Bridging structure of road guardrail

Abstract

The utility model discloses a bridging structure of a guardrail for a road, which is used for being erected on a non-flat road surface and connected with other guardrail structures, and comprises a guardrail body, two first connecting rods and two second connecting rods, the at least two cross beams arranged side by side in the vertical direction are arranged in the guardrail body to form a multi-layer connecting structure, so that the external force resistance of the guardrail is improved, the two first connecting rods are connected to the cross beam on the bottommost side from the cross beam on the topmost side to form an additional supporting frame, the vertical stability of the guardrail is further enhanced, and the service life of the guardrail is prolonged. The two first connecting rods and the two second connecting rods adopt inclined design and are gradually opened at the first preset angle and the second preset angle respectively, so that not only is the guardrail adapted to the topographic change of a non-flat road surface, but also the overall rigidity and stability of the guardrail are improved by increasing the length and angle change of the connecting rods.

Description

Technical Field

[0001] This utility model relates to the field of highway protection technology, and in particular to a bridging structure for highway guardrails. Background Technology

[0002] Guardrails are an important component of highway safety facilities, effectively preventing out-of-control vehicles from running off the road and reducing traffic accidents. When a vehicle collides with a guardrail, the guardrail absorbs and disperses the impact energy, reducing the extent of vehicle damage and the risk of passenger injury.

[0003] Furthermore, guardrails, through their continuous and regular arrangement, clearly define the boundaries of the road, providing drivers with clear visual guidance and helping them maintain the correct driving direction. At night or in poor visibility conditions, the reflective materials on the guardrails enhance visibility and improve driving safety. On multi-lane highways, guardrails can separate vehicles traveling in different directions or of different types, preventing them from interfering with each other and improving the road's capacity and safety.

[0004] During guardrail construction, materials such as guardrail panels, posts, post caps, and bolts of appropriate specifications and quantities are prepared according to design drawings and specifications. The guardrails are then installed sequentially along the highway. However, when encountering culverts, ditches, or other non-platform road surfaces, the guardrail posts cannot be properly connected. Typically, posts are not installed at culverts and ditches; instead, the guardrail panels or beams are directly erected over these uneven surfaces. However, this installation method results in poor structural stability of the guardrails at culverts and ditches, increasing the risk of them falling over time due to rain or strong winds, especially on highways, where a fall would likely cause a traffic accident.

[0005] Therefore, the guardrails in the existing technical documents have poor structural stability when installed on uneven road surfaces. Utility Model Content

[0006] The purpose of this invention is to solve the problem of poor structural stability of guardrails when installed on uneven roads, as described in the prior art.

[0007] A bridging structure for highway guardrails, used for erecting on uneven road surfaces and connecting to other guardrail structures, includes a guardrail body, two first connecting rods, and two second connecting rods. The guardrail body includes at least two horizontal beams extending along its length and arranged side-by-side in the vertical direction, and connecting components are provided at both ends of the guardrail body in its length direction for connecting to other guardrail structures. One end of each of the two first connecting rods is connected to the topmost horizontal beam among the at least two horizontal beams, and the other end is connected to the bottommost horizontal beam among the at least two horizontal beams, and the two first connecting rods gradually open from top to bottom at a first preset angle. One end of each of the two second connecting rods is connected to the bottommost horizontal beam among the at least two horizontal beams, and the other end is provided to a rotatable first connecting seat for fixed connection to the uneven road surface, and the two second connecting rods gradually open from top to bottom at a second preset angle; the first preset angle is greater than the second preset angle.

[0008] Based on this technical solution, by setting at least two horizontal beams arranged side by side in the vertical direction in the guardrail body, a multi-layered connection structure is formed. This multi-layered design increases the guardrail's support points in the vertical direction, thereby improving its ability to resist external forces (such as wind force, impact force, etc.). Furthermore, the two first connecting rods connect from the topmost horizontal beam to the bottommost horizontal beam, forming an additional support frame, further enhancing the guardrail's vertical stability. Both the two first connecting rods and the two second connecting rods adopt an inclined design, gradually opening at a first preset angle and a second preset angle, respectively. This not only adapts to terrain changes on uneven roads but also improves the overall rigidity and stability of the guardrail by increasing the length and angle variations of the connecting rods.

