Concrete anti-collision guardrail

Abstract

The concrete anti-collision guardrail comprises a fixed outer concrete retaining wall extending in the length direction of a road, and a plurality of fixed inner concrete check blocks are arranged on the inner surface of the outer concrete retaining wall; an inner concrete sliding block is arranged on the front side of each inner concrete check block, a lower inclined face is arranged on the front side of each inner concrete check block, an upper inclined face is arranged on the rear side of each inner concrete sliding block, and the upper inclined face of each inner concrete sliding block abuts against the lower inclined face of the adjacent inner concrete check block on the rear side. A connecting beam is fixed to the multiple inner concrete check blocks together, a first screw is embedded in each inner concrete sliding block, long through holes corresponding to all the first screws one to one are formed in the connecting beam in a penetrating mode, and the upper section of each first screw extends out of the top face of the corresponding inner concrete sliding block and penetrates through the corresponding long through hole in the connecting beam. A limiting nut used for clamping an upper opening of the long through hole is screwed on the rod section, extending out of the long through hole, of each first screw rod. The concrete anti-collision guardrail is good in buffering and energy dissipation effect on a vehicle during scraping and collision, and damage to the vehicle and threat to people in the vehicle can be effectively reduced.

Description

Technical Field

[0001] The invention relates to the technical field of traffic safety protection engineering, in particular to a concrete anti-collision guardrail. Background Art

[0002] To ensure driving safety, concrete anti-collision guardrails are installed on both sides of roads of ordinary bridges, viaducts, highways and other facilities to provide blocking protection for vehicles. However, the guardrails of the above concrete wall structure are mostly rigid structures with high strength and rigidity. They will not deform during the collision and cannot provide flexible buffering for vehicles. The kinetic energy of the collision is mainly consumed or transferred by the plastic deformation of the vehicle itself, the friction between the vehicle and the guardrail and the ground, or the car climbing up the slope of the guardrail, which objectively has the problem of poor buffering energy consumption effect. Moreover, during the collision, the concrete guardrail rigidly blocks the vehicle, which poses a great threat to the damage to the vehicle and the people inside the vehicle. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a concrete anti-collision guardrail which has a good buffering energy dissipation effect on vehicles during scraping and collision and can effectively reduce damage to the vehicles and threats to people in the vehicles.

[0004] The technical solution of the present invention is to provide a concrete anti-collision guardrail, which includes a fixed outer concrete retaining wall extending along the length of the road, and the inner surface of the outer concrete retaining wall is provided with a plurality of fixed inner concrete blocks; an inner concrete sliding block is provided on the front side of each inner concrete stop block, a lower inclined surface is provided on the front side of each inner concrete stop block, and an upper inclined surface is provided on the rear side of each inner concrete sliding block, and the upper inclined surface of each inner concrete sliding block abuts against the lower inclined surface of the inner concrete stop block adjacent to the rear side; a plurality of inner concrete stop blocks are commonly fixed with a connecting beam, each inner concrete sliding block is pre-embedded with a first screw rod, and the connecting beam is penetrated with long through holes corresponding to all the first screw rods one by one, and the upper section of each first screw rod extends out of the top surface of the inner concrete sliding block and passes through the corresponding long through hole on the connecting beam, and the rod section of each first screw rod extending out of the long through hole is screwed with a limiting nut for clamping the upper opening of the long through hole.

[0005] Compared with the prior art, the concrete anti-collision guardrail adopting the above structure has the following advantages.

