Composite type anti-collision structure capable of being rapidly installed at end of steel guardrail

Abstract

The utility model discloses a composite type anti-collision structure capable of being rapidly installed at the end of a steel guardrail, which belongs to the technical field of anti-collision structures and comprises a connecting assembly, a plurality of steel guardrail cross beams and a plurality of upper bolts, the connecting assembly comprises an outer wrapping connecting plate, and the outer wrapping connecting plate is connected with the ends of the plurality of steel guardrail cross beams through the plurality of upper bolts; and the anti-collision assembly comprises an anti-collision shell, the anti-collision shell is fixedly connected to the end, away from the steel guardrail cross beam, of the outer wrapping connecting plate through an outer plate and an inner plate, and a first buffer layer, a second buffer layer and a third buffer layer are sequentially arranged in the anti-collision shell. And the anchoring assembly is connected with the outer plate and the inner plate and is pre-buried in the ground. By arranging the multi-layer composite type anti-collision structure, the anti-collision effect is improved, the durability of the device is improved, quick installation can be achieved, and replacement is easy.

Description

Technical Field

[0001] The utility model relates to the technical field of anti-collision structures, in particular to a composite anti-collision structure which can be quickly installed at the end of a steel guardrail. Background Art

[0002] Due to traffic demand, anti-collision guardrails form discontinuous sections at road intersections, and form end collision surfaces here. The end of the steel guardrail is composed of multiple beam end surfaces, forming a sharp and convex collision shape, which does not meet the anti-collision requirements. Therefore, anti-collision barrels are generally placed at the end of the steel guardrail for anti-collision. However, for anti-collision guardrails of different levels, anti-collision barrels are usually difficult to form a comprehensive and effective anti-collision effect, and the anti-collision barrels are not beautiful, have poor durability, are frequently replaced, and have high long-term use costs.

[0003] Therefore, a composite anti-collision structure which can be quickly installed at the end of a steel guardrail is proposed. Utility Model Content

[0004] The utility model aims to provide a composite anti-collision structure which can be quickly installed at the end of a steel guardrail, aiming to solve or improve the above technical problems.

[0005] To achieve the above purpose, the utility model provides the following solution: The utility model provides a composite anti-collision structure that can be quickly installed at the end of a steel guardrail, including:

[0006] A connection assembly, the connection assembly comprising an outer connection plate, the outer connection plate being connected to ends of a plurality of steel guardrail beams via a plurality of upper bolts;

[0007] The anti-collision component includes an anti-collision shell, which is fixed to the end of the outer connecting plate away from the steel guardrail beam through an outer inner plate, and a first buffer layer, a second buffer layer and a third buffer layer are arranged in sequence in the anti-collision shell.

[0008] An anchoring assembly, the anchoring assembly is connected to the outer and inner plates and is pre-buried in the ground;

[0009] Preferably, the anti-collision shell includes an outer curved anti-collision plate fixedly connected to one end of the outer inner plate away from the outer connecting plate, and the outer inner plate and the top and bottom of the outer curved anti-collision plate are respectively fixed with an upper cover plate and a lower sealing plate, and the outer curved anti-collision plate, the upper cover plate and the lower sealing plate together form the anti-collision shell with a semi-cylindrical end.

[0010] Preferably, a secondary inner plate and an inner curved anti-collision plate are fixedly connected in the anti-collision shell, the secondary inner plate is located between the outer inner plate and the inner curved anti-collision plate, the space between the secondary inner plate and the outer inner plate is a third buffer cavity, the space between the secondary inner plate and the inner curved anti-collision plate is a second buffer cavity, and the space between the inner curved anti-collision plate and the outer curved anti-collision plate is a first buffer cavity.

[0011] Preferably, the third buffer layer includes a rubber plate fixedly connected to the third buffer cavity, the rubber plate is located on a side of the third buffer cavity away from the second buffer cavity, a plurality of first inner stiffening ribs are fixedly connected between the rubber plate and the third buffer cavity, the second buffer layer includes a low-cohesive, high-strength granular material filled in the second buffer cavity, and the first buffer layer includes a highly elastic and lightweight solid material filled in the first buffer cavity.

