Combined crash barriers with buffer and energy-dissipating structures for transportation
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-18
- Publication Date
- 2026-08-14
AI Technical Summary
[0005]本实用新型所要解决的技术问题是现有的防撞护栏与车辆碰撞时，容易对车辆和驾驶人员产生较大的反作用力，反作用力作用在车辆和驾驶人员身上时会造成较大的伤害，影响防撞的安全性
[0007]本实用新型的有益效果是：通过第一防撞层、第二防撞层、第一卡块、第二卡块、支撑座和底座相配合，提高了防撞护栏安装的稳定性，通过蜂窝槽和填充块相配合，提高了第一防撞层形变的韧性再通过填充块吸收冲击力并分散第一防撞层上的压力，第一防撞层上的压力再向后传递，通过第二防撞层弯折变形进一步吸收能量缓冲，降低对车辆和人体造成的反作用力，提高防撞安全性。
Smart Images
Figure CN224633845U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of crash barrier technology, specifically a combined crash barrier with a buffer energy dissipation structure for transportation. Background Technology
[0002] The modular crash barrier with buffer and energy dissipation structure for transportation is a safety facility used in traffic scenarios such as highways and bridges. It achieves graded buffering, efficient energy dissipation, precise protection and intelligent operation and maintenance through multi-module combination. It can adapt to different vehicle types and collision speeds, reduce damage to vehicles and passengers, prevent vehicles from crossing the boundary, and is easy to replace when partially damaged, thus improving traffic safety and operation and maintenance efficiency.
[0003] Traditional traffic safety guardrails are mainly made of rigid materials and have a relatively simple structural design. Rigid guardrails are typically "concrete base + metal guardrail panels". The concrete base contains a steel skeleton and is fixed to the road surface by its own high strength. The metal guardrail panels are directly connected to the base. They rely on the overall rigidity to resist collisions and absorb a small amount of impact energy through slight deformation of the guardrail panels.
[0004] Existing crash barriers, being made of rigid materials, are prone to generating significant reaction forces when they come into contact with vehicles and deform under substantial impact. These reaction forces can cause considerable injury to the vehicles and drivers, thus compromising crash safety. Utility Model Content
[0005] The technical problem this utility model aims to solve is that when existing crash barriers collide with vehicles, they tend to generate a large reaction force on the vehicles and drivers, which can cause significant damage and affect the safety of the crash barriers.
[0006] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: A combined anti-collision guardrail with a buffer energy dissipation structure for transportation includes a first anti-collision layer, which is used to directly contact vehicles. Several second anti-collision layers are installed on the first anti-collision layer, which is used to support and limit the first anti-collision layer. First locking blocks are fixedly connected to both ends of the first anti-collision layer, and second locking blocks are fixedly connected to both ends of the filler strip. The first locking blocks and second locking blocks are pressed into an integral structure. Several honeycomb grooves are opened on the first anti-collision layer, and filler blocks are filled in the middle of the honeycomb grooves. The filler blocks are used to absorb the impact force of vehicles and disperse the pressure on the first anti-collision layer. Support seats are installed on the first locking blocks and second locking blocks. The middle of the support seats is opened for the first locking blocks and second locking blocks to engage. The bottom end of the support seats is fixedly connected to the base.
[0007] The beneficial effects of this utility model are as follows: by cooperating with the first anti-collision layer, the second anti-collision layer, the first locking block, the second locking block, the support base and the base, the stability of the anti-collision guardrail installation is improved; by cooperating with the honeycomb groove and the filling block, the toughness of the first anti-collision layer under deformation is improved; by the filling block absorbing the impact force and dispersing the pressure on the first anti-collision layer, the pressure on the first anti-collision layer is then transmitted backward; and by the bending deformation of the second anti-collision layer, energy is further absorbed and buffered, reducing the reaction force on vehicles and people and improving anti-collision safety.
[0008] Based on the above technical solution, the present invention can be further improved as follows.
[0009] Furthermore, several filler strips are installed on the surface of the second anti-collision layer near the first anti-collision layer. The filler strips are triangular prisms, and one side of the filler strip supports the other side of the first anti-collision layer, which improves the stability of the second anti-collision layer in supporting the first anti-collision layer and facilitates the uniform transmission of the impact force on the first anti-collision layer to the second anti-collision layer for further energy absorption.
[0010] Furthermore, several second slots are provided on the side wall of the support base, and a limit bolt is threadedly connected in the middle of each second slot. Several first threaded holes are provided on the first block, and several first slots are provided on the second block. The first threaded holes and the first slots are connected and allow the limit bolts to be inserted, which improves the stability of the connection between the first block, the second block and the support base.
