Universal transition section wing wall guardrail

Abstract

This utility model relates to the field of crash barrier technology, and more particularly to a universal transition section wingless guardrail, comprising: a slope; posts installed on the slope; a three-wave plate installed parallel to the length of the slope via the posts; a friction beam installed between the slope and the three-wave plate along the length of the slope and fixedly connected to the three-wave plate; a concrete guardrail installed at the end of the slope near the three-wave plate along the length of the slope and fixedly connected to the three-wave plate and the friction beam respectively; a reinforcement component installed along the length of the three-wave plate, conforming to the outline of the three-wave plate, fixedly connected at one end to the posts and at the other end to the concrete guardrail; and a crash beam fixedly installed at the top of the concrete guardrail along the length of the concrete guardrail. This invention effectively optimizes the guardrail structure, improves protective strength, and reduces costs.

Description

Technical Field

[0001] This utility model relates to the field of anti-collision guardrail technology, and in particular to a general-purpose transition section wing-wall-free guardrail. Background Technology

[0002] Road safety barriers are crucial facilities for ensuring driving safety, and the design of transition sections—the junctions between barriers of different protection levels or structural forms—is particularly critical. These transition sections play a vital role in guiding out-of-control vehicles smoothly from flexible or semi-rigid barriers to rigid barriers. They are a core element in preventing vehicles from tripping, rolling over, or directly impacting the rigid ends, thereby reducing the severity of accidents. Therefore, the performance of transition section barriers directly affects the overall safety level of the road.

[0003] Existing transition section solutions, such as simple steel plate overlaps or old-style transition guardrails with unreasonable structural designs, generally suffer from abrupt changes in stiffness. They cannot provide a smooth force transmission path and effective guidance function during vehicle collisions, which can easily lead to increased vehicle loss of control, rollovers, or serious accidents such as straddling the guardrail, failing to meet the safety protection requirements of high-grade highways. At the connection between the transition section and the concrete guardrail, due to on-site construction errors, existing wing-wall-free transition solutions cannot ensure a tight, stable, and angularly consistent connection with the impact surface of the concrete guardrail, severely weakening the overall protective effect. Utility Model Content

[0004] In view of at least one of the above technical problems, this utility model provides a universal transition section wingless guardrail, which adopts an integrated structural design of three-wave plate, friction beam, reinforcement and concrete guardrail. Through the friction beam smoothly transmitting collision force, the reinforcement adaptively connecting the concrete guardrail, and the standardized connectors, the transition section stiffness gradually changes, precise guidance and efficient installation are achieved.

[0005] According to a first aspect of this utility model, a universal transition section wing-wall-free guardrail is provided, comprising:

[0006] slope;

[0007] The columns are installed on the slope.

[0008] The three-wave plate is set parallel to the length direction of the slope via the column;

[0009] A friction beam is disposed between the slope and the three-wave plate along the length of the slope and is fixedly connected to the three-wave plate.

[0010] A concrete guardrail is installed along the length of the slope at one end of the slope near the three-wave plate; it is fixedly connected to the three-wave plate and the friction beam respectively;

[0011] The reinforcement component is set along the length of the three-wave plate, conforms to the outline of the three-wave plate, and is fixedly connected to the column at one end and to the concrete guardrail at the other end.

[0012] The anti-collision beam is fixedly installed on the top of the concrete guardrail along the length of the concrete guardrail.

[0013] In some embodiments of this utility model, a transition waveform plate is provided at one end of the three-wave plate near the concrete guardrail. The waveform of the transition waveform plate is inclined from the three-wave plate toward the concrete guardrail, and an abutment plate is provided at the end. The abutment plate abuts against the concrete guardrail.

[0014] In some embodiments of this utility model, the column includes a fixed column and a driven column;

[0015] The fixed column is located on the side of the slope away from the concrete guardrail, and is fixedly connected to one end of the three-wave plate and one end of the friction beam, respectively.

[0016] The driven post is located in the middle section of the three-wave plate and supports the three-wave plate and the friction beam.

[0017] In some embodiments of this utility model, the friction beam extends from the concrete guardrail along the length of the slope, passes the front of the driven post and extends obliquely to the back of the fixed post; the friction beam is fixedly connected to the driven post and the fixed post respectively.

[0018] In some embodiments of this utility model, fasteners are installed at one end of the friction beam near the fixed post, and the friction beam is fixed from one side of the fixed post to the other side.

[0019] In some embodiments of this utility model, an anti-blocking block is provided between the fixed column and the three-wave plate.

