A wing-free wall guardrail transition section

Abstract

The utility model discloses a wing -free wall guardrail transition section relates to highway corrugated beam guardrail technical field, is located between bridge concrete guardrail and highway corrugated beam guardrail, including the multiple posts of being located between bridge concrete guardrail and highway corrugated beam guardrail, and the transverse connection of multiple posts has longitudinal strengthening beam, the corrugated beam board is connected between bridge concrete guardrail and highway corrugated beam guardrail, and the back car surface of corrugated beam board is fixedly connected with multiple posts, and the longitudinal strengthening beam on multiple posts is embedded in the peak and valley of the back car surface of corrugated beam board. The utility model discloses the corrugated beam board is connected between bridge concrete guardrail and highway corrugated beam guardrail, and the back car surface of corrugated beam board is fixedly connected with the post, and longitudinal strengthening beam is embedded in the peak and valley of the back car surface of corrugated beam board, and this structure design makes the whole transition section guardrail form a more stable integral frame, and the deformation resistance and the carrying capacity of guardrail when being subjected to vehicle collision are strengthened.

Description

Technical Field

[0001] This utility model relates to the field of highway corrugated beam guardrail technology, and more specifically to a transition section of a wing-wall-free guardrail. Background Technology

[0002] In traffic safety protection at the junction of highways and bridges, the transition design of guardrails is crucial. In existing technologies, concrete wing walls are typically used to transition between bridge guardrails and roadbed guardrails. For example, a traditional concrete wing wall connects one end to the bridge guardrail and the other end to the roadbed guardrail. While this provides a certain transition function, it presents several problems. First, on-site construction of concrete wing walls is difficult, time-consuming, and costly. Second, since guardrail height is typically between 95-110cm, small cars can easily slide off the bottom of the guardrail during a collision, especially on bridge sections. Vehicles may slide off the bottom of the guardrail junction and fall into the water, causing serious traffic accidents.

[0003] In recent years, to address the aforementioned issues, a design for a wing-wall-free transition section guardrail has emerged. For example, utility model patent number 202321536512.0 discloses a wing-wall-free transition section guardrail, which achieves a smooth transition between bridge concrete guardrails and highway corrugated beam guardrails by setting up a first support, a first post, a corrugated beam plate, and a protective beam. However, this design still has some shortcomings. The corrugated beam plate may undergo local deformation under significant impact, affecting its protective performance. Furthermore, the connection strength between the corrugated beam plate and the protective beam still needs improvement to ensure effective prevention of vehicles from running off the guardrail in extreme situations.

[0004] Furthermore, existing wingless transition section guardrails may not meet higher safety requirements in complex road conditions or severe weather. For example, under the strong impact of a high-speed vehicle, the corrugated beam plate may have insufficient resistance to deformation, leading to a decrease in protective function. At the same time, existing technologies often lack sufficient internal support structures for the corrugated beam plate, failing to fully utilize its buffering and protective functions.

[0005] Based on the shortcomings of the existing technology, this utility model aims to further improve the structural strength and stability of the wing-wall transition section guardrail, so as to better cope with various complex working conditions and ensure that the safety of vehicles and drivers and passengers can be effectively protected in the event of a collision. Utility Model Content

[0006] In view of this, the present invention provides a transition section for a wing-wall-free guardrail, which aims to solve the above-mentioned technical problems.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A transition section for a wing-wall-free guardrail, located between a bridge concrete guardrail and a highway corrugated beam guardrail, includes:

[0009] Multiple columns are installed between the bridge concrete guardrail and the highway corrugated beam guardrail, and longitudinal reinforcing beams are horizontally connected between the multiple columns;

[0010] A corrugated beam plate is connected between the bridge concrete guardrail and the highway corrugated beam guardrail, and the back surface of the corrugated beam plate is fixedly connected to multiple columns, with the longitudinal reinforcing beams on the multiple columns embedded in the peaks and valleys of the back surface of the corrugated beam plate.

[0011] Through the above technical solution, this utility model sets up multiple columns between the bridge concrete guardrail and the highway corrugated beam guardrail, connects longitudinal reinforcing beams between the columns, and connects corrugated beam plates between the bridge concrete guardrail and the highway corrugated beam guardrail. The back face of the corrugated beam plate is fixedly connected to the columns, and the longitudinal reinforcing beams are embedded in the peaks and valleys of the back face of the corrugated beam plate. This structural design makes the entire transition section guardrail form a relatively stable overall frame, enhances the guardrail's resistance to deformation and load-bearing capacity when subjected to vehicle collisions, effectively prevents vehicles from running off the guardrail, and improves traffic safety protection performance.

