Beam column composite structure, guardrail and preparation method of beam column composite structure

Abstract

The invention relates to the technical field of guardrails, in particular to a beam column composite structure, a guardrail and a preparation method of the guardrail. The beam-column composite structure comprises a first connecting section connected to the ground, a heightened connecting section assembly and a cross beam assembly are arranged on the upper side of the first connecting section, the first connecting section is provided with a first reinforcing part, the heightened connecting section assembly is provided with a second reinforcing part, and the cross beam assembly is provided with a third reinforcing part. The first reinforcing part, the second reinforcing part and the third reinforcing part are connected in a matched mode so that the cross beam can be arranged between the first connecting section and the heightened connecting section assembly, and the width of the cross beam assembly on the horizontal plane is larger than that of the heightened connecting section assembly on the horizontal plane. And the section of the heightened connecting section assembly is rhombic. The cross beam assembly is arranged between the first connecting section and the heightened connecting section assembly, and the width of the cross beam assembly on the horizontal plane is larger than that of the heightened connecting section assembly on the horizontal plane, so that the overall transverse occupied space of the guardrail is reduced while two-side protection is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of guardrails, in particular to a beam-column combined structure, a guardrail and a preparation method thereof. Background Art

[0002] Currently, highway median guardrails are divided into two types: detached and integral. Detached guardrails protect only one side, while integral guardrails protect both sides. In addition to concrete guardrails, most integral steel guardrails use a single-column, double-hung structure, meaning a single column is flanked by steel beams, each protecting only vehicles on the corresponding side.

[0003] The existing Class A single-column double-hanging (two-waveform) beam steel guardrail must be equipped with traditional anti-blocking block steel components. Because its crossbeams are set on both sides of the column, the total width of the guardrail is not less than the sum of the widths of the crossbeams and the column, and its width can reach 500mm. According to relevant highway specifications, the width of the central dividing strip is not less than 1 meter. For highway construction, how to save limited land resources is particularly important.

[0004] Therefore, it is necessary to improve the guardrail structure to ensure that the protective effect of the guardrail is not affected while meeting the current highway-related specifications, and to reduce the width of the central dividing strip accordingly to reduce the land resources occupied by highway construction. Summary of the Invention

[0005] In view of the technical problem mentioned above that the existing steel guardrail needs to be added with a traditional anti-block steel structure, because its beams are set on both sides of the columns, the total width of the guardrail is not less than the sum of the widths of the beams and the columns, resulting in the width of the central dividing strip being not less than 1 meter, the technical solution adopted by the present invention to solve the technical problem is: A beam-column combination structure includes a first connecting section connected to the ground, a raised connecting section assembly and a crossbeam assembly disposed on the upper side of the first connecting section, a first reinforcement portion disposed on the first connecting section, a second reinforcement portion disposed on the raised connecting section assembly, and a third reinforcement portion disposed on the crossbeam assembly, wherein the first reinforcement portion, the second reinforcement portion, and the third reinforcement portion are cooperatively connected such that the crossbeam is disposed between the first connecting section and the raised connecting section assembly, and the horizontal width of the crossbeam assembly is greater than the horizontal width of the raised connecting section assembly. The cross-section of the raised connecting section assembly is rhombus-shaped.

[0006] Further, in some embodiments of the present invention, the first reinforcement part is located on the upper side of the first connecting section, the second reinforcement part includes a second lower reinforcement part located on the lower side of the elevated connecting section assembly, the first reinforcement part is provided with a first reinforcement part connecting hole for the connecting member to pass through, the second lower reinforcement part is provided with a second lower reinforcement part connecting hole for the connecting member to pass through, and the third reinforcement part includes a third upper connecting hole and a third lower connecting hole for the connecting member to pass through respectively, the third upper connecting hole is correspondingly connected to the second lower reinforcement part connecting hole, and the third lower connecting hole is correspondingly connected to the first reinforcement part connecting hole.

[0007] Furthermore, in some embodiments of the present invention, the elevated connecting section assembly includes a first elevated section, the crossbeam assembly includes a first crossbeam located between the first elevated section and the first connecting section, and a second crossbeam connected to the upper side of the first elevated section, the second reinforcement portion includes a second upper reinforcement portion located on the upper side of the first elevated section, and the second upper reinforcement portion is provided with a second upper reinforcement portion connecting hole for a connecting member to pass through.

[0008] Furthermore, in some embodiments of the present invention, the raised connecting section assembly includes a first raised section and a second raised section, and the beam assembly includes a first beam located between the first raised section and the first connecting section, a second beam connected between the first raised section and the second raised section, and a third beam connected to the upper side of the second raised section.

[0009] Furthermore, in some embodiments of the present invention, the cross-section of the beam assembly is rectangular, and a reinforcing plate is connected to the uppermost side of the beam assembly. The reinforcing plate is provided with a reinforcing plate connecting hole for a connecting member to pass through.

[0010] Furthermore, in some embodiments of the present invention, the longitudinal width of the cross section of the elevated connecting section assembly is greater than the transverse width of the cross section, and the vertical width of the first cross beam is greater than the vertical width of the second cross beam.

[0011] Furthermore, in some embodiments of the present invention, the crossbeam assembly is provided with an extension connection portion, the extension connection portion is provided with an extension connection portion connection hole for the connecting member to pass through, and the crossbeam assembly is also provided with a crossbeam assembly opening adapted to the extension connection portion connection hole.

[0012] Furthermore, in some embodiments of the present invention, the distance between the first crossbeam and the second crossbeam is smaller than the distance between the second crossbeam and the third crossbeam.

[0013] Furthermore, another object of the present invention is to provide a guardrail comprising the beam-column combination structure as described above.

[0014] Furthermore, another object of the present invention is to provide a method for preparing a guardrail, comprising the beam-column combination structure as described above, wherein the preparation steps include: S1, marking lines, drilling holes, and installing the first connecting section; S2. Install the crossbeam assembly and heightened connecting section assembly; S3. Adjust the linearity and backfill the concrete.

[0015] The beneficial effects of the present invention are as follows: 1. The present invention optimizes the structural layout by arranging the crossbeam assembly between the first connecting section and the elevated connecting section assembly, and making the width of the crossbeam assembly in the horizontal plane greater than the width of the elevated connecting section assembly in the horizontal plane. While achieving protection on both sides, it reduces the overall lateral space occupied by the guardrail, thereby lowering the requirements for the width of the central dividing strip and saving land resources.

[0016] 2. The preparation method of the present invention is convenient and controllable, can save steel and reduce costs, and can quickly realize the installation and disassembly of the guardrail, improve construction efficiency and save construction time, while ensuring that the protective performance of the guardrail meets the requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Schematic diagram of the present invention.

[0018] Figure 2 for Figure 1 Side view and partial enlargement.

[0019] Figure 3 for Figure 1 Top view and partial enlarged view.

[0020] Figure 4 It is an exploded view of the present invention.

[0021] Figure 5 for Figure 4 Magnified view of part A.

[0022] Figure 6 FIG. 1 is a schematic diagram of another embodiment of the present invention.

