Concrete guardrail anti-collision pad at road diversion end

Abstract

The utility model relates to the technical field of traffic safety, in particular to a road diversion end concrete guardrail crash pad which comprises a crash guardrail, an anti-collision buffering component and a connecting steel plate. The anti-collision buffering component is arranged at the end of the anti-collision guardrail and fixedly connected with the anti-collision guardrail through the connecting steel plate to form an integrated structure. The anti-collision buffering component comprises a plurality of buffering barrels, and the multiple buffering barrels are arranged at the end of the anti-collision guardrail according to a preset rule; when the integrated structure is impacted, the buffer barrel and the connecting steel plate absorb collision energy through plastic deformation synergistically. The anti-collision buffering component has the advantages that the anti-collision buffering component and the anti-collision guardrail are connected into an integrated structure through the connecting steel plate, and when a vehicle collides, the buffering barrels of the anti-collision buffering component can disperse collision force mutually, so that the safety of a driver and passengers of the vehicle is protected to the maximum extent.

Description

Technical Field

[0001] This utility model relates to the field of traffic safety technology, and in particular to a concrete guardrail anti-collision pad at the road diversion end. Background Technology

[0002] Currently, road divider crash barriers are generally made of reinforced concrete. Due to material properties and geometric limitations, these rigid crash barriers lack both energy absorption and guiding performance. When a vehicle collides with them, they are prone to straddling the vehicle, causing severe damage and potentially leading to serious traffic accidents. Especially at the moment of impact, the concrete barrier cannot effectively absorb the impact energy, resulting in a huge impact force directly affecting the occupants, potentially causing serious personal injury or even death. Utility Model Content

[0003] In view of this, the present invention aims to provide a concrete guardrail anti-collision pad at the road diversion end, which is formed by arranging multiple buffer barrels according to a preset rule at the end of the anti-collision guardrail and fixing them to the anti-collision guardrail with connecting steel plates to form an integrated structure; so that when it is impacted, the buffer barrels and connecting steel plates will work together to absorb the collision energy through plastic deformation.

[0004] To achieve the above objectives, the technical solution created by this utility model is as follows: a concrete guardrail anti-collision pad at a road diversion end includes: an anti-collision guardrail, an anti-collision buffer component, and a connecting steel plate; the anti-collision buffer component is disposed at the end of the anti-collision guardrail and is fixedly connected to the anti-collision guardrail through the connecting steel plate to form an integrated structure; the anti-collision buffer component includes multiple buffer barrels, which are arranged at the end of the anti-collision guardrail according to a preset rule; when a vehicle collides with the concrete guardrail anti-collision pad at the road diversion end, the multiple buffer barrels and the connecting steel plate absorb the collision energy in a coordinated manner through plastic deformation.

[0005] Furthermore, the crash barrier includes a connecting part and two spaced-apart guardrail parts; the connecting part connects the ends of the two guardrail parts on the same side to form a closed structure; the corners of the connecting part and the guardrail parts are reinforced with haunches to enhance the structural strength and stability of the crash barrier.

[0006] Furthermore, both the connecting parts and the guardrail are made of reinforced concrete.

[0007] Furthermore, multiple buffer barrels are arranged in a triangular pattern outward from the ends of the crash barrier; the diameter of the buffer barrels increases progressively in the direction away from the crash barrier.

[0008] Furthermore, multiple buffer barrels are arranged in three rows outward from the end of the crash barrier, namely the first row, the second row, and the third row; the first row has three buffer barrels, the second row has two buffer barrels, and the third row has one buffer barrel.

[0009] Furthermore, adjacent buffer barrels are arranged tangentially, with each buffer barrel connected to the other at the tangent point.

[0010] Furthermore, the diameter of the middle buffer bucket in the first row is larger than the diameter of the buffer buckets on either side of it, but smaller than the diameter of the buffer buckets in the second row.

