Protective fence structure for bridge engineering

Abstract

The utility model discloses a protective fence structure for bridge engineering, which relates to the technical field of protective fences, aims to prolong the service life of a bridge guardrail and improve the collision resistance of the bridge guardrail, and adopts the technical scheme that the protective fence structure comprises a bridge base, the bridge base consists of two connecting seats which are fixedly connected, and the top ends of the connecting seats are fixedly connected with friction plates; a cushioning wheel is clamped between every two adjacent friction plates, a connecting groove is formed in each cushioning wheel, a protective rod is rotationally connected to the top of the connecting base through a rotating shaft, a first connecting rod which penetrates through the connecting grooves and can drive the cushioning wheels to rotate is fixedly connected to the protective rod, and pressure borne by the protective fence is buffered through friction force between the friction plates and the cushioning wheels. The impact on the protection rod is converted into the rotation force of the cushioning wheel, and the friction force on the protection rod is counteracted through the friction force between the friction plate and the cushioning wheel, so that the protection effect on the bridge base is improved, the service life of the buffering device is prolonged, and the collision resistance of the buffering device is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of guardrails, and more specifically, to a guardrail structure for bridge engineering. Background Art

[0002] The guardrails of the bridge are installed on both sides of the bridge. Their purpose is to prevent out-of-control vehicles from going over the bridge. They have the function of preventing vehicles from breaking through, passing under, or climbing over the bridge.

[0003] At present, most of the guardrails used on bridges are ordinary guardrails, which are composed of a reinforced concrete base and columns and cross bars installed on the base. They have a certain protective effect. When a vehicle collides with the guardrail, the guardrail is directly subjected to a huge impact force, which makes the cement base of the guardrail easily damaged, reducing the service life of the guardrail.

[0004] Therefore, new solutions need to be proposed to improve the service life and collision resistance of guardrails. Utility Model Content

[0005] In view of the deficiencies in the prior art, the utility model aims to provide a guardrail structure for bridge engineering, which has the advantages of high collision resistance and long service life.

[0006] The above-mentioned technical purpose of the utility model is achieved through the following technical solutions: a guardrail structure for bridge engineering, including a bridge base, the bridge base is composed of two fixedly connected connecting seats, the top of the connecting seat is fixedly connected with a friction plate, a damping wheel is clamped between two adjacent friction plates, a connecting groove is opened on the damping wheel, the top of the connecting seat is rotatably connected with a guardrail through a rotating shaft, the guardrail is fixedly connected with a connecting rod that passes through the connecting groove and can drive the damping wheel to rotate, and the pressure on the guardrail is buffered by the friction force between the friction plate and the damping wheel.

[0007] The utility model is further configured as follows: the rotating shaft is fixedly connected to two connecting seats by bolts, and the rotating shaft is arranged at the central axis of the damping wheel.

[0008] The utility model is further configured as follows: the width of the friction plate is equal to or greater than the width of the damping wheel.

[0009] The utility model is further configured as follows: the bridge foundations are detachably connected with fastening bolts for fastening two adjacent bridge foundations.

[0010] The utility model is further configured that adjacent connection seats are connected to each other by fastening bolts.

[0011] The utility model is further configured as follows: an angle is formed between the protection rod and the connecting seat, and the angle is between 25° and 45°.

[0012] In summary, the utility model has the following beneficial effects: by rotatably connecting the protection rods interconnected by the connecting rod two on the bridge base, when impacted by a vehicle, the impact force is converted into the force for the shock-absorbing wheel to rotate, and the impact force of the vehicle is offset by the frictional force between the rotating wheel and the friction plate fixedly connected to the bridge base, so that the bridge base will not be directly impacted by the vehicle, enhancing the stability and impact resistance of the bridge base, increasing the service life of the bridge base. At the same time, the structure of the utility model is simple, facilitating installation, disassembly and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 is a schematic structural diagram of the utility model;

[0014] Figure 2 is an exploded view of the protection rod, bridge base and shock-absorbing wheel of the utility model.

[0015] In the figure: 1, connecting seat; 11, friction plate; 12, connecting rod two; 13, fastening bolt member; 14, rotating shaft; 2, shock-absorbing wheel; 21, connecting groove; 3, protection rod; 31, connecting rod one. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0016] The following combines the drawings and embodiments to describe the utility model in detail.

[0017] Embodiment: A guardrail structure for bridge engineering, as Figure 1 , Figure 2As shown, the bridge base is composed of two connecting seats 1 fixedly connected to each other. The connecting seats 1 are made of Q345 steel. The material selection ensures that the connecting seats 1 have high strength and corrosion resistance. A friction plate 11 is fixedly connected to the top of each connecting seat 1. A damping wheel 2 is clamped between the two friction plates 11. The damping wheel 2 is provided with a connecting groove 21. The tops of adjacent connecting seats 1 are rotatably connected with a protective rod 3 through a rotating shaft 14. A connecting rod 31 fixedly connected to the protective rod 3 passes through the connecting groove 21 and can drive the damping wheel 2 to rotate by contacting the damping wheel 2. The impact force on the protective rod 3 is offset by the friction between the friction plate 11 and the damping wheel 2. A rear end of the protective rod 3 away from the damping wheel 2 is provided between the connecting seat 1 Spacing, this design gives space for the protection bar 3 to move. When a vehicle collides with the protection bar 3, the protection bar 3 drives the shock-absorbing wheel 2 to rotate around the rotating shaft 14 through the connecting rod 1 31, and converts the force exerted on the protection bar 3 into the force for the rotation of the shock-absorbing wheel 2. When the shock-absorbing wheel 2 rotates, the friction between the friction plate 11 and the shock-absorbing wheel 2 can buffer the pressure exerted on the protection bar 3, thereby avoiding direct pressure on the bridge foundation and increasing the collision resistance and service life of the bridge. The huge friction between the friction plate 11 and the shock-absorbing wheel 2 can greatly buffer the huge impact force exerted on the bridge by the vehicle. An angle is formed between the protection bar 3 and the connecting seat 1, and the angle is between 25°-45° to ensure that the protection bar 3 can more easily rotate relative to the rotating shaft 14 under the action of external pressure.

