CN115182284B

CN115182284B - Anti-collision guardrail for vehicle

Info

Publication number: CN115182284B
Application number: CN202211025342.XA
Authority: CN
Inventors: 陈继业; 沈中祥; 方海; 何旺旺; 庄勇
Original assignee: Jiangsu University of Science and Technology
Current assignee: Jiangsu University of Science and Technology
Priority date: 2022-08-25
Filing date: 2022-08-25
Publication date: 2023-07-14
Anticipated expiration: 2042-08-25
Also published as: CN115182284A

Abstract

The invention relates to a vehicle crash barrier which comprises a contact assembly and a plurality of vehicle crash barrels, wherein the vehicle crash barrels comprise fixed piles, a collision-resistant roller, a limiting unit and an energy storage element. The fixed pile is fixed on one side of the roadbed. The collision-resistant roller is sleeved on the fixed pile. The limiting unit is matched with the fixed pile for use to limit the axial movement freedom of the collision-resistant roller. The energy storage element serves as a connection transition between the fixing pile and the impact-resistant roller. When the collision-resistant roller is subjected to impact force to perform circumferential rotation, the energy storage elements synchronously store elastic potential energy. On one hand, the anti-collision cylinder of the vehicle has the capability of meeting the accidental collision of the vehicles in different directions, and after the anti-collision cylinder is separated from the vehicles, the anti-collision cylinder can automatically reset under the action of elastic restoring potential energy, so that a good bedding is made for meeting the next accidental collision; on the other hand, the preparation process of the vehicle anti-collision cylinder is simpler, and the manufacturing cost is extremely low.

Description

Anti-collision guardrail for vehicle

Technical Field

The invention relates to the technical field of highway safety protection, in particular to a vehicle crash barrier.

Background

The large-scale application of the automobile greatly facilitates the daily travel of people and accelerates the logistics transfer efficiency, but also brings about a plurality of problems, such as collision accidents, tail gas pollution and the like, wherein the collision accidents often cause a large amount of casualties and property loss, and serious social hazard is formed. The anti-collision guardrails are arranged on two sides of the highway, so that the probability of the automobile rushing out of the road surface due to out of control can be effectively reduced, and meanwhile, the impact energy of the automobile can be effectively dissipated through the actions of deformation, friction and the like 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 form that car anticollision barrier mainly adopted shaped steel, steel pipe or steel construction and concrete pier stud combined together can obtain better shock resistance through structural design, but buffering energy dissipation effect is limited, and is especially to the reduction effect of initial impact, is difficult to effectively ensure vehicle and personnel safety.

In recent years, with the development of technology, barrel-type crashworthiness structures have emerged, such as: chinese patent CN107401132a discloses a rotary anti-collision barrel type highway anti-collision buffer guardrail, which mainly comprises a guardrail upper rod, a guardrail lower rod, an anti-collision buffer net, guardrail posts and a rotary anti-collision barrel. The guardrail upper boom is on the top, the guardrail lower boom is on the bottom, an anti-collision buffer net is arranged between the guardrail upper boom and the guardrail lower boom, the guardrail upper boom and the guardrail lower boom are fixedly connected through guardrail uprights and nuts, the rotary anti-collision barrel is sequentially filled with sand, high-damping concrete, an energy absorption buffer layer, an anti-collision steel plate layer and an elastic buffer cushion from the inner layer to the outer layer, an energy dissipation filling body is arranged in the high-damping concrete, a shock absorber is arranged in the energy absorption buffer layer, fluorescent strips are arranged on the outer surface of the anti-collision side of the elastic buffer cushion, and the rotary anti-collision barrel is sleeved on the guardrail uprights and is fixed through the nuts. In engineering application, the disclosed anti-collision buffer guardrail reduces the damage of the impact kinetic energy to the vehicle in a multi-layer buffer mode, and the impact force is conducted in a dispersed manner, so that the safety of the vehicle and passengers is protected to the greatest extent, and the requirements of highway anti-collision safety protection are met. However, the preparation 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-impact barrel is limited, when the anti-impact barrel is subjected to the action of the over-limited impact kinetic energy, the high-damping concrete layer in the anti-impact barrel is broken, namely the rotary anti-impact barrel is scrapped wholly, and a large amount of manpower and material resources are needed to be input to execute batch replacement operation, so that the maintenance cost of the highway is increased. Therefore, the present subject group is required to solve the above problems.

