Anchoring-free guardrail for construction of highway toll station
By using counterweight frames and counterweight block structures in the construction guardrail of high-speed toll stations, the problem of not having anchoring conditions is solved, the stable protection effect without anchoring is achieved, and the stability and strength of the guardrail are enhanced.
Patent Information
- Application Number
- CN202422289352.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-19
- Publication Date
- 2025-07-11
- Estimated Expiration
- 2034-09-19
AI Technical Summary
The existing high-speed toll station construction guardrails need to be anchored to achieve anti-collision effect, but the on-site anchoring conditions are not met and the road surface may be damaged.
An anchor-free guardrail is designed, by setting a counterweight frame, a first counterweight block and a second counterweight block at the bottom of the base, the downward movement of the center of gravity is used to enhance the stability and strength, and the weight is enhanced by stainless steel and concrete materials, and combined with the inclined surface and the chute structure to expand the contact area and contact range.
It can improve the stability and strength of the guardrail without anchoring, prevent the guardrail from moving, and protect the road surface from damage.
Smart Images
Figure CN223089048U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of construction guardrails, in particular to an anchor-free guardrail for expressway toll station construction. Background Technique
[0002] When an expressway toll station is under construction, in order to prevent external vehicles from entering and ensure the safety of construction personnel, guardrails will be placed outside the construction area. The guardrails can play a warning role to alert passing vehicle drivers.
[0003] Most of the guardrails provided by the prior art are steel guardrails. Due to their own weight, in order to achieve a certain anti-collision effect, the guardrails need to be anchored. However, on-site anchoring conditions may not be available, and anchoring will damage the road surface. Therefore, we propose an anchor-free guardrail for expressway toll station construction. Content of the Utility Model
[0004] The purpose of the utility model is to provide an anchor-free guardrail for expressway toll station construction to solve the problems raised in the above background technique.
[0005] To achieve the above purpose, the utility model provides the following technical solution: an anchor-free guardrail for expressway toll station construction, including a base. A beam frame is fixedly arranged on the outer side of the top of the base. A counterweight frame is arranged at the bottom of the base. A first counterweight block is slidably arranged inside the counterweight frame. Second counterweight blocks are symmetrically arranged on the outer side of the first counterweight block. A rotating shaft is rotatably arranged inside the base. A threaded rod is fixedly arranged in the middle section of the rotating shaft. The threaded rod is in threaded connection with the base. The bottom end of the rotating shaft penetrates through the counterweight frame and is rotatably connected to the top of the first counterweight block. A rotating wheel is fixedly arranged at the top end of the rotating shaft. By arranging the counterweight frame, the first counterweight block and the second counterweight blocks at the bottom of the base, the center of gravity of the whole guardrail is lowered by using the first counterweight block and the second counterweight blocks, improving the overall stability and strength of the guardrail without the need for anchoring.
[0006] Preferably, the first counterweight block is an inverted trapezoid with inclined surfaces on both sides, and the second counterweight block is a right trapezoid. The inclined surface of the second counterweight block is slidably attached to the inclined surface of the inverted trapezoid. The inclined surfaces can move the two second counterweight blocks outwards when the first counterweight block moves downwards, further lowering the center of gravity of the whole guardrail and at the same time increasing the contact area between the bottom of the guardrail and the ground, improving the stability of the guardrail when placed.
[0007] Preferably, both ends of the second counterweight block are fixedly provided with inlay blocks, and first sliding grooves for the inlay blocks to slide are symmetrically arranged inside the counterweight frame to ensure the movement of the second counterweight block in the horizontal plane.
[0008] Preferably, a plurality of limiting blocks are evenly fixed on the inclined surfaces on both sides of the first counterweight block, and second sliding grooves for the limiting blocks to fit and slide are evenly arranged on the inclined surface of the second counterweight block. By the sliding fit of the limiting blocks and the second sliding grooves, when the first counterweight block moves upward, the two second counterweight blocks can be pulled to move towards each other to the initial position.
[0009] Preferably, pier bases are symmetrically and fixedly arranged at both ends of the bottom of the base, and universal wheels are symmetrically and fixedly arranged at the bottom of the pier bases, facilitating the movement of the guardrail.
