Anti-collision reinforcing guardrail for bridge and tunnel engineering and construction method of anti-collision reinforcing guardrail

Abstract

The invention relates to the technical field of guardrail structures, and provides an anti-collision reinforcing guardrail for bridge tunnel engineering, which comprises a concrete buttress, and a plurality of guardrail units are supported on the concrete buttress; each guardrail unit comprises a stand column, the bottom end of each stand column is connected to the top of the corresponding concrete buttress through an embedded part, and every two adjacent stand columns are connected through a connecting assembly. Each stand column is vertically provided with two cross beams in a penetrating mode, the two cross beams are distributed up and down along the stand columns, and the close ends of the cross beams of the adjacent stand columns are connected through connecting pieces; a plurality of anti-collision protection cylinders are arranged between the two cross beams of the stand column, and the two ends of each anti-collision protection cylinder are rotationally connected between the upper cross beam and the lower cross beam of the stand column correspondingly. The anti-collision protection cylinders protrude out of the two opposite sides of the cross beam. The automobile anti-collision device has the effect of buffering the impact force generated during automobile collision while intercepting the automobile.

Description

Technical Field

[0001] The present application relates to the technical field of guardrail structures, and in particular to an anti-collision reinforcement guardrail for bridge and tunnel engineering and a construction method thereof. Background Art

[0002] During the construction of bridges, tunnels, etc., guardrail structures are usually installed on both sides of the road to ensure vehicle safety. This is to prevent subsequent vehicles from accidentally running out of the road and reduce vehicle collision damage.

[0003] Existing bridge guardrails are typically designed with high-strength structures (such as thick steel and concrete) to protect against vehicle impacts. While these guardrails can effectively intercept vehicles during collisions, they are unable to effectively disperse the impact force generated by the vehicle during contact, which can easily cause the vehicle to deform or lose control. Therefore, there is room for improvement. Summary of the Invention

[0004] In order to effectively intercept vehicles and cushion the impact force generated by vehicle collisions, the present application provides an anti-collision reinforcement guardrail for bridge and tunnel engineering and a construction method thereof.

[0005] This application provides an anti-collision reinforcement guardrail for bridge and tunnel engineering and a construction method thereof, which adopts the following technical solutions: A collision-proof reinforcement guardrail for bridge and tunnel engineering, comprising a concrete pier, on which a plurality of guardrail units are supported; the guardrail units comprise columns, the bottom ends of the columns being connected to the tops of the concrete piers via embedded parts, and the two adjacent columns being connected via connecting components; the columns are vertically penetrated by two cross beams, which are distributed up and down along the columns, and the adjacent ends of the cross beams of adjacent columns are connected via connecting parts; a plurality of collision-proof casings are arranged between the two cross beams of the columns, and the two ends of the collision-proof casings are rotatably connected between the two cross beams above and below the columns; the collision-proof casings are arranged on opposite sides of the protruding cross beams.

[0006] By adopting the above technical solution, when a vehicle strikes the guardrail structure, the anti-collision shield on the guardrail can rotate around the corresponding support rod, effectively dissipating the impact force generated by the vehicle collision and preventing the vehicle from being severely deformed or losing control due to the concentrated impact force. At the same time, the rotating shield can guide the vehicle to change its direction of travel and limit the vehicle from further impacting the guardrail structure. The use of embedded parts to fix the columns to the concrete piers helps to ensure the columns are firmly installed on the concrete piers, thereby further improving the overall structural stability of the guardrail structure. The use of connecting components to connect adjacent columns helps to improve the connection integrity between adjacent columns.

[0007] Preferably, a steel bar structure is embedded in the concrete pier, and the embedded part includes a fixing plate, which is welded and fixed to the steel bar structure. The fixing plate is vertically welded with a plurality of screws corresponding to the columns, and the top ends of the screws extend out of the top of the concrete pier; The bottom of the column is vertically connected to a support, the support is provided with a connecting through hole corresponding to the screw, the screw is passed through the corresponding connecting through hole, the top end of the screw is threadedly connected to a fixing nut, and the fixing nut is tightly arranged against the support.

