Vertically double-stacked anchoring assembled anti-collision guardrail and installation method thereof

Abstract

The application discloses a vertical double-overlapping anchoring assembled anti-collision guardrail and a mounting method thereof, and relates to the technical field of anti-collision guardrails, in particular to the vertical double-overlapping anchoring assembled anti-collision guardrail and the mounting method thereof. The assembled anti-collision guardrail comprises a prefabricated anti-collision guardrail and a bridge deck slab made of concrete and cast-in-place blocks; the anti-collision guardrail is provided with a pouring groove, a No. 1 embedded steel bar, anti-collision guardrail structural steel bars, a grouting port, an exhaust port, a guide steel bar groove, a lifting ring one and a lifting ring two; the bridge deck slab is provided with a No. 2 embedded steel bar, a No. 3 embedded steel bar and block structural steel bars; after assembly, the bottom surface of the anti-collision guardrail is placed on the bridge deck slab, the top end of the No. 2 embedded steel bar is positioned in the guide steel bar groove, the No. 2 embedded steel bar and the No. 3 embedded steel bar are respectively overlapped with the corresponding No. 1 embedded steel bar to form a double-overlapping anchoring structure, the pouring groove and the guide steel bar groove are filled with concrete, and the blocks are cast in place on the bridge deck slab at the positions of the block structural steel bars and are limited and positioned in place on the lower part of the back surface of the anti-collision guardrail. The application has the advantages of stable connecting and anti-collision effects, convenient lifting, positioning and assembly, and high installation efficiency.

Description

Technical Field

[0001] This invention belongs to the field of bridge engineering and relates to a prefabricated crash barrier with vertical double-layer anchorage and its installation method. Background Technology

[0002] Crash barriers are safety protection facilities installed on both sides or in the median strip of roads to prevent vehicles from running off the road, protect the safety of vehicles and passengers, and reduce losses caused by accidents. Currently, most bridge crash barriers are constructed by on-site casting, which results in a long installation period. Although some solutions have been disclosed that prefabricated crash barriers can appropriately reduce the construction period, existing prefabricated crash barriers often have problems with connection, insufficient stability in crash protection, and inconvenience in hoisting, positioning, and assembly. Summary of the Invention

[0003] The purpose of this invention is to provide a prefabricated crash barrier with vertical double-layer anchoring and its installation method. This invention provides a stable connection and crash protection effect, and is convenient for hoisting, positioning and assembly, with high installation efficiency.

[0004] The technical solution adopted in this invention is:

[0005] A prefabricated crash barrier with vertical double-layer anchoring includes a precast concrete crash barrier, a bridge deck, and cast-in-place retaining blocks. The crash barrier has a closed-end casting groove along its bottom surface, #1 pre-embedded reinforcing bars distributed along its lower edge, structural reinforcing bars on the front side, and grouting and venting ports on the rear side leading to the casting groove. Guide grooves are formed at both ends of the top of the casting groove. The #1 pre-embedded reinforcing bars are vertical and extend into the casting groove in a U-shape. The grouting and venting ports are located in the middle and at both ends of the casting groove, respectively. Lifting devices are installed on the front and rear sides near the venting ports. Ring 1 and hoisting ring 2; 2# and 3# pre-embedded steel bars are distributed along the upper part of the bridge deck, and 1# and 2# pre-embedded stop block structural steel bars are pre-embedded on one side of the upper part. 2# and 3# pre-embedded steel bars are both vertical and U-shaped closed at the top. After assembly, the bottom surface of the crash barrier is placed on the bridge deck, and the top of 2# pre-embedded steel bars extends into the guide bar groove for positioning. 2# and 3# pre-embedded steel bars overlap with the corresponding 1# pre-embedded steel bars to form a double-layer anchoring structure. The pouring groove and guide bar groove are filled with concrete. The stop block is cast in place on the bridge deck at the location of the stop block structural steel bar and fits and limits the lower part of the back surface of the crash barrier.

