Guardrail beneficial to reduction of collision damage

Abstract

The utility model discloses a guardrail favorable for reducing collision damage, which comprises a left upright post and a right upright post, a base is arranged on the lower side of each upright post, an upper cross rod and a lower cross rod are arranged between the upper side and the lower side of each upright post, and a force unloading component is arranged between each upper cross rod and the corresponding lower cross rod. The force unloading assembly comprises fixed shafts arranged between the left side and the right side of the upper cross rod and the left side and the right side of the lower cross rod, the fixed shafts are sleeved with middle railings, the middle railings comprise end rotating rods and side railings, and the middles of the end rotating rods are connected with the fixed shafts in a sleeved mode and can rotate along the fixed shafts. The side handrails are hinged between the end rotating rods on the left side and the right side, after the side handrails are stressed, the end rotating rods rotate along the fixed shafts to drive the side handrails to move forwards in the stressed direction so as to unload force, and automatic return devices are arranged on the end rotating rods. According to the utility model, collision damage can be prevented, and meanwhile, the installation is convenient through a simple structure.

Description

Technical Field

[0001] This utility model relates to a guardrail that helps reduce collision damage, and belongs to the field of tool technology. Background Technology

[0002] Highway guardrails are important traffic infrastructure used to ensure driving safety, prevent vehicles from running off the road or entering oncoming lanes, and also serve as warnings and traffic guides.

[0003] In the prior art, to reduce collision damage between vehicles and highway guardrails, rollers or rollers are usually designed on the guardrails. For example, patent application number "202210571069.4" entitled "Anti-collision highway guardrail with multi-layer structure" describes a multi-layer anti-collision highway guardrail as follows: "Anti-collision highway guardrail with multi-layer structure, including a guardrail frame, a base plate rotatably connected to the bottom of the guardrail frame, a reinforcing component fixedly connected to one side of the guardrail frame, the bottom of the reinforcing component rotatably connected to the base plate, a slot opened on one side of the guardrail frame, and a buffer plate movably connected to the inner cavity of the slot through several first buffer components, the first buffer components including..." A fixed cylinder is inserted through the guardrail frame. A first spring is fixedly connected to one side of the inner cavity of the fixed cylinder. A movable rod is fixedly connected to one end of the first spring. The movable rod is slidably connected to the fixed cylinder in a sealed manner. One end of the movable rod passes through the inner cavity of the slot and is fixedly connected to the buffer plate. This invention improves the buffering effect and increases the safety factor during collisions through the setting of multi-stage buffers. Although this technical solution can reduce collision losses, the guardrail design has many components, especially the number of rollers or rollers, which is inconvenient to install. Therefore, existing guardrail conversion products rarely use rollers or rollers to reduce collision losses.

[0004] In other words, there is a need for a guardrail that can prevent collision damage and is easy to install with a simple structure. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a guardrail that helps reduce collision damage, prevents collision damage, and is easy to install with a simple structure; it can overcome the shortcomings of the prior art.

[0006] The objective of this utility model is achieved through the following technical solution:

[0007] This utility model discloses a guardrail that helps reduce collision damage. It includes two uprights, left and right, with a base on the lower side of each upright. An upper and lower crossbar are provided between the upper and lower sides of the uprights, and a stress-relieving assembly is provided between the upper and lower crossbars. The stress-relieving assembly includes a fixed axis provided between the left and right sides of the upper and lower crossbars. A middle guardrail is sleeved on the fixed axis. The middle guardrail includes an end rotating rod and a side guardrail. The middle part of the end rotating rod is sleeved with the fixed axis and can rotate along the fixed axis. The side guardrail is hinged between the left and right end rotating rods. When the side guardrail is subjected to force, the end rotating rod rotates along the fixed axis, causing the side guardrail to move forward in the direction of force to relieve the force. An automatic return device is provided on the end rotating rod.

[0008] As described above, limiting devices are distributed on the fixed axis, and the end rotating rod is installed on the limiting devices.

[0009] The aforementioned limiting device includes positioning holes distributed on a fixed shaft, a locking pin in the positioning hole, a fixed limiting cap and a movable limiting cap at both ends of the locking pin, and screw holes in the locking pin and the movable limiting cap, wherein the movable limiting cap is connected to the locking pin by a screw.

[0010] The aforementioned automatic return device is a torsion spring provided between the limiting device and the end rotating rod.

[0011] As mentioned above, a folded guide rod is provided at the connecting end of the side railing.

[0012] As mentioned above, the upper and lower crossbars are provided with fixed shaft through holes on the left and right sides, a locking block is provided at the upper end of the fixed shaft, and a locking groove is provided at the upper end of the upper crossbar to engage with the locking block.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. This utility model, by installing side railings on both sides of the column, along with end rotating rods and fixed shafts, facilitates the movement of the side railings to dissipate force in the event of a collision, thus preventing damage from the impact. This structure replaces existing roller or column force-dissipating structures with a horizontal bar that moves forward, achieving whole-line installation and whole-line force dissipation of the railings. It replaces the point-contact force dissipation between the vehicle and rollers or columns in existing structures, reducing the number of rollers or columns while retaining force dissipation, simplifying the structure, and facilitating installation and conversion into a floor-mounted product. After force dissipation, an automatic return device returns the railing to its original position. This device is suitable for installation on two-way roads such as residential areas. In the event of a scrape or other collision, the automatic movement of the middle railing reduces the impact of a hard collision, thus minimizing collision damage.

