Design method of multifunctional protective barrier for highway-railway same-layer bridge

Abstract

The invention relates to the technical field of bridge barrier design, in particular to a highway-railway same-layer bridge multifunctional protective barrier design method which comprises the following steps that S1, the barrier anti-dazzle height hB of a highway-railway same-layer bridge is determined, and the barrier anti-dazzle height hB is higher than the anti-throwing design height of the highway-railway same-layer bridge; s2, designing a protective barrier; hollowed-out plates are adopted to manufacture the protective barrier, the hollowed-out plates are arranged in parallel in the transverse direction, and hollowed-out holes between the adjacent hollowed-out plates in the transverse direction are arranged in a staggered mode; s3, testing the installed protective barrier; testing an anti-throwing effect: measuring the size of the minimum hollow hole of the protective barrier to determine the anti-throwing effect; and anti-dazzle effect testing: adopting a dazzle instrument to capture actual measurement and combining software analysis to judge the anti-dazzle effect. According to the scheme, the problems of dazzle prevention, throwing prevention and wind resistance on the highway-railway same-layer bridge can be solved at the same time, and a good technical effect can be achieved on the premise of meeting relevant technical specification requirements.

Description

Technical Field

[0001] This invention relates to the field of bridge barrier design technology, and specifically provides a design method for a multifunctional protective barrier for a road-rail bridge on the same level. Background Technology

[0002] A road-rail bridge on the same level is a type of bridge structure that places the road and railway on the same level. Road-rail bridges on the same level can reduce the length of approach bridges and the height difference between bridgeheads, reduce construction costs, save space and costs, avoid cross-interference between upper and lower levels, and facilitate maintenance. However, road-rail bridges on the same level have problems such as glare from the railway section posing a threat to road traffic safety, and objects thrown from the highway section threatening the safe operation of the railway. Therefore, bridge barriers are required. At this time, the wind resistance problem brought about by the construction of bridge barriers also needs to be considered.

[0003] In the prior art, the following patent documents relate to bridge barriers: 1. The patent document with publication number "CN112796240A" and title "An anti-glare barrier for a road-rail dual-purpose bridge" includes multiple columns spaced apart along the extension direction of the bridge. Between every two columns, a support plate, a sound barrier plate, and a wind barrier plate are arranged sequentially from the ground to away from the ground along the column height. This solution has a relatively stable connection and can solve the problems of glare on the road, driving comfort, and safety hazards on the sidewalk. However, the structure of this solution is relatively complex and cannot simultaneously and effectively solve the problems of anti-throwing and wind resistance.

[0004] 2. The patent document with publication number "CN217104781U" and title "A Bridge Wind-resistant Barrier that is Easy to Splice" includes a base, two linear slide rails, a slider, a second movable shaft, a movable rod, a limiting plate, a windproof device, a mounting block, a first movable shaft, a windproof plate, a connecting block, a connecting groove, etc. This solution can solve most of the problems of fixed structures being difficult to transport, low stability of wind-resistant barriers, and inability to be spliced. However, this solution cannot simultaneously solve the problems of anti-glare and anti-throwing.

[0005] 3. The patent document with publication number "CN208995902U" and title "A Bridge Anti-throw Screen" includes two columns on both sides, which are fixed to the anti-collision wall. An anti-throw screen plate is set between the columns. The anti-throw screen plate is made of aluminum alloy and has horizontal bending reinforcing ribs. This solution can improve the sturdiness of the bridge anti-throw screen and extend its service life, but this solution cannot solve the problems of anti-glare and wind protection at the same time.

[0006] 4. Patent document CN111778886A, entitled "A Comprehensive Protection Method and System for the Operation Safety of a Railway-Highway Level Bridge," provides an alternative solution when the height of the anti-glare panel exceeds a height threshold. It replaces the anti-glare panel with an anti-throw net or wind barrier, giving the net or barrier anti-glare functionality and achieving comprehensive protection against wind, glare, and throwing for the operation safety of the railway-highway level bridge. However, this solution mainly provides a theoretical calculation method for designing anti-glare, anti-throw, and windproof panels, without providing the structure of the protective barrier, and the calculation method in this solution is relatively complex.

