Beam column type anti-collision guardrail

Abstract

The utility model belongs to the technical field of road guardrails, and particularly relates to a beam column type anti-collision guardrail. Comprising a first cross beam, a second cross beam, a third cross beam and a plurality of supporting stand columns, and the supporting stand columns are provided with a first anti-blocking block allowing the first cross beam to be installed and connected, a second anti-blocking block allowing the second cross beam to be installed and connected and a third anti-blocking block allowing the third cross beam to be installed and connected. The first blocking block, the second blocking block and the third blocking block are arranged in the height direction of the supporting stand column at intervals, and the first cross beam, the second cross beam and the third cross beam are arranged at intervals, so that the guardrail can provide a wider visual field; through cooperation with the multiple supporting stand columns and the first prevention block, the second prevention block and the third prevention block which are arranged in the height direction of the supporting stand columns at intervals, impact energy can be absorbed and dispersed when vehicles collide, transmission of collision force is effectively relieved, and damage to the vehicles and the guardrail structure is reduced; therefore, the guardrail has good permeability while meeting the requirement of the SB-level protection level.

Description

[Technical Field]

[0001] This application belongs to the field of road guardrail technology, specifically relating to a beam-column type crash barrier. [Background Technology]

[0002] With the acceleration of urbanization, safety protection facilities for municipal roads have become particularly important. Currently, triple-wave beam steel guardrails are commonly used for municipal road protection, meeting the SB-level protection requirements. However, triple-wave beam steel guardrails have low visibility, which can create a noticeable sense of oppression for small passenger vehicles, affecting the driving experience and the aesthetics of the road.

[0003] Furthermore, existing three-wave beam steel guardrails fail to achieve the desired aesthetic effect when integrated with green landscaping, failing to meet people's demands for the beauty of urban roads. Therefore, a Class SB guardrail with good transparency and protective performance meeting design specifications is needed to improve the safety and aesthetics of municipal roads. [Utility Model Content]

[0004] To address the issues of low transparency and poor landscape effect of existing three-wave beam steel guardrails, this application provides a beam-column type crash barrier.

[0005] This application is achieved through the following technical solution:

[0006] A beam-column type crash barrier includes a first crossbeam, a second crossbeam, a third crossbeam, and a plurality of supporting columns. Each of the supporting columns is provided with a first anti-blocking block for the first crossbeam to be installed and connected, a second anti-blocking block for the second crossbeam to be installed and connected, and a third anti-blocking block for the third crossbeam to be installed and connected. The first anti-blocking block, the second anti-blocking block, and the third anti-blocking block are spaced apart along the height direction of the supporting columns.

[0007] As described above, in a beam-column type crash barrier, the first anti-blocking block includes a top connecting plate, a left connecting plate and a right connecting plate corresponding to the left and right sides of the supporting column and for detachable connection with the supporting column, and a first upper connecting plate and a first lower connecting plate corresponding to the upper and lower sides of the first crossbeam and for detachable connection with the first crossbeam.

[0008] As described above, in a beam-column type crash barrier, the second anti-blocking block includes a central connecting member detachably connected to the supporting column, and a second upper connecting plate and a second lower connecting plate disposed on the central connecting member corresponding to the upper and lower sides of the second crossbeam and used for detachable connection with the second crossbeam.

[0009] As described above, in a beam-column type crash barrier, the third anti-blocking block includes a bottom connector that is detachably connected to the supporting column, and a third upper connecting plate and a third lower connecting plate disposed on the bottom connector, corresponding to the upper and lower sides of the third crossbeam and used for detachable connection with the third crossbeam.

[0010] In the beam-column type crash barrier described above, the dimensions of the third crossbeam are smaller than those of the first and second crossbeams.

[0011] In the beam-column type crash barrier described above, the thickness H of the bottom connector gradually decreases from the side closer to the supporting column to the side farther away from the supporting column.

[0012] In the beam-column type crash barrier described above, the distance between the second crossbeam and the first crossbeam is L1, wherein 300mm≤L1≤350mm.

[0013] In the beam-column type crash barrier described above, the distance between the third crossbeam and the second crossbeam is L2, wherein 250mm≤L2≤300mm.

