A beam-column composite structure and railing

Abstract

This utility model relates to the field of guardrail technology, specifically a beam-column composite structure and guardrail. The beam-column composite structure includes a first connecting section connected to the ground. A heightened connecting section assembly and a crossbeam assembly are provided on the upper side of the first connecting section. The first connecting section has a first reinforcing part, the heightened connecting section assembly has a second reinforcing part, and the crossbeam assembly has a third reinforcing part. The first, second, and third reinforcing parts are connected in cooperation, so that the crossbeam is positioned between the first connecting section and the heightened connecting section assembly. The width of the crossbeam assembly in the horizontal plane is greater than the width of the heightened connecting section assembly in the horizontal plane. By positioning the crossbeam assembly between the first connecting section and the heightened connecting section assembly, and ensuring that the width of the crossbeam assembly in the horizontal plane is greater than that of the heightened connecting section assembly, this utility model achieves protection on both sides while reducing the overall lateral space occupied by the guardrail, thereby reducing the requirement for the width of the central median strip and saving land resources.

Description

Technical Field

[0001] This utility model relates to the field of guardrail technology, specifically a beam-column composite structure and guardrail. Background Technology

[0002] Currently, median strip guardrails on highways are divided into two types: separate and integral. Separate guardrails only protect one side, while integral guardrails protect both sides. Apart from concrete guardrails, most integral guardrails use a single-post, double-hanging structure, where steel beams are hung on both sides of a single post, with each beam protecting only vehicles on the corresponding side.

[0003] The existing Class A single-column double-hanging (double-wave) beam steel guardrail needs to be supplemented with traditional anti-blocking block steel components. Since the crossbeams are all set on both sides of the column, the total width of the guardrail is not less than the sum of the width of the crossbeams and the column, which can reach 500mm. According to the relevant highway specifications, the width of the central median strip is not less than 1 meter. For highway construction, how to save limited land resources is particularly important.

[0004] Therefore, the guardrail structure needs to be improved to ensure that the protective effect of the guardrail is not affected while meeting the current highway regulations, and the width of the central median should be reduced accordingly to reduce the land resources occupied by highway construction. Utility Model Content

[0005] Regarding the aforementioned technical problem that existing steel guardrails require the addition of traditional anti-blocking steel structures, where the beams are all located on both sides of the posts, resulting in the total width of the guardrail being no less than the sum of the widths of the beams and posts, thus causing the width of the central divider to be no less than 1 meter, the technical solution adopted by this utility model to solve this problem is as follows:

[0006] A beam-column composite structure includes a first connecting section connected to the ground. An extended connecting section assembly and a crossbeam assembly are provided on the upper side of the first connecting section. The first connecting section has a first reinforcing part, the extended connecting section assembly has a second reinforcing part, and the crossbeam assembly has a third reinforcing part. The first, second, and third reinforcing parts are connected in cooperation, such that the crossbeam is positioned between the first connecting section and the extended connecting section assembly. The width of the crossbeam assembly in the horizontal plane is greater than the width of the extended connecting section assembly in the horizontal plane.

[0007] Furthermore, in some embodiments of this utility model, the first reinforcing part is located on the upper side of the first connecting segment, the second reinforcing part includes a second lower reinforcing part located on the lower side of the heightened connecting segment assembly, the first reinforcing part is provided with a first reinforcing part connecting hole for the connector to pass through, the second lower reinforcing part is provided with a second lower reinforcing part connecting hole for the connector to pass through, and the third reinforcing part includes a third upper connecting hole and a third lower connecting hole for the connector to pass through, respectively, the third upper connecting hole is correspondingly connected to the second lower reinforcing part connecting hole, and the third lower connecting hole is correspondingly connected to the first reinforcing part connecting hole.

[0008] Furthermore, in some embodiments of this utility model, the heightening connecting section assembly includes a first heightening section, the crossbeam assembly includes a first crossbeam located between the first heightening section and the first connecting section, and a second crossbeam connected to the upper side of the first heightening section, the second reinforcement part includes a second upper reinforcement part located on the upper side of the first heightening section, and the second upper reinforcement part is provided with a second upper reinforcement part connection hole for the connector to pass through.

[0009] Furthermore, in some embodiments of this utility model, the heightening connecting section assembly includes a first heightening section and a second heightening section, and the crossbeam assembly includes a first crossbeam located between the first heightening section and the first connecting section, a second crossbeam connected between the first heightening section and the second heightening section, and a third crossbeam connected to the upper side of the second heightening section.

[0010] Furthermore, in some embodiments of this utility model, a reinforcing pressure plate is connected to the uppermost side of the crossbeam assembly, and the reinforcing pressure plate is provided with a reinforcing pressure plate connection hole for the connecting member to pass through.

[0011] Furthermore, in some embodiments of this utility model, the longitudinal width of the cross-section of the heightened connecting section assembly is greater than the transverse width of the cross-section, and the vertical width of the first crossbeam is greater than the vertical width of the second crossbeam.

[0012] Furthermore, in some embodiments of this utility model, the beam assembly is provided with an extension connection portion, the extension connection portion is provided with an extension connection portion connection hole for the connector to pass through, and the beam assembly is also provided with a beam assembly opening adapted to the extension connection portion connection hole.

