CN115323959A - Elastic rotor traffic anti-collision guardrail - Google Patents
Elastic rotor traffic anti-collision guardrail Download PDFInfo
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- CN115323959A CN115323959A CN202210587437.4A CN202210587437A CN115323959A CN 115323959 A CN115323959 A CN 115323959A CN 202210587437 A CN202210587437 A CN 202210587437A CN 115323959 A CN115323959 A CN 115323959A
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- guardrail
- rotor
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- crash barrier
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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
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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
- E01F15/0492—Provisions for guiding in combination with rails, e.g. tire-gutters
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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
- E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
- E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
- E01F9/658—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by means for fixing
- E01F9/669—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by means for fixing for fastening to safety barriers or the like
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
The invention discloses a traffic anti-collision guardrail, which is formed by connecting guardrail sections, wherein each guardrail section comprises upright posts, cross beams, rotor shafts and rotors, more than two cross beams are arranged between two vertical upright posts, a plurality of rotor shafts are vertically arranged between the cross beams, and the rotors are sleeved on the rotor shafts through holes in the centers of the rotors, and the traffic anti-collision guardrail is characterized in that: the center height of the cross beam at the lowermost end of the guardrail section is 0.3-0.5 m, and the center height of the cross beam at the uppermost end of the guardrail section is 0.8-1.3 m; the upright posts are connected with the cross beams through cross beam and upright post connecting plates; the connection mode of adjacent guardrail sections is that adjacent crossbeams of adjacent guardrail sections are connected on a shared upright post through guardrail transition bridge plates and crossbeam upright post connecting plates. The traffic anti-collision guardrail can ensure that a vehicle slides along the guardrail after colliding with the guardrail and returns to the normal running direction.
Description
Technical Field
The invention relates to the technical field of road traffic safety facilities, in particular to a traffic anti-collision guardrail.
Background
The study and improvement of the guardrail are neglected for a long time, so that the corrugated plate guardrail with poor safety and low cost is always used on expressways from south to north and from coastal to plateau in China for decades. The corrugated plate guardrail is easy to distort the guardrail plate and lose effectiveness at the joint, so that the guardrail is easy to break down and lose effectiveness, and the broken guardrail plate and the upright post become dangerous barriers and hurts people sharp devices which are artificially arranged on the roadside, so that the guardrail is quite dangerous for drivers and passengers in high-speed running automobiles, the concrete guardrail with strong interception performance mainly eliminates impact energy by means of vehicle deformation, and the vehicle deformation greatly hurts the drivers and the passengers in accident vehicles.
The guardrail that present highway both sides were used has more obvious shortcoming: 1. the traditional guardrail only has the function of blocking and protecting, when a vehicle collides with the guardrail in an accident, due to the friction force between the vehicle and the guardrail, the guardrail is easy to disassemble or a guardrail plate is easy to distort, so that the guardrail fails and the traffic accident occurs, the hit vehicle rotates in situ, and particularly the hit vehicle is easy to cause a secondary accident; 2. the guardrail is poor in maintainability and needs to be integrally replaced after being damaged; 3. a guard rail used for a long distance is liable to cause visual fatigue. The existing guard rail has inconvenience and defects in structure and use, and needs to be further improved.
The other main reasons for the road side traffic accidents and the lagging of the guardrail technology and product research and development in China are the lack of professional researchers, the lack of research theory guidance and the lack of high research and development cost for researching and developing guardrail products. Because the impact force generated instantly when the vehicle collides with the guardrail is less than one second, the consumption of guardrail materials calculated according to the common mechanical strength theory design not only causes overlarge material consumption of the guardrail, but also causes overstaffed appearance of the guardrail, unique and high price of the guardrail and cannot be widely applied. The professional computer simulation has high cost and needs professional teams and experience, particularly, the guardrail entering the application field needs to be subjected to a full-scale collision test of a real vehicle, the cost generally exceeds millions of yuan, and risks of failure of the test, repeated tests after correction and repeated investment are borne, so that the related technology of guardrail design and research in China is lagged behind, and some design schemes can only stay on the paper surface.
Li zheng shun discloses a rotor structure of a rotary rotor type anti-collision guardrail device in a utility model patent CN 201120108450.4, which adopts a high-strength composite plastic material to make a rotor shell, and an inner filling flexible material to make a buffer layer.
Li zhengshun design patent CN 201130075568.7 discloses a rotor of a rotary rotor type anti-collision guardrail device, wherein four raised ridge lines are arranged on a revolving body rotor similar to a capsule.
Li zhengshun discloses a undamped guardrail device in utility model patent CN 201721844828.0, fixedly connected with a rotor shaft between beams, the rotor shaft is provided with a rotor.
Li zhengshun in utility model CN 201721851636.2 discloses a guardrail section bridge plate connecting structure, which utilizes guardrail section bridge plates to connect guardrail sections together.
Although these technologies respectively provide a part of the structure of the rotary rotor type crash barrier device, the technologies are not complete, the combination of the technologies lacks practical verification, and further improvement and further verification are needed in the aspects of the strength, rigidity, elasticity, guidance, weather resistance, barrier performance, buffering performance, guidance performance and the like of the crash barrier, so as to meet the strict requirements of high-grade highways on traffic safety facilities.
With the continuous development of highway traffic in China, higher technical requirements are put forward for traffic safety anti-collision guardrails on expressways. In the face of the situation that the guardrail technology of China seriously lags behind the developed country of traffic and the expressway high-speed development of China and the traffic safety guarantee capability needs to be improved urgently, the guardrail thoroughly solves the problems that the traditional guardrail is easy to distort, the joint is easy to lose efficacy so as to cause the guardrail to be disassembled, the guardrail plate is not easy to distort and break and lose efficacy, and the like.
Disclosure of Invention
In order to solve the technical problem, the invention provides a traffic anti-collision guardrail. The invention relates to a traffic anti-collision guardrail, belonging to an undamped guardrail device.
The inventor carries out comprehensive research on a collision theory, related materials, a guardrail structure, a machining method and the like on the basis of the research on the rotor guardrail, adjusts a design scheme for the guardrail structure for multiple times, and finally completes the invention through computer simulation, a full-scale collision test of a real vehicle and detection and verification of the related materials.
The traffic anti-collision guardrail is formed by connecting guardrail sections, each guardrail section comprises a frame body, a rotor shaft and a rotor, each frame body comprises upright posts and cross beams, more than two cross beams are horizontally erected between two vertical upright posts, and the upright posts can be connected with the cross beams through cross beam and upright post connecting plates. A plurality of rotor shafts are vertically arranged between the cross beams, and the rotor is sleeved on the rotor shafts through holes in the center of the rotor. The connection mode of adjacent guardrail sections is that adjacent crossbeams of adjacent guardrail sections are connected on a shared upright post through guardrail transition bridge plates and crossbeam upright post connecting plates.
Furthermore, the connecting structure between the guardrail sections of the traffic anti-collision guardrail is characterized in that two adjacent cross beams of two adjacent guardrail sections are connected with a guardrail transition bridge plate through vertical connecting bolts and vertical connecting nuts, and the two adjacent cross beams of the two adjacent guardrail sections are connected with the guardrail transition bridge plate and a cross beam column connecting plate through transverse connecting bolts and transverse connecting nuts.