[0014] As described above, in a beam-column type crash barrier, the top connecting plate abuts against the top of the supporting column to cover the top of the supporting column.

[0015] As described above, in a beam-column type crash barrier, the first crossbeam, the second crossbeam, and the third crossbeam are all made of D-shaped crossbeams.

[0016] Compared with the prior art, this application has the following advantages:

[0017] This application discloses a beam-column type crash barrier. Through the spaced first, second, and third horizontal beams, the barrier provides a wider field of vision. Combined with multiple supporting columns and first, second, and third anti-blocking blocks spaced along the height of the supporting columns, it can absorb and disperse impact energy during a vehicle collision, effectively mitigating the transmission of collision force and reducing damage to the vehicle and the barrier structure. This allows the barrier to meet SB-level protection requirements while maintaining good transparency, effectively reducing the feeling of confinement for drivers of small passenger vehicles, improving the driving experience and road aesthetics. Furthermore, this structural design facilitates integration with green landscapes, further enhancing the overall aesthetic effect of municipal roads. It achieves an organic combination of protective performance and aesthetics, providing a safer, more beautiful, and practical guardrail solution for urban roads. [Attached Image Description]

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a three-dimensional perspective view of an embodiment of this application;

[0020] Figure 2 yes Figure 1 The main view;

[0021] Figure 3 yes Figure 1 Side view;

[0022] Figure 4 This is a schematic diagram of the installation of the support pole in an embodiment of this application;

[0023] Figure 5 yes Figure 4 Decomposition view Figure 1 ;

[0024] Figure 6 yes Figure 4 Decomposition view Figure 2 .

Detailed Implementation Methods

[0025] To make the technical problems solved by this application, the technical solutions, and the beneficial effects clearer, this application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0026] Please see Figures 1 to 6 A beam-column type crash barrier includes a first horizontal beam 1, a second horizontal beam 2, a third horizontal beam 3, and a plurality of supporting columns 4. Each of the supporting columns 4 is provided with a first anti-blocking block 5 for the first horizontal beam 1 to be installed and connected, a second anti-blocking block 6 for the second horizontal beam 2 to be installed and connected, and a third anti-blocking block 7 for the third horizontal beam 3 to be installed and connected. The first anti-blocking block 5, the second anti-blocking block 6, and the third anti-blocking block 7 are spaced apart along the height direction of the supporting columns 4.

[0027] This application discloses a beam-column type crash barrier. Through the spaced first, second, and third horizontal beams, the barrier provides a wider field of vision. Combined with multiple supporting columns and first, second, and third anti-collision blocks spaced along the height of the supporting columns, it can absorb and disperse impact energy during a vehicle collision, effectively mitigating the transmission of collision force and reducing damage to the vehicle and the barrier structure. This allows the barrier to meet SB-level protection requirements while maintaining good transparency, effectively reducing the sense of confinement for drivers of small passenger vehicles and improving the driving experience and road aesthetics. The first, second, and third anti-collision blocks are all installed to the supporting columns using M16*170 bolts.

[0028] Furthermore, as a preferred embodiment of this solution and not a limitation thereof, the first anti-blocking block 5 includes a top connecting plate 51, a left connecting plate 52 and a right connecting plate 53 corresponding to the left and right sides of the supporting column 4 and used for detachable connection with the supporting column 4, and a first upper connecting plate 54 and a first lower connecting plate 55 corresponding to the upper and lower sides of the first crossbeam 1 and used for detachable connection with the first crossbeam 1.

[0029] In this embodiment, the first anti-collision block 5 is securely connected to the supporting column 4 and forms a stable connection with the first crossbeam 1. During a vehicle collision, the anti-collision block 5, through its connecting plate structure design, effectively disperses the collision force onto the supporting column 4 and the crossbeam, preventing the vehicle from directly impacting the column and causing greater damage. Simultaneously, the anti-collision block 5 itself acts as an energy-absorbing mechanism, gradually deforming during the collision to absorb some of the collision energy, reducing the vehicle's kinetic energy and thus lowering the impact on the vehicle and occupants. This improves the overall stability and protective performance of the guardrail, allowing it to better maintain structural integrity and reduce deformation and damage during a collision. Furthermore, the detachable connection facilitates the installation and maintenance of the guardrail, reducing construction and repair costs.

