Quick repairing structure and construction method of inverted T-shaped cover beam crash barrier wall

Abstract

The present application relates to a kind of inverted T-shaped bent cap crash barrier wall quick repair structure and construction method, the structure is by precast and post-pouring zone, precast includes precast crash barrier wall and inverted T-shaped bent cap cantilever, precast crash barrier wall and inverted T-shaped bent cap cantilever are integrally prefabricated structure, precast crash barrier wall top is embedded with two sleeves, for construction leveling;Pre-cast crash barrier wall outer side and base top surface are embedded with two lugs;Pre-cast crash barrier wall base portion is reserved four symmetrically arranged plant hole, for installing diameter high-strength bolt;Pre-cast crash barrier wall inner side is provided with pipeline reserved hole, precast crash barrier wall base right side bottom surface is pasted with rubber pad, to prevent leakage when pouring.The present application improves the impact resistance and overall stress performance of crash barrier wall, reduces the time of on-site operation and construction uncontrollable factor, is conducive to the rapid recovery of traffic.In addition, new crash barrier wall is also provided with pipeline reserved hole, avoids the damage to existing pipeline, is conducive to reducing repair operation difficulty and construction cost input.

Description

Technical Field

[0001] This invention relates to an inverted T-shaped cap beam crash barrier, and more particularly to a rapid repair structure and construction method for an inverted T-shaped cap beam crash barrier. Background Technology

[0002] Inverted T-shaped cap beams can effectively increase the clearance height under bridges, and are therefore widely used in urban elevated bridges. However, the crash barrier on the pier top is disconnected from the crash barrier of the bridge superstructure, resulting in a crash barrier at the pier top that is only 1 meter long, exhibiting low rigidity and a weak structure. As the bridge ages, the probability of vehicles colliding with the crash barrier on the pier top will increase, easily causing outward tilting and deformation of the crash barrier. Based on on-site investigations, this situation has occurred in several highway bridges, posing certain safety hazards.

[0003] Currently, there are generally two approaches to addressing the outward tilting deformation of the crash barrier atop piers. The most common approach is to repair it according to the original structural design, which involves chiseling away the existing structure and then erecting formwork for in-situ concrete pouring. This involves first breaking up the crash barrier, then binding the reinforcing steel, installing formwork, and finally pouring concrete. Traffic is restored only after the concrete has fully cured. This method is complex, time-consuming, and significantly impacts traffic, making it unsuitable for the rapid repair needs of facilities during their service life. Furthermore, to save time, rapid-setting concrete is typically used, which is not only expensive but also has low early strength and numerous shrinkage cracks, leading to poor structural durability. The other approach is to reinforce the crash barrier atop piers with a steel sheath. During construction, a hanging basket is used to sequentially install the outer and inner plates and the top pressure plate of the steel sheath, securing them with M20 high-strength bolts. Water-stop strips are installed on both sides of the steel sheath to prevent rainwater intrusion. This method is economical, practical, and fast, making it suitable for temporary emergency repairs and facilitating rapid traffic restoration. However, since the original outward-sloping crash barrier was not removed during construction, its long-term durability and reinforcement reliability are still difficult to guarantee.

[0004] Given that the pier top crash barrier is inherently a weak point in the design, if the crash barrier's impact resistance is even inferior to the original design, it will not only deform outwards after a vehicle collision, but may even collapse entirely, causing greater property damage and social harm. Therefore, new maintenance technologies must not only meet the needs of rapid repair during the facility's service life, but also focus on strengthening and enhancing the facility to ensure that the crash barrier's impact resistance is superior after repair.

[0005] This invention proposes a construction method combining precast components and rapid-hardening ultra-high performance concrete for the replacement and repair of outwardly deformed crash barriers. The precast components are manufactured in a factory, and by adjusting the concrete grade, the crash barrier can achieve high impact resistance. Rapid-hardening ultra-high performance concrete is an excellent grouting material with good fluidity, high toughness, and strong bonding properties. Its application in post-cast strips can fully utilize the overall load-bearing capacity of the precast components, reduce construction time, and improve the quality of crash barrier repairs, demonstrating significant potential. Summary of the Invention

[0006] To address the shortcomings of existing technologies, such as providing only temporary solutions and low repair efficiency, a rapid repair structure and construction method for an inverted T-shaped cap beam crash barrier is proposed. This design incorporates a novel crash barrier that prefabricates the crash barrier and the cantilevered portion of the inverted T-shaped cap beam into a single structure, improving the impact resistance of existing crash barriers. This new crash barrier is integrated with the existing cap beam using fast-setting ultra-high performance concrete, which helps to fully utilize the overall load-bearing capacity of the prefabricated components.

