Anti-cutting device for ends of wave-shaped guardrail board of highway
By designing a combination of posts, corrugated guardrail panels, movable ends, and energy-absorbing components at the ends of the corrugated guardrail, the problem of shearing fracture at the ends of the corrugated guardrail during vehicle collisions was solved, achieving safety and deceleration effects and reducing the risk of occupant injury.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 傅朝权
- Filing Date
- 2025-06-04
- Publication Date
- 2026-05-12
AI Technical Summary
The existing corrugated guardrail ends lack energy-absorbing elements during vehicle collisions, resulting in the inability to effectively disperse impact energy. This can easily cause the ends to shear off directly and penetrate into the vehicle compartment, causing injury to occupants.
A cut prevention device was designed, comprising posts, corrugated guardrail panels, movable ends, and energy-absorbing components. The device absorbs vehicle kinetic energy and reduces collision speed through waist-shaped groove guidance and limit, and the collision buffer pad and conical transition plate increase frictional resistance, reducing the possibility of end shearing fracture.
It effectively reduces the possibility of the end tip penetrating the passenger compartment during a vehicle collision, reduces occupant injury, improves safety, and forces the vehicle to decelerate through energy-absorbing components and frictional resistance.
Smart Images
Figure CN224227697U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of road guardrail technology, specifically to a device for preventing cuts on the ends of highway corrugated guardrail panels. Background Technology
[0002] Corrugated steel guardrails are a type of movable steel guardrail made of corrugated steel plates used at openings in the median strip of highways. The guardrail consists of two corrugated steel guardrail plates and two posts fixedly clamped between them. The two posts are fixedly clamped between the two corrugated steel guardrail plates. During normal highway operation, they serve as isolation and protection, while also echoing the guardrail strips on the outer edge of the highway, creating a neat, uniform, and aesthetically pleasing appearance.
[0003] The ends of corrugated guardrails are sharp steel plates that are directly exposed to the outside. When a vehicle collides with the guardrail at a small angle or head-on, the steel plates at the ends may penetrate into the passenger compartment like a knife blade, causing puncture injuries to the occupants. In order to reduce the occurrence of the above problems, the ends of corrugated guardrails are often formed by bending the guardrails and fixed to the support columns with several bolts.
[0004] Because this type of end is rigidly connected to the support column only through the crash barrier, it lacks energy-absorbing elements during a collision. The impact energy cannot be effectively dispersed through material deformation, which can easily lead to the end breaking off directly and penetrating the carriage. Utility Model Content
[0005] To overcome the shortcomings of existing technologies, this utility model proposes a highway corrugated guardrail end anti-cut device, comprising several evenly arranged posts, which are arranged in two parallel rows. Corrugated guardrail panels are arranged on the sides of each row of posts. The corrugated guardrail panels are fixedly connected to the posts through bracket assemblies. Two corrugated guardrail panels are fitted with movable ends. The inner cavity of the movable end is provided with a movable groove for the corrugated guardrail to slide. Two oppositely arranged waist-shaped grooves also pass through the movable end. The posts located at the ends pass through the waist-shaped grooves and are slidably connected to the movable end. The movable end is connected to the posts through an energy-absorbing assembly.
[0006] To achieve the above objectives, when a vehicle impacts the movable end head at a small angle or head-on, it pushes the movable end head to move. Through the cooperation of the waist-shaped groove and the column, the movement of the movable end head is guided and limited. At the same time, during the movement of the movable end head, the energy-absorbing component plays a buffering role. The energy-absorbing component deforms and absorbs the kinetic energy of the out-of-control vehicle when it impacts, reducing the deceleration of the colliding vehicle and reducing the possibility that the movable end head will directly shear off and break and penetrate the car body to destroy the vehicle body.
[0007] Furthermore, the bracket assembly includes two brackets disposed between two columns, the two brackets being arranged opposite to each other, a connecting collar being nested outside the column and fixedly connected to the column, the outer circumference of the connecting collar being integrally formed with four evenly arranged connecting plates, two of the outer connecting plates being fixedly connected to adjacent corrugated guardrail plates, and two of the inner connecting plates being fixedly connected to the brackets.
