Bridge handrail anti-collision damping device for traffic engineering construction and construction method

Abstract

The invention discloses a bridge handrail anti-collision damping device for traffic engineering construction, and relates to the field of traffic engineering construction, the bridge handrail anti-collision damping device comprises a steel plate, a bottom plate is arranged at the bottom of the steel plate, a base is located at the top of the bottom plate, a vertical plate is movably arranged in the base, and a damping unit comprises a first damping assembly and a second damping assembly; through the first damping assembly, part of impact energy is rapidly absorbed and dispersed by means of elastic deformation of a spring and the energy consumption characteristic of a damping material when the bridge handrail is impacted, meanwhile, the self-adaptive plate can flexibly deform according to the magnitude and direction of impact force, buffering is further assisted, and direct impact on the bridge handrail is effectively relieved; in the second damping assembly, a steel spring is matched with a buffer block, when the vertical plate is impacted to move, an extrusion block extrudes the buffer block to compress the steel spring, and the generated elastic restoring force counteracts on the vertical plate to absorb impact energy again; and through the synergistic effect, the anti-collision damping performance is enhanced, and the safety and stability of the bridge handrail are greatly improved.

Description

Technical Field

[0001] This invention relates to the field of traffic engineering construction, specifically to a bridge railing anti-collision and shock-absorbing device and construction method for traffic engineering construction. Background Art

[0002] In the field of transportation engineering construction, bridges, as important transportation hubs, are of paramount importance in terms of safety and stability. Bridge railings, as a key component of bridge safety protection, not only need to possess basic protective functions, but also need to effectively absorb and disperse impact forces in extreme situations such as loss of control vehicle collisions, ensuring the safety of vehicles and personnel, and preventing vehicles from running off the bridge and causing more serious secondary accidents.

[0003] Existing bridge railings have revealed numerous problems in practical use. When a vehicle loses control and collides, due to the enormous kinetic energy carried by the high-speed vehicle, and the rigid contact between the railing and the vehicle, the impact force acts directly on both the railing and the vehicle without any buffering or attenuation process. Faced with such a powerful impact, the bridge railings struggle to provide sufficient support to stop the vehicle's continued movement. They are easily destroyed upon impact, failing to fulfill their protective function, causing the vehicle to veer off the bridge and plunge into the water or onto the ground below, resulting in extremely serious casualties and property damage. Therefore, this invention proposes a bridge railing anti-collision and shock-absorbing device for traffic engineering construction. Summary of the Invention

[0004] The purpose of this invention is to provide a bridge railing anti-collision and shock absorption device for traffic engineering construction, in order to solve the many problems exposed by existing bridge railings in actual use as mentioned in the background art. When a vehicle loses control and collides, due to the huge kinetic energy carried by the vehicle at high speed, the guardrail and the vehicle are in rigid contact, and the impact force is directly applied to the guardrail and the vehicle without buffering and attenuation. When faced with such a strong impact force, the bridge railing is unable to provide sufficient support to stop the vehicle from continuing to move forward. The bridge railing will be easily destroyed at the moment of collision, and it will be unable to play its due protective role, causing the vehicle to directly rush off the bridge and fall into the water or ground below, causing extremely serious casualties and property damage.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A bridge railing anti-collision and shock absorption device for traffic engineering construction includes:

[0007] The steel profiles, made of high-strength steel, serve as the core support frame for the entire device.

[0008] The base plate is set at the bottom of the steel profile plate and is tightly connected to the steel profile plate by welding. The base plate is connected to the bridge base structure through the pre-embedded components at the bottom.

[0009] The base is located on top of the bottom plate and is welded to the front side of the steel plate. The base has a buffer cavity inside.

[0010] The upright plate is movably installed in the base. The upright plate is concave and has several railing tubes evenly inserted from top to bottom on its body.

