CN115182284A - Vehicle anticollision section of thick bamboo and vehicle anticollision barrier - Google Patents
Vehicle anticollision section of thick bamboo and vehicle anticollision barrier Download PDFInfo
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- CN115182284A CN115182284A CN202211025342.XA CN202211025342A CN115182284A CN 115182284 A CN115182284 A CN 115182284A CN 202211025342 A CN202211025342 A CN 202211025342A CN 115182284 A CN115182284 A CN 115182284A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
- E01F15/0407—Metal rails
- E01F15/0415—Metal rails with pivoting members
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
- E01F15/0461—Supports, e.g. posts
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- Structural Engineering (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
The invention relates to a vehicle anti-collision barrel and a vehicle anti-collision guardrail. The vehicle anti-collision barrel comprises a fixed pile, an anti-collision roller, a limiting unit and an energy storage element. The spud pile is fixed in one side of road bed. The collision-resistant roller is sleeved on the fixed pile. The limiting unit is matched with the fixing pile for application so as to limit the axial movement freedom degree of the collision-resistant roller. The energy storage element is used as the connecting transition between the fixing pile and the collision-resistant roller. When the vehicle is impacted, the anti-collision roller performs circumferential rotation movement, so that the impact direction of the vehicle is changed, part of impact energy is converted into translational kinetic energy of the vehicle, and in the process, the energy storage element synchronously stores elastic potential energy. Therefore, on one hand, the vehicle anti-collision barrel has the capability of meeting the accidental collision of the vehicles from different directions, and after the vehicle anti-collision barrel is separated from the vehicles, the anti-collision roller can automatically reset under the action of elastic recovery potential energy; on the other hand, the vehicle anti-collision barrel is simple in preparation process and extremely low in manufacturing cost.
Description
Technical Field
The invention relates to the technical field of highway safety protection, in particular to a vehicle anti-collision barrel and a vehicle anti-collision guardrail.
Background
The large-scale application of the automobile greatly facilitates daily travel of people and accelerates the logistics transfer efficiency, but along with the daily travel of people, a plurality of problems such as collision accidents, tail gas pollution and the like occur, wherein the collision accidents often cause a large amount of casualties and property loss to form serious social hazards. The anti-collision guardrails arranged on the two sides of the highway can effectively reduce the probability that the automobile rushes out of the road surface due to out-of-control, and simultaneously, the impact energy of the automobile can be effectively dissipated by the deformation, friction and other behaviors of the guardrails in the moment of collision, so that the damage of the collision to the automobile body and the personnel of drivers and passengers is reduced.
In the past, the automobile anti-collision guardrail mainly adopts the form that shaped steel, steel pipe or steel construction and concrete pier column combine together, can obtain better shock resistance through structural design, but buffering energy dissipation effect is limited, and especially to the reduction effect of initial impact unsatisfactory, it is difficult to effectively ensure vehicle and personnel's safety.
In recent years, with the development of technology, barrel crash structures have emerged, such as: the Chinese patent CN107401132A discloses a rotary anti-collision barrel type highway anti-collision buffer guardrail, which mainly comprises an upper guardrail rod, a lower guardrail rod, an anti-collision buffer net, guardrail upright posts and a rotary anti-collision barrel. Guardrail upper boom is in the higher authority, the guardrail lower beam is below, be provided with the anticollision buffering net between guardrail upper boom and guardrail lower beam, the guardrail upper boom, the guardrail lower beam adopts guardrail stand and nut to carry out fixed connection, rotatory anti-collision barrel is from inlayer to skin packing sand in proper order, high damping concrete, the energy-absorbing buffer layer, the crashproof steel deck, elastic buffer, and be provided with the energy dissipation obturator in high damping concrete, be provided with the bumper shock absorber in the energy-absorbing buffer layer, surface in elastic buffer anticollision side is provided with the phosphor strip, rotatory anti-collision barrel casing is fixed on the guardrail stand and adopts the nut. In engineering application, the anti-collision buffer guardrail reduces the damage of impact energy to a vehicle in a multi-layer buffer mode, and impact force is dispersedly transmitted, so that the safety of the vehicle and passengers is protected to the maximum extent, and the requirement of road anti-collision safety protection is met. However, the manufacturing process route of the rotary anti-collision barrel is complex, the construction period is relatively long, the construction cost is high, and the large-scale implementation and application are not facilitated. In addition, the anti-impact capacity of the rotary anti-collision barrel is limited, when the anti-collision barrel is subjected to the effect of over-limit impact energy, the high-damping concrete layer in the anti-collision barrel is broken, namely the whole rotary anti-collision barrel is scrapped, and a large amount of manpower and material resources are required to be input to perform batch renewing operation subsequently, so that the maintenance cost of the road is increased. Therefore, it is highly desirable for the subject group to address the above problems.
Disclosure of Invention
Therefore, in view of the above-mentioned problems and drawbacks, the objective of the present invention is to collect relevant data, and through many evaluations and considerations, and through continuous research and design improvement by the personnel of the objective group, the vehicle crash tube will finally appear.