[0007] To achieve the above objectives, the technical solution of the present invention is as follows: a rapid repair structure for an inverted T-shaped cap beam crash barrier, comprising prefabricated components and post-cast strips. The prefabricated components include a prefabricated crash barrier and an inverted T-shaped cap beam cantilever, wherein the prefabricated crash barrier and the inverted T-shaped cap beam cantilever are integrally prefabricated structures. Two sleeves are pre-embedded in the top of the prefabricated crash barrier for leveling during construction. Two lifting lugs are pre-embedded in the outer side and the top surface of the base of the prefabricated crash barrier for hoisting during construction. Four symmetrically arranged rebar holes are reserved in the base of the prefabricated crash barrier for installing high-diameter high-strength bolts. Pipeline reserved holes are provided on the inner side of the prefabricated crash barrier. Rubber pads are attached to the bottom right side of the base of the prefabricated crash barrier to prevent grout leakage during pouring.

[0008] Furthermore, the precast crash barrier and the cantilevered inverted T-shaped cap beam are made of C50 steel fiber concrete; the post-cast strip is made of fast-hardening ultra-high performance concrete with a strength of not less than C60 at the age of 2 hours and a strength of C30 within 2 hours.

[0009] Furthermore, the prefabricated crash barrier features cantilevered reinforcement of both the crash barrier and the inverted T-shaped cap beam.

[0010] Furthermore, the prefabricated crash barrier is reinforced with eight different types of reinforcement. The first to fourth reinforcing bars are load-bearing bars, all made of HRB400 grade steel with a diameter of 18mm and a spacing of 100mm. The second and fourth reinforcing bars are exposed bars, with at least 7cm protruding from the concrete surface. The fifth reinforcing bar is the stirrup in the lower horseshoe-shaped part of the crash barrier, made of HRB400 grade steel with a diameter of 12mm and a spacing of 100mm. The sixth reinforcing bar is the longitudinal reinforcement in the bridge direction, made of HRB400 grade steel with a diameter of 12mm. The seventh reinforcing bar is the transverse reinforcement in the bridge direction, made of HRB400 grade steel with a diameter of 12mm. The eighth reinforcing bar is the distribution reinforcement in the lower horseshoe-shaped part of the crash barrier, made of HRB400 grade steel with a diameter of 12mm.

[0011] Furthermore, two M12 sleeves are pre-embedded in the top of the prefabricated crash barrier. During hoisting, a steel plate with a length of 1.5 meters, a thickness of 3 mm, and a width of 15 cm is installed on the two sleeves. The steel plate has round holes corresponding to the sleeves for installing M12 bolts.

[0012] Furthermore, after the prefabricated crash barrier is in place, the vertical installation height of the prefabricated component is adjusted by bolts to ensure that the top surface is installed flush. Then, the posture is adjusted by the lifting lugs at the base to ensure that the entire prefabricated component is installed accurately. The two steel bars at the base of the prefabricated crash barrier are welded to the existing steel bars of the cap beam to complete the installation of the prefabricated crash barrier.

[0013] Furthermore, there are two post-pouring strips. One is located at the reserved hole for the pipeline in the crash barrier, which is poured using the grouting method to ensure compactness. The other is located at the base of the crash barrier, with a joint width of not less than 10cm, a lower layer thickness of not less than 2cm, and a top layer thickness of not less than 3cm.

[0014] A construction method for a rapid repair structure of an inverted T-shaped cap beam anti-collision wall, the steps of which are: (1) demolishing the existing anti-collision wall, (2) cleaning the concrete underside, (3) drilling holes and inserting high-strength bolts, (4) installing the prefabricated anti-collision wall, (5) welding the reinforcing bars of the pipeline reserved holes, (6) pouring fast-hardening ultra-high performance concrete, and (7) curing.

