Waste T-beam anti-collision wall-waste tire composite emergency lane

Abstract

The utility model relates to a waste T-beam anti-collision wall-waste tire composite emergency lane which comprises waste T-beam anti-collision walls and tire buffer layers, flange plates of the waste T-beam anti-collision walls are placed on the bottom face, webs of the waste T-beam anti-collision walls form a wall body, and the tire buffer layers are arranged on the opposite sides of the waste T-beam anti-collision walls on the two sides. The waste T-shaped beam anti-collision wall has the advantages that the complete waste T-shaped beam is directly used as the anti-collision wall, the flange plate of the waste T-shaped beam is placed downwards, and the tire buffer layer is arranged on the flange plate on the inner side of the waste T-shaped beam, so that the overall stability of the waste T-shaped beam anti-collision wall is effectively guaranteed; the tire buffer layers are arranged on the inner sides of the waste T-beam anti-collision walls on the two sides, the tire buffer layers can provide enough flexibility and deform when being impacted, the contact time of the tire buffer layers and a vehicle is prolonged, and therefore the impact load is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of resource utilization of waste reinforced concrete components, and in particular includes a waste T-beam anti-collision wall-waste tire composite escape lane. Background Technology

[0002] The escape lane is an important safety facility on highways. When a large vehicle traveling at high speed cannot brake effectively, it can enter the escape lane to avoid serious traffic accidents. As a safety reserve project, the escape lane is used less frequently and is generally arranged in small numbers. When the highway is rebuilt or expanded, it is necessary to add some new escape lanes.

[0003] On the other hand, highway reconstruction and expansion projects often involve the demolition of existing bridges, which will generate a large number of scrap T-beams. The demolished scrap T-beams generally have good integrity except for a few surface defects, but in the existing technology, they are often crushed and reused. This process consumes a lot of manpower and material resources and has limited economic benefits. Contents of utility model

[0004] The purpose of the utility model is to overcome the deficiencies in the prior art and provide a waste T-beam crash wall-waste tire composite escape lane.

[0005] This waste T-beam crash wall-waste tire composite escape lane includes: a waste T-beam crash wall and a tire buffer layer, the flange plate of the waste T-beam crash wall is placed on the bottom surface, the web plate of the waste T-beam crash wall forms a wall body, and the tire buffer layer is arranged on opposite sides of the waste T-beam crash walls on both sides;

[0006] The tire buffer layer is set on the flange plate of the waste T-beam crash wall, and a cast-in-place concrete base plate is poured between the flange plates of the waste T-beam crash wall on both sides of the composite escape lane.

[0007] As a preference, the top surface height of the tire buffer layer is lower than the top height of the waste T-beam crash wall.

[0008] As a preferred option, the top surface height of the cast-in-place concrete bottom plate is equal to the flange plate height of the waste T-beam crash wall.

[0009] As a preferred method, a gravel cushion layer of a certain thickness is laid between the tire cushion layers on both sides of the composite escape lane.

[0010] As a preferred option, a plain concrete cushion is cast at the bottom of the composite escape lane, and the flange plate of the waste T-beam crash wall is placed on the plain concrete cushion.

[0011] The beneficial effects of the utility model are:

[0012] 1) The utility model directly uses complete waste T-beams as crash barriers, with the flange plates of the waste T-beams placed downward, and a tire buffer layer is provided on the flange plates on the inner side of the waste T-beams, which effectively ensures the overall stability of the waste T-beam crash barrier.

[0013] 2) The utility model sets a tire buffer layer on the inner side of the waste T-beam anti-collision wall on both sides. The tire buffer layer can provide sufficient flexibility and deform when impacted, thereby increasing the contact time with the vehicle and reducing the impact load.

[0014] 3) The utility model lays a gravel cushion layer of a certain thickness between the tire cushion layers on both sides, which can absorb and consume the vehicle's kinetic energy and also enable the vehicle to brake quickly. Brief Description of the Figures

[0015] Figure 1 It is a front cross-sectional diagram of the waste T-beam crash barrier-waste tire composite escape lane;

[0016] Figure 2 It is a side cross-sectional diagram of the waste T-beam crash barrier-waste tire composite escape lane;

[0017] Figure 3 This is a top view of the waste T-beam crash barrier-waste tire composite escape lane.

[0018] Description of the accompanying figures: waste T-beam crash wall 1, tire buffer layer 2, sand and gravel buffer cushion layer 3, cast-in-place concrete bottom plate 4, plain concrete cushion layer 5. Specific implementation method

[0019] The present utility model is further described below in conjunction with the embodiments. The following embodiments are only used to help understand the present utility model. It should be noted that for ordinary people in the technical field, the present utility model can also be modified in some ways without departing from the principle of the present utility model, and these improvements and modifications also fall within the scope of protection of the claims of the present utility model.