[0023] Figure 7 for Figure 6 Side view and partial enlargement.

[0024] Figure 8 for Figure 6 Top view and partial enlarged view.

[0025] Figure 9 This is an exploded view of another embodiment of the present invention.

[0026] Figure 10 for Figure 9 Enlarged view of part B. DETAILED DESCRIPTION

[0027] The following describes the embodiments of the present invention in detail with reference to the accompanying drawings. The embodiments described are only some of the embodiments of the present invention, not all of them. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0028] It should be noted that all directional indications in the embodiments of the present invention, such as (up, down, left, right, front, back, etc.), are only used to explain the relative position relationship, movement status, etc. between the various components in a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0029] In addition, the descriptions of "first", "second", etc. in the present invention are for descriptive purposes only and should not be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but this must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0030] like Figures 1 to 10 A beam-column combination structure shown includes a first connecting section 1 connected to the ground, a heightened connecting section assembly 2 and a crossbeam assembly 3 are provided on the upper side of the first connecting section 1, the first connecting section 1 is provided with a first reinforcement portion 11, the heightened connecting section assembly 2 is provided with a second reinforcement portion 21, and the crossbeam assembly 3 is provided with a third reinforcement portion 31. The first reinforcement portion 11, the second reinforcement portion 21, and the third reinforcement portion 31 are cooperatively connected so that the crossbeam assembly 3 is arranged between the first connecting section 1 and the heightened connecting section assembly 2, and the width of the crossbeam assembly 3 in the horizontal plane is greater than the width of the heightened connecting section assembly 2 in the horizontal plane.

[0031] The present invention optimizes the structural layout by arranging the crossbeam assembly between the first connecting section and the elevated connecting section assembly, and making the width of the crossbeam assembly in the horizontal plane greater than the width of the elevated connecting section assembly in the horizontal plane. While providing protection on both sides, the overall lateral space occupied by the guardrail is reduced, thereby lowering the requirements for the width of the central dividing strip and saving land resources.

[0032] After adopting the structure of the present invention, the width of the A-level guardrail is only 100 mm, and the minimum width of the center strip is 0.6 meters, which is reduced by 0.4 meters. It can save 400 square meters of land per kilometer of highway. At the same time, it realizes single-side crossbeam and double-side protection and eliminates traditional anti-blocking block steel components. The same protection effect saves a lot of steel.

[0033] Specifically, the coordinated connection of the first reinforcement part, the second reinforcement part, and the third reinforcement part enhances the connection strength between the crossbeam assembly and the first connecting section and the heightened connecting section assembly, making the entire guardrail structure more stable, better able to withstand the impact force during a vehicle collision, and improving the protective performance. The setting of the heightened connecting section assembly can adjust the height and support method of the crossbeam, so that the crossbeam can transfer the load more evenly when under stress, avoid local stress concentration, and improve the overall stability of the guardrail. By optimizing the connection method between the crossbeam assembly and the first connecting section and the heightened connecting section assembly, the use of traditional barrier blocks can be replaced, making the structure simpler and reducing manufacturing and installation costs. The various components can be prefabricated and assembled on-site, improving construction efficiency, shortening the construction period, and reducing the workload of later maintenance.

[0034] Specifically, the reduction in the overall width of the guardrail allows the central dividing strip to be appropriately narrowed while meeting safety protection requirements, thereby improving land utilization. It is especially suitable for areas with tight land resources, such as urban outskirts and mountainous areas, and reduces the land occupied by highway construction.

[0035] Additionally, in order to improve the protective effect of the crossbeam assembly, the width of the crossbeam assembly in the horizontal plane is greater than the width of the first connecting section in the horizontal plane.

[0036] Optionally, in some embodiments, the first connecting section and the elevated connecting section assembly form a column, and the column is divided into several sections and the number is consistent with the beams. When the column is set to three layers, the beam is divided into three sections. When the column is set to two layers, the beam is divided into two sections. When the column is set to four layers, the beam is divided into four sections. Steel plates are welded at the connection position between each section of the column and the beam.

[0037] like Figures 1 to 10 A beam-column combination structure is shown, wherein the first reinforcement part 11 is located on the upper side of the first connecting section 1, the second reinforcement part 21 includes a second lower reinforcement part 211 located on the lower side of the elevated connecting section assembly 2, the first reinforcement part 11 is provided with a first reinforcement part connection hole 111 for the connecting member 12 to pass through, the second lower reinforcement part 211 is provided with a second lower reinforcement part connection hole 2111 for the connecting member 12 to pass through, the third reinforcement part 31 includes a third upper connection hole 311 and a third lower connection hole 312 for the connecting member 12 to pass through respectively, the third upper connection hole 311 is correspondingly connected to the second lower reinforcement part connection hole 2111, and the third lower connection hole 312 is correspondingly connected to the first reinforcement part connection hole 111.

[0038] Specifically, the first connecting section is arranged vertically. The first reinforcement portion, located above the first connecting section, is secured to the second lower reinforcement portion, located below the elevated connecting section assembly, via a connector, forming a first rigid connection. This ensures vertical force transmission between the buried first connecting section and the elevated connecting section assembly. The third reinforcement portion connects to the second lower reinforcement portion connection hole of the elevated connecting section assembly via a third upper connection hole. The third lower connection hole corresponds to the connection hole of the first reinforcement portion, forming a second cross-reinforcement. This disperses lateral loads from the crossbeam, such as vehicle collision forces, across the first connecting section and the elevated connecting section assembly. This multi-section reinforcement structure effectively resists lateral impact forces during a vehicle collision, preventing the guardrail from tilting or breaking due to localized excessive force. It is particularly suitable for use in high-traffic scenarios such as highways. During a vehicle collision, the impact force is dispersed through the crossbeam assembly, the elevated connecting section assembly, and the first connecting section, preventing a single component, such as the first connecting section, from bearing excessive concentrated loads, thereby extending the guardrail's service life.

[0039] Furthermore, as a preferred embodiment of the present invention but not a limitation, all reinforcement parts are respectively preset with a first reinforcement part connection hole, a second lower reinforcement part connection hole, a third upper connection hole, and a third lower connection hole. During installation, it is only necessary to align the hole positions and fix them with bolts or rivets. No on-site welding or cutting is required, which greatly shortens the construction time. Specifically, the first connecting section can be fixed first, then the beam assembly can be installed, and finally the elevated connecting section assembly can be installed. Through parallel operations, it can flexibly adapt to different construction conditions. In addition, the connection holes of the present invention are designed with oblong holes or reserved gaps, which allow fine-tuning of the height or angle of the beam assembly during installation to ensure that the guardrail line is consistent with the road design and avoid degradation of protective performance due to construction errors. If a part of the beam assembly or the elevated connecting section assembly is damaged, it can be quickly replaced by disassembling the corresponding connector without the need to dismantle the guardrail as a whole, thereby reducing maintenance costs.

[0040] Optionally, high-strength bolts are used as connectors, with at least two bolts used vertically to connect each layer of beams to the columns. The combination of connectors and the various reinforcements can reduce weld residual stress and lower the risk of metal fatigue, making them particularly suitable for highway environments subject to long-term dynamic loads.