Disclosure of Invention

In view of the above-mentioned problems and drawbacks, the present invention sets forth to collect related data, and through the evaluation and consideration of multiple parties, the present invention is finally led to the emergence of the vehicle crash cans through the continuous discussion and design improvement of the subject set personnel.

In order to solve the technical problems, the invention relates to a vehicle anti-collision cylinder which comprises a fixed pile, a collision-resistant roller, a limiting unit and an energy storage element. The fixed 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 the collision-resistant roller is subjected to impact kinetic energy from a vehicle. The limiting unit is matched with the fixed pile for use to limit the axial movement freedom of the collision-resistant roller. The energy storage element serves as a connection transition between the fixing pile and the impact-resistant roller. As the impact-resistant roller is continuously propelled by the circumferential rotary motion process due to the impact kinetic energy, the energy storage element synchronously increases the stored elastic potential energy. 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 execute reverse rotation motion to reset.

As a further development of the disclosed solution, the energy storage element is preferably a rolled sheet steel bar. The free ends of the inner side and the outer side of the rolled sheet steel bar are respectively restrained by a fixed pile and a collision-resistant roller.

As a further improvement of the disclosed solution, the impact cylinder is preferably injection molded in one piece 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 wound up sheet steel strip is restrained by the inner side wall of the first mounting chamber.

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 strip-shaped mounting groove is used for restraining the outer free end of the rolled sheet steel strip. 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 end of the outer side of the rolled sheet steel strip. When the vehicle anti-collision barrel is impacted by low energy, the free end of the outer side of the rolled sheet steel bar is restrained in the first strip-shaped mounting groove, and the state is kept unchanged all the time 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 kinetic 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 first strip-shaped mounting groove, and then the rolled sheet steel bar sequentially passes through the plurality of first limit grooves.

As another modification of the above technical solution, the impact-resistant roller may also have a composite structure, which is formed by stacking a web layer, an impact-resistant layer, and a panel layer sequentially along the inner-to-outer direction. The web layer is formed in a cylindrical structure after being curled and formed with a second mounting cavity therein for receiving the rolled sheet steel strip. The outer free end of the wound up sheet steel strip is restrained by the inner side wall of the second mounting chamber.

As a further improvement of the disclosed technical solution, the web layer is preferably formed by crimping a metal web; the panel layer is preferably formed by crimping a metal panel; the impact-resistant layer is a foam plastic body which is clamped between the metal web plate 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 strip-shaped mounting groove is used for restraining the outer free end of the rolled sheet steel strip. The second limiting protection structure is formed by a plurality of second limiting grooves which are formed on the inner side wall of the second installation cavity, circumferentially and uniformly distributed around the central axis of the second installation cavity and used for sinking the free end of the outer side of the rolled sheet steel strip. When the vehicle anti-collision barrel is impacted by low energy, the free end of the outer side of the rolled sheet steel bar is sunk in the second strip-shaped mounting groove, and the state is kept unchanged all the time 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 kinetic 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 strip-shaped mounting groove, and then a plurality of second limit grooves are sequentially swept.

As a further improvement of the technical scheme disclosed by the invention, the limiting unit consists 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 anti-collision cylinder of the vehicle is assembled, the pressurizing plate and the bearing plate are penetrated by the fixing piles and are respectively and correspondingly fixed with the top wall and the bottom wall of the anti-collision cylinder into a whole. The upper locking nut and the lower locking nut are screwed on the fixed piles by the thread pairs so as to respectively realize the axial pressure application of the pressure applying plate and the bearing plate in a one-to-one correspondence manner.

As a further improvement of the technical scheme disclosed by the invention, the upper limiting subunit further comprises an upper plane thrust ball bearing. The lower limiting subunit further comprises a lower plane thrust ball bearing. The upper plane thrust ball bearing and the lower plane thrust ball bearing are sleeved on the fixed pile, and after the vehicle anti-collision cylinder is assembled, the upper plane thrust ball bearing is pressed between the upper lock nut and the pressing plate, and the lower plane thrust ball bearing is pressed between the lower lock nut and the bearing plate.