[0012] Preferably, in the transition section of the wingless wall guardrail described above, an anti-blocking block is fixed on the column, the anti-blocking block is fixed to the corrugated beam plate, the anti-blocking block has a positioning groove on the side facing the corrugated beam plate, and the longitudinal reinforcing beam is embedded and fixed in the positioning groove.

[0013] The anti-blocking blocks fixed to the posts are also fixed to the corrugated beams, and the positioning grooves on the anti-blocking blocks cooperate with the longitudinal reinforcing beams. This allows the longitudinal reinforcing beams to be more stably and accurately embedded and fixed within the peaks and valleys of the corrugated beams, further enhancing the connection strength and stability between the corrugated beams, posts, and longitudinal reinforcing beams. This ensures that under external forces such as vehicle collisions, the components will not easily loosen or detach, improving the overall reliability and safety of the guardrail. The anti-blocking blocks provide a clear installation position and positioning benchmark for the longitudinal reinforcing beams, which helps improve the assembly accuracy of the guardrail structure, ensuring a tighter and more coordinated fit between the components, thereby improving the overall structural performance and quality of the guardrail.

[0014] Preferably, in the aforementioned transition section of the wingless wall railing, the longitudinal reinforcing beam is a circular tube structure, and the positioning groove is a semi-circular groove that mates with the circular tube structure.

[0015] Designing the longitudinal reinforcing beam as a circular tube structure and the positioning groove as a matching semi-circular groove offers good adaptability and versatility. The circular tube longitudinal reinforcing beam possesses high bending and torsional resistance, better able to withstand the various complex stresses generated during vehicle collisions. Simultaneously, the tight fit between the semi-circular groove and the circular tube structure ensures stable embedding and fixation of the longitudinal reinforcing beam within the positioning groove, further enhancing structural stability. The fabrication of the circular tube longitudinal reinforcing beam and the semi-circular groove is relatively simple and easy to implement. Furthermore, the smooth fit between the circular tube longitudinal reinforcing beam and the semi-circular groove during installation allows for quick and accurate installation of the longitudinal reinforcing beam, improving the construction efficiency and installation quality of the guardrail.

[0016] Preferably, in the transition section of the aforementioned wingless wall guardrail, the anti-blocking block is a hollow rectangular tube, and the semi-circular groove is formed by cutting one side surface of the hollow rectangular tube.

[0017] The anti-blocking block adopts a hollow rectangular tube structure, with a semi-circular groove cut into one side surface. This design, while meeting structural strength and functional requirements, fully utilizes the material properties of the hollow rectangular tube, reducing material waste and production costs. It also helps to reduce the overall weight of the guardrail, facilitating transportation and installation. The hollow rectangular tube structure itself has good structural strength and stability, providing more reliable support and fixation for the corrugated beam, further enhancing the overall structural performance of the guardrail. Furthermore, the internal space of the hollow rectangular tube can be used to arrange other auxiliary structures or devices, such as reinforcing ribs, further improving the performance and function of the guardrail.

[0018] Preferably, in the aforementioned transition section of the wingless wall guardrail, the longitudinal reinforcing beam is welded and fixed within the positioning groove.

[0019] The longitudinal reinforcing beams are fixed in the positioning grooves by welding. This connection method has high connection strength and stability, ensuring that the longitudinal reinforcing beams and the anti-blocking blocks form a solid whole. This effectively prevents the longitudinal reinforcing beams from loosening or falling off under external forces such as vehicle collisions, thereby improving the structural reliability and safety of the guardrail. Welded connections also have good durability, maintaining the stability and strength of the connection points over a long period, reducing the risk of structural failure due to loosening or damage to the connections, extending the service life of the guardrail, and lowering maintenance costs.

[0020] Preferably, in the aforementioned transition section of the wingless wall guardrail, multiple columns are horizontally connected with lower friction beams, the lower friction beams are located below the corrugated beam plate, and one end of the lower friction beam corresponding to the bridge concrete guardrail is fixed to the bridge concrete guardrail.

[0021] A lower friction beam is horizontally connected to multiple columns and positioned below the corrugated beam slab, with one end fixed to the corresponding end of the bridge concrete guardrail. This design, in the event of a vehicle collision, utilizes the friction between the lower friction beam and the bottom of the vehicle to provide damping and cushioning, effectively preventing the vehicle from sliding off the bottom of the guardrail. This is particularly beneficial for small cars, significantly improving the bottom protection performance of the guardrail, reducing the risk of vehicles running off the guardrail, and ensuring the safety of the vehicle and its occupants. The fixed connection between the lower friction beam and the columns, as well as its fixation to the bridge concrete guardrail, further enhances the stability of the entire guardrail structure, enabling the guardrail to better maintain stability during vehicle collisions, resist external impacts, and improve its deformation resistance and load-bearing capacity.