[0020] In some embodiments of this utility model, a friction gradient beam is provided at the end of the friction beam away from the slope; the friction gradient beam extends obliquely from the friction beam to the concrete guardrail, connecting the friction beam and the concrete guardrail.

[0021] In some embodiments of this utility model, the reinforcing component includes a plate and a round tube; the round tube is arranged along the length direction of the three-wave plate, conforms to the outline of the three-wave plate, one end is fixedly connected to the column, and the other end is fixedly connected to the plate; the plate is fixedly connected to the concrete guardrail.

[0022] In some embodiments of this utility model, an L-shaped connector is also included;

[0023] Two L-shaped connectors are symmetrically arranged at the connection between the reinforcement and the concrete guardrail, and the short sides of the two L-shaped connectors abut against and are fixed to the side of the concrete guardrail near the slope.

[0024] An L-shaped connector is provided at one end of the friction beam near the concrete guardrail to connect the friction beam and the concrete guardrail.

[0025] In some embodiments of this utility model, the anti-collision beam is fixedly installed on the top of the concrete guardrail via a connecting column with a flange.

[0026] The beneficial effects of this utility model are as follows: By setting a friction beam that runs through the length of the slope and fixing both ends of the beam to the three-wave plate and the concrete guardrail respectively, this utility model achieves the purpose of constructing a smooth force transmission path, effectively eliminating the abrupt stiffness change phenomenon of traditional transition sections. By using a reinforcement component that fits the contour of the three-wave plate and connecting one end to the post and the other end to the concrete guardrail, the overall anti-collision performance of the guardrail system and the guiding safety during vehicle collisions are significantly improved. By setting standardized L-shaped connectors at key connection points and combining them with the friction gradient beam to connect the friction beam and the concrete guardrail, the collision force is further smoothed, effectively optimizing the energy transmission path, reducing local stress concentration, achieving structural stability and reasonable stress distribution, and effectively improving the stiffness and stability of the entire transition section guardrail. Attached Figure Description

[0027] 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.

[0028] Figure 1 This is a schematic diagram of the general-purpose transition section wingless wall guardrail in the embodiments of this utility model;

[0029] Figure 2 This is a rear view structural diagram of the general-purpose transition section wingless wall guardrail in this utility model embodiment;

[0030] Figure 3 This is a schematic diagram of the transition corrugated plate in the general-purpose transition section wingless wall guardrail in this utility model embodiment;

[0031] Figure 4 This is a top view of the general-purpose transition section wingless wall guardrail in this utility model embodiment;

[0032] Figure 5This is a partial structural diagram of the general-purpose transition section wingless wall guardrail in this utility model embodiment.

[0033] Attached reference numerals: 1. Slope; 2. Column; 21. Fixed column; 211. Anti-blocking block; 22. Driven-in column; 3. Three-wave plate; 31. Transition corrugated plate; 32. Abutment plate; 4. Friction beam; 41. Fastener; 42. Friction gradient beam; 5. Concrete guardrail; 6. Reinforcing component; 61. Plate; 62. Circular pipe; 7. Anti-collision crossbeam; 71. Connecting column; 8. L-shaped connector. Detailed Implementation

[0034] 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.

[0035] 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.

[0036] 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.

[0037] like Figures 1 to 5 The general-purpose transition section wingless guardrail shown includes:

[0038] Slope 1;

[0039] Column 2 is installed on slope 1;

[0040] The three-wave plate 3 is set parallel to the length direction of the slope 1 via the column 2;

[0041] Friction beam 4 is set between slope 1 and three-wave plate 3 along the length of slope 1 and is fixedly connected to three-wave plate 3.

[0042] Concrete guardrail 5, also known as concrete guardrail, is installed along the length of slope 1 at one end of slope 1 near the three-wave plate 3; it is fixedly connected to the three-wave plate 3 and friction beam 4 respectively;

[0043] The reinforcement 6 is set along the length of the three-wave plate 3, fits the outline of the three-wave plate 3, and is fixedly connected to the column 2 at one end and to the concrete guardrail 5 at the other end.

[0044] The anti-collision beam 7 is fixedly installed on the top of the concrete guardrail 5 along the length of the concrete guardrail 5.