In order to solve the technical problem, the invention relates to a vehicle anti-collision barrel which comprises a fixed pile, an anti-collision roller, a limiting unit and an energy storage element. The spud pile is fixed in one side of road bed. The crash-resistant roller is fitted over the pile and performs a rotational motion about the central axis of the pile when it is subjected to impact energy from a vehicle. The limiting unit is matched with the fixing pile for application so as to limit the axial movement freedom degree of the collision-resistant roller. The energy storage element is used as a connecting transition between the fixing pile and the collision-resistant roller. The energy storage element synchronously increases the elastic potential energy stored by the energy storage element along with the continuous propulsion of the collision-resistant roller in the circumferential rotating motion process under the action of impact energy. When the vehicle is separated from the collision-resistant roller, the elastic potential energy stored in the energy storage element is released to drive the collision-resistant roller to perform reverse rotation so as to reset.
As a further development of the solution disclosed in the invention, the energy accumulating element is preferably a wound sheet steel strip. The free ends of the inner side and the outer side of the rolled sheet steel bar are respectively restrained by a fixing pile and an anti-collision roller.
As a further improvement of the technical scheme disclosed by the invention, the collision-resistant roller is preferably integrally formed by injection molding of high-strength plastics. A first mounting chamber extends downwardly from the top wall of the crash-resistant drum for receiving the wound sheet steel strip. The outer free end of the rolled sheet steel bar is restrained by the inner side wall of the first mounting cavity.
As a further improvement of the technical scheme disclosed by the invention, a first strip-shaped mounting groove and a first over-limit protection structure are arranged on the inner side wall of the first mounting cavity. The first bar-shaped fitting groove is used for restraining the outer free end of the rolled sheet-shaped steel bar. First limit protection architecture of crossing is by a plurality of shaping on first installation cavity inside wall, and carry out circumference equipartition, be used for the first spacing groove that rolls up the outside free end of slice billet around first installation cavity the central axis and constitute. When the vehicle anti-collision barrel is impacted by low energy, the outer free end of the rolled sheet steel bar is constrained in the first strip-shaped mounting groove, and the state of the rolled sheet steel bar is always kept unchanged along with the increase of elastic potential energy stored in the rolled sheet steel bar; the vehicle anti-collision barrel is under the action of overrun impact energy, and after elastic potential energy stored in the rolled sheet steel bar reaches a design limit value, the outer free end of the rolled sheet steel bar is separated from the first strip-shaped mounting groove and then sequentially skims over a plurality of first limiting grooves.
As another modified design of the above technical solution, the anti-collision roller may also be a composite structure, which is formed by stacking a web layer, an impact resistant layer and a panel layer in sequence along the inner-to-outer direction. The web layer is in a cylindrical structure after being curled and formed, and a second mounting cavity for accommodating the rolled sheet steel bar is formed in the web layer. The outer free end of the rolled sheet steel bar is restrained by the inner side wall of the second mounting cavity.
As a further improvement of the technical solution disclosed in the present invention, the web layer is preferably formed by curling a metal web; the panel layer is preferably formed by crimping a metal panel; and the impact-resistant layer is a foam plastic body clamped between the metal web and the metal panel.
As a further improvement of the technical scheme disclosed by the invention, a second strip-shaped mounting groove and a second over-limit protection structure are arranged on the inner side wall of the second mounting cavity. The second bar-shaped mounting groove is used for restraining the free end of the outer side of the rolled sheet steel bar. The second is crossed and is limited protection architecture by a plurality of shaping on the second installation cavity inside wall, and carry out circumference equipartition, be used for the second spacing groove that rolls up the outside free end of slice billet around second installation cavity the central axis and constitute. When the vehicle anti-collision barrel is impacted by low energy, the free end of the outer side of the rolled sheet steel bar sinks in the second strip-shaped mounting groove, and the state of the free end of the outer side of the rolled sheet steel bar is always kept unchanged along with the increase of elastic potential energy stored in the rolled sheet steel bar; the vehicle anti-collision barrel is under the action of overrun impact energy, and after elastic potential energy stored in the rolled sheet steel bar reaches a design limit value, the outer free end of the rolled sheet steel bar is separated from the second bar-shaped mounting groove, and then sequentially skims over a plurality of second limiting grooves.
As a further improvement of the technical scheme disclosed by the invention, the limiting unit is composed of an upper limiting subunit and a lower limiting subunit. Wherein, the upper limiting subunit comprises a pressure applying plate and an upper locking nut. The lower limiting subunit comprises a bearing plate and a lower locking nut. After the vehicle anti-collision barrel is assembled, the pressure applying plate and the bearing plate are penetrated through by the fixing piles and are respectively fixed with the top wall and the bottom wall of the anti-collision roller into a whole in a one-to-one correspondence mode. The upper locking nut and the lower locking nut are screwed on the fixed pile through the thread pair, so that the axial pressure application of the pressure application plate and the bearing plate is realized in a one-to-one correspondence mode.
As a further improvement of the technical scheme disclosed by the invention, the upper limiting subunit also comprises an upper plane thrust ball bearing. The lower limiting subunit also comprises a lower plane thrust ball bearing. The upper plane thrust ball bearing and the lower plane thrust ball bearing are sleeved on the fixing pile, and when the vehicle anti-collision barrel is assembled, the upper plane thrust ball bearing is pressed between the upper locking nut and the pressure applying plate, and the lower plane thrust ball bearing is pressed between the lower locking nut and the bearing plate.