Further, in the guardrail section bridge plate connecting structure of the traffic anti-collision guardrail, the beam and upright post connecting plate is connected to the upright post through welding or a nut and bolt structure.
Furthermore, the cross section of the guardrail section bridge plate of the traffic anti-collision guardrail of the invention is L-shaped, U-shaped, H-shaped, square, japanese-shaped, chinese character tian-shaped, octagonal, circular and other shapes, or can be a complex shape formed by combining or combining the shapes, or can be formed by staggered arrangement of the shapes.
Furthermore, in the guardrail section bridge plate connecting structure of the traffic anti-collision guardrail, an energy-absorbing base plate can be arranged between the connecting plates of the cross beam and the cross beam upright post.
Furthermore, the cross beam and upright post connecting plate of the traffic anti-collision guardrail can be made of steel.
Furthermore, the upright post of the traffic crash barrier can be made of steel.
Furthermore, the cross section of the guardrail upright post can be round, square, hexagonal, octagonal, H-shaped, U-shaped, L-shaped, B-shaped, chinese character tian-shaped and the like, or can be a complex shape formed by combining or combining the shapes, or can be formed by staggering the shapes.
Further, the cross beam of the traffic crash barrier can be made of steel.
Furthermore, the traffic anti-collision guardrail can be detachably connected between the upright post and the cross beam.
Furthermore, the upright posts and the cross beams of the traffic anti-collision guardrail can be connected together through bolts and nuts.
Further, the traffic crash barrier of the present invention may be detachably connected between the cross member and the rotor shaft.
Furthermore, according to the traffic anti-collision guardrail, the cross beam and the rotor shaft can be connected together through a bolt and nut structure.
Further, the rotor shaft of the traffic crash barrier of the present invention may be made of steel.
Further, the traffic anti-collision guardrail can be detachably connected between the rotor shaft and the rotor.
Furthermore, the traffic anti-collision guardrail section can be provided with a group of cross beams, each group of cross beams comprises an upper cross beam and a lower cross beam, the upper cross beams and the lower cross beams are connected to the stand columns, a plurality of rotor shafts are vertically arranged between the upper cross beams and the lower cross beams, and the rotors are sleeved on the rotor shafts through holes in the centers of the rotors.
Furthermore, the traffic anti-collision guardrail section can be provided with two or more groups of cross beams, a plurality of rotor shafts are vertically arranged between the upper cross beam and the lower cross beam of each group of cross beams, and the rotors are sleeved on the rotor shafts through holes in the centers of the rotors.
Furthermore, one or more than two cross beams are arranged between the upper cross beam and the lower cross beam of at least one group of cross beams, a plurality of rotor shafts are vertically arranged between the upper cross beam and the lower cross beam of one group of cross beams, the rotor shafts are connected to the cross beams arranged between the upper cross beam and the lower cross beam in one group of cross beams through connecting holes, and the rotors are sleeved on the rotor shafts through holes in the centers of the rotors.
Furthermore, the traffic anti-collision guardrail section can be provided with an independent cross beam, the independent cross beam is connected to the upright post, and the independent cross beam is not connected with the rotor shaft.
Further, the traffic anti-collision guardrail can be provided with cross beams bearing different impact forces aiming at different vehicles.
Further, the traffic anti-collision guardrail can be designed to bear the impact of small-sized passenger-cargo vehicles at the lowest end.
Furthermore, the center height of the cross beam at the lowest end of the traffic anti-collision guardrail can be 0.3-0.5 meter.
Further, the center height of the cross beam at the lowest end of the traffic crash barrier is preferably 0.4 m.
Further, the traffic anti-collision guardrail can be designed to bear the impact of large passenger-cargo vehicles.
Furthermore, the center height of the beam at the uppermost end of the traffic anti-collision guardrail can be 0.8-1.3 m.
Further, the center height of the cross beam at the uppermost end of the traffic anti-collision guardrail is preferably 0.8-1.2 m.
Further, the center height of the uppermost cross beam of the traffic crash barrier is further preferably 0.9-1.1 m.
Further, the center height of the uppermost cross beam of the traffic crash barrier of the present invention is further preferably 1.0 m.
Further, the traffic anti-collision guardrail can be used for bearing the impact of medium-sized passenger-cargo vehicles, and a cross beam positioned in the middle of a guardrail section can be designed.
Furthermore, the central height of the cross beam positioned in the middle of the guardrail section of the traffic anti-collision guardrail can be 0.5-0.9 meter.
Furthermore, the central height of the cross beam positioned in the middle of the guardrail section of the traffic anti-collision guardrail is preferably 0.5-0.8 meter.
Further, the central height of the cross beam positioned in the middle of the guardrail section of the traffic crash barrier is further preferably 0.6-0.7 m.
Furthermore, each rotor shaft of the traffic anti-collision guardrail can be vertically provided with one, two, three or more than four rotors.
Further, according to the traffic anti-collision guardrail disclosed by the invention, the adjacent rotor shafts can be provided with the same number of rotors, so that the rotors are arranged in a plurality of rows.
Furthermore, the adjacent rotor shafts of the traffic anti-collision guardrail can be provided with different numbers of rotors, so that the rotors are arranged in a staggered manner.
Furthermore, the traffic anti-collision guardrail of the invention has the rotor which is approximately cylindrical, the axle center is provided with the through hole, the rotor is sleeved on the rotor shaft through the through hole on the rotor, and each rotor can rotate around the rotor shaft.
Furthermore, the surface of the rotor on the traffic crash barrier of the present invention may have a plurality of annular ridges or a plurality of annular grooves, or a plurality of ridges or a plurality of grooves parallel to the axis of the rotating shaft, or a plurality of point-like protrusions or a plurality of concave points, or a combination of the above structures.
Furthermore, the traffic anti-collision guardrail can change the overall visual effect of the guardrail by changing the shape, color, pattern and arrangement mode of the rotor.
Further, the traffic crash barrier of the present invention can have gorgeous colors and patterns.
Further, the rotor on the traffic crash barrier of the present invention may be an elastic rotor.
Further, the housing of the elastic rotor on the traffic crash barrier of the present invention may be made of a high strength composite material.
Further, the shell of the elastic rotor on the traffic anti-collision guardrail can be made of high-strength composite plastic materials.
Further, the filler material of the elastic rotor on the traffic crash barrier of the present invention may be composed of a flexible material.
Furthermore, the filling material of the elastic rotor on the traffic crash barrier can be composed of high-strength energy-absorbing buffering filling material.
Further, the filling material of the elastic rotor on the traffic crash barrier of the present invention may be composed of foamed plastic.
Specifically, the method is described. The present invention is as follows.
1. The utility model provides a traffic anticollision barrier, is formed by the guardrail section connection, and the guardrail section includes stand, crossbeam, rotor shaft and rotor, and the level erects two above crossbeams between two vertical stands, and the vertical several rotor shafts that set up between the crossbeam, the rotor is through the through-hole suit at rotor center on the rotor shaft, its characterized in that:
the center height of the cross beam at the lowermost end of the guardrail section is 0.3-0.5 m, and the center height of the cross beam at the uppermost end of the guardrail section is 0.8-1.3 m;
the upright posts are connected with the cross beams through cross beam and upright post connecting plates;
the connection mode of adjacent guardrail sections is that adjacent crossbeams of adjacent guardrail sections are connected on the shared upright post through guardrail transition bridge plates and crossbeam upright post connecting plates.
