Road center anti-collision isolation guardrail device
By designing components such as mounting frames, mesh panels, and guardrail frames, and adopting unloading rollers and buffer rail structures, the problem of insufficient buffering capacity of existing guardrails has been solved, achieving stronger buffering and impact resistance, and improving structural strength and ease of assembly.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-27
- Publication Date
- 2026-04-07
AI Technical Summary
Existing highway guardrails mainly rely on deformation and damage to absorb energy during car collisions, which has limited buffering capacity and poor applicability.
A highway central crash barrier device was designed, which uses components such as mounting frame, mesh frame, and guardrail frame. It buffers the impact force of vehicles through unloading rollers and buffer barrier structure, and uses reinforcing ribs and connecting blocks to improve connection strength and ease of assembly.
It enhances the buffering performance and impact resistance of the guardrail, improves its structural strength and protection, and facilitates assembly.
Smart Images
Figure CN224092365U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to traffic guardrail technical field, concretely is a highway central anti -collision isolation guardrail device. BACKGROUND
[0002] With the development of national economy, a large number of highways have been built or are under construction, and the highway protection device on the market is composed of a stand and a protection plate located on the upper part of the stand, the protection plate is made of steel plate, and the two are rigid materials and are rigidly connected, when a car crashes into the protection plate, the protection device can prevent the car from crashing into the opposite lane and causing a dangerous situation.
[0003] The existing guardrail can only rely on the deformation and damage of the guardrail plate to absorb energy and buffer when a car crashes into the guardrail plate, and the deformation and energy absorption capacity of the guardrail are limited, therefore, a highway central anti-collision isolation guardrail device needs to be designed to improve the above problems. UTILITY MODEL CONTENT
[0004] In view of the deficiencies of the prior art, the utility model designs a highway central anti-collision isolation guardrail device, which solves the technical problem that the existing guardrail does not have a buffering function and only relies on the deformation and damage of the guardrail plate to absorb energy and block the car, and has poor applicability.
[0005] To achieve the above purpose, the utility model provides the following technical scheme:
[0006] A highway central anti-collision isolation guardrail device, comprising a mounting frame, a group of mounting seats are fixedly connected to the bottom of the mounting frame on both sides, two pairs of assembly components are fixedly connected to the left and right sides of the mounting frame, a group of T-shaped grooves are formed in the inner walls of the mounting frame on both sides, a group of mounting holes one are formed in the top of the mounting frame on both sides, a plurality of groups of net plate frames are fixedly connected inside the mounting frame, a guardrail frame is inserted into the top of the mounting frame, the guardrail frame is composed of an installation strip, a buffer fence and a reinforcing fence.
[0007] Preferably, a fixing hole is formed in the two sides of the mounting seat, and an anti-skid pad is fixedly connected to the bottom of the mounting seat.
[0008] Preferably, a reinforcing rib is fixedly connected to the connection between the assembly component and the mounting frame, a butt joint block is fixedly connected to the side of the left assembly component away from the mounting frame, a butt joint groove is formed in the side of the right assembly component away from the mounting frame, and the adjacent two groups of mounting frames are connected by butt joint block and butt joint groove.
[0009] Preferably, a group of double-layer protective nets are fixedly connected to the two sides of the net plate frame, a plug-in groove is formed in the inside of the net plate frame, and a pair of plug-in strips are fixedly connected to the two sides of the net plate frame.
[0010] Preferably, a set of tie rods is fixedly connected to both sides of the top of the mounting strip, and mounting holes two are opened on both sides of the mounting strip at positions corresponding to mounting hole one. The mounting strip is bolted to the mounting bracket through mounting holes two and mounting holes one.
[0011] Preferably, a set of buffer rails is fixedly connected to the bottom of the mounting strip and to the corresponding position between the two adjacent sets of mesh frame frames. The buffer rails are provided with insertion slots at the positions corresponding to the insertion strips. The buffer rails are inserted and connected to the insertion strips through the insertion slots. A set of unloading rollers is rotatably connected to the front and rear sides of the buffer rails. The outer side of the unloading rollers is provided with reflective warning strips.
[0012] Preferably, three sets of reinforcing bars are fixedly connected inside the buffer bar and at positions corresponding to the slots, and T-shaped sliders are fixedly connected on both sides of the reinforcing bars at positions corresponding to the T-shaped slots. The reinforcing bars are slidably connected to the T-shaped slots via the T-shaped sliders.
[0013] Compared with the prior art, the beneficial effects of this utility model are:
[0014] 1. When a car collides with the guardrail, the impact rollers buffer and dissipate the impact force of the car, preventing the guardrail from deforming and being damaged due to excessive impact force, and enhancing the overall impact resistance of the guardrail.
[0015] 2. Adjacent sets of mounting brackets are connected by mating blocks and mating slots, which effectively improves the connection strength and assembly convenience between mounting brackets. Attached Figure Description
[0016] Figure 1 A schematic diagram of the overall three-dimensional structure of the highway central crash barrier device;
[0017] Figure 2 This is a schematic diagram of the mounting frame and the mesh panel frame structure;
[0018] Figure 3 This is a schematic diagram of the overall structure of the guardrail.
