A modular guardrail structure

Abstract

This utility model relates to the field of crash barrier technology, and more particularly to a combined barrier structure, comprising: multiple spaced-apart posts forming the main line of the barrier; three-wave plates symmetrically fixed on both sides of the posts, extending along the length of the main line; friction beams installed below the three-wave plates, one on each side of the posts, extending along the length of the main line; friction brackets provided at the connection between the friction beams and the posts, one end fixedly connected to the post and the other end fixedly connected to the friction beam; crash-resistant crossbeams erected on each post along the length of the main line; and energy-absorbing blocks located between the three-wave plates on both sides of the posts, fixedly connected to the posts and respectively to the three-wave plates on both sides. This utility model effectively improves the crash resistance and impact protection effect of barriers in narrow areas.

Description

Technical Field

[0001] This utility model relates to the field of anti-collision guardrail technology, and in particular to a combined guardrail structure. Background Technology

[0002] With the continuous upgrading of my country's road infrastructure, a large number of reconstruction and expansion projects face the challenge of protecting narrow areas with severely limited roadbed width. Typical scenarios include cliff-side sections of mountain highways, median strips of elevated bridges, and lateral clearance zones of tunnels. These road sections urgently require a guardrail structure that combines bidirectional impact resistance with adaptability to extreme space constraints. This structure should be able to withstand bidirectional vehicle collisions within an installation width of less than 1.0 meter, while also preventing excessively large guardrails from encroaching on traffic space or causing secondary accidents. This is of great significance for improving the passive safety of narrow road sections.

[0003] In existing technologies, two-way guardrails are usually installed back to back with two independent guardrails, resulting in excessively wide foundations that severely encroach on the passage space in narrow road sections. Their energy absorption devices are often set separately from the posts or corrugated plates, resulting in a single impact energy transmission path, low energy absorption efficiency, and easy failure of the connection structure. The friction beams are fixed by simple connectors, which are prone to dislocation or lateral displacement after collision, posing a risk of secondary accidents in narrow areas.

[0004] Therefore, a modular guardrail structure is needed to optimize the protection of both sides in narrow, partitioned areas. Utility Model Content

[0005] In view of at least one of the above technical problems, this utility model provides a combined guardrail structure, which adopts an integrated load-bearing scheme with three-wave plates symmetrically set on both sides of the column to achieve bidirectional anti-collision function within a single column system; the friction bracket anchors the friction beam at both ends to suppress lateral displacement, and uses energy-absorbing blocks to connect the column and the three-wave plates in three directions to build a collaborative energy dissipation mechanism, thereby simultaneously solving the problems of excessive space occupation, low energy absorption efficiency and structural instability.

[0006] According to a first aspect of this utility model, a combined guardrail structure is provided, comprising:

[0007] Multiple spaced-out posts form the main line of the guardrail;

[0008] Three-wave plates are symmetrically fixed on both sides of the column and extend along the length of the main line of the guardrail.

[0009] Friction beams are installed below the three-wave plate, with one on each side of the column, extending along the length of the main line of the guardrail; friction brackets are provided at the connection between the friction beam and the column, with one end fixedly connected to the column and the other end fixedly connected to the friction beam;

[0010] Anti-collision beams are erected on each of the posts along the length of the main line of the guardrail;

[0011] An energy-absorbing block is disposed between the three-wave plates on both sides of the column, and is fixedly connected to the column and to the three-wave plates on both sides respectively.

[0012] In some embodiments of this utility model, the energy-absorbing block has an open box-like structure, with the bottom of the box attached to the column, and the two side walls fixedly connected to the three-wave plates on both sides.

[0013] In some embodiments of this utility model, the energy-absorbing blocks are symmetrically arranged on both sides of each column perpendicular to the length of the guardrail main line.

[0014] In some embodiments of this utility model, the width of the sidewall of the energy-absorbing block that is fixedly connected to the three-wave plate is greater than the width of the sidewall of the block that is not fixedly connected to the three-wave plate.

[0015] In some embodiments of this utility model, the friction beam is composed of multiple beam segments spliced ​​together, and a friction sleeve is provided at the interface of adjacent beam segments.

[0016] In some embodiments of this utility model, the friction sleeve is correspondingly mounted on the friction bracket.

[0017] In some embodiments of this utility model, two friction brackets on the same column are respectively disposed on both sides of the column; the connection end of the friction bracket and the friction beam is provided with a recess that matches the outer contour of the friction beam.

[0018] In some embodiments of this utility model, the top of the column is provided with a T-shaped support column, and the top of the T-shaped support column is provided with a recessed groove.

[0019] In some embodiments of this utility model, the anti-collision beam is placed in the recessed groove, and the contour of the recessed groove matches the outer contour of the anti-collision beam.