2. The traffic crash barrier according to item 1, characterized in that: the beam and upright column connecting plate is made of steel.
3. The traffic crash barrier according to item 1 or 2, characterized in that: the beam and upright post connecting plate is welded on the upright post, or the beam and upright post connecting plate is connected on the upright post through a bolt and nut structure.
4. The traffic crash barrier according to any one of claims 1 to 3, characterized in that: the guardrail transition bridge plate is made of steel.
5. The traffic crash barrier as claimed in any one of claims 1 to 4, wherein: the cross-section of the guardrail transition bridge plate is in the shape of L, U, H, square, japanese, chinese character tian, octagonal, circular and the like, or is in a complex shape formed by combining or combining the shapes, or is formed by staggered arrangement of the shapes.
6. The traffic crash barrier as claimed in any one of claims 1 to 5, wherein: two adjacent cross beams of two adjacent guardrail sections are connected with the guardrail transition bridge plate through the vertical connecting bolts and the vertical connecting nuts, and the two adjacent cross beams of the two adjacent guardrail sections are connected with the guardrail transition bridge plate and the cross beam upright post connecting plate through the transverse connecting bolts and the transverse connecting nuts.
7. The traffic crash barrier as claimed in any one of claims 1 to 6, wherein: and an energy-absorbing base plate is arranged between the cross beam and upright column connecting plate.
8. The traffic crash barrier as claimed in any one of claims 1 to 7, wherein: the center height of the cross beam at the uppermost end of the guardrail section is 0.8-1.2 m.
9. The traffic crash barrier according to item 8, characterized in that: the center height of the cross beam at the uppermost end of the guardrail section is 0.9-1.1 m.
10. The traffic crash barrier according to item 9, characterized in that: the guardrail section is lower extreme crossbeam central height is 0.4 meters, guardrail section is upper extreme crossbeam central height is 1.0 meters.
11. The traffic crash barrier as claimed in any one of claims 1 to 10, wherein: the upright is made of steel.
12. The traffic crash barrier as claimed in any one of claims 1 to 11, wherein: the cross section of the upright post is in the shape of circle, square, hexagon, octagon, H, U, L, chinese character ' ri ', tian ' and the like, or is in a complex shape formed by combining or combining the shapes, or is formed by staggering the shapes.
13. The traffic crash barrier as claimed in any one of claims 1 to 12, wherein: the cross beam is made of steel.
14. The traffic crash barrier according to any one of claims 1 to 13, wherein: the upright posts are detachably connected with the cross beams.
15. The traffic crash barrier of claim 14, wherein: the upright posts are connected with the cross beams through bolt nut structures.
16. The traffic crash barrier according to any one of claims 1 to 15, wherein: the traffic anti-collision guardrail section sets up a set of crossbeam, and a set of crossbeam includes entablature and bottom end rail, is provided with several rotor shafts between the entablature of a set of crossbeam and bottom end rail vertically, and the rotor passes through the through-hole suit at rotor center on the rotor shaft.
17. The traffic crash barrier according to any one of claims 1 to 15, wherein: the traffic anti-collision guardrail section sets up two sets of or three above groups of crossbeams, and every group crossbeam includes entablature and bottom end rail, vertically is provided with several rotor shafts between the entablature of every group crossbeam and bottom end rail, and the rotor passes through the through-hole suit at rotor center on the rotor shaft.
18. The traffic crash barrier of claim 16 or 17, wherein: the traffic anti-collision guardrail section still sets up one or more than two crossbeams between the entablature and the bottom end rail of a set of crossbeam at least, is provided with several rotor shafts between the entablature and the bottom end rail of a set of crossbeam vertically, the rotor shaft passes through the connecting hole to be connected on the crossbeam that sets up between the entablature and the bottom end rail of a set of crossbeam, the rotor passes through the through-hole suit at rotor center and is in on the rotor shaft.
19. A traffic crash barrier according to any one of claims 1 to 18, wherein: the crossbeam is detachably connected with the rotor shaft.
20. The traffic crash barrier according to item 19, wherein: the cross beam and the rotor shaft are connected together through a bolt and nut structure.
21. The traffic crash barrier of any one of claims 16 to 18, wherein: the traffic anti-collision guardrail protection section is further provided with an independent cross beam, the independent cross beam is connected to the stand column, and the independent cross beam is not connected with the rotor shaft.
22. The traffic crash barrier of claim 17, 18 or 21, wherein: the central height of a beam positioned in the middle of the guardrail section is 0.6-0.7 meter.
23. The traffic crash barrier according to any one of claims 1 to 22, wherein: the rotor shaft is made of steel.
24. The traffic crash barrier according to any one of claims 1 to 23, wherein: the rotor shaft is detachably connected with the rotor.
25. The traffic crash barrier as claimed in any one of claims 1 to 24, wherein: one, two, three or more than four rotors are vertically arranged on each rotor shaft.
26. The traffic crash barrier of claim 25, wherein: the same number of rotors are mounted on adjacent rotor shafts, or different numbers of rotors are mounted on adjacent rotor shafts.
27. The traffic crash barrier as claimed in any one of claims 1 to 26, wherein: the rotor is approximately cylindrical.
28. The traffic crash barrier according to any one of claims 1 to 27, wherein: the surface of the rotor is provided with a plurality of annular convex ribs or a plurality of annular grooves, or a plurality of convex ribs or a plurality of grooves parallel to the axis of the rotating shaft, or a plurality of point-shaped bulges or a plurality of concave points, or the combination of the structures.
29. The traffic crash barrier of any one of claims 1 to 28, wherein: the rotors have the same or different shapes, the same or different colors, the same or different patterns and the same or different arrangements.
30. The traffic crash barrier as claimed in any one of claims 1 to 29, wherein: the rotor is an elastic rotor comprising a rotor housing and a rotor filler material.
31. The traffic crash barrier of item 30, wherein: the rotor housing is made of a high strength composite material.
32. The traffic crash barrier of item 31, wherein: the rotor shell is made of high-strength composite plastic materials.
33. The traffic crash barrier of any one of claims 30 to 32, wherein: the rotor filling material is composed of a high-strength energy-absorbing buffering filling material.
34. The traffic crash barrier of item 33, wherein: the rotor filler material is composed of foamed plastic.
35. Use of a traffic crash barrier as claimed in any one of claims 1 to 34 in a road traffic safety facility.
The traffic anti-collision guardrail has the following advantages:
1. the traffic anti-collision guardrail can guide a vehicle when the vehicle collides against the guardrail, because the traffic anti-collision guardrail is provided with the rotor which can rotate around the rotor shaft, when the vehicle collides against the guardrail, the guardrail can utilize the rotation of the rotor to absorb a part of collision energy between an offending vehicle and the guardrail, and change the friction force between the vehicle and the guardrail and change the direction of the stress of the vehicle through the rotation of the rotor, thereby changing the driving direction of the offending vehicle and guiding the vehicle to ensure that the offending vehicle is continuously contacted with the guardrail, so that the friction force between the offending vehicle and the guardrail along the direction of the guardrail tends to be zero through the rotation of the rotor, thereby changing the stress state and the direction of the collision point of the guardrail, and therefore the offending vehicle can slide along the guardrail and gradually change the driving direction of the offending vehicle until the offending vehicle leads out of the guardrail, and the vehicle is forced to return to the normal driving direction due to the rigidity of the upper and the lower cross beams. The vehicle slides along the guardrail until the hit-and-run vehicle is guided out of the guardrail, the guiding track is smooth, and the guiding angle is small. The traffic anti-collision guardrail changes the guardrail structure from the guardrail which is passively impacted into the device for actively guiding the vehicle causing the accident, thereby realizing that the guardrail structure is changed from structural members which are fixedly connected with each other into the vehicle guiding device with the relative movement of the structural members.