[0008] Furthermore, the energy-absorbing assembly includes first ear seats fixed on the upper and lower sides of the bracket, and a rear anti-collision bar is hinged to each of the four first ear seats. Two second ear seats located next to the first ear seats are fixed to the inner side of each corrugated guardrail plate. Each second ear seat is at the same height as the adjacent first ear seat. The end of the rear anti-collision bar away from the first ear seat is hinged to the second ear seat. A first anti-collision bar is also hinged to each second ear seat. Two third ear seats are fixed to the top and bottom of the movable slide. The end of the first anti-collision bar away from the second ear seat extends into the third ear seat and is hinged to the third ear seat.
[0009] Furthermore, the two ends of the corrugated guardrail and the two ends of the bracket are fixedly connected by a crash buffer pad, which extends out of the ends of the corrugated guardrail and the two ends of the bracket, and the crash buffer pad is slidably connected to the movable slide groove.
[0010] Furthermore, the two brackets are connected by a number of mounting components.
[0011] Furthermore, the installation assembly includes a hexagonal energy-absorbing box fixed between two brackets, with a circular energy-absorbing box located in the middle of the hexagonal energy-absorbing box, and the hexagonal energy-absorbing box and the circular energy-absorbing box being fixedly connected by several connecting rods.
[0012] Furthermore, the outer wall of the movable end is integrally provided with a conical transition plate. The top of the conical transition plate is fixed to the top of the movable end and smoothly transitions. The outer wall of the conical transition plate is provided with a groove. Several buffer strips are integrally arranged along the slope of the conical transition plate in the groove. The groove is filled with sand and gravel located between the buffer strips.
[0013] Furthermore, the bottom end of the conical transition plate is lower than the bottom end of the column, and the bottom end of the conical transition plate is inserted into the ground.
[0014] In summary, the anti-cut device at the end of the highway corrugated guardrail has the following beneficial effects:
[0015] (1) The anti-cut device at the end of the highway corrugated guardrail panel pushes the movable end to move when the vehicle hits the movable end at a small angle or head-on. Through the cooperation of the waist-shaped groove and the column, the movement of the movable end is guided and limited. At the same time, during the movement of the movable end, the energy-absorbing component plays a buffering role. The energy-absorbing component deforms and absorbs the kinetic energy of the out-of-control vehicle when it hits, reducing the deceleration of the colliding vehicle and reducing the possibility of the movable end directly shearing and breaking and piercing the car body.
[0016] (2) The anti-cut device at the end of the corrugated guardrail of the highway has a collision buffer pad that connects the ends of two corrugated guardrails and the ends of two brackets. In the initial state, the collision buffer pad does not contact the wall of the movable chute and there is a distance between them. When there is an impact, the movable end slides and the collision buffer pad moves in the movable chute. The collision buffer pad contacts the wall of the movable chute but does not contact the end of the corrugated guardrail, which further reduces the possibility that the movable end will directly shear and break and penetrate the car body to cut the vehicle body.
[0017] (3) When an out-of-control vehicle hits the movable end of the corrugated guardrail at a small angle or head-on, the vehicle will be resisted due to the certain slope of the conical transition plate. At the same time, the sand and gravel on the lane increases the rolling friction resistance, further forcing the vehicle to slow down and stop. Attached Figure Description
[0018] The present invention will be further described and explained below with reference to the accompanying drawings.
[0019] Figure 1 This is a schematic diagram of the overall structure of the preferred embodiment of this utility model;
[0020] Figure 2 This is a schematic diagram illustrating the structure of the conical transition plate of this utility model;
[0021] Figure 3 This is a top view schematic diagram of the conical transition plate structure of this utility model;
[0022] Figure 4 This is the utility model Figure 1 Enlarged structural diagram at point A in the middle;
[0023] Figure 5 This is the utility model Figure 3 Enlarged structural diagram at point B;
[0024] Figure 6 This is a schematic diagram illustrating the structure of the rear bumper bar of this utility model.
