Bridge anti-collision guardrail stabilizing and reinforcing structure

Abstract

The utility model discloses a bridge anti-collision guardrail stabilizing and reinforcing structure, which belongs to the technical field of bridge anti-collision guardrails, and adopts the technical scheme that the bridge anti-collision guardrail stabilizing and reinforcing structure comprises two anti-collision piles and a plurality of anti-collision rods, reinforcing mechanisms are arranged on the surfaces of the anti-collision piles, buffering mechanisms are arranged on the front sides of the anti-collision rods, and the number of the buffering mechanisms is two. A reinforcing rod is embedded in the anti-collision rod; the problems that an existing part of bridge anti-collision guardrails are connected with a bridge body through bolts, the contact area of the bolts and the bridge body is small, the anchoring strength of the anti-collision guardrails is low, and when force generated when a running automobile collides with the anti-collision guardrails is transmitted to the bolts, due to the fact that the contact area of the bolts and the bridge body is small, the anti-collision guardrails are damaged are solved. The problems that due to the fact that local stress of an axle body around a bolt is too large and exceeds the bearing limit of an axle body material, the bolt is pulled out of the axle body, collision protection for an automobile fails, the cost of a structure for buffering the automobile is high, and the use cost is increased are solved.

Description

Technical Field

[0001] This utility model relates to the field of bridge crash barrier technology, and in particular to a stable and reinforced structure for bridge crash barriers. Background Technology

[0002] Bridge crash barriers are installed on both sides of a bridge to prevent vehicles, pedestrians, and other objects from accidentally running off the bridge and to buffer the impact of vehicle collisions, ensuring the safety of all road users on the bridge. Their main functions include preventing vehicles from going off the bridge, reducing the damage to the bridge structure caused by vehicle collisions, and providing safety for pedestrians to prevent them from accidentally falling off the bridge.

[0003] The existing bridge crash barrier structure has a relatively simple function. It cannot change the direction of the impact force at the moment of collision between the vehicle and the barrier, which can easily lead to vehicle rollover and reduce the functionality of the device. In addition, the existing bridge crash barrier structure relies on its own structure and materials to buffer the impact during use. This method not only has low buffering capacity, but also easily causes large-scale damage to the barrier, reducing the practicality of the device.

[0004] The existing patent (publication number: CN214245357U) discloses a reinforced bridge anti-collision guardrail structure. This utility model incorporates a rotating cylinder and a buffer plate. In the instant of impact, the rotating cylinder can rotate within the buffer plate, thereby changing the direction of the impact force. This can both decelerate the vehicle and prevent it from overturning, thus providing excellent protection for the driver and passengers and improving the functionality of the device. By incorporating a pressure sensor and an airbag, the pressure sensor can monitor whether the device has been impacted in real time. When an impact force is detected, the airbag is triggered to inflate, which can effectively absorb the impact force and prevent large-scale damage to the device, thereby improving its practicality and buffering performance.

[0005] To address the aforementioned issues, existing patents offer solutions. However, some existing bridge crash barriers are connected to the bridge structure using bolts. The contact area between the bolts and the bridge structure is small, resulting in low anchoring strength for the crash barriers. When a vehicle impacts the crash barrier, the force is transmitted to the bolts. Due to the small contact area between the bolts and the bridge structure, excessive local stress can easily occur around the bolts, exceeding the load-bearing limit of the bridge material. This can cause the bolts to be pulled out of the bridge structure, rendering the impact protection against the vehicle ineffective. Furthermore, the cost of the structure used to cushion the impact is high, increasing the overall operating cost.

[0006] Therefore, a stable and reinforced structure for bridge crash barriers is proposed. Utility Model Content

[0007] The purpose of this utility model is to provide a stable and reinforced structure for bridge crash barriers, which can solve the problem that some existing bridge crash barriers are connected to the bridge body by bolts. The contact area between the bolts and the bridge body is small, resulting in low anchoring strength of the crash barrier. When a car hits the crash barrier, the force is transmitted to the bolts. Due to the small contact area between the bolts and the bridge body, the local stress on the bridge body around the bolts is easily excessive, exceeding the bearing limit of the bridge body material, causing the bolts to be pulled out of the bridge body. This leads to the failure of the impact protection against the car. Furthermore, the cost of the structure for cushioning the car is high, increasing the cost of use.