[0006] Preferably, both the crash barriers and the bridge deck are prefabricated in sections, with the length of one bridge deck section corresponding to the sum of the lengths of several crash barrier sections. The blocks are installed along the entire length of the bridge deck, and the connecting seams between the blocks, between the crash barriers, and between the bridge deck sections are staggered.

[0007] Preferably, the length of one section of the crash barrier is 5m, and the length of one section of the bridge deck is 30m.

[0008] Preferably, the two ends and the bottom of the crash barrier are polished, and a waterproof layer is provided on the top surface of the bridge deck.

[0009] Preferably, the crash barriers, bridge decks, and blocks are all made of toughened concrete, and the casting grooves and guide bar grooves are filled with toughened concrete.

[0010] Preferably, the steel reinforcement in the crash barrier includes longitudinal bars and stirrups.

[0011] Preferably, the reinforcing bars of the retaining block are distributed along the line, and the upper and lower parts are closed in a U-shape within the retaining block and the bridge deck, respectively.

[0012] Preferably, the cross-section of the crash barrier is narrower at the top and wider at the bottom, the cross-section of the casting trough is a trapezoid with a narrower top and wider bottom, the No. 1 pre-embedded steel bar is a trapezoid with a wider top and narrower bottom, and the No. 2 and No. 3 pre-embedded steel bars are trapezoids with a narrower top and wider bottom.

[0013] The installation method of the above-mentioned vertical double-layer anchored prefabricated crash barrier includes the following steps:

[0014] S1. In the factory, precast crash barriers and bridge decks are poured with concrete, ensuring that the No. 1 embedded steel bars, the structural steel bars of the crash barrier, and the hoisting rings are poured together on the crash barrier to form a pouring groove, guide bar groove, grouting port, and vent. Ensure that the No. 2 embedded steel bars, the No. 3 embedded steel bars, and the structural steel bars of the retaining block are poured together on the bridge deck. After curing, they are transported to the site.

[0015] S2. On site, the bridge deck is first placed on the pier, and then the crash barrier is lifted. During lifting, the two ends of the crash barrier are supported by lifting ropes and anti-tilting plates are placed on top of each. After the lifting rope passes through the vent, one end goes around the pouring trough and then goes upward through the lifting ring one and the limiting hole one on the anti-tilting plate. The other end goes directly upward through the lifting ring two and the limiting hole two on the anti-tilting plate. The two ends of the lifting rope pass through the limiting hole one and the limiting hole two respectively and then come together to form the lifting point at one end of the crash barrier. The lifting rope, the anti-tilting plate and its limiting hole, as well as the vent and lifting ring on the crash barrier work together to prevent the crash barrier from tilting to the side.

[0016] S3. On site, the bottom of the crash barrier is suspended on the bridge deck and positioned by inserting the top of the No. 2 pre-embedded steel bar into the guide bar groove. The No. 2 and No. 3 pre-embedded steel bars are respectively connected with the corresponding No. 1 pre-embedded steel bars to form a double-layer anchorage structure.

[0017] S4. On site, fill concrete into the pouring trench and guide bar trench through the grouting port until concrete overflows from the venting port, then stop pouring and cure.

[0018] S5. On site, a stop block is cast at the location of the steel reinforcement in the stop block structure on the bridge deck. The stop block, the bridge deck and the crash barrier form a whole. The stop block fits and limits the lower part of the back face of the crash barrier.

[0019] Preferably, in step S4, after the concrete overflows from the exhaust port, the concrete on the back of the vehicle is manually scraped smooth to ensure that the back of the vehicle is smooth, flat and clean.

[0020] The beneficial effects of this invention are:

[0021] This invention employs prefabricated installation, allowing for the prefabrication of crash barriers and bridge decks, resulting in a short construction period and controllable construction quality. The crash barriers and bridge decks are connected via a double-layered anchoring structure, while the blocks and bridge decks are connected by reinforcing steel bars in the blocks, forming a stable and reliable whole. Furthermore, the crash barrier's frontal side is reinforced with structural steel bars, and the rear side is secured by blocks, ensuring a stable connection and crash protection effect. In this invention, the vent and lifting ring at the ends of the crash barrier provide a fixed path for the lifting ropes, facilitating lifting. The #2 pre-embedded steel bar can be positioned simply by extending its tip into the guide groove, making positioning convenient. After positioning, only the pouring groove, guide groove, and cast-in-place blocks need to be filled, resulting in convenient assembly and high installation efficiency. Attached Figure Description

[0022] Figure 1 This is a three-dimensional perspective view of the assembled crash barrier with vertical double-layer anchoring in an embodiment of the present invention. For ease of observation, the steel reinforcement, grouting port, vent, lifting ring one, and lifting ring two of the crash barrier have been omitted.

