A safety type crash barrier suitable for superhighway

Abstract

The utility model discloses a kind of safety type crash barrier suitable for superhighway belongs to guardrail field. Mainly include guardrail, guide component and barrier component, the guardrail is composed of two groups of stand and corrugated steel sheet, the guide component is installed in the back of corrugated steel sheet, by multiple groups of reinforcing rod, crossbeam and arc part, the reinforcing rod is vertically fixed in the back of corrugated steel sheet, forms longitudinal support structure, multiple groups of reinforcing rod are transversely connected crossbeam, constitute frame type structure to enhance overall stiffness, arc part is set on crossbeam, the barrier component is installed on the surface of corrugated steel sheet, by load-bearing rod, pivot, torsion spring and first baffle, the barrier component is used for the elastic blocking of rollover vehicle. A kind of safety type crash barrier suitable for superhighway of the application, by guide component to arc part lift vehicle front wheel protection battery pack, barrier component is driven baffle by torsion spring to absorb rollover energy, both cooperation forms clamping effect, prevent vehicle from climbing.

Description

Technical Field

[0001] This utility model relates to the field of guardrail technology, and in particular to a safety anti-collision guardrail suitable for ultra-high-speed highways. Background Technology

[0002] With the continuous improvement of my country's expressway network and the sustained growth of traffic demand, the construction scale of super-highways (design speed ≥ 120 km / h) is expanding daily. As a key facility to ensure driving safety, the performance of expressway crash barriers directly affects the life safety of drivers and passengers and the extent of vehicle damage in traffic accidents. Currently, common crash barriers on the market mainly include corrugated beam barriers, concrete barriers, and cable barriers. However, existing crash barriers still have certain deficiencies in structural design and protective functions; However, due to the relatively simple structural design of traditional crash barriers, there are significant shortcomings in protecting certain vehicle types. For example, the power battery packs of new energy vehicles are usually installed in the chassis, and their low ground clearance (generally 10-20cm) makes it easy for the battery packs to directly impact the guardrail posts during a collision, potentially leading to serious consequences such as battery short circuits, fires, or even explosions. High-center-of-gravity buses and RVs have poor stability during driving; when they lose control and roll over, the existing guardrail height (typically about 80-100cm) is insufficient to prevent vehicles from overturning, easily causing them to run off the road and resulting in secondary accidents. Therefore, there is a need to design a safety crash barrier suitable for ultra-high-speed highways.

[0003] It should be noted that the information disclosed in this background section is only for understanding the background technology of this application concept, and therefore may include information that does not constitute prior art. Utility Model Content

[0004] This utility model provides a safety crash barrier suitable for ultra-high-speed highways to solve the problem that traditional crash barriers have a simple structure and insufficient protection for special vehicle types, such as the battery packs of new energy vehicles easily hitting the posts and high-center-of-gravity buses easily overturning and crossing the guardrail.

[0005] This utility model embodiment adopts the following technical solution: a safety crash barrier suitable for ultra-highways. It includes a barrier, a guide assembly, and a guardrail assembly. The barrier consists of two sets of uprights and corrugated steel plates. The guide assembly is installed on the back of the corrugated steel plates and consists of multiple sets of reinforcing rods, crossbeams, and arc-shaped sections. The reinforcing rods are vertically fixed to the back of the corrugated steel plates, forming a longitudinal support structure. The crossbeams connect the multiple sets of reinforcing rods laterally, forming a frame structure to enhance overall rigidity. Arc-shaped sections are provided on the crossbeams. The guardrail assembly is installed on the surface of the corrugated steel plates and consists of load-bearing rods, a pivot, a torsion spring, and a first baffle. The guardrail assembly is used for elastic blocking of rollover vehicles.

[0006] Furthermore, the arc-shaped portion is an upwardly curved arc surface, positioned close to the bottom of the guardrail, and is used to guide the front wheels to slide and rise along the arc during a vehicle collision.

[0007] Furthermore, the arc-shaped portion is located 30cm above the ground.

[0008] Furthermore, multiple sets of the load-bearing rods are vertically fixed to the corrugated steel plate, and an inner groove is provided on the back of the plate. The rotating shaft passes through the inner groove of each load-bearing rod to form a movable connection. A torsion spring is embedded between the rotating shaft and the inner groove. The first baffle is fixedly installed on the rotating shaft. Under the action of the torsion spring, it is initially tilted outward at an angle. A notch or slot adapted to the load-bearing rod is provided on the first baffle. The baffle can rotate around the rotating shaft.