[0010] Preferably, a third sliding groove is arranged on one side of the pier base close to the counterweight frame, and sliding blocks are symmetrically and fixedly arranged on the outer side of the counterweight frame. The sliding blocks are fitted in the third sliding groove. By the downward movement of the counterweight frame, the universal wheels can be pushed away from the ground to prevent accidental movement of the guardrail when placed.
[0011] Preferably, a plurality of openings are arranged inside the second counterweight block, and connecting columns for connecting the second counterweight block on both sides of the opening are fixed inside the openings, facilitating the passage of accumulated water.
[0012] Preferably, the bottom of the second counterweight block is flush with the bottom of the counterweight frame, and the sum of the widths of the bottoms of the two second counterweight blocks is equal to the width of the counterweight frame, restricting the movement range of the second counterweight block.
[0013] Preferably, a strengthening frame is fixed on the top of the first counterweight block, and the inside of the strengthening frame is slidably connected to the base and the counterweight frame, improving the connection strength between the first counterweight block and the overall guardrail.
[0014] Preferably, both the first counterweight block and the second counterweight block are made of stainless steel material, and the pier base is made of concrete material, which can further ensure the weight of the bottom of the guardrail.
[0015] Compared with the traditional technology, the beneficial effects of the utility model are as follows:
[0016] 1. By arranging a counterweight frame, a first counterweight block and a second counterweight block at the bottom of the base, the overall center of gravity of the guardrail is lowered by the first counterweight block and the second counterweight block, improving the overall stability and strength of the guardrail without the need for anchoring;
[0017] 2. By setting the first counterweight block as an inverted trapezoid with inclined surfaces on both sides and the second counterweight block as a right trapezoid, through the force unloading between the inclined surfaces where the first counterweight block and the second counterweight block are in contact, during the downward movement of the first counterweight block, the two second counterweight blocks can be driven to move outward, expanding the contact support range between the bottom of the guardrail and the ground, and further reducing the angle between the connection line from the top of the guardrail to the outside of the second counterweight block and the ground, improving the stability of the guardrail when placed. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Figure 1 It is a schematic diagram of the overall structure of the utility model;
[0019] Figure 2 This is the front view schematic diagram of the present utility model;
[0020] Figure 3 This is the partial sectional view schematic diagram of the first counterweight block and the second counterweight block of the present utility model;
[0021] Figure 4 This is the schematic diagram of the cooperation between the second counterweight block, the counterweight frame and the pier of the present utility model.
[0022] In the figure: 1 - base; 2 - beam frame; 3 - counterweight frame; 4 - first counterweight block; 5 - second counterweight block; 6 - rotating shaft; 7 - threaded rod; 8 - runner; 9 - insert block; 10 - first chute; 11 - limit block; 12 - second chute; 13 - pier; 14 - universal wheel; 15 - third chute; 16 - slider; 17 - opening; 18 - connecting column; 19 - strengthening frame. Specific embodiments
[0023] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without making creative efforts shall fall within the protection scope of the present utility model.
[0024] Embodiment:
[0025] Please refer to Figures 1 - 4 , in the illustration, a non - anchored guardrail for highway toll station construction includes a base 1. A beam frame 2 is fixedly provided on the outer side of the top of the base 1. A counterweight frame 3 is provided at the bottom of the base 1. A first counterweight block 4 is slidably arranged inside the counterweight frame 3. Second counterweight blocks 5 are symmetrically arranged on the outer side of the first counterweight block 4. A rotating shaft 6 is rotatably arranged inside the base 1. A threaded rod 7 is fixedly provided in the middle section of the rotating shaft 6. The threaded rod 7 is in threaded connection with the base 1. The bottom end of the rotating shaft 6 penetrates through the counterweight frame 3 and is rotatably connected to the top of the first counterweight block 4. A runner 8 is fixedly provided at the top end of the rotating shaft 6. Pier bases 13 are symmetrically and fixedly provided at both ends of the bottom of the base 1. Universal wheels 14 are symmetrically and fixedly provided at the bottom of the pier bases 13, facilitating the movement of the guardrail.