[0020] As an example, if Figures 1 to 3 As shown in , this waste T-beam crash wall-waste tire composite escape lane includes: a waste T-beam crash wall 1 and a tire buffer layer 2. A plain concrete cushion layer 5 is poured at the bottom of the composite escape lane. The plain concrete cushion layer 5 provides a flat working surface for the installation of the waste T-beam crash wall 1 and the pouring of the cast-in-place concrete bottom plate 4, and the integrity of the escape lane is better.

[0021] The flange plate of the waste T-beam anti-collision wall 1 is placed on the plain concrete cushion 5, and the web plate of the waste T-beam anti-collision wall 1 forms the wall body.

[0022] The tire buffer layer 2 is arranged on the opposite sides of the anti-collision walls 1 of the old T-shaped beams on both sides, and the tire buffer layer 2 is formed by stacking tires; the top surface height of the tire buffer layer 2 is lower than the top height of the anti-collision walls 1 of the old T-shaped beams, so that all the impacts received by the tire buffer layer 2 are transmitted to the anti-collision walls 1 of the old T-shaped beams.

[0023] Using the flange of the anti-collision wall 1 of the old T-shaped beam as the foundation of the anti-collision wall and the web of the T-shaped beam as the wall body, it has a high anti-impact ability. The tire buffer layer 2 is arranged on the flange plate of the anti-collision wall 1 of the old T-shaped beam, applying a downward pressure on the flange plate of the anti-collision wall 1 of the old T-shaped beam. When the tire buffer layer 2 is impacted, it can provide sufficient flexibility and increase the contact time, thereby reducing the impact load. The tire buffer layer 2 presses on the flange plate of the anti-collision wall 1 of the old T-shaped beam, making it not easy to overturn the anti-collision wall 1 of the old T-shaped beam, further ensuring the strength of the composite escape lane.

[0024] A cast-in-place concrete floor slab 4 is poured between the flange plates of the anti-collision walls 1 of the old T-shaped beams on both sides of the composite escape lane. The top surface height of the cast-in-place concrete floor slab 4 is equal to the height of the flange plate of the anti-collision wall 1 of the old T-shaped beam, and the part of the width of the tire buffer layer 2 that is greater than the flange plate of the anti-collision wall 1 of the old T-shaped beam extends above the cast-in-place concrete floor slab 4 and presses on the cast-in-place concrete floor slab 4.

[0025] A sand and gravel buffer cushion layer 3 with a certain thickness is laid between the tire buffer layers 2 on both sides of the composite escape lane, which can absorb and consume the kinetic energy of the vehicle. As Figure 2 shown, when there is a slope in the composite escape lane, the thickness of the sand and gravel buffer cushion layer 3 at the higher place is greater than that at the lower place, further increasing the slope and also enabling the vehicle to brake quickly.

[0026] For this kind of anti-collision wall of old T-shaped beam - waste tire composite escape lane, during construction, first, cut the old T-shaped beam into sections and transport them nearby to the site of the proposed escape lane for standby; then, invert it with the flange as the foundation on the cushion layer and use the web as the outer side wall. It is required that there should be no serious surface defects such as exposed reinforcement in the old T-shaped beam, and if necessary, repair the T-shaped beam to form an anti-collision wall 1 of the old T-shaped beam with a certain strength. Furthermore, pour a cast-in-place concrete floor slab 4 in the middle area between the anti-collision walls 1 of the old T-shaped beams on both sides, and stack waste tires inside the anti-collision walls 1 of the old T-shaped beams to form a tire buffer layer 2. Finally, lay a sand and gravel buffer cushion layer 3 on the cast-in-place concrete floor slab 4 to consume the kinetic energy of the vehicle, and the entire escape lane is then constructed.

Claims

1. A waste T-beam crash barrier-waste tire composite escape lane, characterized in that: include: A waste T-beam anti-collision wall and a tire buffer layer, wherein the flange plate of the waste T-beam anti-collision wall is placed on the bottom surface, the web plate of the waste T-beam anti-collision wall forms a wall body, and the tire buffer layer is arranged on opposite sides of the waste T-beam anti-collision walls on both sides; The tire buffer layer is arranged on the flange plate of the waste T-beam crash wall, and a cast-in-place concrete bottom plate is poured between the flange plates of the waste T-beam crash wall on both sides of the composite escape lane.

2. The waste T-beam crash barrier-waste tire composite escape lane according to claim 1 is characterized in that: The top surface height of the tire buffer layer is lower than the top height of the waste T-beam crash wall.

3. The waste T-beam crash barrier-waste tire composite escape lane according to claim 1 is characterized in that: The top surface height of the cast-in-place concrete bottom plate is equal to the flange plate height of the scrap T-beam crash wall.

4. The waste T-beam crash barrier-waste tire composite escape lane according to claim 1 is characterized in that: A gravel buffer layer of a certain thickness is laid between the tire buffer layers on both sides of the composite escape lane.

5. The waste T-beam crash barrier-waste tire composite escape lane according to claim 1 is characterized in that: A plain concrete cushion is poured at the bottom of the composite escape lane, and the flange plate of the scrap T-beam crash wall is placed on the plain concrete cushion.

Images