[0030] Furthermore, as a preferred embodiment of this solution and not a limitation thereof, the second anti-blocking block 6 includes a central connecting member 61 detachably connected to the supporting column 4, and a second upper connecting plate 62 and a second lower connecting plate 63 disposed on the central connecting member 61 corresponding to the upper and lower sides of the second crossbeam 2 and used for detachable connection with the second crossbeam 2.

[0031] In this embodiment, the second anti-collision block 6 is firmly connected to the supporting column 4 via the central connector 61, and simultaneously connected to the second crossbeam 2 via the second upper connecting plate 62 and the second lower connecting plate 63. This allows the second anti-collision block 6 to effectively distribute the impact force to the supporting column 4 and the second crossbeam 2 during a vehicle collision, preventing the vehicle from directly impacting the column and causing greater damage. The anti-collision block itself acts as an energy-absorbing mechanism, gradually deforming during the collision to absorb some of the collision energy, reducing the vehicle's kinetic energy and thus lowering the impact on the vehicle and occupants. This improves the overall stability and protective performance of the guardrail, allowing it to better maintain structural integrity during a collision and reducing deformation and damage. Furthermore, the detachable connection facilitates the installation and maintenance of the guardrail, reducing construction and repair costs. In addition, this structure effectively prevents the vehicle's front wheels from being obstructed by the column during a collision, avoiding a larger accident caused by sudden obstruction.

[0032] Furthermore, as a preferred embodiment of this solution and not a limitation thereof, the third anti-blocking block 7 includes a bottom connector 71 detachably connected to the supporting column 4, and a third upper connecting plate 72 and a third lower connecting plate 73 disposed on the bottom connector 71 corresponding to the upper and lower sides of the third crossbeam 3 and used for detachable connection with the third crossbeam 3.

[0033] In this embodiment, the third anti-collision block 7 is firmly connected to the support column 4 via the bottom connector 71, and is connected to the third crossbeam 3 via the third upper connecting plate 72 and the third lower connecting plate 73. This structure allows the third anti-collision block 7 to effectively distribute the collision force to the support column 4 and the third crossbeam 3 during a vehicle collision, preventing the vehicle from directly impacting the column and causing greater damage. The anti-collision block itself acts as an energy-absorbing mechanism, gradually deforming during the collision to absorb some of the collision energy, reducing the vehicle's kinetic energy and thus reducing the impact on the vehicle and occupants. This improves the overall stability and protective performance of the guardrail, allowing it to better maintain structural integrity and reduce deformation and damage during a collision. Simultaneously, the detachable connection facilitates the installation and maintenance of the guardrail, reducing construction and repair costs. Furthermore, this structure effectively prevents the vehicle's front wheels from being obstructed by the column during a collision, avoiding a larger accident caused by sudden obstruction.

[0034] Furthermore, as a preferred embodiment of this solution and not a limitation, the dimensions of the third crossbeam 3 are smaller than those of the first crossbeam 1 and the second crossbeam 2.

[0035] In this embodiment, the third crossbeam 3, with its smaller size, effectively protects small passenger vehicles while reducing material usage and thus lowering overall costs. During a vehicle collision, the third crossbeam 3 works in conjunction with the first crossbeam 1 and the second crossbeam 2 to distribute the impact force throughout the guardrail structure, ensuring that the protective performance meets design requirements. This not only meets the protection needs for small passenger vehicles but also significantly reduces production costs and improves economic efficiency by optimizing material usage. Furthermore, the smaller crossbeam size provides greater visual transparency, allowing for better integration with municipal greening and landscaping, enhancing the overall aesthetics of the road. The third crossbeam 3 is connected to the third anti-blocking block 7 using M16*100mm bolts, and adjacent third crossbeams are fixedly connected using M16*80 hexagonal head bolts. The first crossbeam 1 and the second crossbeam 2 are connected to the first anti-blocking block 5 and the second anti-blocking block 6 respectively using M16*140mm bolts, and adjacent first crossbeams 1 and adjacent second crossbeams 2 are fixedly connected using M16*140 hexagonal head bolts.