[0006] When a vehicle loses control and hits the guardrail, the vehicle drives the first inner concrete slider forward under the action of friction, and the inner concrete slider is blocked by the adjacent inner concrete stopper on the front side and lifted along the inclined surface, thereby converting the kinetic energy of the vehicle body into the gravitational potential energy of the inner concrete slider, so as to play a role in shock absorption and energy damping; moreover, after the vehicle passes the range of the first inner concrete slider, it will continue to scrape and lift the subsequent second, third, and other inner concrete sliders, thereby forming step-by-step buffering and damping for the vehicle until the vehicle stops; since step-by-step buffering is provided for the vehicle body and the dead weight of the inner concrete slider lifted at each level is very large, the guardrail has a high energy conversion rate and a good buffering energy consumption effect, and can eliminate most of the kinetic energy of the vehicle along the length of the road, thereby realizing step-by-step flexible buffering of the vehicle and effectively reducing The plastic deformation and damage of vehicles are reduced, and the safety of vehicles and personnel is protected to a greater extent; furthermore, the design of the first screw rod passing through the long through hole of the connecting beam and being locked by the limiting nut realizes the connection between the inner concrete slider and the inner concrete stopper, so that the entire guardrail forms a whole, avoiding the non-fixed parts from being accidentally moved and displaced, and solving the installation and anti-theft problems of sliding parts; and because the first screw rod is fitted in the long through hole, and the long through hole and the displacement direction of the inner concrete slider are consistent, in this way, when a collision occurs and the inner concrete slider is lifted, the first screw rod will move along the long through hole, and the collision interference of the first screw rod on the connecting beam is small. Therefore, in a collision of normal intensity, the degree of damage and deformation of the connecting beam is small, and it is highly likely to be preserved. In this way, the frequency of replacement of the connecting beam after a collision is reduced, saving maintenance costs.

[0007] Preferably, each inner concrete stopper is pre-embedded with a second screw, and the connecting beam is penetrated with round holes corresponding to all the second screws one by one. The upper section of each second screw extends out of the top surface of the inner concrete stopper and passes through the corresponding round hole, and the rod section of the second screw higher than the connecting beam is screwed with an upper fastening nut for clamping the upper opening of the round hole, and the rod section of the second screw lower than the connecting beam is screwed with a lower fastening nut for clamping the lower opening of the round hole; such a connecting structure is quick and convenient to assemble and disassemble, which is conducive to the replacement of the connecting beam after it is damaged, and has a good connection effect, ensuring that the connecting beam and the inner concrete stopper are firm and reliable.

[0008] As a gain, each first screw rod is fitted with a buffer compression spring, the upper end of the buffer compression spring is against the connecting beam, and the lower end of the buffer compression spring is against the corresponding inner concrete sliding block; firstly, the buffer compression spring is just fitted on the existing first screw rod, utilizing the existing structure, and is easy to install; moreover, it increases the resistance of the corresponding inner concrete sliding block when climbing, and the compression spring converts part of the kinetic energy into elastic potential energy, further improving the energy conversion rate and effectively enhancing the buffering energy dissipation damping effect.

[0009] As a further gain, the inner surface of each inner concrete slider is provided with a plurality of pits, and each pit is cast with an ECC concrete bulge that bulges out from the inner surface; in this way, the convexity and concavity of the inner surface of the inner concrete slider is increased, the friction of the inner surface is increased, and there is a certain probability that the side of the vehicle will be deformed and clamped between adjacent ECC bulges after the collision, so that the vehicle can climb up the slope together with the inner concrete slider, and the kinetic energy of the vehicle is converted into the gravitational potential energy of the inner concrete slider and the gravitational potential energy of the vehicle itself, thereby obtaining a greater energy conversion rate and further enhancing the buffering energy dissipation damping effect.

[0010] As a further improvement, the connecting beam is formed by connecting multiple beam sections end to end in sequence, each beam section is a hollow square steel with a square plug welded at the front end of the hollow square steel and a square socket at the rear end, the square plug at the front end of each beam section is inserted into the square socket at the rear end of the previous beam section; in this way, in the event of a violent collision that causes the beam body to be greatly deformed and scrapped, only the beam section near the impact point needs to be replaced without scrapping the connecting beam as a whole, thus reducing maintenance and operating costs; moreover, the front and rear plug-in structure makes the disassembly and replacement process of the beam sections convenient to operate.

[0011] As a further improvement, a strain gauge is provided between the upper end of each buffer compression spring and the connecting beam, a warning light is provided at a certain distance between the connecting beam, and a single-chip computer is provided in each distance segment of the connecting beam. The single-chip computer is connected to all the warning lights and strain gauges in the corresponding distance segment of the connecting beam via a signal line, and the above-mentioned signal line is accommodated in the hollow cavity of the connecting beam; in this way, when a vehicle collides with and lifts a certain inner concrete slider, the strain gauge corresponding to the inner concrete slider will inevitably be compressed, and the strain gauge will feed back the compression situation to the single-chip computer responsible for the distance segment, and the single-chip computer will control the front twenty and rear twenty warning lights of the lifted inner concrete slider near the impact point to flash, reminding later vehicles that an accident has occurred ahead and to pay attention to avoid it. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural schematic diagram of the concrete anti-collision guardrail of the present invention.

