AU2023286473A1 - Modular multifunctional integrated traffic gantry, and design method and mounting method therefor - Google Patents
Modular multifunctional integrated traffic gantry, and design method and mounting method therefor Download PDFInfo
- Publication number
- AU2023286473A1 AU2023286473A1 AU2023286473A AU2023286473A AU2023286473A1 AU 2023286473 A1 AU2023286473 A1 AU 2023286473A1 AU 2023286473 A AU2023286473 A AU 2023286473A AU 2023286473 A AU2023286473 A AU 2023286473A AU 2023286473 A1 AU2023286473 A1 AU 2023286473A1
- Authority
- AU
- Australia
- Prior art keywords
- crossbeam
- portal frame
- adjustment
- traffic portal
- upright
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 47
- 238000013461 design Methods 0.000 title abstract description 40
- 239000000463 material Substances 0.000 claims abstract description 18
- 238000009434 installation Methods 0.000 claims description 48
- 238000004364 calculation method Methods 0.000 claims description 38
- 230000003068 static effect Effects 0.000 claims description 14
- 238000004519 manufacturing process Methods 0.000 claims description 11
- 238000012423 maintenance Methods 0.000 claims description 6
- 238000009417 prefabrication Methods 0.000 claims description 4
- 230000007423 decrease Effects 0.000 claims description 3
- 230000001360 synchronised effect Effects 0.000 claims description 3
- 238000010276 construction Methods 0.000 abstract description 40
- 238000012821 model calculation Methods 0.000 abstract 1
- 238000005259 measurement Methods 0.000 description 5
- 238000012545 processing Methods 0.000 description 4
- 238000004458 analytical method Methods 0.000 description 3
- 230000009193 crawling Effects 0.000 description 3
- 230000006855 networking Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 230000007774 longterm Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 238000009412 basement excavation Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000012938 design process Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000011900 installation process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
- E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
- E01F9/696—Overhead structures, e.g. gantries; Foundation means specially adapted therefor
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
- E01F13/02—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions free-standing; portable, e.g. for guarding open manholes ; Portable signs or signals specially adapted for fitting to portable barriers
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
- E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
- E01F9/623—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection
- E01F9/646—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection extensible, collapsible or pivotable
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
- E02D27/00—Foundations as substructures
- E02D27/32—Foundations for special purposes
- E02D27/42—Foundations for poles, masts or chimneys
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T19/00—Devices providing for corona discharge
- H01T19/04—Devices providing for corona discharge having pointed electrodes
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E10/00—Energy generation through renewable energy sources
- Y02E10/50—Photovoltaic [PV] energy
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Geometry (AREA)
- Architecture (AREA)
- Theoretical Computer Science (AREA)
- General Physics & Mathematics (AREA)
- General Engineering & Computer Science (AREA)
- Computer Hardware Design (AREA)
- Evolutionary Computation (AREA)
- General Life Sciences & Earth Sciences (AREA)
- Computational Mathematics (AREA)
- Paleontology (AREA)
- Mathematical Analysis (AREA)
- Mathematical Optimization (AREA)
- Pure & Applied Mathematics (AREA)
- Mining & Mineral Resources (AREA)
- Life Sciences & Earth Sciences (AREA)
- Plasma & Fusion (AREA)
- Road Signs Or Road Markings (AREA)
Abstract
The present invention is applied to the technical field of traffic gantries. Disclosed are a modular multifunctional integrated traffic gantry, and a design method and mounting method therefor. The traffic gantry comprises graded modules: foundations, stand columns, adjustment sections and a cross beam, wherein the cross beam is assembled by a plurality of cross beam standard sections, two ends of the cross beam are connected to the adjustment sections, and the stand columns are connected to the bottoms of the adjustment sections, so that the traffic gantry crossing a lane is formed. In the design method, for different lane spans, graded modules are designed, and modules, which meet function type requirements and have the optimal model calculation and material usage amount results, are preferred. In the mounting method, by means of the modularization of a traffic gantry and different grading specifications, the mounting requirements of different spans and different loads are met. By means of the traffic gantry and the design method and mounting method therefor, all the modules of the traffic gantry can be combined conveniently, thus adapting to multiple lane spans and different loads; and the traffic gantry can be matched with the site construction situation of a road conveniently, and can be prefabricated and assembled rapidly, thereby improving the mounting efficiency.
Description
Description Modularized multi-functional integrated traffic portal frame and design method and installation method
Technical Field The present invention relates to the technical field of traffic portal frames, and more particularly, to a modularized multi-functional integrated traffic portal frame, a design method and an installation method.
Background Art
The traffic portal frame is a kind of portal frame set in the traffic road, which plays the role of limiting the height of the vehicle body, prompting the driver information, collecting the vehicle related data, traffic information propaganda and so on. Its structure is required to have a certain anti load capacity. The installation of the traffic portal frame must first ensure traffic safety and avoid potential safety hazards.
In the prior art, it takes a long time to construct a traffic portal frame on a traffic road. Taking a 100 km length expressway as an example, an interchange overpass is set up every 10 km, and a total of sets of traffic portal frames and electromechanical traffic portal frames are required to be arranged. However, at present, 30 sets of portal frames may be produced one month by domestic large-scale portal frame manufacturers, and it takes about 3 months to produce 85 sets of portal frames. The above-mentioned time is only the time required by the manufacturer for processing. During the construction of the traffic portal frame, the structure of the traffic portal frame can be made only after the foundation pit and foundation are completed, which is caused by the construction personnel and the construction accuracy, etc. The position of the designed foundation pit and the position of the actual measured foundation pit have errors in the actual construction. There is a deviation of a few centimeters between the foundation pits, resulting in that the traffic portal frame cannot be produced in advance, otherwise the produced traffic portal frame does not match the field situation. Therefore, before the manufacturer produces the products, it is necessary to design the assembled traffic portal frame span according to the site pit spacing measurement data, and then feed back the design data to the relevant manufacturer for production. The manufacturer can also adjust and reproduce the traffic portal frame based on the original design according to the feedback data. However, there is a sequence between the site measurement and the manufacturer processing and leaving the factory, which leads to a longer time difference in the construction. Only after the manufacturer completes can the traffic portal frame be transported to the site for installation.
Therefore, the existing traffic portal frame installation consumes a lot of time, and the traffic portal frame installation needs temporary road closure. If the traffic flow is large, the installation of the portal frame will cause traffic congestion and seriously affect the traffic. The construction time of traffic portal frame is particularly important. Meanwhile, there is no modular traffic portal frame structure in the prior art, which cannot achieve a unified design. The design of traffic portal frame needs to consider the parameters of lane span, wind speed, load, etc. which will affect the traffic portal frame, resulting in that the traffic portal frame of each road is required to be designed separately. There is no unified standard and norm at present. The national traffic portal frame design and construction costs a lot of effort and time for the entire traffic industry personnel.
Summary of the Invention
The object of the present invention is to overcome the problems existing in the prior art, i.e., the above-mentioned traffic portal frame has no unified standard, and the design and construction are time-consuming. The present invention provides a modularized multi-functional integrated traffic portal frame, a design method and an installation method, so as to form a unified and universal traffic portal frame standard product, which is suitable for traffic portal frame application scenarios with a variety of lanes in a span range, can bear the load in road use and satisfy the design requirements. The installation method can achieve rapid assembly, so as to improve the installation efficiency of the traffic portal frame. The construction period is increased by more than 80% compared with the existing traffic portal frame construction time. Also, the material consumption of the traffic portal frame is saved.
In order to achieve the purpose, the invention provides the following technical solutions.
A modularized multi-functional integrated traffic portal frame comprises a plurality of modules including a foundation, an upright post, an adjustment section and a crossbeam, wherein the foundation is configured for being disposed on both sides of a road; the upright is configured for being connected to the top of the foundation; the bottom of the adjustment section is configured for being connected to the top of the upright; the adjustment section is configured laterally for being connected to the crossbeam; the crossbeam comprises a plurality of standard sections of the crossbeam; and the cross-sectional dimension of the standard section of the crossbeam decreases or increases from the middle to the both ends of the crossbeam.
The traffic portal frame is divided into a plurality of modules to form a unified traffic portal frame standard product. Each module of the traffic portal frame is modularly combined to provide a traffic portal frame structure of various sizes, spans and bearing loads. The adjustment section may have specifications of different lengths and cross-sectional dimensions according to the site conditions. The crossbeam may have different numbers and specifications according to the site conditions so as to be able to adapt to various lane spans and facilitate the matching of the traffic portal frame and the site construction conditions. Each module is conveniently combined and connected by dividing the traffic portal frame into a foundation, a upright, an adjustment section and a crossbeam. By the variable cross-section design of the plurality of standard sections of the crossbeam, on the premise of meeting the structural bearing strength requirements at the middle of the crossbeam, the material consumption at both ends of the crossbeam is reduced, and the weight of the entire traffic portal frame is reduced. The hoisting assembly of the crossbeam is more convenient. The rapid assembly of the traffic portal frame can be realized. The installation efficiency of the traffic portal frame is improved. The modules of the traffic portal frame can be processed and produced in advance according to the design data. The modules may be directly selected and used from the standard product library of the traffic portal frame during the construction. Only the length of the adjustment section is required to be selected and adjusted before the construction.
