Urban stainless steel anti-collision highway guardrail

Abstract

The utility model discloses a kind of urban stainless steel anti-collision highway guardrails, set in road surface, including support, support is spaced fixedly provided with multiple between road surface, barrier assembly is provided between two adjacent supports, rotationally arranged with pivot in support along vertical direction, the left and right two outer side walls of support are respectively provided with multiple sliding grooves, sliding block is slidably embedded in sliding groove, each sliding block is connected with pivot by transmission assembly, barrier assembly includes multiple interval arrangement horizontal rods, horizontal rod includes coaxially arranged inner tube and outer tube, resin concrete layer is filled in the cavity surrounded by inner tube outer side wall and outer tube inner side wall, sliding block is fixedly provided with limiting rod in the inner tube inside with the ability of sliding insertion, and the limiting rod is away from pivot one end;Inner tube and outer tube are all set as stainless steel pipe.The above-mentioned setting can be spaced multiple horizontal rods between two adjacent supports, so that the device can protect vehicles of multiple heights, and resin concrete layer is arranged in horizontal rod, to improve the protection effect on vehicle.

Description

Technical Field

[0001] This utility model belongs to the field of highway guardrail technology, specifically relating to an urban anti-collision highway guardrail. Background Technology

[0002] To reduce interference and conflicts between various traffic participants, guardrails need to be installed on roads to separate different types of traffic flows. When vehicles lose control or collide, the guardrails can also act as a buffer and barrier, reducing the severity of the accident.

[0003] Chinese patent CN218667118U discloses a road and bridge guardrail support frame design. This design includes a fixed base and a guardrail tube. A connecting pipe is welded to the top of the fixed base, and a fixing plate is installed on the top of the connecting pipe. Multiple inserts are fixedly connected to the inner wall of the fixing plate. This design installs the fixed base on the bridge and inserts the guardrail tube into the inner wall of the connecting pipe. The inserts on the fixing plate are then inserted into holes on the guardrail tube, causing the fixing band to fit against the outer wall of the fixing plate and connecting pipe. The fixing band is then secured with bolts, thus fixing the guardrail tube. This solves the problem of cumbersome installation in traditional guardrail support frames.

[0004] The above solution can only fix one continuous guardrail tube when in use. However, the point at which vehicles of different heights collide with the guardrail is at different heights, resulting in poor protection for vehicles of different heights and limited applicability. Utility Model Content

[0005] The present invention aims to provide a stainless steel crash barrier for urban highways to solve the problem that the above-mentioned solutions have limited applicability.

[0006] To achieve the above objectives, this utility model provides the following technical solution: A type of stainless steel crash barrier for urban highways, installed on the road surface, includes supports, multiple supports fixedly installed at intervals on the road surface, and a railing assembly between two adjacent supports. A rotating shaft is vertically rotatable within each support. Multiple sliding grooves are vertically spaced on the left and right outer walls of the support, each groove containing a sliding block. Each sliding block is connected to the rotating shaft via a transmission assembly. The top of the rotating shaft is connected to the support via a locking assembly. The railing assembly includes multiple spaced horizontal bars, each horizontal bar comprising an inner tube and an outer tube coaxially arranged. A resin concrete layer fills the cavity formed by the outer wall of the inner tube and the inner wall of the outer tube. A limiting rod is fixedly installed at the end of the sliding block away from the rotating shaft, allowing it to slide and insert into the inner cavity of the inner tube. Both the inner and outer tubes are made of stainless steel.

[0007] The principle and effects of this technical solution: In the initial state, the limiting rods at the ends of each slider are located in the corresponding grooves. During installation, multiple supports are first fixedly placed on the road surface in sequence. Then, the crossbars of each railing assembly are placed between two adjacent supports, and the two ends of the crossbars are aligned with the limiting rods at the ends of the corresponding sliders. Then, the rotating shaft is rotated, causing the rotating shaft to simultaneously drive multiple sliders to move towards the crossbars until each limiting rod is inserted into the inner cavity of the corresponding inner tube, and the end wall of the slider abuts against the end wall of the crossbar. When a vehicle loses control due to an accident and hits the crossbar, the pebbles in the resin concrete layer will flow due to the large impact, absorbing the impact energy.

[0008] With the above configuration, multiple crossbars can be spaced between two adjacent supports, enabling the device to protect vehicles of various heights and broadening its applicable scenarios. At the same time, the resin concrete layer inside the crossbars can effectively absorb and dissipate impact energy, improving the protection effect on vehicles.

