Bridge assembled anti-collision guardrail

Abstract

The application discloses a bridge assembled anti-collision guardrail which comprises a bridge prefabricated plate, a guardrail, a buffer groove formed in the front end of the guardrail, and a buffer mechanism, wherein the guardrail is fixedly connected with the bridge prefabricated plate; the buffer mechanism comprises a buffer roller and a force relieving piece; the buffer roller is rotatably connected with the buffer groove and located in the buffer groove; the force relieving piece is arranged on the side of the guardrail away from the buffer groove; one end of the buffer roller penetrates through the guardrail and is fixedly connected with the force relieving piece; the force relieving piece is slidably connected with the guardrail through the buffer roller; a supporting mechanism comprises a supporting plate and a conduction assembly; the supporting plate is fixedly connected with the side of the guardrail away from the buffer groove; the conduction assembly is arranged at the bottom end of the supporting plate; a grouting hole is formed in the supporting plate and is in communication with the conduction assembly; and the conduction assembly is abutted with the guardrail. The application can effectively buffer the external force caused by vehicle impact, protect the assembled guardrail structure, prolong the service life of the guardrail, and reduce the use cost of the overall assembled guardrail.

Description

Technical Field

[0001] This invention relates to the field of road guardrails, and in particular to a prefabricated bridge crash barrier. Background Technology

[0002] With the development of society and the economy, the number of cars on the road is increasing, leading to high speeds and density of traffic. This necessitates comprehensive safety facilities, with traffic guardrails being one such example. As vehicles inevitably collide with guardrails, especially on bridges where there is often a significant height difference between the two sides and the ground, making guardrails even more crucial for improving driving safety. However, traditional prefabricated guardrails, constructed using rolled steel bars and grouted cement, exhibit rigid force upon impact with a vehicle, causing severe damage to both the guardrail and the vehicle, and potentially resulting in injury. Furthermore, the rigid force also affects the guardrail itself after impact, leading to extensive damage requiring complete repair and incurring high costs. Therefore, there is an urgent need for a new type of bridge crash barrier to address the problems of existing technology. Summary of the Invention

[0003] The purpose of this invention is to provide a prefabricated bridge crash barrier to solve the problems existing in the prior art. It can effectively buffer the external force caused by vehicle impact, protect the prefabricated barrier structure, improve the service life of the barrier, and reduce the overall cost of using the prefabricated barrier.

[0004] To achieve the above objectives, the present invention provides the following solution: The present invention provides a prefabricated bridge crash barrier, comprising prefabricated bridge slabs,

[0005] The guardrail has a buffer groove at its front end and is fixedly connected to the bridge precast slab.

[0006] A buffer mechanism includes a buffer roller and a force-relieving component. The buffer roller is located in the buffer groove and is rotatably connected to the buffer groove. The force-relieving component is disposed on the side of the guardrail away from the buffer groove. One end of the buffer roller passes through the guardrail and is fixedly connected to the force-relieving component. The force-relieving component is slidably connected to the guardrail through the buffer roller.

[0007] The support mechanism includes a support plate and a transmission component. The support plate is fixed to the side of the guardrail away from the buffer groove. The transmission component is disposed at the bottom end of the support plate. A grouting hole is opened in the support plate. The support plate is in communication with the transmission component. The transmission component abuts against the guardrail.

[0008] Preferably, the conductive component includes an elastic plate, one end of which extends into the bottom end of the support plate. The elastic plate is fixedly connected to the support plate. The portion of the elastic plate outside the support plate is bent to form a semi-circular arc tube, and a gap is provided between the top end of the semi-circular arc tube and the support plate. The grouting hole communicates with the semi-circular arc tube through the gap. A connector is provided on the elastic plate, and the elastic plate abuts against the guardrail through the connector.

[0009] Preferably, the connector includes a locking bolt, one end of which passes through the semi-circular arc tube and is detachably connected to the semi-circular arc tube. The other end of the locking bolt passes through the guardrail and is fixed to the bridge precast slab. The semi-circular arc tube abuts against the guardrail through the locking bolt.