[0019] Figure 4 This is a schematic diagram of the bottom and structure of the guardrail frame.
[0020] In the diagram: 1. Mounting bracket; 101. Mounting base; 1011. Fixing hole; 1012. Anti-slip pad; 102. Assembly component; 1021. Reinforcing rib; 1022. Connecting block; 1023. Connecting groove; 103. T-slot; 104. Mounting hole one; 2. Mesh frame; 201. Double-layer protective mesh; 202. Slot; 203. Connecting strip; 3. Guardrail frame; 301. Mounting strip; 3011. Tie rod; 3012. Mounting hole two; 302. Buffer railing; 3021. Connecting groove; 3022. Unloading roller; 3023. Reflective warning strip; 303. Reinforcing railing; 3031. T-shaped slider. Detailed Implementation
[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model. Example
[0022] This utility model provides a highway central crash barrier device, which aims to solve the technical problem that existing guardrails do not have a buffer function and rely solely on the deformation and damage of the guardrail panels to absorb energy and block vehicles, resulting in poor applicability.
[0023] Please see Figures 1-4 This embodiment provides a highway central crash barrier device, including a mounting frame 1. A set of mounting seats 101 are fixedly connected to both sides of the bottom of the mounting frame 1. Fixing holes 1011 are opened on both sides of the mounting seats 101. The mounting frame 1 is fixed to the road surface bolts through the fixing holes 1011 on the mounting seats 101. An anti-slip pad 1012 is fixedly connected to the bottom of the mounting seats 101. The anti-slip pad 1012 enhances the anti-slip performance and stability of the bottom of the mounting seats 101 in contact with the road surface.
[0024] In this embodiment, please refer to Figure 1 and Figure 2 Two pairs of assemblies 102 are fixedly connected to both the left and right sides of the mounting frame 1. Reinforcing ribs 1021 are fixedly connected to the connection between the assemblies 102 and the mounting frame 1. The reinforcing ribs 1021 enhance the connection strength between the assemblies 102 and the mounting frame 1. A docking block 1022 is fixedly connected to the side of the left assembly 102 away from the mounting frame 1. A docking groove 1023 is opened on the side of the right assembly 102 away from the mounting frame 1. Two adjacent sets of mounting frames 1 are connected by inserting the docking block 1022 and the docking groove 1023 to improve the connection strength between the mounting frames 1.
[0025] In this embodiment, please refer toFigure 3 The inner walls of the mounting bracket 1 are provided with a set of T-shaped grooves 103 on both sides, and the top of the mounting bracket 1 is provided with a set of mounting holes 104 on both sides.
[0026] In this embodiment, please refer to Figure 1 and Figure 2 The mounting frame 1 has multiple sets of mesh plate frames 2 fixedly connected inside. A set of double-layer protective nets 201 are fixedly connected to both sides of the mesh plate frame 2. The double-layer protective nets 201 provide isolation and protection to both sides of the mesh plate frame 2, enhancing the structural strength of the mesh plate frame 2. The mesh plate frame 2 has slots 202 inside. A pair of plug strips 203 are fixedly connected to both sides of the mesh plate frame 2.
[0027] In this embodiment, please refer to Figure 1 , Figure 3 and Figure 4 A guardrail frame 3 is inserted into the top of the mounting frame 1. The guardrail frame 3 consists of a mounting strip 301, a buffer rail 302, and a reinforcing rail 303. A set of tie rods 3011 are fixedly connected to both sides of the top of the mounting strip 301. The tie rods 3011 facilitate the assembly and disassembly of the guardrail frame 3 and the mounting frame 1. Mounting holes 3012 are provided on both sides of the mounting strip 301 at positions corresponding to mounting hole 104. The mounting strip 301 is bolted to the mounting frame 1 through mounting holes 3012 and 104, thus fixing the guardrail frame 3 to the mounting frame 1. A set of buffer rails 302 are fixedly connected to the bottom of the mounting strip 301 at positions corresponding to the adjacent two sets of mesh frame 2. A insertion groove 3021 is provided on the buffer rail 302 at a position corresponding to the insertion strip 203. The buffer rail 302 is inserted into the insertion strip 203 through the insertion groove 3021. The connection strength between the high-pressure buffer barrier 302 and the mesh frame 2 is enhanced. A set of unloading rollers 3022 is rotatably connected to both the front and rear sides of the buffer barrier 302. When a car collides with the entire barrier, the unloading rollers 3022 buffer and unload the impact force of the car, preventing the barrier from deforming and being damaged due to excessive impact force. Reflective warning strips 3023 are provided on the outer side of the unloading rollers 3022 to provide warning for cars driving at night. Three sets of reinforcing bars 303 are fixedly connected inside the buffer barrier 302 at positions corresponding to the slots 202. The reinforcing bars 303 enhance the structural strength of the buffer barrier 302. T-shaped sliders 3031 are fixedly connected on both sides of the reinforcing bars 303 at positions corresponding to the T-shaped grooves 103. The reinforcing bars 303 are slidably connected to the T-shaped grooves 103 through the T-shaped sliders 3031, thereby improving the connection strength between the barrier frame 3 and the mounting frame 1.