[0041] Optionally, in some embodiments, the first reinforcement portion is a steel plate and is connected to the first connecting section by welding, and the second lower reinforcement portion is a steel plate and is connected to the lower side of the elevated connecting section assembly by welding.

[0042] like Figures 6 to 10A beam-column combination structure is shown, wherein the elevated connecting section assembly 2 includes a first elevated section 4, the crossbeam assembly 3 includes a first crossbeam 7 located between the first elevated section 4 and the first connecting section 1, and a second crossbeam 8 connected to the upper side of the first elevated section 4, the second reinforcement portion 21 includes a second upper reinforcement portion 212 located on the upper side of the first elevated section 4, and the second upper reinforcement portion 212 is provided with a second upper reinforcement portion connection hole 2121 for the connecting member 12 to pass through.

[0043] Specifically, the first crossbeam is located between the first connecting section and the first elevated section, and can bear the initial impact force of a vehicle collision and absorb part of the energy through deformation. The second crossbeam is located on the upper side of the first elevated section and can serve as secondary protection. After the vehicle breaks through the first crossbeam, it continues to block and guide the vehicle's trajectory, forming a graded energy absorption mechanism, thereby improving the overall collision resistance of the guardrail. Specifically, the layered structure can disperse the impact load of high-speed or heavy vehicles such as trucks, preventing a single crossbeam from breaking due to overload, and enhancing the protective reliability of the guardrail under extreme working conditions. In addition, the layered structure facilitates partial replacement, avoiding overall demolition, further saving full life cycle costs.

[0044] Furthermore, as a preferred embodiment of the present invention but not a limitation, the first elevated section raises the second crossbeam to a higher position, for example, higher than the top of a traditional guardrail, which can improve the nighttime driving vision, prevent the driver from being disturbed by glare from oncoming headlights due to the guardrail being too low, and improve nighttime driving safety. A higher guardrail top is easier for the driver to identify, especially on a bend or in rainy and foggy weather, thereby improving the visibility of the road boundary. The height of the first elevated section can be customized so that the guardrail can adapt to the central median width, number of lanes, or higher protection requirements of mountain roads of different roads. By only raising the second crossbeam through the first elevated section, rather than increasing the guardrail height as a whole, the amount of steel used can be reduced, while reducing the column load and reducing foundation costs.

[0045] The present invention effectively transmits the lateral force of the raised section to the first connection section through the coordinated connection of the first reinforcement part, the second lower reinforcement part, and the third reinforcement part. The low-position support of the first beam enhances the overall bending resistance, preventing the guardrail from becoming unstable and easily overturning due to excessive weight on the top.

[0046] like Figures 1 to 5 The beam-column combination structure shown in the figure comprises a first raised section 4 and a second raised section 5, and the crossbeam assembly 3 comprises a first crossbeam 7 located between the first raised section 4 and the first connecting section 1, a second crossbeam 8 connected between the first raised section 4 and the second raised section 5, and a third crossbeam 9 connected to the upper side of the second raised section 5.

[0047] Optionally, in some embodiments, the first crossbeam is located between the first connecting section and the first elevated section, bears the initial collision energy, and slows down the vehicle by deformation. The second crossbeam is located between the first elevated section and the second elevated section, and serves as a secondary protection, continuing to block and guide the trajectory after the vehicle breaks through the first crossbeam. The third crossbeam is located on the upper side of the second elevated section, serving as the final line of defense, ensuring that in extreme cases such as high-speed heavy vehicles, it can still be effectively intercepted to prevent the vehicle from crossing the guardrail. Specifically, when the vehicle collides, the impact force is dispersed to the upper and lower sides through the crossbeam assembly, and the crossbeam assembly is transmitted from the first elevated section to the second elevated section and from the first elevated section to the first connecting section, respectively, greatly reducing the force on a single point and avoiding local fracture or overturning.

[0048] Furthermore, the first crossbar is positioned low, providing basic protection and reducing glare for drivers at close range. The second crossbar is positioned mid-range, and can be combined with reflective film to enhance nighttime reflections and improve lane boundary recognition. The third crossbar is positioned high, improving the visibility of the guardrail outline, particularly on curves, slopes, or in inclement weather, reducing the risk of driver misjudgment.

[0049] Optionally, in some embodiments, an anti-glare plate or LED warning light may be installed on the high-position third crossbeam to further reduce the glare effect of the oncoming lane and improve nighttime driving safety.

[0050] Specifically, the first elevated section and the second elevated section can be customized to adjust the height so that the guardrail can adapt to the central dividing strip width, number of lanes or roadside clear zone requirements of different roads, mountain roads, urban viaducts, etc.

[0051] Furthermore, after the second raised section further elevates the third beam, the coordinated connection of the first, second, and third reinforcement sections effectively distributes the top load to the column foundation, improving overall anti-overturning stability. Raising three beams in just two raised sections, rather than increasing the guardrail height overall, reduces steel usage, lowers column loads, and reduces foundation costs. The layered structure facilitates the partial replacement of damaged beam components, avoiding complete dismantling, reducing maintenance costs and traffic disruption.

[0052] like Figures 1 to 5 In the beam-column combination structure shown, the uppermost side of the crossbeam assembly 3 is connected to a reinforcing plate 10 , and the reinforcing plate 10 is provided with a reinforcing plate connecting hole 101 for the connecting member 12 to pass through.

[0053] Specifically, the reinforcing pressure plate presses and fixes the end of the uppermost crossbeam, such as the third crossbeam, through connecting parts such as bolts, and applies downward pressure on the top of the crossbeam. The reinforcing pressure plate disperses the concentrated force on the end of the crossbeam to the second elevated section through the connecting parts, reducing local stress concentration and avoiding cracking of the connection parts due to fatigue or impact, thereby enhancing the overall bending resistance of the crossbeam, effectively limiting the longitudinal warping or displacement of the third crossbeam due to force during a vehicle collision, preventing the crossbeam from breaking due to excessive bending moment, and avoiding local failure of the guardrail. The reinforcing pressure plate improves the ability of the top of the guardrail to resist lateral displacement by fixing the end of the crossbeam, thereby reducing the risk of vehicle crossing.

[0054] like Figure 5 As shown, the reinforcement plate and the third reinforcement section work together to form multiple fixing points: the reinforcement plate connection hole, the third reinforcement hole, and the second upper reinforcement section connection hole. This further strengthens the joint's shear resistance, more evenly transfers load to the column foundation, and improves overall structural stability. Furthermore, the reinforcement plate can be quickly positioned and installed using prefabricated holes, reducing on-site drilling and cutting operations and improving construction efficiency.

[0055] like Figures 1 to 10 In the beam-column combination structure shown, the longitudinal width of the cross section of the heightened connecting section assembly 2 is greater than the transverse width of the cross section.

