Anti-collision wall wet joint structure

Abstract

The utility model provides an anti-collision wall wet joint structure. The anti-collision wall wet joint structure comprises an anti-collision wall, a main beam and frame constructional bars. The side, in the width direction of the main beam, of at least one anti-collision wall is attached to the main beam, a first-stage groove where concrete can be poured is defined, the anti-collision walls are arranged in the length direction of the main beam, a plurality of steel bars arranged at intervals in the length direction of the main beam are prefabricated on the anti-collision walls and the main beam, and the anti-collision wall steel bars and the main beam steel bars are each provided with a bent section. The frame structural bars are at least connected to the anti-collision wall steel bar bent sections and / or at least connected to the main beam steel bar bent sections. According to the anti-collision wall wet joint structure, the situation that the anti-collision wall steel bars and the main beam steel bars are not tidy can be corrected, an integral connecting piece which is regular and stable in structure is formed, and the connecting strength of the anti-collision wall and the main beam is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of bridges, and particularly relates to a wet joint structure of a crash barrier. Background Art

[0002] A crash barrier is a kind of guardrail usually arranged on both sides of expressways or highway bridges, which is used to intercept vehicles and bear the impact in case of vehicle collision accidents. It is generally made of reinforced concrete, and its construction techniques include precast and cast-in-situ. For the consideration of construction speed and reducing the impact on urban traffic, the method of using precast crash barriers and pouring and connecting them with the main girder on site is more conducive to improving construction efficiency. The precast crash barrier and the bridge are usually connected by pouring concrete to form a wet joint to meet the installation and replacement requirements.

[0003] On the other hand, with the continuous acceleration of the urban bridge renewal process, the crash barrier structures of traditional urban elevated roads are aging continuously, and the diseases are increasing day by day, which can no longer guarantee the safety protection of the existing traffic. At the same time, with the iterative upgrade of the existing information technology, it is difficult to expand the pipeline channels of traditional crash barriers, which greatly affects the further operation and development of the city. Therefore, it is urgent to replace the traditional crash barrier structure, and the updated crash barrier can adopt the combination of the above two precast and cast-in-situ methods.

[0004] However, during actual construction, the following problems are found: after removing the concrete at the root of the original old crash barrier, the connecting steel bars are bent and collided, and may not be in the same cross-section, etc., so that the connecting steel bars on both sides of the bridge may be misaligned in the length direction, resulting in the core concrete of the precast crash barrier being misaligned with the core concrete formed by the bending of the reserved embedded steel bars of the main girder, making it difficult to be continuous. Furthermore, the effective cross-sectional area of the core concrete part surrounded by the crash barrier steel bars and the bridge steel bars in the wet joint structure is insufficient, reducing the shear strength at the wet joint, and it is difficult to ensure the safety protection of the crash barrier after being impacted by vehicles. Summary of the Utility Model

[0005] The technical problem to be solved by the utility model is to overcome the defect of insufficient strength when the crash barrier is connected to the main girder of the elevated bridge in the prior art, and provide a wet joint structure of a crash barrier.

[0006] The utility model solves the above technical problems through the following technical solutions:

[0007] An anti-collision wall wet joint structure includes an anti-collision wall and a main beam. At least one of the anti-collision walls is attached to the main beam on one side in the width direction of the main beam, enclosing a first-level groove for pouring concrete. And the anti-collision wall is arranged along the length direction of the main beam. The anti-collision wall is prefabricated with a plurality of anti-collision wall steel bars arranged at intervals along the length direction. The side of the main beam relative to the anti-collision wall is also prefabricated with a plurality of main beam steel bars arranged at intervals along the length direction. The anti-collision wall steel bars and the main beam steel bars both extend into the first-level groove.

[0008] The anti-collision wall steel bars include a first extension section extending from the surface of the anti-collision wall and at least one anti-collision wall steel bar bending section with a different setting direction from the first extension section;

[0009] The main beam steel bars include a second extension section extending from the surface of the main beam and at least one main beam steel bar bending section with a different setting direction from the second extension section;

[0010] The anti-collision wall wet joint structure further includes a plurality of frame structural bars arranged at intervals along the length direction. At least part of the frame structural bars are placed in the first-level groove. Each frame structural bar is at least connected to the anti-collision wall steel bar bending section and / or at least connected to the main beam steel bar bending section.

[0011] In this solution, the anti-collision wall wet joint structure can correct the uneven situation of the anti-collision wall steel bars and the main beam steel bars by making each frame structural bar at least connected to the anti-collision wall steel bar bending section and / or at least connected to the main beam steel bar bending section, forming a relatively regular and structurally stable integral connector; and pouring concrete in the first-level groove to solidify the frame structural bars and the steel bars they are connected to, making it a connection medium between the anti-collision wall and the main beam, improving the connection strength between the anti-collision wall and the main beam. In addition, the position of the frame structural bars can be flexibly set according to the situation of the main beam steel bars and the anti-collision wall steel bars at the construction site, improving the installation allowable error, reducing the construction accuracy requirements, ensuring the effective cross-sectional area of the core concrete, improving the shear strength of the wet joint, reducing the difficulty of steel bar connection during construction, and improving the construction efficiency.