[0009] Furthermore, the guardrail assembly includes multiple sets of load-bearing rods mounted on the corrugated steel plate. The back of each load-bearing rod has an inner groove. A rotating shaft is movably connected between the multiple sets of load-bearing rods. A torsion spring is connected between the rotating shaft and the inner groove. A first baffle is fixedly sleeved on the rotating shaft.

[0010] Furthermore, the first baffle has a ground height of 1.2 meters, is adapted to be tilted outward under the action of the torsion spring, has a notch or groove adapted to the load-bearing rod, and can rotate around the pivot within a certain range.

[0011] Furthermore, an L-shaped support is connected between the tops of the multiple sets of load-bearing rods. A horizontally arranged support rod is installed on the support, and a second baffle is connected to the support rod via a hinge. The second baffle is initially in an inclined state and is set parallel to the first baffle. A side rod is fixedly installed on the side of the second baffle near the first baffle. The side rod is located on the second baffle away from the hinge. Two sets of protrusions are installed on the side rod. The protrusions are movably connected to a connecting rod. Two sets of mating parts are installed on the side of the first baffle near the second baffle. A rotating shaft is mounted between the two sets of mating parts. One end of the connecting rod is fixedly sleeved on the rotating shaft.

[0012] The above-mentioned technical solutions adopted in the embodiments of this utility model can achieve the following beneficial effects: A safety crash barrier suitable for ultra-high-speed highways utilizes a guide component that incorporates reinforcing bars, crossbeams, and an arc-shaped section on the back of a corrugated steel plate to form a stable frame structure. Upon vehicle impact, the arc-shaped section guides the front wheels to rise along an arc, allowing battery packs in low-chassis vehicles such as new energy vehicles to avoid the guardrail posts, reducing the risk of battery damage. The load-bearing bars, pivots, torsion springs, and first baffle of the guardrail assembly work together. The torsion spring initially tilts the first baffle outward. When the vehicle rolls over, the baffle rotates, compressing the torsion spring to absorb energy. The tilted surface generates a component force to counteract the rollover torque. Combined with the upward lifting force generated by the bottom guide component, this creates a clamping effect, preventing the vehicle from overturning. Attached Figure Description

[0013] The accompanying drawings, which are provided to further illustrate the present invention and constitute a part of the present invention, illustrate exemplary embodiments of the present invention and are used to explain the present invention, but do not constitute an undue limitation of the present invention.

[0014] In the attached diagram: Figure 1 This is an overall schematic diagram of a safety crash barrier applicable to ultra-high-speed highways according to this application; Figure 2 for Figure 1 Rear view; Figure 3 for Figure 2 Enlarged view of point A; Figure 4 for Figure 1 The back view; Figure label: 1. Guardrail; 11. Post; 12. Corrugated steel plate; 2. Guide assembly; 21. Reinforcing bar; 22. Crossbeam; 23. Curved section; 3. Guardrail assembly; 31. Load-bearing bar; 32. Inner groove; 33. First baffle; 34. Notch; 35. Rotating shaft; 36. Torsion spring; 37. Support part; 38. Support rod; 39. Second baffle; 310. Hinge; 311. Side bar; 312. Protrusion; 313. Connecting rod; 314. Connecting part; 315. Rotating shaft. Detailed Implementation

[0015] To further illustrate the technical means and effects adopted by this utility model in order to achieve the intended utility model purpose, the following detailed description of the specific implementation methods, structure, features and effects of this utility model is provided in conjunction with the accompanying drawings and preferred embodiments.

[0016] The technical solutions provided by the various embodiments of this utility model are described in detail below with reference to the accompanying drawings.

[0017] Reference Figures 1 to 4As shown, this utility model embodiment provides a safety crash barrier suitable for ultra-highways, including a guardrail 1, a guide component 2, and a barrier component 3; The guardrail 1 consists of two sets of posts 11 and corrugated steel plates 12. The posts 11 are vertically installed on both sides of the road and are made of high-strength steel to ensure stable support. The corrugated steel plates 12 are tightly connected to the posts 11 by bolts and are horizontally installed between the two sets of posts 11. Their wave-shaped structure design can effectively disperse the impact force of vehicles. Anti-collision blocks are installed between the posts 11 and the corrugated steel plates 12. When a vehicle collides with the guardrail 1, the anti-collision blocks can deform to absorb the collision energy and reduce the impact intensity of the vehicle. In addition, the surface of the corrugated steel plates 12 is coated with reflective material to improve visibility at night and in inclement weather, further ensuring driving safety.