[0007] Therefore, in order to solve the problems in the existing solutions and prevent glare from railway sections, objects thrown from highway sections, and wind resistance issues from threatening the safe operation of railways, it is necessary to design a multi-functional protective barrier design method for railway-highway bridges on the same level, so as to design a barrier that can simultaneously have wind resistance, anti-glare, and anti-throw functions through a convenient method. Summary of the Invention

[0008] To address the aforementioned problems, this invention provides a design method for a multifunctional protective barrier on a railway-road bridge with the same deck, which can simultaneously solve the problems of anti-glare, anti-throwing, and wind resistance on such bridges.

[0009] This invention provides a design method for a multifunctional protective barrier on a railway-highway bridge with the same deck, comprising the following steps: S1: Determine the anti-glare height hB of the barrier for the railway-highway bridge on the same level based on the principle of rectilinear propagation of light. The anti-glare height hB is higher than the anti-throw design height of the railway-highway bridge on the same level. S2: Design a protective barrier; specifically, use perforated panels to make the protective barrier. The perforated panels are arranged in parallel in the horizontal direction, and the perforated holes between adjacent perforated panels in the horizontal direction are staggered, that is, the perforated holes of adjacent perforated panels in the horizontal direction are not connected. S3: Test the installed protective barrier: Anti-throw effect test: The anti-throw effect is determined by measuring the size of the smallest perforated hole in the protective barrier; Anti-glare effect test: The anti-glare effect is determined by combining actual measurement with software analysis using a glare meter.

[0010] Furthermore, the formula for calculating the barrier anti-glare height hB in S1 is as follows: ; Where hL is the height of the headlights from the track plane, dL is the distance from the headlights to the light barrier, hE is the height of the bus driver's eyes from the road surface, dE is the distance from the center line of the outer lane to the light barrier, ΔhE is the height difference between the lane and the track plane, and ΔhB is the height difference between the base of the light barrier and the track plane.

[0011] Furthermore, the protective barrier in S2 also includes a support base and columns mounted on the support base, with perforated panels connected between the columns; the perforated panels include at least two parallel pieces arranged horizontally, and the perforated panels can be stacked sequentially according to the required height under working conditions in the vertical direction.

[0012] Furthermore, the air permeability α of a single perforated panel is ≥40%; the perforations on a single perforated panel include a variety of different perforation shapes.

[0013] Furthermore, when the smallest perforated hole in the perforated plate of the protective barrier is measured to be greater than or equal to 100mm × 50mm, it indicates that the protective barrier has a qualified anti-throwing effect.

[0014] Furthermore, the anti-glare effect test in S3 includes the following steps: S31: Simulate glare using luminaires in the measurement area, and measure the average luminance L of the road using a glare meter. av Verify whether it meets the actual bridge deck design requirements; S32: In the test site, turn on the glare lights to illuminate the road surface and measure the glare using a glare meter; specifically, measure the glare at the center of each lane, and mark at least one measurement point for each lane; S33: Use software to calculate the maximum threshold increment TI of glare at each lane measuring point. The threshold increment TI is defined as the ratio of the additional contrast required to see the target object again under the condition of glare to the original contrast.

[0015] Furthermore, in S32, the glare meter is set to measure at distances of 10m, 20m, 30m, 40m, 50m, 60m, 70m, 80m, 90m, and 100m from the glare lamp, and more glare meters are set at 10m intervals as needed in the working conditions. After glare meters are installed at distances of 10m, 20m, 30m, 40m, 50m, 60m, 70m, 80m, 90m, and 100m from the glare lamp, these ten locations are marked as L10, L20, L30, L40, L50, L60, L70, L80, L90, and L100, respectively. When there are multiple lanes, mark them with L at 10m intervals. 10 1 L 10 2 L 10 3 ......L 10 n Marked with L at 20m intervals on multiple lanes. 20 1 L 202 L 20 3 ......L 20 n Similarly, corresponding markings are made at 30m, 40m, 50m, 60m, 70m, 80m, 90m, and 100m intervals on multiple lanes.

