Concrete forming construction method and mold architecture based on bridge crash barrier

Abstract

The application discloses a concrete forming construction method and a mold framework based on a bridge anti-collision guardrail, and comprises the following steps: guardrail reinforcement binding is carried out according to the construction position of the bridge anti-collision guardrail; guide reinforcement is accurately positioned through a guardrail reinforcement positioning device, and the interval of the guardrail reinforcement is controlled by using a reinforcement protective layer fixture; a sectional anti-collision guardrail formwork is manufactured according to construction requirements, and the formwork is chamfered and treated to stop mortar; the formwork is installed through a formwork trolley, an inner side operation is completed by optimizing a pull rod structure to realize formwork fixing; concrete is poured in the formwork, concrete is vibrated and compacted layer by layer, and multiple surface finishing treatments are carried out; after the concrete reaches the form removal strength, the formwork is removed, and the anti-collision guardrail concrete is covered by one cloth and one film and is watered and maintained for a preset time. The technical problems of low construction efficiency and low quality and strength of the bridge anti-collision guardrail in the prior art are solved.

Description

Technical Field

[0001] This invention relates to the field of bridge construction technology, and more specifically, to a concrete molding construction method and mold structure based on bridge crash barriers. Background Technology

[0002] Currently, with the rapid development of society and the economy, bridge construction is entering a period of rapid growth, and the traffic safety and aesthetic quality of bridges have become core concerns for the transportation industry. As a core protective component of bridges, concrete crash barriers not only effectively prevent out-of-control vehicles from leaving the bridge and ensure road traffic safety, but also play a decorative and aesthetic role in bridge construction. Their construction quality directly affects the overall quality of the bridge project, while construction efficiency relates to the construction cycle. Therefore, higher requirements are placed on the construction technology and formwork structure of concrete crash barriers.

[0003] In the existing technology, there are still many technical defects in the construction process of bridge concrete crash barriers, as follows: Firstly, in the formwork fabrication and installation process, traditional formwork is mostly an integral structure, which is difficult to fabricate, inconvenient to install and disassemble, and the sealing effect of the formwork connection is poor. Concrete slurry is prone to flow out at the bottom of the outer formwork, forming misalignment and affecting the appearance of the guardrail. At the same time, the outer formwork is difficult to fix, and construction workers need to complete the tie rod tightening work at a high altitude on the outside of the bridge, which poses an extremely high risk of falling from a height. Secondly, in the concrete pouring process, the pouring process lacks standardization and specifications. Excessive thickness in a single pour can easily lead to insufficient compaction, resulting in defects such as honeycomb and pitted surface. Improper treatment of the top laitance and simple finishing process result in poor flatness and unclear edges on the top surface of the guardrail. Thirdly, in the curing process, inadequate curing measures and failure to promptly moisturize the concrete after demolding can easily lead to shrinkage cracks due to rapid evaporation of moisture, reducing the strength and durability of the concrete. Summary of the Invention

[0004] To address this, the present invention provides a concrete molding construction method and mold structure based on bridge crash barriers, in order to solve the technical problems of low construction efficiency and low quality and strength of bridge crash barriers in the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: A concrete molding construction method based on bridge crash barriers includes the following steps: For the construction location of bridge crash barriers, the steel bars of the guardrail are tied. The guide steel bars are accurately positioned by the guardrail steel bar positioning device, and the spacing of the guardrail steel bars is controlled by the steel bar protective layer clamps. According to the construction requirements, the segmented anti-collision guardrail template is made, and the template is beveled and grout is stopped. Templates are installed using a template trolley, and the template fixing is completed by optimizing the tie rod structure and achieving internal operation. The concrete is poured into the template, vibrated in layers, and the surface is finished multiple times. After the concrete reaches the demolding strength, the formwork is removed. The concrete of the crash barrier is covered with a cloth and a film and watered for a preset curing time.

[0006] Based on the above technical solution, the present invention is further described as follows: As a further aspect of the present invention The process of binding the reinforcing bars at the construction location of the bridge crash barrier involves using a reinforcing bar positioning device to accurately position the guide bars and using reinforcing bar protective layer clamps to control the spacing of the reinforcing bars. Specifically, this includes: According to the construction drawings of the bridge crash barrier, the guardrail reinforcement is laid out and positioned at the designated construction location. Then, a guardrail reinforcement positioning device is used to accurately position the guardrail guide reinforcement. The guardrail reinforcement positioning device is equipped with a spirit level. By observing the scale of the spirit level, the construction personnel adjust the installation angle and placement position of the guardrail skeleton reinforcement in real time, thereby accurately controlling the verticality of the guardrail skeleton reinforcement. At the same time, the limiting structure of the positioning device is used to initially control the spacing between the reinforcements to ensure the uniformity of the reinforcement arrangement. Subsequently, the rebar protective layer clamps were fabricated and installed. The rebar protective layer clamps were made of Φ16 threaded steel bars, and the overall length of the clamps was set to 40cm. At positions 3cm and 16.4cm from the top of the clamps, two sets of short Φ16 threaded steel bars with a length of 5cm were welded and fixed respectively. These short threaded steel bars served as positioning bars. At the midpoint between the two sets of positioning bars, a Φ16 threaded steel bar with a length of 13.4cm was welded and fixed as a reinforcing bar. The reinforcing bar can improve the structural strength of the clamps and prevent the clamps from deforming due to stress. During the welding or binding of guardrail reinforcement bars, this clamp is evenly installed between the guardrail reinforcement bar skeletons. By utilizing the limiting effect of the positioning bars, the spacing between the left and right reinforcement bar skeletons of the guardrail is precisely positioned at 15cm, thereby ensuring the consistency and accuracy of the guardrail reinforcement bar spacing.