[0010] Preferably, the top of the bridge precast slab has a groove, one end of the locking bolt extends into the bridge precast slab and passes through both sides of the groove, and a locking nut is provided in the groove, the locking nut being threadedly connected to the locking bolt.

[0011] Preferably, the stress-relieving component includes a counterweight block disposed on the side of the guardrail away from the buffer groove. A transmission rod is fixedly connected to the top and bottom of the counterweight block, and the end of the transmission rod away from the counterweight block extends into the guardrail and is slidably connected to the guardrail. The end of the transmission rod extending into the guardrail abuts against the buffer roller, and the counterweight block is slidably connected to the guardrail through the transmission rod and the buffer roller.

[0012] Preferably, a plurality of springs are fixedly connected to the side of the counterweight near the guardrail, and the two ends of the springs are respectively fixedly connected to the counterweight and the guardrail.

[0013] Preferably, the buffer roller is vertically arranged in the buffer groove, and the guardrail and the buffer roller are respectively provided with sliding grooves at both ends. The two ends of the buffer roller extend into the sliding grooves, and the buffer roller is slidably connected to the guardrail through the sliding grooves. One end of the transmission rod extending into the guardrail abuts against the buffer roller through the sliding groove and the spring.

[0014] Preferably, each guardrail is provided with a plurality of buffer mechanisms and a plurality of support mechanisms, the plurality of buffer mechanisms and the plurality of support mechanisms are arranged adjacent to each other in sequence, and the buffer mechanisms are provided on both sides of the guardrail.

[0015] Preferably, the bottom end of the guardrail is provided with a bent section adapted to the precast bridge slab, and the guardrail is fixedly connected to the precast bridge slab through the bent section.

[0016] The present invention discloses the following technical effects:

[0017] 1. By rotating the buffer rollers, the external force generated by the vehicle collision is redirected, effectively reducing the injury to personnel caused by the rigid impact between the guardrail and the vehicle.

[0018] 2. The support mechanism enhances the structural strength of the guardrail and absorbs external forces, thereby extending its service life.

[0019] 3. By linking the buffer mechanism with the support mechanism, the external force is absorbed from multiple directions when the vehicle is impacted, reducing secondary damage to the vehicle. While ensuring the safety protection strength of the guardrail, it also effectively improves the service life of the guardrail and reduces the cost of use. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram showing the connection between the guardrail and the support plate;

[0022] Figure 2 This is a schematic diagram showing the connection relationship between the guardrail and the counterweight.

[0023] Figure 3 This is a schematic diagram showing the connection relationship between the semi-circular arc tube and the buffer plate.

[0024] Figure 4 This is a schematic diagram showing the connection relationship between the bumper and the counterweight.

[0025] Figure 5 This is a front view showing the positional relationship between the counterweight and the support rod;

[0026] Figure 6 This is a schematic diagram showing the connection between the steel cable and the guardrail.

[0027] Among them, 1. Bridge precast slab; 2. Guardrail; 201. Bending section; 202. Buffer groove; 3. Buffer roller; 301. Rotating rod; 4. Transmission rod; 5. Counterweight; 6. Spring; 7. Support plate; 8. Grouting hole; 9. Elastic plate; 901. Semi-circular arc tube; 10. Locking bolt; 11. Locking nut; 12. Safety bar; 13. Steel cable; 14. Elastic buffer ball; 15. Buffer plate; 16. Fixing nut. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] Reference Figure 1-6 This invention provides a prefabricated bridge crash barrier, comprising a prefabricated bridge slab 1.

[0031] Guardrail 2, with a buffer groove 202 at the front end, and guardrail 2 is fixedly connected to bridge precast slab 1;

[0032] The buffer mechanism includes a buffer roller 3 and a force-relieving component. The buffer roller 3 is located in the buffer groove 202 and is rotatably connected to the buffer groove 202. The force-relieving component is located on the side of the guardrail 2 away from the buffer groove 202. One end of the buffer roller 3 passes through the guardrail 2 and is fixedly connected to the force-relieving component. The force-relieving component is slidably connected to the guardrail 2 through the buffer roller 3.

