Guardrail with high-efficiency multi-adaptation assembly connection mode

Abstract

The application relates to the technical field of highway protection facilities, and discloses a guardrail with an efficient multi-adaptive assembling and connecting mode, which is used to solve the problems of great construction difficulty, long construction time and high traffic organization cost of concrete wing walls in the prior art. The guardrail comprises a transition section guardrail located between a bridge section guardrail and a roadbed section guardrail. Specifically, the bridge section guardrail comprises a base provided with a first impact surface and a second impact surface connected with each other. The transition section guardrail comprises a connecting base and a protective beam, wherein the connecting base comprises a first fixed plate and a second fixed plate connected with each other, and the second fixed plate is bent relative to the first fixed plate. During specific installation, the first fixed plate is located on the first impact surface and fixedly connected with the first impact surface; the second fixed plate is located on the second impact surface and fixedly connected with the second impact surface. One end of the protective beam is fixedly connected with the first fixed plate, and the other end of the protective beam away from the first fixed plate is fixedly connected with the roadbed section guardrail.

Description

Technical Field

[0001] This application relates to the field of highway protection facilities technology, and in particular to a guardrail with an efficient and adaptable assembly connection method. Background Technology

[0002] Currently, most bridge guardrails and roadbed guardrails use concrete wing walls for transition. One end of the concrete wing wall connects to the bridge guardrail, and the other end connects to the roadbed guardrail. However, during guardrail installation, the concrete wing wall is often formed by on-site casting, which requires the arrangement of cement, sand, steel bars, and casting equipment on-site. This makes construction difficult, time-consuming, and results in high traffic management costs. Utility Model Content

[0003] This application provides a guardrail with an efficient and adaptable assembly connection method to solve the problems of high construction difficulty, long construction time, and high traffic organization cost caused by using concrete wing walls for transition connection between bridge section guardrails and roadbed section guardrails in the prior art.

[0004] This application provides a guardrail with an efficient and adaptable assembly connection method. The guardrail includes a bridge section guardrail, a roadbed section guardrail, and a transition section guardrail, wherein the transition section guardrail is located between the bridge section guardrail and the roadbed section guardrail. For bridge section guardrails, the bridge section guardrail includes a base, the base has a first impact surface and a second impact surface, the included angle between the first impact surface and the second impact surface is an obtuse angle, and the first impact surface is located on top of the second impact surface; For the transition section guardrail, the transition section guardrail includes a connecting seat and a protective beam, wherein: The connecting seat includes a first fixing plate and a second fixing plate connected to each other, and the second fixing plate is bent relative to the first fixing plate; the first fixing plate is located on the first impact surface and is fixedly connected to the first impact surface; the second fixing plate is located on the second impact surface and is fixedly connected to the second impact surface. One end of the protective beam is fixedly connected to the first fixing plate, and the end of the protective beam away from the first fixing plate is fixedly connected to the roadbed guardrail.

[0005] In the above embodiments, a transition section guardrail connects the bridge section guardrail and the roadbed section guardrail. Compared with a concrete wing wall, this transition section guardrail comprises multiple components. These components can be mass-produced and assembled on-site to form a rigid wing wall, thereby shortening construction time, improving installation efficiency, reducing the impact on road traffic, and lowering traffic organization costs. Furthermore, the transition section guardrail can adjust its installation height according to the guardrail height, thus being applicable to guardrails of different heights and having a wide range of applications.

[0006] In one optional technical solution, the connecting seat further includes a third fixing plate, which is fixedly connected to the first fixing plate, and the third fixing plate is bent relative to the first fixing plate; The third fixing plate and the base are fixedly connected to the end face of the roadbed section guardrail.

[0007] The aforementioned connecting seat can be fixedly connected not only to the first and second impact surfaces of the base, but also to the end face of the base, thereby improving the stability of the connecting seat and correspondingly improving the stability of the protective beam.

[0008] In one optional technical solution, the transition section guardrail includes a plurality of connecting seats, which are spaced apart along the extension direction of the base. The protective beam can be fixedly connected to the base of the bridge section guardrail through the aforementioned plurality of connecting seats, thereby making it more stable.

[0009] In one optional technical solution, the first fixing plate and the second fixing plate can be an integral structure. Alternatively, the first fixing plate and the second fixing plate can also be welded together.

[0010] In one optional technical solution, a first gasket is provided between the first fixing plate and the first impact surface, and a second gasket is provided between the second fixing plate and the second impact surface.

[0011] In the above technical solution, the first and second gaskets can undergo compression deformation when squeezed, thereby making close contact with the connecting seat and the base, thus improving the fixing effect of the connecting seat.