[0009] In particular, the design that the first preset angle is greater than the second preset angle not only allows the first connecting rod to better resist the deformation of the guardrail in the vertical direction, but also allows the bridging structure to be erected on some uneven road surfaces such as culverts with a large width.

[0010] Furthermore, the other ends of the two second connecting rods are mounted on rotatable first connecting seats. This design allows for fine-tuning of the guardrail on uneven surfaces to adapt to ground irregularities. By adjusting the angle of the connecting seats, a stable support relationship between the second connecting rods and the ground can be ensured, thereby improving the overall stability of the guardrail. Additionally, connecting components are provided at both ends of the guardrail body along its length, which can be used to connect with other guardrail structures, contributing to the formation of a continuous and stable guardrail system.

[0011] Therefore, the bridging structure of the highway guardrail provided by this utility model effectively solves the problem of poor structural stability when the guardrail is installed on uneven road surfaces through multi-layer connections, inclined connecting rod design, rotatable connecting seats, and flexible connecting components. This design not only improves the rigidity and stability of the guardrail, but also enhances its ability to adapt to different terrain changes.

[0012] According to the bridging structure of the highway guardrail provided by this utility model, the other ends of the two first connecting rods are closer to the outer side of the bottommost crossbeam than the other ends of the two second connecting rods. This design allows the other ends of the first connecting rods to form a wider supporting base at the bottom of the guardrail when they are close to the outer side of the bottommost crossbeam. This design increases the guardrail's lateral (i.e., perpendicular to the length of the guardrail) support, helping to resist external forces such as wind and impact from the sides, thereby improving the stability of the guardrail.

[0013] According to the bridging structure of the highway guardrail provided by this utility model, a first connecting pipe and a second connecting pipe are paired on the bottommost crossbeam of at least two crossbeams. The first connecting pipe is slidably connected to the outer side of the bottommost crossbeam of the at least two crossbeams, and the second connecting pipe is slidably connected to the inner side of the bottommost crossbeam of the at least two crossbeams. Furthermore, both the first and second connecting pipes are equipped with positioning pins. This sliding connection design of the first and second connecting pipes on the crossbeams allows the guardrail to be fine-tuned during installation according to the specific conditions of uneven road surfaces. This adjustment flexibility helps ensure a stable support relationship between the guardrail and the ground, thereby improving its structural stability.

[0014] According to the bridging structure of the highway guardrail provided by this utility model, both first connecting rods and both first connecting rods are set as circular steel pipes.

[0015] According to the bridging structure of the highway guardrail provided by this utility model, the first preset angle is set to 50° to 70°, and the second preset angle is set to 20° to 40°.

[0016] According to the bridging structure of the highway guardrail provided by this utility model, at least two crossbeams are set as square tube structures, and the connecting components include columns. The bottom end of the column is provided with a second connecting seat. The second connecting seat is provided with at least two bolt holes and is connected to the flat road surface by bolts. The side of the column is provided with a plurality of connecting bolts at intervals along its height direction for connecting with other guardrail structures.

[0017] According to the bridging structure of the highway guardrail provided by this utility model, the first connecting seat includes a connecting seat body and a connecting ball joint connected to the connecting seat body; wherein, the connecting seat body is provided with at least two bolt holes and is fixedly connected to the non-flat road surface by bolts, and the two second connecting rods are connected to the connecting ball joint.

[0018] According to the bridging structure of the highway guardrail provided by this utility model, the connecting seat body is configured as a structure that is wider at the bottom and narrower at the top.

[0019] According to the bridging structure of the highway guardrail provided by this utility model, an outer eave is provided above the topmost of at least two crossbeams, and the outer eave extends obliquely relative to the vertical direction, with the projections of at least two crossbeams in the vertical direction located within the outer eave. The design of the outer eave effectively shields the guardrail from rain and snow, preventing them from falling directly onto the crossbeams and connecting rods. This helps reduce the additional load on the guardrail caused by water or snow accumulation, thereby improving its structural stability. This design is particularly important in rainy or snowy areas. The oblique outer eave alters the wind flow path on the guardrail, thereby optimizing the distribution of wind load. This helps reduce the deformation and displacement of the guardrail under strong wind conditions, maintaining its structural integrity and stability. Furthermore, the extension of the outer eave not only enhances the physical barrier function of the guardrail but also improves its visual barrier effect. This design helps to better protect road users from accidental falls or collisions, especially in situations with poor visibility or uneven road edges.