[0011] Furthermore, each buffer tank includes a steel drum, a lid, and multiple used tires; the used tires are placed inside the steel drum, and the lid covers the top of the steel drum to seal the used tires inside the steel drum.

[0012] Furthermore, the connecting steel plate includes a first steel plate and a second steel plate arranged symmetrically. The first steel plate and the second steel plate extend longitudinally along both sides of the buffer barrel arrangement and are connected to the buffer barrels and crash barriers on both sides.

[0013] Furthermore, the width of both the first and second steel plates is equal to the height of the buffer tank; reflective film facade markings are affixed to the outer surfaces of both the first and second steel plates.

[0014] Compared with the prior art, the present invention can achieve the following beneficial effects:

[0015] 1) The crash buffer component and the crash barrier are connected as a single unit by connecting steel plates. When a vehicle collides, the multiple buffer barrels of the crash buffer component disperse the impact force, and the buffer barrels deform. The rapid deformation of the buffer barrels absorbs energy and dissipates force, thereby maximizing the safety of the vehicle's occupants. In addition, when the buffer barrels are damaged, they can be replaced in a timely manner, which greatly reduces replacement costs.

[0016] 2) Multiple buffer barrels are arranged in a triangular pattern outwards from the ends of the guardrail. This triangular arrangement guides vehicles more smoothly away from the point of impact, effectively prolonging the impact time and reducing the risk of vehicles straddling the guardrail. Compared to a spaced arrangement, a tangential arrangement allows for more buffer barrels to be placed in a limited space, increasing the protective density.

[0017] 3) Adjacent buffer tanks are arranged tangentially, with their outer surfaces connected at the tangent points by bolts. This effectively improves the load-bearing performance of the buffer tanks. It allows adjacent buffer tanks to share the force during a collision, avoiding single-point concentration and improving the overall energy absorption effect. The bolted connections at the tangent points prevent the buffer tanks from shifting or scattering after impact, maintaining the integrity of the overall structure.

[0018] 4) Used tires are placed inside the steel drum, forming a buffer and energy-absorbing layer. The rubber material of used tires has elastic deformation ability and can absorb 70-80% of the impact energy during a collision. Using used tires also plays a role in energy conservation and environmental protection, and reduces manufacturing costs. Attached Figure Description

[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of this invention. The illustrative embodiments and descriptions of this invention are used to explain this invention and do not constitute an undue limitation of this invention. In the drawings:

[0020] Figure 1 This is a schematic diagram of the structure of a concrete guardrail anti-collision pad at the road diversion end according to an embodiment of the present utility model;

[0021] Figure 2 This is a structural schematic diagram of the concrete guardrail anti-collision pad at the road diversion end provided according to an embodiment of the present utility model;

[0022] Figure 3 This is a schematic diagram of the structure of the buffer tank provided according to an embodiment of the present utility model.

[0023] The reference numerals in the attached drawings include: 1. crash barrier; 11. connecting part; 12. guardrail part; 13. armhole treatment; 2. crash buffer component; 21. steel barrel; 22. barrel lid; 23. tire; 3. connecting steel plate; 31. first steel plate; 32. second steel plate; 33. reflective film facade marking. Detailed Implementation

[0024] To make the purpose, technical solution, and advantages of this utility model clearer, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this utility model and do not constitute a limitation thereof.

[0025] It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0026] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model 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 utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0027] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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 utility model based on the specific circumstances.

[0028] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0029] like Figures 1 to 3 As shown in the figure, this utility model provides a concrete guardrail anti-collision pad for a road diversion end, comprising: a guardrail 1, an anti-collision buffer component 2, and a connecting steel plate 3. The anti-collision buffer component 2 is disposed at the end of the guardrail 1 and is fixedly connected to the guardrail 1 by the connecting steel plate 3 to form an integral structure. When a vehicle collides with the concrete guardrail anti-collision pad at the road diversion end, the anti-collision buffer component 2 and the connecting steel plate 3 absorb the collision energy through plastic deformation.

