SA-level combined bridge anti-collision guardrail structure and monitoring system thereof

Abstract

The invention relates to the technical field of traffic safety facilities, in particular to an SA-level combined bridge anti-collision guardrail structure and a monitoring system thereof. The stand columns are connected with the side faces, away from the lane, of the concrete stone piers. The guardrails are connected with the stand columns in the lane direction; the barrier block is connected between the guardrail and the stand column, is n-shaped and comprises a connecting plate connected with the stand column, a fixing plate connected with the guardrail and a supporting plate connected between the connecting plate and the fixing plate; wherein a penetrating through hole is formed in the concrete stone pier in the thickness direction, a connecting hole is formed in the stand column, and the through hole and the connecting hole are fixedly connected through a fixing bolt. The stand columns are connected with the side faces, away from the lane, of the concrete stone piers, the contact area is enlarged, and therefore the supporting capacity and stability of the whole structure are improved, and when the whole guardrail is impacted by vehicles, impact force can be more effectively absorbed and dispersed, and the safety of bridges and the vehicles is protected.

Description

Technical Field

[0001] This invention relates to the field of traffic safety facilities technology, and in particular to an SA-level combined bridge crash barrier structure and its monitoring system. Background Technology

[0002] Modular bridge railings are a modern safety system designed to enhance the safety and stability of bridges. These railings are composed of multiple modular components that work together to provide a robust structure and consistent protective performance. The modular design offers greater installation flexibility and ease of maintenance, allowing them to adapt to the design requirements of different bridges and improve protective effectiveness.

[0003] Because the height of the concrete guardrails currently used in the old specifications does not meet the requirements of the current standards, it is necessary to increase the height of the old guardrails. In existing technology, most methods of increasing guardrail height involve fixing them to the top of the concrete piers on the side of the bridge. This traditional installation method relies on the connection between the guardrail posts and the top of the piers to bear and disperse impact forces. However, in actual use, it has been found that this connection method, due to the small contact area between the posts and the bridge, may not provide sufficient support, especially in the event of a vehicle collision, where its load-bearing capacity and protective effect may be limited.

[0004] Therefore, an improved solution is urgently needed to expand the connection area between the posts and the bridge or optimize the connection position, thereby enhancing the load-bearing capacity of the guardrail and improving its protective effect against impacts. Summary of the Invention

[0005] In view of at least one of the above technical problems, the present invention provides an SA-level combined bridge crash barrier structure and its monitoring system.

[0006] According to a first aspect of the present invention, an SA-grade composite bridge crash barrier structure is provided, comprising: Concrete stone piers; The column is connected to the side of the concrete pier away from the driveway; The guardrail, facing the driveway, is connected to the post. An anti-blocking block is connected between the guardrail and the post. The anti-blocking block is "U"-shaped and includes a connecting plate connected to the post, a fixing plate connected to the guardrail, and a support plate connected between the connecting plate and the fixing plate. The concrete pier has a through hole in the thickness direction, and the column has a connecting hole. The through hole and the connecting hole are fixedly connected by a fixing bolt.

[0007] In some embodiments of the present invention, the guardrail has a "D" shaped cross-section, including an arcuate surface facing the lane direction, a connecting surface disposed with the arcuate surface and connected to the post, and two transition surfaces connecting the arcuate surface and the connecting surface.

[0008] In some embodiments of the present invention, a rectangular plate is further provided between the anti-blocking block and the guardrail, the rectangular plate being welded to the anti-blocking block and facing the guardrail.

[0009] In some embodiments of the present invention, a circular hole is provided on the connecting surface, and an elongated hole with a width smaller than the diameter of the circular hole is connected to the circular hole, and the elongated hole extends in the same direction as the guardrail.

[0010] In some embodiments of the present invention, the rectangular plate and the fixing plate are provided with a "I"-shaped opening at the edge of the guardrail extending in the same direction as the guardrail.