[0036] Furthermore, as a preferred embodiment of this solution and not a limitation thereof, the thickness H of the bottom connector 71 gradually decreases from the side closer to the support column 4 to the side farther away from the support column 4.

[0037] In this embodiment, due to the relatively small size of the third crossbeam 3, the torque transmitted to the bottom connector 71 during the collision is relatively large. If the bottom connector 71 has a uniform thickness, it is prone to upward or downward bending deformation upon impact, thus affecting the overall stability and protective effect of the guardrail. By designing the thickness of the bottom connector 71 as a sloping structure, with a larger thickness on the side closer to the support column 4, providing stronger support and rigidity, and a gradually decreasing thickness on the side farther from the support column 4, the impact force is effectively dispersed, reducing local stress concentration. This gradually varying thickness design not only enhances the deformation resistance of the bottom connector 71 but also optimizes the energy absorption and transmission path, ensuring the stability and reliability of the guardrail during the collision process.

[0038] Furthermore, as a preferred embodiment of this solution and not a limitation, the distance between the second crossbeam 2 and the first crossbeam 1 is L1, wherein 300mm≤L1≤350mm.

[0039] In this embodiment, a reasonable beam spacing is a key factor in ensuring that the guardrail effectively absorbs and disperses impact energy during a collision. The optimal choice of L1, between 300mm and 350mm, especially 320mm, is based on in-depth research into the collision characteristics of medium-sized buses and large vehicles. This spacing ensures that, in the event of a collision, the first beam 1 and the second beam 2 can function sequentially, absorbing impact energy in stages and preventing a single beam from bearing excessive impact force and causing structural failure. Simultaneously, it maximizes the visual transparency of the guardrail without compromising its protective performance. The 320mm spacing, by balancing mechanical performance and visual effects, optimizes the psychological experience for drivers and passengers, reducing the oppressive feeling of a closed guardrail and thus improving driving comfort and safety.

[0040] Furthermore, as a preferred embodiment of this solution and not a limitation thereof, the distance between the third crossbeam 3 and the second crossbeam 2 is L2, wherein 250mm≤L2≤300mm.

[0041] In this embodiment, considering the collision characteristics of small passenger vehicles, L2 is selected between 250mm and 300mm, with 280mm being the optimal choice, after rigorous mechanical analysis and practical testing. This spacing is designed to ensure that in the event of a collision involving a small passenger vehicle, the second crossbeam 2 and the third crossbeam 3 can function sequentially, absorbing and dispersing impact energy in stages. Because of the low height of small passenger vehicles, a smaller size of the third crossbeam 3 can provide effective protection, while the 280mm spacing ensures that the third crossbeam 3 intervenes promptly during the collision, reducing the impact load on the second crossbeam 2 and preventing a single crossbeam from deforming or failing due to excessive impact force. Simultaneously, this spacing maximizes the visual transparency of the guardrail while ensuring protective performance, reducing the oppressive feeling of a closed guardrail, thereby improving driving comfort and safety.

[0042] Furthermore, as a preferred embodiment of this solution and not a limitation thereof, the top connecting plate 51 abuts against the top of the support column 4 to cover the top of the support column 4.

[0043] In this embodiment, the top connecting plate 51 is tightly connected to the top of the supporting column 4 via fasteners, ensuring the stability and reliability of the anti-collision block during collision. Simultaneously, its capping design completely covers the top opening of the supporting column 4, forming an effective cap structure. This design not only prevents rainwater, dust, and other debris from entering the column, avoiding corrosion and damage to the internal structure, but also enhances the overall rigidity and aesthetics of the column. The capping function, through a simple structural design, significantly improves the durability and ease of maintenance of the guardrail.

[0044] Furthermore, as a preferred embodiment of this solution and not a limitation thereof, the first crossbeam 1, the second crossbeam 2, and the third crossbeam 3 are all made of D-shaped crossbeams.