[0011] The shock absorption unit is used to absorb and disperse the impact energy received by the bridge railing. The shock absorption unit includes a first shock absorption component and a second shock absorption component. The first shock absorption component is installed on the front side of the steel plate and two sets are arranged correspondingly above and below. The second shock absorption component is arranged in the buffer cavity of the base.

[0012] The first damping component includes a fixed steel plate, which is fixedly connected to the front side of the steel profile plate by a first fastening bolt. Both ends of the fixed steel plate are movably connected to a first adaptive plate. The other side of the first adaptive plate is movably connected to a pin, and the other side of the axis connecting the two pins is symmetrically connected to a second adaptive plate about the first adaptive plate. The other side of the two second adaptive plates is movably connected to a movable steel plate. Two sets of spring dampers are provided between the fixed steel plate and the movable steel plate.

[0013] Optionally, the first shock absorber assembly is further provided with a bearing plate, which is connected to the movable steel plate by a second fastening bolt to transmit impact force from the outside. The front side of the bearing plate is fixedly connected to the rear side of the upright plate.

[0014] Optionally, the second shock-absorbing component includes a steel spring and a buffer block. The steel spring is disposed on both sides of the buffer cavity, and the opposite ends of the steel spring on both sides are connected to the buffer block.

[0015] Optionally, the bottom back side of the upright plate is provided with a squeezing block that cooperates with the buffer block, and both the buffer block and the squeezing block are trapezoidal.

[0016] Optionally, one end of several of the guard tubes is fixedly connected to an inner tube by a third fastening bolt, and the other end of the inner tube is fixedly connected to one end of a guard tube in another device by a third fastening bolt.

[0017] Optionally, the pre-embedded component includes a pre-embedded plate, a pre-embedded bolt, and a fastening nut. The pre-embedded plate is horizontally pre-embedded in the bridge base structure and is arranged vertically corresponding to the base plate. The pre-embedded bolt is movably disposed on the pre-embedded plate and the base plate, and fastening nuts are screwed to both the upper and lower ends of the pre-embedded bolt.

[0018] Optionally, a number of reinforcing plates are distributed between the outer side of the steel profile plate and the base plate and the bottom plate.

[0019] A construction method for anti-collision and shock absorption of bridge railings in traffic engineering construction includes:

[0020] S1: First, determine the pre-embedded position of the pre-embedded plate in the bridge base structure according to the design drawings; then, excavate at the predetermined position, pass the pre-embedded bolt through the pre-drilled hole in the pre-embedded plate, install the fastening nut at the lower end of the pre-embedded bolt and tighten it initially to form a preliminary connection between the pre-embedded bolt and the pre-embedded plate, then slowly put the pre-embedded plate with the pre-embedded bolt into the excavated hole, and carefully adjust the position and elevation of the pre-embedded plate using a level and verticality testing tool to ensure that the horizontality error of the pre-embedded plate does not exceed the specified value;

[0021] High-strength, non-shrink grouting material is used to grout the gaps around the embedded plate and between the embedded bolt and the hole in the embedded plate. Before grouting, the debris and dust in the gaps are cleaned and the hole and the surface of the embedded plate are moistened with water. When grouting, the grouting material is slowly injected from one side of the embedded plate, and a vibrator is used to gently vibrate it to remove air bubbles and ensure that the grouting is dense. After the grouting material reaches a certain strength, the verticality of the embedded bolt and the horizontality of the embedded plate are checked again.

[0022] S2: Align the reserved hole on the base plate with the embedded bolt that passes through the embedded plate, slowly lower the base plate so that the embedded bolt passes through the reserved hole on the base plate, install the fastening nut on the upper end of the embedded bolt and tighten the fastening nut to ensure that the base plate and the embedded component are firmly connected.

[0023] S3: Weld the steel plate to the base plate and weld the base to the front side of the steel plate. Install the second shock absorber in the buffer cavity of the base. Then fix the first shock absorber to the front side of the steel plate with the first fastening bolt. Then install the upright plate on the base. At this time, the upright plate is in the initial position and the reserved space on the back side of the upright plate is in contact with the bearing plate on the first shock absorber. Weld the back side of the upright plate to the front side of the bearing plate.