[0012] In one optional technical solution, the first fixing plate is provided with a first elongated hole, the first elongated hole having a first end and a second end arranged along the length direction, the height of the first elongated hole from the ground gradually increases from the first end to the second end; and the angle between the line connecting the first end and the second end and the extension direction of the protective beam is an acute angle. The protective beam is installed at the first end.

[0013] In the above technical solution, when the protective beam is impacted, the protective beam can slide along the first elongated hole from the first end to the second end, thereby raising the height of the protective beam, reducing the risk of vehicles overturning the protective beam, and improving the protective capability of the transition section guardrail.

[0014] In one optional technical solution, the first elongated hole is an arc-shaped hole.

[0015] In one optional technical solution, a buffer block is provided between the protective beam and the first fixed plate. The buffer block includes multiple sidewalls that form a buffer space, and the buffer space contains an elastic buffer element. When the protective beam is impacted, the buffer block and the elastic buffer element can absorb impact energy through deformation, thereby reducing the damage to the vehicle during the impact.

[0016] In one optional technical solution, the buffer block includes a first sidewall, a second sidewall, and a third sidewall. The first sidewall is located on the side of the buffer block facing the protective beam, and the second and third sidewalls are located at both ends of the first sidewall and are arranged along the extension direction of the protective beam. The first sidewall has a second elongated hole, which is provided along the extension direction of the protective beam; the second elongated hole contains a fastener, which connects the protective beam and the first sidewall. The buffer space contains at least one of the elastic buffer members, and the at least one elastic buffer member includes a first elastic buffer member. The first elastic buffer member is located between the fastener and the second sidewall, and the first elastic buffer member and the second sidewall are fixedly connected. The first elastic buffer member is capable of stretching and deforming along the extension direction of the protective beam.

[0017] In the above technical solution, when the protective beam is subjected to an impact force along its extension direction, the fastener can slide within the second elongated hole under the action of the protective beam, thereby compressing the first elastic buffer and causing it to undergo compressive deformation. The first elastic buffer can convert a portion of the impact kinetic energy into elastic potential energy during the deformation process, thus playing a buffering role.

[0018] In one optional technical solution, at least one of the elastic buffers further includes a second elastic buffer, which is located between the fastener and the third sidewall, and the second elastic buffer and the third sidewall are fixedly connected; the second elastic buffer is capable of stretching and deforming along the extension direction of the protective beam.

[0019] In the above technical solution, when the protective beam is not impacted, the first and second elastic buffers can be in a compressed state, thereby applying opposite forces to the fasteners and clamping them. At this time, the protective beam remains stationary. When the protective beam is subjected to an impact force along its extension direction, as the fasteners move, the first or second elastic buffer will be further compressed, thereby absorbing some of the impact kinetic energy. This reduces vehicle damage in traffic accidents and minimizes personal injury. Attached Figure Description

[0020] Figure 1This is a schematic diagram of the structure of the guardrail provided in some embodiments of this application; Figure 2 for Figure 1 The side view of the base shown; Figure 3 Assembly diagrams of the base and transition guardrail provided in some embodiments of this application; Figure 4 The connection seat provided in the embodiments of this application is shown in some embodiments as a structural schematic diagram; Figure 5 The connection seat provided in the embodiments of this application is shown in some embodiments as a structural schematic diagram; Figure 6 Schematic diagrams of the connector provided in the embodiments of this application in other embodiments; Figure 7 Schematic diagrams of the structure of the guardrail provided in the embodiments of this application in other embodiments; Figure 8 Assembly diagrams of the base and transition guardrail provided in embodiments of this application in other embodiments; Figure 9 The diagram shows the assembly of the buffer block and protective beam provided in some embodiments of this application.

[0021] Figure label: 10-Bridge section guardrail; 11-Base; 111 - First impact surface; 112 - Second impact surface; 113 - End face; 114 - First part; 115 - Part Two; 20 - Roadbed Section Guardrail; 30 - Transition section guardrail; 31 - Connecting seat; 311-First fixing plate; 3111-First fixing hole; 3112 - First elongated hole; A - First end; B - Second end; 312 - Second fixing plate; 3121 - Second fixing hole; 313 - Third fixing plate; 32-Protective beam; 33-Column; 34 - First fastener; 35 - Second fastener; 36 - First gasket; 37 - Second gasket; 38-Buffer block; 381-First sidewall; 3811 - Second elongated hole; 382 - Second sidewall; 383 - Third sidewall; 39 - Elastic buffer; 391 - First elastic buffer; 392 - Second elastic buffer; 40 - Friction beam; 41 - Fastener. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings. However, the exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. The same reference numerals in the figures denote the same or similar structures, and therefore repeated descriptions of them will be omitted. The terms expressing position and direction described in the embodiments of this application are illustrative based on the accompanying drawings, but changes can be made as needed, and all such changes are included within the scope of protection of this application. The accompanying drawings of the embodiments of this application are only for illustrating relative positional relationships and do not represent actual scale.