As a further improvement of the technical scheme disclosed by the invention, the vehicle anti-collision barrel also comprises an external energy dissipation assembly. When the vehicle anti-collision barrel is subjected to impact energy, the external energy dissipation assembly firstly touches the vehicle. The peripheral energy dissipation assembly is composed of a plurality of rubber rods which are uniformly distributed and inserted on the outer side wall of the collision-resistant roller.
Through the landing and the application of the vehicle anti-collision barrel, when the vehicle anti-collision barrel is impacted by impact energy, the anti-collision roller is used for directly absorbing the impact force from the vehicle, the energy storage element arranged in the anti-collision roller stores elastic potential energy in real time, and the stored elastic potential energy is synchronously increased along with the increase of the circumferential rotation angle of the anti-collision roller. When the vehicle is separated from the collision-resistant roller, the stored elastic potential energy is released to drive the collision-resistant roller to perform reverse rotation until the vehicle is reset. Therefore, on one hand, when the collision-resistant roller is impacted, the collision-resistant roller performs circumferential rotation movement, so that the impact direction of the vehicle is changed, part of impact energy is converted into translational kinetic energy of the vehicle, and in the process, the energy storage element synchronously stores elastic potential energy, and finally, the damage of the impact energy to the vehicle can be effectively reduced; on the other hand, the vehicle anti-collision barrel has the capability of meeting the accidental collisions from the vehicles in different directions, and can automatically reset (without manual interference) under the action of elastic recovery potential energy after being separated from the vehicles, so that the vehicle anti-collision barrel can well lay the next accidental collision; on the other hand, the preparation process of the vehicle anti-collision barrel is simple, the manufacturing cost is extremely low (the small-batch trial production cost of a school enterprise cooperation unit is controlled within 800 yuan, and the cost expectation under a large-batch preparation mode can be controlled within 630 yuan), and the method is favorable for large-scale popularization and application in the industry.
In addition, it should be noted that the impact energy from the vehicle can be absorbed by the crash-proof roller, the energy storage element and the fixing pile in sequence, so as to effectively optimize the force form of the vehicle crash-proof cylinder when the vehicle crash-proof cylinder is impacted, and ensure that the vehicle crash-proof cylinder has better anti-impact capability.
In addition, the invention also discloses a vehicle anti-collision guardrail which comprises a connection assembly and a plurality of vehicle anti-collision cylinders. A plurality of vehicle anti-collision cylinders are arranged along one side or two sides of a road in a long dragon shape. The vehicle anti-collision cylinders belonging to the same side are all communicated by the communication component.
As a further improvement of the technical scheme disclosed by the invention, the connection component comprises a flexible connecting rod and a plurality of U-shaped bolts. The trend of flexible connecting rod is unanimous with the direction of arranging of a vehicle anticollision section of thick bamboo, and keeps in the state of pushing up with a plurality of spuds simultaneously. A plurality of U-shaped bolts used for encircling the fixing pile are sequentially arranged on the flexible connecting rod.
In the actual construction of the vehicle crash barrier, a plurality of vehicle crash tubes are connected in series to form an organic combination. When the vehicle crash barrier is impacted, the impact energy is cooperatively absorbed by the multiple vehicle crash cylinders, so that the phenomenon that a single vehicle crash cylinder is damaged or even topples over due to the action of the impact energy independently is effectively avoided.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a perspective view of a first embodiment of a vehicle crash tube according to the present invention.
Fig. 2 is a front view of fig. 1.
Fig. 3 isbase:Sub>A sectional viewbase:Sub>A-base:Sub>A of fig. 2.
Fig. 4 is an enlarged view of part I of fig. 2.
Fig. 5 is a perspective view of a first embodiment of the crash tube of the present invention (with the crash-proof roller and the limiting unit hidden).
Fig. 6 is a layout view of a vehicle crash barrier formed by the vehicle crash tube disclosed in the first embodiment of the present invention.
Fig. 7 is a view from direction a of fig. 6.
Fig. 8 is a partial enlarged view II of fig. 7.
Fig. 9 is a partially enlarged view III of fig. 7.
Fig. 10 is a schematic structural view of a second embodiment of a vehicle crash tube in accordance with the present invention.
Fig. 11 is a sectional view B-B of fig. 10.
Fig. 12 is an enlarged view of a portion IV of fig. 11.
Fig. 13 is a schematic structural view of a third embodiment of a vehicle crash tube in accordance with the present invention.
Fig. 14 is a cross-sectional view C-C of fig. 13.
Fig. 15 is a partial enlarged view V of fig. 14.
Fig. 16 is a perspective view of a fourth embodiment of a crash tube for a vehicle according to the present invention.
Fig. 17 is a front view of fig. 16.
Fig. 18 is a schematic structural view of a fifth embodiment of a crash tube for a vehicle in accordance with the present invention.