2. The traffic anti-collision guardrail can ensure that a hit-and-run vehicle slides along the guardrail until the guardrail is led out, returns to the normal running direction and returns to a correct running lane, thereby avoiding secondary accidents. The traffic anti-collision guardrail thoroughly solves the problems that when a hit-and-miss vehicle collides with the guardrail, the hit-and-miss vehicle is in situ rotated to cause secondary accidents, link collision accidents and other risks due to the friction force generated between the guardrail and the vehicle, and the loss and the death rate of the traffic accidents can be reduced as much as possible after the traffic accidents occur.
3. According to the traffic anti-collision guardrail, the rotor shaft is arranged between the cross beams, the rotor is arranged on the rotor shaft, the cross beams, the rotor shaft and the rotor form a net-shaped layout, the interception performance is high, and the traffic anti-collision guardrail can effectively prevent an automobile from passing through.
4. Because the rotor of elasticity rotor guardrail is made by polymer composite, when the vehicle hit the guardrail, the guardrail can play the cushioning effect to the vehicle through the rotation of rotor, effectively avoids or reduces risks such as car injury people and injures, reduces the traffic accident, alleviates the accident consequence, reduces the casualties.
5. The traffic anti-collision guardrail is provided with the guardrail section transition bridge plate, and the impact force borne by a single section of guardrail can be transmitted to the whole guardrail through the connection of the guardrail section transition bridge plate, so that the connection strength between the guardrail section and the upright post is enhanced, the probability of occurrence of major traffic accidents caused by the fact that vehicles pass through the guardrail due to insufficient connection strength of the guardrail plate is greatly reduced, the connection between the guardrail sections is enhanced, the integral interception capability and impact resistance of the guardrail are greatly improved, and the problems of infirm connection, easy disassembly, distortion and the like of the traditional guardrail are solved. The guardrail body has high connection strength, is not easy to disintegrate, has high anti-collision performance and is not easy to damage.
6. The traffic anti-collision guardrail provided by the invention is provided with the cross beams bearing different impact forces aiming at different vehicles, for example, the cross beam at the lowest end mainly bears the impact of small-sized passenger-cargo vehicles, the cross beam at the middle part mainly bears the impact of medium-sized passenger-cargo vehicles, and the cross beam at the uppermost end mainly bears the impact of large-sized passenger-cargo vehicles.
7. Compared with the guardrail which passes through an automobile collision test at the same level and can enter the application field, the traffic anti-collision guardrail can reduce the material consumption of the guardrail and relieve the load on the guardrail caused by expansion with heat and contraction with cold due to seasonal changes.
8. The elastic rotor and the rotor shaft, the rotor shaft and the cross beam, the cross beam and the stand column and the guardrail sections can be detachably connected, the maintenance is simple and convenient, and parts can be quickly replaced when the parts are damaged.
9. The traffic anti-collision guardrail has the guardrail section transition bridge plate connecting structure, so that the integral line shape of the guardrail is smoother and more attractive.
10. The traffic anti-collision guardrail has strong sight guidance, has warning property, can be used as a landscape guardrail, and improves the aesthetic property and the comfort of a high-speed road. When the guardrail is used on a long-distance highway, the whole visual effect of the guardrail can be changed by changing the color of the rotor, changing the pattern of the rotor, changing the shape and the arrangement mode of the rotor, changing the arrangement mode of the rotor at intervals and the like, the elastic rotor guardrail with bright color can be used as a landscape guardrail and has a warning effect, the boundary and the extending direction of the highway can be fully displayed in the driving direction of a vehicle, the visual impact effect caused by changing the bright color of the rotor can effectively avoid the visual fatigue of a driver, and the traffic accidents can be reduced.
Conventional guardrails are generally classified into rigid guardrails and flexible guardrails according to the degree of deformability thereof when it is impacted.
The invention relates to a traffic anti-collision guardrail, belonging to an undamped guardrail device. The traffic anti-collision guardrail can ensure that the motion trail and the acceleration change of the vehicle can meet the requirements when the vehicle collides with the guardrail, is convenient to disassemble and assemble, is beneficial to recovery, is easy to process and is easy to serialize.
The traffic anti-collision guardrail disclosed by the invention firstly avoids visual fatigue of a driver through the bright color of the guardrail, can avoid traffic accidents as much as possible, and secondly, when traffic accidents inevitably occur, the elastic rotor guardrail can reduce traffic accident loss and casualties as much as possible.
The traffic anti-collision guardrail can be used as safety protection facilities on two sides of highways of expressways, secondary roads in mountain areas, sharp bends, steep slopes or other dangerous road sections.
Drawings
FIG. 1 is a schematic elevational view of a traffic crash barrier section in accordance with one embodiment of the present invention.
Figure 2 is a schematic top view of a traffic crash barrier section according to one embodiment of the invention.
Fig. 3 is a schematic view of a connection structure of a transition bridge plate of a traffic crash barrier according to an embodiment of the present invention, fig. 3 is a schematic view of a horizontal cross section of the connection structure of the transition bridge plate of the traffic crash barrier according to an embodiment of the present invention, and fig. 3 is a schematic view of a vertical cross section of the connection structure of the transition bridge plate of the traffic crash barrier according to an embodiment of the present invention.
Figure 4 is a cross-sectional schematic view of a traffic crash barrier rotor attachment structure according to one embodiment of the present invention.
Fig. 5 shows a small bus running track of a full-scale collision test of a traffic crash barrier according to an embodiment of the present invention, fig. 5 is a schematic diagram of a small bus running track of a full-scale collision test of a traffic crash barrier according to an embodiment of the present invention, and fig. 5 is a photograph of a small bus running track of a full-scale collision test of a traffic crash barrier according to an embodiment of the present invention.
Fig. 6 shows a middle bus running track of a full-scale collision test of a traffic crash barrier according to an embodiment of the present invention, fig. 6 is a schematic diagram of a middle bus running track of a full-scale collision test of a traffic crash barrier according to an embodiment of the present invention, and fig. 6 is a photograph of a middle bus running track of a full-scale collision test of a traffic crash barrier according to an embodiment of the present invention.
Fig. 7 shows a large-scale freight car running track of a full-scale collision test of the traffic crash barrier according to the embodiment of the present invention, fig. 7 is a schematic diagram of a large-scale freight car running track of a full-scale collision test of the traffic crash barrier according to the embodiment of the present invention, and fig. 7 is a photograph of a large-scale freight car running track of a full-scale collision test of the traffic crash barrier according to the embodiment of the present invention.
