Anti-collision guardrail formwork erecting structure

Abstract

The utility model discloses an anti-collision guardrail formwork erecting structure. The anti-collision guardrail formwork erecting structure comprises an inner side formwork, an outer side formwork and guardrail structural steel bars. A pouring cavity is formed between the inner side formwork and the outer side formwork. The guardrail structural steel bars are located between the inner side formwork and the outer side formwork and connected to the bridge body, the outer side formwork is fixedly connected to the guardrail structural steel bars, and the outer side formwork and the concrete are connected into a whole in the state that the pouring cavity is filled with the concrete and solidified. According to the anti-collision guardrail formwork erecting structure, the outer side formwork does not need to be provided with a connecting structure outside the bridge body, workers do not need to install the outer side steel formwork on the outer side of the anti-collision retaining wall, and therefore the problem that the operation space of the outer side of an anti-collision guardrail is limited is solved, and the problem that foreign matter falls into a rail running area in the construction process is not prone to occurring. Moreover, the outer side formwork is not dismounted finally, dismounting work is reduced, the construction period of the anti-collision guardrail is shortened, and the risk that foreign matter enters the air in the dismounting process is also avoided.

Description

TECHNICAL FIELD

[0001] The utility model relates to bridge crash barrier construction technical field especially relates to a crash barrier formwork support structure. BACKGROUND

[0002] Bridge as the very important functional structure in municipal road, to improve the urban traffic environment, promote regional economic development plays a decisive role. In order to improve the safety of pedestrians and vehicles, generally will be set up on both sides of the bridge guardrails.

[0003] At present, there are two kinds of guardrails, steel guardrails and concrete guardrails, compared with steel guardrails, the stability and safety of concrete guardrails are higher, when building concrete guardrails, templates need to be set up on the bridge, and then cast in place.

[0004] The existing concrete crash barrier formwork mainly includes outer side formwork and inner side formwork, the construction process of the traditional formwork is that workers need to install and dismount the outer side steel formwork in the trolley outside the crash barrier during the construction process of the outer side formwork. However, because the outer side formwork is the outermost side of the bridge, during actual operation, if the newly built bridge is close to the subway and high-speed rail, the crash barrier outside construction operation interval will be limited, the trolley cannot be set outside the crash barrier, so the installation and dismounting of the outer side steel formwork are difficult to implement. Moreover, there is a risk that foreign matters will fall into the rail area during the construction process, which can easily have a great impact on the safety of the subway and high-speed rail passing by the bridge.

[0005] Therefore, the utility model is provided. UTILITY MODEL CONTENTS

[0006] To solve one of the above technical problems, the application provides a crash barrier formwork support structure.

[0007] The utility model adopts the following technical scheme:

[0008] A crash barrier formwork support structure comprises:

[0009] An inner side formwork is detachably arranged on the bridge body.

[0010] An outer side formwork is arranged on the edge of the bridge body, and a pouring cavity is formed between the inner side formwork and the outer side formwork.

[0011] A guardrail structure steel is arranged between the inner side formwork and the outer side formwork, the guardrail structure steel is connected to the bridge body, the outer side formwork is fixedly connected to the guardrail structure steel, and the outer side formwork and the concrete are connected to form an integral whole in the state that the concrete is filled in the pouring cavity and solidified.

[0012] Optionally, the outer formwork comprises a steel plate and a connecting piece;

[0013] The connecting piece is connected to one side of the steel plate facing the inner formwork;

[0014] The connecting piece and the guardrail structure reinforcement are welded and fixed.

[0015] Optionally, the connecting piece is arranged in any one of the following manners:

[0016] The connecting piece is an angle steel, which has a first side plate and a second side plate connected perpendicularly, the first side plate is connected to the outer formwork, and the second side plate is welded to the guardrail structure reinforcement;

[0017] The connecting piece is an adapter reinforcement, which is welded to the steel plate and the guardrail structure reinforcement respectively.

[0018] Optionally, the anti-collision guardrail formwork supporting structure further comprises a plurality of connecting pieces;

[0019] Each connecting piece is arranged in sequence and at intervals along the height direction of the steel plate.