[0007] As a further aspect of the present invention The process of fabricating segmented crash barrier templates according to construction requirements, and performing beveling and grout-stopping treatments on the templates, specifically includes: The specific process is as follows: Based on the construction dimensions and requirements of the bridge crash barrier, segmented crash barrier templates are manufactured. The templates are divided into 1m and 2m sections for easy transportation, installation, and disassembly. The template panels are made of 6mm thick steel plates to ensure the flatness and overall rigidity of the panels and prevent deformation of the templates due to lateral pressure during concrete pouring. The horizontal ribs, vertical ribs, and vertical edges of the templates are all made of δ12×80mm steel strips. The horizontal and vertical ribs are arranged at even intervals on the back of the panels to form a stable support structure. Φ22 connection holes are opened at the connection points of the template, and M20*50 high-strength bolts are passed through the connection holes to achieve a firm connection between the template sections. After the template is fabricated, a tie rod structure is installed on the template. A tie rod structure with Φ16 tie rods running through it is used to strengthen the template. The Φ16 tie rods can effectively withstand the lateral pressure generated during concrete pouring and ensure the overall stability of the template. A 40cm long channel steel is extended upwards and outwards from the back rib of the inner template. A transverse channel steel is then welded to the end of the channel steel as an upper support. The upper support provides a stable support point for fixing the outer template. Based on the upper support, the outer template is lifted and reliably fixed by tie rods.

[0008] As a further aspect of the present invention The process of fabricating segmented crash barrier templates according to construction requirements, and performing beveling and grout-stopping treatments on the templates, specifically includes: The template is beveled, grout is stopped, and concrete joints are pre-installed. A 45-degree bevel is milled at the top of the template. This bevel structure can ensure that the top of the guardrail is formed when the concrete is poured. A 30mm leveling layer is set at the bottom of the outer mold to ensure a tight fit between the bottom of the outer mold and the leveling layer. A 5# channel steel is welded to the lower part of the outer mold, and a soft foam strip with a cross-sectional size of 5*5cm is tightly inserted into the 5# channel steel as a grout stop strip to fill the gap between the template and the construction base surface.

[0009] As a further aspect of the present invention The process of fabricating segmented crash barrier templates according to construction requirements, and performing beveling and grout-stopping treatments on the templates, specifically includes: According to the location of the concrete joint as required by the construction drawings, three 4mm thick steel plates are used to pre-place the concrete joint, and grease is evenly applied to the contact surface between the three steel plates. During pre-setting, the combined steel plates are fixed to the corresponding positions of the template using special clamps to ensure the positional accuracy and verticality of the true seam, thus completing the overall production of the template.

[0010] As a further aspect of the present invention The process of installing the template using a template trolley and optimizing the tie rod structure to achieve template fixation through internal operations specifically includes: The completed and inspected segmented templates are transported to the construction site and installed using a bridge railing template trolley. The bridge railing template trolley is a special equipment for bridge construction, which can lift, move and precisely position the templates. Manual labor is used to lift and align the templates with the trolley. The template segments are then tightly connected into a whole using high-strength bolts. The verticality and axial position of the templates are then finely adjusted using the trolley's adjustment device to ensure that the installation accuracy of the templates meets the construction requirements. After the templates are aligned, the ends of the Φ16 tie rods are screwed between the inner and outer templates of the bridge to connect the tie rods with the nuts of the inner and outer templates. The templates are then fixed by gradually tightening the tie rods. The entire operation is completed on the inner side of the bridge.

[0011] As a further aspect of the present invention The process of pouring concrete into the formwork, vibrating the concrete in layers, and performing multiple finishing processes specifically includes: Before concrete pouring, a safety wire rope is installed along the entire length of the guardrail construction direction at the top of the formwork. The height and tension of the safety wire rope strictly comply with the requirements of bridge construction safety specifications. Then, the concrete is mixed and transported. The concrete is slowly fed into the formwork by means of hoppers or pumps to prevent segregation when the concrete is put into the formwork. The concrete pouring adopts a layered pouring process, which is carried out in three layers. The thickness of each layer is strictly controlled within the range required by the construction specifications to avoid insufficient compaction due to excessive thickness in a single pour. Concrete is vibrated using an immersion vibrator with evenly distributed insertion points. The insertion depth is 5-10cm for the lower layer of concrete, ensuring a tight bond between the upper and lower layers. During vibration, the vibrator is inserted quickly and withdrawn slowly until no more bubbles appear on the concrete surface and a uniform laitance is formed. After the concrete is poured, it is finished three times. All finishing is done horizontally with the top of the formwork as the reference, so as to make the top of the guardrail flat.

[0012] As a further aspect of the present invention The process of performing multiple dough-forming steps specifically includes: The first finishing is performed immediately after the concrete is poured. A steel trowel is used to quickly smooth the laitance on the top surface of the concrete, remove air bubbles and protrusions, and initially ensure the flatness of the top surface. The second finishing is carried out 30 minutes after the concrete is poured. At this time, the concrete begins to set and has a certain strength. A steel trowel is used to press and smooth the top surface of the concrete, and at the same time, the edges and contours of the guardrail are finely trimmed to ensure that the edges and corners are straight and clear. The third finishing process is performed before the initial setting of the concrete. At this time, the plasticity of the concrete gradually decreases. A steel trowel is used to finely level and smooth the top surface of the concrete, further improving the flatness and smoothness of the top surface, and completing the concrete pouring construction.