[0008] By adopting the above technical solution, a stable connection between the column and the concrete pier is achieved. At the same time, by welding the fixed plate to the internal steel structure of the concrete pier, the impact load received by the subsequent columns can be promptly transmitted and dispersed to the interior of the concrete pier, limiting the impact load from directly acting on the connection between the column and the embedded parts, which would cause deformation and failure of the column and the embedded parts.

[0009] Preferably, a support rod is rotatably provided in the middle of the anti-collision shield, and both ends of the support rod are respectively provided through the cross beams at the upper and lower positions of the column.

[0010] By adopting the above technical solution, when installing the anti-collision shield, the anti-collision shield is moved between the upper and lower beams of the column, and the support rod is inserted into the upper and lower beams, so that the installation of the anti-collision shield can be completed, and the anti-collision shield can be stably installed while being easy to disassemble and assemble.

[0011] Preferably, the support extends to below the crossbeam at the lower part of the column, and the support is provided with a limiting sleeve corresponding to the support rod, and the bottom end of the support rod is inserted into the corresponding limiting sleeve.

[0012] By adopting the above technical solution, when installing the anti-collision guard, the bottom end of the support rod is inserted into the limiting sleeve on the support, and the supporting rod is limited by the limiting sleeve. When the guardrail structure is subsequently impacted by a vehicle, the limiting sleeve is used to disperse the impact load transmitted by the supporting rod, which is beneficial to limit the impact load on the supporting rod and concentrate it on the supporting rod and the two cross beams, thereby reducing the deformation or failure of the supporting rod and the cross beam due to concentrated force, and facilitating the protection of the rotation function of the anti-collision guard.

[0013] Preferably, the connecting assembly includes a plurality of connecting cables arranged between adjacent columns, two ends of the connecting cables are respectively connected to adjacent sides of adjacent columns, and the connecting cables and the anti-collision shields are staggered.

[0014] By adopting the above technical solution, by connecting connecting cables between adjacent columns and using the connecting cables to connect and limit the adjacent columns, it is beneficial to improve the overall structural stability of the columns, and at the same time use the connecting cables to form a flexible constraint structure; when a vehicle impacts the guardrail, the elastic deformation of the connecting cables can absorb the impact energy of the vehicle and disperse the impact load, so as to better intercept and limit the vehicle.

[0015] Preferably, the support rod is provided with a through-hole corresponding to the connecting cable, and the connecting cable is passed through the through-hole and arranged on the support rod.

[0016] By adopting the above technical solution, the cable connecting the two adjacent columns is passed through the support rod, and the connecting cable is used to assist in connecting and limiting the support rod. When the guardrail structure is impacted by a vehicle, the connecting cable can assist in dispersing the impact force, limiting the load from concentrating on the support rod, causing the support rod to deform and fail, and affecting the rotation of the flip casing.

[0017] Preferably, the connecting member includes a connecting sleeve, both ends of which are respectively sleeved on the adjacent ends of the columns relative to the crossbeam, and the connecting sleeve is fixed to the end of the crossbeam by bolts and nuts.

[0018] By adopting the above technical solution, the connecting sleeves are used to connect and limit the relative crossbeams, which is beneficial to improving the connection integrity of adjacent guardrail units and facilitating the guardrail structure to better resist vehicle impact.

[0019] A construction method for the above-mentioned anti-collision reinforcement guardrail for bridge and tunnel engineering comprises the following steps: S1: Concrete pier pouring construction: pour concrete piers and embed embedded parts for connecting column supports; S2: Guardrail unit is installed in place: the column is fixed to the top of the concrete pier through the embedded parts; S3: Beam connection: Connect and fix the beams at the adjacent ends of adjacent columns through connectors; S4: Anti-collision casing installation: Install the anti-collision casing between the upper and lower beams of the column, and rotate the two ends of the anti-collision casing to connect to the two beams S5: Column connection: Connect and limit adjacent columns through connecting components.