[0013] Figure 2 yes Figure 1 Schematic diagram of the enlarged structure of area A in the middle.

[0014] Figure 3 yes Figure 1 Schematic diagram of the enlarged structure of area B in the middle.

[0015] Figure 4 It is an enlarged structural schematic diagram of a certain inner concrete sliding block of the concrete anti-collision guardrail of the present invention after being split.

[0016] Figure 5 Figure 4 Schematic diagram of the structure after deflection at a certain angle.

[0017] As shown in the figure, 1. outer concrete retaining wall, 2. inner concrete stopper, 3. inner concrete slider, 4. connecting beam, 5. second screw, 6. upper fastening nut, 7. lower fastening nut, 8. first screw, 9. long through hole, 10. limit nut, 11. buffer compression spring, 12. square plug, 13. ecc concrete bump, 14. road. DETAILED DESCRIPTION

[0018] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0019] like Figure 1 to Figure 5 As shown, the concrete anti-collision guardrail of the present invention comprises a fixed outer concrete retaining wall 1 extending along the length of a road 14 of a bridge, highway or other facility, wherein a plurality of inwardly convex fixed inner concrete blocks 2 are arranged on the inner surface of the outer concrete retaining wall 1, and the outer concrete retaining wall 1 and all the inner concrete blocks 2 are integrally cast and formed, and the outer concrete retaining wall 1 and the inner concrete blocks 2 are fixed to the foundation of the road 14. The spacing of all the inner concrete blocks 2 is the same.

[0020] An inner concrete slider 3 is provided on the front side of each inner concrete stopper 2, a lower inclined surface is provided on the front side of each inner concrete stopper 2, an upper inclined surface is provided on the rear side of each inner concrete slider 3, and the upper inclined surface of each inner concrete slider 3 abuts against the lower inclined surface of the inner concrete stopper 2 adjacent to the rear side.

[0021] Each inner concrete slider 3 and the inner concrete stopper 2 behind it constitute a damping unit. In this embodiment, the width of each damping unit is set to 3 meters. The inner concrete stopper 2 is 1.1 meters wide at the top and 1.9 meters wide at the bottom, and the inner concrete slider 3 is 1.9 meters wide at the top and 1.1 meters wide at the bottom.

[0022] All the inner concrete blocks 2 are fixed with a connecting beam 4. Specifically, each inner concrete block 2 is pre-buried with a second screw 5, and the connecting beam 4 is penetrated with round holes corresponding to all the second screws 5. The upper section of each second screw 5 extends out of the top surface of the inner concrete block 2 and passes through the corresponding round hole, and the rod section of the second screw 5 higher than the connecting beam 4 is screwed with an upper fastening nut 6 for clamping the upper opening of the round hole, and the rod section of the second screw 5 lower than the connecting beam 4 is screwed with a lower fastening nut 7 for clamping the lower opening of the round hole.

[0023] Each inner concrete slider 3 is pre-embedded with a first screw rod 8. In this embodiment, each inner concrete slider 3 is pre-embedded with two first screw rods 8. The connecting beam 4 is penetrated with long through holes 9 corresponding to all the first screw rods 8. The upper section of each first screw rod 8 extends out of the top surface of the inner concrete slider 3 and passes through the corresponding long through hole 9 on the connecting beam 4, and the rod section of each first screw rod 8 extending out of the long through hole 9 is screwed with a limit nut 10 for clamping the upper opening of the long through hole 9. The long through hole 9, as the name implies, refers to the through hole extending along the length of the beam body. Each first screw rod 8 is sleeved with a buffer compression spring 11, the upper end of which is against the bottom surface of the connecting beam 4, and the lower end of the buffer compression spring 11 is against the top surface of the corresponding inner concrete slider 3. Of course, the number of first screw rods 8 and buffer compression springs 11 can be increased as needed to achieve a better buffering effect.