[0013] As a further aspect of the present invention The demolding is carried out after the concrete reaches the demolding strength. The concrete of the crash barrier is covered with a cloth and a film and watered for a preset curing time, specifically including: After the concrete reaches the demolding strength required by the construction specifications, the formwork is dismantled. During dismantling, the principle of "first come, first served" is followed, and the formwork is slowly removed using demolding tools to avoid damaging the surface and edges of the concrete railing. After the formwork is dismantled, it is cleaned and repaired in a timely manner, removing concrete residue from the formwork surface, correcting slightly deformed parts, and replacing damaged connection holes and bolts so that the formwork can be put into use again after repair. Immediately after demolding, the concrete crash barrier is cured using a geotextile and plastic film covering method. First, the geotextile is tightly covered on the concrete surface, and then the plastic film is covered on the outside of the geotextile. The geotextile has good water absorption and retention properties, and the plastic film can effectively lock in moisture and prevent it from evaporating quickly. The curing water pipes are placed at the top of the guardrail, under the geotextile and the membrane. The curing water pipes are multi-hole pipes to ensure uniform watering. Water is continuously sprayed onto the geotextile through the curing water pipes to keep the concrete surface and the geotextile and membrane in a moist state, providing stable and sufficient moisture for the hydration reaction of the concrete and promoting strength development. The curing time for concrete is strictly set at seven days. During the seven-day curing period, watering and curing are carried out to keep the concrete constantly moist. After the curing period, the plastic film and geotextile were removed in the order of first removing the plastic film and then removing the geotextile. The geotextile and geotextile were then removed together with the curing water pipes. After that, a comprehensive inspection of the overall quality of the concrete crash barrier was carried out. The inspection included the concrete strength, surface flatness, straightness of the edges and corners, and whether there were any defects such as cracks, misalignments, or exposed rebar. Once all the inspection indicators met the construction specifications and design requirements, the construction of the entire bridge concrete crash barrier was completed.

[0014] A mold structure applied to the aforementioned concrete forming construction method based on bridge crash barriers, the mold structure comprising: The inner mold assembly is fixedly assembled to the box girder; The outer mold assembly, together with the inner mold assembly, forms the casting cavity; The bottom tie rod assembly is inserted and fitted between the corresponding openings at the bottom of the inner mold assembly and the bottom of the outer mold assembly; Top tie rods are respectively fixedly assembled to the top of the inner mold assembly and the top of the outer mold assembly, and top tie rods are positioned and installed between the corresponding top tie rods; A suspension bearing assembly is fixedly mounted on the top of the inner mold assembly, and the suspension bearing assembly extends to the upper part of the outer mold assembly, and the suspension bearing assembly is fixedly connected to the upper part of the outer mold assembly.

[0015] The suspended load-bearing assembly includes an inner mold upright, an extension load-bearing rod, and a hoisting tie rod. The inner mold upright is vertically fixedly assembled to the top of the inner mold assembly; The extended bearing rod is laterally fixedly assembled to the top of the inner mold upright; One end of the hoisting tie rod is fixedly connected to the extended bearing rod, and the other end of the hoisting tie rod is detachably fixedly connected to the upper part of the outer mold assembly. The top edge of the inner mold assembly is provided with a milled bevel. The milled edge bevel extends along the length direction of the inner mold assembly; The bottom of the outer mold assembly is fixedly fitted with a channel steel, and a soft grout-stopping strip is embedded inside the cavity of the channel steel. The soft grout-stopping strip is respectively fitted to the bottom of the outer mold assembly and the cast base.

[0016] The present invention has the following beneficial effects: 1. This construction method can significantly improve construction efficiency and effectively solve common quality problems in traditional construction, such as inaccurate rebar positioning, grout leakage, honeycomb surface, and shrinkage cracks. At the same time, it significantly reduces the risk of high-altitude construction, and the reuse of formwork also greatly reduces the waste of construction materials and lowers construction costs. It has good engineering application effects and can be widely used in the construction of concrete anti-collision guardrails for various bridges. 2. This architecture significantly enhances the installation stability of the molding template through a multi-directional support structure, while improving the molding quality of concrete through milling bevels and soft grout-stopping strips. It can be flexibly applied to the concrete pouring construction of various bridge box girders, improving the overall functionality and practicality, and has good market promotion prospects. Attached Figure Description

[0017] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. The structures, proportions, sizes, etc., drawn in this specification are only used to complement the content disclosed in the specification, so that those skilled in the art can understand and read them. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0018] Figure 1 This is a schematic diagram of the overall process of a concrete forming construction method based on bridge crash barriers provided in an embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram of the overall assembly state of the concrete forming mold architecture based on bridge crash barriers provided in an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the assembly structure of the milled bevel in the concrete forming mold architecture based on bridge crash barriers provided in an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram of the assembly structure of the soft grout stop strip in the concrete molding mold structure based on bridge crash barriers provided in an embodiment of the present invention.

[0022] The attached diagram lists the components represented by each number as follows: Inner mold assembly 1, milled edge bevel 11; Outer mold assembly 2; channel steel 21; soft grout stop strip 22; Bottom tie rod assembly 3; Top tie rod bracket 4, top tie rod 41; Suspension load-bearing component 5: inner mold upright 51, extension load-bearing rod 52, hoisting tie rod 53; Box girder a. Detailed Implementation

[0023] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. 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.

[0024] The terms "upper," "lower," "left," "right," and "middle" used in this specification are merely for clarity of description and are not intended to limit the scope of the invention. Any changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the invention.