[0015] Due to the adoption of the above technologies, the present invention has the following beneficial effects:

[0016] 1. Short repair time and minimal traffic disruption.

[0017] 2. Improved the impact resistance of existing crash barriers, thus enhancing their safety performance.

[0018] 3. Low construction cost and good economic benefits. Attached Figure Description

[0019] Figure 1 This is the overall maintenance structure diagram of the present invention;

[0020] Figure 2 This is a front view of the anti-collision wall structure of the present invention;

[0021] Figure 3 yes Figure 2 The left view;

[0022] Figure 4 yes Figure 2 Top view;

[0023] Figure 5 This is a front view of the reinforcement details of the anti-collision wall of the present invention;

[0024] Figure 6 yes Figure 5 The left view;

[0025] Figure 7 yes Figure 5 Top view. Detailed Implementation

[0026] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0027] like Figures 1 to 7 As shown, a rapid repair structure for an inverted T-shaped cap beam crash barrier is composed of precast components and post-cast strips. The precast crash barrier 10 and the cantilevered part 16 of the inverted T-shaped cap beam are integral precast structures, and the concrete used is C50 steel fiber concrete. The post-cast strip uses fast-hardening ultra-high performance concrete 15, whose strength at age is not less than C60, and whose strength reaches C30 within 2 hours.

[0028] Two sleeves 11 are pre-embedded at the top of the precast crash barrier 10 for leveling during construction; two lifting lugs 12 are pre-embedded on the outer side and top surface of the base of the precast crash barrier 10 for hoisting during construction; four symmetrically arranged rebar holes 17, each 60mm×60mm in size, are reserved at the base of the precast crash barrier 10 for installing high-strength bolts 13 with a diameter of 28mm; a pipeline reserved hole 18 is provided on the inner side of the precast crash barrier 10, the size of which is determined according to the actual situation and is sufficient for the pipeline to pass through; a 3cm thick rubber pad 14 is pasted on the bottom right side of the base of the precast crash barrier 10 to prevent grout leakage during pouring.

[0029] The precast crash barrier 10 integrates the reinforcement of the crash barrier and the cantilevered section 16 of the inverted T-shaped cap beam, and further reinforces the base and body of the crash barrier. The precast crash barrier 10 has eight types of reinforcement: ①②③④ are load-bearing reinforcements, all using HRB400 grade steel bars with a diameter of 18mm and a spacing of 100mm. ②④ are designed as exposed reinforcements, protruding at least 7cm from the concrete surface; ⑤ is the stirrup for the lower horseshoe-shaped section of the crash barrier, using HRB400 grade steel bars with a diameter of 12mm and a spacing of 100mm; ⑥ is the longitudinal distribution reinforcement, using HRB400 grade steel bars with a diameter of 12mm; ⑦ is the transverse distribution reinforcement, using HRB400 grade steel bars with a diameter of 12mm; and ⑧ is the distribution reinforcement for the lower horseshoe-shaped section of the crash barrier, using HRB400 grade steel bars with a diameter of 12mm. If we consider a crash barrier with a standard height of 1.1 meters and a length of 1 meter along the bridge direction, the lengths and quantities of the reinforcing bars ①②③④⑤⑥⑦⑧ are shown in Table 1.

[0030] Table 1: Reinforcement of Precast Collision Barrier Walls

[0031]

[0032] Note: The above steel reinforcement dimensions are applicable to standard inverted T-shaped cap beam crash barriers with a height of 1.1 meters and a length of 1 meter. Other crash barrier models should be configured according to their actual dimensions.

[0033] The top of the prefabricated crash barrier has two M12 sleeves pre-embedded. During hoisting, a 1.5-meter-long, 3mm-thick, and 15cm-wide flat steel plate is installed on the two sleeves. The steel plate has round holes corresponding to the sleeve positions for installing M12 bolts. After the prefabricated crash barrier is roughly in place, the vertical installation height of the prefabricated component is adjusted using the M12 bolts to ensure the top surface is flush. Then, the posture is adjusted using the lifting lugs at the base to ensure accurate installation of the entire prefabricated component. At this point, the ② and ④ reinforcing bars at the base of the prefabricated crash barrier are welded to the existing reinforcing bars of the cap beam to complete the installation of the new type of crash barrier.