[0011] In some embodiments of the present invention, the elongated hole and the straight opening are in the same position, the guardrail and the anti-blocking block are connected by a connecting bolt, the nut of the connecting bolt passes through the circular hole and enters into the guardrail, and the screw of the connecting bolt slides into the elongated hole and the straight opening for fixing.

[0012] In some embodiments of the present invention, the guardrail extends in multiple directions, and a connecting component is provided between adjacent guardrails, including a sleeve fitted inside the guardrail, a connector that fixes the sleeve to the guardrail, and the connector passing through two transition surfaces and being fixedly connected to the sleeve.

[0013] In some embodiments of the present invention, the connection between the fixing bolt and the concrete near the driveway is further provided with a first pad, and the connection between the fixing bolt and the end of the post away from the driveway is further provided with a second pad.

[0014] In some embodiments of the present invention, a fastening bolt is further provided between the column and the concrete pier, the fastening bolt passing through the second pad and the column and driven into the concrete pier.

[0015] According to a second aspect of the present invention, an SA-level combined bridge crash barrier monitoring system is also provided, comprising: Stress-sensing components installed on the side of the guardrail away from the lane, vibration monitoring components and tilt monitoring components fixed in the posts; A data processing component for collecting and analyzing data from the stress sensing element, vibration monitoring element, and tilt monitoring element; A signal transmission component connected to the data processing component, and an alarm component connected to the signal transmission component; An alarm is triggered if the stress change of the stress sensing element exceeds a preset safety threshold and / or the vibration frequency or vibration amplitude of the vibration monitoring element exceeds a preset range and / or the monitoring angle of the tilt monitoring element exceeds a preset range. The stress sensing element, vibration monitoring element, and tilt monitoring element constitute a set of monitoring components, and multiple monitoring components are evenly distributed along the guardrail line.

[0016] The beneficial effects of this invention are as follows: By connecting the posts and concrete piers on the side away from the lane, the contact area is expanded, thereby improving the overall structural support capacity and stability; the guardrail connects to the posts facing the lane, rather than relying directly on the piers, making the installation position of the guardrail more flexible and adaptable to the structural requirements of different bridges; the anti-blocking block, as a key component connecting the guardrail and the posts, provides better mechanical distribution with its "U"-shaped design, effectively dispersing external impact forces and improving the guardrail's impact resistance. This allows the entire guardrail to more effectively absorb and disperse impact forces when hit by a vehicle, protecting the bridge and vehicle safety and reducing the risk of secondary accidents caused by guardrail failure. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the SA-level combined bridge crash barrier structure in an embodiment of the present invention; Figure 2 This is a schematic diagram of the SA-level combined bridge crash barrier structure from another perspective in an embodiment of the present invention; Figure 3 This is a rear view of the SA-grade combined bridge crash barrier structure in an embodiment of the present invention; Figure 4 This is a schematic diagram of the anti-blocking block in an embodiment of the present invention; Figure 5 This is a schematic diagram of the concrete stone pier in an embodiment of the present invention; Figure 6 This is a schematic diagram of the column structure in an embodiment of the present invention; Figure 7 This is a schematic diagram of the connection component in an embodiment of the present invention.

[0019] Reference numerals: 1. Concrete pier; 11. Through hole; 12. First pad; 13. Second pad; 14. Fastening bolt; 2. Column; 21. Connecting hole; 22. Fixing bolt; 3. Guardrail; 31. Arc-shaped surface; 32. Connecting surface; 32a. Circular hole; 32b. Elongated hole; 33. Transition surface; 34. Connecting component; 34a. Sleeve; 34b. Connector; 4. Anti-blocking block; 41. Connecting plate; 42. Fixing plate; 43. Support plate; 44. Rectangular plate; 44a. "I"-shaped opening; 45. Connecting bolt. Detailed Implementation

[0020] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0021] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly attached to the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] like Figures 1 to 7 The SA-grade composite bridge crash barrier structure shown includes: Concrete pier 1; It should be noted that the concrete pier 1 is a structure connected to the bridge. It can be part of the bridge or it can be pre-installed on the bridge before the installation of the composite guardrail 3.