[0023] It should be noted that specific details are set forth in the following description to facilitate understanding of this application. However, the embodiments of this application can be implemented in many ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the embodiments of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0024] To facilitate understanding of the guardrails provided in this application embodiment, the application scenarios of guardrails are first introduced below. Guardrails are typically installed on both sides of roads to guide vehicles to travel within designated lanes and prevent vehicles from deviating from the road due to loss of control or driver negligence. Depending on their location, guardrails include bridge section guardrails and roadbed section guardrails. Currently, most bridge section guardrails and roadbed section guardrails are connected by concrete wing walls, with one end of the concrete wing wall connecting to the bridge section guardrail and the other end connecting to the roadbed section guardrail. However, the on-site construction of concrete wing walls is difficult, time-consuming, and costly in terms of traffic organization.

[0025] In view of this, the present application provides a guardrail with an efficient and adaptable assembly connection method to solve the problems of high construction difficulty, long construction time and high traffic organization cost of concrete wing walls in the prior art.

[0026] Figure 1 The structural diagrams of the guardrail provided in some embodiments of this application are shown below. Figure 1 As shown, the guardrail includes a bridge section guardrail 10, a roadbed section guardrail 20, and a transition section guardrail 30. The transition section guardrail 30 is located between the bridge section guardrail 10 and the roadbed section guardrail 20 and connects the bridge section guardrail 10 and the roadbed section guardrail 20.

[0027] Regarding the bridge section guardrail 10, the bridge section guardrail 10 includes a base 11, which can specifically be a concrete base. Figure 2 for Figure 1 The side view of the base is shown. (As shown) Figure 2 As shown, the base 11 has a first impact surface 111 and a second impact surface 112, wherein the first impact surface 111 and the second impact surface 112 are respectively located on the side of the base 11 facing the lane, and the first impact surface 111 is higher than the second impact surface 112, or in other words, the first impact surface 111 is located on top of the second impact surface 112. There is an included angle α between the first impact surface 111 and the second impact surface 112, which is an obtuse angle, and the included angle α is located outside the base 11.

[0028] The first impact surface 111 can be set vertically or at an angle, while the second impact surface 112 is set at an angle. Visually, the first impact surface 111 is steeper, while the second impact surface 112 is gentler. In terms of slope, the slope k1 of the first impact surface 111 and the slope k2 of the second impact surface 112 satisfy: k1 < 0, k2 < 0, and |k1| > |k2|. Regarding the angles with the ground, the angle θ1 between the plane containing the first impact surface 111 and the ground, and the angle θ2 between the plane containing the second impact surface 112 and the ground, satisfy: 0 < θ1 < 90°, 0 < θ2 < 90°, and θ1 > θ2.

[0029] Structurally, the base 11 includes a first part 114 and a second part 115, which are arranged along the height direction of the base 11, with the first part 114 located on the side of the second part 115 facing away from the ground. Alternatively, the first part 114 can be described as being on top of the second part 115. The aforementioned first impact surface 111 is located in the first part 114, and the second impact surface 112 is located in the second part 115. The width of the first part 114 can gradually increase towards the ground, and the width of the second part 115 can also gradually increase. Furthermore, the maximum width of the first part 114 is equal to the minimum width of the second part 115. Thus, the closer the base 11 is to the ground, the larger its width, thereby improving the stability of the base 11.

[0030] In some embodiments, the bridge section guardrail 10 can be a concrete guardrail. The concrete guardrail is a rigid guardrail, including a base 11 formed of concrete, which provides protection. In other embodiments, the bridge section guardrail 10 can also be a composite guardrail. The composite guardrail is a semi-rigid guardrail, which, in addition to the base 11, includes metal beams located on top of the base 11. The metal beams and the base 11 together provide protection. In this application embodiment, a concrete guardrail is used as an example for specific description.

[0031] Figure 3Assembly diagrams of the base and transition guardrail provided in some embodiments of this application are shown below. Figure 3 As shown, the transition section guardrail 30 includes a connecting seat 31 and a protective beam 32. One end of the protective beam 32 is fixedly connected to the base 11 of the bridge section guardrail 10 via the connecting seat 31, and the other end of the protective beam 32 away from the bridge section guardrail 10 is fixedly connected to the roadbed section guardrail 20.

[0032] In some embodiments, in addition to the connecting seat 31 and the protective beam 32, the transition section guardrail 30 may also include a post 33. The post 33 is located between the bridge section guardrail 10 and the roadbed section guardrail 20, with one end fixed to the ground and the other end fixedly connected to the protective beam 32. The post 33 can improve the stability of the protective beam 32, thereby correspondingly improving the protective capability of the transition section guardrail 30.