As a further improvement of the technical scheme disclosed by the invention, the vehicle anti-collision cylinder also comprises an external energy dissipation assembly. When the vehicle anti-collision barrel is subjected to impact kinetic energy, the peripheral energy dissipation assembly is firstly contacted with the vehicle. The external energy dissipation assembly consists of a plurality of rubber rods which are uniformly distributed and are inserted on the outer side wall of the collision-resistant roller.

Through the landing and application of the vehicle anti-collision cylinder, when the vehicle anti-collision cylinder is subjected to impact kinetic energy, the anti-collision cylinder is used for directly absorbing impact force from a vehicle, the energy storage element arranged in the anti-collision cylinder 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 cylinder. 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 movement until the collision-resistant roller is reset. On the one hand, the vehicle anti-collision cylinder has the capability of meeting the accidental collision of vehicles in different directions, and after the vehicle anti-collision cylinder is separated from the vehicles, the vehicle anti-collision cylinder can automatically reset under the action of elastic restoring potential energy (no manual interference is needed at all) so as to make a good bedding for meeting the next accidental collision; on the other hand, the preparation process of the vehicle anti-collision cylinder is simpler, 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 can be expected to be controlled within 630 yuan in a large batch preparation mode), thereby being beneficial to large-scale popularization and application in industry.

In addition, it should be noted that the impact energy from the vehicle can be absorbed by the collision-resistant roller, the energy storage element and the fixing pile in a coordinated and sequential manner, so that the stress form of the collision-resistant roller of the vehicle is effectively optimized, and the collision-resistant capability of the collision-resistant roller is ensured.

In addition, the invention also discloses a vehicle anti-collision guardrail which comprises a contact assembly and a plurality of vehicle anti-collision barrels. The plurality of vehicle anti-collision barrels are arranged along one side or two sides of the road in a long dragon shape. The anti-collision barrels belonging to the same side are all connected by the connecting component.

As a further improvement of the disclosed technical scheme, the connecting assembly comprises a flexible connecting rod and a plurality of U-shaped bolts. The trend of the flexible connecting rod is consistent with the arrangement direction of the vehicle anti-collision cylinder, and simultaneously the flexible connecting rod and the plurality of fixing piles are kept in a propped state. A plurality of U type bolts that are used for encircling the fixed pile are installed on flexible connecting rod in proper order.

In the actual construction of a vehicle crash barrier, a plurality of vehicle crash cans are connected in series to form an organic composite. When the vehicle crash barrier is impacted, the impact kinetic energy is absorbed by the plurality of vehicle crash cans in a cooperative manner, so that the phenomenon that a single vehicle crash can is damaged or even topples over due to the effect of the impact kinetic energy alone is effectively avoided.

Drawings

In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic perspective view of a first embodiment of a vehicle crash can in accordance with the present invention.

Fig. 2 is a front view of fig. 1.

Fig. 3 is a cross-sectional view A-A of fig. 2.

Fig. 4 is an enlarged partial view of I of fig. 2.

Fig. 5 is a schematic perspective view of a first embodiment of a vehicle crash can according to the present invention (with the crash drum and the stopper unit hidden).

Fig. 6 is a schematic layout view of a crash barrier for a vehicle constructed by a vehicle crash can according to the first embodiment of the present invention.

Fig. 7 is an a-direction view of fig. 6.

Fig. 8 is a partial enlarged view of II of fig. 7.

Fig. 9 is an enlarged view of part III of fig. 7.

Fig. 10 is a schematic structural view of a second embodiment of a vehicle crash can in accordance with the present invention.

Fig. 11 is a B-B cross-sectional view of fig. 10.

Fig. 12 is an enlarged view of part IV of fig. 11.

Fig. 13 is a schematic structural view of a third embodiment of a vehicle crash can in accordance with the present invention.

Fig. 14 is a C-C cross-sectional view 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 vehicle bumper of 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 vehicle crash can in accordance with the present invention.