[0045] This embodiment addresses the problems of sudden stiffness changes and unstable connections caused by construction errors in traditional transition sections. It involves installing columns 2 on slope 1 and laying three-wave plates 3 in parallel. A friction beam 4, fixedly connected to the three-wave plates 3, is installed along the length of the slope 1 and the three-wave plates 3. The fixed connection between the three-wave plates 3 and the friction beam 4 forms a flexible energy-absorbing layer, reducing the impact peak through waveform deformation and frictional dissipation of collision energy. Simultaneously, a concrete guardrail 5, fixedly connected to both the three-wave plates 3 and the friction beam 4, is installed at the end of the slope 1 closest to the three-wave plates 3. 3. A reinforcement 6 is installed along the length direction, with one end connected to the column 2 and the other end connected to the concrete guardrail 5, and conforming to the contour of the three-wave plate 3. The reinforcement 6 transfers the local stress to the rigid bearing of the concrete guardrail 5. The concrete guardrail 5, as a rigid terminal, forms a dual force transmission path with the friction beam 4 and the reinforcement 6, dispersing the remaining energy to the base layer of the slope 1, avoiding local structural damage. A crash beam 7 is fixed on the top of the concrete guardrail 5 to suppress the deflection of the top of the concrete guardrail 5, achieving a smooth mechanical transition from flexibility to rigidity, preventing vehicles from riding over or overturning, and forming a continuous transition structure without wing walls.

[0046] Based on the above embodiments, the preferred structure of the three-wave plate 3 and friction beam 4 is made of HR700F high-strength galvanized steel. A dense zinc-iron alloy layer is formed on the surface of the substrate through hot-dip galvanizing, which can effectively block the penetration of moisture, salt spray and acidic media. Its corrosion resistance life is significantly improved compared with ordinary carbon steel. At the same time, this material has excellent deformation resistance and fatigue resistance, and is particularly suitable for guardrail structures in heavily corroded road sections, which can significantly reduce the maintenance cost throughout the entire life cycle.

[0047] like Figures 2 to 3 As shown, in some embodiments of this utility model, a transition waveform plate 31 is provided at one end of the three-wave plate 3 near the concrete guardrail 5. The waveform of the transition waveform plate 31 is inclined from the three-wave plate 3 toward the concrete guardrail 5, and an abutment plate 32 is provided at the end. The abutment plate 32 abuts against the concrete guardrail 5.

[0048] Traditional transition sections use direct steel plate overlaps or rigid wing wall structures, resulting in abrupt changes in stiffness between the three-wave plate 3 and the concrete guardrail 5. During a vehicle collision, the deviation in the force angle can easily cause the vehicle to roll over or straddle the guardrail. In this embodiment, the waveform tilt design of the transition wave plate 31 can guide the collision force to be transferred along the waveform gradient, so that the energy gradually transitions from the flexible deformation of the three-wave plate 3 to the rigid bearing of the concrete guardrail 5, forming a mechanical gradual change path and avoiding stress concentration. The abutment plate 32 is attached to the impact surface of the concrete guardrail 5 and fixed by expansion bolts or welding, which enhances the shear resistance of the connection surface and transfers the collision moment to the overall structure of the concrete guardrail 5, reducing the risk of local deformation.

[0049] Furthermore, the wave tilt of the transition corrugated plate 31 and the design of the abutment plate 32 allow for adjustment of horizontal and angular deviations during installation by selecting elongated hole bolts, thus improving tolerance for construction errors; it also reduces the amount of concrete used, increases the service life of the transition corrugated plate 31, and lowers costs.

[0050] In some embodiments of this utility model, such as Figure 2 As shown, the column 2 includes a fixed column 21 and a driven column 22;

[0051] The fixed column 21 is located on the side of the slope 1 away from the concrete guardrail 5, and is fixedly connected to one end of the three-wave plate 3 and one end of the friction beam 4 respectively;

[0052] The driven column 22 is located in the middle section of the three-wave plate 3, and supports the three-wave plate 3 and the friction beam 4;

[0053] The fixed column 21 is located on the side of the slope 1 away from the concrete guardrail 5. It forms a rigid anchor point through pre-embedding or mechanical anchoring, which can simultaneously fix the end of the three-wave plate 3 and the starting point of the friction beam 4, providing stable tensile and overturning resistance.

[0054] The driven column 22 is located in the middle section of the three-wave plate 3. It can be hydraulically embedded into the base layer (such as soil subgrade or concrete base layer) to form multi-point support with the friction beam 4, disperse collision load and suppress deformation of the middle section of the three-wave plate 3 caused by thermal expansion and contraction or vehicle impact.

