Anti-collision pier for municipal road

Abstract

The utility model discloses an anti-collision pier for a municipal road, which improves the energy absorption effect while improving the installation convenience of the anti-collision pier. The anti-collision pier for the municipal road comprises at least two anti-collision frames, and each anti-collision frame comprises a first arc plate, a second crumple plate, a third arc plate, a fourth arc honeycomb plate and a fifth arc plate which are sequentially arranged from outside to inside. The left end and the right end of each anti-collision frame are each provided with a first connecting plate used for welding the corresponding first arc plate and the corresponding third arc plate and a second connecting plate used for welding the corresponding third arc plate and the corresponding fifth arc plate, and every two adjacent anti-collision frames are in bolt connection through the corresponding first connecting plate and the corresponding second connecting plate to form an annular structure surrounding the road pier. Compared with an existing anti-collision pier, the anti-collision pier for the municipal road has the advantages that the number of types of parts is small, manufacturing is easy, installation is convenient and fast, meanwhile, the four-stage crumple energy absorption effect is achieved, more importantly, structural parts obtained after crumple are gradually compacted only towards the extrusion trend, and the potential safety hazard of collapse flying does not exist.

Description

Technical Field

[0001] This utility model relates to the field of anti-collision pier technology, and in particular to an anti-collision pier for municipal roads. Background Technology

[0002] Crash barriers are placed on urban roads at turns, entrances and exits, toll booths, and other dangerous areas requiring isolation or collision protection. They serve to provide safety isolation, warning, and collision prevention, and can also act as a buffer in the event of a collision, absorbing and reducing the impact force. For example, a road and bridge crash barrier disclosed in utility model patent CN 218712494 U (authorization announcement date: March 24, 2023) can absorb the initial impact force after a collision by using a first and second crash sleeve and an airbag. Springs and baffles further offset the impact force, thus protecting the road / bridge and the colliding vehicle. Flexible steel plates are used to easily wrap around the road / bridge surface, and fixing plates and bolts facilitate the secure installation of the flexible steel plates.

[0003] However, as described in the utility model patent with authorization announcement date of March 11, 2025 and authorization announcement number CN 222594575 U, the aforementioned conveniently installed road and bridge anti-collision piers have a large number of components, making them difficult to install and difficult to effectively guarantee the connection strength between components. Under strong impact, components such as springs are prone to break off, which is quite dangerous. Therefore, a road and bridge anti-collision pier is disclosed, including an anti-collision frame. At least two anti-collision frames are provided, and the two anti-collision frames are fixed together. Multiple inner frames are installed inside the anti-collision frame, and multiple anti-collision plates are fixed outside the anti-collision frame. The anti-collision frame includes a patch and an outer baffle. The patch and the outer baffle are fixed together at both ends by a connecting plate. The surface of the patch is arc-shaped and fits the surface of the road pier. The installation of this crash barrier is simpler than traditional construction methods. It only requires fixing the crash barrier frame with bolts and then pouring reinforced concrete into the inner frame. There is no need to support and then dismantle the formwork. However, although this crash barrier has a certain energy absorption and buffering effect, it relies entirely on the deformation of the outer crash barrier to absorb energy. The concrete poured into the inner frame forms a rigid structure, which lacks deformation buffering capacity. The effect is not much different from simply placing crash barriers on the outside of the road pier.

[0004] Therefore, while improving the ease of installation of crash barriers, how to enhance their energy absorption effect is also crucial.

[0005] In summary, how to achieve pump source switching between multiple independent oil tanks is a technical problem that urgently needs to be solved.

[0006] It should be noted that the above technical information is intended only to enhance the understanding of the overall background technology of this utility model, and should not be regarded as an admission or in any form implying that the above technical information constitutes prior art known to those skilled in the art. Summary of the Invention

[0007] To address the shortcomings in the aforementioned background technology, this utility model proposes a crash barrier for municipal roads. The technical problem to be solved is: how to improve the energy absorption effect while enhancing the ease of installation of the crash barrier.

