Collaborative deformation anti-collision guardrail and large-span bridge

Abstract

The utility model provides an anti-collision guardrail and a large-span bridge capable of cooperatively deforming, comprising a main bridge anti-collision structure, an approach bridge anti-collision structure and a plurality of cooperative connecting mechanisms, the main bridge anti-collision structure is used for being fixed on a main bridge, the approach bridge anti-collision structure is used for being fixed on an approach bridge, and the cooperative connecting mechanisms are used for connecting the main bridge anti-collision structure and the approach bridge anti-collision structure. Each cooperative connecting mechanism comprises a first spherical hinge base, a second spherical hinge base and a longitudinal connecting rod, the first spherical hinge base is fixed in the main bridge anti-collision structure, the first end of the longitudinal connecting rod is spherically hinged to the first spherical hinge base, and the second spherical hinge base is movably arranged in the approach bridge anti-collision structure in the longitudinal direction; and the second end of the longitudinal connecting rod is spherically hinged to the second spherical hinge seat. In this way, when the bridge main body structure generates small-amplitude displacement, the connecting rods can freely follow rotation adjustment in an energy-saving mode through the spherical hinges, the effect that the guardrail and the bridge main body structure can cooperatively deform is achieved, the structure that one end is fixed and the other end can move in the longitudinal direction is adopted, and the problem that the guardrail moves in the longitudinal direction can be solved. Good application prospects are realized.

Description

Technical Field

[0001] The utility model relates to the technical field of bridges, in particular to a cooperatively deformable anti-collision guardrail and a large-span bridge. Background Art

[0002] Among the ancillary facilities of bridges, anti-collision guardrails are one of the commonly used ancillary facilities, which are used to protect pedestrians and vehicles, thereby maintaining the safety of vehicles and pedestrians.

[0003] In extra-large span bridges, the main structure of the bridge is usually a flexible structure. Such a structure will have a small displacement under the influence of various loads, such as horizontal displacement and vertical displacement under the action of wind load, and such deformation displacement will produce a large deformation under special circumstances. The anti-collision guardrail in the prior art is usually rigidly connected due to its anti-collision performance requirements, and cannot achieve the effect of horizontal and vertical coordinated deformation. Therefore, the anti-collision guardrail will be damaged due to deformation problems at the connection between the main bridge and the approach bridge.

[0004] In view of this, it is necessary to propose a cooperatively deformable anti-collision guardrail and a long-span bridge to solve or at least alleviate the above-mentioned defects. Utility Model Content

[0005] The main purpose of the utility model is to provide a cooperatively deformable anti-collision guardrail to solve the problem that the anti-collision guardrail in the prior art cannot achieve horizontal and vertical cooperative deformation and will be damaged due to deformation and displacement of the bridge.

[0006] To achieve the above-mentioned purpose, the utility model provides a cooperatively deformable anti-collision guardrail, comprising a main bridge anti-collision structure, an approach bridge anti-collision structure, and a plurality of cooperative connection mechanisms arranged at vertical intervals, wherein the main bridge anti-collision structure and the approach bridge anti-collision structure are connected by the cooperative connection mechanisms; wherein,

[0007] The main bridge anti-collision structure is used to be fixed on the bridge deck of the main bridge, and the approach bridge anti-collision structure is used to be fixed on the bridge deck of the approach bridge. Each of the cooperative connection mechanisms includes a first ball joint seat, a second ball joint seat and a longitudinal connecting rod, and the longitudinal connecting rod includes a first end and a second end that are arranged oppositely, wherein,

[0008] The first ball joint seat is fixed in the anti-collision structure of the main bridge, the first end of the longitudinal connecting rod is ball-jointed on the first ball joint seat, the second ball joint seat is movably arranged in the anti-collision structure of the approach bridge along the longitudinal direction, and the second end of the longitudinal connecting rod is ball-jointed on the second ball joint seat.