[0024] The column 2 is connected to the side of the concrete pier 1 away from the lane. The column 2 is installed on the side of the concrete pier 1 away from the lane, which reduces contact with vehicles in the lane and provides a supporting foundation for the column 2 in the event of a vehicle collision with the guardrail 3. It should be noted that the column 2 can be installed on the concrete surface, or a groove can be cut into the surface of the concrete pier 1, with part of the column 2 installed inside the concrete pier 1 and part remaining outside, then connected by connector 34b.

[0025] Guardrail 3, facing the lane direction, is connected to post 2; guardrail 3 is used to absorb the impact force when a vehicle loses control and crashes into the roadside. It should be noted that guardrail 3 can have many structural forms, such as corrugated guardrail 3, mesh guardrail 3, fence-type guardrail 3, or other shapes of guardrail 3.

[0026] The anti-collision block 4, connected between the guardrail 3 and the post 2, is U-shaped. It includes a connecting plate 41 connected to the post 2, a fixing plate 42 connected to the guardrail 3, and a support plate 43 connecting the connecting plate 41 and the fixing plate 42. The connecting plate 41, fixing plate 42, and support plate 43 of the U-shaped anti-collision block 4 are welded together to form the U-shape. This U-shaped anti-collision block 4 effectively absorbs and disperses energy from impacts, improving the impact resistance of the guardrail 3. In long-term use, the structure of the anti-collision block 4 effectively resists fatigue damage, maintains continuous and stable protective performance, and reduces maintenance requirements.

[0027] like Figure 5 , Figure 6 As shown, the concrete pier 1 has a through hole 11 in the thickness direction, and the column 2 has a connecting hole 21. A fixing bolt 22 passes through the through hole and the connecting hole 21 for secure connection. The column 2 and the concrete pier 1 are connected through the through hole to form an integrated fastening system. This method provides strong fixing force, ensuring a stable connection between the column 2 and the pier, and improving the overall load-bearing capacity of the structure.

[0028] like Figure 1 , Figure 2 As shown, during the installation of the structure, firstly, through holes penetrating the thickness of the concrete pier 1 of the bridge are drilled according to the designed position to ensure alignment with the connection holes 21 on the column 2. The column 2 is accurately positioned on the concrete pier 1, so that the connection holes 21 on the column 2 are perfectly aligned with the through holes on the pier. The construction workers then pass the fixing bolts 22 through the connection holes 21 of the column 2 and the through holes 11 of the pier to fix the column 2. The nuts are tightened with a torque wrench to ensure the tightness of the bolts and the stability of the connection. After that, the anti-blocking block 4 is installed, with the connecting plate 41 at one end fixed to the column 2 and the fixing plate 42 at the other end connected to the guardrail 3 to ensure the stability of the "U"-shaped structure. Finally, the guardrail 3 is connected to the column 2 through the fixed anti-blocking block 4, extending along the bridge and connecting segment by segment. The entire process requires precise alignment and connection to ensure the tight connection of each component and the stability of the overall structure. After a comprehensive inspection and strength test to ensure that the installation of the guardrail 3 meets the overall safety and engineering standards, the installation process is completed.

[0029] This invention expands the contact area by connecting the column 2 to the side of the concrete pier 1 away from the driveway, thereby improving the overall structural support and stability. The guardrail 3 connects to the column 2 facing the driveway, rather than relying directly on the pier, making the installation position of the guardrail 3 more flexible and adaptable to the structural requirements of different bridges. The anti-collision block 4, as a key component connecting the guardrail 3 and the column 2, provides better mechanical distribution through its "U"-shaped design, effectively dispersing external impact forces and improving the impact resistance of the guardrail 3. This allows the entire guardrail 3 to more effectively absorb and disperse impact forces when hit by a vehicle, protecting the bridge and vehicle safety and reducing the risk of secondary accidents caused by guardrail 3 failure.