[0018] like Figure 1 , Figure 2 As shown, the rotating shaft 14 is fixedly connected to the two connecting seats 1 by bolts, and the rotating shaft 14 is arranged at the central axis of the damping wheel 2, ensuring that the protective rod 3 can drive the damping wheel 2 to rotate around the rotating shaft 14 when impacted, thereby limiting the rotation trajectory of the damping wheel 2, ensuring that the damping wheel 2 and the friction plate 11 form a mutual displacement to generate friction, and the width of the friction plate 11 is equal to or greater than the width of the damping wheel 2, the purpose of which is to increase the contact area between the friction plate 11 and the damping wheel 2 as much as possible, thereby increasing the friction and increasing the collision resistance.

[0019] like Figure 1 , Figure 2 As shown, two adjacent connecting seats 1 are fixedly connected by fastening bolts 13. Through the design of the fastening bolts 13, the distance between the two bridge beam bases is reduced as much as possible, thereby increasing the pressure of the friction plate 11 clamping the shock-absorbing wheel 2, thereby increasing the friction force of the friction plate 11 on the shock-absorbing wheel 2 to increase the collision resistance of the bridge.

[0020] like Figure 1 , Figure 2As shown in the figure, a second connecting rod 12 is fixedly connected between every two protective rods 3. When one protective rod 3 is impacted, it can drive all the guardrails to rotate through the second connecting rod 12, so that all the friction plates 11 and shock-absorbing wheels 2 play a shock-absorbing role, greatly improving the buffering effect of the utility model on the huge impact force generated by vehicle impact and enhancing the protection of the bridge.

[0021] Working principle: When a vehicle impacts the protective rod 3 or the second connecting rod 12, it drives all the protective rods 3 on the bridge to rotate around the rotating shaft 14 as the axis. The shock-absorbing wheel 2 is driven to rotate around the rotating shaft 14 as the axis through the first connecting rod 31 and rubs against the friction plate 11 fixedly connected to the top of the bridge base. The impact force of the vehicle is offset through the frictional force, protecting the bridge base. The elastic force of the torsion spring whose extension end extends into the protective rod 3 further increases the shock-absorbing effect. The fastening bolt parts 13 between the bridge bases ensure that the distance between the connecting seats 1 is reduced as much as possible, thereby increasing the frictional force of the friction plate 11 on the shock-absorbing wheel 2 and enhancing the shock-absorbing effect. The bridge base of the utility model will not be directly damaged, increasing the service life and collision resistance of the utility model. At the same time, the structure of the utility model is simple, facilitating production, installation, disassembly and maintenance.

[0022] The above description is only the preferred embodiment of the utility model. The protection scope of the utility model is not limited to the above embodiments. All technical solutions falling within the idea of the utility model belong to the protection scope of the utility model. It should be pointed out that for those of ordinary skill in the art, several improvements and refinements made without departing from the principle of the utility model should also be regarded as within the protection scope of the utility model.

Claims

1. A guardrail structure for bridge engineering, including a bridge base, characterized in that: The bridge base is composed of two connected connectors (1). A friction plate (11) is fixedly connected to the top of the connector (1). A shock-absorbing wheel (2) is clamped between two adjacent friction plates (11). A connecting groove (21) is formed in the shock-absorbing wheel (2). A protective rod (3) is rotatably connected to the top of the connector (1) through a rotating shaft (14). A first connecting rod (31) that passes through the connecting groove (21) and can drive the shock-absorbing wheel (2) to rotate is fixedly connected to the protective rod (3). The pressure on the guardrail is buffered by the frictional force between the friction plate (11) and the shock-absorbing wheel (2).

2. The protective railing structure for bridge engineering according to claim 1, characterized in that: The rotating shaft (14) is fixedly connected to the two connectors (1) by bolts. The rotating shaft (14) is arranged at the central axis of the shock-absorbing wheel (2).

3. A guardrail structure for bridge engineering according to claim 1, characterized in that: The width of the friction plate (11) is equal to or greater than the width of the shock-absorbing wheel (2).

4. A guardrail structure for bridge engineering according to claim 1, characterized in that: The adjacent connectors (1) are connected to each other by fastening bolt members (13).

5. The protective railing structure for bridge engineering according to claim 1, characterized in that: A second connecting rod (12) is fixedly connected between the two protective rods (3).

6. The protective railing structure for bridge engineering according to claim 1, wherein: An included angle is formed between the protective rod (3) and the connector (1), and the included angle is between 25° and 45°.

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