[0024] S4: Install the guardrail tubes, pass the guardrail tubes through the pre-drilled holes in the upright plate from top to bottom, and fix the inner tubes with the third fastening bolts to achieve the connection between the guardrail tubes of adjacent devices. Finally, weld the reinforcing plate at the angle between the steel plate, the base and the bottom plate, and use fillet welds for the welds.

[0025] The beneficial effects of the present invention are:

[0026] In this invention, the first shock-absorbing component, upon impact, rapidly absorbs and disperses part of the impact energy thanks to the elastic deformation of the spring and the energy dissipation characteristics of the damping material. Simultaneously, the adaptive plate flexibly deforms according to the magnitude and direction of the impact force, further assisting in buffering and effectively reducing the direct impact on the bridge railing. In the second shock-absorbing component, a steel spring and a buffer block work together. When the upright plate moves upon impact, the compression block presses against the buffer block, compressing the steel spring. The resulting elastic restoring force reacts on the upright plate, absorbing the impact energy again. The synergistic effect of these two components enhances the anti-collision and shock-absorbing performance, greatly improving the safety and stability of the bridge railing and reducing accident losses. Attached Figure Description

[0027] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments described in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0028] Figure 1 This is a structural schematic diagram of a bridge railing anti-collision and shock absorption device for traffic engineering construction according to the present invention;

[0029] Figure 2 This is a front view of the present invention;

[0030] Figure 3 This is a schematic diagram of the pre-embedded component in this invention;

[0031] Figure 4 This is a schematic diagram of the structure of the first shock absorption component in this invention;

[0032] Figure 5 This is a cross-sectional view in this invention;

[0033] Figure 6 This is a structural diagram of the base buffer cavity in this invention;

[0034] Figure 7 This is an elevation view of the bottom of the base in this invention.

[0035] The numbers on the map are:

[0036] 1. Steel profile; 2. Base plate;

[0037] 3. Base; 301. Buffer cavity;

[0038] 4. First shock absorber assembly; 401. Fixed steel plate; 402. First fastening bolt; 403. First adaptive plate; 404. Pin; 405. Second adaptive plate; 406. Movable steel plate; 407. Bearing plate; 408. Second fastening bolt; 409. Spring damper;

[0039] 5. Vertical plate; 501. Extrusion block;

[0040] 6. Fence support;

[0041] 7. Second damping assembly; 701. Steel spring; 702. Buffer block;

[0042] 8. Third fastening bolt;

[0043] 9. Embedded components; 901. Embedded plate; 902. Embedded bolt; 903. Fastening nut;

[0044] 10. Reinforcing plate. DETAILED DESCRIPTION

[0045] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0046] Example 1:

[0047] As attached Figure 1 To the attached Figure 7 As shown, this invention provides a bridge railing anti-collision and shock absorption device for traffic engineering construction, including a steel plate 1. The steel plate 1 is made of high-strength steel, which undergoes a special heat treatment process. Its yield strength is not less than 800MPa and its tensile strength is between 900-1100MPa. It can withstand large external forces without plastic deformation and serves as the core support frame of the entire device. A base plate 2 is set at the bottom of the steel plate 1 and is tightly connected to the steel plate 1 by welding. The base plate 2 is connected to the bridge base structure through a pre-embedded component 9 at the bottom. A base 3 is located at the top of the base plate 2 and is welded to the front side of the steel plate 1. A buffer cavity 301 is provided in the base 3. An upright plate 5 is movably installed in the base 3. The upright plate 5 is concave and has several railing tubes 6 evenly inserted from top to bottom on its body.

[0048] The shock absorption unit is used to absorb and disperse the impact energy received by the bridge railing. The shock absorption unit includes a first shock absorption component 4 and a second shock absorption component 7. The first shock absorption component 4 is installed on the front side of the steel plate 1, and two sets are arranged correspondingly above and below. The second shock absorption component 7 is arranged in the buffer cavity 301 of the base 3.