[0030] like Figure 7 As shown, the guardrail 3 has a "D" shaped cross-section, including an arc-shaped surface 31 facing the lane direction, a connecting surface 32 that is disposed with the arc-shaped surface 31 and connected to the post 2, and two transition surfaces 33 connecting the arc-shaped surface 31 and the connecting surface 32. The arc-shaped surface 31 of the "D" shaped guardrail 3 can more effectively guide the vehicle's trajectory during a collision, reduce the possibility of the vehicle rolling over or turning sharply during the impact, improve driving safety, help disperse impact energy, reduce direct damage to the vehicle and the guardrail 3 itself, and enhance the collision protection performance of the entire system.

[0031] The connection between the anti-blocking block 4 and the guardrail 3 typically relies on only simple support and fixing structures, which may lead to insufficient stability and durability at the connection point under strong impacts. To improve the stability of the connection point... Figure 4 As shown, a rectangular plate 44 is also provided between the anti-collision block 4 and the guardrail 3. The rectangular plate 44 is welded to the anti-collision block 4, and the rectangular plate 44 faces the guardrail 3. The welding method ensures the stability of the connection between the anti-collision block 4 and the guardrail 3, improves the durability of the structure, and can better resist the shear or tensile forces brought by external forces. In the event of a vehicle collision, it can more effectively buffer and disperse the impact force.

[0032] Post 2 is positioned at the end of the concrete pier 1 furthest from the driveway. To facilitate installation by construction workers, such as... Figure 3 , Figure 4As shown, a circular hole 32a and an elongated hole 32b with a width smaller than the diameter of the circular hole 32a are provided on the connecting surface 32. The elongated hole 32b extends in the same direction as the guardrail 3. In traditional installation, a hole the size of the bolt shank is made to allow the bolt shank to pass through for installation. In this invention, the circular hole 32a is used to accommodate the bolt head, providing precise positioning during initial installation, while the connected elongated hole 32b allows the bolt to have a certain amount of sliding space in the direction of the guardrail 3. During the installation process of this invention, since the post 2 is located at the end of the concrete pier 1 away from the driveway, the installer can insert the nut end of the bolt into the guardrail 3 and fix the bolt from the outside of the guardrail 3, reducing the risk of installation, saving installation time, and facilitating subsequent replacement.

[0033] In traditional guardrail structures, the connection between the rectangular plate 44 and the fixed plate 42 is typically a closed or limited connection method. While this design provides basic fixing functionality, it restricts the adjustability of the plates during installation. Figure 4 As shown, the rectangular plate 44 and the fixing plate 42 have "I"-shaped openings 44a at their edges along the extension direction of the guardrail 3, which are in the same direction as the extension direction of the guardrail 3. Construction personnel can quickly adjust the positions of the plates during installation as needed, ensuring that the guardrail 3 always maintains precise linear alignment. This reduces stringent requirements on component dimensional errors, adapts to different on-site installation needs under various working conditions, and improves installation efficiency.

[0034] The connection between guardrail 3 and anti-blocking block 4 is usually limited by the position of bolt holes and installation accuracy, which may cause inconvenience during installation and maintenance. Please refer to [reference needed]. Figure 3 , Figure 4 As shown, the elongated hole 32b and the straight opening 44a are in the same position. The guardrail 3 and the anti-blocking block 4 are connected by a connecting bolt 45. The nut of the connecting bolt 45 passes through the circular hole 32a and enters into the guardrail 3. The thread of the connecting bolt 45 slides into the elongated hole 32b and the straight opening 44a for fixation. The bolt can slide freely in the extension direction of the guardrail 3, allowing installers to make fine adjustments to the position of the guardrail 3 without affecting the overall structural stability. This reduces positional deviations caused by processing errors or limitations of the on-site construction environment, ensuring high precision and efficiency in the installation of the guardrail 3. The elongated hole 32b and the straight opening 44a ensure connection strength, and positional adjustments can be made quickly during installation or maintenance, thus avoiding the cumbersome disassembly and assembly steps of traditional connection methods.

