A highway edge crash avoidance device

Abstract

The utility model relates to road safety protection technical field especially, relates to a highway edge anti -collision device, solved the existing technology in anti -collision subassembly setting position is high and has not covered the outer side of guardrail comprehensively, leads to small -size vehicle or low angle impact when unable effective trigger buffer function, the problem of poor energy absorption effect, a highway edge anti -collision device, including upper guardrail and lower guardrail, one side of upper guardrail and lower guardrail passes through support frame and connects, and the other side between upper guardrail and lower guardrail is provided with a plurality of protection cylinder, and the top and bottom of every protection cylinder all are provided with connecting frame, and one end of connecting frame is detachably connected with the lateral wall of upper guardrail or lower guardrail, the utility model discloses through setting the protection cylinder of slidable and rotatable on the outer side of guardrail, makes it can directly bear the vehicle impact, effectively absorbs the impact energy and guides the vehicle back to normal, has improved the adaptability to different vehicle types and impact angle, has realized the comprehensive protection of side area, has strengthened the overall buffer performance.

Description

Technical Field

[0001] This utility model relates to the field of road safety protection technology, and in particular to a highway edge collision avoidance device. Background Technology

[0002] Highways, as the core infrastructure of the modern transportation system, play a vital role in ensuring the efficient and safe flow of people and goods. As a key component of active road safety systems, highway edge collision avoidance devices are crucial. These devices absorb impact energy, guide vehicles back to their correct position, and prevent vehicles from veering off course and falling into the road, maximizing the safety of occupants during accidents while minimizing damage to road infrastructure and ensuring rapid traffic recovery.

[0003] Existing technology, such as utility model patent CN 214695331 U, discloses a high-safety highway crash barrier, including a support device, a connecting device, a shock-absorbing device, and a warning device. It features crash barriers installed between the upper and lower guardrail panels and buffer pads added to the outside of the guardrail panels. Simultaneously, it utilizes a push rod, sleeve rod, and spring structure to achieve impact buffering, forming a multi-stage shock absorption mechanism. While this solution improves the energy absorption effect of traditional guardrails to some extent...

[0004] However, there are still significant defects in practical applications: the crash barrier in this patent is set in the gap between the upper and lower guardrails, which is too high and does not cover the main outer side of the guardrail. As a result, when a vehicle is involved in a collision, especially in the case of a small vehicle or a low-angle collision, the vehicle body often directly hits the rigid guardrail rather than the crash barrier, which makes it impossible for the crash barrier to effectively intervene in the buffering process, and the overall energy absorption effect is greatly reduced.

[0005] Therefore, given the shortcomings of existing technologies, we urgently need a new type of roadside collision avoidance device to solve this problem. This novel device should significantly improve the overall buffering capacity against side impacts of vehicles, optimize the spatial layout of the collision avoidance components to achieve continuous and full-coverage protection, and enhance energy absorption efficiency and vehicle guidance performance. It should better meet the urgent needs of modern highway traffic safety for efficient, reliable, and intelligent protection, and provide strong support for the sustainable development of road traffic systems. Utility Model Content

[0006] The purpose of this utility model is to provide a highway edge collision avoidance device, which solves the problem that in the prior art, the collision avoidance barrel is set in the gap area between the upper and lower guardrails, which is too high and does not cover the outer main area of ​​the guardrail. As a result, when a vehicle is hit, especially in the case of a small vehicle or a low-angle collision, the vehicle body often hits the rigid guardrail directly instead of the collision avoidance barrel, so the collision avoidance barrel cannot effectively intervene in the buffering process and the overall energy absorption effect is greatly reduced.

[0007] To achieve the above objectives, this utility model provides a highway edge collision avoidance device, including an upper guardrail and a lower guardrail. One side of the upper guardrail and the lower guardrail are connected by a support frame. A plurality of protective cylinders are provided between the other side of the upper guardrail and the lower guardrail. Each protective cylinder is provided with a connecting frame at its top and bottom. One end of the connecting frame is detachably connected to the side wall of the upper guardrail or the lower guardrail. Sliding blocks are slidably connected to the sides of two connecting frames that are close to each other. The sliding blocks are connected to the ends of the connecting frames through an elastic guide structure.