[0033] When specifically setting up the post 33, the post 33 can be a telescopic post. This post 33 can increase or decrease the height of the protective beam 32 by telescoping, thereby adapting to guardrails of different heights. Specifically, to achieve the above telescoping function, one possible implementation is that the post 33 includes two interlocking sub-posts, at least one of which has multiple connecting holes along its height. The two sub-posts achieve height adjustment through fasteners and these multiple connecting holes.

[0034] Of course, in other embodiments, the column 33 can also be a single column. The height of the protective beam 32 can also be changed by adjusting the depth of the column 33 buried in the ground, thereby adapting to guardrails of different heights.

[0035] This application does not limit the number of posts 33. In actual application, the number of posts 33 can be adjusted adaptively according to the actual distance between the bridge section guardrail 10 and the roadbed section guardrail 20.

[0036] In the aforementioned transition section guardrail 30, the connecting seat 31, protective beam 32, and post 33 can all be mass-produced and only require on-site assembly, thereby shortening construction time, improving installation efficiency, reducing the impact of construction on road traffic, and effectively controlling traffic organization costs. Furthermore, the transition section guardrail can adjust its installation height according to the guardrail's height, thus being applicable to guardrails of different heights and having a wide range of applications.

[0037] During the specific installation of the connecting seat 31, the connecting seat 31 is fixed to the base 11 of the bridge section guardrail 10. For example... Figure 3As shown, in some embodiments, the connecting seat 31 does not extend beyond the top surface of the base 11 along its height direction. Alternatively, the height of the connecting seat 31 is less than or equal to the height of the base 11. Thus, the base 11 can provide good support to the back of the connecting seat 31, thereby improving the stability of the connecting seat 31 and correspondingly improving the stability of the protective beam 32.

[0038] The height of the connecting seat 31 refers to the height of the top of the connecting seat 31 from the reference ground, and the height of the base 11 refers to the height of the top of the base 11 from the reference ground.

[0039] When specifically setting the connector 31, the connector 31 can have various structural forms.

[0040] Figure 4 The structural schematic diagram of the connector provided in the embodiments of this application in some embodiments is shown below. Figure 4 As shown, the connecting seat 31 includes a first fixing plate 311 and a second fixing plate 312 connected to each other, and the second fixing plate 312 is bent relative to the first fixing plate 311. If the included angle between the first fixing plate 311 and the second fixing plate 312 is denoted as β, then β satisfies: 90°<β<180°.

[0041] The first fixing plate 311 and the second fixing plate 312 can be an integral structure, or the first fixing plate 311 and the second fixing plate 312 can be welded together.

[0042] Please refer to the above. Figure 3 and Figure 4 The included angle between the first fixing plate 311 and the second fixing plate 312 is adapted to the included angle between the first impact surface 111 and the second impact surface 112 of the base 11. During installation, the first fixing plate 311 is located on and fixedly connected to the first impact surface 111 of the base 11, and the orthographic projection of the first fixing plate 311 onto the plane of the first impact surface 111 can be completely within the first impact surface 111. The second fixing plate 312 is located on and fixedly connected to the second impact surface 112 of the base 11, and the orthographic projection of the second fixing plate 312 onto the plane of the second impact surface 112 can be completely within the second impact surface 112.

[0043] In the aforementioned connecting seat 31, by fixing the first fixing plate 311 and the first impact surface 111 of the base 11, and by fixing the second fixing plate 312 and the second impact surface 112 of the base 11, the contact area between the connecting seat 31 and the base 11 is increased, enhancing the fixing effect of the connecting seat 31 and laying the foundation for the installation of the protective beam 32. Furthermore, the connecting seat 31 has a simple structure and is designed to fit the surface of the base 11, resulting in a smaller footprint. In practical applications, the connecting seat 31 can be used to connect to the base of concrete guardrails or to the base of composite guardrails.

[0044] Please continue to refer to this. Figure 3 and Figure 4 In some embodiments, the first fixing plate 311 has a plurality of first fixing holes 3111, each first fixing hole 3111 being used to accommodate a first fixing member 34, the first fixing member 34 being used to fix the first fixing plate 311 and the base 11. The second fixing plate 312 has a plurality of second fixing holes 3121, each second fixing hole 3121 being used to accommodate a second fixing member 35, the second fixing member 35 being used to fix the second fixing plate 312 and the base 11. The aforementioned first direction X can be understood as the extension direction of the bridge section guardrail 10, or as the extension direction of the protective beam 32.