[0035] In traditional bridge railing systems, the connection between adjacent railings 3 typically uses a simple external connector 34b. This method may result in unstable connections, and due to exposure to the external environment, it is susceptible to corrosion and wear, affecting the overall performance and aesthetics of the railing 3. In some embodiments of the present invention, such as Figure 7 As shown, the guardrail 3 extends in multiple directions, and adjacent guardrails 3 are connected by a connecting component 34, including a sleeve 34a fitted inside the guardrail 3, a connector 34b that fixes the sleeve 34a to the guardrail 3, and the connector 34b passing through two transition surfaces 33 and fixedly connected to the sleeve 34a. Compared with the traditional external connection method, the connection between the internal sleeve 34a and the transition surface 33 achieves a concealed connection between the guardrails 3, making the system's appearance more uniform and smooth.

[0036] like Figure 1 As shown, in some embodiments of the present invention, the connection between the fixing bolt 22 and the concrete near the driveway also includes a first pad 12. The application of the first pad 12 is intended to disperse the stress at the bolt connection and improve the overall connection stability. As a buffer layer between the bolt and the concrete, the first pad 12 increases the contact area, distributing the force more evenly over a larger concrete area and reducing the damage caused by single-point stress concentration. This design not only enhances the bond between the bolt and the concrete but also effectively extends the service life of the connection and reduces maintenance requirements due to fatigue damage.

[0037] like Figure 2 As shown, in order to increase the contact area at the connection between the bolt and the column 2, the connection between the fixing bolt 22 and the end of the column 2 away from the lane also has a second pad 13.

[0038] like Figure 2 As shown, ensuring a stable connection between the column 2 and the concrete pier 1 is crucial in the installation of the bridge railing 3. Traditional connection methods typically rely on simple bolt fixing, which may not be sufficient to withstand the multi-directional forces from the bridge structure and external impacts. To address this issue, this design introduces a fastening bolt 14 between the column 2 and the concrete pier 1. The fastening bolt 14 passes through the second pad 13 and the column 2, and is driven into the concrete pier 1. The fastening bolt 14, driven into the concrete pier 1, ensures the depth and strength of the connection, providing additional mechanical fixation so that the connection does not solely rely on surface support. Compared to traditional surface-fixed adhesive methods, the use of bolts combined with the pad not only increases the fixing force of the column 2 but also enhances its connection stability under changing environmental conditions or significant external impacts. The entire system forms a fatigue-resistant structure capable of withstanding long-term mechanical stress and environmental changes.

[0039] According to a second aspect of the present invention, an SA-grade combined bridge crash barrier system is also provided. With the increase in bridge traffic flow and the increasing complexity of environmental conditions, traditional guardrail systems often only provide basic protection through physical structure, failing to detect the health status of the guardrail or the impact of the external environment on its stability in real time. This may lead to slow response in emergency situations, thus failing to adequately ensure the safety of the bridge area. An SA-grade combined bridge crash barrier system includes: Stress-sensing components are installed on the side of guardrail 3 away from the lane, and vibration and tilt monitoring components are fixed inside the post 2; A data processing component for collecting and analyzing data from stress sensors, vibration monitoring devices, and tilt monitoring devices; A signal transmission component connected to a data processing component, and an alarm component connected to a signal transmission component; An alarm is triggered if the stress change of the stress sensor exceeds the preset safety threshold, or if the vibration frequency or vibration amplitude of the vibration monitoring device exceeds the preset range, or if the monitoring angle of the tilt monitoring device exceeds the preset range. The stress-sensing component, vibration monitoring component, and tilt monitoring component form a monitoring assembly, with multiple monitoring components evenly distributed along the guardrail 3.

[0040] By installing stress sensors, vibration monitoring devices, and tilt monitoring devices fixed inside the posts 2 on the side of guardrail 3 away from the lane, the system can comprehensively collect information on stress changes, vibration frequency and amplitude, and tilt of guardrail 3. With the help of data processing components, this data can be quickly integrated and analyzed. When the detected values ​​exceed the set safety threshold or preset range, the system quickly activates an alarm. The application of the alarm components can quickly alert the monitoring center or on-site personnel, providing them with signals for rapid intervention and action. This intelligent monitoring system not only significantly improves the emergency response capability of guardrail 3, overcoming the shortcomings of traditional physical guardrail 3 systems that cannot monitor and react in real time, but also provides broader monitoring coverage through the evenly distributed multi-point monitoring components along the guardrail 3 route, ensuring that any anomalies can be captured and handled promptly.