[0025] like Figure 1 As shown in the figure, this invention provides a concrete molding construction method based on bridge crash barriers, and the specific implementation steps are as follows: S1: Bind the steel bars of the bridge crash barrier at the construction location. Use the steel bar positioning device to accurately position the guide steel bars and use the steel bar protective layer clamps to control the spacing of the steel bars. The specific process is as follows: According to the construction drawings of the bridge crash barrier, the guardrail reinforcement is laid out and positioned at the designated construction location. Then, a guardrail reinforcement positioning device is used to accurately position the guardrail guide reinforcement. The guardrail reinforcement positioning device is equipped with a spirit level. By observing the scale of the spirit level, the construction personnel adjust the installation angle and placement position of the guardrail skeleton reinforcement in real time, thereby accurately controlling the verticality of the guardrail skeleton reinforcement. At the same time, the limiting structure of the positioning device is used to initially control the spacing between the reinforcements to ensure the uniformity of the reinforcement arrangement. Subsequently, the rebar protective layer clamps were fabricated and installed. The rebar protective layer clamps were made of Φ16 threaded steel bars, and the overall length of the clamps was set to 40cm. At positions 3cm and 16.4cm from the top of the clamps, two sets of short Φ16 threaded steel bars with a length of 5cm were welded and fixed respectively. These short threaded steel bars served as positioning bars. At the midpoint between the two sets of positioning bars, a Φ16 threaded steel bar with a length of 13.4cm was welded and fixed as a reinforcing bar. The reinforcing bar can improve the structural strength of the clamps and prevent the clamps from deforming due to stress. During the welding or binding of guardrail steel bars, this clamp is evenly installed between the guardrail steel bar skeletons. By using the limiting effect of the positioning bars, the spacing between the left and right steel bar skeletons of the guardrail is precisely positioned at 15cm, thereby ensuring the consistency and accuracy of the guardrail steel bar spacing. After the steel bar binding is completed, the verticality, spacing and binding firmness of the steel bars are fully re-inspected to ensure that all indicators meet the bridge construction specifications and design requirements. S2: Fabricate segmented crash barrier templates according to construction requirements, and perform beveling and grout-stopping treatments on the templates; The specific process is as follows: First, based on the construction dimensions and requirements of the bridge crash barrier, segmented crash barrier templates are manufactured. The templates are divided into 1m and 2m sections for easy transportation, installation, and disassembly. The template panels are made of 6mm thick steel plates to ensure the flatness and overall rigidity of the panels and prevent deformation of the templates due to lateral pressure during concrete pouring. The horizontal ribs, vertical ribs, and vertical edges of the templates are all made of δ12×80mm steel strips. The horizontal and vertical ribs are arranged at even intervals on the back of the panels to form a stable support structure, which can effectively enhance the overall structural strength of the templates and avoid problems such as warping and deformation of the templates during concrete pouring. Φ22 connection holes are opened at the connection points of the template, and M20*50 high-strength bolts are passed through the connection holes to achieve a firm connection between the template sections. The high-strength bolt connection method not only ensures a tight connection and the sealing of the template connection points, but also has the characteristics of easy disassembly, which facilitates the reuse of the template. After the template is fabricated, a tie rod structure is installed, using a double-strength structure with Φ16 tie rods running vertically. The Φ16 tie rods can effectively withstand the lateral pressure generated during concrete pouring, ensuring the overall stability of the template. Since the outer template of the bridge crash barrier cannot be directly placed on the box girder for fixation, the inner template is partially modified. A 40cm long channel steel is extended upwards and outwards from the back rib of the inner template, and a transverse channel steel is welded to the end of the channel steel as an upper support. The upper support provides a stable support point for fixing the outer template. Construction workers can lift the outer template and reliably fix it using the tie rods, completely solving the technical problem of the difficulty in fixing the outer template. Subsequently, the template is beveled, grout-stopped, and pre-cast with concrete joints. A 45-degree bevel is milled at the top of the template. This bevel structure ensures the aesthetic appearance of the top of the guardrail during concrete pouring and facilitates subsequent concrete finishing operations. A 30mm leveling layer is placed at the bottom of the outer formwork to ensure a tight fit between the bottom of the outer formwork and the leveling layer. A 5# channel steel is welded to the lower part of the outer formwork, and a 5*5cm soft foam strip is tightly inserted into the 5# channel steel. This soft foam strip acts as a grout-stopping strip, effectively filling the gap between the template and the construction base surface, preventing grout from flowing out during concrete pouring, avoiding misalignment at the bottom of the guardrail, and significantly improving the appearance quality of the guardrail. According to the location of the concrete joint as required by the construction drawings, three 4mm thick steel plates are used to pre-place the concrete joint. Grease is evenly applied to the contact surface between the three steel plates. The grease has a good lubricating effect, prevents the steel plates from sticking to the concrete, and makes it easy to remove the steel plates during subsequent demolding. During pre-installation, the combined steel plates are fixed to the corresponding positions of the template using special clamps, strictly ensuring the positional accuracy and verticality of the true joint, thus completing the overall template fabrication. After the template fabrication is completed, a comprehensive inspection is conducted on the template's flatness, structural strength, sealing of joints, bevels, grout stop strips, and the pre-installed steel plates for the true joint, ensuring that all template indicators meet construction requirements, allowing the template to be reused in subsequent construction sections. S3: Install the template using a template trolley and optimize the tie rod structure to complete the template fixing through internal operations; The specific process is as follows: The completed and inspected segmented