1-a vehicle crash canister; 11-fixing piles; 12-a collision-resistant roller; 121-a first mounting cavity; 1211-a first bar-shaped mounting groove; 1212-a first over-limit protection structure; 12121-a first limit groove; 122-web layer; 1221-a second mounting cavity; 12211-a second bar-shaped mounting groove; 12212-a second over-limit protection structure; 122121-a second limit groove; 123-an impact resistant layer; 124-panel layer; 13-a limiting unit; 131-an upper limit subunit; 1311—a pressing plate; 1312-upper lock nut; 1313-overhead planar thrust ball bearings; 132-a lower limit subunit; 1321-a support plate; 1322-placing a lock nut underneath; 1323-underlying planar thrust ball bearing; 14-winding up the sheet steel strip; 15-peripheral energy dissipating components; 151-rubber rod; a 2-contact component; 21-a flexible link; 22-U-shaped bolts; 3-a carrier substrate; 4-anchor bolts.

Detailed Description

In the description of the present invention, it should be understood that the directions or positional relationships indicated by the terms "front", "rear", "upper", "lower", "left", "right", etc., are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

In the following, the present invention will be described in further detail with reference to specific examples, and fig. 1, 2 and 3 show a schematic perspective view, a front view and A-A cross-sectional view of a first embodiment of a crash drum for a vehicle according to the present invention, which mainly comprises a fixing pile 11, a crash drum 12, a limiting unit 13, a rolled sheet steel bar 14, and the like. Wherein the fixing piles 11 are fixed along one side of the roadbed. The collision-resistant drum 12 is fitted over the fixing pile 11 and performs a rotational movement about the central axis of the fixing pile 11 when it receives impact kinetic energy from the vehicle. The impact cylinder 12 is integrally injection molded from a high strength plastic. A first mounting cavity 121 for receiving the rolled sheet steel strip 14 extends downwardly from the top wall of the crashworthy drum 12. The limiting unit 13 is applied in cooperation with the fixing piles 11 to limit the freedom of axial movement of the impact cylinder 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 means of rivets, and the outer free end thereof is fixed to the inner side wall of the first installation cavity 121 by means of rivets. As the impact drum 12 continues to advance through the course of the circumferential rotational movement due to the impact kinetic energy, the take-up sheet steel strip 14 synchronously moves in radial tightening to increase the elastic potential energy it stores. When the vehicle is separated from the crashworthy drum 12, the rolled sheet steel bar 14 automatically generates radial expansion motion to release the stored elastic potential energy, so as to drive the crashworthy drum 12 to perform reverse rotation motion until the vehicle returns to the original position.

As is known, according to common knowledge of design, the limiting unit 13 may take various designs to limit the axial displacement free end of the impact-resistant drum 12, but an embodiment is proposed herein that has a simple design, is easy to manufacture and implement, and is convenient to perform maintenance operations subsequently, in particular as follows: as shown in fig. 1 and 2, the stopper unit 13 is preferably composed of an upper stopper subunit 131 and a lower stopper subunit 132. Wherein the upper limit subunit 131 includes a pressure plate 1311 and an upper lock nut 1312. The lower limit subunit 132 includes a carrier plate 1321 and a lower lock nut 1322. When the vehicle crash drum is assembled, the support plate 1321 is penetrated by the fixing piles 11 and fixed to the bottom wall of the crash drum 12 as a whole, and the pressing plate 1311 is also penetrated by the fixing piles 11 and fixed to the top wall of the crash drum 12 as a whole. The upper lock nut 1312 and the lower lock nut 1322 are screwed on the fixing pile 11 by screw thread pairs to respectively realize axial pressure application of the pressure plate 1311 and the bearing plate 1321 in one-to-one correspondence, and the upper lock nut 1312 and the lower lock nut 1322 cooperate to realize limitation of the axial displacement freedom degree of the collision-resistant roller 12.

Further, in order to ensure that the circumferential rotation movement of the collision cylinder 12 can be freely and flexibly performed when the collision cylinder is collided with the vehicle, in practical application, the upper lock nut 1312 should be kept in a non-contact state with the pressing plate 1311, so that, as shown in fig. 4, when the collision cylinder is assembled, a distance d is maintained between the upper lock nut 1312 and the pressing plate 1311, and according to several experimental demonstration, the value of d is preferably 2 to 5 mm.