[0022] Preferably, in the aforementioned transition section of the wingless wall guardrail, the lower friction beam is fixedly connected to the column via a rectangular hollow spacer.

[0023] The lower friction beam is fixedly connected to the post via a rectangular hollow spacer. This spacer provides a stable transition and support structure for the connection between the lower friction beam and the post, making the connection more robust and reliable. This effectively prevents loosening or damage to the connection under external forces such as vehicle collisions, improving the structural stability and safety of the guardrail. The rectangular hollow spacer can be adjusted and selected according to actual needs to accommodate posts and lower friction beams of different sizes and specifications, enhancing the adaptability and flexibility of the guardrail structure and enabling it to better meet different engineering scenarios and design requirements.

[0024] Preferably, in the aforementioned transition section of the wingless guardrail, multiple columns are horizontally connected with upper crossbeams. The upper crossbeams are located above the corrugated beam plate, with one end of the upper crossbeam fixed to the bridge concrete guardrail and the other end fixed to the highway corrugated beam guardrail.

[0025] A horizontal beam is connected to multiple columns, positioned above the corrugated beam slab. One end is fixed to the bridge concrete guardrail, and the other end to the highway corrugated beam guardrail. This design further optimizes the transition between the bridge concrete guardrail and the highway corrugated beam guardrail, making the entire transition section more structurally coherent and coordinated. This improves the overall transition performance and stability of the guardrail, ensuring a smooth and safe passage for vehicles. The fixed connection between the upper beam and the columns, the bridge concrete guardrail, and the highway corrugated beam guardrail forms a relatively stable frame structure, enhancing the guardrail's resistance to deformation and load-bearing capacity in the event of a vehicle collision. This effectively prevents vehicles from running off the guardrail and improves traffic safety performance.

[0026] Preferably, in the aforementioned transition section of the wingless wall guardrail, the number of longitudinal reinforcing beams is multiple.

[0027] The addition of multiple longitudinal reinforcing beams further enhances the structural strength and stability of the corrugated beam slab. This allows the slab to better distribute and withstand stress under significant impact, reducing the risk of localized deformation and improving the overall protective performance of the guardrail. In extreme situations, this effectively prevents vehicles from veering off the guardrail, ensuring the safety of vehicles and occupants. The multiple longitudinal reinforcing beams can be strategically arranged according to the peak-valley distribution of the corrugated beam slab, forming multiple support points and buffer zones. This further enhances the buffering and protective capabilities of the corrugated beam slab, better absorbing and dissipating the energy generated during a vehicle collision and reducing impact injuries to vehicles and occupants.

[0028] As can be seen from the above technical solution, compared with the prior art, the present utility model discloses a transition section for a wing-wall-free guardrail, which has the following beneficial effects:

[0029] 1. Enhanced Structural Strength and Stability: By installing multiple posts between the bridge concrete guardrail and the highway corrugated beam guardrail, and connecting the posts laterally with longitudinal reinforcing beams, as well as the fixed connection between the corrugated beams and the posts, a stable overall frame structure is formed. This design significantly enhances the guardrail's resistance to deformation and its load-bearing capacity when subjected to vehicle collisions, effectively preventing vehicles from running off the guardrail. The multiple posts and longitudinal reinforcing beams, along with the design of embedding longitudinal reinforcing beams within the peaks and valleys of the corrugated beams, provide multiple support points and buffer zones, better dispersing and bearing the stress generated during vehicle collisions, reducing the risk of localized deformation, and further improving the structural strength and stability of the guardrail.

[0030] 2. Enhanced Connection Reliability: The anti-blocking blocks fixed to the posts connect to the corrugated beams and cooperate with the longitudinal reinforcing beams through positioning slots, making the connection between components more stable and accurate. The design of the anti-blocking blocks provides a clear installation position and positioning benchmark for the longitudinal reinforcing beams, improving assembly accuracy and ensuring that components will not easily loosen or detach under external forces such as vehicle collisions. The longitudinal reinforcing beams are fixed in the positioning slots by welding. This connection method has high connection strength and stability, can maintain the stability and strength of the connection points for a long time, reduces the risk of structural failure due to loosening or damage to the connection points, and extends the service life of the guardrail.