[0009] In this utility model, the transmission assembly includes a threaded rod that is rotatably disposed in a slide groove along the transverse direction. The end of the slider near the rotating shaft is fitted onto the threaded rod. A plurality of first bevel gears are fixedly fitted at intervals outside the rotating shaft. Each threaded rod is fixedly fitted with a second bevel gear that meshes with the first bevel gear at the end near the rotating shaft.

[0010] The principle and effects of this technical solution: When it is necessary to move the slider outward, first rotate the shaft. Since the second bevel gear outside each of the threaded rods meshes with the first bevel gear fixedly sleeved on the shaft, it drives the multiple threaded rods to rotate simultaneously. Since the slide groove prevents the slider inside from rotating, each slider slides outward as the shaft rotates.

[0011] With the above setup, by rotating the shaft, multiple sliders can be driven to slide outwards simultaneously, thereby fixing the crossbar set between two adjacent supports, simplifying the operation layout and improving installation efficiency.

[0012] In this utility model, the left and right outer side walls of the support are respectively fixedly provided with arc-shaped support plates below each of the sliding grooves.

[0013] In this utility model, the top surface of the support plate is recessed with a slot near the support, and the outer periphery of both ends of the outer tube is respectively fixed with a locking block that can be locked in the slot.

[0014] The principle and effects of this technical solution: During installation, place both ends of the crossbar on the support plate and make the locking blocks at both ends of the crossbar lock into the corresponding slots. At this time, the inner cavity of the inner tube is aligned with the limiting rod.

[0015] With the above setup, the support plate provides support to both ends of the crossbar, making it easy to align the limiting rod and the inner tube, while reducing installation difficulty. By using the locking block to lock into the slot and inserting the limiting rod into the inner cavity of the inner tube, the crossbar can be prevented from shifting in the horizontal or vertical direction after being hit by a vehicle, further improving the protection effect of this device on out-of-control vehicles.

[0016] In this utility model, a prism is fixedly provided on the top of the rotating shaft, and the locking assembly includes a limiting block that is slidably sleeved on the prism. The outer side wall of the limiting block has ridges arranged at equal intervals, and the top of the support is recessed outside the rotating shaft with a limiting groove that cooperates with the limiting block.

[0017] In this invention, the top of the prism is provided with a groove, and the locking assembly also includes a tension spring disposed in the groove, with both ends of the tension spring connected to the bottom wall of the groove and the limiting block.

[0018] The principle and effects of this technical solution: In the initial state, the limiting block is locked in the limiting groove. When it is necessary to rotate the shaft, the limiting block is pulled upward until it is disengaged from the limiting groove. At this time, the tension spring is stretched and deformed and has elastic force. The limiting block can be rotated, which will drive the shaft to rotate. After the slider is moved to the appropriate position, the limiting block is released, and the tension spring pulls the limiting block to reset, so that it is locked in the limiting groove again.

[0019] By setting the limit groove to prevent the limit block and the rotating shaft from rotating, the probability of the rotating shaft rotating due to pedestrian misoperation can be reduced, thereby improving the stability and safety of the device during use.

[0020] In this invention, a shielding block is fixedly provided on the top of the limiting block. This design reduces the probability of rainwater and debris falling into the limiting groove, extends the service life of the device, and reduces the frequency of maintenance by maintenance personnel.

[0021] In this invention, the bottom of the outer wall of the support is provided with a transversely arranged through groove, and the bottom wall of the through groove is provided with a plurality of vertically arranged through holes spaced apart. With this arrangement, after each through hole is fitted onto a pre-embedded part on the road, a nut is threaded onto the pre-embedded part within the through groove, pressing the nut tightly against the bottom wall of the through groove. This fixes the support and prevents the pre-embedded part from being exposed, further improving the safety of the device during use.

[0022] In this invention, a reflective sticker is fixedly installed on the outer wall of the support. This feature provides a warning to vehicles traveling at night, further enhancing the safety of the device during use.

[0023] In this invention, the outer side of the support is covered with a stainless steel sheet. Attached Figure Description

[0024] Figure 1 This is an isometric view of the overall structure of this utility model; Figure 2 This is a partial isometric sectional view of the present invention; Figure 3 for Figure 2 Enlarged view of point A in the middle; Figure 4 This is an exploded view of some components of this utility model. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments: The reference numerals in the accompanying drawings include: 10, support; 11, slide groove; 12, support plate; 121, slot; 13, through groove; 131, through hole; 14, limiting groove; 20, crossbar; 21, inner tube; 22, outer tube; 23, resin concrete layer; 24, locking block; 30, rotating shaft; 31, first bevel gear; 32, prism; 33, groove; 40, slider; 41, limiting rod; 51, threaded rod; 52, second bevel gear; 61, limiting block; 62, tension spring; 63, shielding block; 70, reflective sticker.