[0020] According to the bridging structure of the highway guardrail provided by this utility model, the outer eaves, connecting components, two first connecting rods, and two second connecting rods are all coated with anti-rust paint. The anti-rust paint maintains the integrity and strength of each component of the guardrail, thereby enhancing the stability of the entire guardrail structure. This is particularly important for the installation and use of the guardrail on uneven road surfaces, ensuring its stability and reliability in various harsh environments, and also adding an aesthetic layer to the guardrail. Attached Figure Description

[0021] Figure 1 A schematic diagram of the bridging structure of a highway guardrail provided in an embodiment of this utility model;

[0022] Figure 2 A schematic diagram of the first connecting pipe and the second connecting pipe in the bridging structure of the highway guardrail provided in this embodiment of the utility model;

[0023] Figure 3 A schematic diagram of the first connecting seat in the bridging structure of the highway guardrail provided in this embodiment of the utility model.

[0024] Explanation of reference numerals in the attached figures:

[0025] 100. Crossbeam; 110. First connecting pipe; 120. Second connecting pipe; 130. Locating pin; 140. Second connecting seat;

[0026] 200. First connecting rod; 210. Vertical beam;

[0027] 300. Second connecting rod; 310. First connecting seat; 311. Connecting ball joint;

[0028] 400. Connecting components; 410. Columns. Detailed Implementation

[0029] An embodiment of this utility model provides a bridging structure for highway guardrails, used for erecting on uneven road surfaces and connecting other guardrail structures. Please refer to [link to relevant documentation]. Figure 1 It includes a guardrail body, two first connecting rods 200, and two second connecting rods 300; the guardrail body includes at least two horizontal beams 100 extending along the length of the guardrail body and arranged side by side in the vertical direction, for example, it can be set as two horizontal beams 100.

[0030] Taking at least two crossbeams 100 as an example, the guardrail body is provided with connecting components 400 at both ends in its length direction. The connecting components 400 are used to connect with other guardrail structures. One end of the two first connecting rods 200 is connected to the topmost crossbeam 100 among the at least two crossbeams 100, and the other end is connected to the bottommost crossbeam 100 among the at least two crossbeams 100. The two first connecting rods 200 gradually open from top to bottom at a first preset angle. One end of the two second connecting rods 300 is connected to the bottommost crossbeam 100 among the at least two crossbeams 100, and the other end is provided to a rotatable first connecting seat 310 for fixed connection with non-flat road surface. The two second connecting rods 300 gradually open from top to bottom at a second preset angle. The first preset angle is greater than the second preset angle.

[0031] By incorporating at least two vertically aligned horizontal beams 100 within the guardrail body, a multi-layered connection structure is formed. This multi-layered design increases the guardrail's vertical support points, thereby enhancing its resistance to external forces (such as wind and impact). Furthermore, the two first connecting rods 200 connect the topmost horizontal beam 100 to the bottommost horizontal beam 100, forming an additional support frame and further strengthening the guardrail's vertical stability. Both the two first connecting rods 200 and the two second connecting rods 300 employ an inclined design, gradually opening at first and second preset angles respectively. This not only adapts to uneven terrain but also improves the overall rigidity and stability of the guardrail by increasing the length and angle variations of the connecting rods.

[0032] In particular, the design that the first preset angle is greater than the second preset angle not only allows the first connecting rod 200 to better resist the deformation of the guardrail in the vertical direction, but also allows the bridging structure to be erected on some uneven road surfaces such as culverts with a large width.

[0033] Furthermore, the other ends of the two second connecting rods 300 are mounted on rotatable first connecting seats 310. This design allows for fine-tuning of the guardrail on uneven surfaces to adapt to ground irregularities. By adjusting the angle of the connecting seats, a stable support relationship between the second connecting rods 300 and the ground can be ensured, thereby improving the overall stability of the guardrail. Additionally, connecting components 400 are provided at both ends of the guardrail body along its length, which can be used to connect with other guardrail structures, contributing to the formation of a continuous and stable guardrail system.