[0012] Preferably, a plurality of second inner stiffening ribs are fixedly connected in the first buffer cavity so as to divide the first buffer cavity into a plurality of buffer chambers, and the buffer chambers are filled with the highly elastic and lightweight solid material.

[0013] Preferably, the anchor assembly includes a steel base plate, two thrust plates are fixedly connected to the top of the steel base plate, a plurality of anchor steel bars are fixedly connected to the bottom of the steel base plate, the anchor steel bars are a double cantilever portal structure, the anchor steel bars are pre-buried underground, and the thrust plates are connected to the outer and inner plates.

[0014] Preferably, two thrust connecting plates are fixedly connected to the bottom of one side of the outer inner plate close to the outer connecting plate, and pads are respectively fixedly connected to the opposite sides of the two thrust connecting plates, and the two thrust plates are located between the two thrust connecting plates. A plurality of first bolt holes are opened on the thrust connecting plates, and a plurality of second bolt holes are opened on the thrust plates. The plurality of first bolt holes are respectively arranged in one-to-one correspondence with the plurality of second bolt holes and are connected by lower bolts.

[0015] Preferably, the steel guardrail beams are arranged in multiple rows, and the multiple steel guardrail beams are fixedly connected, and the multiple steel guardrail beams located on the top layer and the bottom layer are respectively provided with multiple third bolt holes, and the multiple upper bolts are threadedly connected to the outer connecting plate, and the multiple upper bolts are respectively arranged in one-to-one correspondence with the multiple third bolt holes and threadedly connected.

[0016] The present utility model discloses the following technical effects: A bolt connection structure is provided at the upper part between multiple steel guardrail crossbeams and an outer connecting plate, thereby realizing the rapid installation of the anti-collision structure and making it easy to replace. The anchoring component is embedded underground to improve the stability of the anti-collision structure. A multi-layer composite anti-collision structure is formed by sequentially arranging a first buffer layer, a second buffer layer, and a third buffer layer, improving the anti-collision effect and enhancing the durability of the device. By providing a bolt connection structure at the end of the steel guardrail, the rapid installation of the anti-collision facility at the end of the steel guardrail is realized, and the structure is simple and easy to replace, being applicable to anti-collision guardrails of all grades. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings constituting a part of this application are used to provide a further understanding of this application. The schematic embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation to this application. In the drawings:

[0018] Figure 1 is a schematic structural diagram of the present utility model;

[0019] Figure 2 is a schematic structural diagram of the steel guardrail crossbeam in the present utility model;

[0020] Figure 3 is an exploded view of the anchoring component of the present utility model;

[0021] Figure 4 is an exploded view of the upper cover plate in the present utility model;

[0022] Figure 5 is a schematic structural diagram of the connection component and the anti-collision component of the present utility model;

[0023] Figure 6 is a schematic structural diagram of the anti-collision component of the present utility model after removing the upper cover plate;

[0024] Figure 7 is a schematic structural diagram of the inside of the third buffer cavity in the present utility model;

[0025] Figure 8 is a schematic structural diagram of the warning structure in the present utility model.

[0026] In the figure: 1. anchor assembly; 101. anchor steel bar; 102. steel bottom plate; 103. thrust plate; 2. connection assembly; 201. upper bolt; 202. outer connection plate; 203. thrust connection plate; 204. pad; 205. lower bolt; 3. anti-collision assembly; 301. outer inner plate; 302. rubber plate; 303. first inner stiffening rib plate; 304. second inner plate; 305. Second buffer cavity; 306, inner curved anti-collision plate; 307, second inner stiffening rib plate; 308, first buffer cavity; 309, outer curved anti-collision plate; 310, lower sealing plate; 312, upper cover plate; 312-1, lifting ear; 312-2, upper top plate; 312-3, inner stop plate; 313, buffer room; 4, warning structure; 401, reflective film; 6, steel guardrail beam; 601, third bolt hole. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0028] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0029] Reference Figures 1-8 The utility model provides a composite anti-collision structure that can be quickly installed at the end of a steel guardrail, comprising:

[0030] A connection assembly 2, the connection assembly 2 comprises an outer connection plate 202, and the outer connection plate 202 is connected to the ends of the plurality of steel guardrail beams 6 through a plurality of upper bolts 201;

[0031] The anti-collision component 3 includes an anti-collision shell, which is fixed to the end of the outer connecting plate 202 away from the steel guardrail beam 6 through the outer inner plate 301, and the first buffer layer, the second buffer layer and the third buffer layer are sequentially arranged in the anti-collision shell;

[0032] Anchor assembly 1, the anchor assembly 1 is connected to the outer inner plate 301 and is pre-buried in the ground.