[0026] Example: As attached Figure 1-4 As shown, this utility model discloses a stainless steel anti-collision highway guardrail for urban areas, installed on the road surface, including supports 10. Multiple supports 10 are fixedly installed at intervals on the road surface. Each support 10 is cast from resin concrete and covered with steel sheet on its outer side. A guardrail assembly is installed between two adjacent supports 10. A rotating shaft 30 is vertically rotatable inside each support 10. Multiple sliding grooves 11 are vertically spaced on the left and right outer walls of the support 10, and sliding blocks 40 are slidably embedded in each groove 11. Block 40 is connected to the rotating shaft 30 via a transmission assembly. The top of the rotating shaft 30 is connected to the support 10 via a locking assembly. The railing assembly includes multiple spaced horizontal bars 20. Each horizontal bar 20 includes an inner tube 21 and an outer tube 22 arranged coaxially. The inner tube 21 and the outer tube 22 are made of steel pipe. The cavity formed by the outer wall of the inner tube 21 and the inner wall of the outer tube 22 is filled with a resin concrete layer 23. A limiting rod 41 that can slide and be inserted into the inner cavity of the inner tube 21 is fixedly provided at the end of the slider 40 away from the rotating shaft 30.

[0027] The steel sheet and steel pipe are both made of stainless steel. Due to their thinness, their overall cost is low. They are also less prone to rust and have a more attractive appearance. They do not require regular maintenance or rust-preventive paint application, resulting in lower maintenance costs.

[0028] In this embodiment, the transmission assembly includes a threaded rod 51 that is rotatably disposed in the slide groove 11. The slider 40 is fitted onto the threaded rod 51 at one end near the rotating shaft 30. A plurality of first bevel gears 31 are fixedly fitted around the rotating shaft 30 at intervals. Each threaded rod 51 is fixedly fitted onto the end near the rotating shaft 30 with a second bevel gear 52 that meshes with the first bevel gear 31.

[0029] In this embodiment, the left and right outer side walls of the support 10 are respectively fixedly provided with arc-shaped support plates 12 below each of the sliding grooves 11.

[0030] In this embodiment, the top surface of the support plate 12 is recessed with a slot 121 near the support 10, and the outer periphery of both ends of the outer tube 22 is respectively fixed with a locking block 24 that can be locked in the slot 121.

[0031] In this embodiment, a prism 32 is fixedly provided on the top of the rotating shaft 30, and the locking assembly includes a limiting block 61 that is slidably sleeved on the prism 32. The outer side wall of the limiting block 61 has prisms arranged at equal intervals, and the top of the support 10 is recessed outside the rotating shaft 30 with a limiting groove 14 that cooperates with the limiting block 61.

[0032] In this embodiment, the top of the prism 32 is provided with a groove 33, and the locking assembly also includes a tension spring 62 disposed in the groove 33, with both ends of the tension spring 62 connected to the bottom wall of the groove 33 and the limiting block 61.

[0033] In this embodiment, a blocking block 63 is fixedly provided on the top of the limiting block 61.

[0034] In this embodiment, the bottom of the outer side wall of the support 10 is provided with a through groove 13 arranged in a horizontal direction, and the bottom wall of the through groove 13 is provided with a plurality of through holes 131 arranged in a vertical direction at intervals.

[0035] In this embodiment, a reflective sticker 70 is fixedly provided on the outer side wall of the support 10.

[0036] The specific implementation process is as follows: In the initial state, the limiting rods 41 at the ends of each slider 40 are located in the corresponding grooves 11. During installation, multiple supports 10 are first fixedly placed on the road surface in sequence. Then, the crossbars 20 of each railing assembly are placed between two adjacent supports 10, and the two ends of the crossbars 20 are aligned with the limiting rods 41 at the ends of the corresponding sliders 40. Then, the rotating shaft 30 is rotated, causing the rotating shaft 30 to simultaneously drive multiple sliders 40 to move towards the crossbars 20 until each limiting rod 41 is inserted into the inner cavity of the corresponding inner tube 21, and the end wall of the slider 40 abuts against the end wall of the crossbar 20. When a vehicle loses control due to an accident and hits the crossbar 20, the pebbles in the resin concrete layer 23 will flow due to the large impact, absorbing the impact energy.