[0030] The crash barrier 1 includes a connecting portion 11 and two spaced-apart guardrail portions 12. The connecting portion 11 connects the ends of the two guardrail portions 12 on the same side to form a closed structure. A haunch treatment 13 is applied at the junction of the connecting portion 11 and the guardrail portions 12 to enhance the structural strength and stability of the crash barrier 1.

[0031] In this embodiment, both the connecting part 11 and the guardrail part 12 are made of reinforced concrete.

[0032] The anti-collision buffer component 2 includes multiple buffer barrels, which are arranged at the ends of the anti-collision guardrail 1 according to a preset rule.

[0033] In some embodiments, the preset rules are arranged as follows:

[0034] Multiple buffer barrels are arranged in a triangular pattern outwards from the end of the guardrail 1. The diameter of the buffer barrels increases progressively away from the guardrail 1, with the outermost buffer barrel being the largest and the innermost buffer barrel being the smallest. This triangular arrangement guides the vehicle away from the point of impact more smoothly, effectively prolonging the impact force's duration and reducing the risk of the vehicle straddling the guardrail. Compared to a spaced arrangement, a tangential arrangement allows for more buffer barrels to be placed within a limited space, increasing the protective density.

[0035] In this embodiment, the triangular arrangement is as follows: multiple buffer barrels are arranged in three rows outward from the end of the crash barrier 1, namely the first row, the second row, and the third row. The first row has three buffer barrels, the second row has two buffer barrels, and the third row has one buffer barrel. The diameters of the buffer barrels in each row are gradient-distributed, that is, the diameter of the buffer barrels in the third row is larger than the diameter of the buffer barrels in the second row, and the diameter of the buffer barrels in the second row is larger than the diameter of the buffer barrels in the first row. Adjacent buffer barrels are arranged tangentially, and the outer surfaces of each buffer barrel are connected to each other at the tangent point by bolts. The three buffer barrels in the first row are all connected to the connecting part 11 by bolts.

[0036] Furthermore, to ensure the connection of adjacent buffer buckets at the tangent point, the diameter of the middle buffer bucket in the first row must be larger than the diameter of the buffer buckets on both sides, but smaller than the diameter of the buffer buckets in the second row.

[0037] This method of connecting adjacent buffer tanks at the tangent point effectively improves their stress-bearing performance. It allows adjacent buffer tanks to share the force during a collision, avoiding single-point concentration and improving overall energy absorption. The bolted connection at the tangent point prevents the buffer tanks from shifting or scattering after impact, maintaining the integrity of the overall structure.

[0038] In this embodiment, the diameter of the third row of buffer tanks is 160mm. The diameter of the second row of buffer tanks is 130mm. The diameter of the middle buffer tank in the first row is 110mm, and the diameter of the buffer tanks on both sides of it is 98mm.

[0039] Each buffer tank includes a steel drum 21, a lid 22, and multiple tires 23. The tires 23 are positioned inside the steel drum 21, filling it as completely as possible. The lid 22 covers the top of the steel drum 21, sealing the tires 23 inside and forming a buffer layer within the buffer tank. The rubber material of the tires 23 has elastic deformation capabilities, absorbing 70-80% of the impact energy upon collision (based on GB / T 31446 test data). The lid 22 prevents debris and waste from entering the steel drum 21 and also enhances the overall aesthetic appearance of the buffer tank.

[0040] In this embodiment, four tires 23 are stacked inside the steel drum 21. The tires 23 are recycled tires, which helps to save energy and protect the environment, and reduces manufacturing costs.

[0041] The connecting steel plate 3 includes a first steel plate 31 and a second steel plate 32 arranged symmetrically. The first steel plate 31 and the second steel plate 32 extend longitudinally along both sides of the buffer barrel arrangement, and are both connected to the buffer barrels and the anti-collision guardrails 1 on both sides of the anti-collision buffer component 2 by bolts.