[0016] Furthermore, after calculating the TI values ​​at each monitoring point along the road, S33 also includes the following measurement steps: S331: Arrange the hollow pattern and design the staggered layers according to the numerical value. After making the multi-functional barrier sample, install the multi-functional barrier sample in the center of the test section. S332: Turn the glare lamp back on and use a glare meter to measure and calculate; S333: If the TI value measured and calculated during the actual test is qualified, no further measurement is required; if the TI value measured and calculated during the actual test is still outside the range, the protective barrier structure needs to be modified again until the data measured by the glare meter and analyzed by the software meets the TI value requirements.

[0017] Compared with the prior art, the present invention can achieve the following beneficial effects: The multi-functional protective barrier of the road-rail bridge on the same level of the present invention has the advantages of strong operability, simple structure, good application effect and convenient modular construction. It can simultaneously meet the requirements of anti-glare, anti-throwing and wind resistance. It can prevent drivers and passengers of cars on the road side from throwing objects to the railway side and prevent the glare of trains on the railway side from affecting drivers on the road side. At the same time, it can also reduce the wind load on the bridge, and it is easy to maintain and has a long service life, which can improve the safety and reliability of the road-rail bridge on the same level. Attached Figure Description

[0018] Figure 1 This is an isometric view of the protective barrier provided according to an embodiment of the present invention; Figure 2 This is a front view of the protective barrier provided according to an embodiment of the present invention; Figure 3 yes Figure 2 A magnified view of a portion of point A in the middle.

[0019] The attached diagrams include: 1. Hollow plate, 2. Hollow hole, 3. Column, 4. Support base. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the following description is provided in conjunction with the appendix. Figure 1-3 The present invention will be further described in detail below with reference to specific embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and do not constitute a limitation thereof.

[0021] A design method for a multifunctional protective barrier on a railway-road bridge with the same deck includes the following steps: S1: Based on the principle of rectilinear propagation of light, the anti-glare height hB of the barrier for the railway-road bridge on the same level is determined. As can be seen from the principle of rectilinear propagation of light, the anti-glare height hB should be higher than the anti-throw design height. Therefore, the anti-glare height hB of the barrier is set to be higher than the anti-throw design height of the railway-road bridge on the same level.

[0022] The formula for calculating the anti-glare height hB of the barrier in S1 is as follows: ; Where hL is the height of the headlights from the track plane, dL is the distance from the headlights to the light barrier, hE is the height of the bus driver's eyes from the road surface, dE is the distance from the center line of the outer lane to the light barrier, ΔhE is the height difference between the lane and the track plane, and ΔhB is the height difference between the base of the light barrier and the track plane.

[0023] S2: Design a protective barrier; specifically, a protective barrier is made using a perforated plate 1. The perforated plates 1 are arranged in parallel in the horizontal direction, and the perforated holes 2 between adjacent perforated plates 1 in the horizontal direction are staggered to improve the anti-glare effect. That is, the perforated holes 2 of adjacent perforated plates 1 in the horizontal direction are not connected. This arrangement can meet the requirements of anti-glare and anti-throwing as well as wind resistance.

[0024] like Figure 1-3 As shown, the protective barrier in S2 also includes a support base 4 and a column 3 mounted on the support base 4. The support base 4 supports the column 3 and the perforated plate 1. The perforated plate 1 is connected between the columns 3. The perforated plate 1 includes at least two parallel pieces arranged horizontally. The perforated plates 1 can be stacked vertically according to the required height under the working conditions. The protective barrier can be stacked vertically. Figure 1 In the direction shown by a, the longitudinal direction is Figure 1 The direction shown in b is perpendicular to the direction shown in the middle. Figure 1 In the direction shown by c, the longitudinal direction is the direction of vehicle travel. In this embodiment, each protective barrier includes a set of support bases 2 and a set of columns 3. The set of columns 3 includes two parallel perforated plates 1 in the horizontal direction. In the vertical direction, three more perforated plates 1 are stacked on the two perforated plates 1 respectively. That is, a protective barrier includes a total of 8 perforated plates 1. Those skilled in the art can also set other numbers and arrangements of perforated plates 1 according to actual needs.