[0008] To achieve the above objectives, this utility model provides the following technical solution: a bridge anti-collision guardrail stabilizing and reinforcing structure, comprising two anti-collision piles and several anti-collision rods, wherein the surface of the anti-collision piles is provided with a reinforcing mechanism, the front side of the anti-collision rods is provided with a buffer mechanism, the number of buffer mechanisms is two, and a reinforcing rod is embedded inside the anti-collision rods;

[0009] The reinforcing mechanism includes a support rod, a base, a support plate, several fixed columns, and several anchor plates. The front side of the support rod is fixedly connected to the rear side of the crash barrier. The top of the support plate is fixedly connected to the bottom of the support rod. The top of the base is fixedly connected to the bottom of the crash barrier. The top of the fixed column is fixedly connected to the bottom of the base. The anchor plates are fixedly connected to the surface of the fixed columns.

[0010] Preferably, the buffer mechanism includes two limiting blocks, a buffer strap, and an anti-slip pad. The side of the limiting block closest to the buffer strap is fixedly connected to the buffer strap, and the rear side of the anti-slip pad is fixedly connected to the front side of the buffer strap.

[0011] Preferably, a fixing plate is fixedly connected to the front side of the anti-collision pile, and the fixing plate has two slots inside. The surface of the buffer strap contacts the inner wall of the slot, and the surface of the limiting block contacts the surface of the fixing plate.

[0012] Preferably, a clamping plate is movably disposed inside the slot, and a screw is threadedly connected inside the fixing plate. The rear side of the screw is in close contact with the front side of the clamping plate, and the rear side of the clamping plate is in close contact with the front side of the buffer strap. The number of screws is several.

[0013] Preferably, an anti-slip cone is fixedly connected to the rear side of the clamping plate. The number of anti-slip cones is several and they are evenly distributed on the rear side of the clamping plate. The surface of the anti-slip cone is in close contact with the surface of the buffer strap.

[0014] Preferably, the surface of the support rod is fixedly connected with two reinforcing ribs.

[0015] Preferably, the reinforcing rod is made of martensitic aging steel, and the buffer strap is woven from aramid fiber filaments.

[0016] Preferably, both the crash barriers and the crash bars are made of carbon structural steel.

[0017] Compared with the prior art, the beneficial effects of this utility model are:

[0018] 1. This application sets up a reinforcement mechanism and pre-embeds the anchor plate in the reinforcement mechanism inside the bridge body. Since the surface area of ​​the anchor plate is large, the connection between the anti-collision pile and the bridge body can be more stable. Then, the support plate is connected to the bridge body by chemical bolts, and the support rod can support the anti-collision pile, further improving the stability of the anti-collision pile. This can prevent the anti-collision pile from tilting when a vehicle hits the anti-collision pile and anti-collision rod, causing the vehicle to rush into the bridge.

[0019] 2. This application incorporates a buffer mechanism. The buffer strap, woven from aramid fiber filaments, possesses a certain tensile strength. When a vehicle loses control and collides with the crash barriers and bollards, it first comes into contact with the anti-slip mat. The anti-slip mat increases the resistance to the out-of-control vehicle's movement, which helps the vehicle quickly reduce its speed and minimizes harm to the out-of-control vehicle, public facilities, and other road users. By using the buffer strap to stop the out-of-control vehicle, when the vehicle only makes a minor collision with the crash barriers and bollards, the anti-slip mat and buffer strap can prevent the vehicle from directly contacting the crash barriers and bollards, thus avoiding damage to the paint on the surface of the crash barriers and bollards and affecting their aesthetics. Attached Figure Description

[0020] Figure 1 This is an overall structural diagram of the bridge anti-collision guardrail stabilization and reinforcement structure of this utility model;

[0021] Figure 2 This is a three-dimensional connection diagram of the anti-collision pile and the fixing plate in this utility model;

[0022] Figure 3 This is a three-dimensional structural diagram of the rear side of the anti-collision pile in this utility model;

[0023] Figure 4 This is a three-dimensional connection diagram of the buffer mechanism in this utility model;

[0024] Figure 5 This is a cross-sectional view of the anti-collision bar in this utility model;

[0025] Figure 6 This utility model Figure 1 A magnified view of a section at point A in the middle;

[0026] Figure 7 This is a three-dimensional structural diagram of the rear side of the clamping plate in this utility model.

