Novel bridge anti-collision guardrail

Abstract

The utility model relates to a novel bridge anti-collision guardrail. According to the technical scheme, the guide device comprises stand columns, the bottom ends of the stand columns are fixedly connected with a base, the stand columns are evenly and rotatably sleeved with a plurality of guide wheel sets through bearings from bottom to top, each guide wheel set comprises guide wheels, the guide wheels are hollow, and the diameters of the guide wheels on the same stand column are gradually decreased from bottom to top to form a stepped guide face. The upper ends of the stand columns are arranged on the cross beams in a sleeved mode respectively, through holes are formed in the cross beams between the adjacent stand columns respectively, the through holes and the upper ends of the inclined supporting columns are movably inserted together, the lower ends of the inclined supporting columns are movably inserted into the fixing plate, and the portions, on the upper portion of the fixing plate, of the inclined supporting columns are movably sleeved with holes in the rear ends of the connecting pieces respectively. And the front ends of the left and right adjacent connecting pieces are respectively and movably sleeved at the lower ends of the adjacent stand columns. The impact guiding device has the advantages of improving the impact guiding capacity, enhancing energy absorption, reducing direct impact and prolonging the service life.

Description

Technical Field

[0001] This utility model belongs to the field of bridge collision protection and relates to a new type of bridge collision protection railing. Background Technology

[0002] Bridge railings are guardrails installed on bridges. Their purpose is to prevent out-of-control vehicles from going off the bridge and pedestrians from falling off, thus improving bridge safety and enhancing the aesthetics of the bridge structure. However, existing bridge railings, lacking adequate guiding and energy-absorbing structures, cannot effectively mitigate the impact of a vehicle collision, easily causing severe damage to the railing structure and affecting its lifespan.

[0003] Therefore, this utility model provides a new type of bridge anti-collision guardrail to solve the above problems. Utility Model Content

[0004] In view of the problems existing in the prior art, this utility model discloses a new type of bridge anti-collision guardrail. The technical solution adopted is as follows: it includes a column, the bottom end of which is fixedly connected to a base. Several guide wheel sets are uniformly mounted on the column from bottom to top through bearings. Each guide wheel set includes a guide wheel, the inside of which is hollow. The diameter of the guide wheel on the same column decreases from bottom to top, forming a stepped guide surface. The upper end of each column is respectively mounted on a crossbeam. Through holes are opened on the crossbeams between adjacent columns. The through holes are movably inserted into the upper end of an inclined support column. The lower end of the inclined support column is movably inserted into a fixed plate. The inclined support column on the upper part of the fixed plate is movably mounted with the rear end opening of a connector. The front ends of the left and right adjacent connectors are movably mounted on the lower end of the adjacent columns.

[0005] As a preferred embodiment of this utility model, mounting holes are respectively opened at the four corners of the base; by opening the mounting holes and cooperating with anchor screws, the device is fixedly installed on both sides of the bridge deck.

[0006] As a preferred embodiment of this utility model, a limiting cap is screwed onto the upper end of the column.

[0007] As a preferred embodiment of this utility model, the spacing between the guide wheels on the same column is 200-300mm, and the guide wheels on adjacent columns are arranged in an inter-layer staggered manner to form a continuous guide surface; by adopting an inter-layer staggered arrangement design, it is possible to prevent vehicles from getting stuck in the gaps between the wheels during an impact, thereby improving the continuity of guidance.

[0008] As a preferred embodiment of this utility model, the outer surface of the guide wheel is covered with a highly elastic polyurethane layer with a thickness of 5-8mm and a Shore hardness of 80A-90A. By using the polyurethane layer, the rigid contact damage between the vehicle and the guardrail can be reduced, while absorbing some kinetic energy through elastic deformation.

[0009] As a preferred embodiment of this utility model, the upper and lower ends of the inclined support column are vertically bent and threaded holes are opened through them at the front and back respectively. Screws are screwed into the threaded holes, with the upper screw located on the crossbeam and the lower screw located at the lower part of the fixing plate. By using the inclined support column, in conjunction with the fixing plate and the staggered connecting parts on both sides, the mechanical strength of adjacent columns can be improved, and the stability after being hit can be improved.

[0010] The beneficial effects of this utility model are as follows: By designing the guide wheels on the same column with diameters decreasing from bottom to top to form a stepped guide surface, it can adapt to vehicle impacts of different heights. Simultaneously, rolling friction reduces impact energy. Furthermore, the staggered arrangement of guide wheel groups on adjacent columns prevents vehicles from getting stuck in the gaps between the wheels during impact, improving guide continuity. The polyurethane layer on the guide wheels reduces rigid contact damage between the vehicle and the guardrail, absorbing some kinetic energy through elastic deformation. The hollow design of the guide wheels on the columns further allows for collapse and energy absorption upon impact, effectively reducing the damage to the guardrail from external impacts and improving the device's durability. Additionally, the connection between adjacent columns, along with the fixing plate and inclined support columns, forms multiple triangular structures, enhancing the device's mechanical strength and stability. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0012] Figure 2 This is a partial schematic diagram of the assembly of the column and guide assembly of this utility model;

[0013] Figure 3 This is a partial rear view of the assembly of the crossbeam, inclined support column, fixing plate and connecting parts of this utility model.

