Impact cushioning tip mechanism for motorway

Abstract

The utility model discloses the impact buffering end mechanism for motor lane relates to guardrail plate technical field, in order to solve the existing buffering guardrail of application in motor lane when installing using, all are rigid contact, cannot weaken the impact force when the vehicle impact, thereby cause the problem of greater damage. Second embedded cavity is installed in the inside of the front end surface of impact buffering guardrail main part, the top and the bottom of second embedded cavity all is provided with inner cavity, and the inner cavity is provided with two, the inside of second embedded cavity is provided with traction rotation roller, and traction rotation roller is provided with a plurality of, and the both ends of a plurality of traction rotation roller are provided with reinforced end, the reinforced end is provided with two, two reinforced end is installed in the inside of inner cavity respectively, and two reinforced end all are rotatedly connected with traction rotation roller through central rotation axis, and one side of two reinforced end all is provided with second weakening spring ring.

Description

Technical Field

[0001] This utility model relates to the field of guardrail technology, specifically to an impact buffer end mechanism applied to motor vehicle lanes. Background Technology

[0002] Guardrails absorb collision energy by deforming the soil base, posts, beams, and endurance plates, and force out-of-control vehicles to change direction and return to their normal driving direction, preventing vehicles from running off the road, thus protecting vehicles and passengers and reducing losses caused by accidents.

[0003] For example, the Chinese patent with announcement number CN220746681U, entitled "(An Impact Buffer Guardrail)," includes: a first support plate, a second support plate, and a post. A set of first support plates is installed on the front of the post, and a set of second support plates is installed on the back of the post. Several first buffer pressure cylinders are installed on the front of the first support plate. This invention, through the arrangement of the first buffer pressure cylinders, the first buffer spring, and the buffer plate, can achieve a good buffering effect. Furthermore, the first buffer pressure cylinder can limit the rebound force of the first buffer spring. The buffer pad, the first buffer airbag, and the second buffer airbag can protect the vehicle's outer shell in the event of a minor collision. The buffer plate, the second buffer pressure cylinder, the second buffer spring, and the limiting plate further enhance the buffering effect, thus ensuring the buffering and protective effect of the impact buffer guardrail during use.

[0004] However, existing buffer guardrails used in motor vehicle lanes are rigidly connected during installation and use, which cannot weaken the impact force when a vehicle collides, thus causing significant damage. Therefore, they do not meet the current needs. In response, we have proposed an impact buffer end mechanism for motor vehicle lanes. Utility Model Content

[0005] The purpose of this utility model is to provide an impact buffer end mechanism for use in motor vehicle lanes, in order to solve the problem mentioned in the background art that the existing buffer guardrails used in motor vehicle lanes are all in rigid contact during installation and use, which cannot weaken the impact force when a vehicle collides, thus causing greater damage.

[0006] To achieve the above objectives, this utility model provides the following technical solution: an impact buffer end mechanism applied to a motor vehicle lane, comprising: an impact buffer guardrail body, a fixed base plate provided at the rear of the impact buffer guardrail body, and a wrapping sleeve provided between the fixed base plate and the impact buffer guardrail body, and four wrapping sleeves are provided.

[0007] Also includes:

[0008] The second embedded cavity is installed inside the front end face of the impact buffer guardrail body. There are two inner cavities above and below the second embedded cavity. A traction rotating roller is installed inside the second embedded cavity. Several traction rotating rollers are installed. Two reinforcing ends are installed at both ends of the several traction rotating rollers. The two reinforcing ends are installed inside the inner cavity respectively. The two reinforcing ends are rotatably connected to the traction rotating rollers through a central rotating shaft. A second weakening spring coil is provided on one side of each of the two reinforcing ends.

[0009] Preferably, the four packages are provided with hydraulic rods inside, one end of each hydraulic rod is provided with a telescopic rod, and one end of the telescopic rod extends through and into the interior of the hydraulic rod. A first weakening spring coil is provided around the telescopic rod and the hydraulic rod.

[0010] Preferably, the rear end face of the impact buffer guardrail is provided with a first embedded cavity on all four sides, and there are four first embedded cavities. One end of the telescopic rod is installed inside the first embedded cavity.

[0011] Preferably, a flexible sleeve is provided around the outer wall of each of the traction rotating rollers.

[0012] Preferably, a sealing mounting plate is provided on the end faces of the traction rotating rollers at both ends, and the sealing mounting plate is threadedly connected to the two ends of the traction rotating rollers by bolts, and a plurality of bolts are provided.

[0013] Preferably, the central rotating shaft is mounted on the end face of the sealing mounting plate and is fixedly connected.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] 1. This utility model effectively disperses the impact force by rotating the traction roller through its central rotating shaft when a vehicle crashes into it out of control. Simultaneously, the inclusion of a second weakening spring coil, hydraulic rods, a first weakening spring coil, and telescopic rods maximizes the reduction of force when the vehicle impacts the guardrail. This protects the device and provides a buffer space for the vehicle, effectively avoiding the problem of existing buffer guardrails used in motor vehicle lanes, which are rigid in contact and unable to weaken the impact force during vehicle collisions, resulting in significant damage. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0017] Figure 2This is a schematic diagram of the internal structure of the impact buffer guardrail of this utility model;

[0018] Figure 3 This is a schematic diagram of the upper and lower end face structure of the traction rotating roller of this utility model;

[0019] In the diagram: 100, impact buffer guardrail body; 101, first embedded cavity; 200, fixed base plate; 300, wrapping sleeve; 301, hydraulic rod; 302, first weakening spring coil; 303, telescopic rod; 400, traction rotating roller; 4001, second embedded cavity; 401, flexible sleeve; 402, central rotating shaft; 403, reinforced end; 404, inner cavity; 405, second weakening spring coil; 406, sealing mounting plate; 407, bolt. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] In the description of this utility model, it should be noted that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, they should not be construed as limitations on this utility model.