[0020] By adopting the above technical solution, the columns are fixed to the bottom of the concrete support through embedded parts, and the adjacent columns are limited and fixed through connecting components. At the same time, the adjacent beams are further connected and limited by connecting parts, which is conducive to ensuring the overall structural strength of the guardrail structure. By installing a rotatable anti-collision shield between the upper and lower beams, when subsequent vehicles collide, the anti-collision shield can be rotated to absorb and disperse the impact force of the vehicle.

[0021] In summary, this application includes at least one of the following beneficial technical effects: 1. When a vehicle hits the guardrail structure, the anti-collision shield set between the upper and lower crossbeams rotates to disperse and consume the impact force generated by the vehicle collision, avoiding serious deformation or loss of control of the vehicle due to concentrated impact force. At the same time, the rotating anti-collision shield can guide the vehicle, change the direction of the vehicle's travel, and limit the vehicle from further impacting the guardrail structure.

[0022] 2. By setting a limiting sleeve on the support and inserting the bottom end of the support rod into the corresponding limiting sleeve, the supporting rod is limited by the limiting sleeve to limit the impact force generated by subsequent vehicle collisions to directly act on the supporting rod and the two cross beams, thereby reducing the deformation of the supporting rod and the cross beam under stress and affecting the rotation of the anti-collision guard.

[0023] 3. By connecting a number of connecting cables between adjacent columns and passing the connecting cables through the support rods, on the one hand, the connecting cables are used to connect and limit the adjacent columns, and on the other hand, the connecting cables are used to form a flexible cooperative structure. When subsequent vehicles collide, the elastic deformation of the connecting cables can be used to buffer and absorb the impact force. At the same time, the connecting cables are used to assist in absorbing the impact load acting on the support rods, thereby limiting the deformation and failure of the support rods. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a structural diagram used to illustrate the anti-collision reinforcement guardrail in an embodiment of the present application.

[0025] Figure 2 It is a structural diagram used to illustrate the guardrail unit in an embodiment of the present application.

[0026] Figure 3 yes Figure 1 Enlarged schematic diagram of part A in the middle.

[0027] Description of reference numerals: 1. Concrete pier; 11. Steel structure; 12. Fixing plate; 13. Screw; 2. Column; 20. Support; 201. Limit sleeve; 21. Beam; 3. Anti-collision casing; 31. Support rod; 311. Perforation; 4. Connecting cable; 22. Connecting sleeve. DETAILED DESCRIPTION

[0028] The following is combined with Figure 1-3 This application is described in further detail.

[0029] The embodiments of the present application disclose an anti-collision reinforcement guardrail for bridge and tunnel engineering and a construction method thereof.

[0030] A kind of anti-collision reinforcement guardrail for bridge and tunnel engineering, Figure 1 and Figure 2, including a concrete pier 1, on which a number of column 2 units are supported, and the column 2 units include columns 2, the bottom ends of which are fixed to the concrete pier 1 through embedded parts. Adjacent columns 2 are connected by connecting components, and two vertically distributed crossbeams 21 are passed through the columns 2. The adjacent ends of the crossbeams 21 of adjacent columns 2 are connected by connecting parts. A number of anti-collision casings 3 are arranged between the two crossbeams 21 of the columns 2, and the two ends of the anti-collision casing 3 are respectively rotatably connected between the upper and lower crossbeams 21 of the columns 2. The outer periphery of the anti-collision casing 3 protrudes from the crossbeams 21 and is arranged on both sides. When a vehicle collides with the guardrail structure, the protective casing can be rotated to disperse the impact force and reduce vehicle deformation and loss of control.

[0031] Reference Figure 1 and Figure 2 A steel reinforcement structure 11 is embedded within the concrete pier 1, effectively enhancing the overall structural strength of the concrete pier 1. The embedded components include a fixing plate 12 and screws 13. Several screws 13 are vertically connected to the fixing plate 12, with the tops of the screws 13 extending from the top of the concrete pier 1. The fixing plate 12 is welded to the steel reinforcement 11 within the concrete pier 1, allowing subsequent external loads acting on the embedded components to be promptly distributed to the steel reinforcement 11.

