sequence to complete radial locking. The sliding contact between the insert plate and the groove, the vertical limit of the fixing pin, and the inner wall support of the mounting hole constitute a three-dimensional constraint. This design makes the installation and operation of the entire guardrail device simple and the connection stable. It not only facilitates quick assembly by construction personnel, but also makes it more convenient for later maintenance or replacement of parts, effectively improving construction efficiency and reducing maintenance costs. Attached Figure Description

[0026] Figure 1 This is a perspective view of a speed reduction and anti-collision guardrail device for highway traffic safety facilities proposed in this utility model;

[0027] Figure 2 This is a schematic diagram of the crossbeam of a speed reduction and anti-collision guardrail device for highway traffic safety facilities proposed in this utility model;

[0028] Figure 3 for Figure 2 Enlarged view of point A in the middle;

[0029] Figure 4 This is a schematic diagram of the installation column of a speed reduction and anti-collision guardrail device for highway traffic safety facilities proposed in this utility model.

[0030] Legend:

[0031] 1. Crossbeam; 2. Anti-collision post; 3. Mounting post; 4. Slide groove; 5. Outer anti-collision plate; 6. Inner anti-collision plate; 7. Sliding rod; 8. Protruding rod; 9. Guide groove; 10. Transmission rod; 11. Compression spring block; 12. Buffer spring; 13. Chamber; 14. Damper; 15. Reflector; 16. Fixing pin; 17. Placement groove; 18. Mounting port; 19. Slot; 20. Insert plate; 21. Round hole one; 22. Slot; 23. Round hole two; 24. Base. Detailed Implementation

[0032] 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.

[0033] Reference Figure 1 , Figure 2 and Figure 3 This utility model provides an embodiment of a speed reduction and anti-collision guardrail device for highway traffic safety facilities, comprising a crossbeam 1 and two anti-collision posts 2. An anti-collision mechanism is provided on the front side of the crossbeam 1, and mounting posts 3 are detachably connected to both sides of the crossbeam 1. The crossbeam 1 serves as the core frame of the guardrail device, providing the mounting foundation for the anti-collision mechanism and the mounting posts 3. An installation mechanism is provided inside the mounting posts 3. Dampers 14 are fixedly connected to the rear ends of the anti-collision posts 2. The rear ends of the two dampers 14 are fixedly connected to the left and right sides inside the crossbeam 1, performing damping motion inside the crossbeam 1 to convert the kinetic energy generated by a vehicle impact into heat energy or other forms. The energy of the impact is further consumed, greatly reducing the damage to the overall structure of the guardrail. Reflectors 15 are fixedly connected to the left and right sides of the front end of the crossbeam 1. At night or in low light conditions, the reflected light clearly reminds the driver that there is a guardrail in front, which serves as a warning and effectively prevents vehicles from colliding with the guardrail due to poor visibility. The bottom end of the mounting post 3 is fixedly connected to the base 24, and the bottom end of the base 24 is fixedly connected to multiple plug rods. The base 24 provides stable support for the mounting post 3. Multiple plug rods are inserted into the ground to enhance the connection strength between the guardrail device and the ground, prevent the guardrail from shifting or tilting when it is impacted, and ensure the stability of the guardrail installation.

[0034] The anti-collision mechanism includes multiple outer anti-collision plates 5. Two outer anti-collision plates 5 are fixedly connected to the left and right sides of the anti-collision post 2 on adjacent sides. Inner anti-collision plates 6 are fixedly connected to both sides of the anti-collision post 2. The outer and inner anti-collision plates 5 and 6 are fixed to both sides of the anti-collision post 2, directly absorbing impact energy. They absorb primary energy through their own deformation, initially mitigating the powerful impact force and reducing the impact force on subsequent structures, providing the first line of defense for vehicles and guardrails. Sliding rods 7 are rotatably connected to the rear ends of both outer and inner anti-collision plates 5 and the front side of the crossbeam 1. A sliding groove 4 is provided, and the outer walls of multiple sliding rods 7 are slidably connected to the inner wall of the sliding groove 4. The upper and lower sides of the sliding rods 7 are fixedly connected to the protruding rods 8. The upper and lower sides of the sliding groove 4 are provided with guide grooves 9, and the outer walls of the multiple protruding rods 8 are slidably connected to the inner wall of the guide grooves 9. Under the action of impact force, the sliding rods 7 slide in the sliding groove 4 of the crossbeam 1, and the protruding rods 8 slide in the guide grooves 9. The cooperation between the protruding rods 8 and the guide grooves 9 ensures that the sliding rods 7 can only slide in a predetermined direction, ensuring the accuracy and stability of energy transmission and component movement of the entire anti-collision mechanism when it is impacted.