[0020] Optionally, the guardrail structure reinforcement comprises a stirrup and a longitudinal reinforcement, the stirrup is sleeved on the longitudinal reinforcement, and the stirrup and the longitudinal reinforcement are fixed by a binding piece;

[0021] The guardrail structure reinforcement has a plurality of binding positions in sequence along the height direction;

[0022] Each connecting piece is close to a corresponding binding position.

[0023] Optionally, in the length direction of the bridge body, a plurality of welding positions on the connecting piece are welded to the guardrail structure reinforcement;

[0024] The distance between two adjacent welding positions on the connecting piece is three times the distance between the stirrups in the guardrail structure reinforcement.

[0025] Optionally, the side of the steel plate away from the inner formwork is provided with a corrosion-resistant layer.

[0026] Optionally, a stop-gel double-sided adhesive tape is arranged between the lower edge of the outer formwork and the surface of the bridge body, and the stop-gel double-sided adhesive tape seals the gap between the outer formwork and the bridge body.

[0027] Optionally, the anti-collision guardrail formwork supporting structure further comprises a matching frame and a tensioning piece;

[0028] The matching frame is arranged on the inner formwork;

[0029] The one end of the puller is in position-limiting cooperation with the steel plate, and the other end of the puller is in position-limiting cooperation with the inner side formwork.

[0030] Optionally, the puller comprises a main rod body and a bent rod located at the end of the main rod body.

[0031] The bent rod is located on the outer surface of the steel plate, the main rod body is arranged through the cooperation frame, and one end of the main rod body extending out of the cooperation frame is connected with a position-limiting member.

[0032] By adopting the technical scheme, the application has the following beneficial effects:

[0033] The outer side formwork of the crash barrier formwork erecting structure is located at the edge of the bridge body and does not occupy the position outside the bridge body. The fixing of the outer side formwork is achieved by fixing with the guardrail structure reinforcement, without the need for setting a connecting structure outside the bridge body and without the need for workers to perform the installation operation of the outer side steel formwork outside the crash barrier. Thus, the problem of limited operation space outside the crash barrier is solved, and the problem of foreign matter falling into the track area during the construction process is less likely to occur. Moreover, the outer side formwork is not finally removed, and the outer side formwork is connected with the concrete to form an integral whole in the state of being filled with the concrete in the pouring cavity. Thus, the work of disassembling the outer side formwork is reduced, the construction period of the crash barrier is shortened, and the risk of foreign matter entering the free space during the disassembly process is avoided.

[0034] The specific embodiments of the utility model will be further described in detail below with reference to the drawings. DRAWINGS

[0035] The drawings are part of the present application and serve to provide a further understanding of the utility model, and the schematic embodiments of the utility model and the description thereof serve to explain the utility model but do not constitute an improper limitation on the utility model. Obviously, the drawings described below are only some embodiments, and other drawings can be obtained by those skilled in the art without creative labor on the basis of the drawings. In the drawings:

[0036] Figure 1 The structure schematic view of the connecting piece of the crash barrier formwork erecting structure provided by the embodiments of the present application is the case of an angle steel;

[0037] Figure 2 The structure schematic view of the connecting piece of the crash barrier formwork erecting structure provided by the embodiments of the present application is the case of an angle steel; Figure 1 The partial enlarged view of position A in FIG. 4;

[0038] Figure 3 The structure schematic view of the connecting piece of the crash barrier formwork erecting structure provided by the embodiments of the present application is the case of an angle steel; Figure 1 The partial enlarged view of position A in FIG. 4;

[0039] Figure 4Distribution diagram of the outer formwork and the guardrail structure reinforcing bar connecting point of the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application;

[0040] Figure 5 Structure diagram of the case that the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application is provided with an inner protruding piece;

[0041] Figure 6 For Figure 5 The local enlarged view at C in FIG. 1;

[0042] Figure 7 For Figure 5 The local enlarged view at D in FIG. 1;

[0043] Figure 8 Distribution diagram of the outer formwork and the guardrail structure reinforcing bar connecting point and the inner protruding piece of the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application;

[0044] Figure 9 Structure diagram of the case that the connecting pieces of the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application are arranged along the longitudinal direction at intervals;

[0045] Figure 10 For Figure 9 The local enlarged view at E in FIG. 1;