templates are transported to the construction site and installed using a bridge railing template trolley. The bridge railing template trolley is a special equipment for bridge construction, which can lift, move and precisely position the templates. Manual labor is used to lift and align the templates with the trolley. The template segments are tightly connected into a whole using high-strength bolts. Then, the verticality and axial position of the templates are finely adjusted using the trolley's adjustment device to ensure that the installation accuracy of the templates fully meets the requirements of the construction drawings. After the template is aligned, the tie rod structure of the template is optimized and installed to completely solve the problem that traditional tie rod fastening requires high-altitude work on the outside. A 5mm thick steel plate is welded between the two back ribs of the outer mold. During welding, it is ensured that the weld is full and there are no false welds or missing welds. The Φ16 tie rod nut is welded and fixed to the 5mm thick steel plate to ensure that the connection between the nut and the steel plate is firm. When fixing the template, simply turn the end of the Φ16 tie rod on one side of the template inside the bridge to connect the tie rod with the nut welded to the steel plate. The template is then fixed by gradually tightening the tie rod. The entire operation is completed inside the bridge. S4: Pour concrete into the formwork, vibrate the concrete in layers, and perform multiple finishing processes. The specific process is as follows: Before concrete pouring, a safety wire rope is installed along the entire length of the guardrail construction direction at the top of the formwork. The height and tension of the safety wire rope strictly comply with the requirements of bridge construction safety specifications. Then, the concrete is mixed and transported. The concrete is slowly fed into the formwork by means of hoppers or pumps to prevent segregation when the concrete is put into the formwork. The concrete pouring adopts a layered pouring process, which is carried out in three layers. The thickness of each layer is strictly controlled within the range required by the construction specifications to avoid insufficient compaction due to excessive thickness in a single pour. Concrete is vibrated using an immersion vibrator with evenly distributed insertion points. The insertion depth is 5-10cm for the lower layer of concrete, ensuring a tight bond between the upper and lower layers. During vibration, the vibrator is inserted quickly and withdrawn slowly until no more bubbles appear on the concrete surface and a uniform laitance is visible. Over-vibration or under-vibration must be strictly avoided. Over-vibration can easily lead to concrete segregation, while under-vibration can easily cause honeycomb and pitted surface defects. During the pouring of the guardrail concrete, a lot of laitance will be generated at the top of the guardrail. Therefore, after the pouring is completed, the laitance at the top should be completely removed. After removal, concrete of the same grade should be added in time and vibrated to compact it again to ensure the quality of the concrete at the top of the guardrail. After the concrete is poured, the concrete is finished three times. All finishing is done horizontally with the top of the formwork as the reference, so as to make the top of the guardrail flat and beautiful. Specifically, the first finishing is performed immediately after the concrete is poured. A steel trowel is used to quickly smooth the surface of the concrete, removing air bubbles and protrusions to initially ensure the flatness of the top surface. The second finishing is performed 30 minutes after the concrete is poured, when the concrete begins to set and has a certain strength. A steel trowel is used to press and smooth the top surface of the concrete, while the edges and corners of the railing are finely trimmed to ensure that the edges are straight and clear. The third finishing is performed before the concrete sets initially, when the plasticity of the concrete gradually decreases. A steel trowel is used to finely level and polish the top surface of the concrete, further improving the flatness and smoothness of the top surface, completing the concrete pouring construction. After the finishing is completed, the top surface and edges of the railing are inspected immediately, and any minor defects are repaired in a timely manner to ensure the smoothness of the concrete quality. S5: After the concrete reaches the demolding strength, the formwork is removed. The concrete of the crash barrier is covered with a cloth and a film and watered for curing for a preset time. The specific process is as follows: After the concrete reaches the demolding strength required by the construction specifications, the formwork is dismantled. During dismantling, the principle of "first come, first served" is followed, and the formwork is slowly removed using demolding tools to avoid damaging the surface and edges of the concrete railing. After the formwork is dismantled, it is cleaned and repaired in a timely manner, removing concrete residue from the formwork surface, correcting slightly deformed parts, and replacing damaged connection holes and bolts so that the formwork can be put into use again after repair. Immediately after demolding, the concrete crash barrier is cured using a geotextile and plastic film covering method. First, the geotextile is tightly covered on the concrete surface, and then the plastic film is covered on the outside of the geotextile. The geotextile has good water absorption and retention properties, and the plastic film can effectively lock in moisture and prevent it from evaporating quickly. The curing water pipes are placed at the top of the guardrail, under the geotextile and the membrane. The curing water pipes are multi-hole pipes to ensure uniform watering. Water is continuously sprayed onto the geotextile through the curing water pipes to keep the concrete surface and the geotextile and membrane in a moist state, providing stable and sufficient moisture for the hydration reaction of the concrete and promoting strength development. The curing time for concrete is strictly set at seven days. During the seven-day curing period, watering and curing are carried out to keep the concrete constantly moist. After the curing period, the plastic film and geotextile were removed in the order of first removing the plastic film and then removing the geotextile. The geotextile and geotextile were then removed together with the curing water pipes. After that, a comprehensive inspection of the overall quality of the concrete crash barrier was carried out. The inspection included the concrete strength, surface flatness, straightness of the edges and corners, and whether there were any defects such as cracks, misalignments, or exposed rebar. Once all the inspection indicators met the construction specifications and design requirements, the construction of the entire bridge concrete crash barrier was completed.