[0009] Preferably, the cooperative connection mechanism also includes a plurality of balls, and the balls are arranged on the side wall of the second ball joint seat. The second ball joint seat is supported by the balls against the inner wall of the approach bridge anti-collision structure so as to be movably arranged in the longitudinal direction.

[0010] Preferably, the main bridge anti-collision structure includes a plurality of first anti-collision units arranged at longitudinal intervals and a plurality of first longitudinal anti-collision steel tubes arranged at vertical intervals, wherein each of the first anti-collision units includes a first column and a first base, the bottom end of the first column is fixed to the first base, the first base is used to be fixed to the bridge deck of the main bridge, the first longitudinal anti-collision steel tube is fixed to the side wall of the first column, the first ball joint seat is fixed in the first longitudinal anti-collision steel tube, and the first end of the longitudinal connecting rod is built into the first longitudinal anti-collision steel tube.

[0011] Preferably, the approach bridge anti-collision structure includes a plurality of second anti-collision units arranged at intervals along the longitudinal direction and a plurality of second longitudinal anti-collision steel tubes arranged at intervals along the vertical direction, wherein each of the second anti-collision units includes a second column and a second base, the bottom end of the second column is fixed to the second base, the second base is used to be fixed on the bridge deck of the approach bridge, the second longitudinal anti-collision steel tube is fixed to the side wall of the second column, the second ball joint seat is movably arranged in the second longitudinal anti-collision steel tube along the longitudinal direction, and the second end of the longitudinal connecting rod is built into the second longitudinal anti-collision steel tube.

[0012] Preferably, the first end of the longitudinal connecting rod is spaced apart from the inner wall of the first longitudinal anti-collision steel tube, and the second end of the longitudinal connecting rod is spaced apart from the inner wall of the second longitudinal anti-collision steel tube.

[0013] Preferably, the first longitudinal anti-collision steel tube is fixedly connected to the side wall of the first column by fastening bolts, and the second longitudinal anti-collision steel tube is fixedly connected to the side wall of the second column by fastening bolts.

[0014] Preferably, the first column and the second column are both made of I-beam steel.

[0015] Preferably, the number of the cooperative connection mechanisms is seven, and the seven cooperative connection mechanisms are arranged at intervals in the vertical direction.

[0016] Preferably, the spacing distance between two adjacent cooperative connection mechanisms is 15 cm to 20 cm.

[0017] The present application also provides a long-span bridge, comprising a main bridge and an approach bridge, wherein an expansion joint is formed between the main bridge and the approach bridge, and further comprising a cooperatively deformable anti-collision guardrail as described above, wherein the main bridge anti-collision structure of the anti-collision guardrail is fixed on the bridge deck of the main bridge, the approach bridge anti-collision structure of the anti-collision guardrail is fixed on the bridge deck of the approach bridge, and the cooperative connection mechanism of the anti-collision guardrail is arranged above the expansion joint.

[0018] Compared with the prior art, the utility model provides the following beneficial effects:

[0019] The utility model provides a cooperatively deformable anti-collision guardrail and a large-span bridge, comprising a main bridge anti-collision structure, an approach bridge anti-collision structure, and a plurality of cooperative connection mechanisms arranged at vertical intervals. The main bridge anti-collision structure is used to be fixed on the bridge deck of the main bridge, and the approach bridge anti-collision structure is used to be fixed on the bridge deck of the approach bridge. Each cooperative connection mechanism includes a first ball joint seat, a second ball joint seat, and a longitudinal connecting rod. The first ball joint seat is fixed in the main bridge anti-collision structure, and the first end of the longitudinal connecting rod is ball-jointed on the first ball joint seat. The second ball joint seat is movably arranged in the approach bridge anti-collision structure along the longitudinal direction, and the second end of the longitudinal connecting rod is ball-jointed on the second ball joint seat. In this way, when a small displacement occurs in the main structure of the bridge, the connecting rod can be energy-saving and freely rotated and adjusted by means of a ball joint, so that the anti-collision guardrail can adaptively follow the change, and the effect of the guardrail being able to deform cooperatively with the main structure of the bridge is achieved. In addition, the structure with one end fixed and the other end movable in the longitudinal direction can also solve the problem of longitudinal displacement of the guardrail, and has a good application prospect. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0021] Figure 1 It is a schematic elevation diagram of an application scenario of the overall structure in one embodiment of the utility model;