[0013] Furthermore, in some embodiments of this utility model, the distance between the first crossbeam and the second crossbeam is less than the distance between the second crossbeam and the third crossbeam.

[0014] Furthermore, in some embodiments of this utility model, the cross-section of the heightening connecting section assembly is rhomboid, and the cross-section of the beam assembly is rectangular.

[0015] Furthermore, another objective of this utility model is to provide a guardrail, including the beam-column combination structure described above.

[0016] The beneficial effects of this utility model are as follows:

[0017] This utility model optimizes the structural layout by placing the crossbeam assembly between the first connecting section and the heightened connecting section assembly, and making the width of the crossbeam assembly in the horizontal plane greater than the width of the heightened connecting section assembly in the horizontal plane. While providing protection on both sides, it reduces the overall lateral space occupied by the guardrail, thereby reducing the requirement for the width of the central divider and saving land resources. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the present invention.

[0019] Figure 2 for Figure 1 Side view and enlarged partial view.

[0020] Figure 3 for Figure 1 Top view and enlarged view of a part.

[0021] Figure 4 This is an exploded view of the present invention.

[0022] Figure 5 for Figure 4 Enlarged view of part A.

[0023] Figure 6 This is a schematic diagram of another embodiment of the present invention.

[0024] Figure 7 for Figure 6 Side view and enlarged partial view.

[0025] Figure 8 For Figure 6 Top view and enlarged view of a part.

[0026] Figure 9 This is an exploded view of another embodiment of the present invention.

[0027] Figure 10 for Figure 9 Enlarged view of part B. Detailed Implementation

[0028] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings. The described embodiments are merely some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0029] It should be noted that all directional indications in this utility model embodiment, such as (up, down, left, right, front, back, etc.), are only used to explain the relative positional relationship and movement of each component in a specific posture (as shown in the attached figure). If the specific posture changes, the directional indication will also change accordingly.

[0030] Furthermore, the use of terms such as "first" and "second" in this utility model is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0031] like Figures 1 to 10 The illustrated beam-column composite structure includes a first connecting section 1 connected to the ground. An extended connecting section assembly 2 and a crossbeam assembly 3 are provided on the upper side of the first connecting section 1. The first connecting section 1 has a first reinforcing part 11, the extended connecting section assembly 2 has a second reinforcing part 21, and the crossbeam assembly 3 has a third reinforcing part 31. The first reinforcing part 11, the second reinforcing part 21, and the third reinforcing part 31 are connected to each other so that the crossbeam assembly 3 is positioned between the first connecting section 1 and the extended connecting section assembly 2. The width of the crossbeam assembly 3 in the horizontal plane is greater than the width of the extended connecting section assembly 2 in the horizontal plane.

[0032] This utility model optimizes the structural layout by placing the crossbeam assembly between the first connecting section and the heightened connecting section assembly, and making the width of the crossbeam assembly in the horizontal plane greater than the width of the heightened connecting section assembly in the horizontal plane. While providing protection on both sides, it reduces the overall lateral space occupied by the guardrail, thereby reducing the requirement for the width of the central divider and saving land resources.

[0033] After adopting the structure of this utility model, the width of the Class A guardrail is only 100mm, and the minimum width of the median strip is 0.6 meters, which reduces the width by 0.4 meters. This can save 400 square meters of land per kilometer of highway. At the same time, it achieves double-sided protection with a single-sided beam and eliminates the traditional anti-blocking steel components, saving a lot of steel while achieving the same protective effect.

[0034] Specifically, the coordinated connection of the first, second, and third reinforcement sections enhances the connection strength between the crossbeam assembly and the first connecting section and the heightened connecting section assembly, making the entire guardrail structure more stable and better able to withstand the impact of vehicle collisions, thus improving its protective performance. The heightened connecting section assembly allows for adjustment of the crossbeam's height and support method, enabling the crossbeam to distribute loads more evenly under stress, avoiding localized stress concentration and improving the overall stability of the guardrail. By optimizing the connection method between the crossbeam assembly and the first connecting section and the heightened connecting section assembly, the use of traditional anti-blocking blocks can be replaced, resulting in a simpler structure, reduced manufacturing and installation costs, and prefabrication of components for on-site assembly, improving construction efficiency, shortening the construction period, and reducing subsequent maintenance workload.

[0035] Specifically, the reduction in the overall width of the guardrail allows the central median strip to be appropriately narrowed while meeting safety requirements, thereby improving land utilization. This is especially suitable for areas with scarce land resources, such as the outskirts of cities and mountainous areas, reducing the land occupation caused by highway construction.

[0036] In addition, in order to improve the protective effect of the crossbeam assembly, the width of the crossbeam assembly in the horizontal plane is greater than the width of the first connecting section in the horizontal plane.

[0037] Optionally, in some embodiments, the first connecting section and the heightened connecting section assembly form a column, the column being divided into several sections and the number of crossbeams being the same. When the column is set in three layers, the crossbeam is divided into three sections; when the column is set in two layers, the crossbeam is divided into two sections; when the column is set in four layers, the crossbeam is divided into four sections. A steel plate is welded to the connection position between each column and the crossbeam.

