A new type of crash barrier plate for expressway

Abstract

The utility model relates to road guardrail equipment technical field especially relates to a new crash barrier for highway. Aiming at the energy absorption efficiency of existing metal beam type guardrail is limited, and the buffer capacity is insufficient, the impact acceleration of vehicle is bigger, easily leads to the serious damage of vehicle and personnel injury, and the permanent deformation is easy to happen, and the technical problem needing integral replacement. A new crash barrier for highway, including the symmetrical distribution's stand, the stand between the symmetrical distribution is through the even distribution's installation component and is commonly installed with the guardrail, is provided with the reinforcing plate in the guardrail, is provided with the metal framework in the hole core of reinforcing plate. The utility model discloses through the three -fold structure design of rubber board body, honeycomb reinforcing layer and metal framework, realized multistage collaborative energy absorption, and solved the technical contradiction between light weight and high strength, high flexibility and high stability, realized the ideal protection effect of soft buffer, strong energy absorption, anti -penetration, significantly improved the road safety.

Description

Technical Field

[0001] This utility model relates to the technical field of road guardrail equipment, and in particular to a new type of anti-collision guardrail for highways. Background Technology

[0002] Road guardrails are an important part of traffic safety facilities. Their core function is to absorb collision energy through their own deformation, thereby achieving passive safety protection for vehicles and occupants and guiding out-of-control vehicles back to the correct driving direction.

[0003] Currently, the most widely used guardrail on the market is the metal beam guardrail, which mainly absorbs energy through the bending deformation of metal corrugated plates. However, its energy absorption method is relatively simple, mainly relying on the plastic deformation of metal, with limited energy absorption efficiency. Moreover, it causes a large impact acceleration on vehicles, resulting in poor passenger comfort. Furthermore, the metal material is rigid and has insufficient buffering capacity, which can easily lead to serious vehicle damage and personal injury. In addition, after a collision, the metal guardrail usually undergoes permanent deformation that cannot be restored, resulting in high maintenance costs and requiring complete replacement.

[0004] Therefore, there is an urgent need in this field for a new type of guardrail structure that can simultaneously provide high-strength support, efficient energy absorption, excellent buffering performance, and good durability. Utility Model Content

[0005] In order to overcome the shortcomings mentioned in the background art, the present invention provides a new type of anti-collision guardrail for highways.

[0006] The technical solution of this utility model is: a new type of anti-collision guardrail for highways, including symmetrically distributed posts, with guardrails installed between the symmetrically distributed posts by uniformly distributed installation components, and reinforcing plates provided inside the guardrails. The reinforcing plates are honeycomb-shaped hollow plates, and metal skeletons are provided inside the core holes of the reinforcing plates.

[0007] To further explain, both the front and rear sides of the balustrade are designed with horizontally placed wave surfaces, and the crests of the front wave surface and the troughs of the rear wave surface are staggered in the thickness direction.

[0008] To further explain, protective groove 1 and protective groove 2 are evenly distributed on the front and rear sides of the railing.

[0009] To further explain, both protective groove one and protective groove two are vertical grooves, and protective groove one and protective groove two are staggered.

[0010] To further explain, the installation assembly includes a connector that is slidably connected to an adjacent column. The connector is detachably mounted with an installation rod. Symmetrically distributed steel cables are embedded in the railing. Both ends of the steel cables are detachably mounted with fixings, which are sleeved on the adjacent installation rod.

[0011] To further explain, evenly distributed mounting parts are installed on both sides of the column, and safety pins are installed between adjacent mounting parts. Safety grooves are provided on the connectors, and the safety pins slide within the adjacent safety grooves.

[0012] This utility model has the following advantages: 1. This utility model achieves multi-level synergistic energy absorption through a triple structural design of a rubber sheet body, a honeycomb reinforcement layer, and a metal skeleton. The outer guardrail is responsible for initial buffering and guiding deformation, while the middle reinforcement plate achieves efficient core energy absorption through controllable crushing. The internal metal skeleton provides ultimate strength assurance, resolving the technical contradiction between lightweight and high strength, and high flexibility and high stability. It achieves the ideal protective effect of soft buffering, strong energy absorption, and penetration resistance, significantly improving road safety.