[0020] In some embodiments of this utility model, the anti-collision beam is composed of multiple anti-collision tubes spliced ​​together, and a beam sleeve is fitted at the interface of adjacent anti-collision tubes.

[0021] The beneficial effects of this utility model are as follows: By symmetrically fixing three-wave plates on both sides of a single column, this utility model achieves a single-structure load-bearing bidirectional anti-collision function, effectively reducing the foundation width and meeting the extreme space requirements of narrow areas; by connecting the column and the three-wave plates on both sides in three directions through energy-absorbing blocks, a mesh-like impact force transmission path is constructed, improving the energy dissipation efficiency; by anchoring the friction beam at both ends of the friction bracket, with one end connected to the column and the other end connected to the friction beam, the lateral displacement after the collision is effectively controlled to reduce the risk of secondary accidents in narrow areas; by matching the anti-collision crossbeam with the recessed groove at the top of the supporting column, the top anti-overturning stability is improved, ensuring the integrity of the overall structure under multiple impacts. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the combined guardrail structure in an embodiment of the present utility model;

[0024] Figure 2 This is a left-side view of the combined guardrail structure in an embodiment of this utility model;

[0025] Figure 3 This is a schematic diagram of the column part of the combined guardrail structure in an embodiment of this utility model;

[0026] Figure 4 This is a schematic diagram of the energy-absorbing block of the combined guardrail structure in an embodiment of this utility model;

[0027] Figure 5 This is a schematic diagram of the friction sleeve of the combined guardrail structure in an embodiment of the present utility model;

[0028] Figure 6 This is a schematic diagram of the crossbeam sleeve of the combined guardrail structure in an embodiment of this utility model.

[0029] Reference numerals: 1. Column; 11. T-shaped support column; 111. Recessed groove; 2. Three-wave plate; 3. Friction beam; 31. Friction bracket; 311. Recessed part; 32. Beam body; 33. Friction sleeve; 4. Anti-collision crossbeam; 41. Anti-collision tube; 42. Crossbeam sleeve; 5. Energy-absorbing block; 51. Box bottom; 52. Side wall. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0031] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly attached to the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0033] like Figures 1 to 6 The combined guardrail structure shown includes:

[0034] Multiple spaced-apart posts 1 form the main line of the guardrail;

[0035] Three-wave plate 2 is symmetrically fixed on both sides of post 1 and extends along the length of the main line of the guardrail;

[0036] Friction beam 3 is installed below the three-wave plate 2, with one on each side of the column 1, extending along the length of the main line of the guardrail; a friction bracket 31 is set at the connection between the friction beam 3 and the column 1, with one end fixedly connected to the column 1 and the other end fixedly connected to the friction beam 3.

[0037] Anti-collision beams 4 are installed on each post 1 along the length of the main guardrail line;

[0038] The energy-absorbing block 5 is located between the three-wave plates 2 on both sides of the column 1, and is fixedly connected to the column 1 and to the three-wave plates 2 on both sides respectively.

[0039] In narrow areas where roadbed width is severely limited (such as cliff-side sections of mountain expressways and tunnel maintenance lanes), traditional back-to-back double guardrail solutions severely encroach on traffic space due to excessively wide foundations, and discrete energy-absorbing structures cannot work together to resist bidirectional impacts.

[0040] Please refer to Figure 1 and Figure 2Addressing the dual needs of two-way collision protection and space compression in narrow areas, this embodiment breaks through the redundant design of traditional back-to-back double guardrails and creatively adopts a single-column 1 multi-directional load-bearing structure: multiple spaced columns 1 form the main guardrail line, and three-wave plates 2 are symmetrically fixed on both sides of each column 1, allowing a single structure to simultaneously cover two-way collision protection functions. Compared with traditional solutions, this significantly saves foundation width, making this embodiment occupy less space and provide more vehicle passage space when installed in the middle of the road. A friction beam 3 is set below the three-wave plate 2, which is anchored at both ends by a friction bracket 31, with one end welded to a vertical support. Column 1 has a fixed friction beam 3 at one end to replace the traditional clamp connection, which significantly suppresses lateral displacement after collision and ensures the relative stability between the friction beam 3 and column 1, thus enhancing the overall anti-collision performance of the structure. Energy-absorbing blocks 5 are embedded in the gaps between the three-wave plates 2 on both sides of column 1. They are also welded to the facade of column 1 and the three-wave plates 2 on both sides to form a three-way impact force transmission network, upgrading the discrete energy-absorbing structure into a collaborative energy-dissipating structure. This avoids the guardrail being too weak at a single point and enhances the overall collaborative protection effect in the event of a collision. The top anti-collision beam 4 is directly erected on the group of columns 1, constructing a complete protection layer.

