Bridge anti-collision guardrail manufacturing mold

Abstract

The utility model discloses a bridge anti-collision guardrail manufacturing die. The bridge anti-collision guardrail manufacturing die is provided with a bottom die transverse rib; the side panels are arranged on the two sides of the bottom die transverse rib; the end panels are arranged on the two sides of the side panels; a box body is defined by the bottom die transverse ribs, the side face plates and the end face plates, and concrete can be poured into the box body. The upper transverse rib is arranged at the upper end of the side panel, and a lifting hole positioning die is arranged on the upper transverse rib; and the turnover mechanism is arranged on the side panel. The overturning template comprises an end sealing template panel, a side template panel, a lifting hole positioning template and an overturning mechanism. The structural limitation that the upper portion of the guardrail is narrow and the lower portion of the guardrail is wide in the old construction process is effectively eliminated, concrete vibration is facilitated, and the quality of the anti-collision guardrail is improved.

Description

Technical Field

[0001] This utility model belongs to the field of building equipment technology, and in particular relates to a mold for manufacturing bridge anti-collision guardrails. Background Technology

[0002] In the process of realizing this utility model, the inventors discovered that the prior art has at least the following problems:

[0003] Currently, bridge crash barriers in the construction industry are all designed using SA / SAm grade F-type wall-type guardrails, with a structure that is narrow at the top and wide at the bottom, and rounded corners on both sides. The mature construction methods for crash barriers are divided into two types: off-site prefabrication and on-site casting. Whether off-site prefabrication or on-site casting, the construction process involves on-site rebar tying + inner and outer formwork assembly + concrete pouring.

[0004] The following defects exist in the conventional construction of bridge crash barriers:

[0005] (1) Due to the narrow top and wide bottom structure, the vibrator cannot be smoothly inserted into the bottom two sides during the concrete pouring process, and the concrete on the bottom two sides cannot be effectively vibrated, resulting in poor appearance quality of the structure after demolding, and common quality defects such as air bubbles and holes often appear.

[0006] (2) Due to the limited space at the top, the vibrator cannot avoid colliding with the steel bars during the vibration process, which leads to the deformation of the steel bars and seriously affects the qualification rate of the protective layer of the finished structure.

[0007] (3) The steel bars of the bridge anti-collision guardrail are uniformly processed and fabricated in the post-construction area and tied on site. During the tying process, the bottom rounded corners will have positional deviations due to the influence of the elevation of the top surface of the precast beam. The rounded corners of the template cannot be accurately aligned with the position of the template rounded corners during assembly. The construction requires high precision and the construction quality control is difficult.

[0008] (4) During the cast-in-place construction of bridge crash barriers, thermal expansion and contraction of the structure are taken into account, and intermittent joints are set, including both real and false joints. Real joints are generally separated by 3-5mm thick wooden boards, but due to the thinness of the formwork, deformation is easily caused by extrusion during concrete pouring, resulting in a large deviation in the vertical alignment of the side. False joints are generally mechanically cut after the formwork is removed, and the quality control items such as the depth and alignment of the joints require high precision in construction. Moreover, regardless of whether it is a real or false joint, structural cracking and damage are very likely to occur on both sides of the joint during construction.

[0009] CN214832000U - A Cement Mortar Pouring Mold for Load-Bearing Columns in Bridge Engineering, discloses a cement mortar pouring mold for load-bearing columns in bridge engineering, including a first mold and a second mold. The splicing mechanism includes a locking block hinged to the side wall of the first mold, a locking groove opened on the side wall of the second mold, a limiting groove opened on the top of the first mold, and a sealing gasket fixed on the inner wall of the limiting groove. However, this method cannot solve the above-mentioned technical problems. Utility Model Content

[0010] The technical problem to be solved by this utility model is to provide a mold for manufacturing bridge crash barriers, which eliminates the structural limitations of the guardrail being narrow at the top and wide at the bottom in the old construction process, facilitates concrete vibration, and effectively controls the quality of the crash barriers.

[0011] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is: a mold for manufacturing bridge crash barriers, having:

[0012] Bottom mold cross ribs;

[0013] Side panels are provided on both sides of the bottom mold cross ribs;

[0014] End panels are provided on both sides of the side panels; the bottom formwork ribs, side panels and end panels form a box, and concrete can be poured into the box.

