An anti-collision component on a steel structure bridge guardrail

Abstract

The present invention relates to the technical field of bridge status monitoring, and specifically discloses an anti-collision component on a steel structure bridge guardrail, including a first fixed shaft installed between cross beams, both ends of the first fixed shaft are respectively fixedly connected to the two cross beams, a first rotating cylinder is rotatably sleeved on the outer side of the first fixed shaft, a rotating ring is also rotatably sleeved on the outer side of the first fixed shaft, the rotating ring is located above the first rotating cylinder, a warning plate and an arc plate are fixedly connected to the outer side of the rotating ring, the arc plate and the warning plate are arranged away from each other, a mounting plate is connected to the end of the warning plate away from the rotating ring, and a sleeve rod is fixedly connected to the bottom of the mounting plate. The rotating rings between each group of cross beams rotate in sequence from front to back until all the warning plates rotate to be perpendicular to the direction of the bridge, warning vehicles on the bridge and at the entrance of the bridge that there is a fault on the bridge, so as to prevent vehicles behind and at the entrance of the bridge from failing to promptly discover the accident on the bridge and continuing to drive onto the bridge, making it difficult for police cars and ambulances to drive to the scene of the accident.

Description

Technical Field

[0001] The invention relates to the technical field of bridge state monitoring, and in particular to an anti-collision component on a steel structure bridge guardrail. Background Art

[0002] Steel structure bridges are bridges built with steel structures. Generally, bridges with a total steel content of more than 50% are called "large steel structure bridges". The main body is made of alloy steel, and the parts are assembled and welded after production. It is a new and fashionable way of building bridges.

[0003] Bridges are expensive to build, so generally speaking, their width is relatively narrow. When a bridge is long, if a vehicle collides on the bridge, blocking the road for passage, vehicles behind and at the entrance of the bridge cannot detect the accident on the bridge in time and will continue to drive onto the bridge, causing excessive congestion on the bridge. It is difficult for police cars and ambulances to drive to the vicinity of the accident vehicle, affecting the efficiency of accident handling and saving lives. Summary of the invention

[0004] The purpose of the present invention is to solve the shortcomings of the prior art and to propose an anti-collision component on a steel structure bridge guardrail.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] The anti-collision component on the guardrail of a steel structure bridge comprises a first fixed shaft installed between cross beams, both ends of the first fixed shaft are respectively fixedly connected to the two cross beams, a first rotating cylinder is rotatably sleeved on the outer side of the first fixed shaft, a swivel is also rotatably sleeved on the outer side of the first fixed shaft, the swivel is located above the first rotating cylinder, a warning plate and an arc plate are fixedly connected to the outer side of the swivel, the arc plate and the warning plate are arranged far apart, a mounting plate is connected to the end of the warning plate away from the swivel, a sleeve rod is fixedly connected to the bottom of the mounting plate, when the warning plate rotates to be parallel to the length direction of the bridge, the arc plate on the outer side of the swivel clamps the sleeve rod on the outer side of the adjacent swivel, a torsion spring is provided on the top of the swivel, the top of the torsion spring is connected to the cross beam, the bottom of the torsion spring is connected to the top of the swivel, and when the torsion spring is in a natural state, the length direction of the warning plate is perpendicular to the length direction of the bridge.

[0007] Preferably, the two corresponding upper and lower beams form a group, both ends of the upper beam are connected to a top block, and both ends of the lower beam are connected to a base, the bridge guardrail comprises multiple groups of beams, a top block and a base are connected between two adjacent groups of beams, a second fixed shaft is fixedly connected between the top block and the base, a second rotating cylinder is rotatably sleeved on the outer side of the second fixed shaft, and a fixing ring is also fixedly sleeved on the outer side of the second fixed shaft, the fixing ring is located above the second rotating cylinder, a collar is vertically slidably installed on one side of the fixing ring, the collar cooperates with the sleeve rod closest to the same side, a sliding rod is vertically slidably installed on the other side of the fixing ring, one end of the sliding rod is slidably connected to the fixing ring, and the other end is provided with a bend, and the bend clamps the arc plate closest to the same side.