[0025] The air permeability α of a single perforated panel 1 is ≥40%, which can reduce the wind load on the bridge. The perforated holes 2 on the single perforated panel 1 include a variety of different perforation shapes, such as circles, triangles, rectangles, squares, plum blossom shapes, ellipses, various polygons, and can also be designed as cultural landscape patterns, such as... Figure 3As shown, this embodiment features two different hollow shapes. In actual use, the protective barrier is placed between the highway and the railway, which can improve the overall stability and safety of the structure.

[0026] S3: Test the installed protective barrier: Anti-throw effect test: The anti-throw effect is determined by measuring the size of the smallest perforated hole 2 in the protective barrier. When the size of the smallest perforated hole 2 in the perforated plate 1 of the protective barrier is greater than or equal to 100mm×50mm, it indicates that the protective barrier has a good and qualified anti-throw effect.

[0027] Anti-glare effect test: The anti-glare effect is determined by combining actual measurement with software analysis using a glare meter. The anti-glare effect test includes the following steps: S31: Simulate glare using luminaires in the measurement area, and measure the average luminance L of the road using a glare meter. av Verify whether it meets the actual bridge deck design requirements.

[0028] S32: In the test site, turn on the glare lights to illuminate the road surface and measure the glare using a glare meter; specifically, measure the glare at the center of the lane at each location, and mark at least one measurement point for each lane.

[0029] The glare meters were set at distances of 10m, 20m, 30m, 40m, 50m, 60m, 70m, 80m, 90m, and 100m from the glare lamps, and more glare meters were set at 10m intervals as needed.

[0030] After glare meters are installed at distances of 10m, 20m, 30m, 40m, 50m, 60m, 70m, 80m, 90m, and 100m from the glare lamp, these ten locations are marked as L10, L20, L30, L40, L50, L60, L70, L80, L90, and L100, respectively.

[0031] When there are multiple lanes, mark them with L at 10m intervals. 10 1 L 10 2 L 10 3 ......L 10 n Marked with L at 20m intervals on multiple lanes. 20 1 L 20 2 L 20 3 ......L 20 nSimilarly, corresponding markings are made at 30m, 40m, 50m, 60m, 70m, 80m, 90m, and 100m intervals on multiple lanes.

[0032] After calculating the TI values ​​at each monitoring point on the road, S33 also includes the following measurement steps: S331: Arrange the hollow pattern and design the staggered layers according to the numerical value. After making the multi-functional barrier sample, install the multi-functional barrier sample in the center of the test section. S332: Turn the glare lamp back on and use a glare meter to measure and calculate; S333: If the TI value measured and calculated during the actual test is qualified, no further measurement is required; if the TI value measured and calculated during the actual test is still outside the range, the protective barrier structure needs to be modified again until the data measured by the glare meter and analyzed by the software meets the TI value requirements.

[0033] Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0034] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A design method of a multi-functional protective barrier for a highway-railway co-level bridge, characterized in that, It comprises the following steps: S1: determining the barrier anti-dazzle height hB of the public and private same layer bridge according to the straight line propagation principle of light, the barrier anti-dazzle height hB is higher than the anti-throw design height of the public and private same layer bridge; S2: designing the protective barrier; specifically, using the hollow plate (1) to make the protective barrier, the hollow plate (1) is arranged in parallel in the transverse direction, and the hollow holes (2) between the adjacent hollow plates (1) in the transverse direction are arranged in staggered layers, that is, the hollow holes (2) of the adjacent hollow plates (1) in the transverse direction are not connected; S3: testing the installed protective barrier: Anti-throw effect test: measure the size of the smallest hollow hole (2) of the protective barrier to determine the anti-throw effect; Anti-dazzle effect test: using a glare meter to capture the actual measurement combined with software analysis to determine the anti-dazzle effect.