Reference numerals: 1, a column; 2, an upper cross beam; 3, a rotor; 4, a rotor shaft; 5, a lower cross beam; 6, connecting the upper beam column with the plate; 7, rotor filling material; 8, a rotor housing; 9. 14, a nut; 12, connecting plates of the lower cross beam and the upright post; 13, a lower energy absorbing pad plate; 15, an energy absorption backing plate is arranged; 17, guard rail transition bridge plates; 18, transverse connecting nuts; 19, transverse connecting bolts; 20, vertical connecting bolts; and 21, vertically connecting a nut.
Detailed Description
For a better understanding of the present invention, the following examples are given in conjunction with the accompanying drawings. It should be understood that the embodiments of the present invention are provided for illustration only and not for limitation, and the scope of the present invention is defined only by the claims of the present invention. The examples provided are only some of the preferred examples and are not intended to limit the invention in any way. Those skilled in the art may make various changes, substitutions and alterations herein based on the teachings of the present invention. However, any changes and modifications, and any equivalents to the method of the present invention, which do not depart from the spirit of the present invention, are intended to be covered by the scope of the present invention.
In order to make the technical means of the present invention more clearly understood, the present invention is further described in detail by the following embodiments with reference to the attached drawings, but the present invention is not limited thereto.
FIG. 1 is a schematic elevational view of a traffic crash barrier section in accordance with one embodiment of the present invention.
The guardrail section of this embodiment includes support body, rotor shaft and rotor 3, and the support body includes two vertical stands 1, and the level frame is equipped with entablature 2 and bottom end rail 5 between two vertical stands 1, and the vertical 12 rotor shafts that are provided with between entablature 2 and bottom end rail 5, rotor shaft have bolt structure respectively at upper end and lower extreme, and the rotor shaft passes through bolt and nut structural connection on entablature 2 and bottom end rail 5. The nut 9 locks the bolt at the upper end of the rotor shaft to connect and fix the rotor shaft on the upper cross beam 2. Similarly, the nut locks the bolt at the lower end of the rotor shaft to connect and fix the rotor shaft to the lower cross beam 5. As shown in fig. 1, the beam-column connecting plate 6 is welded to the column 1, and the upper beam 2 is connected to the beam-column connecting plate 6 by a set of transverse connecting bolts 19 and transverse connecting nuts 18.
The rotor 3 of the present embodiment is substantially cylindrical, and the rotor 3 has 4 annular ribs on the surface thereof, and the 4 annular ribs have the same radius.
Figure 2 is a schematic top view of a traffic crash barrier section according to one embodiment of the invention.
The guardrail section of this embodiment includes support body, rotor shaft 4 and rotor 3, and the support body includes two vertical stands 1, and the cross section of stand 1 is circular, and the level frame is equipped with the crossbeam between two vertical stands 1, vertically is provided with 12 rotor shafts 4 between entablature 2 and bottom end rail, and rotor shaft 4 passes through the bolt and nut structural connection on entablature 2 and bottom end rail. As shown in fig. 2, the nut 9 fastens the bolt at the upper end of the rotor shaft 4, and the rotor shaft 4 is fixed to the upper cross member 2. The beam column connecting plate 6 is welded on the column 1, and the upper beam 2 is connected on the beam column connecting plate 6 through a group of transverse connecting bolts 19 and transverse connecting nuts 18.
Fig. 3 is a schematic view of a bridge plate connecting structure of a guardrail section of a traffic crash barrier according to an embodiment of the invention, fig. 3 is a schematic view of a horizontal sectional view of the bridge plate connecting structure of the guardrail section according to the invention, and fig. 3 is a schematic view of a vertical sectional view of the bridge plate connecting structure of the guardrail section.
The traffic anti-collision guardrail of this embodiment is formed by the guardrail section connection, and guardrail section support body includes stand 1 and crossbeam, and the cross section of stand 1 is circular, and crossbeam detachably connects on stand 1. The connection mode of adjacent guardrail sections is that the adjacent cross beams of the adjacent guardrail sections are connected on the shared upright post 1 by adopting a guardrail section connecting bridge plate structure.
As shown in fig. 3, taking the adjacent upper cross beams 2 of the adjacent guardrail sections as an example, the L-shaped upper cross beam guardrail transition bridge 17 is connected with the upper cross beam 2 through two groups of vertical connecting bolts 20 and vertical connecting nuts 21, and similarly, the L-shaped upper cross beam guardrail transition bridge 17 is connected with the adjacent upper cross beam 2 of the adjacent guardrail through another two groups of vertical connecting bolts 20 and vertical connecting nuts 21; and, the crossbeam column connecting plate 6 is welded on the column 1, connect L-shaped upper crossbeam guardrail transition bridge plate 17, entablature 2 on the crossbeam column connecting plate 6 through a pack of transverse connection bolt 19 and transverse connection nut 18, similarly, connect L-shaped upper crossbeam guardrail transition bridge plate 17, adjacent entablature 2 of the adjacent guardrail section on the crossbeam column connecting plate 6 too through another pack of transverse connection bolt 19 and transverse connection nut 18. An energy-absorbing pad plate 15 is arranged between the upper cross beam 2 and the cross beam upright post connecting plate 6.
Fig. 4 is a cross-sectional schematic view of a traffic crash barrier according to one embodiment of the present invention.
The guardrail section includes stand 1, entablature 2, bottom end rail 5, rotor shaft 4, rotor etc.. The upper beam 2 and the lower beam 5 are provided with connecting holes. The nut 9 locks the bolt at the upper end of the rotor shaft 4 to connect and fix the rotor shaft 4 on the connecting hole of the upper cross beam 2, and the nut 14 locks the bolt at the lower end of the rotor shaft 4 to connect and fix the rotor shaft 4 on the connecting hole of the lower cross beam 5.
The rotor is approximately cylindrical, the surface of the rotor is provided with four annular convex ridges, and the radius of the four annular convex ridges is the same.
The rotor is provided with a through hole at the axis, the rotor is sleeved on the rotor shaft 4 through the through hole at the center of the rotor, and each rotor can rotate around the rotor shaft 4. Three rotors are vertically mounted on the rotor shaft 4.
The rotor is composed of a rotor filling material 7 and a rotor shell 8, the rotor shell 8 is made of a high-strength composite material, and the filling material 7 is a high-strength energy-absorbing buffering filling material.
The traffic anticollision guardrail of elasticity rotor of this embodiment is formed by the guardrail section connection, and the guardrail section includes stand 1, entablature 2, bottom end rail 5, rotor shaft 4, rotor 3 etc.. The cross section of the upright post 1 is circular, an upper cross beam 2 and a lower cross beam 5 are horizontally arranged between two vertical upright posts 1, and the upper cross beam 2 and the lower cross beam 5 are detachably connected to the upright posts 1. .
The upper beam 2 is connected with the upright 1 through an upper beam upright connecting plate 6, and the lower beam 5 is connected with the upright 1 through a lower beam upright connecting plate 12. An upper energy-absorbing cushion plate 15 is arranged between the upper cross beam 2 and the upper cross beam upright post connecting plate 6, and a lower energy-absorbing cushion plate 13 is arranged between the lower cross beam 5 and the lower cross beam upright post connecting plate 12.