[0045] When arranging the first fixing holes 3111, the first fixing holes 3111 can be arranged in an array or randomly. For example... Figure 4 As shown, in one specific arrangement, multiple first fixing holes 3111 can be arranged at intervals along the first direction X. Furthermore, the first fixing plate 311 can have one row of the aforementioned first fixing holes 3111, or it can have multiple rows of the aforementioned first fixing holes 3111, which are arranged along the height direction of the bridge section guardrail 10.

[0046] When arranging the second fixing hole 3121, the arrangement of the second fixing hole 3121 can be the same as the arrangement of the first fixing hole 3111 described above, and will not be repeated here.

[0047] Looking at the extension direction of the bridge section guardrail 10, since there are multiple first fixing holes 3111 and they are arranged at intervals along the aforementioned direction, the first fixing member 34 provided in the first fixing hole 3111 can fix the connecting seat 31 and the base 11 at different positions, thereby improving the fixing effect of the connecting seat 31. Similarly, the second fixing member 35 provided in the second fixing hole 3121 can also fix the connecting seat 31 and the base 11 at different positions, thereby further improving the fixing effect of the connecting seat 31.

[0048] Looking at the height of the bridge section guardrail 10, since the first fixing hole 3111 and the second fixing hole 3121 are located at different heights, the first fixing member 34 and the second fixing member 35 are also located at different heights. This allows the connecting seat 31 and the base 11 to be fixed at different heights, thereby improving the fixing effect of the connecting seat 31.

[0049] Optionally, the first fastener 34 and the second fastener 35 can be rebar bolts.

[0050] Figure 5 The structural schematic diagram of the connector provided in the embodiments of this application in other embodiments is shown, such as... Figure 5 As shown, the first fixing plate 311 has a first elongated hole 3112, which has a first end A and a second end B arranged along its length. From the first end A to the second end B, the height of the first elongated hole 3112 from the ground gradually increases. Furthermore, the angle between the line connecting the first end A and the second end B and the first direction X is an acute angle. That is, the first end A and the second end B are arranged alternately along the first direction X.

[0051] Based on the above structure, the protective beam 32 is installed at the first end A of the first elongated hole 3112. When the protective beam 32 is impacted, it can slide along the first elongated hole 3112 from the first end A to the second end B. During the sliding process, the height of the protective beam 32 gradually increases, thereby reducing the risk of vehicles overturning the protective beam 32 and improving the protective capability of the transition section guardrail 30.

[0052] In some embodiments, with the vehicle's travel direction as a reference, the first end A and the second end B are arranged sequentially along that direction. The vehicle's travel direction is parallel to the aforementioned first direction X. When a vehicle impacts the protective beam 32 during travel, the protective beam 32 is subjected to a force along the vehicle's travel direction and slides from the first end A to the second end B under this force. During this process, the height of the protective beam 32 increases, thereby reducing the risk of the vehicle overturning the protective beam 32 and improving the protective capability of the transition section guardrail 30.

[0053] When specifically setting the first elongated hole 3112, the first elongated hole 3112 can extend along a straight line or along a curve. For example... Figure 4 and Figure 5 As shown, in some embodiments, the first elongated hole 3112 extends along an arc to form an arc-shaped hole.

[0054] Figure 6 The structural schematic diagram of the connector provided in the embodiments of this application in other embodiments is shown, such as... Figure 6As shown, in addition to the first fixing plate 311 and the second fixing plate 312, the connecting seat 31 also includes a third fixing plate 313. The third fixing plate 313 is fixedly connected to the first fixing plate 311, and the third fixing plate 313 is bent relative to the first fixing plate 311. The third fixing plate 313 and the first fixing plate 311 can be an integral structure, or the third fixing plate 313 and the first fixing plate 311 can also be welded together.

[0055] Combination Figure 2 When installing the connecting seat 31, the third fixing plate 313 is used to fix it to the end face 113 of the base 11. Here, the end face 113 refers to the surface of the base 11 facing the roadbed guardrail 20. That is to say, the connecting seat 31 can not only be fixedly connected to the first impact surface 111 and the second impact surface 112 of the base 11, but also to the end face 113 of the base 11, thereby further improving the stability of the connecting seat 31 and correspondingly improving the stability of the protective beam 32.

[0056] Similar to the first fixing plate 311 and the second fixing plate 312, the third fixing plate 313 may have multiple third fixing holes, which may be arranged in an array or randomly. This application will not go into detail about these holes.

[0057] Figure 7 Schematic diagrams of the structure of the guardrail provided in the embodiments of this application in other embodiments, such as Figure 7 As shown, the transition section guardrail 30 includes multiple connecting seats 31, which are spaced apart along the extension direction of the bridge section guardrail 10. Thus, the protective beam 32 can be fixedly connected to the base 11 of the bridge section guardrail 10 via the aforementioned multiple connecting seats 31, thereby achieving greater stability.