2. The method of designing a multi-functional protective barrier for a rail-highway co-level bridge according to claim 1, wherein The calculation formula of the barrier anti-dazzle height hB in S1 is as follows: ； Wherein, hL is the height of the car light to the track plane, dL is the distance from the car light to the light barrier, hE is the height of the bus driver's eye to the road surface, dE is the distance from the outside lane center line to the light barrier, ΔhE is the height difference between the lane and the track plane, and ΔhB is the height difference between the light barrier base and the track plane.

3. The multi-functional protective barrier design method for the same-level bridge of the highway and railway according to claim 1, characterized in that, The protective barrier in S2 further comprises a supporting seat (4) and a stand (3) arranged on the supporting seat (4), and the hollow plate (1) is connected between the stands (3); the hollow plate (1) comprises at least two plates arranged in parallel in the transverse direction, and the hollow plate (1) can be arranged in sequence in the vertical direction according to the required height of the working condition.

4. The method of designing a multi-functional protective barrier for a rail-highway co-level bridge according to claim 3, wherein, The single hollow plate (1) has a wind permeability α≥40%; the hollow holes (2) on the single hollow plate (1) comprise a plurality of different hollow shapes.

5. The multi-functional protective barrier design method for the same-level bridge of the highway and railway according to claim 1, characterized in that, When the size of the smallest hollow hole (2) in the hollow plate (1) of the protective barrier is greater than or equal to 100mm×50mm, it means that the protective barrier has qualified anti-throw effect.

6. The multi-functional protective barrier design method for the same-level bridge of the highway and railway according to claim 1, characterized in that, The anti-dazzle effect test in S3 comprises the following steps: S31: In the measurement area, the light fixture is used to simulate the glare, and the average brightness L of the road is measured by the glare meter av , check whether it meets the actual bridge design requirements; S32: Turn on the glare lamp to light the road in the test site, and measure it with a glare meter; specifically, measure the glare of each position of the lane center, and mark at least one measurement point for each lane; S33: Calculate the maximum threshold increment TI of the glare of each lane measurement point by software, and the threshold increment TI is defined as the ratio of the additional contrast to the original contrast required to see the target object again under the condition of having glare.

7. The method of designing a multi-functional protective barrier for a rail-highway co-level bridge according to claim 6, wherein, In S32, the positions measured by the glare meter are set at positions 10m, 20m, 30m, 40m, 50m, 60m, 70m, 80m, 90m, 100m away from the glare lamp, and more number of glare meters are set at intervals of 10m as needed in the working condition; When the glare meters are set at positions 10m, 20m, 30m, 40m, 50m, 60m, 70m, 80m, 90m, 100m away from the glare lamp, the ten positions are marked as L10, L20, L30, L40, L50, L60, L70, L80, L90, L100 respectively; When there are multiple lanes, mark 10m apart from each lane as L 10 1 , L 10 2 , L 10 3 ... L 10 n , mark 20m apart from each lane as L 20 1 , L 20 2 , L 20 3 ... L 20 n , and so on, mark 30m, 40m, 50m, 60m, 70m, 80m, 90m, 100m apart from each lane respectively.

8. The method of designing a multi-functional protective barrier for a rail-highway co-level bridge according to claim 7, wherein, After calculating the TI value of each monitoring point of the road in S33, the following measurement steps are further included: S331: According to the numerical value, the arrangement of the hollow pattern and the staggered layer design are carried out, and after the multifunctional barrier sample is made, the multifunctional barrier sample is installed in the central test section; S332: The glare light is turned on again to measure and calculate with the glare meter; S333: If the measured and calculated TI value is qualified in the actual test process, there is no need to continue measuring; If the measured and calculated TI value still exceeds the range in the actual test process, the protective barrier structure needs to be modified again until the data measured by the glare meter after software analysis meets the TI value requirement.

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