[0033] For a further optimized solution, the anti-collision housing includes an outer curved anti-collision plate 309 fixedly connected to one end of the outer inner plate 301 away from the outer connecting plate 202. Upper cover plates 312 and lower sealing plates 310 are fixedly connected to the top and bottom of the outer inner plate 301 and the outer curved anti-collision plate 309 respectively. The outer curved anti-collision plate 309, the upper cover plates 312, and the lower sealing plates 310 enclose to form an anti-collision housing with a semi-cylindrical end;

[0034] A warning structure 4 is provided on the outer surface of the outer curved anti-collision plate 309. The warning structure 4 includes a reflective film 401 pasted on the outer surface of the outer curved anti-collision plate 309;

[0035] A secondary inner plate 304 and an inner curved anti-collision plate 306 are fixedly connected inside the anti-collision housing. The secondary inner plate 304 is located between the outer inner plate 301 and the inner curved anti-collision plate 306. The space between the secondary inner plate 304 and the outer inner plate 301 is the third buffer cavity. The space between the secondary inner plate 304 and the inner curved anti-collision plate 306 is the second buffer cavity 305. The space between the inner curved anti-collision plate 306 and the outer curved anti-collision plate 309 is the first buffer cavity 308;

[0036] After installation, the lower sealing plate 310 is in close contact with the ground but not connected. The upper cover plate 312 is composed of a lifting lug 312-1, an upper top plate 312-2, and an inner stop plate 312-3. The outer dimension boundary line of the upper top plate 312-2 is not less than the outer edge line of the outer curved anti-collision plate 309. Four lifting lugs 312-1 are evenly distributed on the outer surface of the upper top plate 312-2. The inner stop plate 312-3 is a continuous wall-shaped structure welded to the inner surface of the top plate 312-2, and the position of the outer edge surface of the inner stop plate 312-3 is set along the inner edge lines of the outer inner plate 301 and the outer curved anti-collision plate 309, and the distance from the inner edge lines of the outer inner plate 301 and the outer curved anti-collision plate 309 is not less than 2 mm, which is convenient for smooth installation;

[0037] On the construction site, the upper cover plate 312 and the outer curved anti-collision plate 309 are locally spot-welded and weakly connected at four places around, so as to ensure that the upper cover plate 312 is not easily moved by other external forces and is convenient to open during maintenance.

[0038] For a further optimized solution, the third buffer layer includes a rubber plate 302 fixedly connected in the third buffer cavity. The rubber plate 302 is located on the side of the third buffer cavity away from the second buffer cavity 305. A plurality of first inner stiffening ribs 303 are fixedly connected between the rubber plate 302 and the third buffer cavity. The second buffer layer includes a low-viscosity, high-strength granular material filled in the second buffer cavity 305. The first buffer layer includes a highly elastic lightweight solid material filled in the first buffer cavity 308;

[0039] In this embodiment, the low-cohesive, high-strength granular material is sand, and the high-elasticity lightweight solid material is a high-elasticity rubber block; and the filling height of the sand is not less than 1 / 2 and not more than 2 / 3 of the height of the second buffer cavity 305, so that the sand can move freely during collision and dissipate energy to a greater extent; the high-elasticity rubber block fills the first buffer cavity 308, so as to utilize the deformation of the high-elasticity rubber block itself to dissipate energy to a greater extent;

[0040] The first inner stiffening rib plate 303 is a U-shaped stiffening rib, which is arranged along the height of the secondary inner plate 304, and the notch side is welded to one side of the secondary inner plate 304. The bottom side of the first inner stiffening rib plate 303 is tightly attached to the surface of the rubber plate 302, further enhancing the anti-collision ability.