[0033] The support mechanism includes a support plate 7 and a transmission component. The support plate 7 is fixed to the side of the guardrail 2 away from the buffer groove 202. The transmission component is located at the bottom end of the support plate 7. A grouting hole 8 is opened in the support plate 7. The support plate 7 is connected to the transmission component, and the transmission component abuts against the guardrail 2.

[0034] This invention fixes the guardrail 2 to the precast bridge slab 1 and creates a buffer groove 202 on the side of the guardrail 2 facing the precast bridge slab 1, so that the buffer groove 202 corresponds to the vehicles traveling on the bridge. A rotatable buffer roller 3 is installed in the buffer groove 202. Compared with traditional prefabricated guardrails, when a vehicle loses control and crashes into the guardrail 2, the rotation of the buffer roller 3 deflects the impact force generated by the vehicle, thereby reducing the rigid effect of the guardrail 2 on the vehicle's rebound, protecting the people in the vehicle, and reducing the degree of damage to the guardrail 2's own structure. Furthermore, after the buffer roller 3 is subjected to the impact force, it is fixed to the unloading component, and the unloading component absorbs the impact force under the sliding action of the unloading component, further reducing the reaction force generated by the guardrail 2 acting on the vehicle. This prevents the vehicle from returning to the road and causing a secondary accident with other vehicles after hitting the guardrail 2 due to the interference of the reaction force, effectively improving the safety protection function of the guardrail 2. Then, by setting up a support mechanism on the side of guardrail 2 away from the bridge and road, the impact force on the front of guardrail 2 is distributed by the support plate 7, and a transmission component is set at the bottom of the support plate 7. The transmission component abuts against the guardrail 2 to further distribute the impact force borne by the guardrail 2, thereby protecting the structure of guardrail 2, improving the service life of guardrail 2, and reducing maintenance costs.

[0035] Furthermore, the support plate 7 has a trapezoidal structure, with its bottom end extending into the ground and fixed to the side of the guardrail 2 away from the buffer groove 202. This not only improves the structural strength of the guardrail 2, but also provides grouting holes 8 on the trapezoidal support plate 7. The grouting holes 8 are connected to the transmission component. After the guardrail 2 is installed, it is easy to fix the support plate 7 to the guardrail 2 and pour cement through the grouting holes 8, so that the transmission component is fixed between the support plate 7 and the guardrail 2, ensuring the actual effect of the transmission component in distributing the force on the guardrail 2.

[0036] In one embodiment of the present invention, the guardrail 2 is a commonly used prefabricated cement-cast guardrail, and the guardrail 2 is provided with steel bars (not shown in the figure) for support to improve the structural strength.

[0037] The scheme is further optimized. The transmission component includes an elastic plate 9. One end of the elastic plate 9 extends into the bottom end of the support plate 7. The elastic plate 9 is fixedly connected to the support plate 7. The part of the elastic plate 9 outside the support plate 7 is bent to form a semi-circular arc tube 901. A gap is provided between the top end of the semi-circular arc tube 901 and the support plate 7. The grouting hole 8 is connected to the semi-circular arc tube 901 through the gap. A connector is provided on the elastic plate 9. The elastic plate 9 abuts against the guardrail 2 through the connector.

[0038] The scheme is further optimized. The connecting parts include locking bolts 10. One end of the locking bolts 10 passes through the semi-circular arc tube 901, and the locking bolts 10 and the semi-circular arc tube 901 are detachably connected. The other end of the locking bolts 10 passes through the guardrail 2 and is fixed to the bridge precast slab 1. The semi-circular arc tube 901 abuts against the guardrail 2 through the locking bolts 10.