[0056] Specifically, the heightened connecting section assembly's greater longitudinal width directly increases the moment of inertia of the section, thereby enhancing the guardrail's longitudinal bending resistance during a vehicle collision, effectively resisting the impact bending moment transmitted by the crossbeam, and preventing localized buckling or fracture of the connecting section. While the heightened connecting section assembly's transverse cross-section width is relatively narrow, its coordinated connection with the first and second reinforcement sections allows the lateral load of a particular heightened connecting section assembly to be rapidly distributed to the first and / or other heightened connecting section assemblies, creating a multi-path force distribution system and preventing lateral instability.

[0057] Furthermore, the longitudinally widened and transversely narrowed cross-section reduces transverse redundant materials and steel usage while ensuring longitudinal strength, while also reducing the overall weight of the guardrail and lowering transportation and installation costs.

[0058] In addition, the reduction in lateral width can further compress the overall lateral space occupied by the guardrail, providing a more flexible solution for sections of road with limited central median width, such as old road reconstruction and mountain roads.

[0059] like Figure 6 In the beam-column combination structure shown, the vertical width of the first crossbeam 7 is greater than the vertical width of the second crossbeam 8 .

[0060] Specifically, the wider vertical cross-section of the first crossbeam has a larger section moment of inertia and bending stiffness, which can bear the main impact load during a vehicle collision, absorb more energy through deformation, effectively reduce the vehicle speed, and slow down its lateral displacement.

[0061] Furthermore, the narrower vertical cross-section of the second beam reduces material usage while maintaining basic protective strength, creating a graded energy absorption pattern that avoids excessive energy concentration on a single beam and improves overall protection efficiency. The reduced weight of the second beam reduces the load on the elevated connecting section and reduces the design load on the column foundation.

[0062] Optionally, in some embodiments, the first crossbeam with a wide cross-section may be installed and fixed first to provide a more stable support base for the subsequent second crossbeam; the second crossbeam with a narrow cross-section is light in weight and convenient for installation during high-altitude operations.

[0063] like Figure 1 In the beam-column combination structure shown, the distance between the first crossbeam 7 and the second crossbeam 8 is smaller than the distance between the second crossbeam 8 and the third crossbeam 9 .

[0064] Specifically, the close distance between the first and second crossbeams forms a tight protective belt, enabling rapid intervention at high vehicle speeds during the initial collision. The coordinated deformation of the two crossbeams significantly absorbs the initial impact energy, preventing the vehicle from penetrating the guardrail due to failure of a single crossbeam. The increased distance between the second and third crossbeams provides a longer deceleration buffer for the vehicle. After being blocked by the first two crossbeams, the vehicle can be smoothly intercepted by the third crossbeam at a lower speed, reducing the risk of secondary injuries caused by a violent collision.

[0065] Furthermore, the closely spaced dual crossbar design distributes the initial impact force across both crossbars, preventing a single crossbar from bearing excessive concentrated loads and reducing the risk of localized buckling or fracture. This allows the vehicle to be stopped multiple times in a very short period of time, effectively shortening the collision duration and reducing peak acceleration, thus protecting occupants. The wide spacing allows the third crossbar to primarily handle the remaining low-speed impact and trajectory guidance functions. This more moderate force distribution reduces the risk of lateral drift or rollover caused by high-speed impacts and ensures a smooth vehicle slide along the guardrail.

[0066] like Figure 3 or Figure 8 In the beam-column combination structure shown, the cross-section of the heightened connecting section assembly 2 is diamond-shaped, and the cross-section of the crossbeam assembly 3 is rectangular.

[0067] Furthermore, as a preferred embodiment of the present invention but not a limitation, the elevated connecting section adopts a diamond cross-section, which resists lateral forces through the narrow side and longitudinal forces through the wide side. Through multi-directional stiffness distribution, the concentrated impact force during a vehicle collision is dispersed to the connection points of the pillars and beams. The difference in stiffness in the diagonal direction can effectively resist the torsional load generated during a vehicle collision, such as an oblique impact, and avoid structural failure of the connecting section due to force distortion.

[0068] Furthermore, the crossbeam assembly adopts a rectangular cross-section, and its isotropic stiffness can evenly distribute vertical and lateral loads, providing stable bending support during vehicle collision, ensuring that the crossbeam is not easily deformed or broken.

[0069] In addition, the diamond-shaped design of the elevated connecting section assembly has a smaller lateral projection on the central dividing strip, which can further compress the overall width of the guardrail.

[0070] Optionally, in some embodiments, the cross-section of the first connecting end is diamond-shaped.

[0071] Optionally, in some embodiments, Figure 8 As shown, the angle α between the driving direction surface of the diamond-shaped column and the driving direction is less than 90 degrees, which is not easy to hinder the vehicle. Preferably, the angle α is 56 degrees.

[0072] Optionally, in some embodiments, the crossbeam assembly 3 is provided with an extension connection portion 13 , the extension connection portion is provided with an extension connection portion connection hole 130 , and the crossbeam assembly is further provided with a crossbeam assembly opening 30 adapted to the extension connection portion connection hole.

[0073] In some embodiments, the diameter of the crossbeam assembly is larger than the diameter of the extension connector. The extension connector is inserted between two adjacent horizontally arranged crossbeam assemblies and is fixed and extended by bolts or other connectors. The extension connector serves as an inner sleeve to simultaneously connect the two crossbeam assemblies on the left and right sides.

[0074] In this embodiment, the extension connection part 13 is provided with two groups, which are respectively arranged on the upper and lower sides of the beam assembly, wherein the extension connection part 13 includes an upper extension connection part 131 located on the upper side and an upper extension connection part 132 located on the lower side. The upper extension connection part 131 is provided with four extension connection part connection holes 130, two of which are connected to the beam assembly on the left, and the other two are connected to the beam assembly on the right. Similarly, the lower extension connection part 132 is provided with four extension connection part connection holes 130, which correspond one-to-one to the extension connection part connection holes 130 located on its upper side. The connecting part can be fixedly connected by the extension connection part connection holes 130 and the beam assembly opening 30.

[0075] The extended connection is replaced with upper and lower steel plates to allow for quick opening at any joint position. This shortens construction time compared to the difficulty of opening the inner casing.

[0076] like Figures 1 to 10 The guardrail shown includes the beam-column combination structure as described above.

[0077] The present invention optimizes the structural layout by arranging the crossbeam assembly between the first connecting section and the elevated connecting section assembly, and making the width of the crossbeam assembly in the horizontal plane greater than the width of the elevated connecting section assembly in the horizontal plane. While providing protection on both sides, the overall lateral space occupied by the guardrail is reduced, thereby lowering the requirements for the width of the central dividing strip and saving land resources.

[0078] Optionally, in some embodiments, the present invention utilizes a layered design consisting of a wide-cross-section first crossbeam, a narrower second crossbeam, and a higher-positioned third crossbeam to form a multi-level protection system. In the event of a vehicle collision, the first crossbeam absorbs the initial impact, the second crossbeam buffers the remaining energy, and the third crossbeam intercepts the impact at a higher position, preventing the vehicle from passing through the guardrail and reducing the risk of secondary accidents in high-speed collisions involving heavy vehicles.