[0022] Figure 2 A schematic plan view of an application scenario of the overall structure in one embodiment of the utility model;

[0023] Figure 3 for Figure 1 A local enlarged schematic diagram of point A in the middle.

[0024] The purpose, features and advantages of the present invention will be further described in conjunction with the embodiments and with reference to the accompanying drawings.

[0025] Description of Figure Numbers:

[0026] 10. Coordination connection mechanism; 110. First ball joint seat; 120. Second ball joint seat; 130. Longitudinal connecting rod; 140. Ball; 20. Anti-collision structure of main bridge; 210. First anti-collision unit; 211. First column; 212. First base; 220. First longitudinal anti-collision steel pipe; 30. Anti-collision structure of approach bridge; 310. Second anti-collision unit; 311. Second column; 312. Second base; 320. Second longitudinal anti-collision steel pipe; 40. Main bridge; 50. Approach bridge. DETAILED DESCRIPTION

[0027] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0028] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0029] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back...) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0030] In addition, the descriptions of "first", "second", etc. in the present utility model are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in this field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present utility model.

[0031] Please see attached Figure 1-3In one embodiment, the utility model provides a cooperatively deformable anti-collision guardrail, comprising a main bridge anti-collision structure 20, an approach bridge anti-collision structure 30, and a plurality of cooperative connection mechanisms 10 arranged along vertical intervals, wherein the main bridge anti-collision structure 20 and the approach bridge anti-collision structure 30 are connected by the cooperative connection mechanism 10. First of all, it should be noted that the longitudinal direction in the present application refers to the extension direction along the bridge; which is different from the anti-collision guardrail in the prior art, which usually requires a rigid connection for its anti-collision performance and cannot achieve the effect of horizontal and vertical cooperative deformation. In this way, the anti-collision guardrail will be damaged due to deformation problems at the junction of the main bridge 40 and the approach bridge 50. The present application solves the above-mentioned defects in the prior art by providing an anti-collision guardrail that can be deformed cooperatively. Specifically as follows:

[0032] The main bridge anti-collision structure 20 is used to be fixed on the bridge deck of the main bridge 40, and the approach bridge anti-collision structure 30 is used to be fixed on the bridge deck of the approach bridge 50. Each of the cooperative connection mechanisms 10 includes a first ball joint seat 110, a second ball joint seat 120 and a longitudinal connecting rod 130. The longitudinal connecting rod 130 includes a first end and a second end that are relatively arranged, wherein the first ball joint seat 110 is fixed in the main bridge anti-collision structure 20, and the first end of the longitudinal connecting rod 130 is ball-jointed on the first ball joint seat 110, and the second ball joint seat 120 is movably arranged in the approach bridge anti-collision structure 30 along the longitudinal direction, and the second end of the longitudinal connecting rod 130 is ball-jointed on the second ball joint seat 120.

[0033] Specifically, the cooperatively deformable anti-collision guardrail in the present application includes a main bridge anti-collision structure 20, an approach bridge anti-collision structure 30 and a plurality of cooperative connecting mechanisms 10. The main bridge anti-collision structure 20 serves as the anti-collision guardrail of the main bridge 40, which is fixed on the bridge deck of the main bridge 40; the approach bridge anti-collision structure 30 serves as the anti-collision guardrail of the approach bridge 50, which is fixed on the bridge deck of the approach bridge 50, and the cooperative connecting mechanism 10 is used to connect the main bridge anti-collision structure 20 and the approach bridge anti-collision structure 30 to ensure anti-collision performance, and at the same time, it can facilitate the main bridge anti-collision structure 20 and the approach bridge anti-collision structure 30 to have the ability to cooperatively deform when a small displacement occurs in the main structure of the bridge, thereby avoiding damage to the anti-collision guardrail caused by displacement.

