Road bridge anti-collision guardrail

Abstract

The utility model discloses a kind of road bridge crash barrier for road bridge, it is related to guardrail technical field, including two upper and lower guardrail cross beams, multiple wedge grooves are symmetrically arranged on the opposite surface of guardrail cross beam, and multiple rotating cylinders are equidistantly arranged on the guardrail cross beam, rotating shaft is fixedly connected on rotating cylinder, and the upper and lower ends of rotating shaft are rotatably connected with wedge block through bearing, and wedge block is correspondingly clamped in wedge groove;Multiple connecting rods corresponding to rotating cylinder are fixedly connected between guardrail cross beams, multiple shafts are movably arranged on connecting rod, and the one end of shaft is connected with the friction plate of arc structure, the friction plate is attached to rotating cylinder, and spring is arranged on shaft;The utility model is through multistage unloading, energy absorption is more thorough, structural durability is enhanced, and service life is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of guardrail technology, specifically to a crash barrier for roads and bridges. Background Technology

[0002] In the field of road and bridge transportation, crash barriers are core facilities for ensuring vehicle driving safety. They need to meet three major requirements simultaneously: "energy absorption and force dissipation," "structural durability," and "convenient maintenance." However, existing guardrail products generally have the following technical pain points, making them difficult to adapt to the complex usage scenarios of roads and bridges:

[0003] 1. Limitations of traditional rigid guardrails: Currently, rigid structures such as concrete guardrails and solid steel guardrails are still widely used in roads and bridges. Their core defect is poor energy absorption capacity. When a vehicle is involved in a side impact, the guardrail cannot effectively buffer the impact force, but instead directly transmits the impact force to the vehicle, resulting in severe deformation of the vehicle body, damage to the chassis, and even the risk of injury to the driver and passengers due to the severe impact. At the same time, rigid guardrails themselves have limited impact resistance. After a single impact, they are prone to permanent damage such as breakage and concrete spalling. Repair requires complete demolition and reconstruction, which is costly and affects traffic efficiency.

[0004] 2. Performance shortcomings of ordinary rotating guardrails: High-speed rotation leads to structural damage: The rotating drum lacks an effective speed control mechanism. When a vehicle hits, the drum rotates at high speed, causing overheating and rapid wear between the shaft and bearing, resulting in a short service life. It lacks auxiliary energy absorption and relies solely on the rotation of the drum to unload force. Without a secondary buffer structure, the impact force is concentrated at the connection between the drum and the guardrail beam, which can easily cause the drum to shift and the beam to bend, resulting in a "rotation jamming" phenomenon and loss of protective effect. Utility Model Content

[0005] The purpose of this utility model is to provide a crash barrier for roads and bridges to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a road and bridge anti-collision guardrail, comprising two guardrail beams arranged vertically, the guardrail beams having multiple wedge-shaped grooves symmetrically arranged opposite each other, and multiple rotating cylinders equidistantly arranged on the guardrail beams, the rotating cylinders having rotating shafts fixedly connected to them, and the upper and lower ends of the rotating shafts being rotatably connected to wedge-shaped blocks through bearings, the wedge-shaped blocks being correspondingly engaged in the wedge-shaped grooves;

[0007] Multiple connecting rods corresponding to rotating cylinders are fixedly connected between the guardrail beams. Multiple shafts are movably mounted on the connecting rods, and one end of each shaft is connected to an arc-shaped friction plate. The friction plate is fitted into the rotating cylinder, and a spring is mounted on the shaft.

[0008] Preferably, the inner end of the wedge groove is provided with a wedge-shaped rubber pad, and the wedge-shaped rubber pad is arranged in contact with the side wall of the wedge block.

[0009] Preferably, one end of the shaft is provided with an external thread, the side wall of the friction plate is provided with a threaded hole, and the shaft and the friction plate are threadedly connected.

[0010] Preferably, one end of the shaft is provided with an external thread, the side wall of the friction plate is provided with a threaded hole, and the shaft and the friction plate are threadedly connected.