1-a vehicle crash tube; 11-fixing the pile; 12-crash-resistant rollers; 121-a first mounting cavity; 1211-a first bar-shaped mounting groove; 1212-a first over-limit protection structure; 12121-first limit groove; 122-a web layer; 1221-a second mounting cavity; 12211-a second strip-shaped mounting groove; 12212-a second over-limit protection structure; 122121-a second retaining groove; 123-an impact resistant layer; 124-panel layer; 13-a limiting unit; 131-upper limit subunit; 1311-a pressure plate; 1312-upper lock nut; 1313-upper plane thrust ball bearing; 132-down position limiting subunit; 1321-support plate; 1322-lower lock nut; 1323-lower plane thrust ball bearing; 14-winding up the sheet steel strip; 15-peripheral energy dissipation components; 151-rubber rod; 2-a contact component; 21-a flexible link; a 22-U-shaped bolt; 3-a carrier substrate; 4-foundation bolts.
Detailed Description
In the description of the present invention, it is to be understood that the terms "front", "rear", "upper", "lower", "left", "right", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.
Referring to the following embodiments, the present invention will be described in further detail, and fig. 1, fig. 2, and fig. 3 respectively showbase:Sub>A perspective view,base:Sub>A front view, andbase:Sub>A sectional viewbase:Sub>A-base:Sub>A ofbase:Sub>A first embodiment ofbase:Sub>A crash tube forbase:Sub>A vehicle according to the present invention, and it can be understood that the crash tube mainly comprisesbase:Sub>A fixing pile 11,base:Sub>A crash roll 12,base:Sub>A position limiting unit 13, andbase:Sub>A rolled sheet-shaped steel strip 14. In which the spud pile 11 is fixed along one side of the roadbed. The crash roller 12 is fitted over the fixing pile 11 and performs a rotational motion about the central axis of the fixing pile 11 when it is subjected to impact energy from a vehicle. The crash-resistant roller 12 is integrally injection-molded from a high-strength plastic. A first mounting chamber 121 for receiving the wound sheet steel strip 14 extends downwardly from the top wall of the crash roll 12. The limiting unit 13 is used in cooperation with the fixing pile 11 to limit the freedom of axial movement of the crash-proof roller 12. As shown in fig. 3 and 5, the inner free end of the rolled sheet steel bar 14 is fixed to the fixing pile 11 by a rivet, and the outer free end thereof is fixed to the inner side wall of the first mounting cavity 121 by a rivet. As the crash roll 12 continues to advance through the course of its circumferential rotational movement as a result of the impact energy, the take-up sheet steel strip 14 is synchronously radially constrained to increase its stored elastic potential energy. When the vehicle is separated from the collision-resistant roller 12, the rolled sheet steel strip 14 is subjected to radial expansion motion to release the stored elastic potential energy, so as to drive the collision-resistant roller 12 to perform reverse rotation motion until the collision-resistant roller returns to the original position.
It is known that, according to common design knowledge, the limiting unit 13 can adopt various design structures to limit the free end of the axial displacement of the crash drum 12, but here, an embodiment is proposed that has a simple design structure, is easy to manufacture and implement, and facilitates the subsequent maintenance operation, as follows: as shown in fig. 1 and 2, the limiting unit 13 is preferably composed of an upper limiting subunit 131 and a lower limiting subunit 132. The upper limiting subunit 131 includes a pressing plate 1311 and an upper locking nut 1312. The down-stop subunit 132 includes a support plate 1321 and a down-lock nut 1322. After the vehicle crash tube is assembled, the supporting plate 1321 is penetrated by the fixing pile 11 and fixed integrally with the bottom wall of the crash-proof drum 12, and the pressing plate 1311 is penetrated by the fixing pile 11 and fixed integrally with the top wall of the crash-proof drum 12. The upper locking nut 1312 and the lower locking nut 1322 are screwed on the fixing pile 11 through screw thread pairs to respectively realize axial pressing of the pressing plate 1311 and the supporting plate 1321 in a one-to-one correspondence manner, and the upper locking nut 1312 and the lower locking nut 1322 cooperate to realize limitation of the freedom degree of axial displacement of the anti-collision roller 12.
In order to ensure that the crash drum 12 can freely and flexibly perform circumferential rotation when a vehicle collides, in actual use, the upper lock nut 1312 must be kept in a non-contact state with the pressing plate 1311, and therefore, as shown in fig. 4, after the vehicle crash drum is assembled, a distance d is maintained between the upper lock nut 1312 and the pressing plate 1311, and according to a plurality of experimental evidences, it is preferable that d is 2 to 5 mm.
In practical applications, when the crash tube of the vehicle is subjected to impact energy, the crash tube 12 is used to directly absorb the impact force from the vehicle, and the rolled sheet-shaped steel strip 14 disposed therein stores elastic potential energy in real time, and the stored elastic potential energy is increased synchronously with the increase of the circumferential rotation angle of the crash tube 12. When the vehicle is disengaged from the crash-proof roller 12, the elastic potential energy stored in the rolled sheet-like steel strip 14 is released to drive the crash-proof roller 12 to perform a reverse movement until it is reset. Thus, on one hand, when the collision-resistant roller 12 is impacted, the collision-resistant roller performs circumferential rotation, so that the impact direction of the vehicle is changed, partial impact energy is converted into vehicle translational kinetic energy, and in the process, the rolled sheet-shaped steel strip 14 synchronously stores elastic potential energy, and finally, the damage of the impact energy to the vehicle can be effectively reduced; on the other hand, the vehicle anti-collision barrel has the capability of meeting the accidental collisions from the vehicles in different directions, and can automatically reset (without manual interference) under the action of elastic recovery potential energy after being separated from the vehicles, so that the vehicle anti-collision barrel can well lay the next accidental collision; on the other hand, the vehicle anti-collision barrel is simple in preparation process, extremely low in manufacturing cost and beneficial to large-scale popularization and application in the industry.