[0027] In the diagram, 1. Anti-collision bollard; 2. Anti-collision bar; 3. Reinforcing mechanism; 301. Support rod; 302. Base; 303. Support plate; 304. Fixed column; 305. Anchor plate; 4. Fixed plate; 5. Buffer mechanism; 501. Limiting block; 502. Buffer strap; 503. Anti-slip pad; 6. Slot; 7. Screw; 8. Reinforcing rib; 9. Reinforcing rod; 10. Clamping plate; 11. Anti-slip cone. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0029] Please see Figure 1-7 The present invention provides the following technical solution:

[0030] A bridge anti-collision guardrail stabilizing and reinforcing structure includes two anti-collision piles 1 and several anti-collision rods 2. The surface of the anti-collision piles 1 is provided with a reinforcing mechanism 3, and the front side of the anti-collision rods 2 is provided with a buffer mechanism 5. There are two buffer mechanisms 5, and the interior of the anti-collision rods 2 is inlaid with reinforcing rods 9.

[0031] The reinforcing mechanism 3 includes a support rod 301, a base 302, a support plate 303, several fixed columns 304, and several anchoring plates 305. The front side of the support rod 301 is fixedly connected to the rear side of the anti-collision pile 1. The top of the support plate 303 is fixedly connected to the bottom of the support rod 301. The top of the base 302 is fixedly connected to the bottom of the anti-collision pile 1. The top of the fixed column 304 is fixedly connected to the bottom of the base 302. The anchoring plates 305 are fixedly connected to the surface of the fixed column 304.

[0032] In this embodiment: During bridge construction, the anchor plate 305 is pre-embedded in the concrete. After solidification, the large contact area between the anchor plate 305 and the concrete stabilizes the connection between the crash pile 1 and the bridge structure. Simultaneously, holes are drilled at the support plate 303 and fixed with chemical bolts. The support rod 301 provides support for the crash pile 1, and its surface reinforcing ribs 8 enhance its strength. The crash rod 2 is inlaid with martensitic aging steel reinforcing rods 9, improving overall strength and impact resistance. When a vehicle collides at high speed, the crash pile 1 is stabilized by the fixed column 304, anchor plate 305, and support rod 301, preventing impact. When a vehicle is hit by a bollard 1 and a crash barrier 2, it will plunge off the bridge. If the speed is slow, the vehicle will first come into contact with the anti-slip mat 503 to reduce its speed. The buffer strap 502 is woven from aramid fiber and has strong tensile strength. It can prevent the vehicle from directly colliding with the bollard 1 and the crash barrier 2, reducing the damage to low-speed out-of-control vehicles and preventing low-speed out-of-control vehicles from scratching the paint on the surface of the bollard 1 and the crash barrier 2, thus affecting their appearance. By strengthening the connection between the bollard 1 and the bridge body, the protection is reliable, and the structure is simple, easy to maintain, and low in cost. It effectively solves the problems of low anchorage strength and high buffering force of traditional crash barriers.

[0033] Specifically, such as Figure 4 As shown, the buffer mechanism 5 includes two limiting blocks 501, a buffer strap 502, and an anti-slip pad 503. The side of the limiting block 501 closest to the buffer strap 502 is fixedly connected to the buffer strap 502, and the rear side of the anti-slip pad 503 is fixedly connected to the front side of the buffer strap 502.

[0034] Specifically, such as Figure 2 and Figure 6 As shown, a fixing plate 4 is fixedly connected to the front side of the anti-collision pile 1. The fixing plate 4 has two slots 6 inside. The surface of the buffer strap 502 contacts the inner wall of the slot 6, and the surface of the limiting block 501 contacts the surface of the fixing plate 4.