[0013] 2. In the event of a major collision, this utility model completely eliminates the risk of the pillars tripping by causing the safety pins to break at a predetermined value, turning the railing into a movable flexible barrier. At the same time, the modular design allows for quick restoration after a collision by simply replacing standard parts such as the pins, greatly reducing maintenance costs and traffic interruption time. Attached Figure Description

[0014] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0015] Figure 2 This is a three-dimensional structural diagram of the railing, protective groove, and connecting parts of this utility model.

[0016] Figure 3 This is a three-dimensional structural diagram of the parapet, reinforcing plate, and metal frame of this utility model.

[0017] Figure 4 This is a three-dimensional structural diagram of the guardrail, protective groove, and steel cable of this utility model.

[0018] Figure 5 This is a three-dimensional structural diagram of the fixing component, mounting component, and safety pin of this utility model.

[0019] In the attached diagrams: 1-post, 2-balustrade, 3-reinforcing plate, 4-metal frame, 5-protective groove one, 6-protective groove two, 7-connector, 8-installation rod, 9-steel cable, 10-fixture, 11-installation component, 12-safety pin, 13-safety groove. Detailed Implementation

[0020] The present invention will now be described more fully below with reference to the accompanying drawings, in which presently preferred embodiments of the invention are shown. However, the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided for thoroughness and completeness and to fully convey the scope of the invention to those skilled in the art.

[0021] A new type of crash barrier for highways, such as Figures 1-3 As shown, the system includes symmetrically distributed columns 1, with railings 2 installed between them via evenly distributed mounting components. The railings 2 are made of rubber and extend the impact time by bending and deforming due to their elasticity. Both the front and rear sides of the railings 2 are designed with horizontally placed wave surfaces, and the crests of the front wave surface and the troughs of the rear wave surface are staggered in the thickness direction. The wave surface itself is an excellent energy-absorbing structure, so the railings 2 can greatly resist vertical bending deformation. This makes the railings 2 very stable under normal conditions and not easily shaken by wind or slight contact. A reinforcing plate 3 is installed inside the railings 2. The reinforcing plate 3 is a honeycomb-shaped hollow plate made of honeycomb-core engineering plastic, and a metal skeleton 4 is installed inside the core of the reinforcing plate 3.

[0022] like Figure 2 and Figure 4 As shown, protective groove 1 5 and protective groove 2 6 are evenly distributed on the front and rear sides of the guardrail 2. Both protective groove 1 5 and protective groove 2 6 are vertical grooves, and the protective groove 1 5 and protective groove 2 6 are staggered, so that the guardrail 2 can produce stable and controllable bending deformation.

[0023] like Figure 2 and Figure 5 As shown, the installation assembly includes a connector 7, which is slidably connected to an adjacent post 1. The connector 7 is detachably installed with an installation rod 8. Two steel cables 9 are embedded in the railing 2, which are symmetrically distributed vertically. Both ends of the steel cables 9 are detachably installed with fixing parts 10, which are sleeved on the adjacent installation rod 8.

[0024] like Figure 5 As shown, both sides of the column 1 are equipped with evenly distributed mounting parts 11. Safety pins 12 are installed between adjacent mounting parts 11. The safety pins 12 have a fracture threshold. When the force applied to the safety pins 12 is greater than its own safety threshold, the safety pins 12 will break. The connector 7 is provided with a safety groove 13. The safety pins 12 slide within the adjacent safety grooves 13.

[0025] When a car collides with the guardrail 2, the guardrail 2 uses its own elasticity to bend and deform, thereby prolonging the collision time and maximizing the absorption of collision energy, thus protecting the safety of the vehicle, occupants and road facilities to the greatest extent.

[0026] Meanwhile, during the impact, the front and rear sides of the guardrail 2 are wavy surfaces, which are excellent energy-absorbing structures. Therefore, the guardrail 2 can greatly resist vertical bending deformation. This makes the guardrail 2 very stable under normal conditions and not easily shaken by wind or slight contact. In addition, there are protective grooves on the wavy surface. Therefore, during the impact, the first protective groove 5 begins to close and the second protective groove 6 begins to expand, thus guiding the guardrail 2 to bend along the protective grooves. This results in stable and controllable bending deformation of the guardrail 2, forming a friendly interface that wraps around the vehicle, rather than a rigid flat surface. It can also prevent overall failure. Even if a part is damaged due to excessive impact, the crack is easily confined within a single grille and is not likely to spread to the entire guardrail 2, improving the safety redundancy of the system. Furthermore, the protective grooves soften the overall rigidity of the guardrail 2 and prolong the impact time, so that it will not generate excessive rebound force on the vehicle during the collision, which helps the vehicle decelerate more smoothly.