[0038] like Figures 1 to 10 The beam-column composite structure shown has a first reinforcing part 11 located on the upper side of the first connecting section 1, and a second reinforcing part 21 including a second lower reinforcing part 211 located on the lower side of the heightened connecting section assembly 2. The first reinforcing part 11 has a first reinforcing part connecting hole 111 through which the connector 12 passes, and the second lower reinforcing part 211 has a second lower reinforcing part connecting hole 2111 through which the connector 12 passes. The third reinforcing part 31 includes a third upper connecting hole 311 and a third lower connecting hole 312 through which the connector 12 passes, respectively. The third upper connecting hole 311 is correspondingly connected to the second lower reinforcing part connecting hole 2111, and the third lower connecting hole 312 is correspondingly connected to the first reinforcing part connecting hole 111.

[0039] Specifically, the first connecting section is vertically oriented. A first reinforcing part, located above the first connecting section, is fixed to a second lower reinforcing part, located below the heightened connecting section assembly, via a connector, forming a first rigid connection to ensure vertical force transmission between the first connecting section buried in the ground and the heightened connecting section assembly. A third reinforcing part connects to the second lower reinforcing part of the heightened connecting section assembly via a third upper connecting hole. Simultaneously, the third lower connecting hole corresponds to the first reinforcing part's connecting hole, forming a second layer of cross-reinforcement. This allows the lateral load of the beam, such as the force of a vehicle collision, to be distributed between the first connecting section and the heightened connecting section assembly. This multi-segment reinforcement structure effectively resists the lateral impact force during a vehicle collision, preventing the guardrail from tilting or breaking due to excessive localized stress, making it particularly suitable for high-traffic scenarios such as highways. During a vehicle collision, the impact force is distributed through the beam assembly, the heightened connecting section assembly, and the first connecting section, preventing a single component, such as the first connecting section, from bearing excessive concentrated loads and extending the guardrail's service life.

[0040] Furthermore, as a preferred embodiment of this utility model and not a limitation, all reinforced parts are pre-set with a first reinforcing part connection hole, a second lower reinforcing part connection hole, a third upper connection hole, and a third lower connection hole. During installation, only the hole positions need to be aligned and fixed with bolts or rivets, eliminating the need for on-site welding or cutting, significantly shortening construction time. Specifically, the first connecting section can be fixed first, then the crossbeam assembly can be installed, and finally the heightening connecting section assembly can be installed. This allows for parallel operation and flexible adaptation to different construction conditions. In addition, the connecting holes of this utility model adopt an elongated oval hole or a reserved gap design, allowing for fine-tuning of the height or angle of the crossbeam assembly during installation to ensure that the guardrail alignment is consistent with the road design and to avoid a decrease in protective performance due to construction errors. If a part of the crossbeam assembly or the heightening connecting section assembly is damaged, it can be quickly replaced by disassembling the corresponding connector without dismantling the entire guardrail, reducing maintenance costs.

[0041] Optionally, the connectors are high-strength bolts, with at least two bolts connecting each layer of crossbeams to the columns, and the bolt connection direction is vertical. The fit between the connectors and each reinforcement part can reduce welding residual stress and lower the risk of metal fatigue, making it particularly suitable for highway environments that are subjected to dynamic loads for a long time.

[0042] Optionally, in some embodiments, the first reinforcing part is a steel plate and is connected to the first connecting section by welding, and the second lower reinforcing part is a steel plate and is connected to the lower side of the heightening connecting section assembly by welding.

[0043] like Figures 6 to 10The beam-column combination structure shown includes a first heightened section 4 in the heightened connecting section assembly 2, a first crossbeam 7 located between the first heightened section 4 and the first connecting section 1, and a second crossbeam 8 connected to the upper side of the first heightened section 4. The second reinforcement part 21 includes a second upper reinforcement part 212 located on the upper side of the first heightened section 4, and the second upper reinforcement part 212 is provided with a second upper reinforcement part connection hole 2121 for the connector 12 to pass through.

[0044] Specifically, the first crossbeam, located between the first connecting section and the first heightened section, can withstand the initial impact force during a vehicle collision and absorb some energy through deformation. The second crossbeam, located above the first heightened section, serves as secondary protection, continuing to block and guide the vehicle's trajectory after it breaks through the first crossbeam, forming a tiered energy absorption mechanism, thereby improving the overall crashworthiness of the guardrail. Specifically, the layered structure can disperse the impact load of high-speed or heavy vehicles such as trucks, preventing single crossbeams from breaking due to overload and enhancing the guardrail's reliability under extreme conditions. Furthermore, the layered structure facilitates partial replacement, avoiding complete dismantling and further saving on life-cycle costs.

[0045] Furthermore, as a preferred embodiment of this utility model and not a limitation, the first heightening section raises the second crossbeam to a higher position, such as above the top of a traditional guardrail. This improves nighttime driving visibility, preventing drivers from being dazzled by oncoming headlights due to a low guardrail, thus enhancing nighttime driving safety. A higher guardrail top is more easily visible to drivers, especially on curves or in rainy or foggy weather, thereby improving road boundary visibility. The height of the first heightening section is customizable, allowing the guardrail to adapt to different road median widths, number of lanes, or the higher protection requirements of mountain roads. By raising the second crossbeam only through the first heightening section, rather than increasing the overall guardrail height, the amount of steel used can be reduced, while also reducing the load on the posts and lowering foundation costs.