[0037] When it is necessary to move the slider 40 outward, first rotate the shaft 30. Since the second bevel gear 52 outside each of the threaded rods 51 meshes with the first bevel gear 31 fixedly sleeved on the shaft 30, it drives the multiple threaded rods 51 to rotate at the same time. Since the slide groove 11 prevents the slider 40 inside it from rotating, each slider 40 slides outward as the shaft 30 rotates.

[0038] During installation, place both ends of the crossbar 20 on the support plate 12 respectively, and make the locking blocks 24 at both ends of the crossbar 20 lock into the corresponding locking slots 121. At this time, the inner cavity of the inner tube 21 is aligned with the limiting rod 41.

[0039] In the initial state, the limiting block 61 is locked in the limiting groove 14. When it is necessary to rotate the rotating shaft 30, the limiting block 61 is pulled upward until the limiting block 61 is disengaged from the limiting groove 14. At this time, the tension spring 62 is stretched and deformed and has elastic force. At this time, the limiting block 61 can be rotated, which drives the rotating shaft 30 to rotate. After the slider 40 is moved to the appropriate position, the limiting block 61 is released, and the tension spring 62 pulls the limiting block 61 to reset, so that it is locked in the limiting groove 14 again.

[0040] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A type of stainless steel crash barrier for urban highways, installed on the road surface, characterized in that, include: Support (10), multiple supports (10) are fixedly arranged at intervals on the road surface, and a railing assembly is arranged between two adjacent supports (10). A rotating shaft (30) is arranged vertically inside the support (10). Multiple sliding grooves (11) are opened vertically at intervals on the left and right outer walls of the support (10). A slider (40) is slidably embedded in each sliding groove (11). Each slider (40) is connected to the rotating shaft (30) through a transmission assembly. The top of the rotating shaft (30) is connected to the support (10) through a locking assembly. The railing assembly includes multiple spaced horizontal bars (20), each horizontal bar (20) including an inner tube (21) and an outer tube (22) arranged coaxially. The cavity formed by the outer side wall of the inner tube (21) and the inner side wall of the outer tube (22) is filled with a resin concrete layer (23). A limiting rod (41) that can slide and be inserted into the inner cavity of the inner tube (21) is fixedly provided at the end of the slider (40) away from the pivot (30). Both the inner tube (21) and the outer tube (22) are made of stainless steel.

2. The urban stainless steel crash barrier as described in claim 1, characterized in that: The transmission assembly includes a threaded rod (51) that is rotatably disposed in a slide groove (11) along the lateral direction. The slider (40) is fitted onto the threaded rod (51) at one end near the rotating shaft (30). Multiple first bevel gears (31) are fixedly fitted at intervals outside the rotating shaft (30). Each threaded rod (51) is fixedly fitted onto the end near the rotating shaft (30) with a second bevel gear (52) that meshes with the first bevel gear (31).

3. The urban stainless steel crash barrier as described in claim 2, characterized in that: The left and right outer walls of the support (10) are respectively provided with arc-shaped support plates (12) below each of the slide grooves (11).

4. The urban stainless steel crash barrier as described in claim 3, characterized in that: The top surface of the support plate (12) near the support (10) is recessed with a slot (121), and the outer periphery of both ends of the outer tube (22) is respectively fixed with a card block (24) that can be locked in the slot (121).

5. The urban stainless steel crash barrier as described in claim 1, characterized in that: The top of the rotating shaft (30) is fixedly provided with a prism (32), and the locking component includes a limiting block (61) that is slidably sleeved on the prism (32). The outer side wall of the limiting block (61) has ribs arranged at equal intervals, and the top of the support (10) is recessed outside the rotating shaft (30) with a limiting groove (14) that cooperates with the limiting block (61).

6. The urban stainless steel crash barrier as described in claim 5, characterized in that: The top of the prism (32) is provided with a groove (33), and the locking assembly also includes a tension spring (62) disposed in the groove (33), with the two ends of the tension spring (62) connected to the bottom wall of the groove (33) and the limiting block (61).

7. The urban stainless steel crash barrier as described in claim 5 or 6, characterized in that: A blocking block (63) is fixedly provided on the top of the limiting block (61).

8. The urban stainless steel crash barrier as described in claim 1, characterized in that: The bottom of the outer wall of the support (10) is provided with a through groove (13) arranged in a horizontal direction, and the bottom wall of the through groove (13) is provided with a plurality of through holes (131) arranged in a vertical direction at intervals.

9. The urban stainless steel crash barrier as described in claim 1, characterized in that: The outer wall of the support (10) is fixedly provided with reflective stickers (70).

10. The urban stainless steel crash barrier as described in claim 1, characterized in that: The outer side of the support (10) is covered with a stainless steel sheet.

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