The adjustment section is not a specification with a fixed length and cross-sectional dimension. The adjustment section has various specifications. The span of the traffic portal frame may be adjusted and adapted by selecting different specifications. The adjustment sections of various specifications are different in length and height. The upright has specifications with various heights and cross sectional dimensions. The height of the traffic portal frame may be adjusted. The adjustment section may be determined according to the construction and installation site. The adjustment section is a last section structure which is interconnected between the crossbeam and the upright. This section structure is often different because of the position of the foundation and the installation height requirements. The dimension of the last section often varies, i.e., to adapt to the installation requirements of the traffic portal frame by using structures of different dimensions, which is called the adjustment section.
In a preferred embodiment of the present invention, the above-mentioned standard section of the crossbeam has a grading specification of various cross-sectional dimensions. The lengths of different standard sections of the crossbeam are equal. The standard section of the crossbeam comprises a chord member of the crossbeam, an inclined rod of the crossbeam, a straight rod of the crossbeam and a crossbeam engagement end. A plurality of chord members of the crossbeam are arranged in parallel and at intervals. Both ends of the chord member of the crossbeam are respectively provided with the crossbeam engagement end. Both ends of the inclined rod of the crossbeam and the straight rod of the crossbeam are respectively connected to an adjacent one of the chord members of the crossbeam; By the different specifications of the variable cross-section of the standard section of the crossbeam, after splicing, it can provide a variety of traffic portal frame spans. Each traffic portal frame has different spans and bearing capacity, which can adapt to the traffic portal frame design and construction under different road conditions. The structure of the crossbeam is provided by the arrangement of the standard sections of the crossbeam. The connection of the adjacent standard sections of the crossbeam and the connection of the adjustment section and the standard sections of the crossbeam are achieved by the engagement end of the crossbeam. The structural strength of the standard section of the crossbeam is enhanced by the arrangement of the inclined rod of the crossbeam and the straight rod of the crossbeam on the chord member of the crossbeam, which can provide strong strength and bearing capacity.
In a preferred embodiment of the present invention, the above-mentioned adjustment section has a grading specification of various lengths and cross-sectional dimensions. The adjustment section comprises an adjustment chord member, an adjustment column, an adjustment straight rod, an adjustment inclined rod and an adjustment engagement end, wherein the adjustment chord member is connected to the adjustment column; top and bottom ends of the adjustment column and overhanging ends of the adjustment chord member are respectively provided with an adjustment engagement end; and both ends of the adjustment straight rod and the adjustment inclined rod are respectively connected to an adjacent one of the adjustment chord members. By setting different specifications of the adjustment section, the adjustment section can make up for the difference between the span of the traffic portal frame and the length of the crossbeam, adapt to the traffic portal frame of different lane spans, and thus adapt to the traffic portal frame design and construction under different road conditions. The crossbeam is fixed on the top of the column by the adjustment chord member and the adjustment column. The structural strength requirements of the traffic portal frame can be met by adjusting the straight rod and the adjustment inclined rod. It can be connected with the standard section of the crossbeam by adjusting the engagement end.
In a preferred embodiment of the present invention, the above-mentioned upright has a grading specification with various heights and cross-sectional dimensions. The upright comprises a straight rod of the upright, a straight rod of the upright, an upright inclined rod and an engagement end of the upright; both ends of the straight rod of the upright and the inclined rod of the upright are respectively connected to the straight rod of the upright; the inclined rods of the upright are disposed in a crossed manner; the straight rod of the upright and the inclined rod of the upright are arranged in an alternate manner; and top and bottom ends of the straight rod of the upright are respectively provided with an engagement end of the upright. The design and construction of the traffic portal frame can be adapted to different road conditions by providing a variety of traffic portal frames with different heights by means of different specifications and combinations of uprights. The upright can provide the foundation structure on both sides of the traffic portal frame. It can improve the structural strength and bearing capacity of the upright by the connection of the straight rod of the upright, the inclined rod of the upright and the straight rod of the upright, so as to meet the requirements of traffic portal frame installation.
In a preferred embodiment of the invention, the foundation has a plurality of volumetrically sized grading scales, the foundation being a block-like structure. By the different specifications of the foundation, it can meet the installation requirements of different spans and bearing traffic portal frames, provide different foundations, and can adapt to the traffic portal frame design and construction under different road conditions.
In a preferred embodiment of the present invention, the engagement end of the upright, the adjustment engagement end or the engagement end of the crossbeam is provided with a flange, and the engagement between the flanges is made by a bolt connection. With the provision of the flange, each module of the traffic portal frame can be connected by rapidly screwing bolts, thereby improving the installation efficiency of the traffic portal frame.
In a preferred embodiment of the present invention, the above-mentioned modularized multi functional integrated traffic portal frame is divided into two traffic portal frame types, a sign traffic portal frame and an electromechanical integrated traffic portal frame, wherein a crossbeam of the sign traffic portal frame is configured for mounting a signboard; a crossbeam of the electromechanical integrated traffic portal frame is configured for mounting an electromechanical device; and the electromechanical device is at least one of a camera, an ETC and a 5G base station. According to the classification of traffic portal frames, the traffic portal frames can be combined into sign traffic portal frames and electromechanical integrated traffic portal frames to meet the installation requirements of auxiliary apparatus on the portal frames.
A method for designing a modularized multi-functional integrated traffic portal frame using the above-mentioned modularized multi-functional integrated traffic portal frame is characterized by comprising the steps of: Si, determining a span range 1 of the modularized multi-functional integrated traffic portal frame according to the number of lanes and the road width of a road, and selecting a traffic portal frame type according to a required installation apparatus so as to determine a height H; S2, performing modularized discretization on the modularized multi-functional integrated traffic portal frame, wherein the discretization includes a foundation, a column, an adjustment section and a crossbeam; the crossbeam comprises a plurality of standard sections of the crossbeam; S3, determining the length of the crossbeam by the span range 1, determining the length of the standard section of the crossbeam according to the length of the standard section of the crossbeam being 1-3 times the height of the standard section of the crossbeam, and then determining the number of the standard sections of the crossbeam and the length of the adjustment section; S4, selecting a designed reference wind speed, determining an equivalent static gust wind speed range according to the earth surface classification, and determining a wind load according to the equivalent static gust wind speed range; S5, determining other loads to which the traffic portal frame is subjected, the other loads comprising a portal frame deadweight, a signboard weight, an apparatus weight, a temperature load and a maintenance load; S6, selecting a structural form of an upright, an adjustment section and the crossbeam according to the material specification for manufacturing the traffic portal frame; S7, combining different uprights, different adjustment sections and different crossbeams determined in steps Sl-S6 into the traffic portal frames with different spans and bearing different loads, establishing finite element models, respectively performing structural rigidity calculation, strength calculation, stability calculation and connection calculation on the finite element models of each traffic portal frame; obtaining specifications of each module of the upright, the adjustment section and the standard section of the crossbeam for each traffic portal frame; S8, merging the specifications of the modules obtained in step S7, and merging each module with a weight deviation of < 5% into one merged set of the module to form several merged sets of each module; and S9, substituting several merging sets obtained in step S8 into the finite element model in step S7 for iterative calculation, and taking the merging set of the module satisfying the traffic portal frame type requirements, the iterative calculation in step S7 and the minimum amount of materials as a final module preference set; and correspondingly obtaining the upright, the adjustment section and the standard section of the crossbeam as a standard module of the traffic portal frame.
Through the design method, it is possible to design a standard product of the traffic portal frames which is suitable for a variety of lane spans, a variety of traffic portal frame heights and a variety of bearing loads. It is suitable for the lane situation of different application scenarios. By discretizing the traffic portal frame into a multi-module structure, it is convenient for construction and installation. By considering wind load and other loads, the design of traffic portal frames can meet the application scenarios of different loads. By the establishment of finite element model for calculation and analysis, it is possible to obtain the module specifications of different modules of traffic portal frames. By the merging iterative calculation, it is possible to form a set of grading modules of traffic portal frames so as to optimize the traffic portal frame modules suitable for construction scenario parameters.
In the preferred embodiment of the present invention, the above-mentioned three-gear range of the designed reference wind speed is divided into (0 m/s, 35 m/s], (35 m/s, 45 m/s] and (45 m/s, 55 m/s], and the range of the equivalent static gust wind speed is divided into [45 m/s, 89m/s]. By the division of wind speed, the influence of wind load on the traffic portal frame is incorporated into the design, which can adapt to different road environments.
In a preferred embodiment of the invention, the traffic portal frame carries signboards in the other loads mentioned above, and the weight of the electromechanical device is in the range of [90 kg, 900 kg]. The practical use and long-term maintenance of the traffic portal frame may be satisfied by considering the load that the traffic portal frame can bear during its use in the design in advance.
In a preferred embodiment of the present invention, the span of the above-mentioned sign traffic portal frame includes a distance across a half of a bi-directional four-lane, a distance across a half range of a bi-directional six-lane, a distance across a half range of a bi-directional eight-lane, a distance across a full width of a bi-directional four-lane, and a distance across a full width of a bi directional six-lane; and the span range 1 is [10.1 m, 38.1 in]. The sign traffic portal frame can cover a variety of lane span ranges, which is suitable for the current traffic portal frame applications.
In a preferred embodiment of the present invention, the span of the above-mentioned electromechanical integrated traffic portal frame includes a distance of across a half range of a bi directional four-lane, a distance across a half range of a bi-directional six-lane, and a distance across a half range of a bi-directional eight-lane; and the span range 1 is [10.1 m, 26.1 in]. The mechatronic traffic portal frame can cover a variety of lane span ranges, which is suitable for the current traffic portal frame applications.