[0039] In a further optimized design, a groove is provided at the top of the precast bridge slab 1. One end of the locking bolt 10 extends into the precast bridge slab 1 and passes through both sides of the groove. A locking nut 11 is provided in the groove, and the locking nut 11 is threadedly connected to the locking bolt 10.

[0040] Because the connection between guardrail 2 and the precast bridge slab 1 experiences the most significant stress after being impacted by a vehicle, one end of the elastic plate 9 is fixed inside the support plate 7, and the portion extending beyond the support plate 7 is bent into a semi-circular arc tube 901. This allows the cement poured through the grouting hole 8 to remain within the semi-circular arc tube 901, improving its structural strength. With the semi-circular arc tube 901 in contact with the guardrail 2, this enhances the distribution of external forces on the guardrail 2, effectively protecting the vulnerable parts of the guardrail 2 under external forces and further extending its service life. One end of the locking bolt 10 passes through the semi-circular arc tube 901 and is fixed to the semi-circular arc tube 901 by threaded connection with the fixing nut 16. The other end of the locking bolt 10 passes through the bottom end of the guardrail 2 and extends into the bridge precast slab 1. Under the action of the locking nut 11, the semi-circular arc tube 901 is kept in contact with the guardrail 2, so as to avoid the guardrail 2 from being subjected to the reaction force again under the action of impact force due to the gap between it and the semi-circular arc tube 901, which would cause vibration effect and accelerate the structural damage of the guardrail 2. Combined with the supporting effect of the support plate 7 on the upper structure of the guardrail 2, the service life of the guardrail 2 is improved.

[0041] In one embodiment of the present invention, a plurality of elastic buffer balls 14 are filled between the outer wall of the semi-circular arc tube 901 and the guardrail 2. Under the support of the semi-circular arc tube 901, the force absorption of the guardrail 2 is improved, the purpose of distributing the external force is achieved, and the vibration effect caused by the transmission of external force is further reduced.

[0042] In another embodiment of the present invention, a buffer plate 15 is provided between the semi-circular arc tube 901 and the bridge precast slab 1. The locking bolt 10 extends through the buffer plate 15 into the guardrail 2. Under the action of the locking bolt 10 and the semi-circular arc tube 901, the buffer plate 15 always remains in contact with the guardrail 2.

[0043] The scheme is further optimized. The stress relief component includes a counterweight 5 set on the side of the guardrail 2 away from the buffer groove 202. The top and bottom ends of the counterweight 5 are respectively fixed with a transmission rod 4. The end of the transmission rod 4 away from the counterweight 5 extends into the guardrail 2 and is slidably connected to the guardrail 2. The end of the transmission rod 4 extending into the guardrail 2 abuts against the buffer roller 3. The counterweight 5 is slidably connected to the guardrail 2 through the transmission rod 4 and the buffer roller 3.

[0044] To further optimize the design, several springs 6 are fixedly connected to the side of the counterweight 5 near the guardrail 2, with the two ends of the springs 6 being fixedly connected to the counterweight 5 and the guardrail 2 respectively.

[0045] In a further optimized design, the buffer roller 3 is vertically installed in the buffer groove 202. The guardrail 2 and the two ends of the buffer roller 3 are respectively provided with sliding grooves. The two ends of the buffer roller 3 extend into the sliding grooves. The buffer roller 3 is slidably connected to the guardrail 2 through the sliding grooves. The end of the transmission rod 4 that extends into the guardrail 2 abuts against the buffer roller 3 through the sliding groove and the spring 6.

[0046] When the vehicle is subjected to an external force, the buffer roller 3 rotates under the action of the external force to change the direction of the force acting on the vehicle, and at the same time slides into the buffer groove 202. Thus, the rotating rods 301 at both ends of the buffer roller 3, which extend into the groove, abut against the transmission rod 4, driving the counterweight 5 to move. Under the action of the elastic potential energy of the spring 6 and the weight of the counterweight 5 itself, the impact force transmitted by the buffer roller 3 is absorbed, achieving the purpose of unloading the force. Furthermore, when the counterweight 5 loses the action of the external force, it is reset by the spring 6, ensuring that the counterweight 5 and the buffer roller 3 can be reused multiple times to absorb the impact force. This effectively protects the structure of the guardrail 2 while reducing the cost of use.