[0058] Please continue to refer to this. Figure 7 In one specific embodiment, the transition section guardrail 30 includes two connecting seats 31, which are arranged at intervals along the extension direction of the bridge section guardrail 10. For ease of description, the two connecting seats 31 can be referred to as the first connecting seat 31a and the second connecting seat 31b, with the first connecting seat 31a located on the side of the second connecting seat 31b closer to the roadbed section guardrail 20. Comparing the first connecting seat 31a and the second connecting seat 31b, they are similar in that both include a first fixing plate 311 and a second fixing plate 312. The first fixing plate 311 is fixedly connected to the first impact surface 111 of the base 11, and the second fixing plate 312 is fixedly connected to the second impact surface 112 of the base 11. The difference is that the first connecting seat 31a also includes a third fixing plate 313, which is fixedly connected to the end face 113 of the base 11.

[0059] Of course, in other embodiments, the transition section guardrail 30 may also include a first connecting seat 31a and a plurality of second connecting seats 31b. Alternatively, the transition section guardrail 30 may only include a plurality of second connecting seats 31b, which will not be described in detail here.

[0060] Figure 8 Schematic diagrams of the structure of the base and transition guardrail provided in the embodiments of this application in other embodiments, such as... Figure 8 As shown, to improve the fixing effect of the connecting seat 31, a first gasket 36 is provided between the first fixing plate 311 and the first impact surface 111 of the base 11, and a second gasket 37 is provided between the second fixing plate 312 and the second impact surface 112 of the base 11. The first gasket 36 and the second gasket 37 can undergo compression deformation when compressed, thereby making close contact with the connecting seat 31 and the base 11, thus improving the fixing effect of the connecting seat 31.

[0061] When the connecting seat 31 also includes a third fixing plate 313, a third gasket can be provided between the third fixing plate 313 and the end face 113 of the base 11. The function of the third gasket is the same as that of the first gasket 36 and the second gasket 37 described above, and will not be repeated here.

[0062] When specifically setting the protective beam 32, the protective beam 32 can be a two-wave beam or a three-wave beam. In one specific embodiment, the protective beam 32 is a two-wave beam. Since the width of a two-wave beam is relatively narrow, multiple two-wave beams can be arranged along the height direction and fixedly connected to the connecting seat 31 respectively to improve the anti-collision capability of the transition section guardrail 30. In another specific embodiment, the protective beam 32 is a three-wave beam. Compared with a two-wave beam, a three-wave beam is wider, so a three-wave beam can be fixedly connected to the connecting seat 31.

[0063] Please continue to refer to this. Figure 8 For the protective beam 32 and the connecting seat 31, with the height direction of the base 11 as a reference, the height of the protective beam 32 can be greater than the height of the connecting seat 31 to raise the protective beam 32, making its height closer to the height of the protective beam in the roadbed section guardrail 20, thus facilitating the connection between the protective beam 32 and the protective beam in the roadbed section guardrail 20. Furthermore, from a protective perspective, by making the height of the protective beam 32 greater than the height of the connecting seat 31, the height requirement of the protective beam 32 can be met, thereby improving its protective effect. Of course, in actual installation, the height of the protective beam 32 can also be less than or equal to the height of the connecting seat 31, depending on different application scenarios.

[0064] For the protective beam 32 and the base 11, the height of the base 11 is still used as a reference. During installation, the height of the protective beam 32 can be less than or equal to the height of the base 11. Alternatively, the protective beam 32 can be installed without exceeding the top surface of the base 11. After installing the protective beam 32 in this way, the entire protective beam 32 will be located on the side of the base 11, thereby lowering the center of gravity of the protective beam 32, improving its stability, and preventing the protective effect of the protective beam 32 from being affected by its excessive height. Of course, during installation, the height of the protective beam 32 can also be greater than the height of the base 11, depending on the specific application scenario.

[0065] It is worth noting that the height of the protective beam 32 refers to the height of the top of the protective beam 32 from the reference ground, the height of the connecting seat 31 refers to the height of the top of the connecting seat 31 from the reference ground, and the height of the base 11 refers to the height of the top of the base 11 from the reference ground.

[0066] In some embodiments, the height of the base 11 is greater than or equal to 1m, thereby ensuring the installation height of the connecting seat 31 and the protective beam 32 and improving the protective capability of the transition section guardrail. However, when the height of the base 11 is less than 1m, the installation height of the connecting seat 31 and the protective beam 32 will be insufficient, thus affecting the protective capability of the transition section guardrail.