[0008] Preferably, a slide groove is vertically opened on the outer side of the fixing ring, an electric slider is slidably installed in the slide groove, and a sleeve ring is fixedly installed on the side of the electric slider away from the fixing ring.

[0009] Preferably, a slide bar groove is vertically opened on one side of the fixing ring away from the electric slider, one end of the slide bar groove is slidably connected to the inner wall of the slide bar groove, a contact switch is fixedly installed on the inner wall of the bottom of the slide bar groove, and the contact switch is electrically connected to the electric slider.

[0010] Preferably, the sleeve rod matched with the sleeve ring is slidably connected to the warning plate, a vertical groove is provided at one end of the warning plate close to the sleeve ring, the corresponding mounting plate is slidably connected to the inner wall of the vertical groove, and the top of the vertical groove is opened.

[0011] Preferably, a plurality of limit rods are provided on the side of the beam away from the road surface, and the bottom of the limit rod is fixedly connected to the bridge. A support beam is also horizontally provided on the side of the beam away from the road surface, and the support beam is fixedly connected to all the limit rods. One side of the limit rod is fixedly connected to the beam at the bottom, and the top of the limit rod does not abut against the beam in a natural state.

[0012] Preferably, a vertical rod is provided on the side of the second rotating drum away from the road surface, the top of the vertical rod is fixedly connected to the support beam, the bottom of the vertical rod is fixedly connected to a bottom rod, the bottom of the bottom rod is fixedly connected to the bridge, one end of the bottom rod is fixedly connected to the base, the top of the other end of the bottom rod is fixedly connected to an inclined rod, and the top of the inclined rod is fixedly connected to the support beam.

[0013] Preferably, a plurality of fixing blocks are fixedly connected to one side of the support beam close to the cross beam, and an arc groove is provided on one side of the fixing block close to the cross beam, and the position of the arc groove corresponds one-to-one to the first fixed axis.

[0014] Preferably, a transverse groove is formed through the fixing block along the length of the supporting beam, and a sliding piece is provided in the transverse groove.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] 1. The swivels between each set of beams rotate from front to back in sequence until all the warning plates rotate to be perpendicular to the direction of the bridge. At this time, the warning lights on the warning plates are red, alerting vehicles on the bridge and at the entrance of the bridge that there is a fault on the bridge, so as to prevent vehicles behind and at the entrance of the bridge from failing to discover the accident on the bridge in time and continuing to drive onto the bridge, causing excessive congestion on the bridge. Generally, the roads on bridges are narrow. After congestion, it is difficult for police cars and ambulances to drive to the scene of the accident, affecting the efficiency of accident handling and rescue efficiency.

[0017] 2. The warning plate is rotated to be perpendicular to the length of the bridge, and the end of the warning plate will extend to the edge of the road surface on the bridge. Combined with the warning light on the warning plate, the visual impact on the driver is stronger and the warning effect is better than just turning on the warning light.

[0018] 3. The crossbeam at the bottom is fixedly connected to the limit rod. When subjected to a large impact force, the crossbeam at the bottom is prevented from undergoing a large deformation, causing the vehicle to rush out of the bridge. After the crossbeam at the top undergoes a certain deformation, it abuts against the top of the limit rod to absorb kinetic energy to the maximum extent, reduce the possibility of the limit rod being damaged, and increase the impact resistance of the bridge guardrail.

[0019] 4. A sliding piece is provided on one side of the fixed block where the arc groove is provided, and the sliding piece slides with the inner wall of the arc groove, so that the first rotating drum can continue to rotate after abutting against the fixed block, thereby reducing the impact force of the vehicle on the guardrail.

[0020] 5. When the vehicle hits the guardrail at a vertical angle, the first fixed shaft and the first rotating cylinder first abut against the fixed block and are stuck in the arc groove, so that the force-bearing area of ​​the first fixed shaft and the first rotating cylinder and the support beam is larger, further increasing the impact resistance of the support beam. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0022] Figure 2 It is a structural schematic diagram of the support beam of the present invention;

[0023] Figure 3 It is a structural schematic diagram of the warning plate of the present invention;

[0024] Figure 4 As shown in the present invention Figure 3 A magnified schematic diagram of part A;

[0025] Figure 5 As shown in the present invention Figure 3 An enlarged schematic diagram of part B;

[0026] Figure 6 It is a structural schematic diagram of the fixing ring shown in the present invention;

[0027] Figure 7 It is a schematic diagram of the structure of the first fixed shaft and the second fixed shaft shown in the present invention;

[0028] Figure 8 is a cross-sectional view of the fixing ring shown in the present invention;

[0029] Fig. 9 It is a schematic diagram of the installation position of the fixing block shown in the present invention;

[0030] Fig.10 It is a structural schematic diagram of the fixing block shown in the present invention.