[0028] In addition, it should be noted that the reflective warning strip 3023 is existing technology, and its internal working principle and operation process will not be described in detail here.
[0029] The working process of this utility model is as follows: First, the mounting frame 1 is fixed to the road surface bolts through the fixing holes 1011 on the mounting base 101. The anti-slip pad 1012 enhances the anti-slip performance and stability of the bottom of the mounting base 101 in contact with the road surface. Adjacent sets of mounting frames 1 are connected by connecting blocks 1022 and connecting grooves 1023, improving the connection strength and assembly convenience between the mounting frames 1. The guardrail frame 3 uses the buffer rail 302 to be connected to the connecting strip 203 through the connecting groove 3021, and is inserted into the gap between adjacent sets of mesh frame 2, improving the connection strength between the buffer rail 302 and the mesh frame 2. The reinforcing rail 303 is connected by T-shaped slider 303. 1. It is slidably connected to the T-slot 103 and inserted into the interior of the mounting bracket 1 to improve the connection strength between the guardrail frame 3 and the mounting bracket 1. The bolt passes through the second mounting hole 3012 and is embedded in the first mounting hole 104, so that the mounting strip 301 is bolted to the mounting bracket 1, so that the guardrail frame 3 is fixed on the mounting bracket 1 as a whole. When the car collides with the guardrail as a whole, the unloading roller 3022 buffers and unloads the impact force of the car, so as to avoid the guardrail from deforming and being damaged due to excessive impact force. The reflective warning strip 3023 provides a warning for cars driving at night. The double-layer protective net 201 provides isolation and protection for both sides of the net frame 2, and enhances the structural strength of the net frame 2.
[0030] The entire operation process is simple and convenient. Compared with existing isolation guardrails, this utility model can enhance the buffer performance and impact resistance of the guardrail through design, improve the overall structural strength and protection of the guardrail, and facilitate assembly.
[0031] The above embodiments are preferred implementations of this utility model. In addition, this utility model can also be implemented in other ways. Any obvious substitutions without departing from the concept of this technical solution are within the protection scope of this utility model.
Claims
1. A highway central crash barrier device, comprising a mounting frame (1), characterized in that: The mounting frame (1) has a set of mounting bases (101) fixedly connected to both sides of its bottom. The mounting frame (1) has two pairs of assembly parts (102) fixedly connected to both sides of its left and right sides. The mounting frame (1) has a set of T-shaped grooves (103) on both sides of its inner wall. The mounting frame (1) has a set of mounting holes (104) on both sides of its top. The mounting frame (1) has multiple sets of mesh frame frames (2) fixedly connected inside. The mounting frame (1) has a guardrail frame (3) inserted into its top. The guardrail frame (3) is composed of mounting strips (301), buffer rails (302), and reinforcing rails (303).
2. The highway central crash barrier device according to claim 1, characterized in that: The mounting base (101) has fixing holes (1011) on both sides, and an anti-slip pad (1012) is fixedly connected to the bottom of the mounting base (101).
3. The highway central crash barrier device according to claim 1, characterized in that: The connection between the assembly (102) and the mounting frame (1) is fixedly connected with a reinforcing rib (1021). The left side of the assembly (102) away from the mounting frame (1) is fixedly connected with a docking block (1022). The right side of the assembly (102) away from the mounting frame (1) is provided with a docking groove (1023). The two adjacent sets of mounting frames (1) are connected by inserting the docking block (1022) and the docking groove (1023).
4. The highway central crash barrier device according to claim 1, characterized in that: A set of double-layer protective nets (201) are fixedly connected to both sides of the mesh frame (2). The mesh frame (2) has slots (202) inside. A pair of plug strips (203) are fixedly connected to both sides of the mesh frame (2).
5. A highway central crash barrier device according to claim 1, characterized in that: A set of tie rods (3011) are fixedly connected to both sides of the top of the mounting strip (301). Mounting holes (3012) are provided on both sides of the mounting strip (301) at positions corresponding to mounting hole one (104). The mounting strip (301) is bolted to the mounting frame (1) through mounting holes two (3012) and mounting holes one (104).
6. A highway central crash barrier device according to claim 4, characterized in that: A set of buffer rails (302) is fixedly connected to the bottom of the mounting strip (301) and to the corresponding position between the two adjacent sets of mesh frame (2). The buffer rails (302) are provided with insertion slots (3021) at the positions corresponding to the insertion strips (203). The buffer rails (302) are connected to the insertion strips (203) through the insertion slots (3021). A set of unloading rollers (3022) is rotatably connected to the front and rear sides of the buffer rails (302). The outer side of the unloading rollers (3022) is provided with reflective warning strips (3023).
7. A highway central crash barrier device according to claim 6, characterized in that: Three sets of reinforcing bars (303) are fixedly connected inside the buffer bar (302) and at the position corresponding to the slot (202). T-shaped sliders (3031) are fixedly connected on both sides of the reinforcing bars (303) and at the position corresponding to the T-shaped groove (103). The reinforcing bars (303) are slidably connected to the T-shaped groove (103) through the T-shaped sliders (3031).