[0041] Based on the above embodiments, the three-wave plate 2 is preferably composed of multiple independent plate segments spliced ​​along the length of the main guardrail line. The length of each plate segment is customized according to transportation and installation requirements, and high-strength bolts or welding can be used to fix adjacent plate segments at the joints. This design significantly reduces the transportation restrictions on ultra-long components. In mountainous areas, tunnels, and other areas with complex road conditions, standard freight vehicles can be used for transportation without special permits or large trailers, reducing transportation costs. In the event of localized damage due to collisions or aging, only the damaged single plate segment needs to be disassembled and replaced, reducing maintenance costs and eliminating the need for complete removal of the guardrail, thus avoiding prolonged road closures and ensuring traffic continuity.

[0042] In some embodiments of this utility model, such as Figure 3 and Figure 4 As shown, the energy-absorbing block 5 has an open box-shaped structure, with the bottom 51 of the box attached to the column 1, and the two side walls 52 fixedly connected to the two side three-wave plates 2 respectively.

[0043] In the design of crash barriers in narrow areas (such as cliff-side sections of mountain highways and tunnel maintenance lanes), traditional solutions are often forced to use distributed energy-absorbing devices due to space constraints. This results in a single energy transfer path, low energy absorption efficiency, and the distributed structure is prone to local failure during collisions, making it difficult to collectively resist bidirectional impact forces. In this embodiment, an open-top box-shaped energy-absorbing block 5 is used, with its bottom 51 tightly fitted to the column 1, and its two side walls 52 fixedly connected to the left and right three-wave plates 2, respectively.

[0044] The core purpose of this design is to upgrade the traditional discrete energy-absorbing structure into an overall collaborative energy-dissipating structure by constructing a three-dimensional force transmission network. When a vehicle impacts one side of the three-wave plate 2, the impact force is first transmitted to the box body through the side wall 52 of the energy-absorbing block 5, and then evenly diffused to the column 1 from the bottom 51 of the box. At the same time, the three-wave plate 2 on the other side, which is not impacted, forms a reverse pulling force through the side wall 52 of the energy-absorbing block 5, forming a two-way constraint. This avoids the bending or uprooting of the column 1 caused by the concentration of energy at a single point in the traditional solution, effectively improving the reliability of collision protection in narrow areas.

[0045] Traditional energy-absorbing devices often employ a single-sided or asymmetrical layout, leading to uneven energy absorption during bidirectional collisions. The energy-absorbing structure on the impacted side is overloaded and damaged, while the unimpacted side cannot effectively dissipate energy, resulting in low overall protection efficiency. Figure 3 As shown, in some embodiments of this utility model, energy-absorbing blocks 5 are symmetrically arranged on both sides of each post 1 perpendicular to the length of the guardrail main line; when a vehicle hits the three-wave plate 2 on either side, the symmetrically distributed energy-absorbing blocks 5 can simultaneously start to deform, and transmit the impact force bidirectionally to the post 1 and the three-wave plate 2 on the other side through the box-shaped structure, forming a mechanical closed loop around the post 1; avoiding the protective imbalance caused by setting energy-absorbing blocks 5 only on one side of the post 1.

[0046] like Figure 4 As shown, based on the above embodiment, the width of the sidewall 52 that is fixedly connected to the energy-absorbing block 5 and the three-wave plate 2 is greater than the width of the sidewall 52 that is not fixedly connected to the three-wave plate 2, thereby increasing the contact area between the energy-absorbing block 5 and the three-wave plate 2, improving the strength of the sidewall 52, and effectively transmitting the impact force.

[0047] In some embodiments of this utility model, such as Figure 5 As shown, the friction beam 3 is spliced ​​from multiple beam segments 32, with friction sleeves 33 provided at the interfaces of adjacent beam segments 32. The extra-long friction beam 3 is disassembled into multiple flexible transportable beam segments 32 to avoid logistical constraints caused by complex terrain. The friction sleeves 33 are nested at the interfaces of each beam segment 32 to maintain the rigid connection of the beam segments 32 and ensure the integrity of the structure. Moreover, the surface of the friction beam 3 formed by this splicing has no protrusions or depressions, reducing the possibility of greater damage caused by uneven surfaces during collisions.

[0048] In some embodiments of this utility model, the friction sleeve 33 is installed on the friction bracket 31, which can serve as a positioning point for the multi-segment beam 32 of the friction beam 3, and can also be used to install the beam 32. It also facilitates the fixing of the sleeve to the friction beam 3 and the column 1, and provides a stable anchoring foundation in cooperation with the friction bracket 31.