The connection mode of adjacent guardrail sections is that the adjacent cross beams of the adjacent guardrail sections are connected on the shared upright post 1 by adopting a guardrail section connecting bridge plate structure. The guardrail transition bridge plate 17 is connected with the cross beam through a vertical connecting bolt 20 and a vertical connecting nut 21, and similarly, the guardrail transition bridge plate 17 is connected with the adjacent cross beam of the adjacent guardrail through the vertical connecting bolt 20 and the vertical connecting nut 21; and, the upper beam column connecting plate 6 is welded on the column 1, the L-shaped upper beam guardrail section connecting bridge plate 17, the upper beam 2 and the upper energy-absorbing backing plate 15 are connected on the beam column connecting plate 6 through the transverse connecting bolt 19 and the transverse connecting nut 18, and similarly, the L-shaped upper beam guardrail section connecting bridge plate 17, the adjacent upper beam 2 of the adjacent guardrail section and the upper energy-absorbing backing plate 15 are also connected on the beam column connecting plate 6 through the transverse connecting bolt 19 and the transverse connecting nut 18. The upper cross beam guardrail transition bridge plate 17 connects the adjacent upper cross beam 2 of the adjacent guardrail section with the upright post 1, and the lower cross beam guardrail transition bridge plate 17 connects the adjacent lower cross beam 5 of the adjacent guardrail section with the upright post 1.
The guardrail section of this embodiment is provided with 12 rotor shafts 4 vertically between the upper beam 2 and the lower beam 5. The nut 9 locks the bolt at the upper end of the rotor shaft 4 to connect and fix the rotor shaft 4 on the connecting hole of the upper cross beam 2, and the nut 14 locks the bolt at the lower end of the rotor shaft to connect and fix the rotor shaft 4 on the connecting hole of the lower cross beam 5.
The rotor 3 of the present embodiment is approximately cylindrical, and the surface of the rotor 3 has four annular protrusions each having the same radius. Rotor 3 opens at the axle center department has the through-hole, and rotor 3 passes through the through-hole suit at rotor center on rotor shaft 4, and every rotor 3 all can rotate around rotor shaft 4. Two rotors 3 are vertically arranged on each rotor shaft 4, two rows of rotor strings are formed on the rotors 3 in the horizontal direction, and the rotor strings are arranged side by side along the length direction of the cross beam.
The rotor 3 of the embodiment is composed of a rotor filling material 7 and a rotor shell 8, the rotor shell 8 is made of a high-strength composite plastic material, and the filling material 7 is foamed plastic.
Example 2: rotor weathering test
The rotor product in the embodiment 1 of the invention is sent to a national traffic safety facility quality supervision and inspection center for sample sending detection, and the xenon-arc lamp artificial accelerated aging resistance of the rotor is tested through an artificial climate (xenon-arc lamp) test.
Test method
The test equipment adopts a water-cooled xenon arc lamp artificial acceleration weather resistance aging test box with the model CI 5000.
The detection method is carried out according to GB/T22040-2008 'requirements and test method for weather resistance of plastic products of facilities along roads'. A xenon lamp is used as a light source to simulate and strengthen the spectrum of sunlight reaching the ground. The test conditions were: the light source radiation illumination with the wavelength between 290nm and 800nm is 550W/m 2 The spectral irradiance at a spectral wavelength of 340nm is selected to be 0.50W/(m) 2 Nm), the irradiance difference between any two points on the surface of the sample on the sample holder parallel to the lamp axis is not more than 10%; continuous irradiation and periodical water spraying are adopted in the test process, wherein the water spraying period is 18min/102min (water spraying time/non-water spraying time), namely, the water is sprayed for 18min every 120 min; the temperature of the blackboard (65 +/-3 ℃) is kept, and the water for spraying and xenon lamp cooling is pure water with the conductive resistance of more than 1M omega cm.
Test results
Total radiation amount of not less than 3.5 × 10 6 kJ/m 2 After the xenon lamp artificial accelerated aging test, the rotor sample has no obvious defects of powdering, spots, bubbling, cracks and the like in appearance, and the change rate of indexes such as chromatic aberration, dimensional stability and the like meets the related requirements of similar products and meets the related regulations of GB/T22040-2008 'requirements on weather resistance of plastic products for highway facility along roads and test methods'.
The degradation indexes before and after the rotor sample performance test are evaluated by the performance retention rate, and the evaluation formula is as follows:
performance retention% = (X'/X) 0 )×100
In the formula:
x' — post-test technical parameters;
X 0 technical parameters before the test.
Total radiation amount of not less than 3.5 × 10 6 kJ/m 2 After the xenon lamp artificial accelerated aging test, the retention rate of the tensile strength of the rotor sample is 90.9 percent, and the rotor sample conforms to the relevant regulations of GB/T22040-2008 'requirements and test methods for weather resistance of plastic products of facilities along roads'.
Example 3: full-scale collision test for small passenger car
The real vehicle full-scale collision test entrusts the quality supervision and inspection center of the national traffic safety facilities to carry out the test and is carried out according to the requirements of JTG B05-01-2013 'evaluation standard of safety performance of highway guardrails'.
Test materials: the guardrail for the collision test is provided with a test section of 70m multiplied by 3. The guardrail stand is squeezed into for the soil matrix, and the stand buries degree of depth 1.7 meters, and the stand interval is 1.5 meters, and the whole overall height of guardrail is 1.03 meters. The section bars of the cross beam and the upright post are Q235 common carbon structural steel. The guardrail adopts the guardrail structure of embodiment 1, and the entablature central height is 1.0 meter, and the entablature central height is 0.4 meter.
Test instruments and equipment: a gravity center tester, model CBC-40; a bump test traction system, model 2TPD1; a velocity measuring radar basic; an acceleration sensor 2000g; electronic universal material testing machine, model 305D.
The test vehicle 1 is a small passenger car, and the actual measurement shows that the weight is 1.46t, the wheel track of a front wheel is 150cm, the wheel radius in an unloaded state is 30.5cm, the wheel base is 280cm, the total length of the vehicle is 461cm, the total width of the vehicle is 156cm, the longitudinal distance from the center of gravity of the total weight of the vehicle to the center of the front axle is 112cm, and the height from the center of gravity of the total weight of the vehicle to the ground is 62cm. The test vehicle 1 assembly is complete and the service life does not exceed the service life. The steering system, suspension system, wheels, front and rear axles, tire pressure, etc. of the test vehicle 1 meet the technical requirements for normal running.
The test vehicle 1 was not damaged during acceleration and was in a completely free running state within a distance of 10m in front of the crash test barrier. During crash test of the barrier, the steering system of the test vehicle 1 is in a free state and the braking system is not active. The collision point of the test vehicle is 1/3 of the guardrail test section, the actually measured collision speed is 100.81km/h, and the actually measured collision angle is 19.9 degrees.
Experimental results 3-1: test results of Barrier function
After the collision test, the test guardrail can prevent the test vehicle 1 from passing, turning over and riding, and no test guardrail member or separation part invades the passenger compartment of the vehicle, so that the requirements of JTG B05-01-2013 'evaluation standard for safety performance of road guardrails' are met.
Experimental results 3-2: test results of guide function
The result of the high speed camera image acquisition is shown in fig. 5. Fig. 5 shows the running track of the small passenger car in the full-scale collision test, fig. 5 is a schematic diagram of the running track of the small passenger car in the full-scale collision test, and fig. 5 is a photograph of the running track of the small passenger car in the full-scale collision test.
After the collision test, the test vehicle 1 does not turn over, and after the vehicle collision, the wheel track of the test vehicle 1 after driving out of the driving-out point does not exceed a specified straight line when passing through the guide driving-out frame, thereby meeting the requirements of JTG B05-01-2013 'evaluation standard for safety performance of road guardrails'.