[0022] Example 1

[0023] Please see Figure 1-3 An embodiment of this utility model is provided: an impact buffer end mechanism applied to a motor vehicle lane, comprising: an impact buffer guardrail body 100, a fixed base plate 200 provided behind the impact buffer guardrail body 100, and a wrapping sleeve 300 provided between the fixed base plate 200 and the impact buffer guardrail body 100, and four wrapping sleeves 300 are provided.

[0024] Also includes:

[0025] The second embedded cavity 4001 is installed inside the front end face of the impact buffer guardrail body 100. There are two inner cavities 404 above and below the second embedded cavity 4001. A traction rotating roller 400 is installed inside the second embedded cavity 4001. There are several traction rotating rollers 400. Reinforcing ends 403 are provided at both ends of the several traction rotating rollers 400. There are two reinforcing ends 403. The two reinforcing ends 403 are installed inside the inner cavity 404 respectively. The two reinforcing ends 403 are rotatably connected to the traction rotating rollers 400 through the central rotating shaft 402. A second weakening spring coil 405 is provided on one side of each of the two reinforcing ends 403.

[0026] When a vehicle loses control and impacts the traction roller 400, the traction roller 400 can be rotated via the central rotating shaft 402, thereby effectively dispersing the impact force. At the same time, the second weakening spring coil 405, hydraulic rod 301, first weakening spring coil 302, and telescopic rod 303 are designed to maximize the weakening of the force when the vehicle impacts the guardrail, thus protecting the device and providing a buffer space for the vehicle.

[0027] Example 2

[0028] Please see Figure 2 The four sleeves 300 are equipped with hydraulic rods 301 inside. One end of the hydraulic rod 301 is equipped with a telescopic rod 303, and one end of the telescopic rod 303 passes through and extends into the interior of the hydraulic rod 301. A first weakening spring coil 302 is provided around the outside of the telescopic rod 303 and the hydraulic rod 301.

[0029] Please see Figure 2 The impact buffer guardrail body 100 has four first embedded cavities 101 inside its rear end face. One end of the telescopic rod 303 is installed inside the first embedded cavity 101.

[0030] Please see Figure 1 A flexible sleeve 401 is provided around the outer wall of several traction rotating rollers 400.

[0031] Please see Figure 3 A sealing mounting plate 406 is provided on the end face of several traction rotating rollers 400. The sealing mounting plate 406 is threadedly connected to both ends of the traction rotating rollers 400 by bolts 407, and several bolts 407 are provided.

[0032] Please see Figure 3 The central rotating shaft 402 is mounted on the end face of the sealing mounting plate 406 and is fixedly connected.

[0033] Working principle: In use, the fixed base plate 200 is fixedly connected to the installation position, so that the traction rotating roller 400 at the end face of the impact buffer guardrail body 100 acts inside the road. When a vehicle loses control and impacts the traction rotating roller 400, the traction rotating roller 400 can be rotated through the central rotating shaft 402 of the traction rotating roller 400, thereby effectively dispersing the impact force. At the same time, through the setting of the second weakening spring ring 405, hydraulic rod 301, first weakening spring ring 302 and telescopic rod 303, the force is weakened to the maximum extent when the vehicle impacts the guardrail, thereby protecting the device and providing a buffer space for the vehicle.

[0034] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0035] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An impact buffer end mechanism for a motor vehicle lane, comprising an impact buffer guardrail body (100), a fixed base plate (200) is provided behind the impact buffer guardrail body (100), and a cover (300) is provided between the fixed base plate (200) and the impact buffer guardrail body (100), and four cover (300) are provided; Its features are: Also includes: The second embedded cavity (4001) is installed inside the front end face of the impact buffer guardrail body (100). There are two inner cavities (404) above and below the second embedded cavity (4001). A traction rotating roller (400) is installed inside the second embedded cavity (4001). There are several traction rotating rollers (400). Reinforcing ends (403) are provided at both ends of several traction rotating rollers (400). There are two reinforcing ends (403). The two reinforcing ends (403) are installed inside the inner cavity (404). The two reinforcing ends (403) are rotatably connected to the traction rotating rollers (400) through the central rotating shaft (402). A second weakening spring coil (405) is provided on one side of each of the two reinforcing ends (403).

2. The impact buffer end mechanism applied to a motor vehicle lane according to claim 1, characterized in that: The four wrapping sleeves (300) are provided with hydraulic rods (301) inside. One end of the hydraulic rod (301) is provided with a telescopic rod (303), and one end of the telescopic rod (303) passes through and extends into the interior of the hydraulic rod (301). A first weakening spring coil (302) is provided around the outside of the telescopic rod (303) and the hydraulic rod (301).

3. The impact buffer end mechanism applied to a motor vehicle lane according to claim 2, characterized in that: The impact buffer guardrail body (100) has four first embedded cavities (101) on the four sides of its rear end face. One end of the telescopic rod (303) is installed inside the first embedded cavity (101).

4. The impact buffer end mechanism for motor vehicle lanes according to claim 3, characterized in that: A flexible sleeve (401) is provided around the outer wall of each of the traction rotating rollers (400).

5. The impact buffer end mechanism for a motor vehicle lane according to claim 4, characterized in that: A sealing mounting plate (406) is provided on the end face of both ends of several traction rotating rollers (400). The sealing mounting plate (406) is threadedly connected to both ends of the traction rotating rollers (400) by bolts (407), and several bolts (407) are provided.

6. The impact buffer end mechanism for a motor vehicle lane according to claim 5, characterized in that: The central rotating shaft (402) is mounted on the end face of the sealing mounting plate (406) and is fixedly connected.

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