[0049] The first shock absorber assembly 4 includes a fixed steel plate 401, which is fixedly connected to the front side of the steel plate 1 by a first fastening bolt 402. Both ends of the fixed steel plate 401 are movably connected to a first adaptive plate 403. The other side of the first adaptive plate 403 is movably connected to a pin 404, and the other side of the axis connecting the pins 404 on both sides is symmetrically connected to a second adaptive plate 405 about the first adaptive plate 403. The other side of the second adaptive plates 405 on both sides is movably connected to a movable steel plate 406. Two sets of spring dampers 409 are provided between the fixed steel plate 401 and the movable steel plate 406. The springs of the spring dampers 409 are made of high-quality spring steel, and the damping material is high-performance rubber, which can quickly absorb and dissipate energy when subjected to external force.

[0050] In one embodiment of the present invention, the first shock-absorbing component 4 is further provided with a bearing plate 407, which is connected to the movable steel plate 406 by a second fastening bolt 408 for transmitting impact force from the outside. The front side of the bearing plate 407 is fixedly connected to the rear side of the upright plate 5. Specifically, when the bridge railing encounters an external impact force, the railing tube 6 transmits the force to the bearing plate 407. Since the bearing plate 407 is connected to the movable steel plate 406 through the second fastening bolt 408, the impact force is quickly transmitted to the movable steel plate 406, which in turn compresses the two sets of spring dampers 409 between the movable steel plate 406 and the fixed steel plate 401. During the compression process, the spring dampers 409 absorb and consume part of the impact energy through their own elastic deformation and damping effect. At the same time, the first adaptive plate 403, which is movably connected to both ends of the fixed steel plate 401, and the second adaptive plate 405, which is symmetrically connected about the first adaptive plate 403, will adaptively deform according to the magnitude and direction of the impact force, further assisting the spring dampers 409 in dispersing and buffering the impact force, thereby effectively protecting the bridge railing and vehicles.

[0051] In one embodiment of the present invention, the second shock absorption component 7 includes a steel spring 701 and a buffer block 702. The steel spring 701 is disposed on both sides of the buffer cavity 301, and the opposite ends of the steel springs 701 on both sides are connected to the buffer block 702.

[0052] Furthermore, the bottom back side of the upright plate 5 is provided with a compression block 501 that cooperates with the buffer block 702. Both the buffer block 702 and the compression block 501 are trapezoidal. Specifically, when the upright plate 5 is impacted and moves backward, the compression block 501 at the bottom back side of the upright plate 5 will move backward accordingly. Since the compression block 501 cooperates with the buffer block 702 with good wear resistance, which is connected to the opposite ends of the steel springs 701 on both sides of the buffer cavity 301, and both are trapezoidal, the compression block 501 will compress the buffer block 702, causing the buffer block 702 to move to both sides, thereby compressing the steel spring 701. The steel spring 701 generates an elastic restoring force during the compression process. This restoring force will react on the buffer block 702, and the buffer block 702 will then transmit the force to the compression block 501 and the upright plate 5, thereby buffering the movement of the upright plate 5, further absorbing and dispersing the impact energy, and enhancing the anti-collision and shock absorption performance of the entire device.