[0046] Figure 11 For Figure 9 The local enlarged view at F in FIG. 1;

[0047] Figure 12 Perspective structure diagram of the case that the connecting pieces of the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application are arranged along the longitudinal direction at intervals;

[0048] Figure 13 Structure diagram of the case that the connecting pieces of the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application extend along the longitudinal direction;

[0049] Figure 14 For Figure 13 The local enlarged view at G in FIG. 1;

[0050] Figure 15 For Figure 13 The local enlarged view at H in FIG. 1;

[0051] Figure 16 Perspective structure diagram of the case that the connecting pieces of the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application extend along the longitudinal direction;

[0052] Figure 17 Structure diagram of the case that the connecting pieces of the anti-collision guardrail formwork erecting structure provided by the embodiment of the present application extend along the longitudinal direction, and the partial cross-section.

[0053] In the picture:

[0054] 1. Outer formwork, 11. Steel plate, 12. Connector, 121. First side plate, 122. Second side plate, 13. Inner protrusion, 131. Head, 132. Rod, 14. Connector, 141. Through hole, 2. Inner formwork, 3. Guardrail structure reinforcement, 3. Stirrup, 31. Longitudinal reinforcement, 32. Pouring cavity, 4. Grout-stopping double-sided adhesive, 5. Matching frame, 6. Tie rod, 7. Main rod, 71. Bending rod, 72. Bridge main body, 10.

[0055] It should be noted that these accompanying drawings and textual descriptions are not intended to limit the scope of the present invention in any way, but rather to illustrate the concept of the present invention to those skilled in the art by referring to specific embodiments. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate this utility model, but are not intended to limit the scope of this utility model.

[0057] In the description of this utility model, it should be noted that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0058] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0059] Example 1

[0060] like Figures 1 to 4 As shown in the figure, this application provides a crash barrier formwork support structure, including an inner formwork 2, an outer formwork 1, and guardrail structural reinforcement 3. The inner formwork 2 is detachably installed on the bridge body 10, and the outer formwork 1 is located at the edge of the bridge body 10, forming a pouring cavity 4 between the inner formwork 2 and the outer formwork 1. The guardrail structural reinforcement 3 is located between the inner formwork 2 and the outer formwork 1, and is connected to the bridge body 10. The outer formwork 1 is fixedly connected to the guardrail structural reinforcement 3. When the concrete is filled in the pouring cavity 4 and solidified, the outer formwork 1 and the concrete are connected as one unit.

[0061] The anti-collision guardrail formwork erecting structure provided by the embodiment of the application has the outer side formwork 1 located at the edge of the bridge body 10, and does not occupy the position outside the bridge body 10. The outer side formwork 1 is fixed by being fixed with the guardrail structure steel bars 3, and it is not necessary to set a connecting structure outside the bridge body 10, and it is not necessary for workers to perform the installation operation of the outer side steel formwork outside the anti-collision retaining wall, so that the problem of limited operation space outside the anti-collision guardrail is solved, and the problem of foreign matter falling into the track area in the construction process is also avoided. Moreover, the outer side formwork 1 is not finally removed, and the outer side formwork 1 is connected with the concrete to form an integral whole in the state of being filled with the concrete in the pouring cavity 4, so that the work of disassembling the outer side formwork 1 is reduced, the construction period of the anti-collision guardrail is shortened, and the risk of foreign matter entering the free space in the disassembling process is also avoided.

[0062] In some possible embodiments, the outer side formwork 1 includes a steel plate 11 and a connecting piece 12, the connecting piece 12 is connected to one side of the steel plate 11 facing the inner side formwork 2, and the connecting piece 12 and the guardrail structure steel bars 3 are welded and fixed. The connecting piece 12 is arranged on the steel plate 11, and the connecting piece 12 extends from the outer side formwork 1 to the inner side formwork 2 by a distance, so that the contact area with the guardrail structure steel bars 3 can be increased, and the welding point can have a certain fine adjustment space, so that the welding difficulty can be reduced and the welding firmness can be improved.