[0034] Therefore, the bridging structure of the highway guardrail provided by this utility model, through multi-layer connections, the design of inclined connecting rods, rotatable connecting seats, and flexible connecting components 400, effectively solves the problem of poor structural stability when the guardrail is installed on uneven road surfaces. This design not only improves the rigidity and stability of the guardrail, but also enhances its ability to adapt to different terrain changes.

[0035] Further, please see Figure 1 A vertical beam 210 is also provided between the two horizontal beams 100. The vertical beam 210 extends vertically and is located between the two first connecting rods 200.

[0036] According to the bridging structure of the highway guardrail provided by this utility model, please refer to Figure 1 The other ends of the two first connecting rods 200 are positioned closer to the outer edge of the bottommost crossbeam 100 than the other ends of the two second connecting rods 300. This design allows the first connecting rods 200 to form a wider support base at the bottom of the railing when their other ends are near the outer edge of the bottommost crossbeam 100. This design increases the railing's lateral (i.e., perpendicular to its length) support, helping to resist external forces such as wind and impacts from the sides, thereby improving the railing's stability.

[0037] According to the bridging structure of the highway guardrail provided by this utility model, please refer to Figure 2At least two crossbeams 100 have a first connecting pipe 110 and a second connecting pipe 120 paired on the bottommost crossbeam 100. The first connecting pipe 110 is slidably connected to the outer side of the bottommost crossbeam 100, and the second connecting pipe 120 is slidably connected to the inner side of the bottommost crossbeam 100. Both the first connecting pipe 110 and the second connecting pipe 120 are equipped with positioning pins 130. This sliding connection design of the first connecting pipe 110 and the second connecting pipe 120 on the crossbeams 100 allows for fine-tuning of the guardrail during installation according to the specific conditions of uneven road surfaces. This flexibility helps ensure a stable support relationship between the guardrail and the ground, thereby improving its structural stability.

[0038] According to the bridging structure of the highway guardrail provided by this utility model, both first connecting rods 200 and both first connecting rods 200 are set as circular steel pipes.

[0039] According to the bridging structure of the highway guardrail provided by this utility model, the first preset angle is set to 50° to 70°, and the second preset angle is set to 20° to 40°.

[0040] It should be understood that the specific angles of the first preset angle and the second preset angle are not limited. Specifically, the first preset angle can be set to 60° and the second preset angle can be set to 30°.

[0041] According to the bridging structure of the highway guardrail provided by this utility model, at least two crossbeams 100 are configured as square tube structures, and the connecting component 400 includes a column 410. The bottom end of the column 410 is provided with a second connecting seat 140. The second connecting seat 140 is provided with at least two bolt holes and is connected to the flat road surface by bolts. The side of the column 410 is provided with a plurality of connecting bolts at intervals along its height direction for connecting with other guardrail structures.

[0042] According to the bridging structure of the highway guardrail provided by this utility model, please refer to Figure 3 The first connecting seat 310 includes a connecting seat body and a connecting ball joint 311 connected to the connecting seat body; wherein, the connecting seat body is provided with at least two bolt holes and is fixedly connected to the non-flat road surface by bolts, and the two second connecting rods 300 are connected to the connecting ball joint 311.

[0043] In the above scheme, the number of bolt holes and connecting bolts is unlimited; for example, it can be set to 2, 3, etc.

[0044] According to the bridging structure of the highway guardrail provided by this utility model, the connecting seat body is configured as a structure that is wider at the bottom and narrower at the top.

[0045] According to the bridging structure of the highway guardrail provided by this utility model, an outer eave (not shown) is provided above the topmost crossbeam 100 of at least two crossbeams 100, and the outer eave extends obliquely relative to the vertical direction, with the vertical projections of the at least two crossbeams 100 located within the outer eave. The design of the outer eave effectively shields the guardrail from rain and snow, preventing them from falling directly onto the crossbeams 100 and connecting rods. This helps reduce the additional load on the guardrail caused by water or snow accumulation, thereby improving its structural stability. This design is particularly important in rainy or snowy areas. The oblique outer eave alters the wind flow path on the guardrail, thereby optimizing the distribution of wind load. This helps reduce deformation and displacement of the guardrail under strong wind conditions, maintaining its structural integrity and stability. Furthermore, the extension of the outer eave not only enhances the physical barrier function of the guardrail but also improves its visual barrier effect. This design helps to better protect road users from accidental falls or collisions, especially in situations with poor visibility or uneven road edges.