[0014] In the diagram: 1-Column, 2-Guide wheel assembly, 3-Crossbeam, 4-Inclined support column, 5-Fixing plate, 6-Connector, 11-Base, 111-Mounting hole, 12-Limit cap, 21-Guide wheel, 22-High elastic polyurethane layer, 31-Through hole, 41-Screw. Detailed Implementation

[0015] Example 1

[0016] like Figures 1 to 3As shown, the present invention discloses a novel bridge anti-collision guardrail. The technical solution includes a column 1, the bottom of which is fixedly connected to a base 11. Mounting holes 111 are respectively opened at the four corners of the base 11. A limiting cap 12 is screwed onto the upper end of the column 1. Several guide wheel sets 2 are evenly rotated from bottom to top on the column 1 via bearings. Each guide wheel set 2 includes a guide wheel 21, which is hollow inside. The diameter of the guide wheels 21 on the same column 1 decreases from bottom to top, forming a stepped guide surface. The spacing between the guide wheels 21 on the same column 1 is 200-300mm. The guide wheels 21 on adjacent columns 1 are arranged in an interlayered staggered manner, forming a continuous guide surface. The outer surface of the guide wheels 21 is covered with a high-elasticity polyurethane layer 22 with a thickness of 5 mm. -8mm, Shore hardness 80A-90A, the upper end of the column 1 is respectively fitted onto the crossbeam 3, and through holes 31 are respectively opened on the crossbeam 3 between adjacent columns 1. The through holes 31 are movably inserted into the upper end of the inclined support column 4. The lower end of the inclined support column 4 is movably inserted into the fixing plate 5. The upper and lower ends of the inclined support column 4 are vertically bent and threaded holes are opened through them respectively. Screws 41 are screwed into the threaded holes. The upper screw 41 is located on the crossbeam 3, and the lower screw 41 is located at the lower part of the fixing plate 5. The inclined support column on the upper part of the fixing plate 5 is movably fitted into the rear end opening of the connector 6. The front ends of the left and right adjacent connectors 6 are movably fitted onto the lower end of the adjacent column 1.

[0017] The working principle of this utility model is as follows: The device is fixedly installed on both sides of the bridge deck by using anchor screws in conjunction with the mounting holes 111 of the base 11. When the crash barrier is hit by a vehicle, the diameter of the guide wheels 21 on the column 1 decreases from bottom to top, forming a stepped guide surface. This guide surface can guide the vehicle to slide upward along the stepped guide surface, thereby buffering the impact. The adjacent guide wheels 21 are arranged in an alternating pattern to prevent the vehicle from getting stuck in the gap between the guide wheels 21 during an impact, further improving the continuity of guidance. At the same time, the high-elasticity polyurethane layer 22 on the surface of the guide wheels 21 can reduce the rigid contact damage between the vehicle and the guardrail. It absorbs some kinetic energy through elastic deformation. When each guide wheel 21 is in contact with the vehicle, it will also collapse and absorb energy while rotating, thereby protecting the column 1. The bottom of the adjacent column 1 and the left and right connecting parts 6 form a triangular structure, and the adjacent connecting parts 6 and the fixing plate 5 form a triangular structure. In conjunction with the crossbeam and the inclined support column, the mechanical strength of the entire structure is further strengthened, and the stability under impact is improved.

[0018] Electrical connection methods or structures not described in detail in this article are existing technologies.

[0019] While the specific embodiments of this utility model have been described in detail above, this utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this utility model. Modifications or variations that do not involve creative labor are still within the protection scope of this utility model.

Claims

1. A novel bridge crash barrier, characterized in that: The system includes a column (1), the bottom end of which is fixedly connected to a base (11). Several guide wheel sets (2) are mounted on the column (1) from bottom to top through bearings. Each guide wheel set (2) includes a guide wheel (21). The guide wheel (21) is hollow inside. The diameter of the guide wheel (21) on the same column (1) decreases from bottom to top, forming a stepped guide surface. The upper ends of the columns (1) are respectively mounted on crossbeams (3). Through holes (31) are respectively opened on the crossbeams (3) between adjacent columns (1). The through holes (31) are movably inserted into the upper ends of inclined support columns (4). The lower ends of the inclined support columns (4) are movably inserted into a fixed plate (5). The inclined support columns on the upper part of the fixed plate (5) are respectively movably mounted with the rear end openings of the connectors (6). The front ends of the left and right adjacent connectors (6) are respectively movably mounted on the lower ends of the adjacent columns (1).

2. The novel bridge crash barrier according to claim 1, characterized in that: Mounting holes (111) are respectively provided at the four corners of the base (11).

3. The novel bridge crash barrier according to claim 1, characterized in that: The upper end of the column (1) is screwed with a limiting cap (12).

4. The novel bridge crash barrier according to claim 1, characterized in that: The spacing between the guide wheels (21) on the same column (1) is 200-300mm, and the guide wheels (21) on adjacent columns (1) are arranged in an interlayer staggered manner to form a continuous guide surface.

5. A novel bridge crash barrier according to claim 1, characterized in that: The outer surface of the guide wheel (21) is covered with a highly elastic polyurethane layer (22) with a thickness of 5-8 mm and a Shore hardness of 80A-90A.

6. A novel bridge crash barrier according to claim 1, characterized in that: The upper and lower ends of the inclined support column (4) are bent vertically and threaded holes are opened through them. Screws (41) are screwed into the threaded holes. The upper screw (41) is located above the crossbeam (3), and the lower screw (41) is located at the lower part of the fixing plate (5).

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