[0053] When the guardrail 6 is hit by a vehicle, the impact force is first transmitted to the upright plate 5 that is connected to the guardrail 6. At the same time, the bearing plate 407 fixedly connected to the rear side of the upright plate 5 will receive the force. Since the bearing plate 407 is connected to the movable steel plate 406 in the first shock absorber assembly 4 through the second fastening bolt 408, the impact force is quickly transmitted to the movable steel plate 406, causing the two sets of spring dampers 409 between the movable steel plate 406 and the fixed steel plate 401 to be compressed. During the compression process, the spring dampers 409 absorb and consume part of the impact energy by their own elastic deformation and damping effect. At the same time, the first adaptive plate 403 and the second adaptive plate 405 symmetrically connected to both ends of the fixed steel plate 401 will adaptively deform according to the magnitude and direction of the impact force, assisting the spring dampers 409 in dispersing and buffering the impact force. In addition, when the upright plate 5 moves backward due to impact, the compression block 501 at the bottom of its back side compresses the buffer block 702 connected to the steel spring 701 in the buffer cavity 301. Both the buffer block 702 and the compression block 501 are trapezoidal. The compression causes the buffer block 702 to move to both sides and compress the steel spring 701. The elastic restoring force generated by the steel spring 701 reacts to the buffer block 702 and is then transmitted to the compression block 501 and the upright plate 5, further absorbing and dispersing the impact energy, thereby effectively protecting the bridge railing and vehicles.

[0054] like Figure 1 As shown, in one embodiment of the present invention, one end of several guardrail tubes 6 is fixedly connected to an inner tube by a third fastening bolt 8, and the other end of the inner tube is fixedly connected to one end of a guardrail tube 6 in another device by a third fastening bolt 8. Specifically, when a device is impacted, the impact force can be transmitted to adjacent devices through the guardrail tubes 6 and the inner tube, allowing adjacent devices to share the impact force, avoiding excessive local stress that could damage the device. Furthermore, if a guardrail tube 6 is damaged in a localized area due to an impact, it is not necessary to replace a large area of ​​the guardrail tubes 6, greatly reducing costs and workload.

[0055] like Figure 3As shown, in one embodiment of the present invention, the pre-embedded component 9 includes a pre-embedded plate 901, a pre-embedded bolt 902 and a fastening nut 903. The pre-embedded plate 901 is horizontally pre-embedded in the bridge base structure and is arranged vertically corresponding to the base plate 2. The pre-embedded bolt 902 is movably disposed on the pre-embedded plate 901 and the base plate 2, and the upper and lower ends of the pre-embedded bolt 902 are screwed with fastening nuts 903.

[0056] like Figure 3 As shown, in one embodiment of the present invention, a plurality of reinforcing plates 10 are distributed between the outer sides of the steel profile plate 1 and the base 3 and the bottom plate 2. Specifically, the reinforcing plates 10 can disperse the impact force, reduce stress concentration, and prevent the steel profile plate 1, the base 3 and the bottom plate 2 from breaking or deforming due to excessive force.

[0057] A construction method for anti-collision and shock absorption of bridge railings in traffic engineering construction:

[0058] S1: First, determine the pre-embedded position of the pre-embedded plate 901 in the bridge base structure according to the design drawings; then, excavate at the predetermined position, pass the pre-embedded bolt 902 through the pre-reserved hole on the pre-embedded plate 901, install the fastening nut 903 at the lower end of the pre-embedded bolt 902 and tighten it initially to form a preliminary connection between the pre-embedded bolt 902 and the pre-embedded plate 901. Then, slowly put the pre-embedded plate 901 with the pre-embedded bolt 902 into the excavated hole, and carefully adjust the position and elevation of the pre-embedded plate 901 using a level and verticality testing tool to ensure that the horizontality error of the pre-embedded plate 901 does not exceed the specified value.

[0059] High-strength, non-shrink grouting material is used to grout the gaps around the embedded plate 901 and between the embedded bolt 902 and the hole in the embedded plate 901. Before grouting, the debris and dust in the gaps are cleaned and the holes and the surface of the embedded plate 901 are moistened with water. During grouting, the grouting material is slowly injected from one side of the embedded plate 901, and a vibrator is used to gently vibrate it to remove air bubbles and ensure that the grouting is dense. After the grouting material reaches a certain strength, the verticality of the embedded bolt 902 and the horizontality of the embedded plate 901 are checked again.