[0041] Those skilled in the art should understand that this invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to this invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. An SA-grade composite bridge crash barrier structure, characterized in that, include: Concrete stone piers; The column is connected to the side of the concrete pier away from the driveway; The guardrail, facing the driveway, is connected to the post. An anti-blocking block is connected between the guardrail and the post. The anti-blocking block is "U" shaped and includes a connecting plate connected to the post, a fixing plate connected to the guardrail, and a support plate connected between the connecting plate and the fixing plate. The concrete pier has a through hole in the thickness direction, and the column has a connecting hole. The through hole and the connecting hole are fixedly connected by a fixing bolt.

2. The SA-grade composite bridge crash barrier structure according to claim 1, characterized in that, The guardrail has a "D" shaped cross-section, including an arcuate surface facing the lane, a connecting surface disposed with the arcuate surface and connected to the post, and two transition surfaces connecting the arcuate surface and the connecting surface.

3. The SA-grade combined bridge crash barrier structure according to claim 2, characterized in that, A rectangular plate is also provided between the anti-blocking block and the guardrail. The rectangular plate is welded to the anti-blocking block and faces the guardrail.

4. The SA-grade composite bridge crash barrier structure according to claim 3, characterized in that, A circular hole is provided on the connecting surface, and an elongated hole with a width smaller than the diameter of the circular hole is connected to the circular hole. The elongated hole extends in the same direction as the guardrail.

5. The SA-grade composite bridge crash barrier structure according to claim 4, characterized in that, The rectangular plate and the fixing plate have "I"-shaped openings at their edges along the extension direction of the guardrail, which are in the same direction as the extension direction of the guardrail.

6. The SA-grade composite bridge crash barrier structure according to claim 5, characterized in that, The elongated hole and the "I"-shaped opening are in the same position. The guardrail and the anti-blocking block are connected by a connecting bolt. The nut of the connecting bolt passes through the circular hole and enters into the guardrail. The screw of the connecting bolt slides into the elongated hole and the "I"-shaped opening for fixation.

7. The SA-grade composite bridge crash barrier structure according to claim 2, characterized in that, The guardrail extends in multiple directions, and there is a connecting component between adjacent guardrails, including a sleeve fitted inside the guardrail, a connector that fixes the sleeve to the guardrail, and the connector passing through two transition surfaces and fixedly connected to the sleeve.

8. The SA-grade composite bridge crash barrier structure according to claim 1, characterized in that, The fixing bolt has a first pad at the connection point with the concrete near the lane, and the fixing bolt has a second pad at the connection point with the end of the column away from the lane.

9. The SA-grade composite bridge crash barrier structure according to claim 8, characterized in that, There is also a fastening bolt between the column and the concrete pier. The fastening bolt passes through the second pad and the column and is driven into the concrete pier.

10. An SA-grade combined bridge crash barrier system, characterized in that, Using the SA-grade composite bridge crash barrier structure as described in any one of claims 1 to 9, comprising: Stress-sensing components installed on the side of the guardrail away from the lane, vibration monitoring components and tilt monitoring components fixed in the posts; A data processing component for collecting and analyzing data from the stress sensing element, vibration monitoring element, and tilt monitoring element; A signal transmission component connected to the data processing component, and an alarm component connected to the signal transmission component; An alarm is triggered if the stress change of the stress sensing element exceeds a preset safety threshold and / or the vibration frequency or vibration amplitude of the vibration monitoring element exceeds a preset range and / or the monitoring angle of the tilt monitoring element exceeds a preset range. The stress sensing element, vibration monitoring element, and tilt monitoring element constitute a set of monitoring components, and multiple monitoring components are evenly distributed along the guardrail line.

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