[0008] The technical solution of this utility model is as follows:

[0009] A crash barrier for municipal roads includes at least two crash frames. Each crash frame includes, from the outside to the inside, an arc plate 1, a collapse plate 2, an arc plate 3, an arc-shaped honeycomb plate 4, and an arc plate 5. Both ends of the crash frame are provided with a connecting plate 1 for welding arc plate 1 and arc plate 3, and a connecting plate 2 for welding arc plate 3 and arc plate 5. Adjacent crash frames are bolted together by connecting plates 1 and 2 to form a ring structure around the road block.

[0010] Firstly, the aforementioned technical solution employs a modular anti-collision frame, with each frame containing only six components: arc plate one, crumple plate two, arc plate three, arc-shaped honeycomb plate four, arc plate five, and connecting plate. If the bolts between adjacent connecting plates one and the bolt sets between adjacent connecting plates two are also counted as components, there are only seven components in total. Therefore, the number of parts is small, and the structure is very simple. During manufacturing, only arc-shaped honeycomb plate four needs to be welded to the outer wall of arc plate five, then arc plate three needs to be welded to the outer perimeter of arc-shaped honeycomb plate four, and crumple plate two needs to be welded to the outer perimeter of arc plate three. Finally, arc plate one needs to be welded to the outer perimeter of crumple plate two. In use, only bolt sets are needed to connect connecting plates one and two between the ends of adjacent anti-collision frames, making manufacturing, installation, and use very convenient. Most importantly, when subjected to vehicle impact, in addition to the five arc-shaped plates protecting the outer surface of the road block and dispersing the impact force, the first arc-shaped plate, the second crumple plate, the third arc-shaped plate, and the fourth arc-shaped honeycomb plate all have the effect of deformation and energy absorption. Therefore, a four-level crumple energy absorption structure can be formed, which improves the ease of installation of the crash barrier while enhancing the energy absorption effect.

[0011] Based on the above technical solutions, as a preferred technical solution for anti-collision blocks used in municipal roads, the outer surface of the arc plate one is pasted with a rubber buffer layer, and a rubber buffer pad is set between the arc plate five and the road block.

[0012] Based on the above technical solution, as a preferred technical solution for anti-collision blocks used in municipal roads, the second type of collapsible plate is distributed at equal angles around the center of the first type of arc plate.

[0013] Based on the above technical solutions, as a preferred technical solution for anti-collision blocks used in municipal roads, the second crumple plate is a corrugated plate or a flat plate with crumple holes.

[0014] Based on the above technical solution, as a preferred technical solution for anti-collision blocks used in municipal roads, the inner and outer ends of the second collapsible plate are welded to the first and third arc plates, respectively.

[0015] Based on the above technical solution, as a preferred technical solution for anti-collision blocks used in municipal roads, both the connecting plate one and the connecting plate two are provided with a number of collapse holes.

[0016] Based on the above technical solutions, as a preferred technical solution for anti-collision blocks used in municipal roads, the collapse hole is a circular hole, a regular polygonal hole, or an elliptical hole.

[0017] Based on the above technical solution, as a preferred technical solution for anti-collision blocks used in municipal roads, the thickness of the arc plate one, arc plate three, and arc plate five increases sequentially.

[0018] Based on the above technical solutions, as a preferred technical solution for anti-collision blocks used on municipal roads, the thickness of the rubber buffer pad is greater than the difference between the inner diameter of the arc plate and the outer diameter of the block.

[0019] Based on the above technical solution, as a preferred technical solution for anti-collision piers used in municipal roads, a plurality of rubber buffer pads are provided, and each rubber buffer pad is arranged at intervals around the pier.

[0020] This utility model proposes a crash barrier for municipal roads. Compared with existing crash barriers, it not only has fewer types of parts, but is also simple to manufacture and easy to install. It also has a four-level collapse energy absorption effect. More importantly, after collapse, the structural components will only gradually become denser due to compression, and there is no safety hazard of flying off. Attached Figure Description

[0021] To more clearly illustrate the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A top view of crash barriers used on municipal roads;

[0023] Figure 2 A radial sectional view of crash barriers used on municipal roads;

[0024] Figure 3 for Figure 2 Side view of the anti-collision frame in the image.