[0015] An upper transverse rib is provided on the upper end of the side panel, and a lifting hole positioning mold is provided on the upper transverse rib;

[0016] A flipping mechanism is provided on the side panel.

[0017] The flipping mechanism includes a circular plate, with a first side of the circular plate connected to the upper end of the side panel and a second side of the circular plate connected to the lower end of the side panel.

[0018] The circular plate is also provided with a series of connecting plates, the first end of which is connected to the circular plate and the second end of which is connected to the side panel.

[0019] The side panel has a box-like structure; a series of side ribs are also provided inside the side panel.

[0020] The bottom mold horizontal ribs have a box-like structure; the bottom mold horizontal ribs also have a series of bottom mold vertical ribs inside.

[0021] The connecting plate is connected to the round plate and the side panel by bolts.

[0022] One of the above technical solutions has the following advantages or beneficial effects: it eliminates the structural limitations of the guardrail being narrow at the top and wide at the bottom in the old construction process, facilitates concrete vibration, and effectively controls the quality of the crash barrier. Attached Figure Description

[0023] Figure 1 This is a structural schematic diagram of the mold for manufacturing bridge crash barriers provided in this embodiment of the utility model;

[0024] Figure 2 for Figure 1 A structural schematic diagram of the mold for manufacturing bridge crash barriers;

[0025] Figure 3 for Figure 1 A structural schematic diagram of the mold for manufacturing bridge crash barriers;

[0026] The markings in the above figures are as follows: 1. Bottom mold horizontal rib, 2. Bottom mold vertical rib, 3. Side panel, 4. End panel, 5. Upper horizontal rib, 51. Lifting hole positioning mold, 6. Side horizontal rib, 7. Side vertical rib, 8. Flipping mechanism, 81. Connecting plate, 82. Circular plate. Detailed Implementation

[0027] 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.

[0028] See Figures 1-3 A mold for manufacturing bridge crash barriers includes: a bottom mold horizontal rib 1; side panels 3, set on both sides of the bottom mold horizontal rib 1; end panels 4, set on both sides of the side panels 3; the bottom mold horizontal rib 1, side panels 3, and end panels 4 form a box-shaped structure, into which concrete can be poured; an upper horizontal rib 5, set on the upper end of the side panels 3, with lifting hole positioning molds 51 on the upper horizontal rib 5; and a flipping mechanism 8, set on the side panels 3. The flipping mold includes: end mold panels + side mold panels + lifting hole positioning molds 51 + flipping mechanism 8. This effectively eliminates the structural limitations of the old construction process where the guardrail is narrow at the top and wide at the bottom, facilitating concrete vibration and improving appearance quality control. Simultaneously, the pre-embedded rectangular steel pipes in the longitudinal connection section, connected by I-beam bolts during later installation, eliminate the effects of structural thermal expansion and contraction, eliminating the need for separate true / false joint settings, and simplifying operation with low control difficulty.

[0029] The flipping mechanism 8 includes a circular plate 82, with its first side connected to the upper end of the side panel 3 and its second side connected to the lower end of the side panel 3. A series of connecting plates 81 are also provided on the circular plate 82, with their first ends connected to the circular plate 82 and their second ends connected to the side panel 3. This improves the strength of the flipping mechanism 8.

[0030] The side panel 3 has a box-like structure; a series of side transverse ribs 6 are also provided inside the side panel 3 to improve the strength of the side panel 3.

[0031] The bottom mold horizontal rib 1 has a box-like structure; the bottom mold horizontal rib 1 also has a series of bottom mold vertical ribs 2 inside, which improves the strength of the bottom mold horizontal rib 1. The connecting plate 81 is connected to the circular plate 82 and the side panel 3 by bolts.

[0032] Construction method:

[0033] 1. Select a prefabrication site, level and compact the site. Hardening the site is strictly prohibited, as impacts during the flipping of the crash barrier formwork can easily damage the formwork and barrier structure. 2. Assemble the crash barrier flipping formwork, evenly apply a coating agent, install the lifting hole positioning mold, and pre-embed rectangular steel pipes at the longitudinal connection parts. 4. Standardize the fabrication of the crash barrier reinforcement bars in the later stage, and tie them into standard segmented reinforcement cages according to the design dimensions. 5. Hoist the reinforcement cage into the formwork on site, and pour concrete. 6. After the crash barrier concrete is poured and the strength meets the requirements, first remove the bottom lifting hole positioning mold; then flip it 180 degrees, and after flipping it over, remove the side formwork. The pre-drilled positioning holes at the bottom allow for easy hoisting or transportation.