[0041] According to a further optimized solution, a plurality of second inner stiffening ribs 307 are fixedly connected in the first buffer cavity 308 so as to divide the first buffer cavity 308 into a plurality of buffer chambers 313 , and the buffer chambers 313 are filled with highly elastic and lightweight solid materials.

[0042] According to a further optimization scheme, the anchor assembly 1 includes a steel base plate 102, two thrust plates 103 are fixedly connected to the top of the steel base plate 102, and a plurality of anchor steel bars 101 are fixedly connected to the bottom of the steel base plate 102. The anchor steel bars 101 are a double cantilever portal structure, and the anchor steel bars 101 are pre-buried underground. The thrust plates 103 are connected to the outer and inner plates 301.

[0043] To further optimize the solution, two thrust connecting plates 203 are fixedly connected to the bottom of one side of the outer inner plate 301 close to the outer connecting plate 202, and pads 204 are respectively fixedly connected to the opposite sides of the two thrust connecting plates 203. The two thrust plates 103 are located between the two thrust connecting plates 203, and a plurality of first bolt holes are opened on the thrust connecting plate 203, and a plurality of second bolt holes are opened on the thrust plate 103. The plurality of first bolt holes are respectively arranged in one-to-one correspondence with the plurality of second bolt holes and are connected through the lower bolts 205.

[0044] To further optimize the solution, multiple rows of steel guardrail beams 6 are arranged, and multiple steel guardrail beams 6 are fixedly connected. Multiple third bolt holes 601 are respectively opened on the multiple steel guardrail beams 6 located on the top and bottom layers, and multiple upper bolts 201 are threadedly connected to the outer connecting plate 202. The multiple upper bolts 201 are respectively arranged in one-to-one correspondence with the multiple third bolt holes 601 and threadedly connected.

[0045] The construction steps of this utility model are as follows:

[0046] S1, the factory prefabricated anti-collision components and connection components, and the rubber plate 302 is glued to the inner surface of the outer inner plate 301 during processing, the high elastic rubber block in the first buffer cavity 308 is filled in the buffer chamber 313 during processing, the second buffer cavity 305 is not filled temporarily, and the upper cover plate 312 is not welded to other structures temporarily;

[0047] S2. Anchor the on-site construction anchoring assembly 1 and the steel guardrail cross beam 6, and reserve corresponding bolt holes.

[0048] S3. Transport the connection assembly and the anti-collision assembly to the construction site. First, make a preliminary connection between the outer wrapping connecting plate 202 and the steel guardrail cross beam 6 through the upper bolt 201 and the third bolt hole 601. During installation, the upper bolt 201 moves longitudinally along the third bolt hole 601 to preliminarily position the upper bolt 201 in the hole.

[0049] S4. Adjust the thickness of the shim plate 204, position the thrust plate 103 and the thrust connecting plate 203 in the anchoring assembly 1 through the lower bolt 205. After tightening the lower bolt 205 in place, then tighten the upper bolt 201.

[0050] S5. Fill the second buffer cavity 305 with sand grains to a height of 2 / 3, and then install the upper cover plate 312. The upper cover plate 312 is locally spot-welded at 4 places around the outer curved anti-collision plate 309. Finally, install the reflective film 401 on the outer surface of the outer curved anti-collision plate 309.

[0051] S6. During replacement, only need to unscrew the upper bolt 201 and the lower bolt 205 to complete the disassembly, and then complete the replacement installation as described in S1 - S5.

[0052] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation to the present utility model.

[0053] The embodiments described above are only descriptions of the preferred modes of the present utility model, and do not limit the scope of the present utility model. Without departing from the design spirit of the present utility model, various deformations and improvements made by those of ordinary skill in the art to the technical solutions of the present utility model shall fall within the protection scope determined by the claims of the present utility model.

Claims

1. A composite anti-collision structure for quick installation at the end of a steel guardrail, characterized in that: include: A connection assembly (2), the connection assembly (2) comprising an outer connection plate (202), the outer connection plate (202) being connected to the ends of a plurality of steel guardrail beams (6) via a plurality of upper bolts (201); An anti-collision component (3), the anti-collision component (3) comprising an anti-collision shell, the anti-collision shell being fixedly connected to an end of the outer connecting plate (202) away from the steel guardrail cross beam (6) through an outer inner plate (301), and a first buffer layer, a second buffer layer and a third buffer layer being sequentially arranged in the anti-collision shell; An anchoring assembly (1), the anchoring assembly (1) is connected to the outer and inner panels (301) and is pre-buried in the ground.