[0060] S2: Align the reserved hole on the base plate 2 with the embedded bolt 902 that passes through the embedded plate 901, slowly lower the base plate 2 so that the embedded bolt 902 passes through the reserved hole on the base plate 2, install the fastening nut 903 on the upper end of the embedded bolt 902, and tighten the fastening nut 903 to ensure that the base plate 2 and the embedded component 9 are firmly connected.

[0061] S3: Weld the steel plate 1 to the base plate 2 and weld the base 3 to the front side of the steel plate 1. Install the second shock absorber 7 in the buffer cavity 301 of the base 3. Then fix the first shock absorber 4 to the front side of the steel plate 1 with the first fastening bolt 402. Then install the upright plate 5 on the base 3. At this time, the upright plate 5 is in the initial position, and the reserved space on the rear side of the upright plate 5 is in contact with the bearing plate 407 on the first shock absorber 4. Weld and fix the back side of the upright plate 5 to the front side of the bearing plate 407.

[0062] S4: Install the guardrail tube 6, pass the guardrail tube 6 through the reserved hole in the body of the upright plate 5 from top to bottom, and fix the inner tube with the third fastening bolt 8 to realize the connection between the guardrail tubes 6 of adjacent devices. Finally, weld the reinforcing plate 10 at the angle between the steel plate 1, the base 3 and the bottom plate 2. The weld is a fillet weld.

[0063] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A bridge railing anti-collision and shock absorption device for traffic engineering construction, characterized in that, include: The steel profile (1) is made of high-strength steel and serves as the core support frame of the entire device; The base plate (2) is set at the bottom of the steel plate (1) and is tightly connected to the steel plate (1) by welding. The base plate (2) is connected to the bridge base structure through the pre-embedded component (9) at the bottom. The base (3) is located on the top of the bottom plate (2) and is welded to the front side of the steel plate (1). The base (3) is provided with a buffer cavity (301). The upright plate (5) is movably installed in the base (3). The upright plate (5) is concave, and several railing tubes (6) are evenly inserted through the plate body from top to bottom. The shock absorption unit is used to absorb and disperse the impact energy received by the bridge railing. The shock absorption unit includes a first shock absorption component (4) and a second shock absorption component (7). The first shock absorption component (4) is installed on the front side of the steel plate (1) and two sets are arranged correspondingly above and below. The second shock absorption component (7) is arranged in the buffer cavity (301) of the base (3). The first shock absorber assembly (4) includes a fixed steel plate (401), which is fixedly connected to the front side of the steel plate (1) by a first fastening bolt (402). Both ends of the fixed steel plate (401) are movably connected to a first adaptive plate (403). The other side of the first adaptive plate (403) is movably connected to a pin (404), and the other side of the axis connecting line of the two pins (404) is symmetrically connected to a second adaptive plate (405) about the first adaptive plate (403). The other side of the two second adaptive plates (405) is movably connected to a movable steel plate (406). Two sets of spring dampers (409) are provided between the fixed steel plate (401) and the movable steel plate (406).

2. The anti-collision and shock-absorbing device for bridge railings in traffic engineering construction according to claim 1, characterized in that: The first shock absorber assembly (4) is also provided with a bearing plate (407), which is connected to the movable steel plate (406) by a second fastening bolt (408) to transmit the impact force from the outside. The front side of the bearing plate (407) is fixedly connected to the rear side of the upright plate (5).

3. The anti-collision and shock-absorbing device for bridge railings in traffic engineering construction according to claim 1, characterized in that: The second shock absorption assembly (7) includes a steel spring (701) and a buffer block (702). The steel spring (701) is disposed on both sides of the buffer cavity (301), and the opposite ends of the steel spring (701) on both sides are connected to the buffer block (702).

4. The anti-collision and shock-absorbing device for bridge railings in traffic engineering construction according to claim 1, characterized in that: The bottom back side of the upright plate (5) is provided with a pressing block (501) that cooperates with the buffer block (702). Both the buffer block (702) and the pressing block (501) are trapezoidal.