[0026] The construction method of this invention is intended to be applied to the construction of bridge crash barriers in the QYTJ-3 section of the Qinyi Expressway. According to test data, it significantly improves construction efficiency and effectively solves common quality problems in traditional construction, such as inaccurate rebar positioning, grout leakage, honeycomb surface defects, and shrinkage cracks. At the same time, it significantly reduces the risks of high-altitude construction, and the reuse of formwork greatly reduces the waste of construction materials and lowers construction costs. It has good engineering application effects and can be widely promoted and applied in the construction of concrete crash barriers for various bridges.

[0027] like Figures 2 to 4 As shown, this embodiment of the invention also provides a mold structure as the above-mentioned anti-collision guardrail template, including an inner mold assembly 1, an outer mold assembly 2, a bottom tie rod assembly 3, a top tie rod frame 4, and a suspension bearing assembly 5. The inner mold assembly 1 and the outer mold assembly 2 cooperate to form a stable casting cavity. Simultaneously, the bottom tie rod assembly 3 and the top tie rod frame 4 ensure the bidirectional support stability of the inner and outer mold assemblies. Furthermore, the suspension bearing assembly 5 further ensures the positioning accuracy of the outer mold assembly 2. The specific settings are as follows; Please refer to Figure 2 Both the inner mold assembly 1 and the outer mold assembly 2 are segmented structures. Adjacent inner mold assemblies 1 are fixedly assembled and connected by connectors. The inner mold assembly 1 is fixedly assembled and installed on the box girder a, and adjacent outer mold assemblies 2 are fixedly assembled and connected by connectors.

[0028] Both the lower part of the inner mold assembly 1 and the lower part of the outer mold assembly 2 are provided with openings at intervals. The inner mold assembly 1 and the outer mold assembly 2 are equipped with bottom tie rod assemblies 3 through corresponding openings. Several bottom tie rod assemblies 3 are provided at intervals along the length direction of the inner mold assembly 1 and the outer mold assembly 2, so as to fix the lower part of the outer mold assembly 2 through the bottom tie rod assemblies 3 and improve the installation stability of the outer mold assembly 2.

[0029] The top of both the inner mold assembly 1 and the top of the outer mold assembly 2 are fixedly fitted with top tie rods 4. Several sets of top tie rods 4 are spaced apart along the length of the inner mold assembly 1. Top tie rods 41 are fitted between the inner mold assembly 1 and the outer mold assembly 2 through the corresponding top tie rods 4. The top tie rods 41, in conjunction with the top tie rods 4, further enhance the top positioning accuracy of the outer mold assembly 2 relative to the inner mold assembly 1, thereby ensuring the dimensional accuracy of the casting cavity.

[0030] Please continue to refer to this. Figure 2The suspension bearing assembly 5 is fixedly assembled to the top of the inner mold assembly 1. Specifically, the suspension bearing assembly 5 includes an inner mold upright 51, an extension bearing rod 52, and a hoisting tie rod 53. The inner mold upright 51 is vertically fixedly assembled to the top of the inner mold assembly 1, and the extension bearing rod 52 is horizontally fixedly assembled to the top of the inner mold upright 51. Several groups of extension bearing rods 52 are spaced apart along the length of the inner mold assembly 1. Each group of extension bearing rods 52 extends to the upper part of the outer mold assembly 2, and at least one hoisting tie rod 53 is fixedly assembled between each group of extension bearing rods 52 and the upper part of the outer mold assembly 2. This provides top support for the outer mold assembly 2 through the suspension action of the hoisting tie rod 53. Together with the bottom tie rod assembly 3 and the top tie rod frame 4, it forms a multi-point support structure for the outer mold assembly 2, further improving the installation stability of the outer mold assembly 2 and adapting to the construction scenario of bridge box girder.

[0031] As a preferred embodiment, please refer to Figure 3 A milling bevel 11 is provided at the top edge of the inner mold component 1. The milling bevel 11 extends along the length of the inner mold component 1 to optimize the forming effect of the concrete top of the bridge box girder and improve the flatness of the concrete surface.

[0032] As another preferred embodiment, please refer to Figure 4 The bottom of the outer mold assembly 2 is fixedly fitted with a channel steel 21. A soft grout-stopping strip 22 is embedded inside the cavity of the channel steel 21. The soft grout-stopping strip 22 fits against the bottom of the outer mold assembly 2 and the cast base layer. Through the sealing effect of the soft grout-stopping strip 22, it further prevents concrete grout from flowing out from the bottom of the outer mold assembly 2 and improves the regularity of the concrete surface.

[0033] This architecture significantly enhances the installation stability of the molding template through a multi-directional support structure, while improving the molding quality of concrete through milling bevels and soft grout-stopping strips. It can be flexibly applied to the concrete pouring construction of various bridge box girders, improving the overall functionality and practicality, and has good market promotion prospects.

[0034] Although the present invention has been described in detail above with general descriptions and specific embodiments, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A concrete molding construction method based on bridge crash barriers, characterized in that, Includes the following steps: For the construction location of bridge crash barriers, the steel bars of the guardrail are tied. The guide steel bars are accurately positioned by the guardrail steel bar positioning device, and the spacing of the guardrail steel bars is controlled by the steel bar protective layer clamps. According to the construction requirements, the segmented anti-collision guardrail template is made, and the template is beveled and grout is stopped. Templates are installed using a template trolley, and the template fixing is completed by optimizing the tie rod structure and achieving internal operation. The concrete is poured into the template, vibrated in layers, and the surface is finished multiple times. After the concrete reaches the demolding strength, the formwork is removed. The concrete of the crash barrier is covered with a cloth and a film and watered for a preset curing time.