[0011] Compared with the prior art, the beneficial effects of this utility model are:

[0012] 1. This utility model achieves more thorough energy absorption through multi-stage unloading: the synergistic mechanism of "primary unloading by rotating drum → secondary energy dissipation by friction damping → tertiary buffering by wedge-shaped rubber pads" greatly improves the absorption of impact kinetic energy;

[0013] 2. Enhanced structural durability and extended service life: This utility model reduces wear on core components, and the spring is always in a compressed state, providing constant extrusion force to the friction plate, ensuring stable friction damping, and avoiding bearing overheating and wear caused by high-speed rotation of the drum. The service life of the bearings in this guardrail is greatly improved; the wedge-shaped rubber pad in the wedge groove can buffer the metal contact between the wedge block and the crossbeam, reducing structural deformation during impact.

[0014] 3. Significantly improved ease of maintenance and reduced operation and maintenance costs: The axle and friction plate are connected by threads. After wear, only the axle needs to be unscrewed to replace the friction plate separately, shortening maintenance time. There is no need to disassemble the rotating drum or close the entire lane, thus improving maintenance efficiency. The rotating drum is fixed by wedge blocks being inserted into wedge grooves. During installation, there is no need to precisely align the bolt holes. During disassembly, the rotating drum can be pulled outwards. It can adapt to the transformation needs of different road and bridge sections and reduce construction difficulty.

[0015] 4. Strong environmental adaptability and suitability for complex working conditions: The core components (friction plates, springs, and bearings) are all made of weather-resistant materials (such as asbestos-free wear-resistant materials for friction plates and 65Mn corrosion-resistant steel for springs), which can work stably in the temperature range of -30℃ to 60℃ and in rain and snow conditions, avoiding rust or jamming. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the present invention. Figure 1 ;

[0017] Figure 2 This is a schematic diagram of the structure of the present invention. Figure 2 ;

[0018] Figure 3 This is a schematic diagram showing the disassembled parts of this utility model;

[0019] Figure 4 This is a cross-sectional structural diagram of the present invention.

[0020] In the diagram: 1. Guardrail beam; 11. Wedge groove; 12. Wedge rubber pad; 2. Rotary cylinder; 21. Rotary shaft; 22. Wedge block; 3. Connecting rod; 4. Shaft; 5. Friction plate; 6. Spring. Detailed Implementation

[0021] 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.

[0022] Please see Figure 1-4 This utility model provides a technical solution: a road and bridge anti-collision guardrail, including two guardrail beams 1 arranged vertically, a plurality of wedge grooves 11 symmetrically arranged opposite each other on the guardrail beams 1, and a plurality of rotating cylinders 2 equidistantly arranged on the guardrail beams 1, a rotating shaft 21 fixedly connected to the rotating cylinder 2, and a wedge block 22 rotatably connected to the upper and lower ends of the rotating shaft 21 through bearings, and the wedge block 22 is correspondingly locked in the wedge groove 11;

[0023] Multiple connecting rods 3 corresponding to the rotating cylinders 2 are fixedly connected between the guardrail beams 1. Multiple shafts 4 are movably installed on the connecting rods 3, and one end of the shaft 4 is connected to an arc-shaped friction plate 5. The friction plate 5 is fitted with the rotating cylinder 2, and a spring 6 is installed on the shaft 4.

[0024] Furthermore, a wedge-shaped rubber pad 12 is provided on the inner end of the wedge groove 11, and the wedge-shaped rubber pad 12 is in contact with the side wall of the wedge block 22. The wedge block 22 and the wedge-shaped rubber pad 12 are inserted and installed through the open end of the wedge groove 11. With the setting of the wedge-shaped rubber pad 12, when the rotating drum 2 is subjected to a lateral collision, the wedge-shaped rubber pad 12 performs the first step of pressing, absorbing energy and dissipating force.

[0025] Furthermore, one end of the shaft 4 is provided with an external thread, and the side wall of the friction plate 5 is provided with a threaded hole, and the shaft 4 and the friction plate 5 are threadedly connected. The threaded connection between the shaft 4 and the friction plate 5 facilitates the disassembly and replacement of the friction plate 5 after excessive wear.

[0026] Furthermore, the spring 6 is in contact with both the friction plate 5 and the side wall of the connecting rod 3. This facilitates the disassembly and maintenance of the friction plate 5, and the spring 6 is always in a compressed state, providing pressure to the friction plate 5 and ensuring the friction between the friction plate 5 and the rotating drum 2. This allows the friction between the friction plate 5 and the rotating drum 2 to relieve force when the rotating drum 2 is subjected to lateral impact, preventing rapid wear of the bearings between the rotating shaft 21 and the wedge block 22 caused by the high rotation of the rotating drum 2.