[0018] The guide component 2 is installed on the back of the corrugated steel plate 12 and consists of multiple sets of reinforcing rods 21, crossbeams 22 and arc-shaped parts 23. The reinforcing rods 21 are vertically fixed to the back of the corrugated steel plate 12 to form a longitudinal support structure. The multiple sets of reinforcing rods 21 are horizontally connected to the crossbeams 22 to form a frame structure to enhance the overall rigidity. The arc-shaped parts 23 are provided on the crossbeams 22. The arc-shaped parts 23 are 30-50cm off the ground and are shaped as an upwardly curved arc surface. They are located close to the bottom of the guardrail 1 and are used to guide the front wheels to slide and lift along the arc when a vehicle collides. Through the mechanical guiding effect of the arc surface, the vehicle chassis avoids the impact of the pillar 11, reducing the risk of battery pack collision for low-chassis vehicles such as new energy vehicles, achieving targeted protection for special vehicle models, and improving the safety performance of the guardrail 1. The guardrail assembly 3 is installed on the surface of the corrugated steel plate 12 and consists of load-bearing rods 31, a rotating shaft 35, a torsion spring 36, and a first baffle 33. Multiple sets of load-bearing rods 31 are vertically fixed to the corrugated steel plate 12, with an inner groove 32 on their back. The rotating shaft 35 passes through the inner groove 32 of each load-bearing rod 31 to form a movable connection. The torsion spring 36 is embedded between the rotating shaft 35 and the inner groove 32, providing elastic restoring force for the assembly. The first baffle 33 is fixedly mounted to the rotating shaft 35. Under the action of the torsion spring 36, it initially tilts outward at an angle. A notch 34 adapted to the load-bearing rods 31 is opened on the plate surface, allowing the baffle to rotate around the rotating shaft 35. When a vehicle rolls over and impacts the baffle, the impact force drives the baffle to rotate around the rotating shaft 35 towards the inside of the guardrail 1, and the torsion spring 36 compresses to absorb energy. After the impact force weakens, the torsion spring 36 returns to its original position, causing the baffle to return to its initial tilted state, thus achieving the elastic blocking and restoring function for rollover vehicles. The guardrail assembly 3 includes multiple sets of load-bearing rods 31 fixedly installed on the corrugated steel plate 12. The back of each load-bearing rod 31 has an inner groove 32. A rotating shaft 35 is movably inserted between the multiple sets of load-bearing rods 31. A torsion spring 36 is connected between the rotating shaft 35 and the inner groove 32 to provide elastic restoring force for the assembly. A first baffle 33 is fixedly sleeved on the rotating shaft 35. The specific ground height of the first baffle 33 is 1.2 meters. The first baffle 33 is adapted to tilt outward under the action of the torsion spring 36. At the same time, a notch 34 adapted to the load-bearing rods 31 is opened on the first baffle 33, so that the first baffle 33 can rotate around the rotating shaft 35 within a certain range of angles. It should be noted that the length of the notch 34 allows the first baffle 33 to rotate only 45 degrees. When a high-center-of-gravity vehicle rolls over, the impact force overcomes the tension of the torsion spring 36 upon impact with the first baffle 33, driving the baffle to rotate inward toward the guardrail 1. During the rotation, the torsion spring 36 gradually compresses, converting the kinetic energy of the vehicle rollover into elastic potential energy, effectively buffering the impact force. Simultaneously, the inclined baffle contacts the roof, generating upward and inward components of force through the inclined structure, offsetting the vehicle's rollover torque and preventing it from continuing to tilt outward.

[0019] During this process, the vehicle's front wheels simultaneously impact the curved crossbeam 22 at the bottom of guardrail 1. The curved design of the crossbeam 22 guides the wheels to lift, generating an upward lifting force. The lateral force of the top baffle blocking inward and the vertical force of the bottom crossbeam 22 lifting work together to create a clamping effect at the moment the vehicle rolls over. This acts like two barriers, one above and one below, firmly restraining the vehicle inside guardrail 1, preventing it from overturning and running off the road.