5. A bridge railing anti-collision and shock-absorbing device for traffic engineering construction according to claim 1, characterized in that: One end of several of the guard tubes (6) is fixedly connected to an inner tube by a third fastening bolt (8), and the other end of the inner tube is fixedly connected to one end of a guard tube (6) in another device by a third fastening bolt (8).

6. The anti-collision and shock-absorbing device for bridge railings in traffic engineering construction according to claim 1, characterized in that: The pre-embedded component (9) includes a pre-embedded plate (901), a pre-embedded bolt (902), and a fastening nut (903). The pre-embedded plate (901) is horizontally pre-embedded in the bridge base structure and is arranged vertically corresponding to the bottom plate (2). The pre-embedded bolt (902) is movably inserted through the pre-embedded plate (901) and the bottom plate (2), and the upper and lower ends of the pre-embedded bolt (902) are screwed with fastening nuts (903).

7. A bridge railing anti-collision and shock-absorbing device for traffic engineering construction according to claim 1, characterized in that: Several reinforcing plates (10) are distributed between the outer side of the steel plate (1) and the base (3) and the bottom plate (2).

8. A construction method for anti-collision and shock absorption of bridge railings in traffic engineering construction, used to implement the anti-collision and shock absorption device for bridge railings in traffic engineering construction as described in any one of claims 1-8, characterized in that, include: S1: First, determine the pre-embedded position of the pre-embedded plate (901) in the bridge base structure according to the design drawings; then, excavate at the predetermined position, pass the pre-embedded bolt (902) through the pre-reserved hole on the pre-embedded plate (901), install the fastening nut (903) at the lower end of the pre-embedded bolt (902) and tighten it initially to form a preliminary connection between the pre-embedded bolt (902) and the pre-embedded plate (901). Then, slowly put the pre-embedded plate (901) with the pre-embedded bolt (902) into the excavated hole, and carefully adjust the position and elevation of the pre-embedded plate (901) using a level and verticality testing tool to ensure that the horizontality error of the pre-embedded plate (901) does not exceed the specified value. High-strength non-shrink grouting material is used to grout the gaps around the embedded plate (901) and between the embedded bolt (902) and the hole of the embedded plate (901). Before grouting, the debris and dust in the gaps are cleaned and the hole and the surface of the embedded plate (901) are moistened with water. When grouting, the grouting material is slowly injected from one side of the embedded plate (901) and the vibrator is used to gently vibrate to remove air bubbles and ensure that the grouting is dense. After the grouting material reaches a certain strength, the verticality of the embedded bolt (902) and the horizontality of the embedded plate (901) are checked again. S2: Align the reserved hole on the base plate (2) with the embedded bolt (902) that passes through the embedded plate (901), slowly lower the base plate (2) so that the embedded bolt (902) passes through the reserved hole on the base plate (2), install the fastening nut (903) on the upper end of the embedded bolt (902) and tighten the fastening nut (903) to ensure that the base plate (2) and the embedded component (9) are firmly connected. S3: Weld the steel plate (1) onto the base plate (2) and weld the base (3) onto the front side of the steel plate (1). Install the second shock absorber (7) in the buffer cavity (301) of the base (3). Then fix the first shock absorber (4) onto the front side of the steel plate (1) with the first fastening bolt (402). Then install the upright plate (5) onto the base (3). At this time, the upright plate (5) is in the initial position, and the reserved space on the back side of the upright plate (5) is in contact with the bearing plate (407) on the first shock absorber (4). Weld the back side of the upright plate (5) to the front side of the bearing plate (407) and fix it. S4: Install the guardrail tube (6), pass the guardrail tube (6) through the pre-reserved hole in the upright plate (5) from top to bottom, and fix the inner tube with the third fastening bolt (8) to realize the connection between the guardrail tubes (6) of adjacent devices. Finally, weld the reinforcing plate (10) at the angle between the steel plate (1), the base (3) and the bottom plate (2). The weld is a fillet weld.

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