Anti-toppling highway guardrail

Abstract

The utility model discloses a kind of anti-toppling highway guardrails, it is related to guardrail technical field, to solve the technical problem that current highway temporary guardrail is prone to toppling, including base assembly and the guardrail body being set on base assembly and the anti-toppling mechanism being set between base assembly and guardrail body, the guardrail body is slidably installed on base assembly, the anti-toppling mechanism includes the buffer rod being set between guardrail body and counterweight base and the limiting support plate being rotatably installed between counterweight base. The utility model has the advantages that counterweight base is the stable basis, guardrail body is slidably installed and displacement is adapted, wave-shaped buffer rod can be elastically deformed to absorb external force and reduce impact, and drive L-shaped extrusion part to trigger limiting support plate rotation, so that arc-shaped support limiting part is attached to ground to form secondary support, multiple protection greatly reduces toppling risk, reduces manpower reset cost, improves road traffic efficiency, and also has the advantages of convenient disassembly and assembly.

Description

Technical Field

[0001] This utility model relates to the field of guardrail technology, and more specifically, to a highway guardrail designed to prevent tipping over. Background Technology

[0002] Guardrails are a type of infrastructure that combines safety protection with space division, and are widely used in transportation, construction, and municipal industries. Classified by purpose, guardrails in the transportation sector (such as median barriers and highway guardrails) prevent vehicles from crossing boundaries, reduce collision damage, and ensure driving safety. They are made of various materials, commonly steel, aluminum alloy, and PVC. Steel guardrails are sturdy and durable, while PVC guardrails are lightweight and easy to maintain. The design must balance safety and practicality; some guardrails also incorporate aesthetic elements to harmonize with the surrounding environment, enhancing the overall visual appeal of the space while ensuring safety.

[0003] Currently, temporary guardrails installed on highways are simply placed on the ground with their bases in contact, without any fixing or limiting mechanisms. While they meet the requirement of being lightweight and easy to move, their disadvantage is that they are prone to tipping over under wind force or minor impacts. Each time they tip over, personnel must be arranged to rearrange and reposition them, which not only consumes manpower but may also prolong traffic control time and affect road traffic efficiency. In view of this, we propose a tipping-proof highway guardrail. Utility Model Content

[0004] The purpose of this utility model is to overcome the shortcomings of the existing technology, adapt to the needs of reality, and provide a highway guardrail that prevents tipping over, so as to solve the technical problem that the current temporary highway guardrails are prone to tipping over.

[0005] To solve the above-mentioned technical problems, this utility model provides the following technical solution: a highway guardrail that prevents tipping, comprising a base assembly, a guardrail body disposed on the base assembly, and an anti-tipping mechanism disposed between the base assembly and the guardrail body. The base assembly includes a counterweight base, and the guardrail body is slidably mounted on the base assembly. The anti-tipping mechanism includes a buffer rod disposed between the guardrail body and the counterweight base and a limiting support plate rotatably mounted between the counterweight base. The buffer rod includes a first connecting part, a buffer part, and a second connecting part in sequence along its long axis. A pressing part is disposed on the side end of the buffer part, and the pressing part contacts the limiting support plate.

[0006] Preferably, a limiting groove is provided on the top surface of the counterweight base, a sliding block is slidably installed in the limiting groove, and a first connecting plate is provided on the top surface of the sliding block.

[0007] Preferably, a second connecting plate corresponding to the position of the first connecting plate is symmetrically arranged at the bottom end of the guardrail body, and the second connecting plate and the first connecting plate are connected by bolts.

[0008] Preferably, the first connecting part is provided with a third connecting plate at its starting end, and the third connecting plate is connected to the upper part of the back of the guardrail body by bolts, and the end of the second connecting part is welded and fixed to the side end of the counterweight base.

[0009] Preferably, the buffer part is made of spring steel, the buffer part is bent in several ways, the adjacent bends of the buffer part form a V shape, the multiple bends of the buffer part form a wave shape, and the shape of the extrusion part is L-shaped.