[0035] Specifically, such as Figure 2 and 6 As shown, a clamping plate 10 is movably arranged inside the slot 6, and a screw 7 is threadedly connected inside the fixing plate 4. The rear side of the screw 7 is in close contact with the front side of the clamping plate 10, and the rear side of the clamping plate 10 is in close contact with the front side of the buffer strap 502. There are several screws 7.

[0036] Specifically, such as Figure 6 and Figure 7 As shown, anti-slip cones 11 are fixedly connected to the rear side of the clamping plate 10. There are several anti-slip cones 11, which are evenly distributed on the rear side of the clamping plate 10. The surface of the anti-slip cones 11 is in close contact with the surface of the buffer strap 502.

[0037] In this embodiment: the buffer strap 502 is engaged in the slot 6 by the limiting block 501, and then the screw 7 is tightened. The screw 7 pushes the clamping plate 10 backward, so that the anti-slip cone 11 is in close contact with the surface of the buffer strap 502, which increases the friction between the clamping plate 10 and the buffer strap 502, making the buffer strap 502 more secure. By removing the screw 7, the buffer strap 502 can be moved upward and then forward, and then the buffer strap 502 can be removed from the slot 6, so that the buffer strap 502 and the anti-slip pad 503 can be easily replaced.

[0038] Specifically, such as Figure 3 As shown, the surface of the support rod 301 is fixedly connected with two reinforcing ribs 8.

[0039] Specifically, such as Figure 4 and Figure 5 As shown, the reinforcing rod 9 is made of martensitic aging steel, and the buffer strap 502 is woven from aramid fiber filaments.

[0040] Specifically, such as Figure 1 As shown, both the crash barrier 1 and the crash barrier 2 are made of carbon structural steel.

[0041] In this embodiment: by fixing reinforcing ribs 8 to the surface of the support rod 301, the strength of the support rod 301 can be improved, further enhancing the stability of the support rod 301 in supporting the anti-collision pile 1. The reinforcing rod 9 embedded inside the anti-collision pole 2 is made of high-strength martensitic aging steel, which greatly improves the overall strength and impact resistance of the anti-collision pole 2. The buffer strap 502 is woven from aramid fiber filaments. Aramid fiber filaments have the characteristics of high strength and high toughness, and can withstand huge tensile forces. They can completely block out-of-control vehicles with slower speeds, preventing them from directly colliding with the anti-collision pile 1 and the anti-collision pole 2. The anti-collision pile 1 and the anti-collision pole 2 are made of carbon structural steel, which has a certain strength and toughness, further improving the strength of the anti-collision pile 1 and the anti-collision pole 2.

[0042] Working principle: During bridge construction, the anchor plate 305 is pre-embedded inside the concrete. After the concrete hardens, the large contact area between the anchor plate 305 and the concrete makes the connection between the crash pile 1 and the bridge body more stable. Then, holes are drilled in the bridge body according to the position of the support plate 303, and chemical bolts are used to fix the support plate 303. At this time, the support rod 301 can provide support for the crash pile 1. The two reinforcing ribs 8 on the surface of the support rod 301 enhance the structural strength of the support rod 301 itself. The reinforcing rod 9 embedded inside the crash rod 2 is made of high-strength maraging steel, which greatly improves the overall strength and impact resistance of the crash rod 2. The crash pile 1 and the crash rod 2 are made of carbon structural steel and have the following characteristics: With sufficient strength and toughness, when a high-speed out-of-control vehicle breaks the buffer strap 502 and directly contacts the crash barrier 1 and crash bar 2, the crash barrier 1 is tightly held in place by the fixed column 304 and anchor plate 305, and the support rod 301 provides support for the crash barrier 1. This prevents the high-speed out-of-control vehicle from knocking down the crash barrier 1 and crash bar 2 and crashing off the bridge. When a slower out-of-control vehicle has a minor collision with the crash bar 2 and crash barrier 1, it first contacts the anti-slip mat 503. The anti-slip mat 503 increases the moving resistance of the slower out-of-control vehicle, effectively reducing its moving speed and preventing it from causing greater harm to public safety and drivers. The buffer strap 502 is woven from aramid fiber, giving it strong tensile strength. This prevents slower, out-of-control vehicles from directly contacting the crash bar 2 and crash post 1, reducing damage to these vehicles and preventing scratches on the paint. The buffer strap 502 is secured in the slot 6 by a limiting block 501, and then tightened by a locking screw 7, ensuring close contact between the anti-slip cone 11 on the rear side of the clamp 10 and the surface of the buffer strap 502. This increases the friction between the clamp 10 and the buffer strap 502, making it more securely fixed. Removing the screw 7 allows for easy replacement of the buffer strap 502 and the anti-slip pad 503. The support rod 301 and anchor plate 305 strengthen the connection between the crash bar 1 and the bridge body, which can better protect against out-of-control vehicles. The structure is simple, easy to maintain, and low in cost. This avoids the problem that some existing bridge crash barriers are connected to the bridge body by bolts. The contact area between the bolts and the bridge body is small, and the anchoring strength of the crash barrier is low. When a car hits the crash barrier, the force is transmitted to the bolts. Due to the small contact area between the bolts and the bridge body, the local stress on the bridge body around the bolts is easily too large, exceeding the bearing limit of the bridge body material. This causes the bolts to be pulled out of the bridge body, resulting in failure of the impact protection against the car. In addition, the structure for cushioning the car is expensive, which increases the cost of use.