[0025] Explanation of icon numbers:

[0026] Road pier 1;

[0027] 2. Anti-collision frame;

[0028] Arc plate 1 201, Collapse plate 2 202, Arc plate 3 203, Arc honeycomb plate 4 204, Arc plate 5 205, Connecting plate 1 206, Connecting plate 2 207, Rubber buffer layer 208, Rubber buffer pad 209, Collapse hole 210, Bolt group 211, Top plate 212, Top plate collapse hole 213, Bolt hole 214. Detailed Implementation

[0029] 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 core concept of the present utility model and the following embodiments, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0030] These embodiments are provided to make the application thorough and complete, and to fully express the scope of the application to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement of components and steps, material composition, numerical expressions, and values ​​illustrated in these embodiments should be interpreted as merely exemplary and not as limiting.

[0031] It should be noted that, in the description of this application, unless otherwise stated, "several" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "axial," "radial," etc., indicating orientation or positional relationships are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0032] Furthermore, the terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. "Vertical" is not strictly vertical, but within the permissible margin of error. "Parallel" is not strictly parallel, but within the permissible margin of error. Terms such as "including" or "contains" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well.

[0033] It should also be noted that, in the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application depending on the specific circumstances. When a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device.

[0034] All terms used in this application have the same meaning as understood by one of ordinary skill in the art to which this application pertains, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant art, and not as idealized or highly formalized, unless expressly defined herein.

[0035] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0036] One objective of this invention is to provide a multi-pump source switching system that is simple to operate, efficient, and applicable to various pumping station scenarios. This system adapts to harsh working conditions during construction, reduces downtime, enables simultaneous maintenance and operation, improves construction efficiency, and avoids economic losses to enterprises due to pumping station malfunctions affecting construction schedules.

[0037] To achieve the above objectives, the multi-pump source switching device of the present invention includes: a plurality of electromagnetic directional valves to realize the opening and closing of the oil circuit.

[0038] Furthermore, the filter ensures the cleanliness of the oil source; the hydraulic pump provides the power source for the entire system; the oil tank supplies hydraulic oil to the system; and the solenoid valve is installed according to the instructions for the actuator.

[0039] In the tunnel boring machine of this utility model, as described above, by installing a corresponding number of solenoid valves at the oil inlet and oil return ports of the actuators, one pump source can supply multiple actuators.

[0040] Specific embodiments are described below:

[0041] A type of crash barrier used on municipal roads, such as Figures 1 to 3 As shown, it includes two anti-collision frames 2. The two anti-collision frames 2 have the same structure, and their top view projection is a semi-circular ring. The two anti-collision frames 2 can be spliced ​​together to form a cylindrical structure.

[0042] Each anti-collision frame 2 includes, from the outside to the inside, a circular arc plate 1 201, a collapse plate 202, a circular arc plate 3 203, a circular arc honeycomb plate 4 204, and a circular arc plate 5 205. That is, the circular arc plate 1 201, the circular arc plate 3 203, the circular arc honeycomb plate 4 204, and the circular arc plate 5 205 are all circular arc-shaped and their diameters decrease sequentially. The collapse plate 2 202 is arranged along the radial direction of the circular arc plate 1 201 and the circular arc plate 3 203. That is, the collapse plate 2 202 is perpendicular to the inner wall of the circular arc plate 1 201 and the outer wall of the circular arc plate 3 203.

[0043] Both ends of the anti-collision frame 2 are provided with connecting plate 206 for welding arc plate 201 and arc plate 203, and connecting plate 207 for welding arc plate 203 and arc plate 205. Specifically, connecting plate 206 is used to seal the ends of arc plate 201 and arc plate 203, and also serves as a supporting structure for circumferential connection between adjacent anti-collision frames 2; similarly, connecting plate 207 is used to seal the ends of arc plate 203 and arc plate 205, and also serves as a supporting structure for circumferential connection between adjacent anti-collision frames 2.

[0044] Adjacent crash barriers 2 are connected by connecting plates 1 (206) and 2 (207) to form a ring structure around the road pier 1. Both connecting plates 1 (206) and 2 (207) are provided with bolt holes 214. Adjacent crash barriers 2 are detachably connected by corresponding bolt groups 211 between adjacent connecting plates 1 (206) and between connected connecting plates 2 (207).

