Car stopping guardrail

Abstract

The utility model provides a vehicle blocking guardrail which comprises at least two anti-collision assemblies, and each anti-collision assembly comprises an anti-collision body and a connecting body arranged on one side of the anti-collision body so that the anti-collision bodies of the two adjacent anti-collision assemblies can be connected. The anti-collision body comprises two supporting plates which are vertically arranged in a spaced mode and two fixing plates which are detachably connected to the opposite sides between the two supporting plates. The supporting plate comprises a base part, a stop part extending from the lower end of the base part to one side, a rotating part extending from the lower end of the base part to the other side, a blocking part extending upwards from the top end of the base part, and a blocking part extending outwards from the side, away from the stop part, of the blocking part. An included angle is formed between the rotating part and the blocking part, when the anti-collision assembly overturns around the rotating part in the direction away from the clamping wheel cavity under the action of external force, the blocking part makes contact with the ground to form reverse resistance, and the energy absorbing and buffering effect is improved.

Description

Technical Field

[0001] This utility model relates to the field of guardrail technology, and in particular to a vehicle barrier guardrail. Background Technology

[0002] In recent years, urban traffic flow has been increasing, and safety threats have become increasingly diversified, making the need for protection against vehicle collisions more and more urgent. Especially in temporary event venues, such as commercial exhibitions, sporting events, and public gatherings, traditional vehicle barriers mostly adopt rigid structural designs, such as concrete barriers and metal corrugated beam barriers. Although they have a certain impact resistance, they have obvious shortcomings in practical applications.

[0003] Traditional guardrails have a simple structure and are not very effective in absorbing energy and cushioning. When a vehicle collides at a high speed, its ability to prevent rollover is insufficient. Some low-center-of-gravity vehicles or large trucks are prone to crashing into the top of the guardrail due to inertia, causing the vehicle to roll over and triggering a secondary accident. Utility Model Content

[0004] Therefore, the purpose of this utility model is to provide a vehicle barrier to solve the problems mentioned above in the background art.

[0005] A vehicle barrier includes at least two anti-collision components, each of the anti-collision components including an anti-collision body and a connector disposed on one side of the anti-collision body to connect the anti-collision bodies of two adjacent anti-collision components;

[0006] The anti-collision body includes two vertically spaced support plates and two fixed plates detachably connected to opposite sides between the two support plates; each support plate includes a base portion, a stop portion extending from the lower end of the base portion to one side, a rotating portion extending from the lower end of the base portion to the other side, a blocking portion extending upward from the top of the base portion, and a blocking portion extending outward from the side of the blocking portion away from the stop portion;

[0007] An angle is formed between the stop part and the blocking part, so that a chuck cavity is formed on one side of the anti-collision assembly. An angle is formed between the rotating part and the blocking part. When the anti-collision assembly is subjected to external force and flips around the rotating part in a direction away from the chuck cavity, the blocking part contacts the ground to form a reverse resistance.

[0008] Compared to existing technologies, the advantages of this application are as follows: First, two crash barriers are connected using a connector, and then multiple crash barriers are connected sequentially to form a vehicle barrier, which is then placed horizontally on the road surface. When a vehicle collides with the vehicle barrier, the rotating part of the horizontal support plate penetrates the ground, and the blocking part tilts backward under the impact force, causing the entire crash barrier to rotate around the pivot point of the rotating part. At this time, the front end of the stop part embeds into the vehicle chassis, and the blocking part contacts the ground to form reverse resistance, effectively enhancing the kinetic energy dissipation efficiency and improving the energy absorption and buffering effect. This design achieves a balance between lightweight and high-strength protection through the modular combination of the support plate and the fixing plate of the crash barrier, and the locking cavity formed by the stop part and the blocking part can effectively engage with the vehicle chassis, improving the interception capability through mechanical interlocking.

[0009] Furthermore, each of the support plates has multiple spaced insertion holes on its two opposite edges, and the fixing plate has insertion blocks on both sides that are adapted to the insertion holes. The insertion blocks are inserted into the insertion holes to detachably connect the support plate and the fixing plate.

[0010] Furthermore, the blocking portion includes a support section connected to the abutment portion and a friction section extending from the upper end of the support section away from the abutment portion. The size of the blocking portion gradually decreases in the direction away from the abutment portion, and an anchoring spike is formed at the end.

[0011] Furthermore, a gap is reserved between the end of the fixing plate and the anchoring spike.

[0012] Furthermore, a reserved gap is provided between the edges of the fixing plate and the support plate.

[0013] Furthermore, the connecting body includes a first link and a second link that are hinged to each other via a hinge shaft. Multiple spaced mounting blocks are respectively provided on both sides of the anti-collision body. The ends of the first link and the second link are respectively connected to the mounting blocks of the adjacent anti-collision components by bolts.