[0010] Preferably, the limiting support plate includes a pressure-receiving part and a supporting limiting part from top to bottom. The connection between the pressure-receiving part and the supporting limiting part is a rotation axis. The pressure-receiving part is vertically arranged. The squeezing part is in contact with the front of the pressure-receiving part. The supporting limiting part is curved downward and outward in an arc shape.

[0011] Compared with the prior art, the beneficial effects of this utility model are: 1. This utility model constructs multiple anti-tipping defenses through a combination design of "counterweight base + buffer rod + limiting support plate". The counterweight base provides basic stability support for the guardrail with its own weight, avoiding displacement under slight external forces. The wave-shaped buffer part (made of spring steel) of the buffer rod can absorb external forces such as wind and slight impacts through elastic deformation, reducing the direct impact of external forces on the guardrail body and reducing the risk of tipping. At the same time, the buffer rod drives the compression part to trigger the rotation of the limiting support plate, so that the arc-shaped support limiting part is in contact with the ground to form secondary support, further enhancing the guardrail's anti-tipping ability. Compared with the traditional temporary guardrails that are simply placed on the base, the overall stability is greatly improved, effectively reducing the frequency of tipping and solving the problem that temporary guardrails on highways are prone to tipping.

[0012] 2. This utility model also incorporates a buffer rod structure. The buffer part of the buffer rod is made of spring steel and features a wave-like structure formed by several bends. Spring steel itself possesses excellent elastic deformation performance, and the wave-like design further expands the deformation space. When the guardrail body is subjected to external forces such as wind or minor impacts, the buffer part can efficiently absorb the energy of the external force through elastic deformation, converting the direct impact of the external force on the guardrail body into its own deformation. This significantly reduces the impact of external forces on the overall stability of the guardrail, reducing the risk of the guardrail tipping over due to external impacts from the source. When the buffer part deforms with the displacement of the guardrail body, the L-shaped compression part can accurately contact the pressure part of the limiting support plate and apply horizontal compression force. This structure ensures that the limiting support plate is triggered to rotate around the axis during the transmission of external forces, causing the supporting limiting part to adhere to the ground and form secondary support. This provides a key synergistic effect for preventing the guardrail from tipping over, ensuring the overall stability of the guardrail structure. Attached Figure Description

[0013] Figure 1 This is a front view structural diagram of the present utility model; Figure 2 This is a schematic diagram of the rear view structure of this utility model; Figure 3 This is a schematic diagram of the guardrail body structure of this utility model; Figure 4 This is a partial front view schematic diagram of the structure of this utility model; Figure 5 This is a schematic diagram of the limiting support plate structure of this utility model; Figure 6 This is a schematic diagram of the buffer rod structure of this utility model.

[0014] The following are the labels in the diagram: 100, base assembly; 101, counterweight base; 102, limiting slide groove; 103, sliding block; 104, first connecting plate; 201, guardrail body; 202, second connecting plate; 300, anti-tipping mechanism; 301, buffer rod; 3011, first connecting part; 3012, buffer part; 3013, second connecting part; 3014, pressing part; 302, limiting support plate; 3021, pressure-bearing part; 3022, supporting limiting part. Detailed Implementation

[0015] like Figures 1 to 6 As shown, this utility model relates to an anti-tipping highway guardrail, including a base assembly 100, a guardrail body 201 disposed on the base assembly 100, and an anti-tipping mechanism 300 disposed between the base assembly 100 and the guardrail body 201. The base assembly 100 includes a counterweight base 101, and the guardrail body 201 is slidably mounted on the base assembly 100. The anti-tipping mechanism 300 includes a buffer rod 301 disposed between the guardrail body 201 and the counterweight base 101 and a limiting support plate 302 rotatably mounted between the counterweight base 101. The buffer rod 301 includes a first connecting part 3011, a buffer part 3012 and a second connecting part 3013 in sequence along the long axis direction. A pressing part 3014 is disposed on the side end of the buffer part 3012, and the pressing part 3014 contacts the limiting support plate 302. This utility model of guardrail uses a counterweight base 101 to lay a stable foundation, the guardrail body 201 is slidably installed to adapt to displacement, the wave-shaped buffer rod 301 can elastically deform to absorb external force and reduce impact, and drives the L-shaped extrusion part 3014 to trigger the rotation of the limit support plate 302, so that the arc-shaped support limit part 3022 is in contact with the ground to form secondary support. Multiple protections greatly reduce the risk of tipping over, reduce the cost of manual reset, improve road traffic efficiency, and also have the advantage of convenient disassembly and assembly.