[0055] Friction beam 4 extends from concrete guardrail 5 along the length of slope 1, passes the front of driven post 22 and extends obliquely to the back of fixed post 21; friction beam 4 is fixedly connected to driven post 22 and fixed post 21 respectively.

[0056] Please refer to Figure 4 and Figure 5In some embodiments of this utility model, a fastener 41 is installed at one end of the friction beam 4 near the fixed column 21 to fix the friction beam 4 from one side of the fixed column 21 to the other side. The fastener 41 is preferably an arc-shaped clamp that surrounds the fixed column 21 to fix the friction beam 4 at multiple points from both sides. In the context of traditional transition section guardrails where insufficient support from a single post 2 leads to buckling deformation in the middle section of the three-wave plate 3 and sudden stiffness changes at the connection between the concrete guardrail 5 and the flexible structure causing vehicle rollovers, this embodiment achieves systematic optimization through a collaborative force transmission structure of multiple posts 2 with different effects and friction beams 4: the fixed post 21 serves as an anti-overturning anchor point, rigidly connected to the end of the three-wave plate 3 and the starting point of the friction beam 4, forming an initial collision energy diversion path; the driven post 22 dissipates the impact energy in the middle section, suppressing buckling deformation of the three-wave plate 3; the friction beam 4 penetrates the double posts 2 at a set angle to form a continuous force transmission chain, allowing the collision force to be gradient-transmitted from the concrete guardrail 5 to the base layer of the slope 1 via the friction beam 4, and the reinforcement 6 diffuses local stress, effectively improving the protective strength of the transition section guardrail and solving the defects of large concrete usage and sensitivity to construction errors in traditional transition section guardrails.

[0057] like Figure 4 and Figure 5 As shown, in some embodiments of this utility model, an anti-blocking block 211 is provided between the fixed column 21 and the three-wave plate 3. The anti-blocking block 211 serves as a load-bearing component between the corrugated beam and the column 2. It adopts an energy-absorbing structure design, such as corrugated steel plate or rubber material, which can absorb impact energy through plastic deformation during vehicle collision, reduce the instantaneous load directly transmitted to the fixed column 21, and avoid the column 2 from breaking or the three-wave plate 3 from tearing due to single-point overload.

[0058] like Figure 5 As shown, in some embodiments of this utility model, a friction gradient beam 42 is provided at the end of the friction beam 4 away from the slope 1; the friction gradient beam 42 extends obliquely from the friction beam 4 to the concrete guardrail 5, connecting the friction beam 4 and the concrete guardrail 5; the friction gradient beam 42 connects the friction beam 4 and the concrete guardrail 5 at a set angle, forming a gradual stiffness interface, so that the collision force is gradually transferred from the flexible friction beam 4 (semi-rigid) to the rigid concrete guardrail 5, avoiding the stress mutation caused by the traditional right-angle connection.

[0059] In some embodiments of this utility model, such as Figure 5As shown, the reinforcement 6 includes a plate 61 and a circular tube 62. The circular tube 62 has a high bending modulus and is set along the length of the three-wave plate 3, conforming to the contour of the three-wave plate 3. One end is fixedly connected to the column 2, and the other end is fixedly connected to the plate 61, forming a continuous support frame that is highly conforming to the waveform structure of the three-wave plate 3. This can evenly distribute the collision load to the entire section of the three-wave plate 3, avoiding deformation and fracture caused by local stress concentration. At the same time, the plate 61 acts as a rigid connector to anchor the circular tube 62 to the concrete guardrail 5, so that the deformation energy of the flexible corrugated beam is gradually transferred to the rigid concrete guardrail 5, achieving a smooth transition from semi-rigid to rigid, and reducing the risk of vehicles tripping due to sudden changes in stiffness.

[0060] In some embodiments of this utility model, please refer to Figure 4 and Figure 5 It also includes L-shaped connector 8;

[0061] Two L-shaped connectors 8 are symmetrically installed at the connection between the reinforcement 6 and the concrete guardrail 5. The short sides of the two L-shaped connectors 8 abut against and are fixed to the side of the concrete guardrail 5 near the slope 1.

[0062] An L-shaped connector 8 is installed at one end of the friction beam 4 near the concrete guardrail 5 to connect the friction beam 4 and the concrete guardrail 5.