[0034] Wherein, each of the cooperative connection mechanisms 10 includes a first ball joint seat 110, a second ball joint seat 120 and a longitudinal connecting rod 130, wherein the longitudinal connecting rod 130 is used to connect the main bridge anti-collision structure 20 and the approach bridge anti-collision structure 30, and the first ball joint seat 110 is used for the first end of the longitudinal connecting rod 130 to be rotatably connected to the main bridge anti-collision structure 20, so the first ball joint seat 110 is fixed in the main bridge anti-collision structure 20 to ensure a stable connection, and at the same time, the first end of the longitudinal connecting rod 130 is connected through the ball joint. The longitudinal connecting rod 130 is connected to the first ball joint seat 110 in a manner so as to achieve the effect that the first end of the longitudinal connecting rod 130 can rotate freely when following a small displacement of the main bridge 40; similarly, the second ball joint seat 120 is used for the second end of the longitudinal connecting rod 130 to be rotatably connected to the approach bridge anti-collision structure 30, and it is arranged in the approach bridge anti-collision structure 30, so that both ends of the longitudinal connecting rod 130 can follow the displacement of the main bridge 40 and the approach bridge 50 to adaptively adjust the rotation change in a small range, so as to form the ability to coordinate deformation with the main structure of the bridge.

[0035] Furthermore, since the anti-collision guardrail may sometimes experience longitudinal displacement with the increase of service life and due to other load factors, the second ball joint seat 120 may be movably arranged in the longitudinal direction within the approach bridge anti-collision structure 30, so that when the approach bridge anti-collision structure 30 undergoes longitudinal displacement, the anti-collision guardrail will not be deformed due to the rigid fixed connection, and can adaptively follow the longitudinal displacement of the main structure of the approach bridge 50, thereby solving the problem of longitudinal displacement of the anti-collision guardrail.

[0036] As a preferred embodiment of the utility model, the cooperative connection mechanism 10 also includes a plurality of balls 140, and the balls 140 are arranged on the side wall of the second ball joint seat 120. The second ball joint seat 120 is supported by the balls 140 against the inner wall of the approach bridge anti-collision structure 30 so as to be movably arranged in the longitudinal direction.

[0037] It should be noted that the ball 140 can facilitate the movably connection between the second ball joint seat 120 and the approach bridge anti-collision structure 30, and the friction resistance is smaller when displacement occurs, which is more convenient for longitudinal displacement. Multiple ball 140 are arranged on the side wall of the second ball joint seat 120, so as to be abutted against the inner wall of the approach bridge anti-collision structure 30. When longitudinal displacement occurs, the ball 140 can roll in contact with the inner wall of the approach bridge anti-collision structure 30.

[0038] As a preferred embodiment of the present utility model, the main bridge anti-collision structure 20 includes a plurality of first anti-collision units 210 arranged at longitudinal intervals and a plurality of first longitudinal anti-collision steel tubes 220 arranged at vertical intervals, wherein each of the first anti-collision units 210 includes a first column 211 and a first base 212, the bottom end of the first column 211 is fixed on the first base 212, the first base 212 is used to be fixed on the bridge deck of the main bridge 40, the first longitudinal anti-collision steel tube 220 is fixed on the side wall of the first column 211, the first ball joint seat 110 is fixed in the first longitudinal anti-collision steel tube 220, and the first end of the longitudinal connecting rod 130 is built into the first longitudinal anti-collision steel tube 220.