[0079] Optionally, in some embodiments, the diamond-shaped cross-section of the elevated connecting section assembly can resist torsion and disperse impact force, and cooperate with the uniform bending resistance of the rectangular cross-section of the crossbeam assembly, and cooperate with the cross-fixation of the first reinforcement part, the second reinforcement part, and the third reinforcement part, so that the guardrail is not easy to tilt or break under oblique vehicle collision or extreme load, and the overall stability is improved.

[0080] Optionally, in some embodiments, by making the horizontal width of the cross-section of the beam assembly larger than the horizontal width of the cross-section of the elevated connecting section assembly and optimizing the narrow surface projection of the diamond cross-section, the overall lateral space occupied by the guardrail can be compressed to 100 mm, compared with about 500 mm for traditional guardrails, reducing the required width of the central dividing strip from 1 m to 0.6 m, and achieving a land saving rate of over 40%. It is particularly suitable for scenarios such as old road reconstruction and narrow mountain roads.

[0081] Optionally, in some embodiments, the graded heightening design of the heightened connecting section assembly can independently adjust the height, can adapt to different road cross sections, and has strong versatility.

[0082] Optionally, in some embodiments, the differentiated design of the first beam with a wide cross-section and the second beam with a narrow cross-section, as well as the setting of the directional force of the diamond cross-section, reduce the steel usage by about 8%-12%, strengthen the local reinforcement of the pressure plate instead of overall thickening, and further reduce material costs.

[0083] Optionally, in some embodiments, the layered beam structure supports partial replacement without requiring total demolition.

[0084] Optionally, in some embodiments, the gradual height change design of the layered beams, from the low first beam to the high third beam, can enhance the visibility of the guardrail outline and improve the driver's ability to identify lane boundaries at night or in rainy and foggy weather.

[0085] A method for preparing a guardrail, comprising the beam-column combination structure as described above, comprises the following steps: S1, marking lines, drilling holes, and installing the first connecting section; The steps of drawing lines and drilling holes are as follows: draw lines at the center dividing zone, position them at intervals of 3 meters, drill round holes with a diameter of 160 mm, and the drilling depth is the pre-buried depth of the columns.

[0086] The steps of installing the first connecting section as the embedded section of the column are as follows: placing the first connecting section into the installation hole and backfilling part of the drilling waste to position it.

[0087] S2. Install the crossbeam assembly and heightened connecting section assembly; When there are three crossbeams, first place the first crossbeam on the flange plate on the top surface of the first connecting section, i.e., the first reinforcement part, and then place the first raised section to the corresponding position of the first crossbeam. At this time, the first reinforcement part, the third upper connecting hole, the third lower connecting hole, and the second lower reinforcement part are aligned. The connection bolts are tightened through the corresponding bolt holes of the three components to complete the installation. Place the second crossbeam on the flange plate on the top surface of the first raised section, i.e. the second upper reinforcement part. Then place the second raised section to the corresponding position of the second crossbeam. Align the second upper reinforcement part, the third upper connection hole, the third lower connection hole, and the second lower reinforcement part. Then, tighten the connecting bolts through the bolt holes of the three components to complete the installation. Place the third crossbeam on the flange plate of the second elevated section, i.e., the second upper reinforcement portion, align the bolt holes, add a reinforcing pressure plate to the top surface of the third crossbeam, and connect it with bolts to complete the installation of the third crossbeam.

[0088] S3. Adjust the linearity and backfill with concrete. The linearity adjustment step is to adjust the overall linearity of the guardrail to achieve a smooth effect. The backfilling step is to backfill the gap between the column and the pavement installation hole with concrete and trim the surface.

[0089] The columns of this invention consist of a first connecting section and a heightened connecting section assembly, each constructed from welded steel pipes and steel plates. The first and heightened connecting sections can be rectangular or diamond-shaped, respectively, or both can be diamond-shaped. The steel pipes are 120mm x 80mm x 5mm, made of Q355 or 700 high-strength steel, and are extruded using welded pipes. The surface is hot-dip galvanized and spray-coated to a brown finish. The columns are installed by drilling and then piling, with column spacing of 3-4 meters.

[0090] The basic specifications of the beam assembly are 100mm×100mm×3mm. The first beam can be adjusted to 120mm×100mm×3mm. The beam assembly is set as a square tube, made of 700 high-strength steel, processed by welded pipe extrusion, the surface is hot-dip galvanized + spray-painted, and connected to the column with bolts.

[0091] The height of the beam assembly is 300mm from the center of the first beam to the road surface, 500mm from the center of the second beam to the road surface, and 850mm from the center of the third beam to the road surface.

[0092] The crossbeam connector, i.e., the extended connection portion 13, has a specification of 450 mm × 90 mm × 8 mm and is made of 700 high-strength steel. The crossbeam is connected as a whole using round-head M16 bolts, which are equipped with cap nuts.

[0093] like Figure 5 As shown, the specification of the beam connecting member, namely the extended connecting portion 13, is 450 mm×90 mm.

[0094] Example 1 like Figures 1 to 10 A beam-column combination structure shown includes a first connecting section 1 connected to the ground, a heightened connecting section assembly 2 and a crossbeam assembly 3 are provided on the upper side of the first connecting section 1, the first connecting section 1 is provided with a first reinforcement portion 11, the heightened connecting section assembly 2 is provided with a second reinforcement portion 21, and the crossbeam assembly 3 is provided with a third reinforcement portion 31. The first reinforcement portion 11, the second reinforcement portion 21, and the third reinforcement portion 31 are cooperatively connected so that the crossbeam assembly 3 is arranged between the first connecting section 1 and the heightened connecting section assembly 2, and the width of the crossbeam assembly 3 in the horizontal plane is greater than the width of the heightened connecting section assembly 2 in the horizontal plane.

[0095] The present invention optimizes the structural layout by arranging the crossbeam assembly 3 between the first connecting section 1 and the elevated connecting section assembly 2, and making the width of the crossbeam assembly 3 in the horizontal plane greater than the width of the elevated connecting section assembly 2 in the horizontal plane. While providing protection on both sides, the overall lateral space occupied by the guardrail is reduced, thereby lowering the requirements for the width of the central dividing strip and saving land resources.

[0096] After adopting the structure of the present invention, the width of the A-level guardrail is only 100 mm, and the minimum width of the center strip is 0.6 meters, which is reduced by 0.4 meters. It can save 400 square meters of land per kilometer of highway. At the same time, it realizes single-side crossbeam and double-side protection and eliminates traditional anti-blocking block steel components. The same protection effect saves a lot of steel.

[0097] The first connecting section and the heightened connecting section assembly form a column, which is divided into several sections and the number is the same as the crossbeam. Steel plates are welded at the connection position between each section of the column and the crossbeam.