[0067] When installing the protective beam 32, it can be directly fixed to the connecting seat 31. Alternatively, a buffer structure can be provided between the protective beam 32 and the connecting seat 31, with the protective beam 32 connected to the connecting seat 31 through the buffer structure.

[0068] like Figure 8 As shown, in some embodiments, a buffer block 38 is provided between the protective beam 32 and the first fixing plate 311 of the connecting seat 31. The buffer block 38 includes multiple sidewalls that form a buffer space. The buffer block 38 is a buffer structure that can absorb impact energy by deformation when the protective beam 32 is impacted, thereby reducing the damage to the vehicle during the impact and improving the protective capability of the guardrail.

[0069] The number of buffer blocks 38 is unlimited. For example, multiple buffer blocks 38 can be provided between the protective beam 32 and the first fixed plate 311, and these multiple buffer blocks 38 can be arranged in multiple rows and columns on the surface of the first fixed plate 311.

[0070] To further enhance the protective capabilities of the guardrail, in some embodiments, the buffer block 38 is internally equipped with an elastic buffer element 39. When the protective beam 32 is impacted, the elastic buffer element 39 can also absorb the impact energy through deformation, thereby further reducing the damage to the vehicle during the impact and improving the protective capabilities of the guardrail.

[0071] Optionally, the elastic buffer 39 can be a spring or an elastic structure made of rubber.

[0072] Figure 9 Assembly diagrams of the buffer block and protective beam provided in some embodiments of this application are shown below. Figure 9 As shown, the buffer block 38 includes a first sidewall 381, a second sidewall 382 and a third sidewall 383. The first sidewall 381 is located on the side of the buffer block 38 facing the protective beam 32, the second sidewall 382 and the third sidewall 383 are located at both ends of the first sidewall 381, and the second sidewall 382 and the third sidewall 383 are arranged along the first direction X.

[0073] Please continue to refer to this. Figure 9 The first sidewall 381 of the buffer block 38 has a second elongated hole 3811, which is arranged along a first direction X. A fastener 41 is housed within the second elongated hole 3811, connecting the protective beam 32 and the first sidewall 381 of the buffer block 38. Under external force, the fastener 41 can slide within the second elongated hole 3811. The buffer block 38 also houses at least one elastic buffer member 39, including a first elastic buffer member 391. The first elastic buffer member 391 is located between the fastener 41 and the second sidewall 382, ​​and is fixedly connected to the second sidewall 382. The first elastic buffer member 391 is capable of stretching and deforming along the first direction X.

[0074] When the protective beam 32 is subjected to an impact force along the first direction X, the fastener 41 can slide within the second elongated hole 3811 under the action of the protective beam 32, thereby squeezing the first elastic buffer 391 and causing the first elastic buffer 391 to undergo compression deformation. During the deformation process, the first elastic buffer 391 converts a portion of the impact kinetic energy into elastic potential energy, thereby playing a buffering role.

[0075] In some embodiments, the buffer block 38 includes a plurality of elastic buffer members 39, and in addition to the first elastic buffer member 391, it also includes a second elastic buffer member 392. The second elastic buffer member 392 is located between the fastener 41 and the third sidewall 383, and the second elastic buffer member 392 and the third sidewall 383 are fixedly connected. Similar to the first elastic buffer member 391, the second elastic buffer member 392 is also capable of stretching and deforming along the first direction X.

[0076] Fastener 41 is located between the first elastic buffer 391 and the second elastic buffer 392. Under normal circumstances, that is, when the protective beam 32 is not impacted, the first elastic buffer 391 and the second elastic buffer 392 can be in a compressed state. The first elastic buffer 391 and the second elastic buffer 392 simultaneously apply opposite forces to the fastener 41, clamping the fastener 41 and fixing the protective beam 32 in place. When the protective beam 32 is subjected to an impact force along the first direction X, as the fastener 41 moves, the first elastic buffer 391 or the second elastic buffer 392 will be further compressed, thereby absorbing some of the impact kinetic energy. In this way, the damage to the vehicle in a traffic accident is reduced, and personal injury is reduced.

[0077] In some specific embodiments, the aforementioned elastic buffer 39 can be a spring, with a pressure plate provided at the end of the spring facing the fastener 41. The spring abuts against the fastener 41 through the pressure plate. The pressure plate has a large contact area, which allows the spring to be subjected to force evenly, thus resulting in relatively smooth compression deformation. Furthermore, the side of the fastener 41 facing the spring can be a plane, which abuts against the pressure plate, thereby increasing the contact area between the fastener 41 and the pressure plate and reducing the risk of fastener 41 breakage.