[0032] Reference Figure 1 and Figure 2 The bottom of the column 2 is vertically welded with a support 20 corresponding to the embedded part. The support 20 is provided with a plurality of connecting holes corresponding to the screw 13. The size of the connecting holes is adapted to the screw 13. The screw 13 is passed through the corresponding connecting holes of the support 20. The top of the screw 13 is threadedly connected with a fixing nut. The fixing nut is tightly set against the upper surface of the support 20 to firmly fix the column 2 on the concrete pier 1.

[0033] Reference Figure 1 and Figure 3 The connection assembly includes two connecting cables 4 arranged between adjacent columns 2. The connecting cables 4 are specifically made of steel wire ropes. Connecting rings are welded to the corresponding connecting cables 4 on the opposite side of the adjacent columns 2. Both ends of the connecting cables 4 are fixedly connected to the corresponding connecting rings of the adjacent columns 2 through rope clamps. The connecting cables 4 are staggered with the anti-collision casing 3 to avoid interference with the anti-collision casing 3. Using the connecting cables 4 to connect and limit the adjacent columns 2 is conducive to improving the connection integrity of the two adjacent columns 2. At the same time, a flexible constraint structure can be formed between the two adjacent columns 2. When a subsequent vehicle impacts the guardrail structure, the connecting cables 4 can absorb and buffer the impact force of the vehicle through elastic deformation and intercept and limit the vehicle to prevent excessive loss of control and deformation.

[0034] Reference Figure 1 and Figure 3Two crossbeams 21 are perpendicularly inserted through the columns 2 and welded to the columns 2 to enhance the integrity of the connection between the two. The connector includes a connecting sleeve 22, the ends of which are respectively sleeved onto the ends of the adjacent columns 2 that are adjacent to the crossbeam 21. The ends of the connecting sleeve 22 are fixed to the corresponding ends of the crossbeam 21 via a number of bolts and nuts. A stable connection between the connecting sleeve 22 and the crossbeam 21 is achieved, and the connecting sleeve 22 is used to connect and limit the ends of the crossbeam 21 of adjacent guardrail units, which helps to enhance the integrity of the connection between adjacent guardrail units.

[0035] Reference Figure 2 and Figure 3 The anti-collision shield 3 is cylindrical and made of reinforced plastic. A support rod 31 is rotatably installed in the middle of the anti-collision shield 3. The support rod 31 is made of metal bar. The upper and lower crossbeams 21 are each provided with connecting holes corresponding to the support rod 31. The ends of the support rod 31 are respectively inserted into the connecting holes of the upper and lower crossbeams 21 of the column 2. This ensures that the anti-collision shield 3 is stably mounted between the upper and lower crossbeams 21 and facilitates the disassembly and replacement of the anti-collision shield 3.

[0036] Reference Figure 2 and Figure 3 The outer periphery of the anti-collision shield 3 is wrapped with an annular rubber layer. The inner periphery of the anti-collision shield 3 is hollowed out to form an annular inner cavity. The annular inner cavity is filled with a polyurethane foam cushioning layer, which helps to further improve the overall cushioning capacity of the anti-collision shield 3 and better disperse the impact force. The outer periphery of the annular rubber layer is provided with a reflective strip, which helps the anti-collision shield 3 to alert passing vehicles at night and in foggy weather.

[0037] Reference Figure 2 and Figure 3 , annular PTFE plates are fixed to both ends of the anti-collision casing 3, and the annular PTFE plates are used to reduce the friction between the anti-collision casing 3 and the beam 21, which is conducive to the smoother rotation of the anti-collision casing 3.