It should be noted that the impact energy from the vehicle can be absorbed by the crash-proof roller 12, the rolled-up steel sheet 14 and the fixing posts 11 in a coordinated and sequential manner, so as to effectively optimize the force form of the crash tube of the vehicle when the crash tube is impacted, and ensure that the crash tube has a better anti-impact capability.
In addition, a vehicle crash barrier formed by the vehicle crash tube is also disclosed, and as shown in fig. 6, the vehicle crash barrier is mainly formed by a plurality of the vehicle crash tubes 1 and the linking assembly 2. Wherein, a plurality of vehicle anticollision section of thick bamboo 1 is long dragon form along one side or both sides of road and is arranged. The vehicle crash tubes 1 belonging to the same side are all communicated by the communication component 2. In this way, a plurality of vehicle crash tubes 1 are connected in series to form an organic assembly. When the vehicle crash barrier is impacted, the impact energy is cooperatively absorbed by the multiple vehicle crash cylinders 1, so that the phenomenon that a single vehicle crash cylinder 1 is damaged or even topples over due to the impact energy independently is effectively avoided.
As a further refinement of the above-described vehicle crash barrier structure, the linkage assembly 2 is preferably formed of a flexible link 21 and a plurality of U-bolts 22, as shown in fig. 7 and 8. The flexible connecting rod 21 is oriented in the same direction as the expected arrangement direction of the vehicle crash cylinders, and is simultaneously kept in a top contact state with the plurality of fixing piles 11. A plurality of U-bolts 21 for surrounding the fixing pile 11 are sequentially installed on the flexible connecting rod 21, and correspondingly, a series of installation through holes for installing the U-bolts 21 are opened on the flexible connecting rod 21.
The piles 11 may take a variety of designs to achieve anchorage to the foundations, according to common design considerations. For example: in the first mode, an insertion hole is formed in one side of the roadbed, then the fixing pile 11 is vertically inserted into the insertion hole, and then the limitation on the freedom degree of the fixing pile 11 is realized in a mode of pouring cement in the insertion hole. Of course, the technical solution disclosed in this embodiment can also be adopted, specifically: as shown in fig. 9, the anchor piles 11 are fixedly connected to the roadbed by anchor bolts 4. Specific embodiments are recommended as follows: in the stage of prefabrication in a factory, the fixing piles 11 are welded on the bearing substrate 3 in advance, and then through holes for the foundation bolts 4 to penetrate are machined in the bearing substrate 3. In the field construction stage, the anchor piles 11 and the bearing substrate 3 are fixed to the roadbed as a whole by the anchor bolts 4. Therefore, when the fixing pile 11 or the vehicle anti-collision barrel 1 is damaged, the construction personnel can quickly and efficiently perform the renewing operation.
In the floor application of the first embodiment described above, the following problems were found: when the anti-collision tube 12 of the vehicle is subjected to the effect of the over-limit impact energy, the rolled sheet-shaped steel strip 14 is very easy to lose the elastic recovery capability due to excessive radial shrinkage, and even is torn off, so that the condition that the anti-collision tube 12 of the vehicle is scrapped integrally is finally caused, and a large amount of manpower and material resources which need to be input subsequently are repaired or replaced. In view of the above, fig. 10, 11 and 12 respectively show a schematic structural diagram of a second embodiment of the crash tube for a vehicle according to the present invention and a sectional view B-B thereof, and it can be seen that the crash tube for a vehicle differs from the first embodiment in that: a first bar-shaped mounting groove 1211 and a first over-limit protection structure 1212 are simultaneously formed on an inner sidewall of the first mounting cavity 121. The first strip-shaped mounting groove 1211, which is formed on the inner side wall of the first mounting cavity 121 by milling and extends in the height direction of the crash drum 12, is used to restrain the outer free end of the wound sheet steel 14. The first over-limit protection structure 1212 is formed by a plurality of first limit grooves 12121 milled and formed on the inner sidewall of the first mounting cavity 121, circumferentially and uniformly distributed around the central axis of the first mounting cavity 121, and used for sinking the outer free end of the rolled sheet-shaped steel bar 14. The outer free end of the rolled sheet-like steel strip 14 is bent. When the vehicle crash tube is subjected to a low-energy impact, the outer free end of the wound sheet steel strip 14 is restrained in the first strip-shaped mounting groove 1211 and the state is always maintained as the elastic potential energy stored in the wound sheet steel strip 14 increases (in this case, the tensile force applied to the wound sheet steel strip 14 is not sufficient to pull it out of the first strip-shaped mounting groove 1211); the anti-collision tube for a vehicle is subjected to the action of the over-limit impact energy, and when the elastic potential energy stored in the rolled sheet-shaped steel strip 14 reaches the design limit value, the outer free end of the rolled sheet-shaped steel strip 14 is escaped from the first strip-shaped mounting groove 1211 and then sequentially passes through the plurality of first limit grooves 12121, so that the anti-collision roller 12 is always subjected to the action of the damping force during the process of performing the circumferential rotational motion. In the course of the outer free end of the rolled sheet steel rod 14 sweeping the plurality of first catching grooves 12121, the impact energy applied thereto is partially cancelled and the remaining portion is converted into elastic potential energy. Thus, on the premise of ensuring that the vehicle crash tube 12 has the capability of absorbing a certain amount of impact energy, the phenomena of excessive radial tightening and tearing of the rolled sheet-shaped steel strip 14 due to over-limit tension are effectively avoided, and the rolled sheet-shaped steel strip 14 is ensured to always keep good resilience in the practical application process, so that the rolled sheet-shaped steel strip is well cushioned for the next vehicle collision.