[0025] Reference numerals: 1. Post; 2. Corrugated guardrail panel; 3. Bracket assembly; 301. Bracket; 302. Connecting collar; 303. Connecting plate; 4. Movable end; 5. Movable slide; 6. Waist-shaped groove; 7. Energy-absorbing assembly; 701. First lug; 702. Rear bumper; 703. Second lug; 704. First bumper; 705. Third lug; 8. Bumper buffer pad; 9. Installation assembly; 901. Hexagonal energy-absorbing box; 902. Circular energy-absorbing box; 903. Connecting rod; 10. Conical transition plate. Detailed Implementation
[0026] The technical solution of this utility model will be more clearly and completely explained below with reference to the accompanying drawings and through the description of the preferred embodiments of this utility model.
[0027] like Figure 1-6 As shown, the highway corrugated guardrail end anti-cut device of the preferred embodiment of this utility model includes a number of evenly arranged posts 1 (the spacing between posts 1 is generally 1m or 2m). The bottom of the posts 1 is fixedly connected to the ground embedded parts. This is the prior art, so it will not be described in detail here. The posts 1 are arranged in two parallel rows. Corrugated guardrail panels 2 are arranged on the side of each row of posts 1. The corrugated guardrail panels 2 and the posts 1 are fixedly connected by bracket assembly 3.
[0028] like Figure 1 and Figure 3 and Figure 5 The bracket assembly 3 includes two brackets 301 disposed between two columns 1. The two brackets 301 are arranged opposite to each other. A connecting collar 302 is nested outside the column 1 and fixedly connected to the column 1. The outer circumference of the connecting collar 302 is integrally formed with four evenly arranged connecting plates 303. The two outer connecting plates 303 are fixedly connected to the adjacent corrugated guardrail 2, and the two inner connecting plates 303 are fixedly connected to the brackets 301. Through the cooperation of the connecting collar 302 and the connecting plates 303, the brackets 301, the corrugated guardrail 2 and the column 1 are integrated into a single structure, which improves the stability of the device connection.
[0029] like Figure 1 and Figure 3 and Figure 5 and Figure 6To improve the stability of the connection between the two brackets 301, the two brackets 301 are connected by several mounting components 9. The mounting components 9 include a hexagonal energy-absorbing box 901 fixed between the two brackets 301, and a circular energy-absorbing box 902 is provided in the middle of the hexagonal energy-absorbing box 901. The hexagonal energy-absorbing box 901 and the circular energy-absorbing box 902 are fixedly connected by several evenly arranged connecting rods 903. The hexagonal energy-absorbing box 901, the circular energy-absorbing box 902 and the several connecting rods 903 are combined into an integrated structure. The several hexagonal energy-absorbing boxes 901 are evenly arranged and fixedly connected to the wall of the bracket 301. Whether the corrugated guardrail 2 is squeezed or the movable end 4 is impacted, it can achieve a buffering energy absorption effect through collapse energy absorption, reducing the possibility that the bracket 301 and the corrugated guardrail 2 will detach from the post 1 and penetrate into the vehicle body.
[0030] like Figure 1 and Figure 3 The two corrugated guardrail plates 2 and the two brackets 301 are fixedly connected by the anti-collision buffer pad 8. The anti-collision buffer pad 8 extends beyond the corrugated guardrail plates 2 and the two brackets 301. The outer shell of the anti-collision buffer pad 8 is made of lightweight aluminum alloy plate. The corners of the outer shell are wrapped with an arc shape to avoid secondary damage to vehicles and people caused by the sharp edges or corners breaking at the moment of collision. The middle filling layer is made of aluminum alloy thin film honeycomb material or aluminum arc tube structure, which absorbs collision energy through controllable deformation.
[0031] like Figure 1 and Figure 2 and Figure 3 and Figure 5 Two corrugated guardrail panels 2 are fitted with movable ends 4. The movable ends 4 are fitted over the ends of the two corrugated guardrail panels 2, the ends of the two brackets 301, and the anti-collision buffer pads 8. The inner cavity of the movable ends 4 is provided with movable grooves 5 for the corrugated guardrail to slide. The ends of the two corrugated guardrail panels 2, the ends of the two brackets 301, and the anti-collision buffer pads 8 are slidably connected to the movable ends 4 through the movable grooves 5. Two waist-shaped grooves 6 are also passed through the movable ends 4 and are connected to the movable grooves 5. The post 1 located at the end passes through the movable ends 4 through the waist-shaped grooves 6 and is slidably connected to the movable ends 4. A rubber plate is fixed to the inner wall of the movable groove 5. Several rubber particles are integrally formed on the rubber plate to increase the friction between the corrugated guardrail panels 2 and the movable ends 4, thereby achieving a speed reduction effect. The movable ends 4 are connected to the post 1 through the energy absorption components 7.