[0008] The top and bottom of the protective cylinder are connected to adjacent sliding blocks via a rotating structure.

[0009] The two connecting frames are provided with a moving groove on the side that is close to each other, and the sliding block slides in the moving groove.

[0010] The connecting frame has a mounting plate connected to the side away from the protective cylinder via a fixing rod, and the mounting plate is fixedly connected to the side wall of the upper or lower guardrail with bolts.

[0011] The connecting frame has sliding grooves on both sides, and the sliding block has sliding plates fixedly connected to both sides that slide in cooperation with the sliding grooves.

[0012] The rotating structure includes a docking plate and a rotating shaft. The docking plate is connected to the side wall of the protective cylinder via the rotating shaft. A connecting plate is connected to one side of the sliding block, and the connecting plate is bolted to the docking plate.

[0013] The elastic guide structure includes a guide rod connected inside the moving groove and several compression springs. The sliding block is slidably engaged with the guide rod. One end of each compression spring is connected to the side wall of the sliding block, and the other end is connected to the inner wall of the moving groove.

[0014] This utility model discloses a highway edge collision avoidance device. It effectively solves the problem in existing technologies where the collision avoidance cylinders are positioned too high and do not cover the main outer area of ​​the guardrail, resulting in poor energy absorption. Specifically, the protective cylinders are located in the outer space between the upper and lower guardrails, facing the main contact surface where vehicles may impact. This ensures that whether it is a small vehicle or a large vehicle impacting at a low angle, the collision avoidance mechanism of the protective cylinders is triggered first, preventing serious damage from direct impact with the rigid guardrail. The combination of the blocks and the elastic guiding structure allows the protective cylinder to undergo horizontal displacement and elastic compression upon impact, significantly enhancing its ability to absorb impact energy and improving overall buffering performance. The rotating structure allows the protective cylinder to deflect at an angle during impact, helping to guide the vehicle's direction of movement, reducing the risk of rollover or bounce, and improving driving safety. Multiple protective cylinders arranged continuously or densely form a complete coverage of the side of the guardrail, eliminating protective gaps in traditional structures and achieving continuous, blind-spot-free active protection. The connecting frame and the guardrail are detachably connected, facilitating the replacement and maintenance of individual protective cylinders or sliding block components, reducing subsequent operation and maintenance costs. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0016] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present utility model.

[0017] Figure 2 This is a structural schematic diagram of the lower guardrail and the upper guardrail according to an embodiment of the present utility model.

[0018] Figure 3 This is a schematic diagram of the sliding block and connecting frame according to an embodiment of the present invention.

[0019] Figure 4 This is a schematic diagram of the guide rod and sliding groove according to an embodiment of the present invention.

[0020] Figure 5 This is a schematic diagram of the connecting plate and rotating shaft according to an embodiment of the present invention.

[0021] In the diagram: 1. Lower guardrail; 2. Support frame; 3. Upper guardrail; 4. Protective cylinder; 5. Mounting plate; 6. Connecting frame; 7. Sliding block; 8. Compression spring; 9. Connecting plate; 10. Guide rod; 11. Sliding groove; 12. Connecting plate; 13. Rotating shaft. Detailed Implementation

[0022] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention.

[0023] Example 1

[0024] Please see Figure 1-5 As shown, a highway edge collision avoidance device according to this embodiment includes an upper guardrail 3 and a lower guardrail 1. One side of the upper guardrail 3 and the lower guardrail 1 is connected by a support frame 2. A plurality of protective cylinders 4 are provided between the other side of the upper guardrail 3 and the lower guardrail 1. Each protective cylinder 4 is provided with a connecting frame 6 at its top and bottom. One end of the connecting frame 6 is detachably connected to the side wall of the upper guardrail 3 or the lower guardrail 1. Sliding blocks 7 are slidably connected to the sides of the two connecting frames 6 that are close to each other. The sliding blocks 7 are connected to the ends of the connecting frames 6 through an elastic guide structure.

[0025] The top and bottom of the protective cylinder 4 are connected to the adjacent sliding block 7 via a rotating structure.