[0063] In some possible embodiments, the connecting piece 12 is arranged in any one of the following manners:

[0064] Firstly, as shown in Figures 2 to 3 , the connecting piece 12 is an angle steel, the angle steel has a first side plate 121 and a second side plate 122 which are connected perpendicularly, the first side plate 121 is attached to the outer side formwork 1, and the second side plate 122 is welded to the guardrail structure steel bars 3. The attachment of the first side plate 121 can increase the connection area with the steel plate 11 and improve the connection firmness between the steel plate 11 and the connecting piece 12, and the angle steel is more easily fixed in the welding process. The use of the angle steel for the connecting piece 12 can have higher connection firmness than the use of the adapter steel bar for the connecting piece 12, and the welding process is easier to operate.

[0065] Secondly, the connecting piece 12 is an adapter steel bar, and the adapter steel bar is welded to the steel plate 11 and the guardrail structure steel bars 3 respectively. The adapter steel bar can be a straight steel bar perpendicular to the steel plate 11, one end of the adapter steel bar is connected to the steel plate 11, and the other end of the adapter steel bar is welded to the guardrail structure steel bars 3. The adapter steel bar can also be a “U”-shaped steel bar, and the adapter steel bar is connected to the steel plate 11 at both ends after bypassing the guardrail structure steel bars 3. The adapter steel bar can be a strip-shaped steel bar extending along the length direction of the steel plate 11, and the steel plate 11 and the guardrail structure steel bars are welded to two sides of the adapter steel bar in the circumferential direction respectively. The use of the adapter steel bar for the connecting piece 12 can be more economical than the use of the angle steel for the connecting piece 12.

[0066] The connector 12 can be made of angle steel or transition steel bars, each with its own advantages. The appropriate choice can be made according to the construction conditions and the structure of the crash barrier.

[0067] In some possible implementations, such as Figure 4 As shown, the anti-collision guardrail formwork support structure includes multiple connectors 12, which are spaced apart sequentially along the height direction of the steel plate 11. The multiple connectors 12 enhance the connection strength between the outer formwork 1 and the guardrail structure reinforcing bars 3.

[0068] In one possible implementation, the connectors 12 are arranged in three rows at intervals along the height of the steel plate 11, located at the top, bottom, and middle of the guardrail reinforcement 3. This ensures that the connection points between the outer formwork 1 and the guardrail reinforcement 3 are evenly distributed, guaranteeing uniform connection stability throughout the outer formwork 1. Figure 4 As shown in Figure a, this is the connection point.

[0069] In some possible implementations, the guardrail structural reinforcement 3 includes stirrups 31 and longitudinal reinforcement 32. The stirrups 31 are fitted onto the longitudinal reinforcement 32, and the stirrups 31 and longitudinal reinforcement 32 are tied together and fixed by binding members. The guardrail structural reinforcement 3 has multiple binding positions along its height, and each connector 12 is located near a corresponding binding position. The binding positions themselves are fixed, and the connection between the connector 12 and the guardrail structural reinforcement 3 at the binding positions provides better structural stability. Furthermore, the connector 12 at the binding positions is equivalent to being connected to both the stirrups 31 and the longitudinal reinforcement 32 simultaneously, resulting in a higher connection strength.

[0070] In some possible implementations, if the connector 12 is a strip steel bar extending along the length of the steel plate 11 or a strip angle steel extending along the length of the steel plate 11, then the connector 12 is welded to the guardrail structure reinforcement 3 at multiple points along the length of the bridge main body 10. The spacing between two adjacent welded points on the connector 12 is three times the spacing of the stirrups 31 in the guardrail structure reinforcement 3. Appropriately shortening the spacing between two adjacent welded points can improve the connection strength; however, if the welds are too dense, the connection strength cannot be significantly improved further, and the connection difficulty and construction period will increase. To balance these two points, experiments have shown that setting the spacing between two adjacent welded points to three times the spacing of the stirrups 31 in the guardrail structure reinforcement 3 can balance improving the firmness and reducing the installation difficulty.

[0071] In some possible implementations, an anti-corrosion layer is provided on the side of the steel plate 11 facing away from the inner formwork 2. When the concrete is filled and solidified in the pouring cavity 4, the side of the outer formwork 1 steel plate 11 facing away from the inner formwork 2 will not be covered by the concrete. To prevent the steel plate 11 from being corroded by rainwater, an anti-corrosion layer is provided on the side of the steel plate 11 facing away from the inner formwork 2.