[0046] This utility model effectively transfers the lateral force of the heightened section to the first connecting section through the coordinated connection of the first reinforcing part, the second lower reinforcing part, and the third reinforcing part. The low-position support of the first crossbeam enhances the overall bending resistance and prevents the guardrail from becoming unstable and easily overturning due to excessive weight at the top.

[0047] like Figures 1 to 5 The beam-column composite structure shown includes a first heightened section 4 and a second heightened section 5 in the heightened connecting section 2, and a crossbeam assembly 3 including a first crossbeam 7 located between the first heightened section 4 and the first connecting section 1, a second crossbeam 8 connected between the first heightened section 4 and the second heightened section 5, and a third crossbeam 9 connected to the upper side of the second heightened section 5.

[0048] Optionally, in some embodiments, the first crossbeam is located between the first connecting section and the first raised section, absorbing the initial collision energy and slowing the vehicle speed through deformation. The second crossbeam is located between the first and second raised sections, serving as secondary protection, continuing to block and guide the trajectory after the vehicle breaks through the first crossbeam. The third crossbeam is located above the second raised section, serving as the final line of defense, ensuring effective interception even in extreme situations such as high-speed heavy vehicles, preventing the vehicle from crossing the guardrail. Specifically, during a vehicle collision, the impact force is dispersed upwards and downwards through the crossbeam assembly, which transmits the force to the side from the first raised section to the second raised section and to the side from the first raised section to the first connecting section, significantly reducing the force at a single point and preventing localized breakage or overturning.

[0049] Furthermore, the first crossbeam is positioned low, providing basic protection and reducing glare for drivers at close range. The second crossbeam is positioned in the middle, which can work with reflective film to enhance nighttime reflectivity and improve lane boundary visibility. The third crossbeam is positioned high, improving the visibility of the guardrail outline, especially on curves, slopes, or in inclement weather, reducing the risk of driver misjudgment.

[0050] Optionally, in some embodiments, an anti-glare panel or LED warning light may be installed on the high-position third crossbeam to further reduce the glare effect on oncoming lanes and improve nighttime driving safety.

[0051] Specifically, the first and second height-adjustable sections can be customized to adapt the guardrail to different road conditions, such as the width of the central median, the number of lanes, or the roadside clearance requirements for mountain roads, urban overpasses, etc.

[0052] Furthermore, after the second heightening section further raises the third crossbeam, the top load is effectively distributed to the column foundation through the coordinated connection of the first reinforcement section, the second lower reinforcement section, and the third reinforcement section, improving the overall anti-overturning stability. Raising only three crossbeams through two levels of heightening sections, rather than increasing the overall height of the guardrail, reduces steel usage, lowers the column load, and reduces foundation costs. The layered structure facilitates partial replacement of damaged crossbeam components, avoiding complete dismantling, reducing maintenance costs and traffic disruption.

[0053] like Figures 1 to 5 The beam-column combination structure shown has a reinforcing pressure plate 10 connected to the uppermost side of the crossbeam assembly 3. The reinforcing pressure plate 10 is provided with a reinforcing pressure plate connection hole 101 for the connecting member 12 to pass through.

[0054] Specifically, the reinforcing plate, through connectors such as bolts, presses and fixes the end of the uppermost crossbeam, such as the third crossbeam. The reinforcing plate applies downward pressure to the top of the crossbeam, and distributes the concentrated force at the end of the crossbeam to the second heightened section through the connectors, reducing local stress concentration and preventing cracking at the connection points due to fatigue or impact. This enhances the overall bending resistance of the crossbeam, effectively limiting the longitudinal warping or displacement of the third crossbeam caused by force during a vehicle collision, preventing the crossbeam from breaking due to excessive bending moment, and avoiding local failure of the guardrail. By fixing the end of the crossbeam, the reinforcing plate improves the lateral displacement resistance of the top of the guardrail and reduces the risk of vehicles crossing.

[0055] like Figure 5 As shown, the reinforcing plate and the third reinforcement work together to form multiple fixing points: the connecting holes of the reinforcing plate, the third reinforcement hole, and the connecting holes of the second upper reinforcement. This further strengthens the shear resistance of the joint, allowing the load to be transferred more evenly to the column foundation and improving the overall structural stability. Furthermore, the reinforcing plate can be quickly positioned and installed using pre-drilled holes, reducing on-site drilling or cutting operations and improving construction efficiency.

[0056] like Figures 1 to 10 The beam-column composite structure shown has a longitudinal width greater than a transverse width in the cross-section of the heightened connecting section component 2.

[0057] Specifically, the increased longitudinal width of the heightened connecting section assembly directly increases the moment of inertia of the section, thereby enhancing the longitudinal bending resistance of the guardrail during vehicle collisions. This effectively resists the impact bending moment transmitted by the crossbeams and prevents local buckling or fracture of the connecting section. Although the transverse width of the heightened connecting section assembly is relatively narrow, through its coordinated connection with the first and second reinforcement sections, the transverse load of one heightened connecting section assembly can be quickly distributed to the first connecting section and / or other heightened connecting section assemblies, forming a multi-path force distribution and preventing lateral instability.