[0034] The rapid repair structure has two post-pouring strips. One is located at the reserved hole for pipelines in the crash barrier, which is poured using the grouting method to ensure compaction; the other is located at the base of the crash barrier, which can be poured directly from the joint, with a joint width of not less than 10cm, a lower layer thickness of not less than 2cm, and a top layer thickness of not less than 3cm.

[0035] Before pouring the concrete for the post-cast strip in the reserved holes for the anti-collision wall pipelines, steel bars ①, ②, and ④ of the same specification should be welded together using double-sided welding with an overlap length of not less than 6cm, so that steel bars ①, ②, and ④ form an integral structure. Before pouring the concrete for the post-cast strip of the base, holes should be drilled on the lower surface of the concrete and 25mm high-strength bolts should be inserted with an insertion depth of not less than 250mm. Then, steel bars ② and ④ should be welded together with the existing cap beam steel bars using double-sided welding with an overlap length of not less than 6cm.

[0036] The construction process of a rapid repair structure for an inverted T-shaped cap beam anti-collision wall is as follows: (1) demolish the existing anti-collision wall, (2) clean the concrete underside, (3) drill holes and insert high-strength bolts, (4) install the new anti-collision wall, (5) weld the pre-reserved reinforcement of pipelines, (6) pour fast-hardening ultra-high performance concrete, and (7) cure.

[0037] Example:

[0038] For the example of the inverted T-shaped crash barrier modification of the S32 south approach section, this invention adopts... Figures 1-7 The renovation plan shown includes detailed overall structural diagrams, crash barrier construction diagrams, and crash barrier reinforcement diagrams. Figures 1 to 7 As shown.

[0039] 1. Demolish the existing crash barrier.

[0040] Drill holes in the existing crash barrier and thread steel wire ropes through them. Use a road cutting machine to cut along the marked area. Use a pneumatic hammer to remove the pavement and concrete along the cut surface. During this process, retain the reinforcing steel bars of the existing cap beam structure. After the old crash barrier and cap beam 18 are completely separated, lift them out.

[0041] 2. Clean the surface beneath the concrete.

[0042] Use a pneumatic drill to break up the cap beam 18 to the design elevation, ensuring that the flatness of the underlying surface is within 1cm.

[0043] 3. Drilling and inserting high-strength bolts

[0044] Mark out the planting positions for the high-strength bolts, drill holes with an electric drill, the hole depth should be no less than 250mm and the hole diameter should be 30mm, clean the hole and inject Hilti anchoring adhesive, and then insert the M25 high-strength bolts.

[0045] 4. Install new type of crash barrier

[0046] Using two lifting lugs as lifting points, the new crash barrier is roughly positioned. A 1.5-meter-long, 3mm-thick, and 15cm-wide steel plate is then installed on top, with the openings in the plate aligned with the pre-embedded sleeves of the crash barrier. M12 bolts are then installed at these openings. The vertical installation height of the prefabricated crash barrier component is adjusted by regulating the height of the M12 bolts to ensure the top surface is flush. The posture is then adjusted using the lifting lugs at the base to ensure accurate installation of the entire prefabricated component. At this point, the pre-reserved reinforcing bars at the base of the new crash barrier are welded to the existing reinforcing bars of the cap beam using double-sided welding with a 6cm lap length. This completes the installation of the new crash barrier. The lifting wire ropes can then be removed. The steel plate, however, can only be removed after the concrete strength reaches C30.

[0047] 5. Reinforcing steel bars for pre-drilled holes in welded pipelines

[0048] Use steel bars of the same specification to weld the embedded steel bars in the reserved holes of the crash barrier, using double-sided welding, with an overlap length of not less than 6cm, to form an integral structure.

[0049] 6. Pouring fast-setting ultra-high performance concrete

[0050] Before pouring concrete through the pre-drilled holes, a shaped steel mold with grouting holes is installed. A grouting machine is used to inject fast-setting ultra-high performance concrete into the pre-drilled holes. For the post-cast strip at the base, the concrete is poured directly into the base using a bucket. Once the concrete has submerged the anchor holes at the base of the crash barrier and has initially set, nuts are immediately installed, and then fast-setting ultra-high performance concrete is poured to the design elevation.