[0098] Example 2 Example 2 Based on Example 1, the following implementation methods are also provided: The first reinforcement part 11 is located on the upper side of the first connecting section 1, the second reinforcement part 21 includes a second lower reinforcement part 211 located on the lower side of the elevated connecting section assembly 2, the first reinforcement part 11 is provided with a first reinforcement part connection hole 111 for the connecting member 12 to pass through, the second lower reinforcement part 211 is provided with a second lower reinforcement part connection hole 2111 for the connecting member 12 to pass through, the third reinforcement part 31 includes a third upper connection hole 311 and a third lower connection hole 312 for the connecting member 12 to pass through respectively, the third upper connection hole 311 is correspondingly connected to the second lower reinforcement part connection hole 2111, and the third lower connection hole 312 is correspondingly connected to the first reinforcement part connection hole 111.

[0099] The connecting parts 12 are high-strength bolts. At least two bolts are used to connect the beams and columns on each floor, and the bolt connection direction is vertical.

[0100] The first reinforcement portion 11 is a steel plate and is connected to the first connecting section 1 by welding. The second lower reinforcement portion 211 is a steel plate and is connected to the lower side of the heightened connecting section assembly 2 by welding.

[0101] Example 3 Example 3 Based on Example 2, the following implementation methods are also provided: The raised connecting section assembly 2 includes a first raised section 4, the crossbeam assembly 3 includes a first crossbeam 7 located between the first raised section 4 and the first connecting section 1, and a second crossbeam 8 connected to the upper side of the first raised section 4, the second reinforcement part 21 includes a second upper reinforcement part 212 located on the upper side of the first raised section 4, and the second upper reinforcement part 212 is provided with a second upper reinforcement part connection hole 2121 for the connecting member 12 to pass through.

[0102] Example 4 Example 4 Based on Example 3, the following implementation methods are also provided: The raised connecting section assembly 2 includes a first raised section 4 and a second raised section 5, and the crossbeam assembly 3 includes a first crossbeam 7 located between the first raised section 4 and the first connecting section 1, a second crossbeam 8 connected between the first raised section 4 and the second raised section 5, and a third crossbeam 9 connected to the upper side of the second raised section 5.

[0103] The uppermost side of the third cross beam 9 is connected to a reinforcing plate 10 , and the reinforcing plate 10 is provided with a reinforcing plate connecting hole 101 for the connecting member 12 to pass through.

[0104] Example 5 Example 5 Based on Example 1, the following implementation methods are also provided: The longitudinal width of the cross section of the elevated connecting section assembly 2 is greater than the transverse width of the cross section.

[0105] Example 6 Example 6 Based on Example 3, the following implementation methods are also provided: The vertical width of the first cross beam 7 is greater than the vertical width of the second cross beam 8 .

[0106] Example 7 Example 7 Based on Example 4, the following implementation methods are also provided: The distance between the first cross beam 7 and the second cross beam 8 is smaller than the distance between the second cross beam 8 and the third cross beam 9 .

[0107] Example 8 Example 8 Based on Example 1, the following implementation methods are also provided: The cross section of the heightened connecting section assembly 2 is rhombus-shaped, and the cross section of the crossbeam assembly 3 is rectangular.

[0108] like Figure 8 As shown, the angle α between the driving direction surface of the diamond-shaped column and the driving direction is less than 90 degrees, which is not easy to hinder the vehicle. Preferably, the angle α is 56 degrees.

[0109] Embodiment 9 Example 9 is based on Example 1 and further has the following implementation methods: An extension connection portion 13 is provided on the crossbeam assembly 3, and the extension connection portion 13 is provided with an extension connection portion connection hole 130. The crossbeam assembly 3 is also provided with a crossbeam assembly opening 30 adapted to the extension connection portion connection hole 130. The extension connection portion 13 is provided with two groups, respectively arranged on the upper and lower sides of the crossbeam assembly 3, wherein the extension connection portion 13 includes an upper extension connection portion 131 located on the upper side and an upper extension connection portion 132 located on the lower side. The upper extension connection portion 131 is provided with four extension connection portion connection holes 130, two of which are connected to the crossbeam assembly 3 on the left side, and the other two are connected to the crossbeam assembly 3 on the right side. Similarly, the lower extension connection portion 132 is provided with four extension connection portion connection holes 130, which correspond one-to-one to the extension connection portion connection holes 130 located on its upper side. The connecting member 12 can be fixedly connected by the extension connection portion connection holes 130 and the crossbeam assembly opening 30.

[0110] Example 10 Example 10 Based on the above examples, the following implementation methods are provided: like Figures 1 to 10The guardrail shown includes the aforementioned beam-column structure. By ensuring that the horizontal width of the cross-beam component 3 is greater than that of the elevated connecting segment component 2, and optimizing the narrow projection of the diamond-shaped cross-section, the guardrail's overall lateral footprint can be reduced to 100mm, compared to approximately 500mm for traditional guardrails. This reduces the required central median width from 1m to 0.6m, resulting in a land conservation rate exceeding 40%. This design is particularly suitable for scenarios such as road reconstruction and narrow highways in mountainous areas.

[0111] Example 11 Example 11 Based on the above examples, the following implementation methods are provided: A method for preparing a guardrail, comprising the beam-column combination structure as described above, comprises the following steps: S1, marking lines, drilling holes, and installing the first connecting section; The steps of drawing lines and drilling holes are as follows: draw lines at the center dividing zone, position them at intervals of 3 meters, drill round holes with a diameter of 160 mm, and the drilling depth is the pre-buried depth of the columns.

[0112] The steps of installing the first connecting section as the embedded section of the column are as follows: placing the first connecting section into the installation hole and backfilling part of the drilling waste to position it.

[0113] S2. Install the crossbeam assembly and heightened connecting section assembly; When there are three crossbeams, first place the first crossbeam on the flange plate on the top surface of the first connecting section, i.e., the first reinforcement part, and then place the first raised section to the corresponding position of the first crossbeam. At this time, the first reinforcement part, the third upper connecting hole, the third lower connecting hole, and the second lower reinforcement part are aligned. The connection bolts are tightened through the corresponding bolt holes of the three components to complete the installation. Place the second crossbeam on the flange plate on the top surface of the first raised section, i.e. the second upper reinforcement part. Then place the second raised section to the corresponding position of the second crossbeam. Align the second upper reinforcement part, the third upper connection hole, the third lower connection hole, and the second lower reinforcement part. Then, tighten the connecting bolts through the bolt holes of the three components to complete the installation. Place the third crossbeam on the flange plate of the second elevated section, i.e., the second upper reinforcement portion, align the bolt holes, add a reinforcing pressure plate to the top surface of the third crossbeam, and connect it with bolts to complete the installation of the third crossbeam.

[0114] S3. Adjust the linearity and backfill with concrete. The linearity adjustment step is to adjust the overall linearity of the guardrail to achieve a smooth effect. The backfilling step is to backfill the gap between the column and the pavement installation hole with concrete and trim the surface.

[0115] Optionally, in some embodiments, the first reinforcement part is pre-welded on the first connecting section, the second upper reinforcement part and the second lower reinforcement part are pre-welded on the first elevated section or the second elevated section, and the third upper connecting hole and the third lower connecting hole are pre-arranged on the first beam, the second beam, and the third beam.