[0058] Furthermore, the longitudinally widened and laterally narrowed cross-section reduces lateral redundant material and steel consumption while ensuring longitudinal strength, thereby reducing the overall weight of the guardrail and lowering transportation and installation costs.

[0059] In addition, reducing the lateral width can further compress the overall lateral space occupied by the guardrail, providing a more flexible solution for road sections with limited central median width, such as old road reconstruction and mountain roads.

[0060] like Figure 6 The beam-column composite structure shown has a vertical width of the first beam 7 that is greater than the vertical width of the second beam 8.

[0061] Specifically, the wider vertical cross section of the first crossbeam has a larger moment of inertia and bending stiffness, which can bear the main impact load during a vehicle collision. It absorbs more energy through deformation, effectively reducing the vehicle speed and mitigating its lateral displacement.

[0062] Furthermore, the narrower vertical cross-section of the second beam reduces material usage while ensuring basic protective strength, creating tiered energy absorption and preventing excessive energy concentration on a single beam, thus improving overall protective efficiency. The reduced weight of the second beam also lowers the load on the heightened connection section and reduces the design load on the column foundation.

[0063] Optionally, in some embodiments, the first crossbeam with a wide cross section can be installed and fixed first, providing a more stable support reference for the subsequent second crossbeam; the second crossbeam with a narrow cross section is lightweight and easy to install at height.

[0064] like Figure 1 The beam-column combination structure shown has a distance between the first crossbeam 7 and the second crossbeam 8 that is less than the distance between the second crossbeam 8 and the third crossbeam 9.

[0065] Specifically, the first and second crossbeams are close together, forming a tight protective zone. This allows for rapid intervention at the initial high speed of a collision, with the coordinated deformation of the two crossbeams significantly absorbing the initial impact energy and preventing the vehicle from penetrating the guardrail due to the failure of a single crossbeam. The increased distance between the second and third crossbeams provides the vehicle with a longer deceleration buffer space, allowing it to be smoothly intercepted by the third crossbeam at a lower speed after being blocked by the first two crossbeams, reducing the risk of secondary injuries caused by a violent collision.

[0066] Furthermore, the close-spaced double crossbeam design distributes the initial impact force across the two crossbeams, preventing a single crossbeam from bearing excessive concentrated loads, reducing the risk of local buckling or fracture, and enabling multiple braking actions against the vehicle in a very short time, effectively shortening the collision duration, reducing the peak vehicle acceleration, and protecting occupant safety. The wide-spaced design allows the third crossbeam to primarily bear the remaining low-speed impact and trajectory guidance functions, resulting in gentler stress distribution and reducing the risk of lateral skidding or rollover caused by high-speed impacts, ensuring the vehicle slides smoothly along the guardrail.

[0067] like Figure 3 or Figure 8 The diagram shows a beam-column composite structure, wherein the cross-section of the heightened connecting section component 2 is rhomboid, and the cross-section of the beam component 3 is rectangular.

[0068] Furthermore, as a preferred embodiment of this utility model and not a limitation, the heightened connecting section adopts a rhomboid cross section. The narrow side resists the lateral force, and the wide side resists the longitudinal force. Through the multi-directional stiffness distribution, the concentrated impact force during a vehicle collision is dispersed to the connection point of the column and the beam. The difference in stiffness in the diagonal direction can effectively resist the torsional load generated during a vehicle collision, such as oblique impact, and avoid structural failure of the connecting section due to stress twisting.

[0069] Furthermore, the crossbeam assembly adopts a rectangular cross section, and its isotropic stiffness can evenly distribute vertical and lateral loads, providing stable bending support during vehicle collisions and ensuring that the crossbeam is not easily deformed or broken.

[0070] In addition, the diamond-shaped design of the heightened connecting section components results in a smaller lateral projection in the central divider, which can further reduce the overall width of the guardrail.

[0071] Optionally, in some embodiments, the cross-section of the first connecting end is rhomboid.

[0072] Alternatively, in some embodiments, such as Figure 8 As shown, the angle α between the face of the rhomboid column facing the driving direction and the driving direction is less than 90 degrees, which makes it less likely to obstruct vehicles. Preferably, the angle α is 56 degrees.

[0073] In some embodiments, the diameter of the crossbeam assembly is larger than the diameter of the extension connector. The extension connector is inserted between two adjacent horizontally arranged crossbeam assemblies and is fixed and extended by bolts or other connectors. The extension connector, acting as an inner sleeve, connects the two crossbeam assemblies on the left and right sides simultaneously.

[0074] In this embodiment, the extension connection portion 13 is provided in two sets respectively on the upper and lower sides of the crossbeam assembly. The extension connection portion 13 includes an upper extension connection portion 131 on the upper side and an upper extension connection portion 132 on the lower side. The upper extension connection portion 131 is provided with four extension connection portion connection holes 130, two of which are connected to the crossbeam assembly on the left side and the other two are connected to the crossbeam assembly on the right side. Similarly, the lower extension connection portion 132 is provided with four extension connection portion connection holes 130, which correspond one-to-one with the extension connection portion connection holes 130 on its upper side. The connector can be fixedly connected by the extension connection portion connection holes 130 and the crossbeam assembly opening 30.