[0016] Specifically, a limiting groove 102 is provided on the top surface of the counterweight base 101, and a sliding block 103 is slidably installed in the limiting groove 102. A first connecting plate 104 is provided on the top surface of the sliding block 103. The cooperation between the limiting groove 102 and the sliding block 103 provides a basis for buffering the backward displacement of the guardrail body 201. At the same time, the sliding block 103 moves directionally along the groove to avoid the imbalance of force caused by the offset of the guardrail body 201.

[0017] Furthermore, a second connecting plate 202 is symmetrically arranged at the bottom end of the guardrail body 201, corresponding to the position of the first connecting plate 104. The second connecting plate 202 and the first connecting plate 104 are connected by bolts. The bolt connection between the second connecting plate 202 and the first connecting plate 104 ensures the stability of the connection between the guardrail body 201 and the base assembly 100, while also providing detachability, facilitating the transportation, installation, and recycling of the guardrail, and meeting the needs of flexible use of temporary guardrails.

[0018] It is worth noting that a third connecting plate is provided at the beginning of the first connecting part 3011. The third connecting plate is connected to the upper part of the back of the guardrail body 201 by bolts, and the end of the second connecting part 3013 is welded and fixed to the side of the counterweight base 101. The bolt connection facilitates the disassembly and maintenance of the buffer rod 301 and the guardrail body 201, and the buffer rod 301 can stably transmit the external force received by the guardrail body 201 to the base.

[0019] It is worth mentioning that the buffer section 3012 is made of spring steel and features several bends. Adjacent bends of the buffer section 3012 form a V-shape, and several bends of the buffer section 3012 form a wave-like shape. The compression section 3014 is L-shaped. Spring steel has excellent elastic deformation capabilities. The wave-like bending structure of the buffer section 3012 can absorb external forces (such as wind force and minor impact force) through deformation, reducing the risk of tipping caused by external forces directly acting on the guardrail body 201. Secondly, the L-shaped compression section 3014 can form a stable contact relationship with the limiting support plate 302, ensuring that the compression action is accurately applied to the support plate when external forces are transmitted, providing secondary limiting for the guardrail.

[0020] It is worth noting that the limiting support plate 302 includes a pressure-receiving part 3021 and a supporting limiting part 3022 from top to bottom. The connection between the pressure-receiving part 3021 and the supporting limiting part 3022 is the axis of rotation. The pressure-receiving part 3021 is vertically arranged, and the pressing part 3014 is in contact with the front of the pressure-receiving part 3021. The supporting limiting part 3022 is curved downward and outward in an arc shape. The vertically arranged pressure-receiving part 3021 can easily receive the force transmitted by the pressing part 3014. The structure that rotates around the axis can convert the horizontal pressing force into the downward supporting force of the supporting limiting part 3022, so that the supporting limiting part 3022 is supported on the ground, providing secondary support and limiting for the rear of the guardrail, improving the stability of the guardrail support, and together with the counterweight base 101, preventing the guardrail from tipping over due to wind force and minor impacts.