2. The composite anti-collision structure for quick installation at the end of the steel guardrail according to claim 1 is characterized in that: The anti-collision shell comprises an outer curved anti-collision plate (309) fixedly connected to one end of the outer inner plate (301) away from the outer connecting plate (202); the outer inner plate (301) and the outer curved anti-collision plate (309) are respectively fixedly connected to the top and bottom with an upper cover plate (312) and a lower sealing plate (310); the outer curved anti-collision plate (309), the upper cover plate (312) and the lower sealing plate (310) together form the anti-collision shell with a semi-cylindrical end.

3. The composite anti-collision structure for rapid installation at the end of the steel guardrail according to claim 2 is characterized in that: A secondary inner plate (304) and an inner curved anti-collision plate (306) are fixedly connected inside the anti-collision shell; the secondary inner plate (304) is located between the outer inner plate (301) and the inner curved anti-collision plate (306); the space between the secondary inner plate (304) and the outer inner plate (301) is a third buffer cavity; the space between the secondary inner plate (304) and the inner curved anti-collision plate (306) is a second buffer cavity (305); and the space between the inner curved anti-collision plate (306) and the outer curved anti-collision plate (309) is a first buffer cavity (308).

4. The composite anti-collision structure for rapid installation at the end of the steel guardrail according to claim 3 is characterized in that: The third buffer layer comprises a rubber plate (302) fixedly connected in the third buffer cavity, the rubber plate (302) is located on a side of the third buffer cavity away from the second buffer cavity (305), a plurality of first inner stiffening ribs (303) are fixedly connected between the rubber plate (302) and the third buffer cavity, the second buffer layer comprises a low-cohesive, high-strength granular material filled in the second buffer cavity (305), and the first buffer layer comprises a highly elastic, lightweight solid material filled in the first buffer cavity (308).

5. The composite anti-collision structure for rapid installation at the end of the steel guardrail according to claim 4 is characterized in that: A plurality of second inner stiffening ribs (307) are fixedly connected in the first buffer cavity (308) so as to divide the first buffer cavity (308) into a plurality of buffer chambers (313), and the buffer chambers (313) are filled with the highly elastic and lightweight solid material.

6. The composite anti-collision structure for rapid installation at the end of the steel guardrail according to claim 1 is characterized in that: The anchor assembly (1) comprises a steel base plate (102), two thrust plates (103) are fixedly connected to the top of the steel base plate (102), a plurality of anchor steel bars (101) are fixedly connected to the bottom of the steel base plate (102), the anchor steel bars (101) are a double cantilever portal structure, the anchor steel bars (101) are pre-buried underground, and the thrust plates (103) are connected to the outer and inner plates (301).

7. The composite anti-collision structure for rapid installation at the end of the steel guardrail according to claim 6 is characterized in that: Two thrust connection plates (203) are fixedly connected to the bottom of one side of the outer inner plate (301) close to the outer connection plate (202), and pads (204) are fixedly connected to the opposite sides of the two thrust connection plates (203), and the two thrust plates (103) are located between the two thrust connection plates (203). A plurality of first bolt holes are opened on the thrust connection plate (203), and a plurality of second bolt holes are opened on the thrust plate (103), and the plurality of first bolt holes are respectively arranged in one-to-one correspondence with the plurality of second bolt holes and are connected through lower bolts (205).

8. The composite anti-collision structure for rapid installation at the end of the steel guardrail according to claim 1 is characterized in that: The steel guardrail beams (6) are arranged in multiple rows, and the multiple steel guardrail beams (6) are fixedly connected. The multiple steel guardrail beams (6) located on the top layer and the bottom layer are respectively provided with multiple third bolt holes (601). The outer connecting plate (202) is threadedly connected with multiple upper bolts (201), and the multiple upper bolts (201) are respectively arranged in one-to-one correspondence with the multiple third bolt holes (601) and threadedly connected.

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