2. The concrete forming construction method based on bridge crash barriers according to claim 1, characterized in that, The process of binding the reinforcing bars at the construction location of the bridge crash barrier involves using a reinforcing bar positioning device to accurately position the guide bars and using reinforcing bar protective layer clamps to control the spacing of the reinforcing bars. Specifically, this includes: According to the construction drawings of the bridge crash barrier, the guardrail reinforcement is laid out and positioned at the designated construction location. Then, a guardrail reinforcement positioning device is used to accurately position the guardrail guide reinforcement. The guardrail reinforcement positioning device is equipped with a spirit level. By observing the scale of the spirit level, the construction personnel adjust the installation angle and placement position of the guardrail skeleton reinforcement in real time, thereby accurately controlling the verticality of the guardrail skeleton reinforcement. At the same time, the limiting structure of the positioning device is used to initially control the spacing between the reinforcements to ensure the uniformity of the reinforcement arrangement. Subsequently, the rebar protective layer clamps were fabricated and installed. The rebar protective layer clamps were made of Φ16 threaded steel bars, and the overall length of the clamps was set to 40cm. At positions 3cm and 16.4cm from the top of the clamps, two sets of short Φ16 threaded steel bars with a length of 5cm were welded and fixed respectively. These short threaded steel bars served as positioning bars. At the midpoint between the two sets of positioning bars, a Φ16 threaded steel bar with a length of 13.4cm was welded and fixed as a reinforcing bar. The reinforcing bar can improve the structural strength of the clamps and prevent the clamps from deforming due to stress. During the welding or binding of guardrail reinforcement bars, this clamp is evenly installed between the guardrail reinforcement bar skeletons. By utilizing the limiting effect of the positioning bars, the spacing between the left and right reinforcement bar skeletons of the guardrail is precisely positioned at 15cm, thereby ensuring the consistency and accuracy of the guardrail reinforcement bar spacing.

3. The concrete forming construction method based on bridge crash barriers according to claim 2, characterized in that, The process of fabricating segmented crash barrier templates according to construction requirements, and performing beveling and grout-stopping treatments on the templates, specifically includes: The specific process is as follows: Based on the construction dimensions and requirements of the bridge crash barrier, segmented crash barrier templates are manufactured. The templates are divided into 1m and 2m sections for easy transportation, installation, and disassembly. The template panels are made of 6mm thick steel plates to ensure the flatness and overall rigidity of the panels and prevent deformation of the templates due to lateral pressure during concrete pouring. The horizontal ribs, vertical ribs, and vertical edges of the templates are all made of δ12×80mm steel strips. The horizontal and vertical ribs are arranged at even intervals on the back of the panels to form a stable support structure. Φ22 connection holes are opened at the connection points of the template, and M20*50 high-strength bolts are passed through the connection holes to achieve a firm connection between the template sections. After the template is fabricated, a tie rod structure is installed on the template. A tie rod structure with Φ16 tie rods running through it is used to strengthen the template. The Φ16 tie rods can effectively withstand the lateral pressure generated during concrete pouring and ensure the overall stability of the template. A 40cm long channel steel is extended upwards and outwards from the back rib of the inner template. A transverse channel steel is then welded to the end of the channel steel as an upper support. The upper support provides a stable support point for fixing the outer template. Based on the upper support, the outer template is lifted and reliably fixed by tie rods.

4. The concrete forming construction method based on bridge crash barriers according to claim 3, characterized in that, The process of fabricating segmented crash barrier templates according to construction requirements, and performing beveling and grout-stopping treatments on the templates, specifically includes: The template is beveled, grout is stopped, and concrete joints are pre-installed. A 45-degree bevel is milled at the top of the template. This bevel structure can ensure that the top of the guardrail is formed when the concrete is poured. A 30mm leveling layer is set at the bottom of the outer mold to ensure a tight fit between the bottom of the outer mold and the leveling layer. A 5# channel steel is welded to the lower part of the outer mold, and a soft foam strip with a cross-sectional size of 5*5cm is tightly inserted into the 5# channel steel as a grout stop strip to fill the gap between the template and the construction base surface.

5. The concrete forming construction method based on bridge crash barriers according to claim 4, characterized in that, The process of fabricating segmented crash barrier templates according to construction requirements, and performing beveling and grout-stopping treatments on the templates, specifically includes: According to the location of the concrete joint as required by the construction drawings, three 4mm thick steel plates are used to pre-place the concrete joint, and grease is evenly applied to the contact surface between the three steel plates. During pre-setting, the combined steel plates are fixed to the corresponding positions of the template using special clamps to ensure the positional accuracy and verticality of the true seam, thus completing the overall production of the template.

6. The concrete forming construction method based on bridge crash barriers according to claim 5, characterized in that, The process of installing the template using a template trolley and optimizing the tie rod structure to achieve template fixation through internal operations specifically includes: The completed and inspected segmented templates are transported to the construction site and installed using a bridge railing template trolley. The bridge railing template trolley is a special equipment for bridge construction, which can lift, move and precisely position the templates. Manual labor is used to lift and align the templates with the trolley. The template segments are then tightly connected into a whole using high-strength bolts. The verticality and axial position of the templates are then finely adjusted using the trolley's adjustment device to ensure that the installation accuracy of the templates meets the construction requirements. After the templates are aligned, the ends of the Φ16 tie rods are screwed between the inner and outer templates of the bridge to connect the tie rods with the nuts of the inner and outer templates. The templates are then fixed by gradually tightening the tie rods. The entire operation is completed on the inner side of the bridge.