[0026] Workflow: When installing and using the highway edge crash barrier, firstly, the lower guardrail 1 is fixedly installed on the post or foundation at the edge of the highway, serving as the basic support for the entire protective structure. Then, one end of the support frame 2 is connected to the lower guardrail 1, and the other end extends upwards and is fixedly connected to the upper guardrail 3, forming an overall frame structure of double-layer guardrails. Between the upper guardrail 3 and the opposite side of the lower guardrail 1, several protective cylinders 4 are arranged longitudinally at intervals. Each protective cylinder 4 has a connecting frame 6 at its top and bottom. One end of the connecting frame 6 is fixed to the side wall of the upper guardrail 3 or the lower guardrail 1 by bolts or other detachable connections, ensuring stable installation and facilitating later maintenance and replacement. A sliding block 7 is slidably connected between two oppositely arranged connecting frames 6. The sliding block 7 can slide horizontally inside the connecting frame 6 and is connected to the end of the connecting frame 6 through an elastic guide structure. This elastic guide structure is typically composed of a guide rod and a spring, capable of generating elastic deformation and providing a restoring force when subjected to force. The top and bottom of the protective cylinder 4 are connected to the upper guardrail 3 and the lower guardrail 1 through a rotating structure. Adjacent sliding blocks 7 are hinged, allowing the protective cylinder 4 to rotate around the sliding block 7 at a certain angle when impacted by a vehicle. When a vehicle loses control and impacts the anti-collision device, the outer protective cylinder 4 is the first to come into contact. The impact force is transmitted through the protective cylinder 4 to the rotating structure, pushing the sliding block 7 to slide inward along the connecting frame 6, compressing the spring in the elastic guide structure, and achieving the first stage of buffering and energy absorption. At the same time, due to the presence of the rotating structure, the protective cylinder 4 can tilt or deflect with the direction of impact, guiding the vehicle's movement direction to gradually return to normal, reducing the severe impact of direct rigid collisions. Multiple protective cylinders 4 are continuously distributed along the length of the guardrail, forming a flexible protective strip covering the entire side, effectively avoiding the blind spot problem caused by the high position or discontinuous distribution of anti-collision components in traditional structures. After the impact, under the restoring force of the elastic guide structure, the sliding block 7 drives the protective cylinder 4 to automatically reset, and some of the absorbed energy is converted into elastic potential energy and gradually released, reducing the risk of permanent structural deformation and improving reusability.

[0027] Example 2

[0028] Please see Figure 1-5 As shown in this embodiment, a road edge collision avoidance device has a movable groove on one side of each of the two connecting frames 6 that are close to each other. The sliding block 7 slides in the interior of the movable groove. Specifically, by setting the movable groove on one side of each of the two connecting frames 6 that are close to each other and the sliding block 7 sliding in the interior of the movable groove, when hit by a vehicle, the sliding block 7 can slide smoothly along the movable groove, restricting its movement trajectory and preventing deviation or jamming, thereby improving sliding stability and guiding accuracy.

[0029] The connecting frame 6 has sliding grooves 11 on both sides, and the sliding block 7 has sliding plates fixedly connected to both sides of the sliding block 7, which slide in cooperation with the sliding grooves 11. Specifically, by setting the connecting frame 6 to have sliding grooves 11 on both sides and the sliding blocks 7 to have sliding plates fixedly connected to both sides of the sliding blocks 7, the contact area and guide length of the sliding blocks 7 during movement are increased, effectively reducing shaking and lateral stress, and achieving the effect of enhancing sliding stability and structural durability.

[0030] The elastic guiding structure includes a guide rod 10 connected inside the moving groove and several compression springs 8. The sliding block 7 is slidably engaged with the guide rod 10. One end of each compression spring 8 is connected to the side wall of the sliding block 7, and the other end is connected to the inner wall of the moving groove. Specifically, through the arrangement of the elastic guiding structure including the guide rod 10 connected inside the moving groove and several compression springs 8, the sliding block 7 is slidably engaged with the guide rod 10, and one end of each compression spring 8 is connected to the side wall of the sliding block 7, and the other end is connected to the inner wall of the moving groove, when a vehicle impacts, the sliding block 7 compresses the compression springs 8 and slides along the guide rod 10 to achieve buffering and energy absorption. After the impact, the springs reset and drive the structure to rebound, achieving the effect of efficiently absorbing impact energy and improving the self-recovery capability of the device.