[0072] In some possible implementation forms, as shown in Figure 3 A stop grouting double-sided adhesive tape 5 is arranged between the lower edge of the outer formwork 1 and the surface of the bridge body 10, and the stop grouting double-sided adhesive tape 5 seals the gap between the outer formwork 1 and the bridge body 10. The steel plate 11 of the outer formwork 1 and the bridge body 10 are both hard materials, and the surface of the bridge body 10 is not smooth, so the gap is prone to occur at the contact position. The stop grouting double-sided adhesive tape 5 arranged between the outer formwork 1 and the bridge body 10 plays a sealing role, preventing the grouting liquid from flowing out of the gap between the outer formwork 1 and the bridge body 10.

[0073] In some possible implementation forms, as shown in Figure 1 The crash barrier formwork supporting structure further includes a matching frame 6 and a tension member 7. The matching frame 6 is arranged on the inner formwork 2, one end of the tension member 7 is in limiting cooperation with the steel plate 11, and the other end of the tension member 7 is in limiting cooperation with the inner formwork 2. The inner formwork 2 is a recycled formwork, and the inner formwork 2 is mainly supported by using the existing mature supporting method when being supported. The outer formwork 1 and the inner formwork 2 also need to be connected to ensure that the two will not be separated due to grouting or other operations. Therefore, the tension member 7 is arranged between the outer formwork 1 and the inner formwork 2 to ensure the position stability between the two.

[0074] In some possible implementation forms, the tension member includes a main rod body 71 and a bent rod 72 located at the end of the main rod body 71. The bent rod 72 is limited to the outer surface of the steel plate 11, the main rod body passes through the matching frame 6 and is arranged, and one end of the main rod body extending out of the matching frame 6 is connected to a limiting member. The bent rod 72 is limited by the outer formwork 1 from the outside, so that the outer formwork 1 will not move in the direction away from the inner formwork 2 under the extrusion of the grouting liquid. The bent rod 72 is in abutment or welding with the outer formwork 1. A threaded segment is arranged on the side of the main rod body 71 away from the bent rod 72, and the threaded segment is in threaded connection with the limiting member through the matching frame 6. The matching frame 6 and the limiting member need to be removed in the later period, and the threaded connection is adopted for installation, so that the matching frame 6 and the limiting member are convenient to disassemble and assemble.

[0075] Example Two

[0076] On the basis of Example One, as shown in Figures 5 to 8 The crash barrier formwork supporting structure further includes an inner protruding member 13. The inner protruding member 13 is arranged on the side surface of the outer formwork 1 facing the inner formwork 2, and the inner protruding member 13 extends to the side of the inner formwork 2.

[0077] The outer formwork 1 is provided with a plurality of inner protrusions 13 on the side surface facing the inner formwork 2. When the concrete filled in the pouring cavity 4 solidifies, the connection between the outer formwork 1 and the concrete is increased in direction and area, so that the connection between the outer formwork 1 and the concrete is more closely and firmly, and the integrity of the outer formwork 1 and the concrete is higher. The combination effect of the outer steel plate 11 and the concrete of the guardrail is increased, and the performance of the guardrail is improved.

[0078] In some possible embodiments, as shown in Figures 6 to 7 The inner protrusion 13 includes a head 131 and a rod 132. The rod 132 is connected to the steel plate 11 at one end, and the head 131 is connected to the other end of the rod 132 away from the steel plate 11. The cross-sectional area of the head 131 is larger than that of the rod 132. The rod 132 is connected to the steel plate 11 substantially perpendicularly, and the head 131 is connected to the steel plate 11 substantially in parallel. When the concrete filled in the pouring cavity 4 solidifies, the concrete between the head 131 and the steel plate 11 can provide connection force to the outer formwork 1 from multiple directions after solidification, so as to ensure that the connection between the outer formwork 1 and the concrete is closely and firmly, and the outer formwork 1 will not be separated from the concrete.