In practical applications, when the crash drum of the vehicle is subjected to impact kinetic energy, the impact roller 12 is used to directly absorb the impact force from the vehicle, and the rolled sheet steel strip 14 disposed inside the impact roller stores elastic potential energy in real time, and as the circumferential rotation angle of the impact roller 12 increases, the stored elastic potential energy also increases synchronously. And when the vehicle is separated from the impact cylinder 12, the stored elastic potential energy is released to drive the impact cylinder 12 to perform the reversing motion until reset. On the one hand, the vehicle anti-collision cylinder has the capability of meeting the accidental collision of vehicles in different directions, and after the vehicle anti-collision cylinder is separated from the vehicles, the vehicle anti-collision cylinder can automatically reset under the action of elastic restoring potential energy (no manual interference is needed at all) so as to make a good bedding for meeting the next accidental collision; on the other hand, the preparation process of the vehicle anti-collision cylinder is simpler, the manufacturing cost is extremely low, and the vehicle anti-collision cylinder is beneficial to large-scale popularization and application in industry.

It should be noted that the impact energy from the vehicle can be absorbed by the collision-resistant roller 12, the rolled sheet steel bar 14 and the fixing piles 11 in a coordinated and sequential manner, so that the stress form of the collision-resistant roller of the vehicle is effectively optimized, and the collision-resistant capability of the collision-resistant roller is ensured.

In addition, a vehicle crash barrier constituted by the above-described vehicle crash cans is disclosed herein, and as shown in fig. 6, the vehicle crash barrier is mainly constituted by a plurality of the above-described vehicle crash cans 1 and the link assemblies 2. Wherein, a plurality of vehicle crash cans 1 are arranged along one side or two sides of the road in a long dragon shape. The vehicle crash cans 1 belonging to the same side are all connected by the connecting assembly 2. In this way, a plurality of vehicle crash cans 1 are connected in series to form an organic assembly. When the vehicle crash barrier is impacted, the impact kinetic energy is cooperatively absorbed by the plurality of vehicle crash cans 1, so that the phenomenon that the single vehicle crash can 1 is damaged or even topples over due to the action of the impact kinetic energy alone is effectively avoided.

As a further refinement of the vehicle crash barrier structure described above, the tie assembly 2 is preferably constructed of a flexible link 21 and a plurality of U-bolts 22, as shown in fig. 7 and 8. The flexible link 21 is oriented in line with the intended direction of arrangement of the vehicle crash cans while maintaining a jacking condition with the plurality of anchor piles 11. A plurality of U-bolts 21 for encircling the fixing piles 11 are sequentially mounted on the flexible connecting rod 21, and correspondingly, a series of mounting through holes for mounting the U-bolts 21 are formed in the flexible connecting rod 21.

According to common knowledge, the fixing piles 11 can take various design structures to achieve fixation with the roadbed. 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 the degree of freedom of the fixing pile 11 is limited in a mode of pouring cement in the insertion hole. Of course, the technical scheme disclosed in this embodiment may also be adopted, specifically: as shown in fig. 9, the anchor piles 11 are fixedly connected with the roadbed by means of anchor bolts 4. The specific embodiment is recommended as follows: in the factory prefabrication stage, the fixing piles 11 are welded on the bearing substrate 3 in advance, and then through holes for penetrating the foundation bolts 4 are machined in the bearing substrate 3. In the field construction stage, the anchor piles 11 and the bearing base plate 3 are fixed on the roadbed as a whole by the anchor bolts 4. In this way, when the fixed pile 11 or the vehicle crash can 1 is damaged, it is advantageous for the constructor to perform a renewing operation quickly and efficiently.