[0031] Example 3

[0032] Please see Figure 1-5 As shown in this embodiment, a highway edge collision avoidance device has a mounting plate 5 connected to the side of the connecting frame 6 away from the protective cylinder 4 via a fixing rod. The mounting plate 5 is fixedly connected to the side wall of the upper guardrail 3 or the lower guardrail 1 by bolts. Specifically, the setting of connecting the mounting plate 5 to the side of the connecting frame 6 away from the protective cylinder 4 via a fixing rod and fixing the mounting plate 5 to the side wall of the upper guardrail 3 or the lower guardrail 1 by bolts enhances the connection rigidity and disassembly between the connecting frame 6 and the guardrail, facilitates the installation and replacement of the overall components, and achieves the effect of improving the reliability of the structural connection and the convenience of maintenance.

[0033] The rotating structure includes a connecting plate 12 and a rotating shaft 13. The connecting plate 12 is connected to the side wall of the protective cylinder 4 through the rotating shaft 13. A docking plate 9 is connected to one side of the sliding block 7. The docking plate 9 is bolted to the connecting plate 12. Specifically, the rotating structure includes a connecting plate 12 and a rotating shaft 13. The connecting plate 12 is connected to the side wall of the protective cylinder 4 through the rotating shaft 13. The docking plate 9 is connected to one side of the sliding block 7. The docking plate 9 is bolted to the connecting plate 12. This configuration allows the protective cylinder 4 to rotate freely around the rotating shaft 13, adapting to impact forces at different angles, and achieving the dual effects of flexible buffering and vehicle guidance.

[0034] Workflow: When installing and using the highway edge crash barrier, firstly, the lower guardrail 1 is fixed to the foundation structure of the highway edge using posts or anchor bolts, serving as the load-bearing foundation for the entire protection system; the upper guardrail 3 is connected to the lower guardrail 1 via a support frame 2, forming a stable upper and lower double-layer frame structure to improve the overall impact resistance; between the upper guardrail 3 and the lower guardrail 1 on opposite sides, multiple protective cylinders 4 are arranged longitudinally at equal intervals. Each protective cylinder 4 has a connecting frame 6 at its top and bottom. The side of the connecting frame 6 away from the protective cylinder 4 is connected to an mounting plate 5 via a fixing rod. The mounting plate 5 is connected via... Bolts are detachably connected to the side wall of the upper guardrail 3 or the lower guardrail 1 for easy installation and replacement; each of the two opposing connecting frames 6 has a moving groove on its side closest to each other, and a sliding block 7 is slidably connected inside the moving groove, allowing the sliding block 7 to slide back and forth horizontally within the moving groove; to enhance sliding stability, sliding grooves 11 are also provided on both sides of the connecting frame 6, and sliding plates fixedly connected to both sides of the sliding block 7 slide in cooperation with the sliding groove 11, forming a double-sided guide structure; an elastic guide structure is set inside the moving groove, including a guide rod 10 fixed to the end of the moving groove and multiple compression springs 8, and the sliding block 7 are mounted on the guide rod 10 and can slide freely. One end of the compression spring 8 is connected to the side wall of the sliding block 7, and the other end is connected to the inner wall of the moving groove, providing elastic restoring force. The top and bottom of the protective cylinder 4 are connected to the sliding block 7 through a rotating structure. This rotating structure consists of a connecting plate 12, a rotating shaft 13, and a docking plate 9. The connecting plate 12 is hinged to the side wall of the protective cylinder 4 through the rotating shaft 13. The docking plate 9 is fixed on the sliding block 7 and is bolted to the connecting plate 12 to achieve a detachable rotating connection. When the vehicle is involved in a side impact, the vehicle body first contacts the outer protective cylinder 4, and the impact force is distributed through... The protective cylinder 4 transmits energy to the connecting plate 12 and the docking plate 9, pushing the sliding block 7 to slide inward along the moving groove and the guide rod 10, compressing the compression spring 8 to absorb energy. At the same time, due to the presence of the rotating shaft 13, the protective cylinder 4 can deflect at an angle around its axis to adapt to impact forces from different directions, thus guiding the vehicle back to its correct position. Multiple protective cylinders 4 are continuously arranged along the guardrail to form a flexible protective belt, effectively covering the sides of the guardrail and avoiding blind spots. After the impact, under the elastic restoring force of the compression spring 8, the sliding block 7 drives the protective cylinder 4 to automatically reset, ready to deal with the next impact.