[0079] In some possible embodiments, the guardrail structure reinforcement 3 forms a reinforcement inner cavity, and at least part of the head 131 of the inner protrusion 13 is located in the reinforcement inner cavity. The rod 132 of the inner protrusion 13 extends into the reinforcement inner cavity and is connected to the head 131. In this way, when the concrete filled in the pouring cavity 4 solidifies, the head 131 and the guardrail structure reinforcement 3 are also pulled by the concrete, further improving the integrity of the outer formwork 1 and the concrete.

[0080] In some possible embodiments, the rod body of the inner protrusion 13 is welded to the steel plate 11, and the head 131 and the rod 132 of the inner protrusion 13 are integrally formed. The inner protrusion 13 is connected to the steel plate 11 by welding, and the head 131 and the rod 132 of the inner protrusion 13 are integrally formed, so that the connection process of the inner protrusion 13 and the steel plate 11 is simple and firm. The inner protrusion 13 can be a stud. The stud is welded to the steel plate 11, the top cap of the stud is substantially parallel to the steel plate 11, the stud can be stressed in each direction, and the structure is simple and convenient for construction.

[0081] In some possible embodiments, as shown in Figure 8 The temporary fixing reinforcements are arranged in multiple rows and columns on the steel plate 11, and the inner protrusions 13 are arranged in multiple rows and columns on the steel plate 11. In this way, the temporary fixing reinforcements and the inner protrusions 13 can be evenly distributed on the steel plate 11, ensuring that the connection of the steel plate 11 at each position is stable and the connection force is uniform, so that the steel plate 11 can be closely attached to the concrete and flat.

[0082] In some possible embodiments, the temporary fixing steel bars in the same row are arranged in sequence and spaced apart along the longitudinal direction of the steel plate 11. The at least partial inner protrusions 13 are arranged between two adjacent temporary fixing steel bars in the same row, respectively. In this way, the temporary fixing steel bars and the inner protrusions 13 are also uniformly and separately distributed, so that the connection points of the steel plate 11 and the concrete are further uniformly and separately distributed, and the adhesion of the steel plate 11 and the concrete is further improved.

[0083] In some possible embodiments, the partial inner protrusions 13 are arranged between the temporary fixing steel bars in the upper and lower adjacent rows. The density of the inner protrusions 13 is further improved, and the connection density between the steel plate 11 and the concrete is also further improved, so that the situation that the steel plate 11 and the concrete are partially separated is prevented as much as possible.

[0084] The inner protrusions 13 and the temporary fixing steel bars are arranged in a staggered manner and do not interfere with each other to stably support the outer formwork 1. In this way, Figure 8 For example, the inner protrusions are shown as b, and the connection points are shown as c.

[0085] In some possible embodiments, the cross-sectional area of the inner protrusions 13 is greater than that of the temporary fixing steel bars. The temporary fixing steel bars are mainly used to connect and fix the steel plate 11 and the guardrail structure steel bars 3, and do not need to use steel bars with excessively large cross-sectional areas. The inner protrusions 13 are mainly used to increase the connection force between the steel plate 11 and the concrete, and need to have sufficient contact area with the concrete, so that a larger cross-sectional area is required.

[0086] Example Three

[0087] Based on the example one, as shown in Figures 9 to 17 The anti-collision guardrail formwork supporting structure further includes a connecting body 14. The connecting body 14 is arranged on the inner side of the outer formwork 1, and the connecting body 14 is provided with a through hole 141. Part of the steel bars of the guardrail structure steel bars 3 pass through the through hole 141 and are arranged, and the outer diameter of the steel bars is less than the inner diameter of the through hole 141. In the state that the concrete is filled in the pouring cavity 4 and solidified, the through hole 141 and the steel bars form a concrete column therebetween. The concrete in the hole causes the outer formwork 1 to be “hardly” connected with the anti-collision guardrail concrete, and the integrity of the outer formwork 1 and the concrete structure is enhanced, so that the connection stability of the outer formwork 1 and the concrete is ensured.

[0088] In some possible implementations, the ratio of the outer diameter of the reinforcing bar through the through hole 141 to the inner diameter of the through hole 141 is greater than 2. This ratio ensures that concrete grout can smoothly enter the through hole 141 and minimizes the occurrence of air bubbles within the through hole 141. Preferably, the ratio of the outer diameter of the reinforcing bar through the through hole 141 to the inner diameter of the through hole 141 is greater than 2 and less than 4. Extensive experiments have shown that within this range, concrete can smoothly enter the through hole 141 to form a concrete column without affecting the strength of the connector 14.