[0047] In one embodiment of the present invention, the bottom end of the counterweight 5 is connected to the semi-circular arc tube 901. While pouring cement to fix the structure of the semi-circular arc tube 901, the counterweight 5 is fixed to it. Since the connection area between the counterweight 5 and the semi-circular arc tube 901 is limited to the gap between the semi-circular arc tube 901 and the support plate 7, the counterweight 5 can only move to buffer and unload the force when the impact force is large and the transmission force of the buffer roller 3 is greater than the connection force between the poured cement and the counterweight 5. When the impact force of the vehicle is small and the external force can be absorbed by the shock absorption of the buffer roller 3 and the semi-circular arc tube 901, the counterweight 5 maintains the connection relationship with the semi-circular arc tube 901, thereby improving the service life of the overall device.

[0048] In another embodiment of the present invention, a safety bar 12 is provided at the connection between the counterweight 5 and the semi-circular arc tube 901. The counterweight 5 will only move to unload the force when the external force is greater than the structural strength of the safety bar 12, thus ensuring the buffering effect provided by the counterweight 5 and the spring 6. The counterweight 5 and the spring 6 will only unload the force and buffer when the vehicle loses control unexpectedly or when the loaded vehicle needs to stop, resulting in a large force acting on the buffer roller 3. This improves the overall device's ability to absorb and unload external impacts, ensuring the device's actual function in the face of emergencies.

[0049] The scheme is further optimized so that each guardrail 2 is equipped with several buffer mechanisms and several support mechanisms. The buffer mechanisms and support mechanisms are arranged adjacent to each other in sequence, and buffer mechanisms are provided on both sides of the guardrail 2.

[0050] The design was further optimized by providing a bent section 201 at the bottom of the guardrail 2 that is compatible with the precast bridge slab 1. The guardrail 2 is then fixedly connected to the precast bridge slab 1 via the bent section 201.

[0051] A bent section 201 is provided at the bottom of the guardrail 2. The recessed part of the bent section 201 is engaged with the bridge precast slab 1, which improves the connection strength between the guardrail 2 and the bridge precast slab 1 during assembly and pouring. When the guardrail 2 is subjected to external force, part of the external force is transmitted to the bridge precast slab 1 through the bent section 201 through the lever action, which further improves the absorption of external force by the guardrail 2 and its service life.

[0052] In one embodiment of the present invention, buffer mechanisms and support mechanisms are alternately arranged, and buffer mechanisms are provided on both sides of the guardrail 2. When an expansion joint is provided between adjacent guardrails 2, a connecting hole is opened on the counterweight block 5, and a steel cable 13 is threaded through the connecting hole to connect the two adjacent guardrails 2. The external force is transmitted through the steel cable 13 to ensure the structural strength of all guardrails 2 on the bridge and improve the anti-collision effect against vehicles.

[0053] Working principle:

[0054] By installing a guardrail 2 on one side of the precast bridge slab 1, the guardrail 2 completely surrounds the bridge. The buffer roller 3 installed on the side of the guardrail 2 close to the bridge rotates the direction of the impact force when external force is applied, reducing the rigid impact between the guardrail 2 and the colliding vehicle. Furthermore, by installing a support plate 7 and an elastic plate 9 at the bottom of the support plate 7, the external force on the guardrail 2 is absorbed, and the structural strength of the guardrail 2 is strengthened. Under the action of external force, the buffer roller 3 moves into the buffer groove 202, driving the counterweight block 5 to pull the spring 6 to relieve the force, further improving the structural strength of the guardrail 2 and increasing the service life of the guardrail.