[0031] 3. Enhanced Protective Performance: The lower friction beam effectively prevents vehicles from sliding off the bottom of the guardrail, significantly improving the bottom protection performance, especially for small cars. In the event of a collision, the friction between the lower friction beam and the vehicle's underside provides damping and cushioning, reducing the risk of the vehicle running off the guardrail. The corrugated beam plate connects the bridge concrete guardrail and the highway corrugated beam guardrail, achieving a smooth transition and avoiding potential impacts and safety hazards caused by abrupt changes in guardrail connections, thus improving driving comfort and safety.

[0032] 4. Optimized Structural Design and Construction: The guardrail blocks utilize a hollow square or rectangular tube structure, with semi-circular grooves formed by cutting. This design improves material utilization and reduces production costs while meeting structural strength requirements. Simultaneously, the longitudinal reinforcing beams of the circular tube structure and the semi-circular grooves are relatively simple to process and easy to implement, improving construction efficiency. The guardrail's structural design exhibits good adaptability and flexibility, allowing for adjustments and optimization based on different engineering scenarios and design requirements.

[0033] 5. Enhanced Durability and Maintenance Ease: Welded fixing offers superior durability, maintaining the stability and strength of the connections over a long period. This reduces maintenance workload and costs caused by loosening or damage to the connections. The optimized overall structure and robust connections between components improve the railing's durability and lifespan, enabling it to better adapt to various complex working conditions and harsh environments, and minimizing safety hazards caused by structural damage. Attached Figure Description

[0034] 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 embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0035] Figure 1 The attached figure is a structural schematic diagram of the front face of the overall structure of Embodiment 1 provided by this utility model;

[0036] Figure 2 The attached figure is a schematic diagram of the rear face of the overall structure of Embodiment 1 provided by this utility model;

[0037] Figure 3 The attached figure is a structural schematic diagram of the back face of the corrugated beam plate portion of Embodiment 1 provided by this utility model;

[0038] Figure 4 The attached figure is a structural schematic diagram of the column provided by this utility model;

[0039] Figure 5 The attached figure is a schematic diagram of the rear face of the overall structure of Embodiment 2 provided by this utility model.

[0040] in:

[0041] 1- Bridge concrete guardrail;

[0042] 2- Highway corrugated beam guardrail;

[0043] 3-Columns;

[0044] 31-Anti-blocking block; 311-Positioning groove; 32-Rectangular hollow spacer;

[0045] 4-Longitudinal strengthening beam;

[0046] 5-Wave beam slab;

[0047] 51-Back face; 52-Peak and valley;

[0048] 6-Lower friction beam;

[0049] 7-Upper crossbeam. Detailed Implementation

[0050] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0051] See appendix Figure 1 To be continued Figure 3 This utility model discloses a transition section for a wing-wall-free guardrail, located between a bridge concrete guardrail 1 and a highway corrugated beam guardrail 2, comprising:

[0052] Multiple columns 3 are installed between the bridge concrete guardrail 1 and the highway corrugated beam guardrail 2, and longitudinal reinforcing beams 4 are horizontally connected between the multiple columns 3.

[0053] The corrugated beam 5 is connected between the bridge concrete guardrail 1 and the highway corrugated beam guardrail 2. The back surface 51 of the corrugated beam 5 is fixedly connected to multiple columns 3. The longitudinal reinforcing beams 4 on the multiple columns 3 are embedded in the peaks and valleys 52 of the back surface 51 of the corrugated beam 5.

[0054] See appendix Figure 4 An anti-blocking block 31 is fixed on the column 3. The anti-blocking block 31 is fixed to the corrugated beam plate 5. The anti-blocking block 31 has a positioning groove 311 on the side facing the corrugated beam plate 5. The longitudinal reinforcing beam 4 is embedded and fixed in the positioning groove 311.

[0055] In this embodiment, the longitudinal reinforcing beam 4 is a circular tube structure, and the positioning groove 311 is a semi-circular groove that cooperates with the circular tube structure.

[0056] In other embodiments, the cross-sectional shape of the longitudinal reinforcing beam 4 can be arbitrarily selected according to requirements, such as a triangle that matches the peak and valley shape 52 of the back surface 51 of the corrugated beam plate 5, or other elliptical or polygonal structures. The focus of this embodiment is on utilizing the inner space of the peak and valley 52 of the back surface 51 of the corrugated beam plate 5 to combine with the longitudinal reinforcing beam 4, rather than on the specific shape of the longitudinal reinforcing beam 4.

[0057] To further optimize the above technical solution, the anti-blocking block 31 is a hollow square rectangular tube, and the semi-circular groove is formed by cutting one side surface of the hollow square rectangular tube.

[0058] To further optimize the above technical solution, the longitudinal reinforcing beam 4 is welded and fixed in the positioning groove 311.