In the above-described first embodiment floor application, the following problems are found: when the vehicle anti-collision barrel 12 receives the action of the over-limit impact kinetic energy, the rolled sheet steel bar 14 is extremely easy to lose the elastic restoring capability due to excessive radial shrinkage, even is torn off, finally, the whole scrapping condition of the vehicle anti-collision barrel 12 is caused, and a great amount of manpower and material resources which are needed to be input subsequently are used for performing repair or renewing operations. In view of this, fig. 10, 11 and 12 show a schematic structural view of a second embodiment of a vehicle crash can and a B-B cross-sectional view thereof, respectively, and it is understood that the difference between the two embodiments is that: a first bar-shaped mounting groove 1211 and a first over-limit protection structure 1212 are provided on the inner sidewall of the first mounting chamber 121 at the same time. The first strip-shaped mounting groove 1211 is used for restraining the outer free end of the rolled sheet steel strip 14, is formed on the inner side wall of the first mounting cavity 121 by milling, and extends along the height direction of the impact-resistant drum 12. The first over-limit protection structure 1212 is formed by a plurality of first limit grooves 12121 which are milled and formed on the inner side wall of the first installation cavity 121 and are circumferentially and uniformly distributed around the central axis of the first installation cavity 121 and used for sinking the outer free end of the rolled sheet steel strip 14. The outer free end of the rolled sheet steel strip 14 is bent. When the vehicle crash drum is subjected to a low energy impact, the outer free end of the rolled sheet steel bar 14 is restrained in the first strip-shaped mounting groove 1211, and the state remains unchanged as the elastic potential energy stored in the rolled sheet steel bar 14 increases (in this case, the tension applied to the rolled sheet steel bar 14 is insufficient to release it from the first strip-shaped mounting groove 1211); the crash drum of the vehicle receives the effect of the overrun impact kinetic energy, and when the elastic potential energy stored in the rolled sheet steel bar 14 reaches the design limit value, the outer free end of the rolled sheet steel bar 14 is separated from the first strip-shaped mounting groove 1211, and then sequentially passes through the plurality of first limit grooves 12121, so that the crash drum 12 always receives the effect of damping force in the course of performing the circumferential rotation motion. In the process of winding up the outer free end of the sheet steel bar 14 to pass through the plurality of first stopper grooves 12121, the impact kinetic energy applied thereto is partially offset, and the remaining portion is converted into elastic potential energy. In this way, on the premise of ensuring that the vehicle anti-collision barrel 12 has the capability of absorbing a certain amount of impact kinetic energy, the phenomenon that the rolled sheet steel bar 14 is excessively tightened and pulled apart along the radial direction due to tension overrun is effectively avoided, and good rebound resilience of the rolled sheet steel bar 14 in the actual application process is ensured all the time, so that a good bedding is made for following the vehicle collision.

Fig. 13, 14 and 15 are schematic structural views and C-C cross-sectional views of a third embodiment of a vehicle crash can according to the present invention, respectively, and it is understood that the difference between the third embodiment and the second embodiment is that: the impact roller 12 is a composite structure, which is formed by stacking a web layer 122, an impact layer 123 and a panel layer 123 in sequence along the inner-to-outer direction. The web layer 122 is formed in a cylindrical shape by crimping, and a second installation cavity 1221 for accommodating the rolled sheet steel bar 14 is formed therein. The outer free end of the wound up sheet steel bar 14 is restrained by the inner side wall of the second mounting chamber 1221. Web layer 122 is preferably formed by crimping a metal web. The panel layer 123 is preferably formed by crimping a metal panel; while the impact resistant layer 123 is a foam body with good impact resistance, such as polyurethane material or PVC foam, sandwiched between the metal web and the metal panel. Compared with the first and second embodiments, the disclosed impact-resistant roller 12 is of a composite structure, and has a complex manufacturing process and high manufacturing cost, however, the impact-resistant roller has a higher capability of absorbing impact kinetic energy, and the web layer 122 is made of a metal material, so that the roller has a higher structural strength, thereby being beneficial to enhancing the restraining force applied to the outer free end of the rolled sheet steel strip 14.