[0035] Beneficial effects: This highway edge collision avoidance device uses multiple protective cylinders 4 installed between the upper guardrail 3 and the lower guardrail 1, and connects them detachably to the sidewall of the guardrail using a connecting frame 6 and a mounting plate 5. This solves the problem in existing technologies where the collision avoidance components are positioned too high and cannot fully cover the sides, resulting in poor energy absorption. The support frame 2 connects the upper and lower guardrails, enhancing the overall structural integrity and improving impact resistance. The protective cylinders 4 are located on the outer main impact surface, ensuring that all types of vehicles can make priority contact when impacting at different heights and angles, effectively activating the buffer mechanism. The moving groove on the connecting frame 6 cooperates with the sliding block 7 to limit the sliding path and prevent misalignment. The cooperation between the moving groove 11 and the sliding plate further enhances the smoothness of the sliding process and the ability to resist lateral forces; the elastic guiding structure formed by the guide rod 10 and the compression spring 8 generates controllable compression during impact, efficiently absorbs impact energy, and provides reset power after impact, improving the reusability of the device; the rotating shaft 13 in the rotating structure enables the protective cylinder 4 to rotate, deflecting in the direction of impact, reducing rigid collisions, and playing a guiding role for vehicles; the bolt connection between the docking plate 9 and the connecting plate 12 facilitates disassembly and maintenance, reducing operation and maintenance costs; the installation plate 5 enhances the connection strength and reliability between the connecting frame 6 and the guardrail.

[0036] The above-disclosed embodiments are merely one or more preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art can understand that all or part of the processes for implementing the above embodiments and equivalent changes made in accordance with the claims of this application still fall within the scope of this application.

Claims

1. A highway edge collision avoidance device, characterized in that, include: The upper guardrail and the lower guardrail are connected on one side by a support frame. Several protective cylinders are provided between the other side of the upper guardrail and the lower guardrail. Each protective cylinder is provided with a connecting frame at the top and bottom. One end of the connecting frame is detachably connected to the side wall of the upper guardrail or the lower guardrail. Sliding blocks are slidably connected to the sides of two connecting frames that are close to each other. The sliding blocks are connected to the ends of the connecting frames through an elastic guide structure. The top and bottom of the protective cylinder are connected to adjacent sliding blocks via a rotating structure.

2. The road edge collision avoidance device according to claim 1, characterized in that, Each of the two connecting frames has a movable groove on one side that is close to each other, and the sliding block slides into the inside of the movable groove.

3. A highway edge collision avoidance device according to claim 1, characterized in that, The side of the connecting frame away from the protective cylinder is connected to an installation plate via a fixing rod, and the installation plate is fixedly connected to the side wall of the upper or lower guardrail with bolts.

4. A highway edge collision avoidance device according to claim 2, characterized in that, The connecting frame has sliding grooves on both sides, and the sliding block has sliding plates fixedly connected to both sides that slide in cooperation with the sliding grooves.

5. A highway edge collision avoidance device according to claim 3, characterized in that, The rotating structure includes a connecting plate and a rotating shaft. The connecting plate is connected to the side wall of the protective cylinder through the rotating shaft. A mating plate is connected to one side of the sliding block, and the mating plate is bolted to the connecting plate.

6. A highway edge collision avoidance device according to claim 4, characterized in that, The elastic guide structure includes a guide rod connected inside the moving groove and several compression springs. The sliding block is slidably engaged with the guide rod. One end of each compression spring is connected to the side wall of the sliding block, and the other end is connected to the inner wall of the moving groove.

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