[0075] like Figures 1 to 10 The guardrail shown includes the beam-column combination structure described above.

[0076] This utility model optimizes the structural layout by placing the crossbeam assembly between the first connecting section and the heightened connecting section assembly, and making the width of the crossbeam assembly in the horizontal plane greater than the width of the heightened connecting section assembly in the horizontal plane. While providing protection on both sides, it reduces the overall lateral space occupied by the guardrail, thereby reducing the requirement for the width of the central divider and saving land resources.

[0077] Optionally, in some embodiments, this invention forms a multi-level protection system through a layered design of a wide-section first crossbeam, a narrow-section second crossbeam, and a high-positioned third crossbeam. During a vehicle collision, the initial impact is absorbed and mitigated by the first crossbeam, the remaining energy is buffered by the second crossbeam, and finally, the third crossbeam intercepts the impact from a high position, ensuring that the vehicle does not cross the guardrail and reducing the risk of secondary accidents in high-speed collisions involving heavy vehicles.

[0078] Optionally, in some embodiments, the rhomboid cross section of the heightened connecting section assembly can resist torsional dispersion of impact force, and work synergistically with the rectangular cross section of the crossbeam assembly to uniformly resist bending. Combined with the cross-fixing of the first reinforcement part, the second reinforcement part, and the third reinforcement part, the guardrail is less likely to tilt or break under oblique vehicle impact or extreme load, and the overall stability is improved.

[0079] Optionally, in some embodiments, by optimizing the horizontal width of the cross-section of the beam component to be greater than the horizontal width of the cross-section of the heightened connecting section component, and by optimizing the narrow projection of the rhomboid cross-section, the overall lateral space occupied by the guardrail can be compressed to 100mm, compared to about 500mm for traditional guardrails. This reduces the required width of the central median strip from 1m to 0.6m, resulting in a land saving rate of over 40%, making it particularly suitable for scenarios such as old road renovation and narrow mountain roads.

[0080] Optionally, in some embodiments, the height-adjustable design of the height-adjustable connecting section assembly allows for independent height adjustment, adapting to different road cross-sections and exhibiting strong versatility.

[0081] Optionally, in some embodiments, the differentiated design of the wide-section first crossbeam and the narrow-section second crossbeam, as well as the setting of the rhomboid crossbeam for directional force, reduces the amount of steel used by about 8%-12%, and the local reinforcement of the pressure plate replaces the overall thickening, further reducing material costs.

[0082] Alternatively, in some embodiments, the layered beam structure supports partial replacement without requiring complete removal.

[0083] Optionally, in some embodiments, the gradient height design of the layered crossbeams, from the lower first crossbeam to the higher third crossbeam, can enhance the visibility of the guardrail outline and improve the driver's ability to identify lane boundaries at night or in rainy or foggy weather.

[0084] The column of this utility model consists of a first connecting section and a heightening connecting section assembly, each section being welded from the ends of a steel pipe and a steel plate. The first connecting section and the heightening connecting section assembly can be rectangular tubes and rhomboid tubes respectively, or both can be rhomboid tubes. The steel pipes are 120mm × 80mm × 5mm in size, made of Q355 or 700 high-strength steel, and manufactured using welded pipe extrusion molding. The surface is hot-dip galvanized and powder-coated to a brown color. The columns are installed using a drilling and piling method, with a column spacing of 3-4 meters.

[0085] The basic dimensions of the crossbeam assembly are 100mm×100mm×3mm. The first crossbeam can be adjusted to 120mm×100mm×3mm. The crossbeam assembly is made of square tube, 700 high-strength steel, and is processed by welded pipe extrusion molding. The surface is treated with hot-dip galvanizing and powder coating. It is connected to the column with bolts.

[0086] The height of the crossbeam assembly is as follows: the center of the first crossbeam is 300mm from the road surface, the center of the second crossbeam is 500mm from the road surface, and the center of the third crossbeam is 850mm from the road surface.

[0087] like Figure 3 As shown, the crossbeam connector, i.e. the extension connector 13, has a size of 450mm×90mm×8mm and is made of 700 high-strength steel. The crossbeams are connected as a whole using round-head M16 bolts, and the bolts are equipped with cap nuts.

[0088] like Figure 5 As shown, the dimensions of the beam connector, i.e. the extension connector 13, are 450mm × 90mm.

[0089] Example 1

[0090] like Figures 1 to 10 The illustrated beam-column composite structure includes a first connecting section 1 connected to the ground. An extended connecting section assembly 2 and a crossbeam assembly 3 are provided on the upper side of the first connecting section 1. The first connecting section 1 has a first reinforcing part 11, the extended connecting section assembly 2 has a second reinforcing part 21, and the crossbeam assembly 3 has a third reinforcing part 31. The first reinforcing part 11, the second reinforcing part 21, and the third reinforcing part 31 are connected to each other so that the crossbeam assembly 3 is positioned between the first connecting section 1 and the extended connecting section assembly 2. The width of the crossbeam assembly 3 in the horizontal plane is greater than the width of the extended connecting section assembly 2 in the horizontal plane.