[0049] like Figure 3As shown, two friction brackets 31 on the same column 1 are respectively set on both sides of the column 1, separating the mounting surfaces of the two friction brackets 31, reducing the space required for installing the friction beam 3, and thus reducing the overall installation space required for the guardrail structure; the connection end of the friction bracket 31 and the friction beam 3 is provided with a recess 311 that matches the outer contour of the friction beam 3, increasing the contact area between the friction bracket 31 and the friction beam 3, so that the conventional lateral impact force generated by the collision is converted into a circumferentially dispersed impact force, reducing the lateral displacement of the guardrail, and the design of the recess 311 fitting the outer contour of the friction beam 3 makes it easier to install and fix the friction beam 3.

[0050] In some embodiments of this utility model, please refer to Figure 3 and Figure 6 The top of the column 1 is provided with a T-shaped support column 11 as a mechanical extension of the top of the column 1, which expands the support area through the vertical bearing surface; a recessed groove 111 is opened on the top of the T-shaped support column 11.

[0051] In some embodiments of this utility model, a crossbeam 4 is placed in the recessed groove 111, and the outline of the recessed groove 111 matches the outer outline of the crossbeam 4.

[0052] The sidewall 52 of the recessed groove 111 forms a large-angle wrapping constraint on the anti-collision beam 4. When subjected to a collision, the anti-collision beam 4 will not easily fall out of the recessed groove 111 or twist within the recessed groove 111, thus improving the anti-overturning ability of the anti-collision beam 4. The collaborative design of the T-shaped support post 11 and the recessed groove 111 not only reduces the space required, but also transforms the anti-collision beam 4 from an additional function into an anti-collision core that cooperates with the post 1, thereby improving the stability and reliability of the overall guardrail structure.

[0053] In some embodiments of this utility model, such as Figure 6 As shown, the anti-collision beam 4 is composed of multiple anti-collision tubes 41 spliced ​​together, which makes it more convenient to transport and install the anti-collision beam 4; the crossbeam sleeve 42 is sleeved at the interface of the adjacent anti-collision tubes 41 to improve the protection strength at the interface, reduce the possibility of the overall anti-collision beam 4 composed of segmented splicing having protective weaknesses at the interface, and also maintain the surface smoothness and fluidity of the anti-collision beam 4 at the interface.

[0054] Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A modular guard structure, characterised in that, Including: Multiple spaced-apart columns (1), forming the main line of the guardrail; Three-wave plates (2), symmetrically fixed on both sides of the column (1) and extending along the length direction of the main line of the guardrail; Friction beams (3), installed below the three-wave plates (2), with one installed on each side of the column (1) and extending along the length direction of the main line of the guardrail; a friction bracket (31) is provided at the connection between the friction beam (3) and the column (1), with one end fixedly connected to the column (1) and the other end fixedly connected to the friction beam (3); Anti-collision cross beams (4), established on each column (1) along the length direction of the main line of the guardrail; Energy-absorbing blocks (5), arranged between the three-wave plates (2) on both sides of the column (1), fixedly connected to the column (1) and respectively fixedly connected to the three-wave plates (2) on both sides.

2. The modular guardrail structure of claim 1, wherein, The energy-absorbing block (5) has a lidless box-like structure, the box bottom (51) is in contact with the column (1), and the two side walls (52) are respectively fixedly connected to the three-wave plates (2) on both sides.

3. The modular guardrail structure of claim 2, wherein, The energy-absorbing blocks (5) are symmetrically arranged on both sides of each column (1) perpendicular to the length direction of the main line of the guardrail.

4. The modular guard rail structure of claim 3, wherein, The width of the side wall (52) of the energy-absorbing block (5) fixedly connected to the three-wave plate (2) is greater than the width of the side wall (52) not fixedly connected to the three-wave plate (2).

5. The modular guardrail structure of claim 1, wherein, The friction beam (3) is composed of multiple beam bodies (32) spliced together, and a friction sleeve (33) is provided at the interface between adjacent beam bodies (32).

6. The modular guardrail structure of claim 5, wherein, The friction sleeve (33) is correspondingly installed on the friction bracket (31).

7. The modular guardrail structure of claim 6, wherein, The two friction brackets (31) on the same column (1) are respectively arranged on both sides of the column (1); a recessed portion (311) matching the outer contour of the friction beam (3) is provided at the connection end of the friction bracket (31) and the friction beam (3).

8. The modular guardrail structure of claim 1, wherein, A T-shaped lifting column (11) is provided at the top of the column (1), and a recessed groove (111) is opened at the top of the T-shaped lifting column (11).

9. The combined guardrail structure according to claim 8, characterized in that, The anti-collision cross beam (4) is placed in the recessed groove (111), and the contour of the recessed groove (111) matches the outer contour of the anti-collision cross beam (4).

10. The combined guardrail structure according to claim 9, characterized in that, The anti-collision cross beam (4) is composed of multiple anti-collision pipes (41) spliced together, and a cross beam sleeve (42) is sleeved at the interface between adjacent anti-collision pipes (41).

Images