Experimental results 3-3: test results of buffer function
The transverse component V of the collision speed of the passenger is measured from the full-scale collision test of the small passenger car x 4.2m/s, longitudinal component V of the speed of impact of the occupant y 6.8m/s, lateral component a of the acceleration of the occupant after impact x Is 110m/s 2 Longitudinal component a of acceleration after impact of the occupant y Is 72m/s 2 And meets the requirements of JTG B05-01-2013 'evaluation standard of safety performance of highway guardrails'.
Example 4: full-scale collision test for real bus of medium-sized passenger car
The real vehicle full-scale collision test entrusts the quality supervision and inspection center of the national traffic safety facilities to carry out the test and is carried out according to the requirements of JTG B05-01-2013 'evaluation standard of safety performance of highway guardrails'.
Test materials: the guardrail for the collision test is provided with a test section of 70m multiplied by 3. The guardrail stand is squeezed into for the soil base, and the stand buries degree of depth 1.7 meters, and the stand interval is 1.5 meters, and the guardrail overall height is 1.03 meters. The upright column section is a Q235 common carbon structural steel plate upright column. The guardrail adopts the guardrail structure of embodiment 1, and entablature central height is 1.0 meter, and entablature central height is 0.4 meter.
Test apparatus and equipment: a gravity center tester, model CBC-40; a bump test traction system, model 2TPD1; a velocity measuring radar basic; an acceleration sensor 2000g; electronic universal materials testing machine, model 305D.
The test vehicle 2 was a medium bus and was found to have a weight of 10.04t, a front wheel track of 185cm, an unloaded wheel radius of 45.5cm, a wheelbase of 380cm, a total vehicle length of 796cm, a total vehicle width of 246cm, a longitudinal distance of the center of gravity of the total vehicle weight from the center of the front axle of 260cm, and a height of the center of gravity of the total vehicle weight from the ground of 116cm. The test vehicle 2 assembly is complete and the service life does not exceed the service life. The steering system, suspension system, wheels, front and rear axles, tire air pressure, etc. of the test vehicle 2 meet the technical requirements for normal running.
The test vehicle 2 was not damaged during acceleration and was in a completely free-running state within a distance of 10m in front of the crash test barrier. During crash test of the barrier, the steering system of the test vehicle 2 is in a free state and the braking system is not active. The collision point of the test vehicle is 1/3 of the guardrail test section, the actual measurement collision speed is 80.21km/h, and the actual measurement collision angle is 19.9 degrees.
Experimental results 4-1: test results of Barrier function
After the collision test, the test guardrail can prevent the test vehicle 2 from passing, turning over and riding, and no test guardrail member or disengaging part invades the passenger compartment of the vehicle, so that the requirements of JTG B05-01-2013 'evaluation standard for safety performance of road guardrails' are met.
Experimental results 4-2: test results of guide function
The high speed camera image acquisition results are shown in fig. 6. Fig. 6 shows the running track of the medium-sized passenger car in the full-size collision test, fig. 6 is a schematic diagram of the running track of the medium-sized passenger car in the full-size collision test, and fig. 6 is a photograph of the running track of the medium-sized passenger car in the full-size collision test.
After the collision test, the test vehicle 2 does not turn over, and after the vehicle collision, the wheel track of the test vehicle 2 after driving out of the driving-out point does not go out of the specified straight line when passing through the guide driving-out frame, thereby meeting the requirements of JTG B05-01-2013 'evaluation standard for safety performance of road guardrails'.
Example 5: full-scale collision test for large truck
The real vehicle full-scale collision test entrusts the quality supervision and inspection center of the national traffic safety facilities to carry out the test and is carried out according to the requirements of JTG B05-01-2013 'evaluation standard of safety performance of highway guardrails'.
Test materials: the guardrail for the collision test is provided with a test section of 70m multiplied by 3. The guardrail stand is squeezed into for the soil matrix, and the stand buries degree of depth 1.7 meters, and the stand interval is 1.5 meters, and the guardrail overall height is 1.03 meters. The upright column section is a Q235 common carbon structural steel plate upright column. The guardrail adopts the guardrail structure of embodiment 1, and entablature central height is 1.0 meter, and entablature central height is 0.4 meter.
Test apparatus and equipment: a gravity center tester, model CBC-40; a bump test traction system, model 2TPD1; a velocity measuring radar basic; an acceleration sensor 2000g; electronic universal materials testing machine, model 305D.
The test vehicle 3 is an integral large truck, and the actual measurement shows that the weight is 18.08t, the wheel track of a front wheel is 189cm, the wheel radius in an unloaded state is 53.5cm, the wheel track between the farthest axles is 720cm, the total length of the vehicle is 1182cm, the total width of the vehicle is 242cm, the height of a bottom plate of a container is 132cm, and the height of the gravity center position of a counterweight from the ground is 143cm. The test vehicle 3 assembly is complete, the service life does not exceed the service life, and a steering system, a suspension system, wheels, front and rear axles, tire air pressure and the like of the test vehicle 3 meet the technical requirements of normal running.
The test vehicle 3 is not damaged during acceleration and is in a completely free-running state within a distance of 10m in front of the crash test barrier. During crash test of the barrier, the steering system of the test vehicle 3 is in a free state and the braking system is not active. The collision point of the test vehicle is 1/3 of the guardrail test section, the actual measurement collision speed is 60.96km/h, and the actual measurement collision angle is 19.9 degrees.
Experimental results 5-1: test results of Barrier function
After the collision test, the test guardrail can prevent the test vehicle 3 from passing, turning over and riding, and no test guardrail member or disengaging part invades the passenger compartment of the vehicle, so that the requirements of JTG B05-01-2013 'evaluation standard for safety performance of road guardrails' are met.
Experimental results 5-2: pilot function test results
The high speed camera image acquisition results are shown in fig. 7. Fig. 7 shows the large truck running track of the full-scale collision test, fig. 7 is a schematic diagram of the large truck running track of the full-scale collision test, and fig. 7 is a photograph of the large truck running track of the full-scale collision test.
After the collision test, the test vehicle 3 does not turn over, and after the vehicle collision, the wheel track of the test vehicle 3 which drives out of the driving-out point does not exceed a specified straight line when passing through the guide driving-out frame, thereby meeting the requirements of JTG B05-01-2013 'evaluation standard for safety performance of road guardrails'.
Claims (35)
1. The utility model provides a traffic anticollision barrier, is formed by the guardrail section connection, and the guardrail section includes stand, crossbeam, rotor shaft and rotor, and the level erects two above crossbeams between two vertical stands, and the vertical several rotor shafts that set up between the crossbeam, the rotor passes through the through-hole suit at rotor center on the rotor shaft, its characterized in that:
the center height of the cross beam at the lowermost end of the guardrail section is 0.3-0.5 m, and the center height of the cross beam at the uppermost end of the guardrail section is 0.8-1.3 m;
the upright posts are connected with the cross beams through cross beam and upright post connecting plates;
the connection mode of adjacent guardrail sections is that adjacent crossbeams of adjacent guardrail sections are connected on a shared upright post through guardrail transition bridge plates and crossbeam upright post connecting plates.