[0011] Furthermore, the side walls of the support base are linearly fixedly connected with several limiting hoops, and a round rod is inserted into the middle of each limiting hoop. A limiting block is fixedly connected to the top of each round rod, and an anti-slip nut is threaded to the bottom of each round rod. The anti-slip nut is used to prevent the anti-slip nut from slipping out of the limiting hoop, thereby improving the stability of the round rod installation.
[0012] Furthermore, a first connecting assembly is installed on the round rod. The first connecting assembly includes a first collar sleeved on the two round rods and a telescopic rod fixedly connected to the two first collars, which improves the elasticity of the support connection.
[0013] Furthermore, the first connecting assembly can be replaced by a second connecting assembly, which includes a first slot on the round rod, a damper fixedly connected to two second collars, and a spring wound around the damper, thereby improving the elasticity of the support connection.
[0014] Furthermore, several pre-embedded sleeves are installed at the bottom of the base. The pre-embedded sleeves are embedded in the ground to connect the base. Second threaded grooves are opened at the four corners of the base, and third threaded grooves are opened in the middle of the pre-embedded sleeves. The second and third threaded grooves are used for bolt connection, which improves the stability of the base installation.
[0015] Furthermore, each of the four embedded sleeves is equipped with a support rod, and each embedded sleeve is fixedly connected with a rib. The rib is used to increase the frictional resistance of the embedded sleeve and improve the stability of the embedded sleeve installation and positioning.
[0016] The beneficial effects of adopting the above-mentioned further solution are as follows: by setting a filler strip, which is sequentially snapped into the groove on the surface of the second anti-collision layer, the force-bearing area between the first and second anti-collision layers is increased, and the stability of buffer transmission is improved; by setting a limit hoop, a round rod, a first collar and a telescopic rod in combination, the flexibility of the horizontal connection of the support seat is improved, thereby facilitating the bending deformation of the support seat to absorb energy after being subjected to force. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the overall structure of the present invention. Figure 2 ; Figure 3 This is a schematic diagram of the structure of the first anti-collision layer of this utility model; Figure 4 This is a schematic diagram of the structure of the second anti-collision layer of this utility model; Figure 5 This is a schematic diagram of the support structure of this utility model; Figure 6 This is a schematic diagram of the pre-embedded sleeve structure of this utility model; Figure 7 This is a schematic diagram of the structure of the filter damper of this utility model; The attached diagram lists the components represented by each number as follows: 1. First anti-collision layer; 2. Second anti-collision layer; 3. Filler strip; 4. First locking block; 5. Second locking block; 6. Support base; 7. Slot; 8. Base; 9. Limiting bolt; 10. Filler block; 11. Limiting clamp; 12. Round rod; 13. First collar; 14. Telescopic rod; 15. Embedded sleeve; 16. Honeycomb groove; 17. First threaded hole; 18. First slot; 19. Second slot; 20. Limiting block; 21. Anti-slip nut; 22. Second threaded groove; 23. Third threaded groove; 24. Rib; 25. Support rod; 26. Damper; 27. Spring; 28. Second collar. Detailed Implementation
[0018] The principles and features of this utility model are described below with reference to the accompanying drawings. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.
[0019] In the description of this application, it should be understood that the terms "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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 application. In the description of this application, "a plurality of" means two or more, unless otherwise precisely specified.
[0020] like Figure 1-6 As shown, a combined crash barrier with a buffer energy dissipation structure for transportation includes a first crash layer 1, which is made of rubber and has a certain degree of elasticity to buffer direct contact with vehicles. Several second crash layers 2, made of Q235 corrugated steel strips, are installed on the first crash layer 1. When a vehicle collides with the barrier, the second crash layers 2 can absorb and disperse collision energy through their own deformation, reducing damage to vehicles and personnel. The second crash layers 2 also support and limit the first crash layer 1. Both ends of the first crash layer 1 are fixedly connected to... The first locking block 4 and the filler strip 3 are both fixedly connected to the second locking block 5 at both ends. The first locking block 4 and the second locking block 5 are pressed into an integral structure. Several honeycomb grooves 16 are formed on the first anti-collision layer 1. The honeycomb grooves 16 improve the extensibility of the surface of the first anti-collision layer 1. Each honeycomb groove 16 is filled with a filler block 10. The filler block 10 is made of polyurethane foam. When the first anti-collision layer 1 deforms, the filler block 10 is used to absorb the impact force of the vehicle and disperse the pressure on the first anti-collision layer 1. Support seats 6 are installed on the first locking block 4 and the second locking block 5. The support seats 6 are made of aluminum alloy and are used to support and limit the movement. Each support base 6 has a slot 7 in the middle for engaging the first locking block 4 and the second locking block 5, improving the convenience of overall installation and positioning of the first anti-collision layer 1 and the second anti-collision layer 2. Several second slots 19 are provided on the side wall of the support base 6, each with a threaded connection to a limit bolt 9. Several first threaded holes 17 are provided on the first locking block 4, and several first slots 18 are provided on the second locking block 5. The first threaded holes 17 and the first slots 18 are interconnected and allow the limit bolts 9 to be inserted, improving the stability of the connection between the first locking block 4, the second locking block 5, and the support base 6. The bottom of each support base 6 is fixedly connected to the base 8. The first anti-collision layer 1, the second anti-collision layer 2, the first locking block 4, the second locking block 5, the support base 6 and the base 8 work together to improve the stability of the anti-collision guardrail installation. The honeycomb groove 16 and the filling block 10 work together to improve the toughness of the first anti-collision layer 1 under deformation. The filling block 10 absorbs the impact force and disperses the pressure on the first anti-collision layer 1. The pressure on the first anti-collision layer 1 is then transmitted backward. The second anti-collision layer 2 further absorbs energy and buffers it through bending and deformation, reducing the reaction force on vehicles and people and improving anti-collision safety.