[0021] Working Principle: This embodiment provides an anti-tipping highway guardrail. During use, when the guardrail body 201 is subjected to external forces such as wind or minor impacts, the guardrail body 201 slides along the limiting groove 102 of the counterweight base 101 via the sliding block 103. During this process, the guardrail body 201 drives the first connecting part 3011 of the buffer rod 301 to move backward, causing the wave-shaped buffer part 3012 (made of spring steel) of the buffer rod 301 to undergo elastic deformation. This deformation absorbs some of the external force, reducing the direct impact on the guardrail body 201. Simultaneously, the movement of the buffer part 3012 drives the L-shaped compression part 3014 to exert force on the limiting support. The pressure-bearing part 3021 of the support plate 302 applies horizontal compressive force. Since the limiting support plate 302 rotates around the connection between the pressure-bearing part 3021 and the supporting limiting part 3022, the horizontal compressive force is converted into a torque that causes the limiting support plate 302 to rotate around the axis. This causes the supporting limiting part 3022, which is bent downward and outward into an arc shape, to rotate downward and fit against the ground, forming a secondary support and limiting for the guardrail body 201. Combined with the weight of the counterweight base 101, this improves the overall stability and effectively prevents the guardrail body 201 from tipping over. When the external force disappears, the elastic deformation of the buffer part 3012 recovers, causing the compression part 3014 to reset. The limiting support plate 302 also rotates back to its initial position, waiting for the next force application.

[0022] The embodiments disclosed herein are preferred embodiments, but are not limited thereto. Those skilled in the art can readily grasp the spirit of this utility model based on the above embodiments and make different extensions and variations. However, as long as they do not depart from the spirit of this utility model, they are all within the protection scope of this utility model.

Claims

1. A type of anti-tipping highway guardrail, characterized in that, The system includes a base assembly (100), a guardrail body (201) mounted on the base assembly (100), and an anti-tipping mechanism (300) disposed between the base assembly (100) and the guardrail body (201). The base assembly (100) includes a counterweight base (101). The guardrail body (201) is slidably mounted on the base assembly (100). The anti-tipping mechanism (300) includes a buffer rod (301) disposed between the guardrail body (201) and the counterweight base (101) and a limiting support plate (302) rotatably mounted between the counterweight base (101). The buffer rod (301) includes a first connecting part (3011), a buffer part (3012), and a second connecting part (3013) in sequence along its long axis. The buffer part (3012) has a pressing part (3014) on its side end, and the pressing part (3014) contacts the limiting support plate (302).

2. The anti-tipping highway guardrail according to claim 1, characterized in that, The counterweight base (101) has a limiting groove (102) on its top surface. A sliding block (103) is slidably installed in the limiting groove (102). A first connecting plate (104) is provided on the top surface of the sliding block (103).

3. The anti-tipping highway guardrail according to claim 2, characterized in that, The bottom end of the guardrail body (201) is symmetrically provided with a second connecting plate (202) corresponding to the position of the first connecting plate (104), and the second connecting plate (202) and the first connecting plate (104) are connected by bolts.

4. The anti-tipping highway guardrail according to claim 3, characterized in that, The first connecting part (3011) is provided with a third connecting plate at its beginning end. The third connecting plate is connected to the upper part of the back of the guardrail body (201) by bolts. The end of the second connecting part (3013) is welded and fixed to the side end of the counterweight base (101).

5. The anti-tipping highway guardrail according to claim 4, characterized in that, The buffer part (3012) is made of spring steel. The buffer part (3012) is arranged with several bends. The adjacent bends of the buffer part (3012) form a V-shape. The several bends of the buffer part (3012) form a wave shape. The extrusion part (3014) is L-shaped.

6. The anti-tipping highway guardrail according to claim 5, characterized in that, The limiting support plate (302) includes a pressure-receiving part (3021) and a supporting limiting part (3022) from top to bottom. The connection between the pressure-receiving part (3021) and the supporting limiting part (3022) is a rotation axis. The pressure-receiving part (3021) is vertically arranged. The squeezing part (3014) is in contact with the front of the pressure-receiving part (3021). The supporting limiting part (3022) is curved downward and outward in an arc shape.

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