[0023] Figure 2 This is a cross-sectional view of the prefabricated anti-collision guardrail with vertical double-layer anchorage in an embodiment of the present invention at the location of the No. 2 pre-embedded steel bar.

[0024] Figure 3 This is a cross-sectional view of the prefabricated anti-collision guardrail with vertical double-layer anchorage in an embodiment of the present invention at the location of the No. 3 pre-embedded steel bar.

[0025] Figure 4 This is a cross-sectional view of one end of the lifting point when the crash barrier is lifted in an embodiment of the present invention. For ease of observation, the structural steel bars of the crash barrier and the No. 1 pre-embedded steel bars have been omitted.

[0026] Figure 5 This is a perspective view of the crash barrier and bridge deck from the rear vehicle side in an embodiment of the present invention. For ease of observation, the steel reinforcement of the crash barrier structure has been omitted.

[0027] In the picture:

[0028] 1-Crash guardrail; 101-Pouring trough; 102-No. 1 embedded steel bar; 103-Waiting face; 104-Crash guardrail structural steel bar; 104a-Longitudinal reinforcement; 104b-Stirrups; 105-Rear face; 106-Grouting port; 107-Exhaust port; 108-Guide groove; 109-Lifting ring one; 110-Lifting ring two;

[0029] 2-Bridge deck; 201-2# embedded steel bars; 202-3# embedded steel bars; 203-Stop block structural steel bars; 204-Waterproof layer;

[0030] 3-stop;

[0031] 4-Suspension rope;

[0032] 5-Anti-tilt plate; 501-Limit hole one; 502-Limit hole two. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0034] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0035] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0036] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0037] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0038] The features and performance of this application will be further described in detail below with reference to the embodiments.

[0039] Example

[0040] like Figures 1 to 5 As shown, a prefabricated crash barrier with vertical double-layer anchoring includes a precast concrete crash barrier 1, a bridge deck 2, and cast-in-place blocks 3. The crash barrier 1 has a closed-end casting groove 101 along its bottom surface, #1 embedded steel bars 102 distributed along its lower edge, and a crash barrier structural steel bar 104 on one side of the front face 103. A grouting port 106 and an vent 107 leading to the casting groove 101 are provided on the rear face 105. Guide grooves 108 are formed at both ends of the top of the casting groove 101. The #1 embedded steel bars 102 are vertical and extend into the casting groove 101 in a U-shape. The grouting port 106 and vent 107 are located in the middle and at both ends of the casting groove 101, respectively. Areas near the vent 107 on the front face 103 and rear face 105 are respectively provided with… There are two lifting rings, 109 and 110. The upper part of the bridge deck 2 is distributed with pre-embedded steel bars 201 and 202 and pre-embedded steel bars 203 on one side of the upper part. Pre-embedded steel bars 201 and 202 are both vertical and U-shaped closed at the top. After assembly, the bottom of the crash barrier 1 is placed on the bridge deck 2. The top of the pre-embedded steel bar 201 extends into the guide bar groove 108 for positioning. Pre-embedded steel bars 201 and 203 overlap with the corresponding pre-embedded steel bar 102 to form a double-layer anchoring structure. The pouring groove 101 and the guide bar groove 108 are filled with concrete. The block 3 is cast in place on the bridge deck 2 at the position of the block structure steel bar 203 and fits and limits the lower part of the back surface 105 of the crash barrier 1.