[0021] like Figure 1-4 As shown, several filler strips 3 are installed on the surface of the second anti-collision layer 2 near the first anti-collision layer 1. The filler strips 3 are triangular prisms. One side of the filler strip 3 supports the other side of the first anti-collision layer 1, which increases the force-bearing area of the first anti-collision layer 1 and the second anti-collision layer 2, improves the stability of the second anti-collision layer 2 in supporting the first anti-collision layer 1, and facilitates the uniform transmission of the impact force on the first anti-collision layer 1 to the second anti-collision layer 2 for further energy absorption.
[0022] like Figure 2-5 As shown, several limiting clamps 11 are linearly fixedly connected to the side walls of the support base 6. A round rod 12 is inserted into the middle of each limiting clamp 11. A limiting block 20 is fixedly connected to the top of each round rod 12. An anti-slip nut 21 is threaded to the bottom of each round rod 12. The anti-slip nut 21 is used to prevent the anti-slip nut 21 from slipping out of the limiting clamp 11, thereby improving the stability of the round rod 12 installation. A first connecting assembly is installed on the round rod 12. The first connecting assembly includes a first collar 13 sleeved on two round rods 12 and a telescopic rod 14 fixedly connected to the two first collars 13. The telescopic rod 14 dissipates energy through telescopic deformation, thereby improving the overall stability and connection elasticity of the horizontal connection of the support base 6.
[0023] like Figure 2-6 As shown, several pre-embedded sleeves 15 are installed at the bottom of the base 8. The pre-embedded sleeves 15 are pre-embedded in the ground to connect the base 8. The four corners of the base 8 are provided with second threaded grooves 22, and the middle of the pre-embedded sleeves 15 is provided with third threaded grooves 23. The second threaded grooves 22 and the third threaded grooves 23 are used for bolt connection, which improves the stability of the base 8 installation. Support rods 25 are installed on the four pre-embedded sleeves 15, and ribs 24 are fixedly connected to the pre-embedded sleeves 15. The ribs 24 are used to increase the frictional resistance of the pre-embedded sleeves, which improves the stability of the pre-embedded sleeves 15 installation and positioning.
[0024] like Figure 7 As shown, the first connecting component can also be replaced by a second connecting component. The second connecting component includes a first slot 18 on the round rod 12, a damper 26 fixedly connected to two second collars 28, and a spring 27 wound around the damper 26. When the two support seats 6 are deformed by the collision of the first anti-collision layer 1 and the second anti-collision layer 2, the spring 27 stores and releases energy through deformation according to Hooke's law to buffer the impact of external force and provide a restoring force. The damper 26 generates damping force by motion speed according to the viscous damping law to dissipate kinetic energy. The damper 26 continuously consumes energy and reduces amplitude. The matching of the spring 27 and the damper 26 can achieve buffering and stabilization, improving the elasticity of the connection of the support seats 6.