2. A traffic crash barrier as claimed in claim 1, wherein: the beam and column connecting plate is made of steel.
3. A traffic crash barrier according to claim 1 or 2, wherein: the beam and upright column connecting plate is welded on the upright column, or the beam and upright column connecting plate is connected on the upright column through a bolt and nut structure.
4. A traffic crash barrier according to any one of claims 1 to 3, wherein: the guardrail transition bridge plate is made of steel.
5. A traffic crash barrier according to any one of claims 1 to 4, wherein: the cross section of the guardrail transition bridge plate is in the shape of L, U, H, square, japanese, chinese character tian, octagonal, circular and the like, or is in a complex shape formed by combining or combining the shapes, or is formed by staggered arrangement of the shapes.
6. A traffic crash barrier according to any one of claims 1 to 5 wherein: two adjacent cross beams of two adjacent guardrail sections are connected with the guardrail transition bridge plate through the vertical connecting bolts and the vertical connecting nuts, and the two adjacent cross beams of the two adjacent guardrail sections are connected with the guardrail transition bridge plate and the cross beam upright post connecting plate through the transverse connecting bolts and the transverse connecting nuts.
7. A traffic crash barrier according to any one of claims 1 to 6, wherein: and an energy-absorbing base plate is arranged between the cross beam and the cross beam upright post connecting plate.
8. A traffic crash barrier according to any one of claims 1 to 7, wherein: the center height of the cross beam at the uppermost end of the guardrail section is 0.8-1.2 m.
9. A traffic crash barrier as claimed in claim 8 wherein: the center height of the cross beam at the uppermost end of the guardrail section is 0.9-1.1 m.
10. A traffic crash barrier according to claim 9, wherein: the guardrail section is lower extreme crossbeam central height is 0.4 meters, guardrail section is upper extreme crossbeam central height is 1.0 meters.
11. A traffic crash barrier according to any one of claims 1 to 10, wherein: the upright is made of steel.
12. A traffic crash barrier according to any one of claims 1 to 11 wherein: the cross section of the upright post is in the shape of circle, square, hexagon, octagon, H, U, L, chinese character 'ri', chinese character 'tian', or the complex shape formed by combining or combining the shapes, or the shapes are arranged in a staggered way.
13. A traffic crash barrier according to any one of claims 1 to 12, wherein: the cross beam is made of steel.
14. A traffic crash barrier according to any one of claims 1 to 13, wherein: the upright posts are detachably connected with the cross beam.
15. A traffic crash barrier according to claim 14, wherein: the upright posts are connected with the cross beams through bolt and nut structures.
16. A traffic crash barrier according to any one of claims 1 to 15, wherein: traffic anticollision guardrail section sets up a set of crossbeam, and a set of crossbeam includes entablature and bottom end rail, vertically is provided with several rotor shafts between the entablature of a set of crossbeam and bottom end rail, and the rotor passes through the through-hole suit at rotor center on the rotor shaft.
17. A traffic crash barrier according to any one of claims 1 to 15, wherein: the traffic anti-collision guardrail section sets up two sets of or three above groups of crossbeams, and every group crossbeam includes entablature and bottom end rail, vertically is provided with several rotor shafts between the entablature and the bottom end rail of every group crossbeam, and the rotor passes through the through-hole suit at rotor center on the rotor shaft.
18. A traffic crash barrier according to claim 16 or 17, wherein: the traffic anti-collision guardrail section still sets up one or more than two crossbeams between the entablature and the bottom end rail of a set of crossbeam at least, and the vertical several rotor shafts that are provided with between the entablature and the bottom end rail of a set of crossbeam, the rotor shaft passes through the connecting hole to be connected on the crossbeam that sets up between the entablature and the bottom end rail of a set of crossbeam, the rotor passes through the through-hole suit at rotor center and is in on the rotor shaft.
19. A traffic crash barrier according to any one of claims 1 to 18, wherein: the crossbeam is detachably connected with the rotor shaft.
20. A traffic crash barrier as claimed in claim 19 wherein: the cross beam and the rotor shaft are connected together through a bolt and nut structure.
21. A traffic crash barrier according to any one of claims 16 to 18, wherein: the traffic anti-collision guardrail section is further provided with an independent cross beam, the independent cross beam is connected to the stand column, and the independent cross beam is not connected with the rotor shaft.
22. A traffic crash barrier according to claim 17, 18 or 21, wherein: the central height of a beam positioned in the middle of the guardrail section is 0.6-0.7 m.
23. A traffic crash barrier according to any one of claims 1 to 22, wherein: the rotor shaft is made of steel.
24. A traffic crash barrier according to any one of claims 1 to 23 wherein: the rotor shaft is detachably connected with the rotor.
25. A traffic crash barrier according to any one of claims 1 to 24 wherein: one, two, three or more than four rotors are vertically arranged on each rotor shaft.
26. A traffic crash barrier according to claim 25, wherein: the same number of rotors are mounted on adjacent rotor shafts, or different numbers of rotors are mounted on adjacent rotor shafts.
27. A traffic crash barrier according to any one of claims 1 to 26, wherein: the rotor is approximately cylindrical.
28. A traffic crash barrier according to any one of claims 1 to 27, wherein: the surface of the rotor is provided with a plurality of annular convex ridges or a plurality of annular grooves, or a plurality of convex ridges or a plurality of grooves parallel to the axis of the rotating shaft, or a plurality of point-shaped bulges or a plurality of concave points, or a combination of the structures.
29. A traffic crash barrier according to any one of claims 1 to 28, wherein: the rotors have the same or different shapes, the same or different colors, the same or different patterns and the same or different arrangements.
30. A traffic crash barrier according to any one of claims 1 to 29, wherein: the rotor is an elastic rotor comprising a rotor housing and a rotor filler material.
31. A traffic crash barrier according to claim 30, wherein: the rotor housing is made of a high strength composite material.
32. A traffic crash barrier as claimed in claim 31 wherein: the rotor shell is made of high-strength composite plastic materials.
33. A traffic crash barrier according to any one of claims 30 to 32, wherein: the rotor filling material is composed of a high-strength energy-absorbing buffering filling material.
34. A traffic crash barrier according to claim 33, wherein: the rotor filler material is comprised of foamed plastic.
35. Use of a traffic crash barrier according to any one of claims 1 to 34 in a road traffic safety facility.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2021106052993 | 2021-05-31 | ||
| CN202110605299.3A CN113293725A (en) | 2021-05-31 | 2021-05-31 | Elastic rotor traffic anti-collision guardrail |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115323959A true CN115323959A (en) | 2022-11-11 |
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ID=77326547
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110605299.3A Withdrawn CN113293725A (en) | 2021-05-31 | 2021-05-31 | Elastic rotor traffic anti-collision guardrail |
| CN202210587437.4A Pending CN115323959A (en) | 2021-05-31 | 2022-05-27 | Elastic rotor traffic anti-collision guardrail |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110605299.3A Withdrawn CN113293725A (en) | 2021-05-31 | 2021-05-31 | Elastic rotor traffic anti-collision guardrail |
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| Country | Link |
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| CN (2) | CN113293725A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
-
2021
- 2021-05-31 CN CN202110605299.3A patent/CN113293725A/en not_active Withdrawn
-
2022
- 2022-05-27 CN CN202210587437.4A patent/CN115323959A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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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| CN113293725A (en) | 2021-08-24 |
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