[0026] Next, in conjunction with the accompanying drawings, some embodiments of the present application will be described in detail:
[0027] Please refer to Figures 1 - 4 , by arranging a counterweight frame 3, a first counterweight block 4 and a second counterweight block 5 at the bottom of the base 1, the overall center of gravity of the guardrail is lowered by using the first counterweight block 4 and the second counterweight block 5, improving the overall stability and strength of the guardrail without the need for anchoring.
[0028] Among them, as Figure 3As shown, the first counterweight 4 is an inverted trapezoid with inclined surfaces on both sides, and the second counterweight 5 is a right trapezoid. The inclined surface of the second counterweight 5 is slidably fitted with the inclined surface of the inverted trapezoid. The inclined surface can move the two second counterweights 5 outward when the first counterweight 4 moves downward, further reducing the overall center of gravity of the guardrail. At the same time, it can increase the contact area between the bottom of the guardrail and the ground, improving the stability of the guardrail when placed, such as Figure 4 As shown, on one side of the pier base 13 close to the counterweight frame 3, a third chute 15 is provided. Symmetrically fixed on the outer side of the counterweight frame 3 are sliders 16, and the sliders 16 are fitted in the third chute 15. By moving the counterweight frame 3 downward, the universal wheels 14 can be pushed away from the ground to prevent accidental movement of the guardrail when placed.
[0029] Furthermore, as Figure 4 shown, at both ends of the second counterweight 5, fitting blocks 9 are fixedly provided. Inside the counterweight frame 3, first chutes 10 for the fitting blocks 9 to slide are symmetrically provided to ensure the movement of the second counterweight 5 in the horizontal plane.
[0030] In addition, as Figure 3 shown, on the inclined surfaces on both sides of the first counterweight 4, a plurality of limiting blocks 11 are uniformly fixed. On the inclined surface of the second counterweight 5, second chutes 12 for the limiting blocks 11 to fit and slide are uniformly provided. By the sliding fit of the limiting blocks 11 and the second chutes 12, when the first counterweight 4 moves upward, the two second counterweights 5 can be pulled to move towards each other to the initial position.
[0031] It should be noted that, as Figure 3 shown, the bottom of the second counterweight 5 is flush with the bottom of the counterweight frame 3, and the sum of the widths of the bottoms of the two second counterweights 5 is equal to the width of the counterweight frame 3, restricting the movement range of the second counterweight 5. At the top of the first counterweight 4, a strengthening frame 19 is fixedly provided, and the inside of the strengthening frame 19 is slidably connected to the base 1 and the counterweight frame 3, improving the connection strength between the first counterweight 4 and the whole guardrail.
[0032] At the same time, both the first counterweight 4 and the second counterweight 5 are made of stainless steel material, and the pier base 13 is made of concrete material, which can further ensure the weight at the bottom of the guardrail, being strong and durable.
[0033] When moving the guardrail to a designated position through the universal wheel 14, the rotating shaft 6 is rotated by the rotating wheel 8. Thus, through the threaded connection between the threaded rod 7 and the base 1, and the sliding of the slider 16 in the third chute 15, the overall counterweight frame 3 is pushed downward to lower the overall center of gravity of the guardrail until the second counterweight block 5 touches the ground. At this time, the universal wheel 14 no longer contacts the ground, and the slider 16 abuts against the bottom of the third chute 15. As the rotating shaft 6 continues to rotate, the first counterweight block 4 moves downward, squeezing the inclined surfaces of the two second counterweight blocks 5, pushing the two second counterweight blocks 5 outward, expanding the contact support range between the bottom of the guardrail and the ground, and further reducing the angle between the top of the guardrail and the connection line outside the second counterweight block 5 and the ground, improving the stability of the guardrail when placed, so that the guardrail can achieve the effect of stable protection without anchoring.
[0034] After use, by moving the first counterweight block 4 upward, using the limiting sliding of the limiting block 11 in the second chute 12, and the fitting sliding of the inlay block 9 and the first chute 10, the two second counterweight blocks 5 can be driven to approach each other until the counterweight frame 3 returns to the initial position, and at the same time, the universal wheel 14 can be lowered.