[0041] This invention adopts a prefabricated installation method, allowing the crash barrier 1 and bridge deck 2 to be prefabricated in advance, resulting in a short construction period and controllable construction quality. In this invention, the crash barrier 1 and bridge deck 2 are connected by a double-layered anchoring structure, and the stop block 3 and bridge deck 2 are connected by the stop block structural steel bars 203, forming a stable and reliable whole. Moreover, the crash barrier 1 has a crash barrier structural steel bar 104 on the front side 103 and the lower part of the rear side 105 is fitted and limited by the stop block 3, ensuring a stable connection and crash protection effect. In this invention, the exhaust port 107 and the lifting rings (109, 110) at the end of the crash barrier 1 provide a fixed path for the lifting rope 4, making lifting convenient. The top of the #2 pre-embedded steel bar 201 can be positioned by extending into the guide bar groove 108, making positioning convenient. After positioning, only the pouring groove 101, guide bar groove 108, and cast-in-place stop block 3 need to be filled, making assembly convenient and installation efficiency high.

[0042] The installation method of the above-mentioned vertical double-layer anchored prefabricated crash barrier includes the following steps:

[0043] S1. In the factory, precast crash barriers 1 and bridge deck 2 are poured with concrete, ensuring that the No. 1 embedded steel bar 102, the crash barrier structural steel bar 104 and the lifting rings (109, 110) are poured together on the crash barrier 1 to form the pouring groove 101, guide bar groove 108, grouting port 106 and vent 107, and ensuring that the No. 2 embedded steel bar 201, the No. 3 embedded steel bar 202 and the stop block structural steel bar 203 are poured together on the bridge deck 2, and after curing, they are transported to the site;

[0044] S2. On site, first place the bridge deck 2 on the piers, then lift the crash barrier 1; during lifting, the two ends of the crash barrier 1 are supported by lifting ropes 4 respectively, and anti-tilt plates 5 are placed on top of each. Figure 4 As shown, after the lifting rope 4 passes through the vent 107, one end goes around the casting trough 101 and then goes upward through the lifting ring 109 and the limiting hole 501 on the anti-tilt plate 5. The other end goes directly upward through the lifting ring 110 and the limiting hole 502 on the anti-tilt plate 5. The two ends of the lifting rope 4 pass through the limiting hole 501 and the limiting hole 502 respectively and then meet together to form a lifting point at one end of the crash barrier 1 (the lifting points at both ends can be lifted synchronously by conventional lifting components). The lifting rope 4 works with the anti-tilt plate 5 and its limiting holes (501, 502) as well as the vent 107 and the lifting rings (109, 110) on the crash barrier 1 to prevent the crash barrier 1 from tilting to the side.

[0045] S3. On site, the bottom surface of the crash barrier 1 is suspended on the bridge deck 2. Positioning is achieved by the top of the #2 pre-embedded steel bar 201 extending into the guide bar groove 108. The #2 pre-embedded steel bar 201 and the #3 pre-embedded steel bar 202 are respectively overlapped with the corresponding #1 pre-embedded steel bar 102 to form a double-layer anchoring structure.

[0046] S4. On site, concrete is filled into the pouring trough 101 and guide bar trough 108 through the grouting port 106 until concrete overflows from the vent port 107, then pouring is stopped and curing is carried out.

[0047] S5. On site, a stop block 3 is poured at the location of the reinforcing steel bar 203 on the stop block structure of the bridge deck 2. The stop block 3, the bridge deck 2 and the crash barrier 1 form a whole. The stop block 3 fits and limits the lower part of the back surface 105 of the crash barrier 1.

[0048] To facilitate subsequent construction operations, in step S4, after the concrete overflows from the exhaust port 107, the concrete on the back surface 105 is manually scraped smooth to ensure that the back surface 105 is smooth, flat and clean.

[0049] To facilitate transportation and control of lifting weight, both the crash barrier 1 and the bridge deck 2 are prefabricated in sections. The length of one section of the bridge deck 2 corresponds to the sum of the lengths of several sections of the crash barrier 1. The stops 3 are installed along the entire length of the bridge deck 2, and the connecting seams between the stops 3, between the crash barriers 1, and between the bridge deck 2 are staggered. Preferably, the length of one section of the crash barrier 1 is 5m, and the length of one section of the bridge deck 2 is 30m (i.e., a 6:1 ratio).