[0015] 2. Limiting devices are distributed along the fixed shaft, and the end rotating rod is mounted on the limiting devices. Specifically, the limiting device includes positioning holes distributed along the fixed shaft, with a locking pin in each positioning hole. A fixed limiting cap and a movable limiting cap are respectively located at both ends of the locking pin. Screw holes are provided on both the locking pin and the movable limiting cap. The movable limiting cap is connected to the locking pin by screws. This structure, through the positioning holes, locking pin, and movable limiting cap, facilitates the overall installation and disassembly of the limiting device. The limiting device can provide segmented support for the intermediate railing.

[0016] 3. The automatic return device is a torsion spring located between the limiting device and the end rotating rod. This torsion spring rotates the end rotating rod back to its original position, causing the side rail to return to its original position. Simultaneously, a folded guide rod is provided at the connecting end of the side rail. This guide rod helps to minimize the risk of a head-on collision between the vehicle and the end of the side rail, further reducing collision damage. Other advantages, objectives, and features of this utility model will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of this utility model. The objectives and other advantages of this utility model can be realized and obtained through the following description. Attached Figure Description

[0017] To make the objectives, technical solutions, and advantages of this utility model clearer, the following will describe this utility model in further detail with reference to the accompanying drawings, wherein:

[0018] Figure 1 This is a schematic diagram of the three-dimensional connection structure of this utility model.

[0019] Figure 2 This is a front view structural diagram of the present invention.

[0020] Figure 3 for Figure 2 A magnified view of part A in the diagram.

[0021] Figure 4 This is a schematic diagram of the disassembled structure of this utility model.

[0022] Figure 5 This is a top view of the present invention.

[0023] Figure 6 This is a schematic diagram of the fixed-axis connection structure of this utility model.

[0024] Figure 7 for Figure 6 A magnified view of part B in the diagram.

[0025] Figure 8 This is a schematic diagram of the three-dimensional connection structure of the end rotating rod of this utility model, which is installed at an angle.

[0026] The components include: column 1; base 2; upper horizontal bar 3; lower horizontal bar 4; fixed axis 5; middle railing 6; end rotating rod 6-1; side railing 6-2; locking pin 7; fixed limit cap 8; movable limit cap 9; torsion spring 10; guide rod 11; fixed axis through hole 12; locking block 13; and locking groove 14. Detailed Implementation

[0027] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be understood that the preferred embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0028] like Figures 1-8 As shown, this utility model discloses a guardrail that helps reduce collision damage. It includes two upright posts 1 (left and right), a base 2 on the lower side of each post 1, an upper horizontal bar 3 and a lower horizontal bar 4 between the upper and lower sides of each post 1, and a stress-relieving assembly between the upper and lower horizontal bars 3 and 4. The stress-relieving assembly includes fixed shafts 5 on both sides of the upper and lower horizontal bars 3 and 4. Intermediate guardrails 6 are sleeved on the fixed shafts 5. The intermediate guardrails 6 include end rotating rods 6-1 and side guardrails 6-2. The middle part of the end rotating rods 6-1 is sleeved with the fixed shafts 5 and can rotate along the fixed shafts 5. The side guardrails 6-2 are hinged between the end rotating rods 6-1 on the left and right sides. When the side guardrails 6-2 are subjected to force, the end rotating rods 6-1 rotate along the fixed shafts 5. The rotating fixed shaft 5 drives the side rails 6-2 to move forward along the direction of force to relieve stress. An automatic return device is installed on the end rotating rod 6-1. This structure, by installing side rails 6-2 on both sides of the column 1, in conjunction with the end rotating rod 6-1 and the fixed shaft 5, facilitates the movement of the side rails 6-2 to relieve stress in the event of a collision, thus preventing damage from the impact. This structure replaces the existing roller or column stress-relieving structure with a horizontal bar that moves forward, achieving full-line installation and stress relief of the rails. It replaces the existing structure where the vehicle makes point contact with rollers or columns for stress relief, reducing the number of rollers or columns while retaining stress relief, simplifying the structure, and facilitating installation and conversion into a floor-mounted product. After stress relief, the automatic return device returns the rails to their original position. This device is suitable for installation on two-way roads such as residential areas. In the event of a scrape or other collision, the automatic movement of the middle rail 6 reduces the impact of a hard collision, thus minimizing collision damage.

[0029] Furthermore, limiting devices are distributed on the fixed shaft 5, and the end rotating rod 6-1 is installed on the limiting devices. Specifically, the limiting device includes positioning holes distributed on the fixed shaft 5, with a locking pin 7 in the positioning hole. A fixed limiting cap 8 and a movable limiting cap 9 are respectively provided at both ends of the locking pin 7. Screw holes are provided on the locking pin 7 and the movable limiting cap 9. The movable limiting cap 9 is connected to the locking pin 7 by screws. This structure facilitates the overall installation and disassembly of the limiting device through the positioning holes, locking pin 7, and movable limiting cap 9. The limiting device can support the intermediate railing 6 in sections.