[0043] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A bridge crash barrier stabilization and reinforcement structure, comprising two crash bollards (1) and a plurality of crash barriers (2), characterized in that: The surface of the anti-collision pile (1) is provided with a reinforcing mechanism (3), the front side of the anti-collision rod (2) is provided with a buffer mechanism (5), the number of buffer mechanisms (5) is two, and the interior of the anti-collision rod (2) is inlaid with a reinforcing rod (9); The reinforcing mechanism (3) includes a support rod (301), a base (302), a support plate (303), several fixed columns (304) and several anchor plates (305). The front side of the support rod (301) is fixedly connected to the rear side of the anti-collision pile (1). The top of the support plate (303) is fixedly connected to the bottom of the support rod (301). The top of the base (302) is fixedly connected to the bottom of the anti-collision pile (1). The top of the fixed column (304) is fixedly connected to the bottom of the base (302). The anchor plate (305) is fixedly connected to the surface of the fixed column (304).

2. The bridge crash barrier stabilization and reinforcement structure according to claim 1, characterized in that: The buffer mechanism (5) includes two limiting blocks (501), a buffer strap (502), and an anti-slip pad (503). The limiting block (501) is fixedly connected to the buffer strap (502) on the side closest to it, and the anti-slip pad (503) is fixedly connected to the front side of the buffer strap (502) on the rear side.

3. The bridge crash barrier stabilization and reinforcement structure according to claim 2, characterized in that: The front side of the anti-collision pile (1) is fixedly connected to a fixing plate (4), and the fixing plate (4) has a slot (6) inside. There are two slots (6). The surface of the buffer strap (502) is in contact with the inner wall of the slot (6), and the surface of the limiting block (501) is in contact with the surface of the fixing plate (4).

4. The bridge crash barrier stabilization and reinforcement structure according to claim 3, characterized in that: The slot (6) is equipped with a clamping plate (10) inside, and the fixing plate (4) is threaded with screws (7). The rear side of the screws (7) is in close contact with the front side of the clamping plate (10), and the rear side of the clamping plate (10) is in close contact with the front side of the buffer strap (502). The number of screws (7) is several.

5. A bridge crash barrier stabilization and reinforcement structure according to claim 4, characterized in that: The back side of the clamp (10) is fixedly connected with an anti-slip cone (11). There are several anti-slip cones (11) and they are evenly distributed on the back side of the clamp (10). The surface of the anti-slip cone (11) is in close contact with the surface of the buffer strap (502).

6. The bridge crash barrier stabilization and reinforcement structure according to claim 1, characterized in that: The surface of the support rod (301) is fixedly connected with a reinforcing rib (8), and there are two reinforcing ribs (8).

7. A bridge crash barrier stabilization and reinforcement structure according to claim 2, characterized in that: The reinforcing rod (9) is made of martensitic aging steel, and the buffer strap (502) is woven from aramid fiber filaments.

8. The bridge crash barrier stabilization and reinforcement structure according to claim 1, characterized in that: The materials of the crash barriers (1) and crash bars (2) are both carbon structural steel.

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