[0038] Reference Figure 2 and Figure 3 The support 20 extends to the bottom of the lower crossbeam 21 of the column 2. The support 20 and the corresponding support rod 31 are welded with a limiting sleeve 201. The bottom end of the support rod 31 is inserted into the corresponding limiting sleeve 201. The limiting sleeve 201 is used to support and limit the support rod 31. At the same time, it can disperse the subsequent external load acting on the support rod 31, and limit the external load from concentrating on the support rod 31 and the crossbeam 21, causing the support rod 31 and the crossbeam 21 to deform, affecting the normal rotation of the anti-collision casing 3.

[0039] Reference Figure 2 and Figure 3The top and bottom ends of the support rod 31 are respectively provided with through holes 311 corresponding to the connecting cables 4. The two connecting cables 4 are respectively passed through the through holes 311 of the support rod 31 between the two columns 2. The connecting cables 4 are used to connect and limit the support rod 31. When the guardrail structure is impacted by a vehicle, the impact force on the support rod 31 can be dispersed and buffered through the connecting cables 4, limiting the external load from concentrating on the support rod 31, causing the support rod 31 to deform and fail.

[0040] A construction method for anti-collision reinforcement guardrail for bridge and tunnel engineering, referring to Figure 1 and Figure 3 , including the following steps: S1: Concrete pier 1 pouring construction: The specific steps are as follows: S1.1: Tie-up of steel reinforcement structure 11; S1.2: Embedded parts fixing: Weld the embedded parts fixing plate 12 to the top of the steel structure 11; S1.3: Install concrete buttress 1 formwork; S1.4: Pour concrete to form concrete buttress 1.

[0041] S2: Guardrail unit installed in place: S2.1: Install the connecting sleeve 22: Insert the connecting sleeve 22 into one end of the crossbeam 21 of the column 2; S2.2: After concrete pier 1 reaches a fixed strength, position support 20 at the bottom of column 2 over screw 13 on concrete pier 1. Pass screw 13 through the connecting hole in support 20. Screw the fixing nut to the top of screw 13 and tighten it against the top surface of support 20 to secure column 2 firmly to concrete pier 1. During installation, use a level or other tool to measure and adjust the position of column 2 to ensure verticality.

[0042] S3: Connecting the crossbeam 21: Move the connecting sleeve 22 at the end of the crossbeam 21 so that both ends of the connecting sleeve 22 are respectively connected to the adjacent ends of the crossbeam 21, and use bolts and nuts to fix the connecting sleeve 22 to the end of the crossbeam 21 to ensure a firm connection.

[0043] S4: Installation of anti-collision casing 3: The specific steps are as follows: S4.1: Move the anti-collision shield 3 between the upper and lower crossbeams 21, and make the ends of the anti-collision shield 3 face the corresponding through holes 311 on the upper and lower crossbeams 21; S4.2: Insert the support rod 31 through the through-holes 311 on the two cross beams 21 and the anti-collision shield 3 between the two cross beams 21, and insert the bottom end of the support rod 31 into the corresponding limiting sleeve 201 on the support 20. During the installation process, check and adjust the position of the anti-collision shield 3 to ensure that the anti-collision shield 3 rotates flexibly and without jamming. S4.3: Repeat steps S4.1 to S4.2 until the installation of the remaining anti-collision casings 3 is completed; S5: Connecting the columns 2: Pass the connecting cable 4 through the corresponding through-holes on the support rod 31, and fix the two ends of the connecting cable 4 to the corresponding connecting rings of the two adjacent columns 2 through rope clamps.

[0044] The embodiment of the present application installs a rotatable anti-collision shield 3 between the upper and lower cross beams 21 of the column 2. When a vehicle hits the guardrail structure, the anti-collision shield 3 arranged between the upper and lower cross beams 21 is rotated to disperse and consume the impact force generated by the vehicle collision, thereby preventing the vehicle from being severely deformed or out of control due to the concentrated impact force. At the same time, the rotating anti-collision shield 3 can guide the vehicle, change the vehicle's driving direction, and limit the vehicle from further impacting the guardrail structure.