[0063] The short side of the L-shaped connector 8 is fixed to the side of the concrete guardrail 5 by high-strength bolts or welding, while the long side is connected to the reinforcement 6 or friction beam 4 to form a rigid triangular support structure. Compared with traditional planar welding, this structure allows the collision energy to be linearly attenuated along the long side of the L-shaped connector, avoiding the direct action of rigid impact on the surface of the concrete guardrail 5 and reducing local stress peaks. This design can transform the shear force generated by the collision from a single-point concentrated force to a surface-dispersed transmission, effectively reducing the risk of weld failure or tearing at the connection.

[0064] like Figure 5 As shown, in some embodiments of this utility model, the anti-collision beam 7 is fixedly installed on the top of the concrete guardrail 5 by a connecting column 71 with a flange, which can increase the height of the anti-collision beam 7 relative to the ground, provide a certain resistance to tall vehicles and prevent vehicles from crossing the guardrail, and reduce the possibility of personal injury.

[0065] 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 universal transition section wing wall guardrail characterized by, include: Slope (1); A column (2) is installed on the slope (1); The three-wave plate (3) is set parallel to the length direction of the slope (1) through the column (2); Friction beam (4) is arranged along the length of the slope (1) between the slope (1) and the three-wave plate (3) and is fixedly connected to the three-wave plate (3); A concrete guardrail (5) is installed along the length of the slope (1) at one end of the slope (1) near the three-wave plate (3); and is fixedly connected to the three-wave plate (3) and the friction beam (4) respectively. The reinforcement component (6) is set along the length of the three-wave plate (3), fits the outline of the three-wave plate (3), and is fixedly connected to the column (2) at one end and to the concrete guardrail (5) at the other end. The anti-collision beam (7) is fixedly installed on the top of the concrete guardrail (5) along the length of the concrete guardrail (5).

2. The universal transition section wing wall guardrail of claim 1, wherein, A transition wave plate (31) is provided at one end of the three-wave plate (3) near the concrete guardrail (5). The waveform of the transition wave plate (31) is inclined from the three-wave plate (3) toward the concrete guardrail (5), and an abutment plate (32) is provided at the end. The abutment plate (32) abuts against the concrete guardrail (5).

3. The universal transition section wing wall guardrail of claim 1, wherein, The column (2) includes a fixed column (21) and a driven column (22); The fixed column (21) is located on the side of the slope (1) away from the concrete guardrail (5), and is fixedly connected to one end of the three-wave plate (3) and one end of the friction beam (4); The driven column (22) is located in the middle section of the three-wave plate (3) and supports the three-wave plate (3) and the friction beam (4).

4. The universal transition section wing wall guardrail of claim 3, wherein, The friction beam (4) extends from the concrete guardrail (5) along the length of the slope (1), passes the front of the driven post (22) and extends obliquely to the back of the fixed post (21); the friction beam (4) is fixedly connected to the driven post (22) and the fixed post (21) respectively.

5. The universal transition section wing wall guardrail of claim 4, wherein, Fasteners (41) are installed at one end of the friction beam (4) near the fixed post (21) to fix the friction beam (4) from one side of the fixed post (21) to the other side.

6. The universal transition section wingless wall guardrail according to claim 4, characterized in that, An anti-blocking block (211) is provided between the fixed column (21) and the three-wave plate (3).

7. The universal transition section wing wall guardrail of claim 1, wherein, A friction gradient beam (42) is provided at the end of the friction beam (4) away from the slope (1); the friction gradient beam (42) extends obliquely from the friction beam (4) toward the concrete guardrail (5) and supports the friction beam (4) and the concrete guardrail (5).

8. The universal transition section wing wall guardrail of claim 1, wherein, The reinforcement component (6) includes a plate (61) and a round tube (62); the round tube (62) is arranged along the length direction of the three-wave plate (3), conforms to the outline of the three-wave plate (3), one end is fixedly connected to the column (2), and the other end is fixedly connected to the plate (61); the plate (61) is fixedly connected to the concrete guardrail (5).

9. The universal transition section wing wall guardrail of any one of claims 1-8, wherein, It also includes L-shaped connectors (8); Two L-shaped connectors (8) are symmetrically arranged at the connection between the reinforcement (6) and the concrete guardrail (5). The short sides of the two L-shaped connectors (8) abut against and are fixed to the side of the concrete guardrail (5) near the slope (1). An L-shaped connector (8) is provided at one end of the friction beam (4) near the concrete guardrail (5) to connect the friction beam (4) and the concrete guardrail (5).

10. The universal transition section wing wall guardrail of claim 1, wherein, The anti-collision beam (7) is fixedly installed on the top of the concrete guardrail (5) via a connecting column (71) with a flange.

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