In a preferred embodiment of the present invention, the standard section of crossbeam has a length of 4 m 0.25m; and the length of the adjustment section is 1.05 m-3.05 m. By the length setting, number setting and length range setting of the standard section of the crossbeam, the span range of the traffic portal frame can be adjusted, so that the span of the traffic portal frame matches the actual measured foundation pit spacing.
A method for installing a modularized multi-functional integrated traffic portal frame using the above-mentioned modularized multi-functional integrated traffic portal frame is characterized by comprising the steps of: S1, disposing a foundation on both sides of a road, wherein the foundation is made by prefabrication or on-site production; Si1, selecting a module of the traffic portal frame, including an upright and a crossbeam, and transporting it to the site; S12, re-measuring a pit spacing L, wherein L is equal to a span range 1; selecting an appropriate adjustment section according to the pit spacing L; sending the adjustment section to the site; S13, hoisting each module by a hoisting machine according to the structure of the modularized multi-functional integrated traffic portal frame, and installing the traffic portal frame; and S14, repeating steps S10-S13 until all the traffic portal frames of the road segment have been assembled and installed; wherein the sequence of step S10 and step SlIcan be interchanged or synchronized.
The installation position is determined by setting a foundation on both sides of the road so as to facilitate the installation of a traffic portal frame. The adjustment section is determined by selecting a module of the traffic portal frame to be able to be used for installation so as to be assembled into a traffic portal frame in combination. Then the traffic portal frame is installed by means of hoisting. The assembly can be performed quickly by means of the connection and cooperation between various modules, so as to improve the installation efficiency. In the existing traffic portal frame construction, taking 100 km length expressway as an example, 85 sets of traffic portal frames are arranged. At present, the production of 85 sets of portal frames takes about 3 months for the domestic large-scale portal frame manufacturers, while the foundation, uprights and beams of this scheme are pre-produced in advance. During the construction, only the corresponding adjustment sections need to be produced, and a total of 170 adjustment sections are needed, which take about 15 days. Only the processing time of the manufacturers can save more than 80% and effectively save the construction period.
In a preferred embodiment of the invention, in the above-mentioned step S10, if the road is on the roadbed, a foundation pit is excavated on both sides of the road, the foundation is provided in the foundation pit, and the foundation is made of concrete; and if the road is on a bridge, the foundation and a guardrail of the bridge are fixed to each other, or the foundation and the guardrail of the bridge are provided separately. By the different arrangement of the foundation, the highway and the bridge are separated, so that the traffic portal frame may be installed on the highway subgrade, and the traffic portal frame can be installed on the bridge, so as to be installed in different road conditions. In a preferred embodiment ofthe present invention, the above-mentioned step S13 further comprises: S131, on both sides of the road, first erecting the upright, and then connecting the bottom end of the upright to the top of the foundation; S132, connecting the adjustment section to the top end of the upright; keeping two adjustment engagement ends facing right opposite; and S133, engaging a plurality of standard sections of the crossbeam into a crossbeam, and then respectively connecting both ends of the crossbeam to the adjustment sections on both sides of the road; or, respectively hoisting the plurality of standard sections of the crossbeam in a way of engagement in sections.
It provides strong support for both sides of the traffic portal frame by connecting the upright with the foundation. The crossbeam can be assembled at the top of the traffic portal frame by connecting the adjustment section with the upright and the crossbeam. The span of the traffic portal frame can be set by splicing the plurality of standard sections of the crossbeam. It has an easy installation method and can realize the fast assembly of the traffic portal frame.
The invention has the following beneficial effects compared to prior art.
1. The modularized multi-functional integrated traffic portal frame is divided into a plurality of modules, forming a unified traffic portal frame standard product, facilitating the combination and connection of each module. The hoisting assembly of crossbeams is more convenient, which can achieve the rapid assembly of traffic portal frame, improve the installation efficiency of traffic portal frame, and save more than 80% of the construction time. It effectively saves the construction period, and also saves the amount of traffic portal frame materials.
2. By the design method, it is possible to design the standard product of the traffic portal frame which is suitable for a variety of lane span, a variety of traffic portal frame height and a variety of bearing loads. It is possible to form a set of traffic portal frames for the choice of traffic portal frame construction. During the construction, it is possible to select each module of traffic portal frame which is suitable for the construction scenario parameters and is suitable for the lane situation of different application scenarios.
3. By means of the installation method, it is convenient to install the traffic portal frame. It is convenient to assemble the modules into the traffic portal frame by selecting the modules of the traffic portal frame, determining the adjustment section, and connecting and combining the modules. The assembly can be carried out quickly, thus improving the installation efficiency.
Brief Description of the Drawings Fig. 1 is a front view of a modularized multi-functional integrated traffic portal frame according to the present invention; Fig. 2 is a schematic view of the connection of a foundation, an upright and an adjustment section according to the present invention; Fig. 3 is a front view of the adjustment section according to the present invention. Fig. 4 is a partial structural view of the adjustment section according to the present invention; Fig. 5 is a schematic view of the connection of the adjustment section and a crossbeam according to the present invention. Fig. 6 is a partial structural view of a standard section of the crossbeam according to the present invention; Fig. 7 is a front view of a standard section of the crossbeam according to the present invention; Fig. 8 is an operation flow chart of a design method for a modularized multi-functional integrated traffic portal frame according to the present invention; Fig. 9 is a diagram showing a calculation result of a finite element model of the modularized multi functional integrated traffic portal frame according to the present invention; Fig. 10 is a schematic view showing the steps of an installation method for the modularized multi functional integrated traffic portal frame according to the present invention; Fig. 11 is a schematic view showing the steps of installing each module of the traffic portal frame according to the present invention; Reference numerals: 1-foundation; 2-upright; 21-upright post; 22-straight rod of an upright; 23 inclined rod of an upright; 24-engagement end of an upright; 3-adjustment section; 31-adjustment column; 32-adjustment chord member; 33-adjustment straight rod; 34-adjustment inclined rod; 35 adjustment engagement end; 4-crossbeam; 41-standard section of a crossbeam; 411-chord member of a crossbeam; 412-inclined rod of a crossbeam; 413-straight rod of a crossbeam; 414-crossbeam engagement end; 5-service access; 6-crawling ladder; 7-lightning rod.
Detailed Description Hereinafter, the present invention will be described in further detail with reference to experimental examples and detailed description. However, it should not be understood that the scope of the above described subject matter of the present invention is limited to the following examples. All the technologies achieved on the basis of the invention fall within the scope of the invention.
Example 1
Referring to Fig. 1, the present example provides a modularized multi-functional integrated traffic portal frame including four modules, a foundation 1, an upright 2, an adjustment section 3 and a crossbeam 4. The crossbeam 4 includes a plurality of standard sections 41 of the crossbeam. The upright 2 is connected at the top of the foundation 1. The adjustment section 3 is connected at the top of the upright 2. The plurality of standard sections 41 of the crossbeam is spliced into the crossbeam 4, and both ends of the crossbeam 4 are connected between the two adjustment sections 3, thus forming a traffic portal frame crossing a lane. By dividing the traffic portal frame into a plurality of modules, a unified traffic portal frame standard product is formed. By dividing the traffic portal frame into a foundation 1, an upright 2, an adjustment section 3 and a crossbeam 4, it is convenient to combine and connect each module. By modularly combining each module of the traffic portal frame, a traffic portal frame structure with various dimensions, spans and bearing loads is provided, which may adapt to various lane spans, is convenient to match the traffic portal frame with the road site construction situation. It can realize the rapid assembly of the traffic portal frame, and improve the installation efficiency of the traffic portal frame.
With reference to Fig. 2, in the present example, the foundation 1 may be a cast-in-place or prefabricated block structure made of concrete, and is generally a block structure. The foundation 1 is disposed at both sides of the road and serves the function of supporting and stabilizing the traffic portal frame. The upright 2 is connected at the top of the foundation 1. The upright 2 includes a straight rod 22 of the upright, a vertical rod 21 of the upright, an upright post inclined rod 23 and an engagement end of the upright 24. The above-mentioned components are rod pieces. Each component included in the adjustment section 3 and the crossbeam 4 is likewise a rod piece. The upright 2 as a whole is a frame structure. The connection mode between each component of the upright 2 is welding and forming when leaving the factory. The same connection method is also used for the adjustment section 3 and the standard section 41 of the crossbeam. The two vertical rod 21 of the upright are parallel and spaced apart from each other, the spacing between the two vertical rods 21 of the upright is 2 m, and a crawling ladder 6 may be welded on the vertical rod 21 of the upright or not. The crawling ladder 6 of the present example is disposed on the upright post 21 on one side of a traffic portal frame. Guard rails are welded on both sides of the crawling ladder 6. The two vertical rods 21 of the upright are connected to each other via a straight rod of the upright 22 and an inclined rod 23 of the upright. The inclined rod 23 of the upright is crosswise arranged to form an x-shaped structure. The structure has four connection points, which are respectively connected to the inner sides of the two vertical rods 21 of the upright. In addition, both ends of the straight rod of the upright 22 are also connected to the inner sides of the two vertical rods 21 of the upright. The straight rod 22 of the upright and the inclined rod 23 of the upright are arranged so that the straight rod 22 of the upright is arranged between the adjacent upright inclined rods 23, thus forming an integral upright 2 structure. The top end and the bottom end of the upright post 21 are respectively provided with an engagement end 24 of the upright, the engagement end 24 of the upright is provided with a flange. A plurality of bolt holes are provided around the periphery of the flange. A fixing hole corresponding to the position of the bolt hole is reserved at the top of the foundation 1. The bottom end of the upright post 21 is fixed to the top of the foundation 1 using a foot bolt to pass through the bolt hole. The engagement end 24 of the upright at the top end of the vertical rod 21 of the upright is used for connecting with the adjustment section 3. The upright 2 may provide both sides of the foundation 1 structure of the traffic portal frame. The vertical rod 21 of the upright may be connected with the straight rod 22 of the upright and the inclined rod 23 of the upright, so that the structural strength and bearing capacity of the upright 2 may be improved to meet the traffic portal frame installation requirements.