[0089] In some possible implementations, the connector 14 is a long strip plate, perpendicularly connected to the outer formwork 1. Multiple through holes 141 are provided on the connector 14, spaced apart along its length. The long strip plate is connected perpendicularly to the outer formwork 1, and the connector 14 extends a certain distance from the outer formwork 1 towards the inner formwork 2, facilitating the passage of reinforcing bars through the through holes 141. The multiple through holes 141 on the connector 14 increase the number of reinforcing bars connected to it, improving the connection stability between the outer formwork 1 and the guardrail structure reinforcing bars 3.

[0090] The connector 14 can be arranged in various ways. The following are two specific arrangements described in the actual implementation:

[0091] Regarding the arrangement of connector 14, in some possible implementations, such as Figure 12 As shown, the installation structure of the outer template 1 of the crash barrier includes multiple connectors 14. Each connector 14 is arranged sequentially at intervals along the longitudinal direction of the steel plate 11. Each connector 14 extends along the height direction of the steel plate 11. Each longitudinal steel bar 32 passes through the corresponding through hole 141 on each connector 14.

[0092] Specifically, along the longitudinal direction of the steel plate 11, the spacing between two adjacent connectors 14 is three times the spacing of the stirrups 31 in the guardrail structure reinforcement 3. Appropriately shortening the spacing between two adjacent connectors 14 can improve the connection strength; however, if the connectors 14 are too densely packed, the connection strength cannot be significantly improved, and the connection difficulty and construction period will increase. To balance these two points, experiments have shown that setting the spacing between two adjacent connectors 14 to three times the spacing of the stirrups 31 in the guardrail structure reinforcement 3 balances improving stability and reducing installation difficulty.

[0093] All connecting bodies 14 extend along the height direction of the steel plate 11. Multiple connecting bodies 14 are arranged sequentially and at intervals along the longitudinal direction of the steel plate 11. The longitudinally distributed connecting bodies 14 not only act as stiffening ribs for the steel plate 11 template, improving the rigidity of the steel plate 11, but also serve as longitudinal load-bearing structures, simplifying the arrangement density of longitudinal reinforcement in the crash barrier. Figure 12 In the diagram, d represents a connection point.

[0094] As to the arrangement of the connecting bodies 14, in other possible embodiments, as shown in Figures 16 to 17 the mounting structure of the outer formwork 1 of the crash barrier includes a plurality of connecting bodies 14, each of which is arranged along the height direction of the steel plate 11 in sequence and at intervals, each of which extends along the longitudinal direction of the steel plate 11, and the structural reinforcement 3 of the crash barrier has a plurality of vertical reinforcement segments, each of which penetrates the corresponding through hole 141 of each connecting body 14. Among them, the vertical reinforcement segment can be a part of the part of the stirrup 31.

[0095] The connecting bodies 14 all extend along the longitudinal direction of the steel plate 11, and a plurality of connecting bodies 14 are arranged along the height direction of the steel plate 11 in sequence and at intervals, and the connecting bodies 14 distributed along the height direction not only play the role of stiffening ribs of the steel plate 11 formwork, improving the stiffness of the steel plate 11, but also can be used as a height direction stress structure in cooperation with the longitudinal reinforcement of the crash barrier.

[0096] Further, as shown in Figure 9 , Figure 12 three connecting bodies 14 are arranged along the height direction of the steel plate 11 in sequence and at intervals, and each of the connecting bodies 14 extends along the longitudinal direction of the steel plate 11. Among the three connecting bodies 14, one is close to the upper edge of the steel plate 11, one is close to the lower edge of the steel plate 11, and the other is located at the middle position of the steel plate 11 along the height direction. In this way, the connecting points between the outer formwork 1 and the structural reinforcement 3 of the crash barrier are evenly distributed, ensuring that the connection stability of the outer formwork 1 is the same at different heights

[0097] Further, the structural reinforcement 3 of the crash barrier has a plurality of stirrups 31, each of which is arranged along the longitudinal direction of the steel plate 11 in sequence, the spacing between the two adjacent through holes 141 on the connecting body 14 is equal to the spacing between the stirrups 31 in the structural reinforcement 3 of the crash barrier, and the vertical reinforcement segment on each stirrup 31 penetrates the corresponding through hole 141 on the connecting body 14. Using the vertical reinforcement in the stirrup 31 to penetrate the through hole 141 on the connecting body 14, there is no need to additionally set the connecting reinforcement, and the installation process is more convenient.