[0091] This utility model optimizes the structural layout by placing the crossbeam assembly 3 between the first connecting section 1 and the heightened connecting section assembly 2, and making the width of the crossbeam assembly 3 in the horizontal plane greater than the width of the heightened connecting section assembly 2 in the horizontal plane. While achieving protection on both sides, it reduces the overall lateral space occupied by the guardrail, thereby reducing the requirement for the width of the central divider and saving land resources.

[0092] After adopting the structure of this utility model, the width of the Class A guardrail is only 100mm, and the minimum width of the median strip is 0.6 meters, which reduces the width by 0.4 meters. This can save 400 square meters of land per kilometer of highway. At the same time, it achieves double-sided protection with a single-sided beam and eliminates the traditional anti-blocking steel components, saving a lot of steel while achieving the same protective effect.

[0093] The first connecting section and the heightening connecting section assembly form a column. The column is divided into several sections, which are the same number as the crossbeams. A steel plate is welded to the connection position between each column section and the crossbeam.

[0094] Example 2

[0095] Based on Example 1, Example 2 also has the following implementation method:

[0096] The first reinforcing part 11 is located on the upper side of the first connecting section 1. The second reinforcing part 21 includes a second lower reinforcing part 211 located on the lower side of the heightened connecting section assembly 2. The first reinforcing part 11 is provided with a first reinforcing part connecting hole 111 through which the connector 12 passes. The second lower reinforcing part 211 is provided with a second lower reinforcing part connecting hole 2111 through which the connector 12 passes. The third reinforcing part 31 includes a third upper connecting hole 311 and a third lower connecting hole 312 through which the connector 12 passes. The third upper connecting hole 311 is correspondingly connected to the second lower reinforcing part connecting hole 2111, and the third lower connecting hole 312 is correspondingly connected to the first reinforcing part connecting hole 111.

[0097] The connector 12 is a high-strength bolt. At least two bolts are used to connect each layer of beams and columns, and the bolt connection direction is vertical.

[0098] The first reinforcing part 11 is a steel plate and is connected to the first connecting section 1 by welding. The second lower reinforcing part 211 is a steel plate and is connected to the lower side of the heightening connecting section assembly 2 by welding.

[0099] Example 3

[0100] Based on Example 2, Example 3 also has the following implementation method:

[0101] The heightening connecting section assembly 2 includes a first heightening section 4, the crossbeam assembly 3 includes a first crossbeam 7 located between the first heightening section 4 and the first connecting section 1, and a second crossbeam 8 connected to the upper side of the first heightening section 4, the second reinforcement part 21 includes a second upper reinforcement part 212 located on the upper side of the first heightening section 4, and the second upper reinforcement part 212 is provided with a second upper reinforcement part connection hole 2121 for the connector 12 to pass through.

[0102] Example 4

[0103] Based on Example 3, Example 4 also has the following implementation method:

[0104] The heightening connection section assembly 2 includes a first heightening section 4 and a second heightening section 5. The crossbeam assembly 3 includes a first crossbeam 7 located between the first heightening section 4 and the first connection section 1, a second crossbeam 8 connected between the first heightening section 4 and the second heightening section 5, and a third crossbeam 9 connected to the upper side of the second heightening section 5.

[0105] The uppermost side of the third crossbeam 9 is connected to a reinforcing pressure plate 10, and the reinforcing pressure plate 10 is provided with a reinforcing pressure plate connection hole 101 for the connecting member 12 to pass through.

[0106] Example 5

[0107] Example 5, based on Example 1, also has the following implementation method:

[0108] The longitudinal width of the cross section of the heightened connecting segment component 2 is greater than the transverse width of the cross section.

[0109] Example 6

[0110] Based on Example 3, Example 6 also has the following implementation method:

[0111] The vertical width of the first crossbeam 7 is greater than the vertical width of the second crossbeam 8.

[0112] Example 7

[0113] Example 7, based on Example 4, also has the following implementation method:

[0114] The distance between the first crossbeam 7 and the second crossbeam 8 is less than the distance between the second crossbeam 8 and the third crossbeam 9.

[0115] Example 8

[0116] Example 8, based on Example 1, also has the following implementation method:

[0117] The cross-section of the heightened connecting section component 2 is rhomboid, and the cross-section of the beam component 3 is rectangular.

[0118] like Figure 8 As shown, the angle α between the face of the rhomboid column facing the driving direction and the driving direction is less than 90 degrees, which makes it less likely to obstruct vehicles. Preferably, the angle α is 56 degrees.

[0119] Example 9

[0120] Example 9, based on Example 1, also has the following implementation method:

[0121] The crossbeam assembly 3 is provided with an extension connection part 13, and the extension connection part 13 is provided with an extension connection part connection hole 130. The crossbeam assembly 3 is also provided with a crossbeam assembly opening 30 adapted to the extension connection part connection hole 130. The extension connection part 13 is provided with two sets respectively arranged on the upper and lower sides of the crossbeam assembly 3. The extension connection part 13 includes an upper extension connection part 131 located on the upper side and an upper extension connection part 132 located on the lower side. The upper extension connection part 131 is provided with four extension connection part connection holes 130, two of which are connected to the crossbeam assembly 3 on the left side and the other two are connected to the crossbeam assembly 3 on the right side. Similarly, the lower extension connection part 132 is provided with four extension connection part connection holes 130, which correspond one-to-one with the extension connection part connection holes 130 located on its upper side. The connector 12 can be fixedly connected by the extension connection part connection holes 130 and the crossbeam assembly opening 30.