With reference to Figs. 3 and 4, in the present example, the adjustment section 3 is configured for adjusting the difference between the span of the crossbeam 4 of the traffic portal frame and the actual foundation pit spacing so as to enable the span of the traffic portal frame to match the actual construction condition of the road. The adjustment section 3 is connected to the top of the upright 2. The adjustment section 3 is laterally connected to the end portion of the crossbeam 4. The lateral direction of the adjustment section 3 is a connection portion along the horizontal direction on the adjustment section 3, namely, both ends of the crossbeam 4 are respectively connected to the end portions of the adjustment section 3 in the lateral direction located at both sides of the road. The adjustment section 3 includes an adjustment chord member 32, an adjustment column 31 and an adjustment straight rod 33, an adjustment inclined rod 34 and an adjustment engagement end 35. The adjustment column 31 is disposed in a vertical direction. The adjustment column 31 has two columns. The top end of one of the adjustment columns 31 is also welded and provided with a lightning rod 7. The bottom ends of the two adjustment columns 31 are respectively connected to the top ends of the two vertical rod 21 of the upright. The bottom end of the adjustment column 31 is provided with a flange. The adjustment engagement end 35 is provided withthe flange. Aplurality of bolt holes are provided around the periphery of the flange. The adjustment engagement end 35 is connected and fixed with the engagement end 24 of the upright by using bolts passing through the corresponding flange. The top end of the adjustment column 31 is also provided with a flange. The structure of the adjustment section 3 may be turned up and down symmetrically and then connected to the upright 2, and can be used at both sides of the road. Two adjustment chord members 32 are arranged in parallel and spaced apart. One end of the adjustment chord member 32 is respectively connected to the upper and lower positions of the side surface of the adjustment column 31. Two adjustment chord members 32 are connected to both the two adjustment columns 31, so that four adjustment chord members 32 are formed to be parallel to each other in space, forming a rectangular parallelepiped structure. Four adjustment chord members 32 are directly located on four parallel sides, and the upper and lower two adjustment chord members 32 are further divided into an adjustment chord member I 32 and an adjustment chord member II 32. The adjustment chord member I32 is an adjustment chord member 32 located at a position above the spatial relationship of the adjustment section 3. The adjustment chord member II32 is an adjustment chord member 32 positioned below the spatial relationship of the adjustment section 3.
The overhanging ends of the adjustment chord member 32 are respectively provided with an adjustment engagement end 35. The adjustment engagement end 35 is provided with a flange. The adjustment engagement end 35 is connected and fixed to the crossbeam engagement end 414 at both ends of the crossbeam 4 by means of a flange and a bolt. The both ends of the adjustment straight rod 33 and the adjustment inclined rod 34 are respectively connected to the adjacent adjustment chord members 32. The two adjustment inclined rods 34 are crosswise arranged as an x-shaped structure. Four ends of the structure are respectively connected to the sides of the adjacent two adjustment chord members 32. The both ends of the adjustment straight rod 33 are respectively connected to the adjacent two adjustment chord members 32. The connection position is at a position close to the overhanging end of the adjustment chord member 32, such that the upper, lower, left and right sides of the above-mentioned cuboid structure each have an adjustment inclined rod 34 and an adjustment inclined rod 34 crosswise arranged. The crossbeam 4 is fixed to the top of the upright 2 by means of the adjustment chord member 32 and the adjustment column 31. The structural strength requirements of the traffic portal frame may be met by means of the adjustment straight rod 33 and the adjustment inclined rod 34. The standard section 41 of the crossbeam may be connected by means of the adjustment engagement end 35.
With reference to Fig. 5, in the present example, the crossbeam 4 is connected to the adjustment engagement ends 35 at the both sides of the road. The crossbeam 4 includes a plurality of standard sections 41 of the crossbeam. The length of each standard section 41 of the crossbeam is equal. The whole crossbeam 4 is formed by splicing the plurality of standard sections 41 of the crossbeam. The cross-sectional dimension of the standard section 41 of the crossbeam decreases from the middle part to the both ends of the crossbeam 4. In the case of the plurality of sections, the cross-sectional dimension of the standard sections 41 of the crossbeam near to the middle of the crossbeam 4 is greater than the cross-sectional dimension of the standard sections 41 of the crossbeam near to the both ends of the crossbeam 4. Herein, the cross-sectional dimensions of the plurality of standard sections of the crossbeam 41 near to the middle of the crossbeam 4 may be the same, namely, the cross-sectional dimensions are not reduced from section to section. The arrangement of the standard sections 41 of the crossbeam provides a structure constituting the crossbeam 4. The cross-sectional dimensions of the middle section of the crossbeam 4 are made larger and the cross-sectional dimensions of the both ends of the crossbeam 4 are made smaller by means of the variable cross sectional arrangement of the standard sections 41 of the crossbeam, so as to achieve the variable diameter of the cross-sectional dimensions, which may meet the structural strength requirements of the traffic portal frame while saving the amount of materials. On the other hand, the crossbeam 4 may be provided in a variable cross-section manner as follows. The cross-sectional dimension of the standard section 41 of the crossbeam increases in the direction from the middle to the both ends of the crossbeam 4. In the plurality of standard sections 41 of the crossbeam, the cross-sectional dimension of the standard section 41 of the crossbeam near to the both ends of the crossbeam 4 is greater than the cross-sectional dimension of the standard section 41 of the crossbeam near to the middle of the crossbeam 4. An overhaul channel 5 can be provided at the top of the plurality of standard sections 41 of the crossbeam, and guard rails welded on the top of the standard section 41 of the crossbeam are disposed at both sides of the overhaul channel 5 so as to facilitate construction protection. The length of the standard section 41 of the crossbeam is 4m, namely, each 4 meters is one section. The standard section 41 of the crossbeam includes a chord member 411 of the crossbeam, an inclined rod 412 of the crossbeam, a straight rod 413 of the crossbeam and a crossbeam engagement end 414. The cross-sectional dimensions of the standard section 41 of the crossbeam are different at of different sections, namely, the cross-sectional dimensions of the chord member 411 of the crossbeam, the inclined rod 412 of the crossbeam and the straight rod 413 of the crossbeam are provided differently in different sections. The both ends of the chord member 411 of the crossbeam are respectively provided with a crossbeam engagement end 414. The connection between the adjacent standard section 41 of the crossbeam and the connection between the adjustment section 3 and the standard section 41 of the crossbeam are achieved via the crossbeam engagement end 414. The crossbeam engagement end 414 is provided with a flange. The crossbeam engagement end 414 of the adjacent one of the standard sections 41 of the crossbeam is provided with a flange with the same size. Alternatively, all the flange structures of the present example can also have the same size. By means of the arrangement of the flanges, various modules of the traffic portal frame may be connected by quickly screwing bolts, thereby improving the connection efficiency between the flanges.
With reference to Figs. 6 and 7, four chord members 411 of the crossbeam are arranged in parallel and spaced apart. The spacing between the upper and lower two chord members 411 of the crossbeam is 2 m. The four chord members 411 of the crossbeam constitute four sides of a cuboid structure. The central axes of the four chord members 411 of the crossbeam of each standard section 41 of the crossbeam and the central axes of the adjustment chord members 32 of the adjustment section 3 are located on the same straight line, namely, all the chord members 411 of the crossbeam are arranged coaxially with the corresponding adjustment chord members 32. Both ends of the straight rod 413 of the crossbeam are respectively connected to an end position and a middle position of the adjacent chord members 411 of the crossbeam. The straight rod 413 of the crossbeam and the chord member 411 of the crossbeam are perpendicular to each other. Three straight rods 413 of the crossbeam are provided between the two adjacent chord members 411 of the crossbeam, such that frame structures are respectively formed on four sides of the above-mentioned rectangular parallelepiped structure. On either side of the rectangular parallelepiped structure in UDLR, an inclined rod 412 of the crossbeam is disposed between the adjacent straight rod 413 of the crossbeam. Both ends of the two inclined rods 412 of the crossbeam are respectively connected to the adjacent chord members 411 of the crossbeam. The two inclined rods 412 of the crossbeam are symmetrical with respect to the straight rod 413 of the crossbeam at the above-mentioned middle position. By arranging the inclined rod 412 of the crossbeam and the straight rod 413 of the crossbeam on the chord member 411 of the crossbeam, the structural strength of the standard section 41 of the crossbeam is enhanced to provide a strong strength and bearing capacity. In addition to the structure of the inclined rod 412 of the crossbeam in the present example, the inclined rods 412 of the crossbeam which are mutually crossed and arranged in an x-shape may also be used The inclined rod 412 of the crossbeam is further divided into an inclined rod I412 of the crossbeam and an inclined rod 11412 of the crossbeam, the inclined rod 1412 of the crossbeam is located on the upper and lower faces of the above-mentioned cuboid structure, namely, located on the horizontal face. The inclined rod 11412 of the crossbeam is located on the left and right faces of the above-mentioned cuboid structure, namely, located on the vertical face. The straight rod 413 of the crossbeam is further divided into a straight rod 1413 of the crossbeam and a straight rod11413 of the crossbeam. The straight rod I413 of the crossbeam is located on the upper and lower faces of the above mentioned cuboid structure, namely, located on the horizontal face. The straight rod II413 of the crossbeam is located on the left and right faces of the above-mentioned cuboid structure, namely, located on the vertical face. The length of each standard section 41 of the crossbeam is the same, but the chord member 411 of the crossbeam of the standard section 41 of the crossbeam located at different positions of the crossbeam 4 has different cross section dimensions. By the variable cross section design of the plurality of standard sections 41 of the crossbeam, the material consumption is reduced, the weight of the entire traffic portal frame is reduced, and the hoisting and assembling of the crossbeam 4 is more convenient. By the adjustment section 3, the difference between the span of the traffic portal frame and the length of the crossbeam 4 may be fully adjusted to accommodate different lane spans, and different gauges of the upright 2, the adjustment section 3 and the standard section 41 of the crossbeam. After combination, a variety of traffic portal frames may be provided, each traffic portal frame having different heights, spans and bearing capacities, so as to be able to accommodate traffic portal frame designs and construction under different road conditions.