[0059] To further optimize the above technical solution, multiple columns 3 are horizontally connected with lower friction beams 6. The lower friction beams 6 are located below the corrugated beam plate 5, and one end of the lower friction beams 6 corresponding to the bridge concrete guardrail 1 is fixed to the bridge concrete guardrail 1.

[0060] To further optimize the above technical solution, the lower friction beam 6 is fixedly connected to the column 3 through a rectangular hollow spacer 32.

[0061] To further optimize the above technical solution, multiple columns 3 are horizontally connected with upper crossbeams 7. The upper crossbeams 7 are located above the corrugated beam slab 5. One end of the upper crossbeams 7 is fixed to the bridge concrete guardrail 1, and the other end is fixed to the highway corrugated beam guardrail 2.

[0062] In this embodiment, there is one longitudinal reinforcing beam 4, which is located in the peak-valley 52 in the middle of the back face 51 of the corrugated beam plate 5. In other embodiments, the longitudinal reinforcing beam 4 can also be located in the peak-valley 52 at other different locations; or, the number of longitudinal reinforcing beams 4 can be set to multiple beams, which can be located in the peak-valley 52 at different locations as needed, or can fill all the peak-valley 52 according to the number of peak-valley 52.

[0063] In this embodiment, the length of the corrugated beam plate 5 is approximately 2-6 meters, which is suitable for: SB-grade barrier transition sections without wing walls and SA-grade barrier transition sections without wing walls.

[0064] Example 2:

[0065] See appendix Figure 5 The only difference between this embodiment and embodiment 1 is the length of the corrugated beam plate 5, which is approximately 2 to 6 meters long. It is suitable for the overlapping of SA-grade corrugated beam guardrails, SB-grade corrugated beam guardrails, and A-grade corrugated beam guardrails.

[0066] In this embodiment, due to the different lengths, different levels of overlapping guardrails, and different usage scenarios, the structure of the upper crossbeam 7 is omitted. The other structures are the same as in embodiment 1, and will not be described again here.

[0067] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0068] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A transition section for a wingless guardrail, located between a bridge concrete guardrail (1) and a highway corrugated beam guardrail (2), characterized in that, include: Multiple columns (3) are provided between the bridge concrete guardrail (1) and the highway corrugated beam guardrail (2), and longitudinal reinforcing beams (4) are horizontally connected between the multiple columns (3); A corrugated beam plate (5) is connected between the bridge concrete guardrail (1) and the highway corrugated beam guardrail (2), and the back face (51) of the corrugated beam plate (5) is fixedly connected to multiple columns (3), and the longitudinal reinforcing beams (4) on the multiple columns (3) are embedded in the peaks and valleys (52) of the back face (51) of the corrugated beam plate (5).

2. The transition section of the wingless wall guardrail according to claim 1, characterized in that, An anti-blocking block (31) is fixed on the column (3). The anti-blocking block (31) is fixed to the corrugated beam plate (5). The anti-blocking block (31) has a positioning groove (311) on the side facing the corrugated beam plate (5). The longitudinal reinforcing beam (4) is embedded and fixed in the positioning groove (311).

3. The transition section of the wingless wall guardrail according to claim 2, characterized in that, The longitudinal reinforcing beam (4) is a circular tube structure, and the positioning groove (311) is a semi-circular groove that cooperates with the circular tube structure.

4. The transition section of the wingless wall guardrail according to claim 3, characterized in that, The blocking block (31) is a hollow rectangular tube, and the semi-circular groove is formed by cutting one side surface of the hollow rectangular tube.

5. A transition section for a wingless wall-mounted guardrail according to claim 4, characterized in that, The longitudinal reinforcing beam (4) is welded and fixed in the positioning groove (311).

6. A transition section for a wingless wall-free guardrail according to claim 1, characterized in that, Multiple columns (3) are horizontally connected with lower friction beams (6), which are located below the corrugated beam plate (5), and the lower friction beams (6) are fixed to the bridge concrete guardrail (1) at one end corresponding to the bridge concrete guardrail (1).

7. A transition section for a wingless wall-mounted guardrail according to claim 6, characterized in that, The lower friction beam (6) is fixedly connected to the column (3) through a rectangular hollow spacer (32).

8. A transition section for a wingless wall-free guardrail according to claim 1, characterized in that, Multiple columns (3) are horizontally connected to an upper crossbeam (7). The upper crossbeam (7) is located above the corrugated beam plate (5). One end of the upper crossbeam (7) is fixed to the bridge concrete guardrail (1), and the other end is fixed to the highway corrugated beam guardrail (2).

9. A transition section for a wingless guardrail according to any one of claims 1-8, characterized in that, The number of longitudinal reinforcing beams (4) is multiple.

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