[0051] 7. Maintenance

[0052] Once the ultra-high performance concrete has been cured in its natural state for 2 hours and its strength grade has reached C30 or above, the spreader beam can be removed. After sealing and leveling with cement mortar and using pre-embedded sleeves, traffic can be restored.

Claims

1. A rapid repair structure for an inverted T-shaped cap beam crash barrier, characterized in that: The prefabricated crash barrier wall and inverted T-shaped beam cantilever are integrally prefabricated, two sleeves are embedded at the top of the prefabricated crash barrier wall for leveling during construction, two lifting lugs are embedded at the outer side and top surface of the base of the prefabricated crash barrier wall for hoisting during construction, four symmetrically arranged planting hole are reserved at the base of the prefabricated crash barrier wall for installing high-strength bolts, a pipeline reserved hole is arranged at the inner side of the prefabricated crash barrier wall, and rubber pads are attached to the bottom surface of the right side of the base of the prefabricated crash barrier wall for preventing slurry leakage during pouring, the concrete of the prefabricated crash barrier wall and inverted T-shaped beam cantilever is C50 steel fiber reinforced concrete, the post-poured belt is made of fast-hardening super high performance concrete with a strength not less than C60 and a strength reaching C30 within 2 hours, the prefabricated crash barrier wall is provided with reinforcing bars for reinforcing the crash barrier wall and the inverted T-shaped beam cantilever, the vertical installation height of the prefabricated component is adjusted by bolts after the prefabricated crash barrier wall is positioned, the installation is ensured to be accurate after the top surface is installed flush, the posture of the prefabricated crash barrier wall is adjusted by the lifting lugs at the base, the installation of the prefabricated crash barrier wall is completed by welding the two reinforcing bars at the base of the prefabricated crash barrier wall with the reinforcing bars of the beam, there are two post-poured belts, one is located at the pipeline reserved hole of the crash barrier wall and is poured by the pouring method to ensure compactness, and the other is located at the base of the crash barrier wall, the joint width is not less than 10 cm, the pouring thickness of the underlying layer at the base is not less than 2 cm, and the pouring thickness of the capping layer at the base is not less than 3 cm.

2. The inverted T-shaped bent cap crash barrier wall quick repair structure according to claim 1, characterized in that: The reinforcing bars of the prefabricated crash barrier wall have eight forms, the first to fourth reinforcing bars are stress reinforcing bars, all of which are HRB400 reinforcing bars with a diameter of 18 mm and an interval of 100 mm, the second and fourth reinforcing bars are exposed reinforcing bars with a length of not less than 7 cm exposed from the surface of the concrete, the fifth reinforcing bar is a stirrup reinforcing bar at the lower hoof-shaped part of the crash barrier wall, which is an HRB400 reinforcing bar with a diameter of 12 mm and an interval of 100 mm, the sixth reinforcing bar is a bridge direction distribution reinforcing bar, which is an HRB400 reinforcing bar with a diameter of 12 mm, the seventh reinforcing bar is a transverse bridge direction distribution reinforcing bar, which is an HRB400 reinforcing bar with a diameter of 12 mm, and the eighth reinforcing bar is a distribution reinforcing bar at the lower hoof-shaped part of the crash barrier wall, which is an HRB400 reinforcing bar with a diameter of 12 mm.

3. The inverted T-shaped bent cap crash barrier wall quick repair structure according to claim 1, characterized in that: Two M12 sleeves are embedded at the top of the prefabricated crash barrier wall, a flat steel plate with a length of 1.5 m, a thickness of 3 mm and a width of 15 cm is installed on the two sleeves during hoisting, and a round hole is formed in the flat steel plate at the position corresponding to the sleeves for installing M12 bolts.

4. The construction method of the inverted T-shaped bent cap crash barrier wall quick repair structure according to any one of claims 1-3, characterized in that, The steps are as follows: (1) removing the existing crash barrier wall, (2) cleaning the underlying surface of the concrete, (3) drilling and planting high-strength bolts, (4) installing the prefabricated crash barrier wall, (5) welding the pipeline reserved hole reinforcing bars, (6) pouring fast-hardening super high performance concrete, and (7) curing.

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