[0035] A transmission rod 10 is fixedly connected inside the sliding rod 7 near the mounting post 3. The outer walls of multiple transmission rods 10 are slidably connected to the inner wall of the crossbeam 1. A buffer assembly is fixedly connected to the opposite side of each transmission rod 10. The buffer assembly includes a compression spring block 11. The side of the compression spring block 11 near the sliding rod 7 is fixedly connected to the side of the transmission rod 10 away from the sliding rod 7. A buffer spring 12 is fixedly connected to the side of the compression spring block 11 away from the transmission rod 10. The compression spring block 11 compresses the buffer spring 12 under the push of the transmission rod 10. The buffer spring 12 absorbs the impact of the vehicle through elastic deformation. The generated energy effectively reduces the impact force and the damage to the guardrail structure caused by the vehicle impact. Multiple chambers 13 are opened on the left and right sides of the inside of the crossbeam 1. The outer wall of the compression spring block 11 is slidably connected to the inner wall of the chamber 13. The two buffer springs 12 are fixedly connected to the inner walls of the two chambers 13 on opposite sides. The chambers 13 provide installation space and movement track for the compression spring block 11 and the buffer spring 12, ensuring stable operation of the buffer assembly during energy absorption. At the same time, the compression stroke of the buffer spring 12 is limited to ensure the reliability of the buffering effect.

[0036] Reference Figure 1 , Figure 2 and Figure 4The installation mechanism includes a fixing pin 16, the outer wall of which is slidably connected to the inner wall of the mounting column 3. A placement groove 17 is provided at the top of the mounting column 3, and the outer wall of the top of the fixing pin 16 contacts the inner wall of the placement groove 17. During installation, after the fixing pin 16 is inserted, the placement groove 17 provides limiting and accommodating space for the fixing pin 16, ensuring the stability of the fixing pin 16 after installation. The mounting column 3 has two installation openings 18 that match the two sides of the crossbeam 1. A slot 19 is provided on the rear side of the mounting column 3, and an insert plate 20 is slidably connected to the inner wall of the slot 19. A round hole 21 is provided inside the insert plate 20. The inner wall of the first circular hole 21 is slidably connected to the crossbeam 1. The left and right sides of the rear end of the crossbeam 1 are provided with slots 22. The outer wall of the insert plate 20 is slidably connected to the inner wall of the slot 22. The insert plate 20 completes the lateral positioning of the crossbeam 1 by sliding into the slot 22 in the slot 19. The inner left and right sides of the crossbeam 1 are provided with circular holes 23. The outer wall of the fixing pin 16 is slidably connected to the inner wall of the second circular hole 23. The fixing pin 16 passes through the second circular hole 23 and the first circular hole 21 in sequence. The radial locking is achieved by the interference fit between the pin and the hole wall. Based on the lateral positioning of the insert plate 20, the vertical direction limit is provided to ensure the firmness of the connection between the crossbeam 1 and the mounting column 3 and facilitate the assembly of the anti-collision device.

[0037] Working principle: When a vehicle hits the crash post 2 or the outer crash plate 5, the outer crash plate 5 and the inner crash plate 6 will be subjected to impact force. The impact force will cause the sliding rod 7 to slide in the groove 4 opened on the front side of the crossbeam 1. The protruding rods 8 fixedly connected to the upper and lower sides of the sliding rod 7 will slide in the guide grooves 9 on the upper and lower sides of the groove 4. The deformation of the outer crash plate 5 and the inner crash plate 6 will absorb the first stage of energy. At the same time, the sliding transmission rod 10 of the sliding rod 7 will move accordingly. The compression spring block 11 will slide in the chamber 13 with the movement of the transmission rod 10, causing the buffer spring 12 to start to compress. The buffer spring 12 will absorb part of the energy generated by the vehicle impact, forming a second stage of buffer. At the same time, the damper 14 at the rear end of the crash post 2 will also perform damping movement inside the crossbeam 1, further dissipating the impact energy and reducing the damage of the vehicle impact to the overall structure of the guardrail, thereby achieving the functions of crash prevention and buffering.

[0038] Insert both sides of the crossbeam 1 into the mounting openings 18 of the mounting post 3, aligning the slot 22 at the rear end of the crossbeam 1 with the slot 19. Use the handle behind the insert plate 20 to push the insert plate 20 along the slot 19 into the slot 22 to complete the lateral positioning. At this time, the first round hole 21 of the insert plate 20 is coaxially aligned with the second round hole 23 of the crossbeam 1. Insert the fixing pin 16 vertically from the placement slot 17 at the top of the mounting post 3, so that it passes through the second round hole 23 and the first round hole 21 in sequence. Radial locking is achieved through the interference fit between the pin and the hole wall. The sliding contact between the insert plate 20 and the slot 22, the vertical limit of the fixing pin 16, and the inner wall support of the mounting opening 18 together constitute a three-dimensional constraint, which facilitates the installation and assembly of the entire deceleration and anti-collision guardrail device.