[0098] The above two arrangement modes of the connecting bodies 14 have their own advantages, and can be adaptively selected according to the construction requirements.

[0099] The above is only a preferred embodiment of the present application, and does not limit the present application in any form. Although the present application has been disclosed as above with a preferred embodiment, it is not intended to limit the present application. Any skilled person in the art can make some changes or modifications to the above-mentioned technical content without departing from the technical solution of the present application, and equivalent embodiments with equivalent changes and modifications can be made. Any simple modification, equivalent change and modification of the above-mentioned embodiments made according to the technical essence of the present application still belongs to the scope of the present application.

Claims

1. A crash barrier formwork setting structure, characterized by, The utility model relates to a bridge formwork, which comprises: an inner formwork detachably arranged on a bridge body; an outer formwork arranged on the edge of the bridge body, the inner formwork and the outer formwork forming a pouring cavity therebetween; a guardrail structure reinforcement arranged between the inner formwork and the outer formwork, the guardrail structure reinforcement being connected to the bridge body, the outer formwork being fixedly connected to the guardrail structure reinforcement, and the outer formwork and the concrete being connected to form an integral whole in a state where the concrete is filled in the pouring cavity and solidified.

2. The crash barrier formwork erection structure according to claim 1, wherein, The outer formwork comprises a steel plate and a connecting piece. The connecting piece is arranged on the side of the steel plate facing the inner formwork. The connecting piece and the guardrail structure reinforcement are fixedly welded.

3. The crash barrier formwork erection structure according to claim 2, wherein, The connecting piece is arranged in any one of the following manners: The connecting piece is an angle steel, which has a first side plate and a second side plate connected perpendicularly, the first side plate being connected to the outer formwork, and the second side plate being welded to the guardrail structure reinforcement. The connecting piece is an adapter reinforcement, which is welded to the steel plate and the guardrail structure reinforcement, respectively.

4. The crash barrier form assembly of claim 2, wherein: A plurality of connecting pieces are included. The connecting pieces are arranged in sequence and at intervals along the height direction of the steel plate.

5. The crash barrier form assembly of claim 4, wherein, The guardrail structure reinforcement comprises a stirrup and a longitudinal reinforcement, the stirrup being sleeved on the longitudinal reinforcement, and the stirrup and the longitudinal reinforcement being fixedly bound by a binding piece. The guardrail structure reinforcement has a plurality of binding positions in sequence along the height direction. Each connecting piece is close to a corresponding binding position.

6. The crash barrier form assembly of claim 5, wherein, In the length direction of the bridge body, the connecting piece is welded to the guardrail structure reinforcement at a plurality of positions. In the connecting piece, the distance between two adjacent welding positions is three times the distance between the stirrups in the guardrail structure reinforcement.

7. The crash barrier form assembly of claim 2, wherein: The side of the steel plate away from the inner formwork is provided with an anticorrosive layer.

8. The crash barrier form assembly of claim 1, wherein, A stop-gel double-sided adhesive tape is arranged between the lower edge of the outer formwork and the surface of the bridge body, and the stop-gel double-sided adhesive tape seals the gap between the outer formwork and the bridge body.

9. The crash barrier form assembly of claim 2, wherein, The utility model relates to a bridge formwork, which comprises: a matching frame arranged on the inner formwork; a tensioning piece, one end of which is in position-limiting cooperation with the steel plate, and the other end of which is in position-limiting cooperation with the inner formwork.

10. The crash barrier form assembly of claim 9, wherein, The tensioning piece comprises a main rod body and a bent rod arranged at the end of the main rod body. The bent rod is limited to the outer surface of the steel plate, the main rod body is arranged through the matching frame, and one end of the main rod body extending out of the matching frame is connected to a position-limiting piece.

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