[0014] Furthermore, the first link and the second link are provided with a hinge point in the middle, and the first link or the second link is provided with a storage cavity so that the first link and the second link can be folded and stored.

[0015] Furthermore, the angle between the rotating part and the blocking part is in the range of 100-135°. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural diagram of the anti-collision component of the vehicle barrier of this utility model.

[0017] Figure 2 This is a three-dimensional structural diagram of the anti-collision component of the vehicle barrier of this utility model from another perspective.

[0018] Figure 3 This is a three-dimensional structural diagram of the vehicle barrier of this utility model;

[0019] Figure 4 This is an exploded view of the anti-collision component of this utility model.

[0020] Explanation of main component symbols: 100, anti-collision assembly; 10, anti-collision body; 11, support plate; 111, base part; 112, stop part; 113, rotating part; 114, blocking part; 1141, support section; 1142, friction section; 1143, anchoring spike; 115, blocking part; 116, reserved gap; 12, fixing plate; 13, chuck cavity; 14, insertion hole; 15, insertion block; 16, reserved gap; 20, connecting body; 21, first connecting rod; 22, second connecting rod; 23, mounting block; 24, storage cavity. Detailed Implementation

[0021] To facilitate understanding of this utility model, a more complete description of it will be given below with reference to the accompanying drawings. Several embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0022] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0024] Please see Figures 1 to 3 The image shows a vehicle barrier in an embodiment of the present utility model, which includes at least two anti-collision components 100. Each anti-collision component 100 includes an anti-collision body 10 and a connecting body 20 disposed on one side of the anti-collision body 10 to connect the anti-collision bodies 10 of two adjacent anti-collision components 100.

[0025] The anti-collision body 10 includes two vertically spaced support plates 11 and two fixed plates 12 detachably connected to opposite sides between the two support plates 11; the support plate 11 includes a base part 111, a stop part 112 extending from the lower end of the base part 111 to one side, a rotating part 113 extending from the lower end of the base part 111 to the other side, a blocking part 114 extending upward from the top of the base part 111, and a blocking part 115 extending outward from the side of the blocking part 114 away from the stop part 112;

[0026] An angle is formed between the stop part 112 and the blocking part 114, so that a roller cavity 13 is formed on one side of the anti-collision assembly 100. An angle is formed between the rotating part 113 and the blocking part 115. When the anti-collision assembly 100 is subjected to an external force and flips around the rotating part 113 in a direction away from the roller cavity 13, the blocking part 115 contacts the ground to form a reverse resistance.

[0027] In a specific embodiment, two crash barriers 10 are first connected by a connector 20, and then multiple crash barriers 10 are connected sequentially to form a vehicle barrier, which is then placed horizontally on the road surface. When a vehicle collides with the vehicle barrier, the rotating part 113 of the horizontal support plate 11 penetrates the ground, and the abutment part 114 tilts backward under the impact force, causing the entire crash barrier 10 to rotate around the pivot point of the rotating part 113. At this time, the front end of the stop part 112 is embedded in the vehicle chassis, and the blocking part 115 contacts the ground to form a reverse resistance, effectively enhancing the kinetic energy dissipation efficiency and improving the energy absorption and buffering effect. This design achieves a balance between lightweight and high-strength protection through the modular combination of the support plate 11 and the fixing plate 12 of the crash barrier 10, and the locking cavity 13 formed by the stop part 112 and the abutment part 114 can effectively engage with the vehicle chassis, improving the interception capability through mechanical interlocking.

[0028] Please see Figure 4 As shown, specifically, each of the support plates 11 has multiple spaced-apart insertion holes 14 on its two opposite edges. The fixing plate 12 has insertion blocks 15 on both sides that mate with the insertion holes 14. The insertion blocks 15 are inserted into the insertion holes 14 to detachably connect the support plate 11 and the fixing plate 12. The matching design of the insertion holes 14 and insertion blocks 15 simplifies the installation process, allowing for disassembly and reassembly without special tools. The multi-point insertion structure disperses stress concentration, preventing localized deformation or breakage and extending the device's service life.

[0029] Specifically, the blocking part 115 includes a support section 1141 connected to the abutment part 114, and a friction section 1142 extending from the upper end of the support section 1141 away from the abutment part 114. The size of the blocking part 115 gradually decreases in the direction away from the abutment part 114, and an anchoring spike 1143 is formed at its end. A pre-reserved gap 116 is provided between the end of the fixing plate 12 and the anchoring spike 1143. The gradually decreasing size design of the friction section 1142 and the anchoring spike 1143 at the end of the blocking part 115 ensures that the spike penetrates the ground when the device is flipped, and the tapering shape of the friction section 1142 enhances the anchoring depth, preventing the device from slipping. The pre-reserved gap 116 between the fixing plate 12 and the anchoring spike 1143 avoids interference from the fixing plate 12 with the spike, ensuring smooth flipping action and reducing spike wear.

