A collision avoidance device for highway bridges
By designing a rotating buffer structure for the barrier base, mounting tube, anti-collision barrier tube, upper and lower barrier plates, and anti-collision components, the problem that existing bridge anti-collision devices are difficult to effectively resist vehicle impacts has been solved, achieving both anti-collision effect for bridges and convenient component replacement.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 郭慧楠
- Filing Date
- 2025-08-07
- Publication Date
- 2026-07-03
AI Technical Summary
Existing anti-collision devices for highway bridges are ineffective at resisting vehicle impacts, and replacement and maintenance are difficult.
A collision protection device is designed, comprising a barrier base, mounting tube, anti-collision barrier tube, upper and lower barrier plates, and anti-collision components. By utilizing the rotation of the anti-collision components and the buffer structure of the roller components, and through the parallel arrangement of the upper and lower barrier plates and the buffering and reset effect of the springs, the device achieves buffer protection for the vehicle and facilitates component replacement.
It effectively cushions vehicle impacts, maintains the verticality of the anti-collision components, improves the bridge's anti-collision capability, and simplifies the component replacement process.
Smart Images
Figure CN224451375U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of highway bridge anti-collision technology, specifically to an anti-collision device for highway bridges. Background Technology
[0002] Anti-collision devices for highway bridges refer to protective devices installed on highways and bridges. Anti-collision posts are installed at highway intersections, bridge entrances, and in front of underpass piers.
[0003] Bridges are commonly built to maintain smooth traffic flow. In bustling urban areas, elevated roads consisting of viaducts are sometimes necessary. For mountain roads, due to the large scale of roadbed construction, unstable geological structures, or the need to protect the landscape, viaducts are sometimes built instead of roadbeds. Classifying bridges by structural system is based on the structural mechanics characteristics of bridges. Classifying bridges helps to grasp the basic characteristics of various types of bridges and is also one of the key points in the study of bridge engineering. During the driving process, vehicles inevitably have accidents that cause them to collide with bridges, which can cause great damage to both the bridges and the vehicles.
[0004] Existing anti-collision expansion joints for highway bridges are often composed of a series of anti-collision plates, which are then fixedly installed on the bridge. However, relying solely on anti-collision plates is insufficient to effectively resist vehicle impacts, and their buffering capacity is not sufficient to effectively prevent bridge impacts. Furthermore, replacement and maintenance after a vehicle collision are difficult, requiring the replacement of the entire anti-collision barrier. Utility Model Content
[0005] In view of the above-mentioned shortcomings of the existing technology, the present invention provides a collision avoidance device for highway bridges, which can effectively solve the problem of collision avoidance in the existing technology for highway bridges.
[0006] To achieve the above objectives, this utility model provides the following technical solution:
[0007] This utility model provides a collision avoidance device for highway bridges, including a barrier base. The top of the barrier base is provided with an integrally formed mounting tube. A collision avoidance tube is inserted into the mounting tube, and the outside of the collision avoidance tube is fixed to the inside of the mounting tube by bolts. A first insertion interface and a second insertion interface are provided on the side of the barrier base. An upper barrier plate is inserted into the first insertion interface, and a lower barrier plate is inserted into the second insertion interface. A collision avoidance component is provided between the first insertion interface and the second insertion interface.
[0008] According to some embodiments of the present invention, the central axes of the upper and lower barrier plates coincide on the same vertical plane, and the upper and lower barrier plates are arranged in parallel.
[0009] According to some embodiments of the present invention, the anti-collision components are configured in three groups, and the three groups of anti-collision components are equally spaced between the upper barrier plate and the lower barrier plate.
[0010] According to some embodiments of the present invention, the top surface of the upper barrier plate is provided with a through hole, and the top of the lower barrier plate is provided with a limiting hole, the central axis of the limiting hole and the through hole coincides.
[0011] According to some embodiments of the present invention, the anti-collision assembly includes a first stabilizing shaft, the outside of which is sleeved inside the upper and lower collars, the outside of which is rotatably connected to the limiting hole and the through hole, the inside of the upper and lower collars is provided with an installation through hole, the inside of which is rotatably connected to the outside of a second stabilizing shaft, and the outside of which is sleeved inside the roller assembly.
[0012] According to some embodiments of the present invention, the roller assembly includes an anti-collision roller, the inside of which is sleeved on the outside of the second stabilizing shaft. An opening is provided on the outside of the anti-collision roller, and the opening and the cavity groove are connected. The cavity groove is opened inside the anti-collision roller, and a compression plate is movably installed inside the opening. A spring fixing groove is opened inside the compression plate, and a spring is fixedly connected inside the spring fixing groove.