[0045] This embodiment uses a modular anti-collision frame 2, and each anti-collision frame 2 contains only six components: arc plate 1 201, collapse plate 202, arc plate 3 203, arc honeycomb plate 4 204, arc plate 5 205, and connecting plate. If the bolts between adjacent connecting plates 1 206 and the bolt groups between adjacent connecting plates 2 207 are also counted as one component, then there are only seven components in total. Therefore, there are few parts and the structure is very simple.

[0046] When manufacturing the crash barrier 2, it is only necessary to weld the arc-shaped honeycomb plate 4 204 to the outer wall of the arc-shaped plate 5 205, then weld the arc-shaped plate 3 203 to the outer perimeter of the arc-shaped honeycomb plate 4 204, weld the collapse plate 2 202 to the outer perimeter of the arc-shaped plate 3 203, and then weld the arc-shaped plate 1 201 to the outer perimeter of the collapse plate 2 202. When installing the crash barrier 2, it is only necessary to use bolt group 211 to connect the connecting plate 1 206 and the connecting plate 2 207 between the ends of adjacent crash barrier 2, making manufacturing and installation very convenient. More importantly, when subjected to vehicle impact, in addition to the arc-shaped plate 5 205 protecting the outer surface of the road block 1 and dispersing the impact force, the arc-shaped plate 1 201, the collapse plate 2 202, the arc-shaped plate 3 203, and the arc-shaped honeycomb plate 4 204 all have the effect of deformation and energy absorption, thus forming a four-level collapse energy absorption structure, which improves the ease of installation of the crash barrier and enhances the energy absorption effect.

[0047] Based on the above embodiments, as a preferred embodiment of the crash barrier for municipal roads, the outer surface of the arc plate 201 is covered with a rubber buffer layer 208, which can protect the outer surface from the impact of out-of-control vehicles to a certain extent. It also serves as a pre-buffer structure of the aforementioned four-level crumple zone energy absorption structure, and through their combined action, they can further absorb and buffer energy.

[0048] A rubber buffer pad 209 is provided between the arc plate 205 and the road block 1. It can be used to fill the gap between the inner wall of the arc plate 205 and the road block 1, and can also serve as a post-buffer structure of the aforementioned four-stage collapse energy absorption structure. Through their combined action, they can further absorb energy and buffer.

[0049] Preferably, the rubber buffer layer 208 encloses the entire outer wall of the arc plate 201. In addition to bonding, the connection method can also be screwing, snapping, or riveting, as long as the rubber buffer layer 208 can be fixed on the outer wall of the arc plate 201. Those skilled in the art can choose different connection methods.

[0050] Preferably, the rubber buffer pad 209 encloses the entire inner wall of the arc plate 205. The connection method can also be bonding, screwing, snapping, riveting, etc., as long as the rubber buffer layer 208 can be fixed to the outer wall of the arc plate 205. Those skilled in the art can choose different connection methods. To avoid damaging the outer surface of the road pier 1, it is preferable to use bonding to connect the rubber buffer pad 209 to the inner wall of the arc plate 205. Alternatively, the rubber buffer pad 209 can be movably placed between the inner wall of the arc plate 205 and the outer wall of the road pier 1.

[0051] Based on the above embodiments, as a preferred embodiment for crash barriers used on municipal roads, several crumple zones 202 are distributed at equal angles around the center of the arc plate 201. The number of crumple zones 202 and the included angle between adjacent crumple zones 202 can be reasonably selected by those skilled in the art. A smaller number is suitable for impact scenarios with smaller impacts requiring rapid crumple and energy absorption; a larger number is suitable for impact scenarios with larger impacts that do not require rapid crumple and energy absorption.

[0052] Based on the above embodiments, as a preferred embodiment for crash barriers used on municipal roads, the second crumple plate 202 is a corrugated plate or a flat plate with crumple holes. Corrugated plates have the advantage of rapid crumple response; after being compressed, they can collapse and fold. Similarly, flat plates with crumple holes can also play a similar role, but the crumple response is slower. Of course, the above description is a comparison under otherwise identical conditions. The specific crumple response is also affected by the material and thickness of the plate. According to the technical guidelines of this embodiment, those skilled in the art can choose different materials and plate thicknesses.

[0053] Based on the above embodiments, as a preferred embodiment of the crash barrier for municipal roads, the inner and outer ends of the second collapsible plate 202 are welded to the first arc plate 201 and the third arc plate 203, respectively.