[0030] Furthermore, a reserved gap 16 is provided between the edges of the fixing plate 12 and the support plate 11. The reserved gap 16 provides structural deformation margin, allowing the device to deform slightly when subjected to impact to buffer energy and avoid component breakage caused by rigid collision.

[0031] Specifically, the connecting body 20 includes a first connecting rod 21 and a second connecting rod 22 that are hinged to each other via a hinge shaft. Multiple spaced mounting blocks 23 are respectively provided on both sides of the anti-collision body 10. The ends of the first connecting rod 21 and the second connecting rod 22 are respectively connected to the mounting blocks 23 of the adjacent anti-collision components 100 by bolts.

[0032] More specifically, the first link 21 and the second link 22 are provided with a hinge point in the middle, and the first link 21 or the second link 22 is provided with a storage cavity 24 so that the first link 21 and the second link 22 can be folded and stored. The hinged connector 20 allows adjacent anti-collision components 100 to be connected at different angles, realizing free adjustment of the spacing (e.g., the minimum spacing is used for high-strength protection sections, and the maximum spacing is used to cover wide areas).

[0033] Optionally, the angle between the rotating part 113 and the blocking part 115 is in the range of 100-135°.

[0034] In summary, the vehicle barrier in the above embodiments of this utility model has the following beneficial effects:

[0035] First, two crash barriers 10 are connected using connector 20. Then, multiple crash barriers 10 are connected sequentially to form a vehicle barrier, which is then placed horizontally on the road surface. When a vehicle collides with the vehicle barrier, the rotating part 113 of the horizontal support plate 11 penetrates the ground, and the abutment part 114 tilts backward under the impact force, causing the entire crash barrier 10 to rotate around the pivot point of the rotating part 113. At this time, the front end of the stop part 112 embeds into the vehicle chassis, and the blocking part 115 contacts the ground to form a reverse resistance, effectively enhancing the kinetic energy dissipation efficiency and improving the energy absorption and buffering effect. This design achieves a balance between lightweight and high-strength protection through the modular combination of the support plate 11 and the fixing plate 12 of the crash barrier 10. Furthermore, the locking cavity 13 formed by the stop part 112 and the abutment part 114 can effectively engage with the vehicle chassis, improving the interception capability through mechanical interlocking.

[0036] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0037] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A vehicle barrier, characterised in that, It includes at least two anti-collision components, each of the anti-collision components including an anti-collision body and a connector disposed on one side of the anti-collision body to connect the anti-collision bodies of two adjacent anti-collision components; The anti-collision body includes two vertically spaced support plates and two fixed plates detachably connected to opposite sides between the two support plates; each support plate includes a base portion, a stop portion extending from the lower end of the base portion to one side, a rotating portion extending from the lower end of the base portion to the other side, a blocking portion extending upward from the top of the base portion, and a blocking portion extending outward from the side of the blocking portion away from the stop portion; An angle is formed between the stop part and the blocking part, so that a chuck cavity is formed on one side of the anti-collision assembly. An angle is formed between the rotating part and the blocking part. When the anti-collision assembly is subjected to external force and flips around the rotating part in a direction away from the chuck cavity, the blocking part contacts the ground to form a reverse resistance.

2. The vehicle arresting barrier according to claim 1, wherein Each of the support plates has multiple spaced-apart insertion holes on its two opposite edges. The fixing plate has insertion blocks on both sides that are adapted to the insertion holes. The insertion blocks are inserted into the insertion holes to detachably connect the support plate and the fixing plate.

3. The vehicle arresting barrier of claim 1, wherein, The blocking portion includes a support section connected to the abutment portion and a friction section extending from the upper end of the support section away from the abutment portion. The size of the blocking portion gradually decreases in the direction away from the abutment portion, and an anchoring spike is formed at the end.

4. The vehicle arresting barrier according to claim 3, wherein, A pre-reserved gap is left between the end of the fixing plate and the anchoring spike.

5. The vehicle arresting barrier of claim 1, wherein, A reserved gap is provided between the edges of the fixing plate and the support plate.

6. The vehicle arresting barrier of claim 1, wherein, The connecting body includes a first link and a second link that are hinged to each other via a hinge shaft. Multiple spaced mounting blocks are provided on both sides of the anti-collision body. The ends of the first link and the second link are respectively connected to the mounting blocks of the adjacent anti-collision components by bolts.

7. The vehicle arresting barrier of claim 6, wherein, The first link and the second link are provided with a hinge point in the middle, and the first link or the second link is provided with a storage cavity so that the first link and the second link can be folded and stored.

8. The vehicle arresting barrier of claim 1, wherein, The angle between the rotating part and the blocking part is in the range of 100-135°.

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