In the present example, the traffic portal frame is divided into two traffic portal frame types, a sign traffic portal frame and an electromechanical integrated traffic portal frame. The total height of the traffic portal frames of the two types is 8.5 m, the distance from the bottom of the crossbeam 4 of the electromechanical integrated traffic portal frame to the road surface is > 5.5 m. The height of the crossbeam 4 of the sign traffic portal frame itself is 1.5 m. The height of the crossbeam 4 of the electromechanical integrated traffic portal frame itself is 2 m. The crossbeam 4 of the sign traffic portal frame is used for installing a signboard. The crossbeam 4 of the electromechanical integrated traffic portal frame is used for installing an electromechanical device, where the electromechanical device is at least one of a camera, an ETC and a 5G base station. The signboard, the camera, the ETC and the 5G base station are bolted on the chord member 411 of the crossbeam of the crossbeam 4 via an anchor ear, and other electromechanical devices may also be installed, such as installing various types of facilities. For example, an ETC device, an LED information publishing device, an intelligent traffic sign and a video cloud networking device may be installed on the same traffic portal frame structure together, so as to improve the utilization rate of the traffic portal frame structure and reduce the number of portal frames provided. At the same time, the crossbeam 4 of the electromechanical integrated traffic portal frame reserves installation positions for a traffic police speed measurement device and a 5G base station, etc. The classification of the traffic portal frame according to the present example may be combined into a sign traffic portal frame and an electromechanical integrated traffic portal frame according to existing traffic portal frame use conditions, so as to satisfy the installation requirements of auxiliary apparatus on the portal frame. The above-mentioned sign traffic portal frame and the electromechanical integrated traffic portal frame are obtained from a combination of various specifications of the traffic portal frame. The upright 2, the adjustment section 3 and the crossbeam 4 are all arranged in stages. The upright 2 has various height and cross section dimension grading specifications which mean that the height dimension and/or the cross section dimension of the upright 2 are different, i.e., of different grade specifications. The adjustment section 3 has various length, cross section and height dimension grading specifications. The standard section 41 of the crossbeam also has various cross section dimension grading specifications.
With regard to the sign traffic portal frame, the chord member 411 of the crossbeam of the standard section 41 of the crossbeam has seven sizes, with the size specifications of 0325 x 10 mm, 0325 x 8 mm, 0273 x 8 mm, $219 x 8 mm, 0219 x 6 mm, 168 x 6 mm and 140 x 6 mm. The vertical rod 21 of the upright has seven dimensions, with the size specifications of 356 x 25 mm, $356 x mm, $356 x 16 mm, $356 x 12 mm, $356 x 10 mm, $273 x 8 mm and $219 x 8 mm. The inclined rod 412 of the crossbeam, the adjustment inclined rod 34 and the inclined rod 23 of the upright maybe selected fromthe following dimension specifications: 219 x 8 mm, $168 x 6 mm, $114 x 6 mm,$89 x 6 mm, 89 x 4 mm, and 76 x 4 mm. The straightrod 413 of the crossbeam, the adjustment straight rod 33 and the straight rod 22 of the upright may be selected from the following dimension specifications: 89x4 mm and $76x4 mm.
For the electromechanical integrated traffic portal frame, the dimensions of the chord member 411 of the crossbeam of the standard section 41 of the crossbeam have three dimensions: the dimension specifications of 219 x 6 mm, $168 x 6 mm and$140 x 6 mm. The vertical rod 21 of the upright has 4 dimensions, and the dimension specifications are 356 x 12 mm, 356 x 10 mm, $273 x 8 mm and $219 x 8 mm. The inclined rod 412 of the crossbeam, the adjustment inclined rod 34 and the inclined rod 23 of the upright may be selected from the following dimension specifications: $114 x 6 mm,$89 x 6 mm and 89 x 4 mm. The straight rod 413 of the crossbeam, the adjustment straight rod 33 and the straight rod 22 of the upright can be selected from the following dimension specifications: (D76x4 mm.
Example 2
With reference to Fig. 8, a method for designing a modularized multi-functional integrated traffic portal frame using the above-mentioned modularized multi-functional integrated traffic portal frame includes the steps of:
Si, determining a span range 1 of the modularized multi-functional integrated traffic portal frame according to the number of lanes and the road width of a road, and selecting a traffic portal frame type according to a required installation apparatus so as to determine a height H. In the present example, the number of lanes is two-way and eight lanes, and the span range 1 is 38.1m. A traffic portal frame type is selected. The traffic portal frame type is determined according to the requirements of the road segments, and a sign traffic portal frame or an electromechanical integrated traffic portal frame is selected according to the requirements. The structure and foundation 1 of the traffic portal frame should be standardized according to different technical standards (such as the number of lanes, design speed, etc.) and regional characteristics of the main project, and may be adjusted according to the changes of the bridge guardrail, fill, excavation, central and roadside facilities where the facilities are located. the span of the sign traffic portal frame includes a distance across a half of a bi-directional four-lane, a distance across a half range of a bi-directional six-lane, a distance across a half range of a bi-directional eight-lane, a distance across a full width of a bi directional four-lane, and a distance across a full width of a bi-directional six-lane; and the span range 1 is [10.1 m, 38.1 in]. The sign traffic portal frame can cover a variety of lane span ranges, which is suitable for the current traffic portal frame applications. The span of the electromechanical integrated traffic portal frame includes a distance of across a half range of a bi-directional four-lane, a distance across a half range of a bi-directional six-lane, and a distance across a half range of a bi directional eight-lane; and the span range 1 is [10.1 m, 26.1 in]. The mechatronic traffic portal frame can cover a variety of lane span ranges, which is suitable for the current traffic portal frame applications.
S2, performing modularized discretization on the modularized multi-functional integrated traffic portal frame, wherein the discretization is to disassemble the traffic portal frame into a plurality of independent modules, and the discretization includes a foundation 1, a upright 2, an adjustment section 3 and a crossbeam 4, the crossbeam 4 including a plurality of standard sections 41 of the crossbeam; the length of the standard section 41 of the crossbeam is 4 m; the length of the adjustment section 3 ranges from 1.050 m to 3.050 m; the length setting, the number setting and the length range setting of the adjustment section 3 of the transverse strip can adjust the span range of the traffic portal frame, so that the span of the traffic portal frame matches the actual measured pit spacing; the traffic portal frame is discretized into a multi-module structure, which is convenient for construction and installation. S3, determining the length of the crossbeam 4 by the span range 1, then determining the length of the standard section 41 of the crossbeam according to the length of the standard section 41 of the crossbeam being 1-3 times the height of the standard section 41 of the crossbeam, and then determining the number of the standard sections 41 of the crossbeam and the length of the adjustment section 3. The crossbeam 4 and the adjustment section 3 can adjust the length according to the site situation, the modules of the traffic portal frame can be processed and produced in advance according to the design data, and can be directly selected and used from the standard product library of the traffic portal frame during construction. Only the length of the adjustment section 3 needs to be selected and adjusted before construction. The standard products suitable for a variety of lane spans, a variety of traffic portal frame heights and a variety of load bearing traffic portal frames are suitable for lane situations in different application scenarios.
S4, selecting a designed reference wind speed, determining an equivalent static gust wind speed range according to the earth surface classification, wherein the ground surface category is divided into four categories of A, B, C and D according to roughness, and the ground surface category of the present example is A; and determining a wind load according to the equivalent static gust wind speed range, wherein converting into an equivalent static gust wind speed value corresponding to the ground surface category according to a basic wind speed value and converting into a wind load according to the equivalent static gust wind speed value are both prior art. The three-gear range of designed reference wind speed is divided into (0 m/s, 35 m/s], (35 m/s, 45 m/s] and (45 m/s, 55 m/s]. The equivalent static gust wind speed value corresponding to each gear is determined by the surface category A, and the equivalent static gust wind speed range is statistically obtained as [45 m/s, 89 m/s]. By the division of wind speed, the influence of wind load on the traffic portal frame is incorporated into the design, which can adapt to different road environments. The wind load is determined by the maximum area of the signboard. The larger the area, the larger the wind load. The conversion of the area and the wind load is the existing calculation. In this example, the designed reference wind speed is 35 m/s and the equivalent static gust wind speed is 48 m/s. Then according to the wind load corresponding to the equivalent static gust wind speed, the area of the signboard is converted as 70 m2 .