[0116] The columns of this invention consist of a first connecting section and a raised connecting section assembly, each constructed from welded steel pipes and steel plates. Both the first and raised connecting sections are diamond-shaped tubes measuring 120mm x 80mm x 5mm, made of Q355 or 700 high-strength steel, and extruded using welded pipes. The surface is hot-dip galvanized and sprayed to a brown finish. The columns are installed by drilling and then piling, with a spacing of 3 meters between them.

[0117] The basic specifications of the second and third beams are 100mm×100mm×3mm, and the specifications of the first beam are 120mm×100mm×5mm. The beam components are square tubes, made of 700 high-strength steel, and are processed by welded pipe extrusion. The surface is hot-dip galvanized + plastic sprayed, and connected to the column with bolts.

[0118] The height of the beam assembly is 300mm from the center of the first beam to the road surface, 500mm from the center of the second beam to the road surface, and 850mm from the center of the third beam to the road surface.

[0119] The crossbeam connector, i.e., the extended connection portion 13, has a specification of 450 mm × 90 mm and is made of 700 high-strength steel. The crossbeam is connected as a whole using round-head M16 bolts, which are equipped with cap nuts.

[0120] The length of the first, second and third crossbeams is 6000mm, and the length of the end at the end of the guardrail is 1500mm. The evaluation index of the protective performance of the guardrail of the present invention includes the following three points: blocking function, buffering function and guiding function. Among them, to meet the three functional requirements, there are the following key points: Based on the 100mm×3mm high-strength steel square tube crossbeam assembly 3 and the high-strength steel extended connection portion 13, it is required that the guardrail crossbeam cannot be disconnected and maintains continuity during a collision.

[0121] The guardrail beam maintains a certain blocking height during the collision process. The top surface height of the third upper beam is not less than 800mm, and the longitudinal width of the column is greater than the transverse width.

[0122] Guardrail posts must not hinder vehicles, particularly small passenger cars. The guardrail of this invention prevents or reduces the impact of posts on vehicles by: First, the posts have a diamond-shaped cross-section, minimizing the impact angle; second, the posts are narrower than the crossbeam width, ensuring that vehicles first contact the crossbeam during a collision; and third, the crossbeam interception surface is increased at the primary impact height of small passenger cars (approximately 250-600 mm above the ground). Preferably, the crossbeam interception surface accounts for greater than 57% of the height within this range.

[0123] Protective performance: A simulated collision test with a 10-ton medium-sized bus at a speed of 60 km / h and a collision angle of 20° was conducted. All indicators met the A-level protective performance requirements in the "Highway Guardrail Safety Performance Evaluation Standard" (JTG B05-01-2013).

[0124] Protective performance: A simulated collision test with a 1.5-ton minibus at a speed of 100 km / h and a collision angle of 20° was conducted. All indicators met the A-level and SB-level protective performance requirements of the "Highway Guardrail Safety Performance Evaluation Standard" (JTG B05-01-2013).

[0125] Protective performance: A simulated collision test with an 18-ton truck at a speed of 60 km / h and a collision angle of 20° was conducted. All indicators met the SB-level protective performance requirements of the "Highway Guardrail Safety Performance Evaluation Standard" (JTG B05-01-2013).

[0126] When the column adopts a rectangular cross-section, the protection performance: a simulated collision test with a 1.5-ton minibus, a speed of 100km / h, and a collision angle of 20° does not meet the "Highway Guardrail Safety Performance Evaluation Standard" (JTG B05-01-2013). Since the column blocks the vehicle, it does not meet the A-level protection grade requirement.

[0127] Example 12 Example 12 Based on the above example, the following implementation methods are provided: During the installation process, the reinforcing pressure plate can be connected to the upper side of the third cross beam by welding, or fixed to the upper side of the third cross beam by threaded connection.

[0128] The third crossbeam is made by hot-dip galvanizing and plastic spraying. In order to improve the strength of the threaded connection of the reinforcing plate, the bolt thread surface is coated with Loctite 277 high-strength and heat-resistant thread locker with a thickness of 5-10μm. After curing, it forms a glue-metal composite lock with the galvanized layer. When the bolt needs to be removed, the bolt thread surface can be heated to 200℃ with a heating gun to melt it. The thread locker prevents the thread from loosening without affecting subsequent maintenance.

[0129] In addition, a thickened area is provided between the third crossbeam and the reinforcing pressure plate to improve the rigidity of this area and avoid the concavity of the pipe wall and the formation of gaps when the bolts are pre-tightened. After thickening, the deformation of the connection area is reduced from 0.3mm to within 0.1mm, thereby improving the tightness of the connection.

[0130] Additionally, a thickened area may be provided between the third crossbeam and the extended connecting portion.Both the first crossbeam and the second crossbeam have thickened areas at their ends.

[0131] The preparation process of the first beam, the second beam and the third beam is as follows: Strip shearing, billet preforming, bending, welding, local directional extrusion, shaping, and surface treatment.

[0132] The specific steps are: T1, billet marking, local rolling thickening; Locally thickened areas of 120mm-150mm are marked on the strip. Laser marking ensures uniform placement of the thickened areas on each welded pipe section, corresponding to the subsequent connection points with the third reinforcement section. Using a twin-roller localized rolling process, directional pressure is applied to the marked areas of the strip at a rolling force of 500-800kN, forcing material flow in this area, increasing the thickness from the original 3-4mm to 4.5-5mm. Non-thickened areas maintain their original thickness. After rolling, the strip passes through leveling rollers to ensure overall flatness (flatness ≤ 0.5mm / m) and prevent distortion during subsequent coiling.

[0133] T2, bending welding, directional cold extrusion; Using a multi-pass bending machine, the locally thickened areas are bent to the straight edge of the square tube during the bending process, avoiding bending at right angles and thus preventing cracking caused by uneven thickness. Using submerged arc welding or high-frequency welding, increase the welding current by 10%-15% and reduce the welding speed by 5%-10% for the thickened areas to ensure that the weld penetration meets the standard (≥0.7× wall thickness) and the weld transition between the thickened and non-thickened areas is smooth.

[0134] A hydraulic extruder is used in conjunction with a local extrusion die. The overall concave mold cavity of the die matches the outer contour of the welded pipe, but the cavity depth in the thickened area is 1-2mm deeper than that in the non-thickened area. The welded pipe after coil welding needs to be locally directional extruded. The hydraulic extruder applies a directional pressure of 800-1000kN and adopts a low-speed progressive extrusion of 5-10mm / s to avoid cracks caused by rapid deformation of the material. Each thickened area is extruded 3-4 times, with each pressing amount of 0.5-1mm, and a pause of 10-15s in the middle to release stress. The pre-thickened area of ​​4.5-5mm is finally compacted to 5-6mm. The junction of the thickened area and the non-thickened area (each 50mm long) adopts gradual extrusion, and the thickness gradually decreases from 5-6mm to 3-4mm, with a slope of ≤1:5, to avoid stress concentration caused by right-angle transition.

[0135] T3, overall correction and surface treatment.

[0136] Use a square tube straightening machine to correct the straightness, the deflection is ≤1mm / m, and for square tubes with twist or cross-section deformation, use a hydraulic correction die to correct them to ensure that the verticality of the long and short sides is within the range of 90°±0.3°.