[0020] Specifically, an L-shaped support 37 is connected between the tops of the multiple sets of load-bearing rods 31. A horizontally arranged support rod 38 is fixedly installed on the support 37, and a second baffle 39 is connected to the support rod 38 via a hinge 310. The second baffle 39 is initially in an inclined state and is set parallel to the first baffle 33. A side rod 311 is fixedly installed on the side of the second baffle 39 near the first baffle 33. The side rod 311 is located on the second baffle 39 away from the hinge 310, and two sets of protrusions 312 are fixedly installed on the side rod 311. The protrusions 312 are movably connected to a connecting rod 313. At the same time, two sets of mating parts 314 are fixedly installed on the side of the first baffle 33 near the second baffle 39. A rotating shaft 315 is mounted between the two sets of mating parts 314, and one end of the connecting rod 313 is fixedly sleeved on the rotating shaft 315. The guardrail assembly 3 further enhances its anti-rollover function by adding an L-shaped support 37 and a double-layer baffle structure. Multiple sets of load-bearing rods 31 are horizontally connected at the top via the L-shaped support 37 to form a top frame structure. Support rods 38 are horizontally fixed below the support 37 and hinged to the second baffle 39 via hinges 310. The second baffle 39 is initially parallel to the first baffle 33 and both are inclined outwards, together forming a double-layer protective barrier.

[0021] The second baffle 39 has a fixed side rod 311 on the side near the first baffle 33. Two sets of protrusions 312 are located at its ends, linked to the docking portion 314 of the first baffle 33 via a connecting rod 313. One end of the connecting rod 313 is hinged to the protrusion 312, and the other end is sleeved onto the bearing structure of the docking portion 314 via a rotating shaft 315, forming a mechanical linkage mechanism. When a vehicle rolls over and impacts the first baffle 33, the first baffle 33 rotates inward around the rotating shaft 35. This rotation, along with the connecting rod 313, pulls the second baffle 39 to rotate synchronously around the hinge 310. The double-layered baffles form a contracting angle, enhancing the clamping force on the roof. After the impact force dissipates, the torsion spring 36 and the restoring elasticity of the hinge 310 jointly drive the double-layered baffles back to their initial tilted state. This linkage structure improves the overall protection's synergy and energy absorption efficiency, effectively preventing high-center-of-gravity vehicles from overturning.

[0022] In summary: The crash barrier of this application forms a multi-layer protection through the coordinated work of the guardrail 1, the lower guide component 2, and the upper guardrail component 3. The guardrail 1 serves as the basic structure, consisting of a high-strength column 11 and a corrugated steel plate 12. It is combined with anti-collision blocks to absorb conventional collision energy, and a reflective coating to improve visibility. The guide component 2 is located at the bottom of the guardrail 1. Its arc-shaped part 23, through its upward curved surface design, guides the front wheels to rise along the arc at the moment of vehicle collision, so that the battery pack of the new energy vehicle with a high chassis avoids the impact of the column 11. The upper guardrail assembly 3 adopts a double-layer baffle linkage structure. The first baffle 33 is tilted outward under the action of the torsion spring 36. When a high-center-of-gravity vehicle rolls over and impacts, the baffle rotates around its axis to compress the torsion spring 36 to absorb energy, while the tilted surface generates a component force to counteract the rollover torque. At this time, the upward lifting force generated by the bottom arc-shaped part 23 and the lateral blocking force of the top baffle form a clamping effect. The double-layer baffles further tighten the included angle through the linkage design of the connecting rod 313 and the rotating shaft 315, firmly restraining the vehicle inside the guardrail 1. After the impact, the torsion spring 36 and the hinge 310 automatically reset, ensuring the continuous protective capability of the guardrail 1.

[0023] The battery pack of a new energy vehicle chassis is prone to rigid collision with the pillar 11, which can cause safety accidents. When a vehicle with a high center of gravity rolls over, it is easy to overturn the guardrail 1, leading to a secondary accident. This utility model solves the above problems through a layered protection design. The arc-shaped structure of the lower guiding component uses the principle of mechanical guidance to convert the horizontal impact force during the collision into a vertical lifting force, avoiding direct damage to the battery pack. The double-layer linkage baffle of the upper guardrail component 3, combined with the clamping effect, increases the protection height of the guardrail 1 from the conventional 80-100cm to 1.2 meters. At the same time, it absorbs the kinetic energy of the rollover through elastic deformation, breaking through the limitations of the rigid blocking of the traditional guardrail 1.