When considering wind load, due to the large difference of wind speed in different regions and at different altitudes, the designed reference wind speed should be considered hierarchically when designing the portal frame. The reference wind speed in domestic general area is below 30m/s. Considering the height of bridge deck, the designed reference wind speed can be controlled at 35m/s. The designed reference wind speed can be controlled at 35 m/s-45 m/s and 45 m/s-55 m/s on large structures such as a special area and a trans-sea bridge. Comprehensive analysis shows that the designed reference wind speed can be controlled at three gears, which are (0 m/s, 35 m/s], (35 m/s, m/s] and (45 m/s, 55 m/s]. When the designed reference wind speed is greater than 55 m/s, the portal frame should be specially designed.
S5, determining other loads to which the traffic portal frame is subjected, the other loads including a self-weight of the portal frame, a weight of the signboard, a weight of the apparatus, a temperature load and a maintenance load. In the other loads, the traffic portal frame bears the signboard, and the weight range of the electromechanical device is [90 kg, 900 kg]. By considering other loads, the design of traffic portal frame can meet the application scenarios of different loads. Considering the temperature load, it is divided into three climate zones. The calculation is carried out respectively in severe cold regions (the maximum temperature is 46°C and the minimum temperature is -43°C), cold regions (the maximum temperature is 46°C and the minimum temperature is 21°C) and warm regions (the maximum temperature is 46°C and the minimum temperature is -9°C). According to the temperature load corresponding to the temperature, the temperature load is added into the bearing capacity of the design scheme. In the design process, the calculation results can be appropriately merged according to the calculation results. In this example, the temperature load is calculated according to the overall temperature rise and fall of the traffic portal frame by 50°. By considering the load that traffic portal frame can bear in the process of using traffic portal frame in advance, it may meet the actual use and long-term maintenance of traffic portal frame. The weight of signboard (including a light source) is 37.5 kg/m 2, and the weight of cabinet is 50 kg/piece. The electromechanical device contains an intelligent signboard, a cabinet, a video cloud networking apparatus, a traffic police speed measurement apparatus, an LED information release apparatus, an ETC apparatus and cabinet, a 5G base station, etc. The weight of signboard (including a light source) is 37.5 kg/m 2. The weight of cabinet is 50 kg each. The weight of video cloud networking apparatus, a traffic police speed measurement apparatus and an LED screen is 120 kg/m 2, and the weight of cabinet is 50 kg each. The weight of ETC apparatus and the cabinet is 500 kg/set. The total weight of 5G base station is 200 kg.
S6, selecting the structural form of the upright 2, the adjustment section 3 and the crossbeam 4 according to the material specification for manufacturing the traffic portal frame. When choosing the structure form, we should consider the convenience of transportation for the size of each module of the traffic portal frame. We should consider the way of subsection processing and assembly for the long and large modules. The modules should adopt the common specifications and dimensions. The types of bars should not be too much, and the similar specifications and dimensions should be classified, so as to facilitate the procurement of materials. The foundation 1 with suitable scale should consider the prefabrication and assembly, so as to facilitate the rapid construction on site. The choice of structural form should be based on economy, considering the whole process of material purchase, manufacture, installation and maintenance of structure and foundation 1, and designing from the view of saving material, purchase, manufacture, installation convenience and reuse.
S7, combining different uprights 2, different adjustment sections 3 and different crossbeams 4 determined in steps SI-S6 into traffic portal frames with different spans and bearing different loads. For example, a total of five dimension specifications of uprights 2, a total of four dimension specifications of adjustment sections 3 and a total of ten dimension specifications of crossbeams 4 are combined into 200 different traffic portal frames, establishing a finite element model in a modeling software, respectively performing structural rigidity calculation, strength calculation, stability calculation and connection calculation on the finite element model of each traffic portal frame, and correspondingly obtaining module specifications of the upright 2, the adjustment section 3 and each standard section 41 of the crossbeam for each traffic portal frame. The module specifications of different modules of traffic portal frame may be obtained by establishing the finite element model for calculation and analysis.
In this example, the dimension specifications include the vertical rod 21 of the upright being D 356 x 25 mm, the oblique rod 23 of the upright being D 219 x 8 mm, the straight rod 22 of the upright being D 89 x 4mm, the adjustment column 31 being D 356 x 25 mm, the adjustment chord member 32 being D 325 x 10mm and D 356 x 25 mm, the adjustment inclined rod 34 being D 168 x 6mm, the adjustment straight rod 33 is D 89 x 4mm, the chord member 411 of the crossbeam being D 325 x 10 mm, the inclined rod 412 of the crossbeam being D 168 x 6mm and D 89 x 4mm, and the straight rod 413 of the crossbeam being (D 89 x 4mm.
When the finite element model is calculated, under the wind load, the maximum horizontal displacement of the beam 4 is 73.54 mm, which is less than the allowable value 93.3 mm of traffic portal frame, meeting the requirements. For the strength of the steel pipe of the portal frame, under various load combination conditions, the maximum stress of the upright 2 and the adjustment chord member 32 is 190 MPa, which is less than the requirement of the design allowable value 205 MPa of the material strength, and the maximum stress result of the other modules is 193 MPa, which is less than the requirement of the design allowable value 215 MPa of the material strength. During the stability calculation, the allowable stress considering the stability reduction factor is also within the range of the allowable value 215 MPa, which meets the design requirements, where the stability calculation table of each module of the traffic portal frame is shown in Table 1 below. During the connection calculation, the connection strength between the upright 2 and the foundation 1, between the upright 2 and the adjustment section 3, between the adjustment section 3 and the crossbeam 4, and between each standard section 41 of the crossbeam is calculated. The connection between the foundation 1 and the upright 2 is a bolt connection, and the other connections are the connection of a bolt and a flange. The parameters such as a tensile bearing capacity of the bolt, a shear bearing capacity, a maximum shear force and a maximum tensile force, an outer diameter and a thickness of the flange are calculated. If a stiffening plate is provided at the connection, the strength calculation of the stiffening plate also needs to be performed, and each calculation result needs to meet the standard requirements of the traffic portal frame.
Table 1 Stability calculation table of each module of traffic portal frame Module Maximum axial Allowable stress Whether the compression stress (MPa) after requirements are met (MPa) considering stability reduction factor vertical rod of the 73.6 180 Yes upright, adjustment column Inclined rod of 88.2 205 Yes upright Straight rod of upright 46.6 182 Yes Adjustment inclined 76.6 199 Yes rod Adjustment chord 0.53 197 Yes member I Adjustment chord 0.79 182 Yes member II Chord member of 163.9 209 Yes crossbeam Inclined rod I of 108.4 189 Yes crossbeam
Inclined rod II of 124.6 193 Yes crossbeam Straight rod I of 46.6 182 Yes crossbeam Straight rod II of 30 170 Yes crossbeam
S8, merging the specifications of the modules obtained in step S7, and merging each module with a weight deviation of < 5% into one merged set of the module to form several merged sets of each module. The above-mentioned 200 types of traffic portal frames are merged, with the uprights 2, the adjustment sections 3 and the crossbeams 4 merged respectively and successively. For example, it divides same into 20 merging sets according to different weights of the crossbeams 4, each merging set having 5-10 traffic portal frames, and the weight deviation of the crossbeams 4 in each merging set being within 5%. The module with the highest weight is selected.
S9, substituting several merging sets obtained in step S8 into the finite element model in step S7 for iterative calculation, and taking the merging set of the module satisfying the traffic portal frame type requirements, the iterative calculation in step S7 and the minimum amount of materials as a final module preference set; and correspondingly obtaining the upright 2, the adjustment section 3 and the standard section 41 of the crossbeam as a standard module of the traffic portal frame. The merging set of each module of the traffic portal frame may be formed by the iterative calculation of merging so as to select each module of the traffic portal frame suitable for the construction scene parameters. During determination of meeting the above-mentioned three requirements, the merging sets of modules firstly meet the requirements of traffic portal frame type, which is determined as a sign traffic portal frame or an electromechanical integrated traffic portal frame. For example, 100 merging sets of electromechanical integrated traffic portal frames are selected. According to the structural stiffness calculation, strength calculation, stability calculation and connection calculation in step S7, the merging sets of modules meeting various calculation conditions are selected, for example, 5 merging sets. Finally, from the selected merging sets, one module preference set with the minimum material usage is selected.
Referring to Fig. 9, the finite element model obtained by the design method of the present example is calculated, and the results are as follows. Compared with the existing cross beam 4 with the same cross-section size, the cross section of the crossbeam 4 of the present example on both ends is smaller than the cross section of the crossbeam 4 of the middle section from the middle section to the both ends. Therefore, the cross-sectional dimension is reduced. The final stiffness, strength and stability of the standard section 41 of the crossbeam module of the first grade specification is not reduced when the crossbeam 4 is used in the direction of the both ends of the crossbeam 4. The stress results of each rod piece calculated in the drawing are within the range of 195 MPa, meeting the requirements of the specification.
Example 3
With reference to Figs. 10 and 11, a method for installing a modularized multi-functional integrated traffic portal frame using the above-mentioned modularized multi-functional integrated traffic portal frame, includes the following steps:
Si0, disposing a foundation 1 on both sides of a road, wherein the foundation 1 is made by prefabrication or on-site production;
if the road is on the roadbed, a foundation pit is excavated on both sides of the road, the foundation 1 is provided in the foundation pit, and the foundation 1 is made of concrete; and
if the road is on a bridge, the foundation and a guardrail of the bridge are fixed to each other, or the foundation and the guardrail of the bridge are provided separately; and the foundation 1 is made of concrete, or the foundation 1 is connected to the steel structure of the guardrail.