7. The concrete forming construction method based on bridge crash barriers according to claim 6, characterized in that, The process of pouring concrete into the formwork, vibrating the concrete in layers, and performing multiple finishing processes specifically includes: Before concrete pouring, a safety wire rope is installed along the entire length of the guardrail construction direction at the top of the formwork. The height and tension of the safety wire rope strictly comply with the requirements of bridge construction safety specifications. Then, the concrete is mixed and transported. The concrete is slowly fed into the formwork by means of hoppers or pumps to prevent segregation when the concrete is put into the formwork. The concrete pouring adopts a layered pouring process, which is carried out in three layers. The thickness of each layer is strictly controlled within the range required by the construction specifications to avoid insufficient compaction due to excessive thickness in a single pour. Concrete is vibrated using an immersion vibrator with evenly distributed insertion points. The insertion depth is 5-10cm for the lower layer of concrete, ensuring a tight bond between the upper and lower layers. During vibration, the vibrator is inserted quickly and withdrawn slowly until no more bubbles appear on the concrete surface and a uniform laitance is formed. After the concrete is poured, it is finished three times. All finishing is done horizontally with the top of the formwork as the reference, so as to make the top of the guardrail flat.

8. The concrete forming construction method based on bridge crash barriers according to claim 7, characterized in that, The process of performing multiple dough-forming steps specifically includes: The first finishing is performed immediately after the concrete is poured. A steel trowel is used to quickly smooth the laitance on the top surface of the concrete, remove air bubbles and protrusions, and initially ensure the flatness of the top surface. The second finishing is carried out 30 minutes after the concrete is poured. At this time, the concrete begins to set and has a certain strength. A steel trowel is used to press and smooth the top surface of the concrete, and at the same time, the edges and contours of the guardrail are finely trimmed to ensure that the edges and corners are straight and clear. The third finishing process is performed before the initial setting of the concrete. At this time, the plasticity of the concrete gradually decreases. A steel trowel is used to smooth and polish the top surface of the concrete to further improve the flatness and smoothness of the top surface, thus completing the concrete pouring construction.

9. The concrete forming construction method based on bridge crash barriers according to claim 8, characterized in that, The demolding is carried out after the concrete reaches the demolding strength. The concrete of the crash barrier is covered with a cloth and a film and watered for a preset curing time, specifically including: After the concrete reaches the demolding strength required by the construction specifications, the formwork is dismantled. During dismantling, the principle of "first come, first served" is followed, and the formwork is slowly removed using demolding tools to avoid damaging the surface and edges of the concrete railing. After the formwork is dismantled, it is cleaned and repaired in a timely manner, removing concrete residue from the formwork surface, correcting slightly deformed parts, and replacing damaged connection holes and bolts so that the formwork can be put into use again after repair. Immediately after demolding, the concrete crash barrier is cured using a geotextile and plastic film covering method. First, the geotextile is tightly covered on the concrete surface, and then the plastic film is covered on the outside of the geotextile. The geotextile has good water absorption and retention properties, and the plastic film can effectively lock in moisture and prevent it from evaporating quickly. The curing water pipes are placed at the top of the guardrail, under the geotextile and the membrane. The curing water pipes are multi-hole pipes to ensure uniform watering. Water is continuously sprayed onto the geotextile through the curing water pipes to keep the concrete surface and the geotextile and membrane in a moist state, providing stable and sufficient moisture for the hydration reaction of the concrete and promoting strength development. The curing time for concrete is strictly set at seven days. During the seven-day curing period, watering and curing are carried out to keep the concrete constantly moist. After the curing period, the plastic film and geotextile were removed in the order of first removing the plastic film and then removing the geotextile. The geotextile and geotextile were then removed together with the curing water pipes. After that, a comprehensive inspection of the overall quality of the concrete crash barrier was carried out. The inspection included the concrete strength, surface flatness, straightness of the edges and corners, and whether there were any defects such as cracks, misalignments, or exposed rebar. Once all the inspection indicators met the construction specifications and design requirements, the construction of the entire bridge concrete crash barrier was completed.

10. A mold structure applied to the concrete forming construction method based on bridge crash barriers as described in any one of claims 3-9, characterized in that, The mold architecture includes: The inner mold assembly is fixedly assembled to the box girder; The outer mold assembly, together with the inner mold assembly, forms the casting cavity; The bottom tie rod assembly is inserted and fitted between the corresponding openings at the bottom of the inner mold assembly and the bottom of the outer mold assembly; Top tie rods are respectively fixedly assembled to the top of the inner mold assembly and the top of the outer mold assembly, and top tie rods are positioned and installed between the corresponding top tie rods; A suspension bearing assembly is fixedly mounted on the top of the inner mold assembly, and the suspension bearing assembly extends to the upper part of the outer mold assembly, and the suspension bearing assembly is fixedly connected to the upper part of the outer mold assembly; The suspended load-bearing assembly includes an inner mold upright, an extension load-bearing rod, and a hoisting tie rod. The inner mold upright is vertically fixedly assembled to the top of the inner mold assembly; The extended bearing rod is laterally fixedly assembled to the top of the inner mold upright; One end of the hoisting tie rod is fixedly connected to the extended bearing rod, and the other end of the hoisting tie rod is detachably fixedly connected to the upper part of the outer mold assembly. The top edge of the inner mold assembly is provided with a milled bevel. The milled edge bevel extends along the length direction of the inner mold assembly; The bottom of the outer mold assembly is fixedly fitted with a channel steel, and a soft grout-stopping strip is embedded inside the cavity of the channel steel. The soft grout-stopping strip is respectively fitted to the bottom of the outer mold assembly and the cast base.

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