[0046] According to the bridging structure of the highway guardrail provided by this utility model, the outer eaves, connecting component 400, two first connecting rods 200, and two second connecting rods 300 are all coated with anti-rust paint. The anti-rust paint maintains the integrity and strength of each component of the guardrail, thereby enhancing the stability of the entire guardrail structure. This is particularly important for the installation and use of the guardrail on uneven road surfaces, ensuring its stability and reliability in various harsh environments, and also adding an aesthetic layer to the guardrail.

[0047] The above description illustrates the implementation of this utility model through specific embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details are included in the above description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0048] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0049] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model.

[0050] The terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

Claims

1. A bridging structure for highway guardrails, used for erecting on uneven road surfaces and connecting other guardrail structures, characterized in that, include: The guardrail body includes at least two horizontal beams extending along the length of the guardrail body and arranged side by side in the vertical direction, and the guardrail body is provided with connecting components at both ends in the length direction, the connecting components being used to connect with other guardrail structures. Two first connecting rods, one end of which is connected to the topmost crossbeam among the at least two crossbeams, and the other end of which is connected to the bottommost crossbeam among the at least two crossbeams, and the two first connecting rods gradually open from top to bottom at a first preset angle. Two second connecting rods, one end of which is connected to the bottommost crossbeam among the at least two crossbeams, and the other end is disposed on a rotatable first connecting seat for fixed connection with an uneven road surface, and the two second connecting rods gradually open from top to bottom at a second preset angle; and, The first preset angle is greater than the second preset angle.

2. The bridging structure of the highway guardrail as described in claim 1, characterized in that, The other end of the two first connecting rods is closer to the outer side of the bottommost crossbeam than one end of the two second connecting rods.

3. The bridging structure of the highway guardrail as described in claim 1, characterized in that, A first connecting pipe and a second connecting pipe are paired on the bottommost of the at least two crossbeams; wherein... The first connecting pipe is slidably connected to the outermost position of the bottommost crossbeam among the at least two crossbeams, and the second connecting pipe is slidably connected to the innermost position of the bottommost crossbeam among the at least two crossbeams; and... Both the first connecting pipe and the second connecting pipe are provided with locating pins.

4. The bridging structure of the highway guardrail as described in claim 1, characterized in that, Both of the two first connecting rods are made of circular steel pipes.

5. The bridging structure of the highway guardrail as described in claim 1, characterized in that, The first preset angle is set to 50° to 70°, and the second preset angle is set to 20° to 40°.

6. The bridging structure of the highway guardrail as described in claim 1, characterized in that, The at least two crossbeams are configured as square tube structures, and the connecting assembly includes a column. The bottom end of the column is provided with a second connecting seat, which is provided with at least two bolt holes and is connected to the flat road surface by bolts. The side of the column is provided with multiple connecting bolts spaced apart along its height direction for connecting with other guardrail structures.

7. The bridging structure of the highway guardrail as described in claim 1, characterized in that, The first connecting seat includes a connecting seat body and a connecting ball joint connected to the connecting seat body; wherein, The connecting seat body is provided with at least two bolt holes and is fixedly connected to the non-flat road surface by bolts. The two second connecting rods are connected to the connecting ball joint.

8. The bridging structure of the highway guardrail as described in claim 7, characterized in that, The connector body is designed with a structure that is wider at the bottom and narrower at the top.

9. The bridging structure of the highway guardrail as described in any one of claims 1 to 8, characterized in that, An outer eave is provided above the topmost beam of the at least two crossbeams, and the outer eave extends obliquely relative to the vertical direction, with the projection of the at least two crossbeams in the vertical direction located within the outer eave.

10. The bridging structure of the highway guardrail as described in claim 9, characterized in that, The outer eaves, the connecting components, the two first connecting rods, and the two second connecting rods are all coated with anti-rust paint.

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