[0055] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0056] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A prefabricated bridge crash barrier, characterized in that: Including bridge precast slabs (1); The guardrail (2) has a buffer groove (202) at its front end and is fixedly connected to the bridge precast slab (1). The buffer mechanism includes a buffer roller (3) and a stress-relieving component. The buffer roller (3) is located in the buffer groove (202) and is rotatably connected to the buffer groove (202). The stress-relieving component is located on the side of the guardrail (2) away from the buffer groove (202). One end of the buffer roller (3) passes through the guardrail (2) and is fixedly connected to the stress-relieving component. The stress-relieving component is slidably connected to the guardrail (2) through the buffer roller (3). The support mechanism includes a support plate (7) and a transmission component. The support plate (7) is fixed to the side of the guardrail (2) away from the buffer groove (202). The transmission component is disposed at the bottom end of the support plate (7). A grouting hole (8) is provided in the support plate (7). The support plate (7) is connected to the transmission component. The transmission component abuts against the guardrail (2). The conductive component includes an elastic plate (9), one end of which extends into the bottom end of the support plate (7). The elastic plate (9) is fixedly connected to the support plate (7). The portion of the elastic plate (9) outside the support plate (7) is bent to form a semi-circular arc tube (901). A gap is provided between the top end of the semi-circular arc tube (901) and the support plate (7). The grouting hole (8) communicates with the semi-circular arc tube (901) through the gap. A connector is provided on the elastic plate (9). The elastic plate (9) abuts against the guardrail (2) through the connector. The unloading component includes a counterweight (5) disposed on the side of the guardrail (2) away from the buffer groove (202). A transmission rod (4) is fixedly connected to the top and bottom of the counterweight (5). One end of the transmission rod (4) away from the counterweight (5) extends into the guardrail (2) and is slidably connected to the guardrail (2). One end of the transmission rod (4) extending into the guardrail (2) abuts against the buffer roller (3). The counterweight (5) is slidably connected to the guardrail (2) through the transmission rod (4) and the buffer roller (3). Several springs (6) are fixedly connected to the side of the counterweight (5) near the guardrail (2), and the two ends of the springs (6) are fixedly connected to the counterweight (5) and the guardrail (2) respectively. The buffer roller (3) is vertically arranged in the buffer groove (202). The guardrail (2) and the buffer roller (3) are respectively provided with sliding grooves at both ends. The two ends of the buffer roller (3) extend into the sliding grooves respectively. The buffer roller (3) is slidably connected to the guardrail (2) through the sliding grooves. One end of the transmission rod (4) extends into the guardrail (2) and abuts against the buffer roller (3) through the sliding groove and the spring (6).

2. The prefabricated bridge crash barrier according to claim 1, characterized in that: The connector includes a locking bolt (10), one end of which passes through the semi-circular arc tube (901) and is detachably connected to the semi-circular arc tube (901). The other end of the locking bolt (10) passes through the guardrail (2) and is fixed to the bridge precast slab (1). The semi-circular arc tube (901) abuts against the guardrail (2) through the locking bolt (10).

3. The prefabricated bridge crash barrier according to claim 2, characterized in that: The top of the bridge precast slab (1) has a groove. One end of the locking bolt (10) extends into the bridge precast slab (1) and passes through both sides of the groove. A locking nut (11) is provided in the groove, and the locking nut (11) is threadedly connected to the locking bolt (10).

4. The prefabricated bridge crash barrier according to claim 1, characterized in that: Each guardrail (2) is provided with a plurality of buffer mechanisms and a plurality of support mechanisms, the plurality of buffer mechanisms and the plurality of support mechanisms are arranged adjacent to each other in sequence, and the buffer mechanisms are provided on both sides of the guardrail (2).

5. The prefabricated bridge crash barrier according to claim 1, characterized in that: The bottom end of the guardrail (2) is provided with a bent section (201) adapted to the bridge precast slab (1), and the guardrail (2) is fixedly connected to the bridge precast slab (1) through the bent section (201).

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