[0013] According to some embodiments of the present invention, the compression plates are configured in six groups, and the six groups of compression plates are arranged in a ring array about the central axis of the anti-collision roller.
[0014] According to some embodiments of this utility model, the width of the opening is equal to the thickness of the compression plate, and the end face of the compression plate is provided with an integrally formed arc plate. Beneficial effects
[0015] The technical solution provided by this utility model has the following advantages compared with the known prior art:
[0016] 1. When the crash barrier tube is fixed inside the installation tube body with bolts, the adjacent barrier bases can be spliced together. Therefore, the upper and lower barrier plates are firmly installed in the No. 1 and No. 2 insertion interfaces. By setting the crash barrier components between the No. 1 and No. 2 insertion interfaces, the upper and lower barrier plates stabilize the crash barrier components. When a vehicle traveling on the highway bridge collides with the crash barrier components, the crash barrier components rotate between the upper and lower barrier plates to buffer the vehicle. By setting the upper and lower barrier plates parallel to each other, the crash barrier components can be kept in a vertical standing position.
[0017] 2. By fitting an upper and lower collar around the outside of the first stabilizing shaft, when a vehicle impacts the roller assembly, the upper collar rotates initially outside the lower collar on the first stabilizing shaft. By rotating the second stabilizing shaft inside the mounting through hole, the roller assembly rotates a second time between the upper and lower collars along the second stabilizing shaft. When a vehicle traveling on a highway bridge impacts the roller assembly, it provides a collision-proof buffering effect. At the same time, the upper collar can be removed from the first stabilizing shaft to replace the roller assembly. When a vehicle impacts the outside of the roller assembly, the compression plate is compressed and moves within the cavity groove. By setting a spring in the spring fixing groove, the movement of the compression plate is buffered and reset. Attached Figure Description
[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a schematic diagram of the overall three-dimensional structure of this utility model;
[0020] Figure 2 A schematic diagram of the connection structure between the upper and lower barrier plates;
[0021] Figure 3 This is a three-dimensional structural diagram of the anti-collision component of this utility model;
[0022] Figure 4 This is a three-dimensional structural diagram of the roller assembly of this utility model;
[0023] Figure 5 This is a top view of the roller assembly of this utility model;
[0024] Figure 6 for Figure 5 Schematic diagram of the cross-sectional structure of AA.
[0025] Reference numerals: 1. Barrier base; 2. Mounting tube; 3. Anti-collision barrier tube; 4. First insertion interface; 5. Second insertion interface; 6. Upper barrier plate; 7. Lower barrier plate; 8. Anti-collision assembly; 81. First stabilizing shaft; 82. Upper collar; 83. Lower collar; 84. Mounting through hole; 85. Second stabilizing shaft; 86. Roller assembly; 861. Anti-collision roller; 862. Cavity groove; 863. Through port; 864. Compression plate; 865. Spring fixing groove; 866. Spring; 9. Limiting hole. Detailed Implementation
[0026] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.
[0027] The present invention will be further described below with reference to the embodiments.
[0028] See attached document Figure 1-6 A collision avoidance device for highway bridges includes a barrier base 1, an integrally formed mounting tube 2 on the top of the barrier base 1, a collision avoidance tube 3 inserted into the mounting tube 2, and the exterior of the collision avoidance tube 3 being fixed to the interior of the mounting tube 2 by bolts. A first insertion port 4 and a second insertion port 5 are provided on the side of the barrier base 1. An upper barrier plate 6 is inserted into the first insertion port 4, and a lower barrier plate 7 is inserted into the second insertion port 5. A collision avoidance component 8 is provided between the first insertion port 4 and the second insertion port 5. When the collision avoidance tube 3... When fixed inside the mounting pipe 2 with bolts, the adjacent barrier bases 1 can be spliced together. Thus, the upper barrier plate 6 and the lower barrier plate 7 are securely installed in the first insertion interface 4 and the second insertion interface 5. By setting the anti-collision component 8 between the first insertion interface 4 and the second insertion interface 5, the upper barrier plate 6 and the lower barrier plate 7 can stabilize the anti-collision component 8. When a vehicle traveling on the highway bridge collides with the anti-collision component 8, the anti-collision component 8 rotates between the upper barrier plate 6 and the lower barrier plate 7 to buffer the vehicle.
[0029] According to some embodiments of the present invention, the central axes of the upper barrier plate 6 and the lower barrier plate 7 coincide on the same vertical plane, and the upper barrier plate 6 and the lower barrier plate 7 are arranged in parallel. By arranging the upper barrier plate 6 and the lower barrier plate 7 in parallel, the anti-collision component 8 can be kept in a vertical standing state.