[0050] For key installation locations, the two ends and bottom of the crash barrier 1 are polished, and a waterproof layer 204 is installed on the top surface of the bridge deck 2 to prevent rainwater penetration.

[0051] Preferably, the crash barrier 1, bridge deck 2, and stop block 3 are all made of toughened concrete, and the casting groove 101 and guide bar groove 108 are filled with toughened concrete.

[0052] Preferably, such as Figure 2 and Figure 3 As shown, the steel reinforcement 104 of the crash barrier includes longitudinal bars 104a and stirrups 104b. Preferably, as... Figure 2 and Figure 3 As shown, the reinforcing steel bars 203 of the retaining block structure are distributed along the line, and the upper and lower parts are closed in a U-shape in the retaining block 3 and the bridge deck 2 respectively.

[0053] Preferably, such as Figures 1 to 4 As shown, the cross-section of the crash barrier 1 is narrower at the top and wider at the bottom, the cross-section of the casting trough 101 is a trapezoid with a narrower top and wider bottom, the No. 1 embedded steel bar 102 is a trapezoid with a wider top and narrower bottom, and the No. 2 embedded steel bar 201 and the No. 3 embedded steel bar 202 are trapezoids with a narrower top and wider bottom.

[0054] The specific dimensions and arrangement of each component are set according to actual needs and are not limited. In this embodiment: the cross-section of the casting trough 101 has an upper bottom of 190mm, a lower bottom of 270mm, and a height of 260mm; the end face of the casting trough 101 is 200mm thick from the end face of the crash barrier 1, and the guide bar groove 108 is 200mm away from the end face of the crash barrier 1; the #1 embedded steel bar 102, the #2 embedded steel bar 201, and the #3 embedded steel bar 202 all use Ф10HRB335 steel bars; the cross-sectional dimensions of the stop block 3 are 160mm*160mm, and a connecting seam is set every 5m; the longitudinal bars 104a and the stirrups 104b of the crash barrier structural steel bars 104 all use Ф8HRB335 steel bars, and the stirrups 104b are evenly distributed every 280mm; the inner diameter of the grouting port 106 and the vent 107 is 160mm.

[0055] The embodiments described above are some, but not all, of the embodiments of this application. The detailed description of the embodiments of this application is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

Claims

1. A prefabricated crash barrier with vertical double-layer anchoring, characterized in that: The system includes precast concrete crash barriers and bridge decks, as well as cast-in-place retaining blocks. The crash barriers have a closed-end casting groove along their bottom surface, with #1 pre-embedded reinforcing bars distributed along the lower edge. The crash barrier structural reinforcement is installed on the front side, and grouting and venting ports are located on the rear side leading to the casting groove. Guide grooves are formed at both ends of the top of the casting groove. The #1 pre-embedded reinforcing bars are vertical and extend into the casting groove in a U-shape. The grouting and venting ports are located in the middle and at both ends of the casting groove, respectively. Lifting ring one and lifting ring two are respectively installed on the front and rear sides near the venting ports. During lifting, lifting ring one, the venting port, the casting groove, and the lifting ring... The second ring can serve as a channel for the hoisting rope; the upper part of the bridge deck is distributed with No. 2 and No. 3 pre-embedded steel bars, and the upper side is pre-embedded with the structural steel bars of the stop block. Both No. 2 and No. 3 pre-embedded steel bars are vertical and the upper part is U-shaped closed; after assembly, the bottom surface of the crash barrier is placed on the bridge deck, the top of No. 2 pre-embedded steel bars extends into the guide bar groove for positioning, and No. 2 and No. 3 pre-embedded steel bars overlap with the corresponding No. 1 pre-embedded steel bars to form a double-layer anchoring structure. The pouring groove and the guide bar groove are filled with concrete, and the stop block is cast in place on the bridge deck at the location of the stop block structural steel bar and fits and limits the lower part of the back surface of the crash barrier; Both the crash barriers and the bridge deck are prefabricated in sections. The length of one bridge deck section corresponds to the sum of the lengths of several crash barrier sections. The blocks are set along the entire length of the bridge deck, and the connecting seams between the blocks, between the crash barriers, and between the bridge deck sections are staggered.