[0027] Specifically, when a vehicle makes a side impact with the rotating drum 2, the guardrail gradually absorbs the impact kinetic energy through "three-level protection," while strictly limiting the drum's rotation speed to avoid the potential risks of high-speed rotation.

[0028] 1. First stage: Rotating drum 2 preferentially decomposes the impact force and consumes the initial kinetic energy.

[0029] When the vehicle hits the rotating drum 2, the drum 2 rotates rapidly around the rotating shaft 21 under the action of the lateral impact force. The drum decomposes the "positive impact force" of the vehicle perpendicular to the guardrail into "tangential force" parallel to the guardrail (along the rotation direction of the drum 2), changing the force transmission path and preventing the impact force from acting directly on the guardrail beam 1 or the ground foundation, thus reducing hard impact damage. During the rotation of the drum 2, the initial impact kinetic energy is initially consumed through its own rotation, which is equivalent to the "first force relief barrier", laying the foundation for subsequent damping speed control and energy absorption.

[0030] 2. Second stage: Friction damping controls the rotational speed of drum 2, continuously consuming kinetic energy.

[0031] When the drum 2 rotates, the friction plate 5 is always in contact with the outer wall of the drum 2, and the two generate sliding friction, forming a "damping torque". The core of this is to achieve "speed control + energy consumption". Due to the continuous squeezing force of the spring 6, the contact pressure between the friction plate 5 and the drum 2 is kept constant, generating a stable sliding friction force. This friction force is converted into a torque that resists the rotation of the drum 2, reducing the rotation speed of the drum 2 and avoiding overheating and wear of the bearing caused by high-speed rotation. During the friction process, the impact kinetic energy is further converted into heat energy (dissipated through the contact point between the friction plate 5 and the drum 2), which consumes the kinetic energy and greatly reduces the energy load transferred to subsequent components.

[0032] 3. Third stage: Wedge-shaped rubber pads assist in energy absorption and impact cushioning structure:

[0033] When the rotating drum 2 rotates, it causes the rotating shaft 21 and the wedge block 22 to be slightly squeezed towards the inside of the wedge groove 11. The wedge block 22 directly presses the wedge rubber pad 12, causing it to undergo elastic deformation. This process can absorb residual kinetic energy, which is equivalent to the "last buffer". It reduces the hard metal contact impact between the wedge block 22 and the wedge groove 11, and avoids the rotating drum 2 from getting stuck due to collision deformation. The elastic deformation of the wedge rubber pad 12 can also buffer the lateral displacement of the rotating drum 2, ensuring that the rotating drum 2 always rotates within the preset range and does not detach from the support of the guardrail beam 1, thus ensuring the effectiveness of the protection.

[0034] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A road and bridge crash barrier, comprising two vertically arranged guardrail beams (1), characterized in that: The guardrail beam (1) is symmetrically provided with multiple wedge-shaped grooves (11) and multiple rotating cylinders (2) are equidistantly provided on the guardrail beam (1). A rotating shaft (21) is fixedly connected to the rotating cylinder (2), and wedge-shaped blocks (22) are rotatably connected to the upper and lower ends of the rotating shaft (21) through bearings. The wedge-shaped blocks (22) are correspondingly stuck in the wedge-shaped grooves (11). Multiple connecting rods (3) corresponding to the rotating cylinders (2) are fixedly connected between the guardrail beams (1). Multiple shafts (4) are movably arranged on the connecting rods (3), and one end of the shaft (4) is connected to a friction plate (5) with an arc structure. The friction plate (5) is fitted to the rotating cylinder (2), and a spring (6) is arranged on the shaft (4).

2. The road and bridge crash barrier according to claim 1, characterized in that: The inner end of the wedge groove (11) is provided with a wedge rubber pad (12), and the wedge rubber pad (12) is in contact with the side wall of the wedge block (22).

3. The road and bridge crash barrier according to claim 1, characterized in that: One end of the shaft (4) is provided with an external thread, and the friction plate (5) has a threaded hole on its side wall. The shaft (4) and the friction plate (5) are connected by threads.

4. A road and bridge crash barrier according to claim 1, characterized in that: One end of the shaft (4) is provided with an external thread, and the friction plate (5) has a threaded hole on its side wall. The shaft (4) and the friction plate (5) are connected by threads.

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