[0027] When the guardrail 2 bends and deforms, the reinforcing plate 3 will undergo progressive and controllable buckling and crushing under the huge compressive force generated by the car impact, converting a large amount of kinetic energy into the plastic deformation energy and internal friction heat energy of the material. Furthermore, the honeycomb structure will quickly disperse the concentrated impact force from the collision point to the entire reinforcing plate 3, avoiding premature local failure of the guardrail 2 caused by stress concentration and ensuring the stability of the energy absorption process.

[0028] Throughout the collision, the metal frame 4 enhances the overall bending stiffness of the guardrail 2 and remains functional, preventing premature breakage of the guardrail 2 under impact and ensuring its guiding function as a safety barrier. As the last line of defense, the metal frame 4 provides extremely high tensile and shear strength, effectively preventing vehicles from penetrating the guardrail 2 in high-speed collisions, ensuring the system's ultimate safety redundancy. Furthermore, if the metal frame 4 undergoes slight deformation after a collision, as long as its main load-bearing capacity is not affected, the entire guardrail 2 can still be reused after repair.

[0029] During the aforementioned impact, the impact force is transmitted to the connector 7 through the guardrail 2, causing the connector 7 to move. This prolongs the impact time and dissipates some energy through sliding friction. At the same time, the guardrail 2 is allowed to elastically move backward to absorb and store energy. After the impact ends, with the elastic restoring force of the guardrail 2 itself or with the assistance of a slight external force, the connector 7 can slide back to its initial position, realizing automatic system reset without any maintenance.

[0030] During the movement of connector 7, when safety groove 13 is limited by adjacent safety pin 12, if the impact force caused by the car is less than the design fracture threshold of safety pin 12, it means that the guardrail 2 can still delay the impact of the car, and safety pin 12 will not break. If the impact force caused by the car is greater than the design fracture threshold of safety pin 12, safety pin 12 breaks, releasing guardrail 2. The vehicle can push the entire section of guardrail 2 connected to connector 7 backward together, transforming the fatal rigid impact into a relatively flexible push, greatly reducing the risk of the vehicle losing control and rolling over due to obstruction. After the collision time is over, only a new safety pin 12 needs to be replaced. The whole process does not require the replacement of large components or welding, achieving rapid reset.

[0031] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A novel crash barrier for highways, characterized in that it includes: There are symmetrically distributed columns (1), and the columns (1) are connected together by uniformly distributed installation components to install a railing (2). A reinforcing plate (3) is provided inside the railing (2). The reinforcing plate (3) is a honeycomb hollow plate, and a metal skeleton (4) is provided inside the core of the reinforcing plate (3). The front and rear sides of the railing (2) are both set as horizontal wave surfaces, and the crests of the front wave surface and the troughs of the rear wave surface are staggered in the thickness direction.

2. The novel anti-collision guardrail for highways according to claim 1, characterized in that, The front and rear sides of the guardrail (2) are provided with evenly distributed protective grooves 1 (5) and 2 (6).

3. The novel anti-collision guardrail for highways according to claim 2, characterized in that, Both the first protective groove (5) and the second protective groove (6) are vertical grooves, and the first protective groove (5) and the second protective groove (6) are staggered.

4. The novel anti-collision guardrail for highways according to claim 1, characterized in that, The installation assembly includes a connector (7), which is slidably connected to an adjacent column (1). The connector (7) is detachably installed with an installation rod (8). The railing (2) is embedded with symmetrically distributed steel cables (9). Both ends of the steel cables (9) are detachably installed with fixing parts (10), which are sleeved on the adjacent installation rod (8).

5. A novel anti-collision guardrail for highways according to claim 4, characterized in that, The column (1) is equipped with evenly distributed mounting parts (11) on both sides. Safety pins (12) are installed between adjacent mounting parts (11) and the connector (7) is provided with safety grooves (13). The safety pins (12) slide in the adjacent safety grooves (13).

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