[0039] It should be noted that the main bridge anti-collision structure 20 includes a plurality of first anti-collision units 210 and a plurality of first longitudinal anti-collision steel tubes 220, wherein the first anti-collision unit 210 is used for the installation of the first longitudinal anti-collision steel tube 220, so that the first longitudinal anti-collision steel tube 220 is fixed on the first anti-collision unit 210 arranged along the longitudinal interval, and the plurality of first longitudinal anti-collision steel tubes 220 are arranged along the vertical interval to ensure the anti-collision effect and ensure the upper and lower limits of the anti-collision; wherein each of the first anti-collision units 210 includes a first column 211 and a first base 212, wherein the first base 212 is used for the installation of the first column 211, and ... The entire main bridge anti-collision structure 20 is fixed on the main bridge 40, and the first column 211 is used for the first longitudinal anti-collision steel pipe 220 to be fixed and installed; and the first ball joint seat 110 is fixed in the first longitudinal anti-collision steel pipe 220, so that the first ball joint seat 110 can be avoided from being exposed, which can prevent rust and avoid damage. It is worth mentioning that the first longitudinal anti-collision steel pipe 220 located at the end of the main bridge 40 close to the approach bridge 50 can be extended from the main bridge 40 during installation, so as to reduce the length of the longitudinal connecting rod 130, facilitate installation and connection, and avoid the longitudinal connecting rod 130 from having a long span and resulting in low structural strength.

[0040] As a preferred embodiment of the utility model, the approach bridge anti-collision structure 30 includes a plurality of second anti-collision units 310 arranged at intervals along the longitudinal direction and a plurality of second longitudinal anti-collision steel pipes 320 arranged at intervals along the vertical direction, wherein each of the second anti-collision units 310 includes a second column 311 and a second base 312, the bottom end of the second column 311 is fixed on the second base 312, the second base 312 is used to be fixed on the bridge deck of the approach bridge 50, the second longitudinal anti-collision steel pipe 320 is fixed on the side wall of the second column 311, the second ball joint seat 120 is movably arranged in the second longitudinal anti-collision steel pipe 320 along the longitudinal direction, and the second end of the longitudinal connecting rod 130 is built into the second longitudinal anti-collision steel pipe 320.

[0041] It is worth noting that, similar to the main bridge anti-collision structure 20, the second anti-collision unit 310 is used for the installation of the second longitudinal anti-collision steel pipe 320, and each of the second anti-collision units 310 also includes a second column 311 and a second base 312. The second base 312 is used for the installation of the second column 311 and is also used to fix the entire approach bridge anti-collision structure 30 on the approach bridge 50. The second column 311 is used for the fixed installation of the second longitudinal anti-collision steel pipe 320; and the second ball joint seat 120 is fixed in the second longitudinal anti-collision steel pipe 320, which also prevents the second ball joint seat 120 from being exposed, thereby preventing rust and avoiding damage. Similarly, the second longitudinal anti-collision steel pipe 320 located at the end of the approach bridge 50 close to the main bridge 40 can be extended from the approach bridge 50 during installation to reduce the length of the longitudinal connecting rod 130, facilitate installation and connection, and avoid the longitudinal connecting rod 130 from having a long span resulting in low structural strength. For details, please refer to the attached Figure 1 .

[0042] As a preferred embodiment of the present invention, the first end of the longitudinal connecting rod 130 is spaced apart from the inner wall of the first longitudinal anti-collision steel tube 220 , and the second end of the longitudinal connecting rod 130 is spaced apart from the inner wall of the second longitudinal anti-collision steel tube 320 .

[0043] It is worth noting that the longitudinal connecting rod 130 is spaced apart from the inner wall of the first longitudinal anti-collision steel tube 220 and the inner wall of the second longitudinal anti-collision steel tube 320 (that is, the width and height of the longitudinal connecting rod 130 are smaller than the inner diameter of the anti-collision steel tube) to reserve space for free rotation and adjustment to prevent being blocked by the inner wall and unable to adapt to deformation.