2. The assembled crash barrier with vertical double-layer anchoring as described in claim 1, characterized in that: A section of the crash barrier is 5m long, and a section of the bridge deck is 30m long.

3. The assembled crash barrier with vertical double-layer anchoring as described in claim 1, characterized in that: The two ends and bottom of the crash barrier are all polished, and a waterproof layer is installed on the top surface of the bridge deck.

4. The assembled crash barrier with vertical double-layer anchoring as described in claim 1, characterized in that: The crash barriers, bridge decks, and retaining blocks are all made of toughened concrete, and the casting trenches and guide bar trenches are filled with toughened concrete.

5. The assembled crash barrier with vertical double-layer anchoring as described in claim 1, characterized in that: The steel reinforcement in crash barriers includes longitudinal bars and stirrups.

6. The assembled crash barrier with vertical double-layer anchoring as described in claim 1, characterized in that: The reinforcing bars of the retaining block are distributed along the line, and the upper and lower parts are closed in a U-shape in the retaining block and the bridge deck respectively.

7. The assembled crash barrier with vertical double-layer anchoring as described in claim 1, characterized in that: The cross-section of the crash barrier is narrower at the top and wider at the bottom. The cross-section of the casting trough is a trapezoid with a narrower top and wider bottom. The No. 1 embedded steel bar is a trapezoid with a wider top and narrower bottom, while the No. 2 and No. 3 embedded steel bars are trapezoids with a narrower top and wider bottom.

8. The installation method of the prefabricated crash barrier with vertical double-layer anchoring as described in any one of claims 1 to 7, characterized in that, Including the following steps: S1. In the factory, precast crash barriers and bridge decks are poured with concrete, ensuring that the No. 1 embedded steel bars, the structural steel bars of the crash barrier, and the hoisting rings are poured together on the crash barrier to form a pouring groove, guide bar groove, grouting port, and vent. Ensure that the No. 2 embedded steel bars, the No. 3 embedded steel bars, and the structural steel bars of the retaining block are poured together on the bridge deck. After curing, they are transported to the site. S2. On site, the bridge deck is first placed on the pier, and then the crash barrier is lifted. During lifting, the two ends of the crash barrier are supported by lifting ropes and anti-tilting plates are placed on top of each. After the lifting rope passes through the vent, one end goes around the pouring trough and then goes upward through the lifting ring one and the limiting hole one on the anti-tilting plate. The other end goes directly upward through the lifting ring two and the limiting hole two on the anti-tilting plate. The two ends of the lifting rope pass through the limiting hole one and the limiting hole two respectively and then come together to form the lifting point at one end of the crash barrier. The lifting rope, the anti-tilting plate and its limiting hole, as well as the vent and lifting ring on the crash barrier work together to prevent the crash barrier from tilting to the side. S3. On site, the bottom of the crash barrier is suspended on the bridge deck and positioned by inserting the top of the No. 2 pre-embedded steel bar into the guide bar groove. The No. 2 and No. 3 pre-embedded steel bars are respectively connected with the corresponding No. 1 pre-embedded steel bars to form a double-layer anchorage structure. S4. On site, fill concrete into the pouring trench and guide bar trench through the grouting port until concrete overflows from the venting port, then stop pouring and cure. S5. On site, a stop block is cast at the location of the steel reinforcement in the stop block structure on the bridge deck. The stop block, the bridge deck and the crash barrier form a whole. The stop block fits and limits the lower part of the back face of the crash barrier.

9. The installation method of the prefabricated crash barrier with vertical double-layer anchoring as described in claim 8, characterized in that: In step S4, after the concrete overflows from the exhaust port, the concrete on the back of the vehicle is manually scraped smooth to ensure that the back of the vehicle is smooth, flat and clean.

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