[0031] In the figure: 1. base; 2. top block; 3. cross beam; 4. limit rod; 5. first rotating drum; 6. second rotating drum; 7. fixed ring; 8. first fixed shaft; 9. second fixed shaft; 10. warning plate; 11. rotating ring; 12. arc plate; 13. torsion spring; 14. slide groove; 15. electric slider; 16. sleeve ring; 17. vertical groove; 18. mounting plate; 19. sleeve rod; 20. slide rod groove; 21. slide rod; 22. contact switch; 23. support beam; 24. vertical rod; 25. bottom rod; 26. oblique rod; 27. fixed block; 28. arc groove; 29. ​​slide plate; 30. cross groove. DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0033] Reference Figure 1-10, an anti-collision component on a steel structure bridge guardrail comprises a first fixed shaft 8 installed between the cross beams 3, both ends of the first fixed shaft 8 are fixedly connected to the two cross beams 3 respectively, a first rotating cylinder 5 is rotatably sleeved on the outer side of the first fixed shaft 8, a swivel 11 is also rotatably sleeved on the outer side of the first fixed shaft 8, the swivel 11 is located above the first rotating cylinder 5, a warning plate 10 and an arc plate 12 are fixedly connected to the outer side of the swivel 11, the arc plate 12 and the warning plate 10 are arranged away from each other, an end of the warning plate 10 away from the swivel 11 is connected to a mounting plate 18, and a sleeve rod 19 is fixedly connected to the bottom of the mounting plate 18. When the warning plate 10 rotates to be parallel to the length direction of the bridge, the arc plate 12 on the outer side of the swivel 11 clamps the sleeve rod 19 on the outer side of the adjacent swivel 11, a torsion spring 13 is provided at the top of the swivel 11, the top of the torsion spring 13 is connected to the cross beam 3, the bottom of the torsion spring 13 is connected to the top of the swivel 11, and when the torsion spring 13 is in a natural state, the length direction of the warning plate 10 is perpendicular to the length direction of the bridge. After the vehicle hits the guardrail, all the warning plates 10 rotate to be perpendicular to the direction of the bridge, warning the vehicles on the bridge and at the entrance of the bridge that there is a fault on the bridge, so as to prevent the vehicles behind and at the entrance of the bridge from failing to discover the accident on the bridge in time and continuing to drive onto the bridge, causing excessive congestion on the bridge. Generally, the roads on the bridge are narrow. After the congestion, it is difficult for police cars and ambulances to drive to the scene of the accident, affecting the efficiency of accident handling and the efficiency of saving lives.

[0034] As a technical optimization scheme of the present invention, two corresponding beams 3 are grouped together, and both ends of the upper beam 3 are connected to the top block 2, and both ends of the lower beam 3 are connected to the base 1. The bridge guardrail includes multiple groups of beams 3, and a top block 2 and a base 1 are connected between two adjacent groups of beams 3. A second fixed shaft 9 is fixedly connected between the top block 2 and the base 1. A second rotating drum 6 is rotatably sleeved on the outer side of the second fixed shaft 9, and a fixed ring 7 is also fixedly sleeved on the outer side of the second fixed shaft 9. The fixed ring 7 is located above the second rotating drum 6. A collar 16 is vertically slidably installed on one side of the fixed ring 7, and the collar 16 cooperates with the sleeve rod 19 closest to the same side. A sliding rod 21 is vertically slidably installed on the other side of the fixed ring 7. One end of the sliding rod 21 is slidably connected to the fixed ring 7, and the other end is provided with a bend, and the bend is stuck with the arc plate 12 closest to the same side. After the vehicle hits the guardrail, the warning plate 10 and the rotating ring 11 can rotate to automatically warn the vehicle behind.