[0024] Through the innovative structure of arc-shaped lifting and double-layer clamping, the risk of fire caused by collision of new energy vehicle batteries is significantly reduced, and the probability of accidents caused by high center of gravity vehicles rolling off the road is reduced. On the other hand, the elastic reset and mechanical linkage design enables the guardrail 1 to restore its protective function after a collision, avoiding the drawback of traditional guardrail 1 failing after a single impact, improving the long-term safety and maintenance efficiency of the highway, and providing targeted protection for special vehicle models through the layered structure.

[0025] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present utility model. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A safety crash barrier suitable for ultra-highways, comprising a barrier (1), a guide assembly (2), and a guardrail assembly (3), characterized in that: The guardrail (1) consists of two sets of uprights (11) and corrugated steel plates (12). The guide assembly (2) is installed on the back of the corrugated steel plate (12) and consists of multiple sets of reinforcing rods (21), crossbeams (22) and arc-shaped parts (23). The reinforcing rods (21) are vertically fixed to the back of the corrugated steel plate (12) to form a longitudinal support structure. The crossbeams (22) are horizontally connected between the multiple sets of reinforcing rods (21) to form a frame structure to enhance the overall rigidity. Arc-shaped parts (23) are provided on the crossbeams (22). The guardrail assembly (3) is installed on the surface of the corrugated steel plate (12) and consists of a load-bearing rod (31), a rotating shaft (35), a torsion spring (36) and a first baffle (33). The guardrail assembly (3) is used to elastically block overturned vehicles.

2. A safety crash barrier suitable for ultra-high-speed highways according to claim 1, characterized in that: The arc-shaped part (23) is an upwardly curved arc surface, located close to the bottom of the guardrail (1), and is used to guide the front wheels to slide and rise along the arc when the vehicle collides.

3. A safety crash barrier suitable for ultra-high-speed highways according to claim 2, characterized in that: The arc-shaped part (23) is 30cm above the ground.

4. A safety crash barrier suitable for ultra-high-speed highways according to claim 3, characterized in that: Multiple sets of the load-bearing rods (31) are vertically fixed to the corrugated steel plate (12), and the back of the plate is provided with an inner groove (32). The rotating shaft (35) passes through the inner groove (32) of each load-bearing rod (31) to form a movable connection. The torsion spring (36) is embedded between the rotating shaft (35) and the inner groove (32). The first baffle (33) is fixedly installed on the rotating shaft (35). Under the action of the torsion spring (36), the initial state is tilted outward. The first baffle (33) has a notch (34) adapted to the load-bearing rod (31). The baffle can rotate around the rotating shaft (35).

5. A safety crash barrier suitable for ultra-high-speed highways according to claim 4, characterized in that: The guardrail assembly (3) includes multiple sets of load-bearing rods (31) installed on the corrugated steel plate (12). The back of each load-bearing rod (31) has an inner groove (32). A rotating shaft (35) is movably connected between the multiple sets of load-bearing rods (31). A torsion spring (36) is connected between the rotating shaft (35) and the inner groove (32). A first baffle (33) is fixedly sleeved on the rotating shaft (35).

6. A safety crash barrier suitable for ultra-high-speed highways according to claim 5, characterized in that: The first baffle (33) has a ground height of 1.2 meters. The first baffle (33) is adapted to be tilted outward under the action of the torsion spring (36). The first baffle (33) has a notch (34) that matches the load-bearing rod (31). The first baffle (33) can rotate around the pivot (35) within a certain range.

7. A safety crash barrier suitable for ultra-high-speed highways according to claim 6, characterized in that: An L-shaped support (37) is connected between the tops of the multiple sets of load-bearing rods (31). A horizontally arranged support rod (38) is installed on the support (37). A second baffle (39) is connected to the support rod (38) via a hinge (310). The second baffle (39) is initially in an inclined state and is set parallel to the first baffle (33). A side rod (311) is fixedly installed on the side of the second baffle (39) near the first baffle (33). The side rod (311) is located on the second baffle (39) away from the hinge (310). Two sets of protrusions (312) are installed on the side rod (311). The protrusions (312) are movably connected to a connecting rod (313). Two sets of mating parts (314) are installed on the side of the first baffle (33) near the second baffle (39). A rotating shaft (315) is mounted between the two sets of mating parts (314) and a bearing is installed between them. One end of the connecting rod (313) is fixedly sleeved on the rotating shaft (315).

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