[0045] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. An anti-collision reinforcement guardrail for bridge and tunnel engineering, characterized by: The invention comprises a concrete pier (1), on which a plurality of guardrail units are supported; the guardrail units comprise columns (2), the bottom ends of the columns (2) are connected to the top of the concrete pier (1) through embedded parts, and two adjacent columns (2) are connected through connecting components; the columns (2) are vertically penetrated by two cross beams (21), the two cross beams (21) are distributed and arranged up and down along the columns (2), and the adjacent ends of the cross beams (21) of the columns (2) are connected through connecting parts; a plurality of anti-collision protective tubes (3) are arranged between the two cross beams (21) of the columns (2), and the two ends of the anti-collision protective tubes (3) are respectively rotatably connected between the two cross beams (21) at the upper and lower ends of the columns (2); the anti-collision protective tubes (3) are arranged on opposite sides of the cross beams (21) protruding from the columns (21).

2. The anti-collision reinforcement guardrail for bridge and tunnel engineering according to claim 1 is characterized by: A steel bar structure (11) is embedded in the concrete pier (1), and the embedded part includes a fixing plate (12). The fixing plate (12) is welded and fixed to the steel bar structure (11). The fixing plate (12) is vertically welded with a plurality of screw rods (13) corresponding to the columns (2), and the top ends of the screw rods (13) extend out of the top of the concrete pier (1); The bottom of the column (2) is vertically connected to a support (20), and the support (20) is provided with a connecting through hole corresponding to the screw (13). The screw (13) is passed through the corresponding connecting through hole, and the top of the screw (13) is threadedly connected to a fixing nut, and the fixing nut is tightly arranged against the support (20).

3. The anti-collision reinforcement guardrail for bridge and tunnel engineering according to claim 2 is characterized in that: A support rod (31) is rotatably provided in the middle of the anti-collision shield (3), and both ends of the support rod (31) are respectively provided through the cross beams (21) at the upper and lower positions of the column (2).

4. The anti-collision reinforcement guardrail for bridge and tunnel engineering according to claim 3 is characterized by: The support (20) extends to below the crossbeam (21) at the lower part of the column (2); the support (20) is provided with a limiting sleeve (201) corresponding to the support rod (31); and the bottom end of the support rod (31) is inserted into the corresponding limiting sleeve (201).

5. The anti-collision reinforcement guardrail for bridge and tunnel engineering according to claim 3 is characterized in that: The connecting assembly comprises a plurality of connecting cables (4) arranged between adjacent columns (2), the two ends of the connecting cables (4) being respectively connected to adjacent sides of the adjacent columns (2), and the connecting cables (4) and the anti-collision casing (3) being staggered.

6. The anti-collision reinforcement guardrail for bridge and tunnel engineering according to claim 5, characterized in that: The support rod (31) is provided with a through hole (311) corresponding to the connecting cable (4), and the connecting cable (4) is passed through the through hole (311) and arranged on the support rod (31).

7. The anti-collision reinforcement guardrail for bridge and tunnel engineering according to claim 1 is characterized in that: The connecting member comprises a connecting sleeve (22), both ends of which are respectively sleeved on the adjacent ends of the upright columns (2) relative to the crossbeam (21), and the connecting sleeve (22) is fixed to the end of the crossbeam (21) by bolts and nuts.

8. A construction method for an anti-collision reinforcement guardrail for bridge and tunnel engineering according to any one of claims 1 to 7, characterized in that: The following steps are involved: S1: Concrete pier (1) pouring construction: pouring concrete pier (1) and pre-embedding the embedded parts for connecting the column (2) and the support (20); S2: Guardrail unit is installed in place: the column (2) is fixed to the top of the concrete pier (1) through the embedded parts; S3: connecting the crossbeam (21): connecting and fixing the crossbeam (21) at the adjacent ends of the adjacent columns (2) through a connecting piece; S4: Installation of anti-collision protection tube (3): Install the anti-collision protection tube (3) between the upper and lower beams (21) of the column (2), and make the two ends of the anti-collision protection tube (3) rotate and connect to the two beams (21) S5: Column (2) connection: adjacent columns (2) are connected and limited by connecting components.

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