[0044] Furthermore, the first longitudinal anti-collision steel tube 220 is fixedly connected to the side wall of the first column 211 by fastening bolts, and the second longitudinal anti-collision steel tube 320 is fixedly connected to the side wall of the second column 311 by fastening bolts.

[0045] It should be noted that the method of fastening bolts is easy to construct, easy to disassemble and assemble, and convenient for later maintenance.

[0046] Furthermore, the first column 211 and the second column 311 are both made of I-shaped steel.

[0047] It should be understood that I-beam columns have the advantages of high strength, good stability and strong bearing capacity. They are also easy to process and simple to construct. Compared with solid columns, they use less material and have lower costs while ensuring strength.

[0048] Furthermore, the number of the cooperative connection mechanisms 10 is seven, and the seven cooperative connection mechanisms 10 are arranged at intervals in the vertical direction.

[0049] It should be noted that the number of the cooperative connection mechanisms 10 is set corresponding to the number of longitudinal anti-collision steel pipes. The number can be set based on the height of the column and the upper and lower limits that need to be protected, and is determined by the spacing distance between two adjacent longitudinal anti-collision steel pipes along the vertical direction. In this application as a preferred embodiment, the number of the cooperative connection mechanisms 10 is seven, and technical personnel in this field can choose according to actual needs.

[0050] Furthermore, the spacing distance between two adjacent cooperative connection mechanisms 10 is 15 cm to 20 cm.

[0051] It should be noted that the spacing distance between two adjacent cooperative connection mechanisms 10 is determined according to the spacing distance between two adjacent longitudinal anti-collision steel pipes, and the spacing distance between two adjacent longitudinal anti-collision steel pipes can be set according to the protection effect to avoid the spacing being too large to achieve the desired protection effect. Preferably, the spacing distance between two adjacent cooperative connection mechanisms 10 is 15cm to 20cm, and technical personnel in this field can set it according to actual conditions.

[0052] The present application also provides a long-span bridge, including a main bridge 40 and an approach bridge 50, wherein an expansion joint is formed between the main bridge 40 and the approach bridge 50, and also includes a cooperatively deformable anti-collision guardrail as described above, wherein the main bridge anti-collision structure 20 of the anti-collision guardrail is fixed on the bridge deck of the main bridge 40, and the approach bridge anti-collision structure 30 of the anti-collision guardrail is fixed on the bridge deck of the approach bridge 50, and the cooperative connection mechanism 10 of the anti-collision guardrail is arranged above the expansion joint.

[0053] It is understandable that in large-span bridges, the main structure of the bridge is usually a flexible structure, so it is easy to be displaced under various loads, especially at the connection part between the main bridge 40 and the approach bridge 50 where expansion joints are formed at intervals (corresponding components connecting the expansion joints are usually arranged at the expansion joints here, which are not shown in the figures of this application). Therefore, it is necessary to set the cooperatively deformable anti-collision guardrail of this application so that the main bridge anti-collision structure 20 of the anti-collision guardrail is fixed on the bridge deck of the main bridge 40, and the approach bridge anti-collision structure 30 of the anti-collision guardrail is fixed on the bridge deck of the approach bridge 50. When deformation and displacement occur under the action of load, adaptive rotation and adjustment are achieved under the action of the cooperative connection mechanism 10, thereby achieving cooperative deformation of the anti-collision guardrail and the main structure of the bridge.