Fig. 13, 14 and 15 respectively show a structural schematic view and a C-C sectional view of a third embodiment of the crash tube for a vehicle according to the present invention, and it can be seen that the differences from the second embodiment are: the anti-collision roller 12 is a composite structure, and is formed by stacking a web layer 122, an impact resistant layer 123 and a panel layer 123 in sequence from inside to outside. The web layer 122 is formed into a cylindrical structure after being rolled, and a second installation cavity 1221 for accommodating the rolled sheet steel bar 14 is formed inside thereof. The outer free end of the wound sheet steel rod 14 is restrained by the inner side wall of the second housing 1221. The web layer 122 is preferably crimped from a metal web. The panel layer 123 is preferably formed by crimping a metal panel; and the impact-resistant layer 123 is a foam plastic body with good impact resistance, such as a polyurethane material or a PVC foam material, sandwiched between the metal web and the metal panel. Compared with the integrated injection molding manner disclosed in the first and second embodiments, the impact-resistant roller 12 disclosed in the present embodiment has a composite structure, and the manufacturing process is complex, and the manufacturing cost is high, however, the impact-resistant roller has a stronger impact energy absorbing capability, and the web layer 122 is made of a metal material, and therefore, the web layer has a higher structural strength, and is further beneficial to enhancing the constraining force applied to the outer free end of the rolled sheet-shaped steel strip 14.
Furthermore, also in view of avoiding the phenomenon that the rolled sheet-shaped steel strip 14 is easily lost in elastic recovery due to excessive radial shrinkage and even is torn off, similar to the technical solution disclosed in the second embodiment, in the embodiment, as shown in fig. 14 and 15, a second strip-shaped installation groove 12211 and a second over-limit protection structure 12212 are simultaneously provided on the inner side wall of the second installation cavity 1221. The second strip-shaped mounting groove 12211 is used to restrain the outer free end of the rolled sheet-shaped steel strip 14, and is formed on the inner side wall of the web layer 122 by milling and extends along the height direction of the crash drum 12. The second over-limit protection structure 12212 is formed by a plurality of second limiting grooves 122121 milled and formed on the inner side wall of the web layer 122, circumferentially and uniformly distributed around the central axis of the second installation cavity 1221, and used for sinking the outer free ends of the rolled sheet-shaped steel bars 14. The outer free end of the rolled sheet-like steel strip 14 is bent. When the vehicle crash tube is subjected to a low-energy impact, the outer free end of the wound sheet-shaped steel strip 14 is restrained in the second bar-shaped mounting groove 12211, and the state is always kept unchanged as the stored elastic potential energy of the wound sheet-shaped steel strip 14 increases (in this case, the tensile force applied to the wound sheet-shaped steel strip 14 is not sufficient to release it from the second bar-shaped mounting groove 12211); the vehicle anti-collision barrel is subjected to the effect of the overrun impact energy, and after the elastic potential energy stored in the rolled sheet-shaped steel strip 14 reaches the design limit value, the outer free end of the rolled sheet-shaped steel strip 14 is separated from the second strip-shaped mounting groove 12211, and then sequentially skims over the plurality of second limiting grooves 122121, so that the anti-collision roller 12 is always subjected to the effect of the damping force in the process of executing the circumferential rotation motion. In the process that the outer free end of the rolled sheet-shaped steel rod 14 passes through the plurality of second limiting grooves 122121, the impact energy applied thereto is partially offset, and the remaining portion is converted into elastic potential energy.
Fig. 16 and 17 respectively show a perspective view and a front view of a fourth embodiment of the crash tube for a vehicle according to the present invention, which are different from the first embodiment in that: in addition to the pressing plate 1311 and the upper lock nut 1312, an upper flat thrust ball bearing 1313 is additionally provided to the upper stopper subunit 131. Besides the supporting plate 1321 and the lower locking nut 1322, the lower limiting subunit 132 is additionally provided with a lower plane thrust ball bearing 1323. The upper flat thrust ball bearing 1313 and the lower flat thrust ball bearing 1323 are sleeved on the fixing pile 11, and when the vehicle crash tube 1 is assembled, the upper flat thrust ball bearing 1313 is pressed between the upper lock nut 1312 and the pressure plate 1311, and the lower flat thrust ball bearing 1323 is pressed between the lower lock nut 1322 and the support plate 1321. Through adopting the above technical scheme to set up, under the prerequisite that does not increase the resistant roller 12 rotation resistance that hits for the axial displacement degree of freedom of hitting the roller 12 is restricted completely, has eliminated its axial float phenomenon that takes place in practical application, and then has avoided the emergence of the reduction phenomenon of the output damping force of the take-up sheet billet 14 because of being elongated by the axial.