[0137] Hot-dip galvanizing, with a zinc liquid temperature of 450°C, an immersion time of 90s, a zinc layer thickness ≥80μm, electrostatic powder spraying of epoxy polyester powder coating, a thickness of 60-80μm, and a curing temperature of 200°C×10min. The third upper connecting hole and the third lower connecting hole in the thickened area are CNC drilled, and the hole diameter tolerance is controlled at ±0.3mm.

[0138] Example 13 Example 13 Based on the above examples, the following implementation methods are provided: To improve the tightness of the connection between the first reinforcement and the first connecting section, the second reinforcement, and the elevated connecting section, gas metal arc welding can be used. When the column is made of Q355 steel, the first reinforcement should be constructed of Q355 low-alloy, high-strength steel. When the column is made of 700MPa high-strength steel, the first reinforcement should be constructed of Q690 low-alloy, high-strength steel. According to GB / T 2653 testing, the tensile strength of the welded joint should be greater than 90% of that of the parent material.

[0139] Specifically, P1. Surface treatment is performed on the areas to be welded between the first reinforcement portion and the first connection section of the steel plate material to remove scale and oil stains to expose the metal substrate; a V-shaped groove is processed on the overlapping edge of the first reinforcement portion with an angle of 60°±5° and a blunt edge of 2-3mm, and a 15° slope is formed in the corresponding area of ​​the first connection section by grinding; the two are positioned and fixed by a fixture to ensure that the verticality deviation is ≤1° and the assembly clearance is ≤1mm.

[0140] P2. Use a metal-metal gas shielded welding machine, select ER50-6 welding wire with a diameter of 1.2mm and a mixed shielding gas of 80% Ar + 20% CO2, with a flow rate of 20-25L / min; weld in three layers: root welding: current 180-200A, voltage 22-24V, welding speed 8-10cm / min; filling welding: current 220-240A, voltage 24-26V, welding speed 10-12cm / min; cap welding: current 200-220A, voltage 23-25V, welding speed 9-11cm / min.

[0141] P3. Root welding adopts zigzag oscillation to ensure full penetration of the groove root; filling welding adopts crescent oscillation to control the interlayer temperature at 150-250℃ and reserve 2-3mm cover margin; cover welding adopts wide zigzag oscillation to ensure that the weld leg size is ≥ 0.8 times the thickness of the steel plate and the weld excess height is 0-2mm.

[0142] P4. After welding is completed, the weld is subjected to appearance quality inspection, non-destructive testing and mechanical property test, welding slag and spatter are removed, and local annealing is performed on the weld and the surrounding 100mm range.

[0143] The above examples are merely provided to further illustrate the technical content of the present invention for easier understanding by the reader, but do not limit the embodiments of the present invention to these examples. Any extension or re-creation of the technology based on the present invention is protected by the present invention. The scope of protection of the present invention shall be determined by the claims.

Claims

1. A beam-column composite structure, comprising a first connecting section (1) connected to the ground, characterized in that: A heightened connecting section assembly (2) and a crossbeam assembly (3) are provided on the upper side of the first connecting section (1); the first connecting section (1) is provided with a first reinforcement portion (11); the heightened connecting section assembly (2) is provided with a second reinforcement portion (21); and the crossbeam assembly (3) is provided with a third reinforcement portion (31); the first reinforcement portion (11), the second reinforcement portion (21), and the third reinforcement portion (31) are cooperatively connected so that the crossbeam assembly (3) is arranged between the first connecting section (1) and the heightened connecting section assembly (2); the width of the crossbeam assembly (3) in a horizontal plane is greater than the width of the heightened connecting section assembly (2) in a horizontal plane; and the cross section of the heightened connecting section assembly (2) is rhombus-shaped.

2. The beam-column combination structure according to claim 1, characterized in that: The first reinforcement portion (11) is located on the upper side of the first connecting section (1); the second reinforcement portion (21) includes a second lower reinforcement portion (211) located on the lower side of the elevated connecting section assembly (21); the first reinforcement portion (11) is provided with a first reinforcement portion connection hole (111) for the connecting member (12) to pass through; the second lower reinforcement portion (211) is provided with a second lower reinforcement portion connection hole (2111) for the connecting member (12) to pass through; the third reinforcement portion (31) includes a third upper connection hole (311) and a third lower connection hole (312) for the connecting member (12) to pass through, respectively; the third upper connection hole (311) is correspondingly connected to the second lower reinforcement portion connection hole (2111); and the third lower connection hole (312) is correspondingly connected to the first reinforcement portion connection hole (111).

3. The beam-column combination structure according to claim 1, characterized in that: The elevated connecting section assembly (2) comprises a first elevated section (4); the crossbeam assembly (3) comprises a first crossbeam (7) located between the first elevated section (4) and the first connecting section (1); and a second crossbeam (8) connected to the upper side of the first elevated section (4); the second reinforcement portion (21) comprises a second upper reinforcement portion (212) located on the upper side of the first elevated section (4); the second upper reinforcement portion (212) is provided with a second upper reinforcement portion connection hole (2121) for the connection member (12) to pass through.

4. The beam-column combination structure according to claim 1, characterized in that: The elevated connecting section assembly (2) comprises a first elevated section (4) and a second elevated section (5); the crossbeam assembly (3) comprises a first crossbeam (7) located between the first elevated section (4) and the first connecting section (1), a second crossbeam (8) connected between the first elevated section (4) and the second elevated section (5), and a third crossbeam (9) connected to the upper side of the second elevated section (5).

5. The beam-column combination structure according to claim 2, characterized in that: The cross-section of the cross-beam assembly (3) is rectangular, and a reinforcing pressure plate (10) is connected to the uppermost side of the cross-beam assembly (3). The reinforcing pressure plate (10) is provided with a reinforcing pressure plate connecting hole (101) for the connecting member (12) to pass through.

6. The beam-column combination structure according to claim 3, characterized in that: The longitudinal width of the cross section of the elevated connecting section assembly (2) is greater than the transverse width of the cross section, and the vertical width of the first cross beam (7) is greater than the vertical width of the second cross beam (8).

7. The beam-column combination structure according to claim 3, characterized in that: The crossbeam assembly (3) is provided with an extended connection portion (13), the extended connection portion (13) is provided with an extended connection portion connection hole (130) for the connection member (12) to pass through, and the crossbeam assembly (3) is further provided with a crossbeam assembly opening (30) adapted to the extended connection portion connection hole (130).

8. The beam-column combination structure according to claim 4, characterized in that: The distance between the first crossbeam (7) and the second crossbeam (8) is smaller than the distance between the second crossbeam (8) and the third crossbeam (9).

9. Guardrail, characterized by: The invention comprises the beam-column combination structure according to any one of claims 1 to 8.

10. A method for preparing a guardrail, characterized in that: The beam-column composite structure according to any one of claims 1 to 8 is prepared by: S1, marking, drilling, and installing the first connecting section (1); S2, installing the crossbeam assembly (3) and the heightened connecting section assembly (2); S3. Adjust the linearity and backfill the concrete.

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