[0030] In the above technical solution, when the anti-collision barrier pipe 3 is fixed inside the installation pipe body 2 by bolts, the adjacent barrier bases 1 can be spliced together. Therefore, the upper barrier plate 6 and the lower barrier plate 7 are stably installed in the first insertion interface 4 and the second insertion interface 5. By setting the anti-collision component 8 between the first insertion interface 4 and the second insertion interface 5, the upper barrier plate 6 and the lower barrier plate 7 can stabilize the anti-collision component 8. When a vehicle traveling on the highway bridge collides with the anti-collision component 8, the anti-collision component 8 rotates between the upper barrier plate 6 and the lower barrier plate 7 to buffer the vehicle. By setting the upper barrier plate 6 and the lower barrier plate 7 in parallel, the anti-collision component 8 can be kept in a vertical standing state.
[0031] According to some embodiments of the present invention, the anti-collision component 8 includes a first stabilizing shaft 81. The outer part of the first stabilizing shaft 81 is sleeved inside the upper collar 82 and the lower collar 83. The outer part of the first stabilizing shaft 81 is rotatably connected to the limiting hole 9 and the through hole. The upper collar 82 and the lower collar 83 have mounting through holes 84. The outer part of the mounting through holes 84 is rotatably connected to the outer part of a second stabilizing shaft 85. The outer part of the second stabilizing shaft 85 is sleeved inside the roller assembly 86. By rotatably setting the outer part of the first stabilizing shaft 81 in the limiting hole 9 and the through hole, An upper collar 82 and a lower collar 83 are fitted around the outside of the first stabilizing shaft 81. When a vehicle impacts the roller assembly 86, the upper collar 82 rotates initially outside the lower collar 83 on the first stabilizing shaft 81. By rotating the second stabilizing shaft 85 inside the mounting through hole 84, and then fitting the inside of the roller assembly 86 onto the outside of the second stabilizing shaft 85, the roller assembly 86 rotates a second time along the second stabilizing shaft 85 between the upper collar 82 and the lower collar 83. This provides a shock-absorbing effect when a vehicle traveling on the highway bridge impacts the roller assembly 86. Simultaneously, the upper collar 82 can be removed from the first stabilizing shaft 81 to replace the roller assembly 86.
[0032] According to some embodiments of the present invention, the roller assembly 86 includes an anti-collision roller 861, which is sleeved inside the second stabilizing shaft 85. The anti-collision roller 861 has an opening 863 on its outside, which communicates with a cavity groove 862. The cavity groove 862 is located inside the anti-collision roller 861. A compression plate 864 is movably installed inside the opening 863. A spring fixing groove 865 is provided inside the compression plate 864, and a spring 866 is fixedly connected inside the spring fixing groove 865. When a vehicle hits the outside of the roller assembly 86, the compression plate 864 is compressed and moves within the cavity groove 862. By setting the spring 866 in the spring fixing groove 865, the movement of the compression plate 864 is buffered and reset.
[0033] In the above technical solution, the outer rotation of the first stabilizing shaft 81 is set in the limiting hole 9 and the through hole. An upper collar 82 and a lower collar 83 are sleeved on the outside of the first stabilizing shaft 81. When a vehicle hits the roller assembly 86, the upper collar 82 rotates initially outside the lower collar 83 on the first stabilizing shaft 81. By rotating the second stabilizing shaft 85 inside the mounting through hole 84, and then sleeved inside the roller assembly 86 outside the second stabilizing shaft 85, the roller assembly 86 rotates a second time along the second stabilizing shaft 85 between the upper collar 82 and the lower collar 83. When a vehicle traveling on a highway bridge hits the roller assembly 86, it provides a collision buffering effect. At the same time, the upper collar 82 can be removed from the first stabilizing shaft 81 to replace the roller assembly 86. When a vehicle hits the outside of the roller assembly 86, the compression plate 864 is compressed and moves within the cavity groove 862. By setting a spring 866 in the spring fixing groove 865, the movement of the compression plate 864 is buffered and reset.