[0078] In some embodiments, the transition section guardrail 30 further includes a friction beam 40, which is located between the protective beam 32 and the ground, and is connected to the connecting seat 31 and the post 33 respectively. The friction beam 40 is arranged along the extension direction of the guardrail, and, with the ground as a reference, the installation height of the friction beam 40 is lower than the installation height of the protective beam 32. The friction beam 40 serves to prevent vehicles from breaking through or passing under it, thereby improving the protective capability of the transition section guardrail 30.

[0079] When installing the friction beam 40, it can be directly and fixedly connected to the connecting seat 31 and the column 33. Alternatively, buffer structures can be provided between the friction beam 40 and the connecting seat 31, and between the friction beam 40 and the column, with the friction beam 40 connected to the connecting seat 31 and the column 33 through the corresponding buffer structures.

[0080] For details on the above-mentioned buffer structure, please refer to the buffer block 38 located between the protective beam 32 and the connecting seat 31. It will not be described in detail here.

[0081] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A guardrail with a highly efficient and adaptable assembly connection method, characterized in that, It includes bridge section guardrails, roadbed section guardrails, and transition section guardrails; the transition section guardrails are located between the bridge section guardrails and the roadbed section guardrails; The bridge section guardrail includes a base, the base having a first impact surface and a second impact surface connected together, the included angle between the first impact surface and the second impact surface being an obtuse angle, and the first impact surface being located on top of the second impact surface; The transition section guardrail includes a connecting seat and a protective beam, wherein: The connecting seat includes a first fixing plate and a second fixing plate connected to each other, and the second fixing plate is bent relative to the first fixing plate; the first fixing plate is located on the first impact surface and is fixedly connected to the first impact surface; the second fixing plate is located on the second impact surface and is fixedly connected to the second impact surface. One end of the protective beam is fixedly connected to the first fixing plate, and the other end of the protective beam away from the first fixing plate is fixedly connected to the roadbed guardrail.

2. The guardrail with a high-efficiency, multi-adaptive assembly and connection method as described in claim 1, characterized in that, The connecting seat also includes a third fixing plate, which is fixedly connected to the first fixing plate, and the third fixing plate is bent relative to the first fixing plate; The third fixing plate and the base are fixedly connected to the end face of the roadbed section guardrail.

3. The guardrail with a high-efficiency, multi-adaptive assembly and connection method as described in claim 1, characterized in that, The transition section guardrail includes a plurality of connecting seats, which are arranged at intervals along the extension direction of the base.

4. The guardrail with the high-efficiency, multi-adaptive assembly and connection method as described in any one of claims 1 to 3, characterized in that, The first fixing plate and the second fixing plate are an integral structure.

5. The guardrail with the efficient and multi-adaptive assembly connection method as described in any one of claims 1 to 3, characterized in that, A first gasket is provided between the first fixing plate and the first impact surface, and a second gasket is provided between the second fixing plate and the second impact surface.

6. The guardrail with the efficient and multi-adaptive assembly connection method as described in any one of claims 1 to 3, characterized in that, The first fixing plate has a first elongated hole, which has a first end and a second end arranged along the length direction. From the first end to the second end, the height of the first elongated hole from the ground gradually increases. Furthermore, the angle between the line connecting the first end and the second end and the extension direction of the protective beam is an acute angle. The protective beam is installed at the first end.

7. The guardrail with a high-efficiency, multi-adaptive assembly and connection method as described in claim 6, characterized in that, The first elongated hole is an arc-shaped hole.

8. The guardrail with a high-efficiency, multi-adaptive assembly connection method as described in any one of claims 1 to 3, characterized in that, A buffer block is provided between the protective beam and the first fixed plate. The buffer block includes multiple side walls that form a buffer space, and the buffer space contains an elastic buffer element.

9. The guardrail with a high-efficiency, multi-adaptive assembly connection method as described in claim 8, characterized in that, The buffer block includes a first sidewall, a second sidewall, and a third sidewall. The first sidewall is located on the side of the buffer block facing the protective beam, and the second and third sidewalls are located at both ends of the first sidewall and are arranged along the extension direction of the protective beam. The first sidewall has a second elongated hole, which is provided along the extension direction of the protective beam; the second elongated hole contains a fastener, which connects the protective beam and the first sidewall. The buffer space contains at least one of the elastic buffer members, and the at least one elastic buffer member includes a first elastic buffer member. The first elastic buffer member is located between the fastener and the second sidewall, and the first elastic buffer member and the second sidewall are fixedly connected. The first elastic buffer member is capable of stretching and deforming along the extension direction of the protective beam.

10. The guardrail with a high-efficiency, multi-adaptive assembly connection method as described in claim 9, characterized in that, At least one of the elastic buffers further includes a second elastic buffer, which is located between the fastener and the third sidewall and is fixedly connected to the third sidewall. The second elastic buffer is capable of stretching and deforming along the extension direction of the protective beam.

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