Fig. 18 shows a schematic structural diagram of a fifth embodiment of the crash tube for a vehicle according to the present invention, which is different from the fourth embodiment in that: and an external energy dissipation assembly 15 is additionally arranged on the periphery of the vehicle anti-collision barrel 1. When the vehicle crash tube is subjected to impact energy, the peripheral energy dissipation assembly 15 first contacts the vehicle. The peripheral energy dissipation assembly 15 is composed of a plurality of rubber rods 151 which are uniformly distributed and inserted on the outer side wall of the collision-resistant roller 12. When the vehicle crash tube is impacted, the rubber rod 151 is firstly contacted with the vehicle, and then the rubber rod 151 transmits acting force to the crash-proof roller 12, the crash-proof roller 12 performs circumferential rotation motion due to the action of external force, and in the process, the rolled sheet-shaped steel strip 14 synchronously stores elastic potential energy. Thus, on the one hand, the rubber rod 151 itself has excellent flexibility, thereby preventing the crash drum 12 from being damaged by direct collision with the vehicle; on the other hand, the energy storage period of the rolled sheet steel bar 14 is prolonged, so that the working environment is optimized to a certain extent, and the requirements on the performance parameters of the rolled sheet steel bar 14 are reduced.
Finally, the following two points need to be explained: 1) In the above five embodiments, besides the rolled sheet-shaped steel bar 14, other energy storage elements such as large springs, torsion springs, etc. which can convert kinetic energy into elastic energy can be selected according to different practical applications; 2) When the vehicle crash barrier is constructed by the vehicle crash tube 1 disclosed in the second embodiment, the third embodiment, the fourth embodiment and the fifth embodiment, a person skilled in the art can design and construct the vehicle crash barrier with reference to the structural forms shown in fig. 6 to 9, and for the sake of brevity, the description is omitted here.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (12)
1. A vehicle anti-collision barrel is characterized by comprising a fixed pile, an anti-collision roller, a limiting unit and an energy storage element; the fixing pile is fixed on one side of the roadbed; the collision-resistant roller is sleeved on the fixed pile and can perform rotary motion around the central axis of the fixed pile when being subjected to impact energy from a vehicle; the limiting unit is matched with the fixing pile for application so as to limit the axial movement freedom degree of the collision-resistant roller; the energy storage element is used as a connecting transition between the fixing pile and the collision-resistant roller; the energy storage element synchronously increases the stored elastic potential energy along with the continuous propulsion of the circumferential rotary motion process of the collision-resistant roller under the action of impact energy; and when the vehicle is separated from the collision-resistant roller, the elastic potential energy stored by the energy storage element is released to drive the collision-resistant roller to perform reverse rotation movement so as to reset.
2. The vehicle crash tube of claim 1 wherein said energy accumulating element is a coiled sheet steel bar; the free ends of the inner side and the outer side of the rolled sheet-shaped steel bar are respectively restrained by the fixing piles and the collision-resistant rollers.
3. The vehicle crash tube of claim 2 wherein said crash drum is integrally injection molded from a high strength plastic; a first mounting cavity for accommodating the rolled sheet steel strip extends downwards from the top wall of the collision-resistant roller; the outer free end of the rolled sheet steel bar is restrained by the inner side wall of the first mounting cavity.
4. The vehicle crash tube of claim 3, wherein a first bar-shaped mounting groove and a first over-limit protection structure are provided on an inner side wall of the first mounting cavity; the first bar-shaped mounting groove is used for restraining the outer free end of the rolled sheet-shaped steel bar; the first over-limit protection structure is composed of a plurality of first limit grooves which are formed on the inner side wall of the first installation cavity, circumferentially and uniformly distributed around the central axis of the first installation cavity and used for sinking the free ends of the outer sides of the rolled sheet-shaped steel bars; when the vehicle anti-collision barrel is impacted by low energy, the outer free end of the rolled sheet steel bar is constrained in the first strip-shaped mounting groove, and the state of the outer free end of the rolled sheet steel bar is always kept unchanged along with the increase of the elastic potential energy stored in the rolled sheet steel bar; the vehicle anti-collision barrel is subjected to the action of over-limit impact energy, and when the stored elastic potential energy of the rolled sheet steel bar reaches a design limit value, the outer free end of the rolled sheet steel bar is separated from the first strip-shaped mounting groove and then sequentially passes through the plurality of first limiting grooves.
5. The vehicle crash tube of claim 2, wherein said crash drum is a composite structure formed by stacking a web layer, an impact resistant layer, and a panel layer in this order in a direction from inside to outside; the web plate layer is in a cylindrical structure after being curled and formed, and a second mounting cavity for accommodating the rolled sheet steel bar is formed in the web plate layer; the outer free end of the rolled sheet steel bar is restrained by the inner side wall of the second mounting cavity.