[0034] Working principle: The first stabilizing shaft 81 is externally rotated in the limiting hole 9 and the through hole. An upper collar 82 and a lower collar 83 are sleeved on the outside of the first stabilizing shaft 81. When a vehicle hits the roller assembly 86, the upper collar 82 rotates initially outside the lower collar 83 on the first stabilizing shaft 81. The second stabilizing shaft 85 is rotated inside the mounting through hole 84. Then, the inside of the roller assembly 86 is sleeved on the outside of the second stabilizing shaft 85. Therefore, the roller assembly 86 rotates a second time along the second stabilizing shaft 85 between the upper collar 82 and the lower collar 83. When a vehicle traveling on the highway bridge hits the roller assembly 86, it plays a role in preventing collision and buffering. Meanwhile, the upper collar 82 can be removed from the first stabilizing shaft 81 to replace the roller assembly 86. By rotating the outer part of the first stabilizing shaft 81 into the limiting hole 9 and the through hole, the upper collar 82 and the lower collar 83 are sleeved on the outside of the first stabilizing shaft 81. When a vehicle hits the roller assembly 86, the upper collar 82 rotates initially outside the lower collar 83 on the first stabilizing shaft 81. By rotating the second stabilizing shaft 85 inside the mounting through hole 84, the inside of the roller assembly 86 is sleeved on the outside of the second stabilizing shaft 85. Therefore, the roller assembly 86 rotates a second time along the second stabilizing shaft 85 between the upper collar 82 and the lower collar 83. When a vehicle traveling on the highway bridge hits the roller assembly 86, it has a collision-proof buffering effect. Meanwhile, the upper collar 82 can be removed from the first stabilizing shaft 81 to replace the roller assembly 86. When a vehicle hits the outside of the roller assembly 86, the compression plate 864 is compressed and moves within the cavity groove 862. By setting a spring 866 in the spring fixing groove 865, the movement of the compression plate 864 is buffered and reset.
[0035] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of this utility model.
Claims
1. A crash barrier for highway bridges, characterised in that: The system includes a barrier base (1), with an integrally formed mounting tube (2) on the top of the barrier base (1). An anti-collision barrier tube (3) is inserted into the inside of the mounting tube (2), and the outside of the anti-collision barrier tube (3) is fixed to the inside of the mounting tube (2) by bolts. A first insertion interface (4) and a second insertion interface (5) are opened on the side of the barrier base (1). An upper barrier plate (6) is inserted into the inside of the first insertion interface (4), and a lower barrier plate (7) is inserted into the inside of the second insertion interface (5). An anti-collision component (8) is provided between the first insertion interface (4) and the second insertion interface (5).
2. A crash barrier for use in highway bridges as claimed in claim 1, wherein: The central axes of the upper barrier plate (6) and the lower barrier plate (7) coincide on the same vertical plane, and the upper barrier plate (6) and the lower barrier plate (7) are arranged in parallel.
3. A crash barrier for use in highway bridges as claimed in claim 1, wherein: The anti-collision components (8) are configured in three groups, and the three groups of anti-collision components (8) are equally spaced between the upper barrier plate (6) and the lower barrier plate (7).
4. A crash barrier for use in highway bridges as claimed in claim 1, wherein: The top surface of the upper barrier plate (6) is provided with a through hole, and the top of the lower barrier plate (7) is provided with a limiting hole (9), the central axis of the limiting hole (9) and the through hole coincide.
5. A crash barrier for use in highway bridges as claimed in claim 1, wherein: The anti-collision assembly (8) includes a first stabilizing shaft (81), the outside of which is sleeved inside the upper collar (82) and the lower collar (83). The outside of the first stabilizing shaft (81) is rotatably connected to the limiting hole (9) and the through hole. The upper collar (82) and the lower collar (83) are provided with mounting through holes (84). The inside of the mounting through holes (84) is rotatably connected to the outside of the second stabilizing shaft (85). The outside of the second stabilizing shaft (85) is sleeved inside the roller assembly (86).
6. A crash barrier for use in highway bridges as claimed in claim 5 wherein: The roller assembly (86) includes an anti-collision roller (861), the inside of which is sleeved on the outside of the second stabilizing shaft (85). An opening (863) is provided on the outside of the anti-collision roller (861), and the opening (863) and the cavity groove (862) are connected. The cavity groove (862) is opened inside the anti-collision roller (861). A compression plate (864) is movably installed inside the opening (863). A spring fixing groove (865) is opened inside the compression plate (864), and a spring (866) is fixedly connected inside the spring fixing groove (865).
7. A crash barrier for use in highway bridges as claimed in claim 6 wherein: The compression plates (864) are configured in six groups, and the six groups of compression plates (864) are arranged in a ring about the central axis of the anti-collision roller (861).
8. A crash barrier for use in highway bridges as claimed in claim 6, wherein: The width of the opening (863) is equal to the thickness of the compression plate (864), and the end face of the compression plate (864) is provided with an integrally formed arc plate.