[0054] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the specification and drawings of the present invention, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A collaboratively deformable anti-collision guardrail, characterized in that: It includes a main bridge anti-collision structure, an approach bridge anti-collision structure, and a plurality of coordinated connection mechanisms arranged at vertical intervals, wherein the main bridge anti-collision structure and the approach bridge anti-collision structure are connected by the coordinated connection mechanisms; wherein, The main bridge anti-collision structure is used to be fixed on the bridge deck of the main bridge, and the approach bridge anti-collision structure is used to be fixed on the bridge deck of the approach bridge. Each of the cooperative connection mechanisms includes a first ball joint seat, a second ball joint seat and a longitudinal connecting rod, and the longitudinal connecting rod includes a first end and a second end that are arranged oppositely, wherein, The first ball joint seat is fixed in the anti-collision structure of the main bridge, the first end of the longitudinal connecting rod is ball-jointed on the first ball joint seat, the second ball joint seat is movably arranged in the anti-collision structure of the approach bridge along the longitudinal direction, and the second end of the longitudinal connecting rod is ball-jointed on the second ball joint seat.

2. The cooperatively deformable anti-collision guardrail according to claim 1, characterized in that: The cooperative connection mechanism also includes a plurality of balls, which are arranged on the side wall of the second ball joint seat. The second ball joint seat is supported by the balls against the inner wall of the approach bridge anti-collision structure so as to be movably arranged in the longitudinal direction.

3. The cooperatively deformable crash barrier according to claim 1, characterized in that: The main bridge anti-collision structure includes a plurality of first anti-collision units arranged at longitudinal intervals and a plurality of first longitudinal anti-collision steel tubes arranged at vertical intervals, wherein each of the first anti-collision units includes a first column and a first base, the bottom end of the first column is fixed to the first base, the first base is used to be fixed to the bridge deck of the main bridge, the first longitudinal anti-collision steel tube is fixed to the side wall of the first column, the first ball joint seat is fixed in the first longitudinal anti-collision steel tube, and the first end of the longitudinal connecting rod is built into the first longitudinal anti-collision steel tube.

4. The cooperatively deformable crash barrier according to claim 3, characterized in that: The approach bridge anti-collision structure includes a plurality of second anti-collision units arranged at intervals along the longitudinal direction and a plurality of second longitudinal anti-collision steel tubes arranged at intervals along the vertical direction, wherein each of the second anti-collision units includes a second column and a second base, the bottom end of the second column is fixed to the second base, the second base is used to be fixed on the bridge deck of the approach bridge, the second longitudinal anti-collision steel tube is fixed to the side wall of the second column, the second ball joint seat is movably arranged in the second longitudinal anti-collision steel tube along the longitudinal direction, and the second end of the longitudinal connecting rod is built into the second longitudinal anti-collision steel tube.

5. The cooperatively deformable crash barrier according to claim 4, characterized in that: The first end of the longitudinal connecting rod is spaced apart from the inner wall of the first longitudinal anti-collision steel tube, and the second end of the longitudinal connecting rod is spaced apart from the inner wall of the second longitudinal anti-collision steel tube.

6. The cooperatively deformable crash barrier according to claim 4, characterized in that: The first longitudinal anti-collision steel pipe is fixedly connected to the side wall of the first column by fastening bolts, and the second longitudinal anti-collision steel pipe is fixedly connected to the side wall of the second column by fastening bolts.

7. The cooperatively deformable crash barrier according to claim 4, characterized in that: The first column and the second column are both made of I-shaped steel.

8. The cooperatively deformable crash barrier according to claim 1, characterized in that: The number of the cooperative connection mechanisms is seven, and the seven cooperative connection mechanisms are arranged at intervals along the vertical direction.

9. The cooperatively deformable crash barrier according to claim 1, characterized in that: The spacing distance between two adjacent cooperative connection mechanisms is 15 cm to 20 cm.

10. A long-span bridge, comprising a main bridge and an approach bridge, wherein an expansion joint is formed between the main bridge and the approach bridge, characterized in that: It also includes a cooperatively deformable anti-collision guardrail as described in any one of claims 1 to 9, wherein the main bridge anti-collision structure of the anti-collision guardrail is fixed on the bridge deck of the main bridge, the approach bridge anti-collision structure of the anti-collision guardrail is fixed on the bridge deck of the approach bridge, and the cooperative connection mechanism of the anti-collision guardrail is arranged above the expansion joint.

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