By the different arrangement of the foundation 1, the highway and the bridge are separated, so that the traffic portal frame may be installed on the highway subgrade, and the traffic portal frame can be installed on the bridge, so as to be installed in different road conditions.
SlI, according to the functional requirements of the traffic portal frame, selecting a module corresponding to the type of the traffic portal frame, including a upright 2 and a crossbeam 4, wherein each combination of the upright 2 and the crossbeam 4 may be selected from a plurality of specifications in Example 1; and after having determined the size, selecting same from a module library of the traffic portal frame, and transporting same to the site.
S12, re-measuring a pit spacing L, wherein L is equal to a span range 1, where the pit spacing is actually approximately equal to the span range 1, and the numerical values thereof are approximately equal to each other; selecting an appropriate adjustment section 3 according to the pit spacing L; and selecting the number and length of sections of the standard section of the crossbeam 41 adapted to the foundation pit spacing L in the crossbeam 4. By taking the total length of the crossbeam 4 being less than the foundation pit spacing and having a space for installing the adjustment section 3 as the principle, the length of adjustment section 3 is determined by the length of adjustment section 3 = foundation pit spacing L-total length of plurality of standard sections 41 of the crossbeam and the adjustment section 3 is transported to site.
S13, hoisting each module by a hoisting machine according to the structure of the modularized multi-functional integrated traffic portal frame, and installing the traffic portal frame.
Specifically, the step S13 includes:
S131, on both sides of the road, first erecting the upright 2, and then connecting the bottom end of the upright 2 to the top of the foundation 1; determining the installation position by connecting the upright 2 with the foundation 1, so as to provide strong support for both sides of the traffic portal frame and facilitate the installation of the traffic portal frame, wherein the welding, bolting or other methods involved in the connection method thereof are existing assembly methods and are not described in detail;
S132, connecting the adjustment section 3 to the top end of the upright 2; keeping two adjustment engagement ends 35 facing right opposite, which facilitates the assembly of the crossbeam 4 on the top of the traffic portal frame by connecting the adjustment section 3 with the upright 2; selecting modules of the traffic portal frame and determining the adjustment section 3 which can be used for installation so as to be assembled into the traffic portal frame;
S133, engaging a plurality of standard sections 41 of the crossbeam into a crossbeam 4, and then respectively connecting both ends of the crossbeam 4 to the adjustment sections 3 on both sides of the road; or, respectively hoisting the plurality of standard sections 41 of the crossbeam in a way of engagement in sections; wherein by splicing the plurality of standard sections 41 of the crossbeam, the span of the traffic portal frame may be set; the installation method is simple; and it may realize the rapid assembly of the traffic portal frame, and improve the installation efficiency;
S14, repeating steps S10-S13 until all the traffic portal frames of the road segment have been assembled and installed;
wherein the sequence of step S10 and step SlIcan be interchanged or synchronized.
Compared with the existing installation methods of traffic portal frames, the installation method of modularized multi-functional integrated traffic portal frame eliminates the existing installation process and reduces the steps. However, in the existing traffic portal frame installation method, after the construction according to step S10, it is also necessary to perform: re-measuring the actual distance between the foundation pits on both sides of the lane, then determining the dimension specification of each module of the traffic portal frame according to the distance between the foundation pits, and finally feeding back same to the manufacturer for production, which delays a lot of time. The installation method of the present example directly omits the above-mentioned work in the earlier stage of the existing installation method. The modules of the traffic portal frame have been produced in advance, and only the adjustment section 3 needs to be produced, which saves the construction period and achieves a better technical effect.
The above mentioned are only preferred examples of the invention and is not intended to limit the invention. Any modification, equivalent substitution and improvement made within the spirit and principles of the invention shall be covered by the protection of the invention.
Claims (16)
- Claims 1. A modularized multi-functional integrated traffic portal frame, comprising a plurality of modules including a foundation, an upright post, an adjustment section and a crossbeam, wherein the foundation is configured for being disposed on both sides of a road; the upright is configured for being connected to the top of the foundation; the bottom of the adjustment section is configured for being connected to the top of the upright; the adjustment section is configured laterally for being connected to the crossbeam; the crossbeam comprises a plurality of standard sections of the crossbeam; and the cross-sectional dimension of the standard section of the crossbeam decreases or increases from the middle to the both ends of the crossbeam.
- 2. The modularized multi-functional integrated traffic portal frame according to claim 1, wherein the standard section of the crossbeam has a grading specification of various cross-sectional dimensions; the lengths of different standard sections of the crossbeam are equal; the standard section of the crossbeam comprises a chord member of the crossbeam, an inclined rod of the crossbeam, a straight rod of the crossbeam and a crossbeam engagement end; a plurality of the chord members of the crossbeam are arranged in parallel and spaced apart; both ends of the chord member of the crossbeam are respectively provided with crossbeam engagement ends; and both ends of the inclined rod of the crossbeam and the straight rod of the crossbeam are respectively connected to an adjacent one of the chord members of the crossbeam.
- 3. The modularized multi-functional integrated traffic portal frame according to claim 1, wherein the adjustment section has a grading specification of various lengths and cross-sectional dimensions; the adjustment section comprises an adjustment chord member, an adjustment column, an adjustment straight rod, an adjustment inclined rod and an adjustment engagement end; the adjustment chord member is connected to the adjustment column; top and bottom ends of the adjustment column and overhanging ends of the adjustment chord member are respectively provided with an adjustment engagement end; and both ends of the adjustment straight rod and the adjustment inclined rod are respectively connected to an adjacent one of the adjustment chord members.
- 4. The modularized multi-functional integrated traffic portal frame according to claim 1, wherein the upright has a grading specification of various heights and cross-sectional dimensions; the upright comprises a straight rod of the upright, an upright post, an inclined rod of the upright and an engagement end of the upright; both ends of the straight rod of the upright and the inclined rod of the upright are respectively connected to the upright post; the inclined rods of the upright are disposed in a crossed manner; the straight rod of the upright and the inclined rod of the upright are arranged in an alternate manner; and top and bottom ends of the straight rod of the upright are respectively provided with an engagement end of the upright.
- 5. The modularized multi-functional integrated traffic portal frame according to claim 1, wherein the foundation has a grading specification of various volumetric sizes, the foundation being a block structure.
- 6. The modularized multi-functional integrated traffic portal frame according to any one of claims 1 to 5, wherein the engagement end of the upright, the adjustment engagement end or the engagement end of the crossbeam are provided with flanges; and the engagement between the flanges is made by a bolt connection.
- 7. The modularized multi-functional integrated traffic portal frame according to any one of claims 1 to 5, wherein the modularized multi-functional integrated traffic portal frame is divided into two traffic portal frame types, a sign traffic portal frame and an electromechanical integrated traffic portal frame, wherein a crossbeam of the sign traffic portal frame is configured for mounting a signboard; a crossbeam of the electromechanical integrated traffic portal frame is configured for mounting an electromechanical device; and the electromechanical device is at least one of a camera, an ETC and a 5G base station.
- 8. A method for designing a modularized multi-functional integrated traffic portal frame using the modularized multi-functional integrated traffic portal frame according to claim 7, comprising the steps of: Si, determining a span range 1 of the modularized multi-functional integrated traffic portal frame according to the number of lanes and the road width of a road, and selecting a traffic portal frame type according to a required installation apparatus so as to determine a height H; S2, performing modularized discretization on the modularized multi-functional integrated traffic portal frame, wherein the discretization includes a foundation, a column, an adjustment section and a crossbeam; the crossbeam comprises a plurality of standard sections of the crossbeam; S3, determining the length of the crossbeam by the span range 1, determining the length of the standard section of the crossbeam according to the length of the standard section of the crossbeam being 1-3 times the height of the standard section of the crossbeam, and then determining the number of the standard sections of the crossbeam and the length of the adjustment section; S4, selecting a designed reference wind speed, determining an equivalent static gust wind speed range according to the earth surface classification, and determining a wind load according to the equivalent static gust wind speed range; S5, determining other loads to which the traffic portal frame is subjected, the other loads comprising a portal frame deadweight, a signboard weight, an apparatus weight, a temperature load and a maintenance load; S6, selecting a structural form of an upright, an adjustment section and the crossbeam according to the material specification for manufacturing the traffic portal frame; S7, combining different uprights, different adjustment sections and different crossbeams determined in steps Si-S6 into the traffic portal frames with different spans and bearing different loads, establishing finite element models, respectively performing structural rigidity calculation, strength calculation, stability calculation and connection calculation on the finite element models of each traffic portal frame; obtaining specifications of each module of the upright, the adjustment section and the standard section of the crossbeam for each traffic portal frame; S8, merging the specifications of the modules obtained in step S7, and merging each module with a weight deviation of < 5% into one merged set of the module to form several merged sets of each module; and S9, substituting several merging sets obtained in step S8 into the finite element model in step S7 respectively for iterative calculation, and taking the merging set of the module satisfying the traffic portal frame type requirements, the iterative calculation in step S7 and the minimum amount of materials as a final module preference set; and correspondingly obtaining the upright, the adjustment section and the standard section of the crossbeam as a standard module of the traffic portal frame.