[0032] like Figure 1 and Figure 2 and Figure 3When a vehicle impacts the movable end 4 at a small angle or head-on, it pushes the movable end 4 to move. Through the cooperation of the waist-shaped groove 6 and the column 1, the movement of the movable end 4 is guided and limited. The movement of the movable end 4 compresses the anti-collision buffer pad 8, which effectively disperses and absorbs the collision energy. At the same time, during the movement of the movable end 4, the energy-absorbing component 7 plays a buffering role. The energy-absorbing component 7 deforms and absorbs the kinetic energy of the out-of-control vehicle when it hits, reducing the deceleration of the colliding vehicle and reducing the possibility that the movable end 4 will directly shear off and break and penetrate the car body.
[0033] like Figure 1 and Figure 3 and Figure 5 and Figure 6 The energy-absorbing component 7 includes first ear seats 701 fixed on the upper and lower sides of each bracket 301. Each first ear seat 701 is hinged to a rear anti-collision bar 702. Every two adjacent rear anti-collision bars 702 are arranged symmetrically. Each corrugated guardrail 2 has two second ear seats 703 fixed on the inner side of each first ear seat 701. Each second ear seat 703 is at the same height as the adjacent first ear seat 701. The end of the rear anti-collision bar 702 away from the first ear seat 701 is hinged to the second ear seat 703. Each second ear seat 703 is also hinged to a first anti-collision bar 704. The top and bottom of the movable slide 5 are fixed with two third ear seats 705. Each third ear seat 705 is at the same height as the adjacent second ear seat 703. The end of the first anti-collision bar 704 away from the second ear seat 703 extends into the third ear seat 705 and is hinged to the third ear seat 705.
[0034] like Figure 1 and Figure 3 and Figure 5 and Figure 6 Both the front anti-collision bar 704 and the rear anti-collision bar 702 are made of ultra-high strength steel, which has good elasticity and impact resistance, ensuring rigid support and efficient transmission of collision force. The front anti-collision bar 704 and the rear anti-collision bar 702 are filled with foam aluminum material. Through the porous structure, they undergo plastic deformation at the moment of collision, quickly absorbing impact energy and reducing the reaction force of rigid materials on the corrugated guardrail 2.
[0035] like Figure 1 and Figure 3 and Figure 5 and Figure 6 During the movement of the movable end 4 under impact, the first anti-collision bar 704 deforms first, absorbing and buffering the energy generated during the collision. At this time, the deceleration of the out-of-control car is reduced by the action of the first anti-collision bar 704. Then the rear anti-collision bar 702 deforms again, further absorbing and buffering the energy generated during the collision, thereby reducing the deceleration of the out-of-control car once again.
[0036] like Figure 1 and Figure 2 and Figure 3 To further reduce the speed of out-of-control vehicles, a conical transition plate 10 is integrated into the outer wall of the movable end 4. The conical transition plate 10 has a slope of 25-30 degrees and an arc-shaped outer surface. The top of the conical transition plate 10 is fixed to the top of the movable end 4 and transitions smoothly. A groove is provided on the outer wall of the conical transition plate 10. Several buffer strips are integrated into the groove and arranged along the slope of the conical transition plate 10. The groove is filled with sand and gravel located between the buffer strips. When the out-of-control vehicle hits the movable end 4 at a small angle or head-on, the vehicle will be resisted due to the slope of the conical transition plate 10 of 25-30 degrees, and will not fly up and fall. At the same time, the sand and gravel on the lane increases the rolling friction resistance, further forcing the vehicle to slow down and stop.
[0037] like Figure 1 and Figure 2 and Figure 3 The bottom of the conical transition plate 10 is lower than the bottom of the column 1. The bottom of the conical transition plate 10 is inserted into the ground. Soil and large stones are piled up on both sides of the conical transition plate 10, which supports and fixes the movable end 4 and the conical transition plate 10, while increasing the sliding resistance of the movable end 4 and further improving the deceleration effect of the device.