Moreover, also in view of avoiding the fact that the wound-up sheet steel bar 14 is extremely liable to lose its elastic recovery ability due to excessive radial contraction, even by the occurrence of the tearing phenomenon, similar to the technical solution disclosed in the second embodiment, in the embodiment, as shown in fig. 14 and 15, the second strip-shaped mounting groove 12211 and the second over-limit protection structure 12212 are simultaneously provided on the inner side wall of the second mounting cavity 1221. Wherein the second strip-shaped mounting groove 12211 is used for restraining the outer free end of the rolled sheet steel strip 14, is formed on the inner side wall of the web layer 122 by milling, and extends along the height direction of the impact-resistant drum 12. The second over-limit protection structure 12212 is formed by a plurality of second limit grooves 122121 which are milled and formed on the inner side wall of the web layer 122 and are circumferentially distributed around the central axis of the second mounting cavity 1221 for sinking the outer free ends of the wound-up sheet steel strips 14. The outer free end of the rolled sheet steel strip 14 is bent. When the vehicle crash drum is subjected to a low energy impact, the outer free end of the rolled sheet steel bar 14 is restrained in the second strip-shaped mounting groove 12211, and the state remains unchanged as the elastic potential energy stored in the rolled sheet steel bar 14 increases (in this case, the tension applied to the rolled sheet steel bar 14 is insufficient to release it from the second strip-shaped mounting groove 12211); the crash drum of the vehicle receives the effect of the overrun impact kinetic energy, and when the elastic potential energy stored in the rolled sheet steel bar 14 reaches the design limit value, the outer free end of the rolled sheet steel bar 14 is separated from the second strip-shaped mounting groove 12211, and then sequentially passes through the plurality of second limit grooves 122121, so that the crash drum 12 always receives the effect of damping force in the course of performing the circumferential rotation motion. In the process of winding up the outer free end of the sheet steel bar 14 to pass through the plurality of second limit grooves 122121, the impact kinetic energy applied thereto is partially offset and the remaining portion is converted into elastic potential energy.

Fig. 16 and 17 are perspective views and front views of a fourth embodiment of a vehicle bumper according to the present invention, respectively, which are different from the first embodiment in that: in addition to the pressure plate 1311 and the upper lock nut 1312, an upper planar thrust ball bearing 1313 is added to the upper limit subunit 131. In addition to the carrier plate 1321 and the underlying lock nut 1322, the underlying limit subunit 132 is further provided with an underlying planar thrust ball bearing 1323. The upper plane thrust ball bearing 1313 and the lower plane thrust ball bearing 1323 are both sleeved on the fixing pile 11, and when the vehicle crash can 1 is assembled, the upper plane thrust ball bearing 1313 is pressed between the upper lock nut 1312 and the pressing plate 1311, and the lower plane thrust ball bearing 1323 is pressed between the lower lock nut 1322 and the bearing plate 1321. By adopting the technical scheme, on the premise of not increasing the rotation resistance of the collision-resistant roller 12, the axial displacement freedom degree of the collision-resistant roller 12 is completely limited, the axial movement phenomenon of the collision-resistant roller 12 in practical application is eliminated, and the phenomenon of reduction of the output damping force of the rolled sheet steel bar 14 due to axial elongation is avoided.

Fig. 18 shows a schematic structural diagram of a fifth embodiment of a vehicle bumper according to the present invention, which is different from the fourth embodiment in that: the periphery of the vehicle anti-collision barrel 1 is additionally provided with an external energy dissipation assembly 15. When the vehicle crash cans are subjected to impact kinetic energy, the peripheral energy dissipating assembly 15 is first contacted with the vehicle. The external energy dissipation assembly 15 is composed of a plurality of rubber rods 151 which are uniformly distributed and are inserted on the outer side wall of the collision-resistant roller 12. When the collision preventing drum of the vehicle is impacted, the rubber rod 151 is firstly contacted with the vehicle, so that the rubber rod 151 transmits acting force to the collision preventing drum 12, the collision preventing drum 12 performs circumferential rotation movement due to the action of external force, and in the process, the rolling-up sheet steel bar 14 synchronously stores elastic potential energy. In this way, on the one hand, the rubber rod 151 itself has excellent flexibility, so that the phenomenon that the collision-resistant drum 12 is damaged by direct collision with the vehicle is avoided; on the other hand, the energy storage period of the rolled sheet steel bar 14 is prolonged, so that the working environment of the rolled sheet steel bar 14 is optimized to a certain extent, and the requirement on the performance parameters of the rolled sheet steel bar 14 is reduced.