[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 speed reduction and crash barrier device for highway traffic safety facilities, comprising a crossbeam (1) and two crash posts (2), characterized in that: The front side of the crossbeam (1) is provided with an anti-collision mechanism, and the left and right sides of the crossbeam (1) are detachably connected with mounting columns (3), and the mounting columns (3) are provided with mounting mechanisms inside. The anti-collision mechanism includes multiple outer anti-collision plates (5). The two outer anti-collision plates (5) are fixedly connected to the left and right sides of the anti-collision post (2) on their adjacent sides. The anti-collision post (2) is fixedly connected to the left and right sides of the two outer anti-collision plates (5) and the two inner anti-collision plates (6). The rear ends of the two outer anti-collision plates (5) and the two inner anti-collision plates (6) are rotatably connected to sliding rods (7). The upper and lower sides of the sliding rods (7) are fixedly connected to protruding rods (8). The sliding rods (7) on the side closer to the mounting post (3) are fixedly connected to transmission rods (10). The distant sides of the multiple transmission rods (10) are fixedly connected to buffer components.

2. The speed reduction and crash barrier device for highway traffic safety facilities according to claim 1, characterized in that: The front side of the crossbeam (1) is provided with a groove (4), and the outer walls of the plurality of sliding rods (7) are slidably connected to the inner wall of the groove (4).

3. The speed reduction and crash barrier device for highway traffic safety facilities according to claim 2, characterized in that: The upper and lower sides of the slide groove (4) are provided with guide grooves (9), and the outer walls of the multiple protrusions (8) are slidably connected to the inner wall of the guide grooves (9).

4. The speed reduction and crash barrier device for highway traffic safety facilities according to claim 1, characterized in that: The rear end of the anti-collision post (2) is fixedly connected to a damper (14), the rear ends of the two dampers (14) are fixedly connected to the left and right sides inside the crossbeam (1), the front left and right sides of the crossbeam (1) are fixedly connected to reflectors (15), the bottom end of the mounting post (3) is fixedly connected to a base (24), and the bottom end of the base (24) is fixedly connected to multiple insert rods.

5. A speed reduction and crash barrier device for highway traffic safety facilities according to claim 1, characterized in that: The buffer assembly includes a compression spring block (11), the side of the compression spring block (11) near the sliding rod (7) is fixedly connected to the side of the transmission rod (10) away from the sliding rod (7), and a buffer spring (12) is fixedly connected to the side of the compression spring block (11) away from the transmission rod (10). Multiple chambers (13) are respectively opened on the left and right sides of the interior of the crossbeam (1).

6. A speed reduction and crash barrier device for highway traffic safety facilities according to claim 5, characterized in that: The outer walls of the multiple transmission rods (10) are slidably connected to the inner wall of the crossbeam (1), the outer wall of the compression spring block (11) is slidably connected to the inner wall of the chamber (13), and the two buffer springs (12) are fixedly connected to the inner walls of the two chambers (13) on opposite sides.

7. A speed reduction and crash barrier device for highway traffic safety facilities according to claim 1, characterized in that: The installation mechanism includes a fixing pin (16), the outer wall of which is slidably connected to the inner wall of the mounting column (3). The top of the mounting column (3) is provided with a placement groove (17), and the interior of the mounting column (3) is provided with an installation port (18). The two installation ports (18) are matched with the two sides of the crossbeam (1). The rear side of the mounting column (3) is provided with a slot (19), and the inner wall of the slot (19) is slidably connected with a plug plate (20). The interior of the plug plate (20) is provided with a first round hole (21). The rear end of the crossbeam (1) is provided with slots (22) on both the left and right sides. The interior of the crossbeam (1) is provided with a second round hole (23) on both the left and right sides.

8. A speed reduction and crash barrier device for highway traffic safety facilities according to claim 7, characterized in that: The outer wall of the insert plate (20) is slidably connected to the inner wall of the slot (22), the outer wall of the fixing pin (16) is slidably connected to the inner wall of the second round hole (23), the outer wall of the fixing pin (16) is slidably connected to the inner wall of the first round hole (21), and the top outer wall of the fixing pin (16) is in contact with the inner wall of the placement groove (17).

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