[0034] 7. After the prefabricated crash barrier components are transported to the site and the two sections are aligned and installed, I-beam connecting bolts are inserted into the longitudinal joints to connect the concrete crash barrier into a whole. Cement mortar is then laid at the bottom of the crash barrier for leveling.

[0035] The crash barrier's tilting formwork structure includes end formwork panels, side formwork panels, lifting hole positioning molds, and a tilting mechanism. Lifting hole positioning molds are installed at the bottom of the crash barrier, pre-drilling holes for easier lifting or transport. Rectangular steel pipes are embedded in the prefabricated longitudinal connection parts of the crash barrier. After two sections of the barrier are aligned and installed, the longitudinal connection parts are connected by inserting I-beam connecting bolts, and the bottom is leveled with cement mortar supports.

[0036] The crash barrier is prefabricated using a flip-formwork system, with the formwork assembled 180 degrees in reverse. This eliminates the structural limitations of the original assembly method, which resulted in a narrower top and wider bottom, creating a wider top and narrower bottom structure. This provides sufficient space during concrete pouring, allowing for effective vibration and improving the structural appearance. Furthermore, based on the principles of force distribution, the upper part of the barrier structure has a larger volume and weight of concrete, resulting in greater vertical pressure during pouring and further enhancing the concrete's density.

[0037] The precast steel cages for the crash barriers are tied and formed in the factory and then hoisted on site, achieving factory production. Furthermore, there is no need to consider the elevation of the top surface of the precast beams on the bridge deck. After prefabrication, the on-site installation is carried out by leveling the bottom with mortar, making the process simpler.

[0038] The crash barrier is prefabricated in sections, with the longitudinal connection part using pre-embedded rectangular steel pipes. During the later installation process, I-beam connecting bolts are inserted to connect the guardrails, which can achieve a tight fit between the contact surfaces of two guardrail sections and eliminate the effects of structural thermal expansion and contraction.

[0039] By adopting the above structure, the structural limitations of the old construction process, where the guardrail is narrow at the top and wide at the bottom, are eliminated, making it easier to vibrate the concrete and effectively controlling the quality of the crash barrier.

[0040] In the description of this utility model, it should be understood that the terms "coaxial", "bottom", "one end", "top", "middle", "other end", "upper", "side", "top", "inner", "front", "center", "both ends", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the 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 element 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.

[0041] In this utility model, unless otherwise explicitly specified and limited, the terms "installation", "setting", "connection", "fixing", "screw connection", etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0042] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A mold for manufacturing bridge crash barriers, characterized in that, have: Bottom mold cross ribs; Side panels are provided on both sides of the bottom mold cross ribs; End panels are provided on both sides of the side panels; the bottom formwork ribs, side panels and end panels form a box, and concrete can be poured into the box. An upper transverse rib is provided on the upper end of the side panel, and a lifting hole positioning mold is provided on the upper transverse rib; A flipping mechanism is provided on the side panel.

2. The bridge crash barrier manufacturing mold as described in claim 1, characterized in that, The flipping mechanism includes a circular plate, with a first side of the circular plate connected to the upper end of the side panel and a second side of the circular plate connected to the lower end of the side panel.

3. The bridge crash barrier manufacturing mold as described in claim 2, characterized in that, The circular plate is also provided with a series of connecting plates, the first end of which is connected to the circular plate and the second end of which is connected to the side panel.

4. The bridge crash barrier manufacturing mold as described in claim 3, characterized in that, The side panel has a box-like structure; a series of side ribs are also provided inside the side panel.

5. The bridge crash barrier manufacturing mold as described in claim 4, characterized in that, The bottom mold horizontal ribs have a box-like structure; the bottom mold horizontal ribs also have a series of bottom mold vertical ribs inside.

6. The bridge crash barrier manufacturing mold as described in claim 5, characterized in that, The connecting plate is connected to the round plate and the side panel by bolts.

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