[0030] Furthermore, the automatic return device is a torsion spring 10 provided between the limiting device and the end rotating rod 6-1. In this way, the torsion spring 10 can rotate the end rotating rod 6-1 back to its original position, thereby driving the side rail 6-2 back to its original position. At the same time, a folded guide rod 11 is provided at the connecting end of the side rail 6-2. This guide rod 11 helps to avoid the vehicle from colliding head-on with the end of the side rail 6-2, which helps to further reduce collision damage.

[0031] Furthermore, the upper crossbar 3 and lower crossbar 4 are provided with fixed shaft through holes 12 on their left and right sides, and a locking block 13 is provided at the upper end of the fixed shaft 5. The upper end of the upper crossbar 3 is provided with a locking groove 14 that engages with the locking block 13. In this way, the fixed shaft 5 is installed by inserting it into the fixed shaft through hole 12. At the same time, the fixed shaft 5 is lowered from top to bottom by the cooperation of the locking block 13 and the locking groove, thus completing the installation. The operation is simple.

[0032] In use, first, install the upright 1, upper crossbar 3, and lower crossbar 4 as a whole frame. Then, lower the fixed shaft 5 through the fixed shaft through hole 12. Simultaneously, place the end rotating rod 6-1 of the middle railing 6 (with side railings 6-2) onto the fixed shaft 5, and simultaneously attach the torsion spring 10. After the fixed shaft 5 is properly lowered, install the locking pin 7 on the positioning hole of the fixed shaft 5 to support the end rotating rod 6-1. This installation structure, due to the presence of the middle railing 6 and the limiting device, helps prevent the fixed shaft from being pulled upwards. When installing the end rotating rod 6-1, the angle of installation can be adjusted by adjusting the locking position of the torsion spring 10 according to the vehicle's driving direction. Figure 8 As shown, this is beneficial for unloading the vehicle forward along the driving direction. The installation of the torsion spring 10 can be achieved by setting multiple insertion points at the ends of the torsion spring 10 on the pin 7. The insertion position of the torsion spring 10 can be adjusted by using different insertion points.

[0033] The above description is merely a preferred embodiment of the present utility model and is not intended to restrict the present utility model in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments without departing from the technical solution of the present utility model and based on the technical essence of the present utility model shall still fall within the scope of the technical solution of the present utility model.

Claims

1. A guardrail that helps reduce collision damage, comprising two posts (1) on the left and right, a base (2) on the underside of the posts (1), and an upper crossbar (3) and a lower crossbar (4) between the upper and lower sides of the posts (1), characterized in that: A force-relieving assembly is provided between the upper crossbar (3) and the lower crossbar (4). The force-relieving assembly includes a fixed shaft (5) provided between the left and right sides of the upper crossbar (3) and the lower crossbar (4). A middle railing (6) is sleeved on the fixed shaft (5). The middle railing (6) includes an end rotating rod (6-1) and a side railing (6-2). The middle part of the end rotating rod (6-1) is sleeved with the fixed shaft (5) and can rotate along the fixed shaft (5). The side railing (6-2) is hinged between the end rotating rods (6-1) on the left and right sides. After the side railing (6-2) is subjected to force, the end rotating rod (6-1) rotates along the fixed shaft (5) to drive the side railing (6-2) to move forward along the direction of force to relieve the force. An automatic return device is provided on the end rotating rod (6-1).

2. The guardrail according to claim 1, which is beneficial for reducing collision damage, is characterized in that, Limiting devices are provided on the fixed shaft (5), and the end rotating rod (6-1) is installed on the limiting devices.

3. The guardrail according to claim 2, which is beneficial for reducing collision damage, is characterized in that, The limiting device includes positioning holes distributed on a fixed shaft (5), a locking pin (7) is provided on the positioning hole, a fixed limiting cap (8) and a movable limiting cap (9) are provided at both ends of the locking pin (7), and screw holes are provided on the locking pin (7) and the movable limiting cap (9), and the movable limiting cap (9) is connected to the locking pin (7) by a screw.

4. The guardrail according to claim 1, which is beneficial for reducing collision damage, is characterized in that, The automatic return device is a torsion spring (10) provided between the limiting device and the end rotating rod (6-1).

5. The guardrail according to claim 1, which is beneficial for reducing collision damage, is characterized in that, A folded guide rod (11) is provided at the connecting end of the side railing (6-2).

6. The guardrail according to any one of claims 1-5, which is beneficial for reducing collision damage, is characterized in that, The upper crossbar (3) and lower crossbar (4) are provided with fixed shaft through holes (12) on the left and right sides, and a locking block (13) is provided at the upper end of the fixed shaft (5). A slot (14) is provided at the upper end of the upper crossbar (3) to engage with the locking block (13).

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