[0054] Based on the above embodiments, as a preferred embodiment of a crash barrier for municipal roads, both the first connecting plate 206 and the second connecting plate 207 are provided with a plurality of crumple holes 210. Preferably, the crumple holes 210 are circular holes, regular polygonal holes, or elliptical holes.

[0055] Based on the above embodiments, as a preferred embodiment for crash barriers used on municipal roads, the thickness of the arc plate 1 201, arc plate 3 203, and arc plate 5 205 increases sequentially, which can better form a step-by-step collapse energy absorption.

[0056] Based on the above embodiments, as a preferred embodiment for crash barriers used on municipal roads, the thickness of the rubber buffer pad 209 is greater than the difference between the inner diameter of the arc plate 205 and the outer diameter of the road barrier 1, so that the crash barrier frame 2 can be firmly fixed on the road barrier 1.

[0057] Based on the above embodiments, as a preferred embodiment for anti-collision piers used on municipal roads, a plurality of rubber buffer pads 209 are provided, and each rubber buffer pad 209 is arranged at intervals around the pier 1.

[0058] Preferably, a semi-circular top plate 212 is provided on the top of the anti-collision frame 2. The top plate 212 is welded to the arc plate 201 and the arc plate 205 respectively, which can further prevent the parts from flying off due to impact. Several top plate collapse holes 213 are also provided on the top plate 212, so that they can collapse and absorb energy when they are impacted. Preferably, the top plate collapse holes 213 are circular holes, regular polygonal holes, or elliptical holes.

[0059] Any aspects of this utility model that are not detailed herein are conventional technical means known to those skilled in the art.

[0060] The above content shows and describes the basic principles, main features, and beneficial effects of this utility model. The above description is merely a preferred embodiment of this utility model and is not intended to limit it. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A crash barrier for municipal roads, comprising at least two crash frames (2), characterized in that: The anti-collision frame (2) comprises, from outside to inside, a circular arc plate one (201), a collapse plate two (202), a circular arc plate three (203), a circular arc honeycomb plate four (204), and a circular arc plate five (205). The left and right ends of the anti-collision frame (2) are provided with a connecting plate one (206) for welding the circular arc plate one (201) and the circular arc plate three (203), and a connecting plate two (207) for welding the circular arc plate three (203) and the circular arc plate five (205). The adjacent anti-collision frames (2) are bolted into a ring structure around the pier (1) through the connecting plate one (206) and the connecting plate two (207).

2. A crash barrier for municipal roads according to claim 1, characterized in that: The outer surface of the circular arc plate one (201) is pasted with a rubber buffer layer (208), and a rubber buffer pad (209) is arranged between the circular arc plate five (205) and the pier (1).

3. Crash barrier for municipal roads according to claim 1 or 2, characterized in that: The collapse plate two (202) is equally angularly distributed around the center of the circular arc plate one (201).

4. A crash barrier for municipal roads according to claim 2, characterized in that: The collapse plate two (202) is a corrugated plate or a flat plate with a collapse hole.

5. A crash barrier for municipal roads according to claim 3, characterised in that: The inner and outer ends of the collapse plate two (202) are welded with the circular arc plate one (201) and the circular arc plate three (203), respectively.

6. Crash barrier for municipal roads according to any of claims 1-2, 4-5, characterized in that: The connecting plate one (206) and the connecting plate two (207) are provided with a plurality of collapse holes (210).

7. A crash barrier for municipal roads according to claim 6, characterised in that: The collapse hole (210) is a circular hole, a regular polygon hole or an elliptical hole.

8. A crash barrier for municipal roads according to any of claims 1-2, 4-5, 7, characterized in that: The thickness of the circular arc plate one (201), the circular arc plate three (203) and the circular arc plate five (205) increases in sequence.

9. A crash barrier for municipal roads according to claim 2, characterized in that: The thickness of the rubber buffer pad (209) is greater than the difference between the inner diameter of the circular arc plate five (205) and the outer diameter of the pier (1).

10. A crash barrier for municipal roads according to claim 9, characterised in that: The rubber buffer pad (209) is provided with a plurality of rubber buffer pads (209), and each rubber buffer pad (209) is arranged around the pier (1) at intervals.

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