[0025] Working principle: When using this combined crash barrier with a buffer energy dissipation structure for transportation, the operator first embeds the pre-embedded sleeves 15 sequentially on both sides of the road, and then connects the base 8 to the pre-embedded sleeves 15 with bolts to achieve the installation and positioning of the crash barrier. The first locking block 4, the second locking block 5, the support base 6 and the slot 7 work together to improve the stability of the first crash barrier layer 1 and the second crash barrier layer 2. The filling strip 3 is sequentially inserted into the groove on the surface of the second crash barrier layer 2 to increase the contact surface of the first crash barrier layer 1 to the second crash barrier layer 2 and improve the stability of the force transmitted from the first crash barrier layer 1 to the second crash barrier layer 2. Several honeycomb grooves 16 are opened on the surface of the first crash barrier layer 1 to improve the extensibility of the first crash barrier layer 1. Then the filling block 10 is filled into the middle of the honeycomb groove 16. The filling block 10 absorbs the impact force and disperses the pressure on the first crash barrier layer 1. The pressure on the first crash barrier layer 1 is then transmitted backward. The second crash barrier layer 2 further absorbs energy and buffers through bending and deformation, reducing the reaction force on vehicles and people and improving crash safety.
[0026] Secondly, by setting up a limit hoop 11, a round rod 12, a first collar 13 and a telescopic rod 14 in combination, the flexibility of the horizontal connection of the support seat 6 is improved. When the guardrail is impacted and the support seat 6 is deformed, the telescopic rod 14 dissipates energy through telescopic deformation, improving the overall stability and connection elasticity of the horizontal connection of the support seat 6.
[0027] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A combined crash barrier with buffer energy dissipation structure for traffic transportation, characterized in that: It includes a first anti-collision layer (1), which is used to directly contact the vehicle. Several second anti-collision layers (2) are installed on the first anti-collision layer (1). The second anti-collision layers (2) are used to support and limit the first anti-collision layer (1). The first anti-collision layer (1) is fixedly connected to both ends of the first anti-collision layer (1). The filler strip (3) is fixedly connected to both ends of the second filler (5). The first filler (4) and the second filler (5) are pressed into an integral structure. Several honeycomb grooves (16) are opened on the first anti-collision layer (1). The honeycomb grooves (16) are filled with filler blocks (10). The filler blocks (10) are used to absorb the impact force of the vehicle and disperse the pressure on the first anti-collision layer (1). Support seats (6) are installed on the first filler (4) and the second filler (5). The support seats (6) are all provided with slots (7) for the first filler (4) and the second filler (5) to engage. The bottom end of the support seats (6) is fixedly connected to the base (8).
2. The combined crash barrier with buffer and energy dissipation structure for traffic transportation according to claim 1, characterized in that, The second anti-collision layer (2) has several filler strips (3) installed on its surface near the first anti-collision layer (1). The filler strips (3) are triangular prisms, and one side of the filler strips (3) is supported on the other side of the first anti-collision layer (1).
3. The combined crash barrier with buffer and energy dissipation structure for traffic transportation according to claim 1, characterized in that, The support base (6) has several second slots (19) on its side wall. Each second slot (19) is threaded with a limit bolt (9). The first block (4) has several first threaded holes (17). The second block (5) has several first slots (18). The first threaded holes (17) and the first slots (18) are connected and allow the limit bolts (9) to be inserted.
4. The combined crash barrier with buffer and energy dissipation structure for traffic transportation according to claim 3, characterized in that, The side walls of the support base (6) are all linearly fixedly connected with several limiting hoops (11). A round rod (12) is inserted into the middle of each limiting hoop (11). A limiting block (20) is fixedly connected to the top of each round rod (12). An anti-slip nut (21) is threaded to the bottom of each round rod (12). The anti-slip nut (21) is used to prevent the anti-slip nut (21) from sliding out of the limiting hoop (11).
5. The combined crash barrier with buffer and energy dissipation structure for traffic transportation according to claim 4, characterized in that, A first connecting assembly is installed on the round rod (12). The first connecting assembly includes a first collar (13) sleeved on the two round rods (12) and a telescopic rod (14) fixedly connected to the two first collars (13).
6. The combined crash barrier with buffer and energy dissipation structure for traffic transportation according to claim 5, characterized in that, The first connecting assembly can also be replaced by a second connecting assembly, which includes a first slot (18) on a round rod (12), a damper (26) fixedly connected to two second collars (28), and a spring (27) wound around the damper (26).
7. The combined crash barrier with buffer energy dissipation structure for transportation as described in claim 1, characterized in that, Several pre-embedded sleeves (15) are installed at the bottom of the base (8). The pre-embedded sleeves (15) are pre-embedded in the ground to connect the base (8). The four corners of the base (8) are provided with second threaded grooves (22). The middle of the pre-embedded sleeves (15) is provided with third threaded grooves (23). The second threaded grooves (22) and the third threaded grooves (23) are for bolt connection.
8. The combined crash barrier with buffer and energy dissipation structure for traffic transportation according to claim 7, characterized in that, Support rods (25) are installed on each of the four pre-embedded sleeves (15), and ribs (24) are fixedly connected to each pre-embedded sleeve (15). The ribs (24) are used to increase the frictional resistance of the pre-embedded parts.