- 9. The method for designing the modularized multi-functional integrated traffic portal frame according to claim 8, wherein the three-gear range of the designed reference wind speed is divided into (0 m/s, 35 m/s], (35 m/s, 45 m/s] and (45 m/s, 55 m/s], and the range of the equivalent static gust wind speed is divided into [45 m/s, 89 m/s].
- 10. The method for designing the modularized multi-functional integrated traffic portal frame according to claim 8, wherein the traffic portal frame carries the weight [90 kg, 900 kg] of the signboard and the electromechanical device in the other loads.
- 11. The method for designing the modularized multi-functional integrated traffic portal frame according to claim 8, wherein the span of the sign traffic portal frame includes a distance across a half of a bi-directional four-lane, a distance across a half range of a bi-directional six-lane, a distance across a half range of a bi-directional eight-lane, a distance across a full width of a bi-directional four-lane, and a distance across a full width of a bi-directional six-lane; and the span range 1 is [10.1 m, 38.1 m].
- 12. The method for designing the modularized multi-functional integrated traffic portal frame according to claim 8, wherein the span of the electromechanical integrated traffic portal frame includes a distance of across a half range of a bi-directional four-lane, a distance across a half range of a bi-directional six-lane, and a distance across a half range of a bi-directional eight-lane; and the span range I is [10.1 m, 26.1 m].
- 13. The method for designing the modularized multi-functional integrated traffic portal frame according to claim 8, wherein the standard section of the crossbeam has a length of 4 m 0.25 m; and the length of the adjustment section is [1.05 m, 3.05 m].
- 14. A method for installing a modularized multi-functional integrated traffic portal frame using the modularized multi-functional integrated traffic portal frame according to claim 7, characterized by comprising the steps of: S1, disposing a foundation on both sides of a road, wherein the foundation is made by prefabrication or on-site production; S1, selecting a module of the traffic portal frame, including an upright and a crossbeam, and transporting it to the site; S12, re-measuring a pit spacing L, wherein L is equal to a span range 1; selecting an appropriate adjustment section according to the pit spacing L; sending the adjustment section to the site; S13, hoisting each module by a hoisting machine according to the structure of the modularized multi-functional integrated traffic portal frame, and installing the traffic portal frame; and S14, repeating steps S10-S13 until all the traffic portal frames of the road segment have been assembled and installed; wherein the sequence of step S10 and step SlIcan be interchanged or synchronized.
- 15. The method for installing the modularized multi-functional integrated traffic portal frame according to claim 14, wherein, in step S10, if the road is on the roadbed, a foundation pit is excavated on both sides of the road, the foundation is provided in the foundation pit, and the foundation is made of concrete; and if the road is on a bridge, the foundation and a guardrail of the bridge are fixed to each other, or the foundation and the guardrail of the bridge are provided separately.
- 16. The method for installing the modularized multi-functional integrated traffic portal frame according to claim 14, wherein the step S13 comprises: Si31, on both sides of the road, first erecting the upright, and then connecting the bottom end of the upright to the top of the foundation; S132, connecting the adjustment section to the top end of the upright; keeping two adjustment engagement ends facing right opposite; and S133, engaging a plurality of standard sections of the crossbeam into a crossbeam, and then respectively connecting both ends of the crossbeam to the adjustment sections on both sides of the road; or, respectively hoisting the plurality of standard sections of the crossbeam in a way of engagement in sections.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210704184.4A CN114855667B (en) | 2022-06-21 | 2022-06-21 | Modularized multifunctional integrated traffic portal, design method and installation method |
| CN202210704184.4 | 2022-06-21 | ||
| PCT/CN2023/098213 WO2023246476A1 (en) | 2022-06-21 | 2023-06-05 | Modular multifunctional integrated traffic gantry, and design method and mounting method therefor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| AU2023286473A1 true AU2023286473A1 (en) | 2024-03-07 |
Family
ID=82626116
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2023286473A Pending AU2023286473A1 (en) | 2022-06-21 | 2023-06-05 | Modular multifunctional integrated traffic gantry, and design method and mounting method therefor |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN114855667B (en) |
| AU (1) | AU2023286473A1 (en) |
| WO (1) | WO2023246476A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114855667B (en) * | 2022-06-21 | 2023-07-25 | 中交公路规划设计院有限公司 | Modularized multifunctional integrated traffic portal, design method and installation method |
Family Cites Families (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2429555Y (en) * | 2000-07-14 | 2001-05-09 | 北京深华科交通工程有限公司 | Gantry for traffic sign |
| CN2608549Y (en) * | 2003-03-24 | 2004-03-31 | 北京深华达交通工程技术开发有限公司 | Communication marker door frame |
| US6892502B1 (en) * | 2003-03-26 | 2005-05-17 | David A. Hubbell | Space frame support structure employing weld-free, single-cast structural connectors for highway signs |
| CN202482785U (en) * | 2012-01-17 | 2012-10-10 | 福建省交通规划设计院 | Traffic sign gantry |
| CN103194973B (en) * | 2013-04-02 | 2015-07-08 | 中铁大桥局集团有限公司 | Novel spliced truss for bridge construction and construction method |
| CN103276676B (en) * | 2013-05-22 | 2015-08-12 | 北京市市政专业设计院股份公司 | Traffic guidance display screen frame |
| NL2012595B1 (en) * | 2014-04-09 | 2016-05-09 | Valmont Nederland B V | Traffic control device and method for establishing it. |
| EP3431661B1 (en) * | 2017-07-20 | 2020-01-29 | Ortana Elektronik Yazilim Taah. San. ve Tic. A.S. | Structure for supporting an information or surveillance device above a road |
| CN209412734U (en) * | 2018-12-22 | 2019-09-20 | 北京京华路捷交通设施工程有限公司 | A kind of communication marker door frame |
| CN111305103B (en) * | 2020-02-27 | 2021-09-14 | 中建科工集团有限公司 | Rapid construction method of ETC portal frame |
| CN215629571U (en) * | 2021-04-23 | 2022-01-25 | 广东开阳高速公路有限公司 | Electromechanical intersection and security integrated double-layer portal frame |
| CN113152324A (en) * | 2021-05-13 | 2021-07-23 | 上海市城市建设设计研究总院（集团）有限公司 | Hollow-layout traffic sign board and design method thereof |
| CN113642073B (en) * | 2021-08-06 | 2024-03-22 | 中国建筑第六工程局有限公司 | Design and construction method of lightweight bracket of cable tower beam |
| CN114855667B (en) * | 2022-06-21 | 2023-07-25 | 中交公路规划设计院有限公司 | Modularized multifunctional integrated traffic portal, design method and installation method |
| CN116084316A (en) * | 2023-02-11 | 2023-05-09 | 江苏国强交通科技有限公司 | Modularized detachable door frame |
-
2022
- 2022-06-21 CN CN202210704184.4A patent/CN114855667B/en active Active
-
2023
- 2023-06-05 AU AU2023286473A patent/AU2023286473A1/en active Pending
- 2023-06-05 WO PCT/CN2023/098213 patent/WO2023246476A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| CN114855667B (en) | 2023-07-25 |
| WO2023246476A1 (en) | 2023-12-28 |
| CN114855667A (en) | 2022-08-05 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107905109B (en) | Equal-load simulation segmented preloading construction method for crossing type bridge cast-in-place platform | |
| AU2023286473A1 (en) | Modular multifunctional integrated traffic gantry, and design method and mounting method therefor | |
| CN110004832B (en) | Large-span cantilever truss type bent cap bracket system and construction method | |
| CN111424560A (en) | Steel girder assembling jig frame and method for assembling steel girder by using jig frame | |
| CN111119070B (en) | Method for erecting W-shaped steel truss girder by adopting symmetrical gantry crane suspension assembly | |
| CN112816659B (en) | Variable multi-functional assembled light ground proof box of boundary rigidity | |
| CN113265959A (en) | Construction method for side-span cast-in-place section of hanging basket combined bracket of high-pier steel web bridge | |
| Li et al. | Analysis and monitoring on jacking construction of continuous box girder bridge | |
| CN113775207B (en) | Temporary door type passage design and construction method for building | |
| Grubb | Horizontally curved I-girder bridge analysis: V-load method | |
| Gull et al. | Comparison of detailing methods for straight skewed steel I-girder bridges | |
| CN217891355U (en) | Reinforcing steel bar binding jig frame capable of being spliced in modularization mode | |
| Lu et al. | Integral sliding of a 800 T steel roof truss for a cultural and art center building | |
| Reis et al. | Rehabilitation of the suspension bridge over Zambezi River in Mozambique | |
| CN114563200B (en) | Assembled large-span cable-stayed bridge power test system | |
| CN216839071U (en) | Simple and easy support of fast assembly is demolishd to city overline bridge | |
| CN215669553U (en) | Assembled steel structure combined support plane inner truss system | |
| CN212612043U (en) | Long cantilever double-column pier capping beam construction supporting structure | |
| CN214033387U (en) | Assembled that can install fast is striden way anticollision wall construction protector | |
| CN218176570U (en) | Operation platform for assembling prefabricated stand column | |
| CN114822316B (en) | Construction method and application of mounting billboard without affecting normal traffic of vehicle | |
| Wang et al. | Simulation-Based Tracking Test and Optimization of Large-Tonnage Box Girder Transport with Trolley on an Erected Bridge | |
| CN201778495U (en) | Jig frame for overhead assembly of large-span truss | |
| Tang et al. | Study on new joint connection scheme of steel reinforced concrete composite structure | |
| He et al. | Approximate analytical method of multi-storey or high-rise steel three-dimensional parking structures |