[0035] As a technical optimization solution of the present invention, a slide groove 14 is vertically opened on the outer side of the fixing ring 7, an electric slider 15 is slidably installed in the slide groove 14, and a collar 16 is fixedly installed on the side of the electric slider 15 away from the fixing ring 7.

[0036] As a technical optimization solution of the present invention, a slide bar groove 20 is vertically opened on one side of the fixed ring 7 away from the electric slider 15, one end of the slide bar groove 20 is slidably connected to the inner wall of the slide bar groove 20, and a contact switch 22 is fixedly installed on the inner wall of the bottom of the slide bar groove 20, and the contact switch 22 is electrically connected to the electric slider 15. After a contact switch 22 is triggered, all electric sliders 15 move down at the same time, so that all warning plates 10 on the bridge can rotate as soon as possible, and the warning is more timely. After the contact switch 22 is triggered, the staff of the municipal background can receive the information in time and respond as soon as possible, which increases the efficiency of handling accidents.

[0037] As a technical optimization solution of the present invention, the sleeve rod 19 matched with the sleeve ring 16 is slidably connected with the warning plate 10, and a vertical groove 17 is provided at one end of the warning plate 10 close to the sleeve ring 16, and a corresponding mounting plate 18 is slidably connected with the inner wall of the vertical groove 17, and the top of the vertical groove 17 is open. When preparing to rotate a rotating ring 11 behind the fixed ring 7, the mounting plate 18 and the sleeve rod 19 on the rear rotating ring 11 can be lifted up and removed from the vertical groove 17, and the position of the warning plate 10 can be adjusted and then the removed mounting plate 18 and sleeve rod 19 can be installed back to the original position.

[0038] As a technical optimization solution of the present invention, a plurality of limit rods 4 are provided on the side of the beam 3 away from the road surface, and the bottom of the limit rod 4 is fixedly connected to the bridge. A support beam 23 is also provided horizontally on the side of the beam 3 away from the road surface, and the support beam 23 is fixedly connected to all the limit rods 4. One side of the limit rod 4 is fixedly connected to the beam 3 at the bottom, and the top of the limit rod 4 does not abut against the beam 3 in the natural state. The beam 3 at the bottom is fixedly connected to the limit rod 4, and when subjected to a large impact force, the beam 3 at the bottom is prevented from being greatly deformed, causing the vehicle to rush out of the bridge. After the beam 3 at the top is deformed to a certain extent, it abuts against the top of the limit rod 4 to absorb more kinetic energy, reduce the possibility of the limit rod 4 being damaged, and increase the impact resistance of the bridge guardrail.

[0039] As a technical optimization solution of the present invention, a vertical rod 24 is provided on the side of the second rotating drum 6 away from the road surface, the top of the vertical rod 24 is fixedly connected to the support beam 23, the bottom of the vertical rod 24 is fixedly connected to a bottom rod 25, the bottom of the bottom rod 25 is fixedly connected to the bridge, one end of the bottom rod 25 is fixedly connected to the base 1, and the top of the other end of the bottom rod 25 is fixedly connected to an inclined rod 26, and the top of the inclined rod 26 is fixedly connected to the support beam 23. When the vehicle hits the second rotating drum 6 at an angle perpendicular to the cross beam 3, the second rotating drum 6 is deformed first, and then the second fixed shaft 9 is deformed, until the second fixed shaft 9 and the second rotating drum 6 abut against the support beam 23, and the vertical rod 24, inclined rod 26 and bottom rod 25 on the support beam 23 form a solid triangular structure, which increases the stability of the support beam 23.

[0040] As a technical optimization solution of the present invention, a plurality of fixing blocks 27 are fixedly connected to one side of the support beam 23 close to the cross beam 3, and an arc groove 28 is provided on one side of the fixing block 27 close to the cross beam 3, and the position of the arc groove 28 corresponds to the first fixed shaft 8. When the vehicle hits the guardrail at a vertical angle, the first fixed shaft 8 and the first rotating drum 5 first contact the fixing block 27 and are stuck in the arc groove 28, so that the force bearing area of ​​the first fixed shaft 8 and the first rotating drum 5 and the support beam 23 is larger, further increasing the impact resistance of the support beam 23.