[0035] Please refer to Figure 1 and Figure 3 , in this embodiment, a plurality of openings 17 are provided inside the second counterweight block 5, and connecting columns 18 for connecting the second counterweight blocks 5 on both sides of the opening 17 are fixedly provided in the openings 17, facilitating the passage of accumulated water and preventing the accumulation of water on one side of the guardrail.
[0036] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but may also include other elements not expressly listed, or elements inherent to such process, method, article or device.
[0037] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.
Claims
1. A non-anchored guardrail for highway toll station construction, characterized in that, Including: A base (1), a beam frame (2) is fixedly arranged on the outer side of the top of the base (1), a counterweight frame (3) is arranged at the bottom of the base (1), a first counterweight block (4) is slidably arranged inside the counterweight frame (3), second counterweight blocks (5) are symmetrically arranged on the outer side of the first counterweight block (4), a rotating shaft (6) is rotatably arranged inside the base (1), a threaded rod (7) is fixedly arranged in the middle section of the rotating shaft (6), the threaded rod (7) is in threaded connection with the base (1), the bottom end of the rotating shaft (6) penetrates through the counterweight frame (3) and is rotatably connected with the top of the first counterweight block (4), and a rotating wheel (8) is fixedly arranged at the top end of the rotating shaft (6).
2. The free-anchorage guardrail for highway toll station construction according to claim 1, characterized in that: The first counterweight block (4) is an inverted trapezoid with inclined surfaces on both sides, the second counterweight blocks (5) are right trapezoids, and the inclined surfaces of the second counterweight blocks (5) are slidably attached to the inclined surfaces of the inverted trapezoid.
3. The non-anchored guardrail for highway toll station construction according to claim 2, characterized in that: Embedded blocks (9) are fixedly arranged at both ends of the second counterweight block (5), and first sliding grooves (10) for the embedded blocks (9) to slide are symmetrically arranged inside the counterweight frame (3).
4. The free-anchorage guardrail for highway toll station construction according to claim 2, characterized in that: A plurality of limiting blocks (11) are uniformly fixed on the inclined surfaces on both sides of the first counterweight block (4), and second sliding grooves (12) for the limiting blocks (11) to fit and slide are uniformly arranged on the inclined surfaces of the second counterweight block (5).
5. The non-anchored guardrail for highway toll station construction according to claim 1, characterized in that: Pier bases (13) are symmetrically and fixedly arranged at both ends of the bottom of the base (1), and universal wheels (14) are symmetrically and fixedly arranged at the bottom of the pier bases (13).
6. The free-anchorage guardrail for highway toll station construction according to claim 5, characterized in that: A third sliding groove (15) is arranged on one side of the pier base (13) close to the counterweight frame (3), and sliding blocks (16) are symmetrically and fixedly arranged on the outer side of the counterweight frame (3), and the sliding blocks (16) are fitted and arranged inside the third sliding groove (15).
7. The non-anchored guardrail for highway toll station construction according to claim 1, characterized in that: A plurality of openings (17) are arranged inside the second counterweight block (5), and connecting columns (18) for connecting the second counterweight block (5) on both sides of the opening (17) are fixedly arranged inside the opening (17).
8. The free-anchorage guardrail for highway toll station construction according to claim 1, characterized in that: The bottom of the second counterweight block (5) is flush with the bottom of the counterweight frame (3), and the sum of the widths of the bottoms of the two second counterweight blocks (5) is equal to the width of the counterweight frame (3).
9. The non-anchored guardrail for high-speed toll station construction according to claim 1, wherein: A strengthening frame (19) is fixedly arranged on the top of the first counterweight block (4), and the inside of the strengthening frame (19) is slidably connected with the base (1) and the counterweight frame (3).
10. A non-anchored guardrail for highway toll station construction according to claim 5, characterized in that: Both the first counterweight block (4) and the second counterweight block (5) are made of stainless steel materials, and the pier base (13) is made of concrete materials.