[0038] The above-described specific embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Various modifications, substitutions, and improvements made by those skilled in the art to the technical solutions of the present invention based on the provided description and drawings, without departing from the design concept and spirit of the present invention, should all fall within the scope of protection of the present invention. The scope of protection of the present invention is determined by the claims.
Claims
1. A cut-resistant device for the end of a highway corrugated guardrail panel, characterized in that, A number of evenly arranged columns (1) are arranged in two parallel columns. Each column of columns (1) is provided with a corrugated guardrail (2) on its side. The corrugated guardrail (2) is fixedly connected to the column (1) by a bracket assembly (3). The two corrugated guardrails (2) are covered with movable ends (4). The movable ends (4) have a movable groove (5) for sliding of the corrugated guardrail inside. The movable ends (4) also have two oppositely arranged waist-shaped grooves (6). The column (1) at the end passes through the waist-shaped groove (6) and is slidably connected to the movable ends (4). The movable ends (4) are connected to the column (1) by an energy-absorbing assembly (7).
2. The anti-cutting device for the end of a highway corrugated guardrail panel according to claim 1, characterized in that, The bracket assembly (3) includes two brackets (301) disposed between two columns (1). The two brackets (301) are arranged opposite to each other. A connecting collar (302) is nested outside the column (1) and fixedly connected to the column (1). The outer circumference of the connecting collar (302) is integrally provided with four evenly arranged connecting plates (303). The two connecting plates (303) located on the outer side are fixedly connected to the adjacent corrugated guardrail plate (2), and the two connecting plates (303) located on the inner side are fixedly connected to the brackets (301).
3. The anti-cutting device for the end of the corrugated guardrail panel according to claim 2, characterized in that, The energy-absorbing component (7) includes first ear seats (701) fixed on the upper and lower sides of the bracket (301). Each of the four first ear seats (701) is hinged to a rear anti-collision bar (702). Each of the corrugated guardrail plates (2) has two second ear seats (703) fixed on the inner side of each first ear seat (701). Each second ear seat (703) is at the same height as the adjacent first ear seat (701). The end of the rear anti-collision bar (702) away from the first ear seat (701) is hinged to the second ear seat (703). Each of the second ear seats (703) is also hinged to a first anti-collision bar (704). The top and bottom of the movable slide (5) are fixed with two third ear seats (705). The end of the first anti-collision bar (704) away from the second ear seat (703) extends into the third ear seat (705) and is hinged to the third ear seat (705).
4. The anti-cutting device for the end of a highway corrugated guardrail panel according to claim 1, characterized in that, The ends of the two corrugated guardrails (2) and the ends of the two brackets (301) are fixedly connected by a crash buffer pad (8). The crash buffer pad (8) extends out of the ends of the corrugated guardrails (2) and the ends of the two brackets (301). The crash buffer pad (8) is slidably connected to the movable slide (5).
5. The anti-cutting device for the end of a highway corrugated guardrail panel according to claim 2, characterized in that, The two brackets (301) are connected by a number of mounting components (9).
6. The anti-cutting device for the end of a highway corrugated guardrail panel according to claim 5, characterized in that, The installation assembly (9) includes a hexagonal energy-absorbing box (901) fixed between two brackets (301), and a circular energy-absorbing box (902) is provided in the middle of the hexagonal energy-absorbing box (901). The hexagonal energy-absorbing box (901) and the circular energy-absorbing box (902) are fixedly connected by several connecting rods (903).
7. The anti-cutting device for the end of a highway corrugated guardrail panel according to claim 1, characterized in that, The outer wall of the movable end (4) is integrally provided with a conical transition plate (10). The top of the conical transition plate (10) is fixed to the top of the movable end (4) and smoothly transitions. The outer wall of the conical transition plate (10) is provided with a groove. Several buffer strips are integrally arranged along the slope of the conical transition plate (10) in the groove. The groove is filled with sand and gravel located between the buffer strips.
8. The anti-cut device for the end of a highway corrugated guardrail panel according to claim 7, characterized in that, The bottom of the conical transition plate (10) is lower than the bottom of the column (1), and the bottom of the conical transition plate (10) is inserted into the ground.