[0041] As a technical optimization solution of the present invention, the fixed block 27 is provided with a transverse groove 30 along the length of the support beam 23, and a slide 29 is provided in the transverse groove 30. When a vehicle hits the guardrail at a non-vertical angle and the impact force is large, the first fixed shaft 8 is deformed, and the first rotating drum 5 abuts against the fixed block 27 on the support beam 23. Since a slide 29 is provided on one side of the fixed block 27 where the arc groove 28 is provided, the slide 29 slides against the inner wall of the arc groove 28, so that the first rotating drum 5 can continue to rotate after abutting against the fixed block 27, thereby reducing the impact force of the vehicle on the guardrail.

[0042] Here, the direction of automobile travel is taken as the reference of the front and rear direction. When the present invention is in use, the top block 2, the base 1, the crossbeam 3 and the anti-collision assembly are installed at the edge of the bridge, and then the sliding rod 21 on the fixing ring 7 at the edge is lifted upward, and then the swivel 11 adjacent to it is rotated so that the arc plate 12 on the swivel 11 is clamped on the bending part on the sliding rod 21, and then the swivel 11 is rotated in sequence so that the arc plate 12 on the swivel 11 is clamped on the sleeve rod 19 installed on the rear warning plate 10. When preparing to rotate a swivel 11 behind the fixing ring 7, the mounting plate 18 and the sleeve rod 19 on the rear swivel 11 are lifted upward and taken out from the vertical groove 17, and then the swivel 11 is rotated so that the arc plate 12 on the swivel 11 is clamped on the sleeve rod 19 on the rear warning plate 10, and the end of the warning plate 10 on this swivel 11 is close to the slide groove 14 on the fixing ring 7, and then the removed mounting plate 18 and sleeve rod 19 are installed back to the original position, and the sleeve rod 19 will be inserted into the sleeve ring 16 on one side of the electric slider 15.

[0043] The first rotating drum 5 and the second rotating drum 6 are made of high-strength EVA and polyurethane composite materials. Warning lights are installed on both sides of the warning plate 10, and the warning lights are electrically connected to the contact switch 22.

[0044] When a vehicle hits the guardrail at a non-vertical angle, the edge of the vehicle first contacts the first rotating drum 5, which rotates to absorb a portion of the vehicle's impact force and converts most of the vehicle's impact force on the guardrail into a force parallel to the guardrail, thereby reducing the possibility of the vehicle running out of the guardrail.

[0045] After the vehicle hits the first rotating drum 5, the first fixed shaft 8 and the cross beam 3 will undergo a certain deformation to absorb kinetic energy. While the cross beam 3 is deformed, the distance between the hit first fixed shaft 8 and the adjacent first fixed shaft 8 increases, and the sleeve rod 19 on some warning plates 10 is broken. Under the action of the torsion spring 13, the swivel 11 rotates until the length direction of the warning plate 10 is perpendicular to the length direction of the bridge. After the swivel 11 rotates, the arc plate 12 on the swivel 11 no longer clamps the sleeve rod 19 behind it, and the swivel 11 in the front and rear directions continuously rotates. When the swivel 11 adjacent to the fixed ring 7 rotates, the arc plate 12 on this swivel 11 rotates and no longer clamps the slide bar 21 on the fixed ring 7. Under the action of gravity, the slide bar 21 slides downward along the slide bar groove 20, and the extrusion contact opens. At switch 22, all the electric sliders 15 slide downward along the slide groove 14 until the collar 16 no longer cooperates with the sleeve rod 19 on the rear warning plate 10, the collar 16 no longer restricts the sleeve rod 19, the torsion spring 13 drives the swivel 11 to rotate, and then the swivel 11 between each group of beams 3 rotates from front to back in sequence until all the warning plates 10 rotate to be perpendicular to the direction of the bridge. At this time, the warning light on the warning plate 10 is red, warning the vehicles on the bridge and at the entrance of the bridge that there is a fault on the bridge, so as to prevent the vehicles behind and at the entrance of the bridge from failing to discover the accident on the bridge in time and continuing to drive onto the bridge, resulting in excessive congestion on the bridge. Generally, the road on the bridge is narrow. After the congestion, it is difficult for police cars and ambulances to drive to the scene of the accident, affecting the efficiency of accident handling and the efficiency of saving lives.