[0042] The width of both the first steel plate 31 and the second steel plate 32 is equal to the height of the buffer tank. Reflective film facade markings 33 are affixed to the outer surfaces of both the first steel plate 31 and the second steel plate 32. These reflective film facade markings 33 are not only eye-catching and aesthetically pleasing, but also effectively remind drivers to pay attention to road conditions, thereby reducing the occurrence of vehicle collision accidents.

[0043] When a vehicle collides, multiple buffer tanks disperse the impact force. If the impact force is too great, the connecting steel plate 3 breaks, and the buffer tanks deform. The rapid deformation of the buffer tanks absorbs energy and dissipates force, thereby maximizing the safety of the vehicle's occupants. Furthermore, when a buffer tank is damaged, it can be replaced promptly, significantly reducing replacement costs.

[0044] The specific embodiments described above do not constitute a limitation on the scope of protection of this utility model. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A concrete guardrail anti-collision pad at a road diversion end, characterized in that, include: Crash barriers, crash buffer components, and connecting steel plates; The anti-collision buffer component is disposed at the end of the anti-collision guardrail and is fixedly connected to the anti-collision guardrail through the connecting steel plate to form an integrated structure; The anti-collision buffer component includes multiple buffer barrels, which are arranged at the ends of the anti-collision guardrail according to a preset rule; When a vehicle collides with the concrete guardrail anti-collision pad at the road diversion end, the multiple buffer barrels and connecting steel plates work together to absorb the collision energy through plastic deformation.

2. The concrete guardrail anti-collision pad at the road diversion end according to claim 1, characterized in that, The crash barrier includes a connecting part and two spaced-apart guardrail parts; the connecting part connects the ends of the two guardrail parts on the same side to form a closed structure; the corners of the connecting part and the guardrail parts are reinforced with a haunch to enhance the structural strength and stability of the crash barrier.

3. The concrete guardrail anti-collision pad at the road diversion end according to claim 2, characterized in that, Both the connecting part and the guardrail part are made of reinforced concrete.

4. The concrete guardrail anti-collision pad at the road diversion end according to claim 1, characterized in that, Multiple buffer barrels are arranged in a triangular pattern outward from the ends of the crash barrier; the diameter of the buffer barrels increases sequentially in the direction away from the crash barrier.

5. The concrete guardrail anti-collision pad at the road diversion end according to claim 4, characterized in that, Multiple buffer barrels are arranged in three rows outward from the end of the crash barrier, namely the first row, the second row and the third row; wherein, the first row has three buffer barrels, the second row has two buffer barrels and the third row has one buffer barrel.

6. The concrete guardrail anti-collision pad at the road diversion end according to claim 5, characterized in that, The adjacent buffer barrels are arranged tangentially, and each buffer barrel is connected to the other at the tangent point.

7. The concrete guardrail anti-collision pad at the road diversion end according to claim 6, characterized in that, The diameter of the middle buffer bucket in the first row is larger than the diameter of the buffer buckets on either side of it, but smaller than the diameter of the buffer buckets in the second row.

8. The concrete guardrail anti-collision pad at the road diversion end according to claim 1, characterized in that, Each of the buffer tanks includes a steel drum, a lid, and multiple tires; the tires are disposed inside the steel drum, and the lid covers the top of the steel drum to seal the tires inside the steel drum.

9. The concrete guardrail anti-collision pad at the road diversion end according to claim 1, characterized in that, The connecting steel plate includes a first steel plate and a second steel plate arranged symmetrically. The first steel plate and the second steel plate extend longitudinally along both sides of the buffer barrel arrangement and are connected to the buffer barrels and the anti-collision guardrails on both sides.

10. The concrete guardrail anti-collision pad at the road diversion end according to claim 9, characterized in that, The width of both the first steel plate and the second steel plate is equal to the height of the buffer bucket; reflective film facade markings are affixed to the outer surfaces of both the first steel plate and the second steel plate.

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