6. The vehicle crash tube of claim 5 wherein said web layer is crimped from a metal web; the panel layer is formed by curling a metal panel; and the impact-resistant layer is a foam plastic body clamped between the metal web and the metal panel.
7. The vehicle crash tube as set forth in claim 6, wherein a second bar-shaped mounting groove and a second over-limit protection structure are provided on an inner side wall of said second mounting chamber; the second strip-shaped mounting groove is used for restraining the free end of the outer side of the rolled sheet-shaped steel bar; the second over-limit protection structure is formed by a plurality of second limit grooves which are formed on the inner side wall of the second mounting cavity, are uniformly distributed in the circumferential direction around the central axis of the second mounting cavity and are used for sinking the free ends of the outer sides of the rolled sheet steel bars; when the vehicle anti-collision barrel is impacted by low energy, the free end of the outer side of the rolled sheet-shaped steel bar sinks in the second strip-shaped mounting groove, and the state of the free end of the outer side of the rolled sheet-shaped steel bar is always kept unchanged along with the increase of the elastic potential energy stored in the rolled sheet-shaped steel bar; the vehicle anti-collision barrel is under the action of over-limit impact energy, and when the elastic potential energy stored in the rolled sheet steel bar reaches a design limit value, the outer free end of the rolled sheet steel bar is separated from the second bar-shaped mounting groove, and then sequentially passes through the second limiting grooves.
8. The vehicle crash tube of claim 1, wherein the limiting unit is comprised of an upper limiting subunit and a lower limiting subunit; the upper limiting subunit comprises a pressing plate and an upper locking nut; the lower limiting subunit comprises a bearing plate and a lower locking nut; after the vehicle anti-collision barrel is assembled, the pressure applying plate and the bearing plate are penetrated through by the fixing piles and are respectively fixed with the top wall and the bottom wall of the anti-collision roller into a whole in a one-to-one correspondence manner; the upper locking nut and the lower locking nut are screwed on the fixed pile through thread pairs, so that the pressing plates and the bearing plate are axially pressed in a one-to-one correspondence mode.
9. The vehicle crash tube as set forth in claim 8, wherein said upper limit subunit further comprises an upper flat thrust ball bearing; the lower limiting subunit also comprises a lower plane thrust ball bearing; the upper plane thrust ball bearing and the lower plane thrust ball bearing are sleeved on the fixing pile, and when the vehicle anti-collision barrel is assembled, the upper plane thrust ball bearing is pressed between the upper locking nut and the pressure applying plate, and the lower plane thrust ball bearing is pressed between the lower locking nut and the bearing plate.
10. The vehicle crash tube of any one of claims 1-9 further comprising an external energy dissipater assembly; when the vehicle anti-collision barrel is subjected to impact energy, the peripheral energy dissipation assembly firstly touches the vehicle; the external energy dissipation assembly is composed of a plurality of rubber rods which are uniformly distributed and inserted on the outer side wall of the anti-collision roller.
11. A vehicle crash barrier comprising a linkage assembly and a plurality of vehicle crash tubes as set forth in any one of claims 1-10; the vehicle anti-collision cylinders are arranged along one side or two sides of a road in a long dragon shape; the vehicle anti-collision cylinders belonging to the same side are all linked by the linking component.
12. The vehicle crash barrier as recited in claim 11, wherein the tie assembly comprises a flexible link and a plurality of U-bolts; the direction of the flexible connecting rod is consistent with the arrangement direction of the vehicle anti-collision cylinders, and the flexible connecting rod and the plurality of fixing piles are kept in a top contact state; and the U-shaped bolts used for surrounding the fixing piles are sequentially arranged on the flexible connecting rod.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211025342.XA CN115182284B (en) | 2022-08-25 | 2022-08-25 | Anti-collision guardrail for vehicle |
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| CN202211025342.XA CN115182284B (en) | 2022-08-25 | 2022-08-25 | Anti-collision guardrail for vehicle |
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| CN115182284B CN115182284B (en) | 2023-07-14 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116084323A (en) * | 2023-03-07 | 2023-05-09 | 西南交通大学 | Derailment blocking system for high-speed train and structural design method thereof |
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| CN210395187U (en) * | 2019-05-22 | 2020-04-24 | 淮阴工学院 | Anti-collision guardrail |
| CN213358320U (en) * | 2020-06-06 | 2021-06-04 | 林贵秀 | Municipal administration bridge anticollision barrier |
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| US20130017015A1 (en) * | 2009-02-10 | 2013-01-17 | Jong-Sul Chae | Impact absorption facility for road |
| CN204267633U (en) * | 2014-11-10 | 2015-04-15 | 长安大学 | A kind of energy recycle device |
| CN107313375A (en) * | 2017-07-31 | 2017-11-03 | 佛山科学技术学院 | A kind of separate type pier anticollision system |
| CN210395187U (en) * | 2019-05-22 | 2020-04-24 | 淮阴工学院 | Anti-collision guardrail |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116084323A (en) * | 2023-03-07 | 2023-05-09 | 西南交通大学 | Derailment blocking system for high-speed train and structural design method thereof |
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| CN115182284B (en) | 2023-07-14 |
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