[0046] All warning plates 10 are rotated to be perpendicular to the length of the bridge, and the ends of the warning plates 10 extend to the edge of the road surface on the bridge. Compared with only the warning lights, the warning lights on the warning plates 10 provide a stronger visual impact on the driver and a better warning effect. The warning lights light up yellow when no accident occurs, reminding the driver of the edge of the bridge to prevent the driver from scratching the guardrail while driving.

[0047] When the vehicle hits the first rotating drum 5 at an angle perpendicular to the cross beam 3, the first rotating drum 5 cannot rotate and cannot convert the impact force of the vehicle into a force parallel to the cross beam 3. The first rotating drum 5, the first fixed axis 8 and the cross beam 3 all undergo a certain deformation to absorb the kinetic energy of the vehicle to the maximum extent. The cross beam 3 located below is fixedly connected to the limit rod 4. When subjected to a large impact force, the cross beam 3 located below is prevented from undergoing a large deformation, causing the vehicle to rush out of the bridge. After the cross beam 3 located above undergoes a certain deformation, it abuts against the top of the limit rod 4 to absorb more kinetic energy, reduce the possibility of the limit rod 4 being damaged, and increase the impact resistance of the bridge guardrail.

[0048] When the vehicle hits the second rotating drum 6 at an angle perpendicular to the cross beam 3, the second rotating drum 6 is deformed first, and then the second fixed shaft 9 is deformed, until the second fixed shaft 9 and the second rotating drum 6 abut against the support beam 23, the vertical rod 24, the oblique rod 26 and the bottom rod 25 on the support beam 23 form a solid triangular structure, which increases the stability of the support beam 23, and the support beam 23 is fixedly connected to all the limit rods 4. When the support beam 23 and the limit rod 4 are hit, the impact force can be evenly distributed to other limit rods 4, further increasing the impact resistance of the support beam 23.

[0049] When a vehicle hits the guardrail at a non-vertical angle and the impact force is large, the first fixed shaft 8 is deformed, and the first rotating drum 5 abuts against the fixed block 27 on the support beam 23. Since a sliding piece 29 is provided on one side of the fixed block 27 where the arc groove 28 is provided, the sliding piece 29 slides against the inner wall of the arc groove 28, so that the first rotating drum 5 can continue to rotate after abutting against the fixed block 27, thereby reducing the impact force of the vehicle on the guardrail. The sliding piece 29 is made of leather, and the side with greater friction faces the first rotating drum 5. When the vehicle hits the guardrail at a vertical angle, the first fixed shaft 8 and the first rotating drum 5 first abut against the fixed block 27 and get stuck in the arc groove 28, so that the force-bearing area of ​​the first fixed shaft 8 and the first rotating drum 5 and the support beam 23 is larger, further increasing the impact resistance of the support beam 23.

[0050] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. An anti-collision assembly on a steel structure bridge guardrail, comprising a first fixed shaft (8) installed between beams (3), characterized in that: Both ends of the first fixed shaft (8) are respectively fixedly connected to the two cross beams (3); a first rotating drum (5) is rotatably sleeved on the outer side of the first fixed shaft (8); a rotating ring (11) is also rotatably sleeved on the outer side of the first fixed shaft (8); the rotating ring (11) is located above the first rotating drum (5); a warning plate (10) and an arc plate (12) are fixedly connected to the outer side of the rotating ring (11); the arc plate (12) and the warning plate (10) are arranged to be spaced apart; one end of the warning plate (10) away from the rotating ring (11) is connected to a mounting plate (18); A sleeve rod (19) is fixedly connected to the bottom of the plate (18); when the warning plate (10) rotates to be parallel to the length direction of the bridge, the arc-shaped plate (12) outside the rotating ring (11) clamps the sleeve rod (19) outside the adjacent rotating ring (11); a torsion spring (13) is provided at the top of the rotating ring (11); the top of the torsion spring (13) is connected to the crossbeam (3); the bottom of the torsion spring (13) is connected to the top of the rotating ring (11); when the torsion spring (13) is in a natural state, the length direction of the warning plate (10) is perpendicular to the length direction of the bridge.