Finally, the following two points need to be described: 1) In the above five embodiments, besides the above-mentioned rolled sheet steel bar 14, other energy storage elements that can convert kinetic potential energy into elastic potential energy, such as a large-sized spring and torsion spring, can be selected according to different practical applications; 2) When the vehicle crash barrier is constructed by the vehicle crash cans 1 disclosed in the second, third, fourth and fifth embodiments, those skilled in the art can fully refer to the structural forms of fig. 6 to 9 for design and construction, and the description thereof is omitted for the sake of brevity.

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

1. A vehicle crash barrier comprising a tie assembly and a plurality of vehicle crash cans; the vehicle anti-collision barrels are arranged along one side or two sides of the road in a long dragon shape; the vehicle anti-collision barrels belonging to the same side are all connected by the connecting component, and the vehicle anti-collision barrel is characterized by comprising a fixed pile, a collision-resistant roller, a limiting unit and an energy storage element; the fixed piles are 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 the collision-resistant roller is subjected to impact kinetic energy from a vehicle; the limiting unit is matched with the fixed pile for application so as to limit the axial movement freedom of the collision-resistant roller; the energy storage element is used as a connection transition between the fixed pile and the collision-resistant roller; as the collision-resistant roller is continuously propelled in the circumferential rotation process due to the impact kinetic energy, the energy storage element synchronously increases the stored elastic potential energy; 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 execute reverse rotation motion so as to reset;

the energy storage element is a rolled sheet steel bar; the free ends of the inner side and the outer side of the rolled sheet steel bars are respectively restrained by the fixed piles and the collision-resistant roller;

the collision-resistant roller is of a composite structure and is formed by stacking a web layer, an impact-resistant layer and a panel layer in sequence along the 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 strip is formed in the web plate layer; the outer free end of the rolled sheet steel strip is restrained by the inner side wall of the second mounting cavity;

the web layer is formed by curling a metal web; the panel layer is formed by curling a metal panel; the impact-resistant layer is a foam plastic body clamped between the metal web plate and the metal panel;

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 strip-shaped mounting groove is used for restraining the free end at the outer side of the rolled sheet steel strip; the second limiting structure is formed by a plurality of second limiting grooves which are formed on the inner side wall of the second installation cavity and circumferentially and uniformly distributed around the central axis of the second installation cavity and used for sinking the outer free end of the rolled sheet steel strip; 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 into the second strip-shaped mounting groove, and the state is kept unchanged all the time 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 kinetic 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 strip-shaped mounting groove, and then a plurality of second limit grooves are sequentially swept;

the connecting assembly comprises a flexible connecting rod and a plurality of U-shaped bolts; the trend of the flexible connecting rod is consistent with the arrangement direction of the vehicle anti-collision cylinder, and simultaneously the flexible connecting rod and a plurality of fixed piles are kept in a propping state; and a plurality of U-shaped bolts used for encircling the fixed piles are sequentially arranged on the flexible connecting rod.

2. The vehicle crash barrier of claim 1 wherein said limit unit is comprised of an upper limit subunit and a lower limit subunit; wherein 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 cylinder is assembled, the pressurizing plate and the bearing plate are penetrated by the fixing piles and are respectively and correspondingly fixed with the top wall and the bottom wall of the anti-collision roller into a whole; the upper lock nut and the lower lock nut are screwed on the fixed piles by screw thread pairs, so that the axial pressure of the pressure plate and the bearing plate is respectively realized in a one-to-one correspondence mode.

3. The vehicle crash barrier of claim 2 wherein said upper limit subunit further comprises an upper planar thrust ball bearing; the lower limiting subunit further comprises a lower plane thrust ball bearing; the upper plane thrust ball bearing and the lower plane thrust ball bearing are sleeved on the fixed pile, and when the vehicle anti-collision cylinder is assembled, the upper plane thrust ball bearing is pressed between the upper lock nut and the pressing plate, and the lower plane thrust ball bearing is pressed between the lower lock nut and the bearing plate.

4. A vehicle crash barrier as recited in any one of claims 1-3, further comprising an external energy dissipation assembly; when the vehicle anti-collision barrel is subjected to impact kinetic energy, the external energy dissipation assembly is firstly contacted with a vehicle; the external energy dissipation assembly is composed of a plurality of rubber rods which are uniformly distributed and are inserted into the outer side wall of the collision-resistant roller.