[0045] In this embodiment, the D-shaped crossbeam, due to its unique cross-sectional shape, possesses high bending and torsional resistance. In the crash barrier, the first and second crossbeams utilize a larger size of 120mm*100mm, effectively withstanding greater collision forces and ensuring that the impact force is evenly distributed across the supporting posts and the entire barrier structure during a vehicle collision. The third crossbeam uses a smaller size of 80mm*60mm, primarily designed to meet the protection requirements of small passenger vehicles. Its smaller size, while satisfying protection requirements, reduces the overall weight of the barrier, lowering material costs.

[0046] The working principle of this embodiment is as follows:

[0047] This application discloses a beam-column type crash barrier. Through the spaced first, second, and third horizontal beams, the barrier provides a wider field of vision. Combined with multiple supporting columns and first, second, and third anti-blocking blocks spaced along the height of the supporting columns, it can absorb and disperse impact energy during a vehicle collision, effectively mitigating the transmission of collision force and reducing damage to the vehicle and the barrier structure. This allows the barrier to meet SB-level protection requirements while maintaining good transparency, effectively reducing the feeling of confinement for drivers of small passenger vehicles, improving the driving experience and road aesthetics. Furthermore, this structural design facilitates integration with green landscapes, further enhancing the overall aesthetic effect of municipal roads. It achieves an organic combination of protective performance and aesthetics, providing a safer, more beautiful, and practical guardrail solution for urban roads.

[0048] The above are implementation methods provided in conjunction with specific content, and it is not intended that the specific implementation of this application is limited to these descriptions. Any methods or structures that are similar to those of this application, or any technical deductions or substitutions made based on the concept of this application, should be considered within the scope of protection of this application.

Claims

1. A beam-column type crash barrier, characterized in that, It includes a first crossbeam (1), a second crossbeam (2), a third crossbeam (3), and multiple supporting columns (4). Each of the supporting columns (4) is provided with a first anti-blocking block (5) for the first crossbeam (1) to be installed and connected, a second anti-blocking block (6) for the second crossbeam (2) to be installed and connected, and a third anti-blocking block (7) for the third crossbeam (3) to be installed and connected. The first anti-blocking block (5), the second anti-blocking block (6) and the third anti-blocking block (7) are spaced apart along the height direction of the supporting column (4). The first anti-blocking block (5) includes a top connecting plate (51), a left connecting plate (52) and a right connecting plate (53) corresponding to the left and right sides of the support column (4) and detachably connected to the support column (4), and a first upper connecting plate (54) and a first lower connecting plate (55) corresponding to the upper and lower sides of the first crossbeam (1) and detachably connected to the first crossbeam (1).

2. The beam-column type crash barrier according to claim 1, characterized in that, The second anti-blocking block (6) includes a central connector (61) detachably connected to the support column (4), and a second upper connecting plate (62) and a second lower connecting plate (63) disposed on the central connector (61) corresponding to the upper and lower sides of the second crossbeam (2) and detachably connected to the second crossbeam (2).

3. The beam-column type crash barrier according to claim 1, characterized in that, The third anti-blocking block (7) includes a bottom connector (71) detachably connected to the support column (4), and a third upper connector (72) and a third lower connector (73) disposed on the bottom connector (71) corresponding to the upper and lower sides of the third crossbeam (3) and used for detachable connection with the third crossbeam (3).

4. A beam-column type crash barrier according to claim 3, characterized in that, The dimensions of the third crossbeam (3) are smaller than those of the first crossbeam (1) and the second crossbeam (2).

5. A beam-column type crash barrier according to claim 4, characterized in that, The thickness H of the bottom connector (71) gradually decreases from the side closer to the support column (4) to the side farther away from the support column (4).

6. A beam-column type crash barrier according to claim 1, characterized in that, The distance between the second crossbeam (2) and the first crossbeam (1) is L1, wherein 300mm≤L1≤350mm.

7. A beam-column type crash barrier according to claim 1, characterized in that, The distance between the third crossbeam (3) and the second crossbeam (2) is L2, wherein 250mm≤L2≤300mm.

8. A beam-column type crash barrier according to claim 1, characterized in that, The top connecting plate (51) abuts against the top of the support column (4) to cover the top of the support column (4).

9. A beam-column type crash barrier according to claim 1, characterized in that, The first crossbeam (1), the second crossbeam (2) and the third crossbeam (3) are all made of D-shaped crossbeams.

Images