2. The anti-collision component on the steel structure bridge guardrail according to claim 1 is characterized in that: Two corresponding upper and lower beams (3) form a group, both ends of the upper beam (3) are connected to a top block (2), and both ends of the lower beam (3) are connected to a base (1). The bridge guardrail comprises a plurality of groups of beams (3), a top block (2) and a base (1) are connected between two adjacent groups of beams (3), a second fixed shaft (9) is fixedly connected between the top block (2) and the base (1), a second rotating drum (6) is rotatably sleeved on the outer side of the second fixed shaft (9), and the second A fixing ring (7) is fixedly sleeved on the outer side of the fixing shaft (9). The fixing ring (7) is located above the second rotating drum (6). A sleeve ring (16) is vertically slidably mounted on one side of the fixing ring (7). The sleeve ring (16) cooperates with a sleeve rod (19) closest to the same side. A sliding rod (21) is vertically slidably mounted on the other side of the fixing ring (7). One end of the sliding rod (21) is slidably connected to the fixing ring (7), and the other end is provided with a bend, and the bend clamps the arc plate (12) closest to the same side.

3. The anti-collision component on the steel structure bridge guardrail according to claim 2 is characterized in that: A sliding groove (14) is vertically provided on the outer side of the fixing ring (7), an electric slider (15) is slidably installed in the sliding groove (14), and a collar (16) is fixedly installed on the side of the electric slider (15) away from the fixing ring (7).

4. The anti-collision component on the steel structure bridge guardrail according to claim 3 is characterized in that: A slide bar groove (20) is vertically opened on one side of the fixing ring (7) away from the electric slider (15); one end of the slide bar groove (20) is slidably connected to the inner wall of the slide bar groove (20); a contact switch (22) is fixedly installed on the inner wall of the bottom of the slide bar groove (20); and the contact switch (22) is electrically connected to the electric slider (15).

5. The anti-collision component on the steel structure bridge guardrail according to claim 4 is characterized in that: A sleeve rod (19) matched with the sleeve ring (16) is slidably connected to the warning plate (10), and a vertical groove (17) is provided at one end of the warning plate (10) close to the sleeve ring (16). A corresponding mounting plate (18) is slidably connected to the inner wall of the vertical groove (17), and the top of the vertical groove (17) is open.

6. The anti-collision component on the steel structure bridge guardrail according to claim 5 is characterized in that: A plurality of limit rods (4) are provided on the side of the cross beam (3) away from the road surface, the bottom of the limit rod (4) is fixedly connected to the bridge, a support beam (23) is also horizontally provided on the side of the cross beam (3) away from the road surface, the support beam (23) is fixedly connected to all the limit rods (4), one side of the limit rod (4) is fixedly connected to the cross beam (3) located at the bottom, and the top of the limit rod (4) does not abut against the cross beam (3) in a natural state.

7. The anti-collision component on the steel structure bridge guardrail according to claim 6 is characterized in that: A vertical rod (24) is provided on the side of the second rotating drum (6) away from the road surface, the top of the vertical rod (24) is fixedly connected to the support beam (23), the bottom of the vertical rod (24) is fixedly connected to a bottom rod (25), the bottom of the bottom rod (25) is fixedly connected to the bridge, one end of the bottom rod (25) is fixedly connected to the base (1), the top of the other end of the bottom rod (25) is fixedly connected to an inclined rod (26), and the top of the inclined rod (26) is fixedly connected to the support beam (23).

8. The anti-collision component on the steel structure bridge guardrail according to claim 6, characterized in that: A plurality of fixing blocks (27) are fixedly connected to one side of the support beam (23) close to the cross beam (3); an arc-shaped groove (28) is provided on one side of the fixing block (27) close to the cross beam (3); and the position of the arc-shaped groove (28) corresponds one-to-one to the first fixing shaft (8).

9. The anti-collision component on the steel structure bridge guardrail according to claim 8, characterized in that: The fixing block (27) is provided with a transverse groove (30) along the length of the support beam (23), and a sliding sheet (29) is provided in the transverse groove (30).

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