[0024] The connecting beam 4 is formed by connecting a plurality of beam sections end to end in sequence, each beam section is a hollow square steel, a square plug 12 is welded at the front end of the hollow square steel and a square socket is formed at the rear end of the hollow square steel, and the square plug 12 at the front end of each beam section is inserted into the square socket at the rear end of the previous beam section. In this embodiment, each beam section is 12 meters long.

[0025] The inner surface of each inner concrete slider 3 is provided with a plurality of pits, and an ECC concrete protrusion 13 protruding from the inner surface is poured into each pit.

[0026] A strain gauge is provided between the upper end of each buffer compression spring 11 and the connecting beam 4, and an alarm light is provided at a certain distance, such as 6 meters, and a single chip is provided at each distance section, such as 100 meters, of the connecting beam 4. The single chip is connected to all the alarm lights and strain gauges in the corresponding distance section of the connecting beam 4 via a signal line, and the signal line is accommodated in the hollow chamber of the connecting beam 4. The single chip is placed in a waterproof box body, and the waterproof box body is located in a pit on the side of a certain inner concrete stopper 2 in the distance section.

Claims

1. A concrete anti-collision guardrail, characterized in that: It includes a fixed outer concrete retaining wall extending along the length of the road, wherein the inner surface of the outer concrete retaining wall is provided with a plurality of fixed inner concrete blocks; an inner concrete sliding block is provided on the front side of each inner concrete stop block, a lower inclined surface is provided on the front side of each inner concrete stop block, an upper inclined surface is provided on the rear side of each inner concrete sliding block, and the upper inclined surface of each inner concrete sliding block abuts against the lower inclined surface of the inner concrete stop block adjacent to the rear side; a connecting beam is fixed to the plurality of inner concrete stop blocks together, each inner concrete sliding block is pre-embedded with a first screw rod, the connecting beam is penetrated with long through holes corresponding to all the first screw rods one by one, the upper section of each first screw rod extends out of the top surface of the inner concrete sliding block and passes through the corresponding long through hole on the connecting beam, and a limiting nut for clamping the upper opening of the long through hole is screwed on the rod section of each first screw rod extending out of the long through hole.

2. The concrete anti-collision guardrail according to claim 1 is characterized in that: Each inner concrete stopper is pre-embedded with a second screw rod, and the connecting beam is penetrated with round through holes corresponding to all the second screw rods one by one. The upper section of each second screw rod extends out of the top surface of the inner concrete stopper and passes through the corresponding round through hole. The rod section of the second screw rod higher than the connecting beam is screwed with an upper fastening nut for clamping the upper opening of the round through hole, and the rod section of the second screw rod lower than the connecting beam is screwed with a lower fastening nut for clamping the lower opening of the round through hole.

3. The concrete anti-collision guardrail according to claim 1 is characterized in that: Each first screw rod is sleeved with a buffer compression spring, the upper end of the buffer compression spring abuts against the connecting beam, and the lower end of the buffer compression spring abuts against the corresponding inner concrete sliding block.

4. The concrete anti-collision guardrail according to claim 1, characterized in that: The inner surface of each inner concrete sliding block is provided with a plurality of pits, and an ECC concrete convex block protruding from the inner surface is poured in each pit.

5. The concrete anti-collision guardrail according to claim 3, characterized in that: The connecting beam is formed by connecting multiple beam sections end to end in sequence. Each beam section is a hollow square steel with a square plug welded at the front end and a square socket at the rear end. The square plug at the front end of each beam section is inserted into the square socket at the rear end of the previous beam section.

6. The concrete anti-collision guardrail according to claim 5, characterized in that: A strain gauge is provided between the upper end of each buffer compression spring and the connecting beam, an alarm light is provided at a certain interval on the connecting beam, and a single-chip computer is provided in each distance segment of the connecting beam. The single-chip computer is connected to all the alarm lights and strain gauges within the corresponding distance segment of the connecting beam via a signal line, and the above-mentioned signal line is accommodated in the hollow cavity of the connecting beam.

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