[0122] Example 10

[0123] Example 10, based on the above examples, has the following implementation method:

[0124] like Figures 1 to 10 The guardrail shown includes the beam-column combination structure described above. By optimizing the horizontal width of the cross-section of the beam assembly 3 (which is greater than the horizontal width of the cross-section of the heightened connecting section 2) and the narrow-plane projection of the rhomboid cross-section, the overall lateral space occupied by the guardrail can be compressed to 100mm, compared to approximately 500mm for traditional guardrails. This reduces the required width of the central median strip from 1m to 0.6m, resulting in a land saving rate of over 40%, making it particularly suitable for scenarios such as old road reconstruction and narrow mountain roads.

[0125] The above examples are merely illustrative of the technical content of this utility model to facilitate reader understanding, but do not imply that the implementation of this utility model is limited to these embodiments. Any technical extensions or re-creations made based on this utility model are protected by this utility model. The scope of protection of this utility model is defined by the claims.

Claims

1. A beam-column composite structure comprising a first connecting segment (1) connected to the ground, characterized in that: The first connecting segment (1) is provided with a heightened connecting segment assembly (2) and a crossbeam assembly (3) on its upper side. The first connecting segment (1) is provided with a first reinforcing part (11), the heightened connecting segment assembly (2) is provided with a second reinforcing part (21), and the crossbeam assembly (3) is provided with a third reinforcing part (31). The first reinforcing part (11), the second reinforcing part (21), and the third reinforcing part (31) are connected in cooperation so that the crossbeam assembly (3) is located between the first connecting segment (1) and the heightened connecting segment assembly (2). The width of the crossbeam assembly (3) in the horizontal plane is greater than the width of the heightened connecting segment assembly (2) in the horizontal plane.

2. The beam-column composite structure according to claim 1, wherein: The first reinforcing part (11) is located on the upper side of the first connecting section (1), and the second reinforcing part (21) includes a second lower reinforcing part (211) located on the lower side of the heightened connecting section assembly (2). The first reinforcing part (11) is provided with a first reinforcing part connecting hole (111) through which the connector (12) passes, and the second lower reinforcing part (211) is provided with a second lower reinforcing part connecting hole (2111) through which the connector (12) passes. The third reinforcing part (31) includes a third upper connecting hole (311) and a third lower connecting hole (312) through which the connector (12) passes, respectively. The third upper connecting hole (311) is connected to the second lower reinforcing part connecting hole (2111), and the third lower connecting hole (312) is connected to the first reinforcing part connecting hole (111).

3. A beam-column composite structure according to claim 2, wherein: The heightening connecting section assembly (2) includes a first heightening section (4), the crossbeam assembly (3) includes a first crossbeam (7) located between the first heightening section (4) and the first connecting section (1), and a second crossbeam (8) connected to the upper side of the first heightening section (4). The second reinforcement part (21) includes a second upper reinforcement part (212) located on the upper side of the first heightening section (4), and the second upper reinforcement part (212) is provided with a second upper reinforcement part connection hole (2121) through which the connector (12) passes.

4. The beam-column composite structure according to claim 1, wherein: The heightening connection section assembly (2) includes a first heightening section (4) and a second heightening section (5). The crossbeam assembly (3) includes a first crossbeam (7) located between the first heightening section (4) and the first connection section (1), a second crossbeam (8) connected between the first heightening section (4) and the second heightening section (5), and a third crossbeam (9) connected to the upper side of the second heightening section (5).

5. The beam-column composite structure according to claim 2, wherein: The uppermost side of the beam assembly (3) is connected to a reinforcing plate (10), and the reinforcing plate (10) is provided with a reinforcing plate connection hole (101) through which the connector (12) passes.

6. The beam-column composite structure according to claim 3, wherein: The longitudinal width of the cross section of the heightened connecting section component (2) is greater than the transverse width of the cross section, and the vertical width of the first crossbeam (7) is greater than the vertical width of the second crossbeam (8).

7. The beam-column composite structure according to claim 3, wherein: The beam assembly (3) is provided with an extension connection part (13), the extension connection part (13) is provided with an extension connection part connection hole (130) for the connector (12) to pass through, and the beam assembly (3) is also provided with a beam assembly opening (30) adapted to the extension connection part connection hole (130).

8. The beam-column composite structure according to claim 4, wherein: The distance between the first crossbeam (7) and the second crossbeam (8) is less than the distance between the second crossbeam (8) and the third crossbeam (9).

9. The beam-column composite structure according to claim 1, wherein: The cross-section of the heightened connecting section assembly (2) is rhomboid, and the cross-section of the beam assembly (3) is rectangular.

10. A barrier characterised in that: Includes the beam-column composite structure as described in any one of claims 1-9.

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