[0012] Preferably, the anti-collision wall steel bars and the main beam steel bars are alternately and spaced apart in the length direction of the main beam.

[0013] In this solution, adopting the above structural form enables the anti-collision wall steel bars and the main beam steel bars to be sequentially connected to the frame structural bars in the length direction, reducing the construction cost and enhancing the economic benefits while ensuring the connection strength of the wet joint.

[0014] Preferably, the surface of the anti-collision wall relative to the first-level groove includes a top surface and a side surface. A second-level groove is provided along the length direction of the main beam at the side surface of the anti-collision wall. Part of the frame structural bars are accommodated in the second-level groove, and part of the bent sections of the anti-collision wall steel bars and / or part of the bent sections of the main beam steel bars are placed in the second-level groove.

[0015] In this solution, the wet joint structure of the anti-collision wall increases the cross-sectional area of the wet joint on the basis of the first-level groove by setting the second-level groove. Moreover, by placing part of the frame structural bars, and part of the bent sections of the anti-collision wall steel bars and / or part of the bent sections of the main beam steel bars in the second-level groove, it is easy to fix the connection part of the steel bars and further improves the connection strength of the wet joint structure.

[0016] Preferably, the position of the second-level groove relative to the first-level groove is centered in the height direction.

[0017] In this solution, adopting the above structural form ensures that the concrete structures above and below the frame structural bars have the same thickness, so that the internal force of the concrete is uniform and further strengthens the connection strength of the wet joint structure.

[0018] Preferably, a plurality of third-level grooves are arranged at intervals along the length direction of the main beam at the bottom of the second-level groove, and at least part of one of the frame structural bars, the bent sections of the anti-collision wall steel bars and the bent sections of the main beam steel bars is accommodated in the third-level groove.

[0019] In this solution, the wet joint structure of the anti-collision wall enables at least part of one of the frame structural bars, the bent sections of the anti-collision wall steel bars and the bent sections of the main beam steel bars to be accommodated in the third-level groove through the setting of the third-level groove, thereby improving the connection strength of the wet joint structure.

[0020] Preferably, the anti-collision wall steel bars and the main beam steel bars are alternately and spaced along the length direction of the main beam. The third-level grooves correspond one by one to the anti-collision wall steel bars or the main beam steel bars. One of the adjacent two third-level grooves is used to accommodate the combination of part of the frame structural bars and part of the bent sections of the anti-collision wall steel bars, and the other of the adjacent two third-level grooves is used to accommodate part of the frame structural bars.

[0021] In this solution, adopting the above structural form and setting the third-level grooves to accommodate two connection combinations respectively facilitates the fixing of the steel bars, thereby improving the connection strength of the wet joint structure while reducing the construction cost.

[0022] Preferably, the depth of the third-level groove (in this embodiment, the depth is the depth of the groove in the same direction as the width direction B) is not less than the diameter of any one of the frame structural bars, the anti-collision wall steel bars and the main beam steel bars. Figure 7 In the same direction as the width direction B) is not less than the diameter of any one of the frame structural bars, the anti-collision wall steel bars and the main beam steel bars.

[0023] In this solution, the wet joint structure of the crash barrier limits the depth of the tertiary groove to ensure that the tertiary groove can fully accommodate the combination of the steel bars and their connecting parts, thereby improving the connection strength of the wet joint structure, making it easier to position the frame structural reinforcement and improving construction efficiency.

[0024] Preferably, the main beam steel bar bending section is not less than the first bending length so that the main beam steel bar bending section is connected to the frame structural reinforcement.

[0025] In this solution, the wet joint structure of the crash barrier ensures the connection stability between the bent section of the main beam reinforcement and the frame structural reinforcement in the wet joint structure by stipulating that the bent section of the main beam reinforcement is not less than the first bending length, making the connection more reliable.

[0026] Preferably, the anti-collision wall steel bar bending section includes a first bending section, a second bending section and a third bending section which are bent sequentially from the first extension section, the first bending section is parallel to the third bending section, and the distance between the first bending section and the third bending section is equal to the distance between the upper frame and the lower frame of the frame structural reinforcement.

[0027] In the present scheme, the above-mentioned structural form is adopted to make the anti-collision wall steel bars easier to produce and process, and by connecting the first bent section and the third bent section of the anti-collision wall to the upper and lower frames of the frame structural bars respectively, the connection stability between the main beam steel bars and the frame structural bars is increased, while the structural stability of the connection combination is improved, and the connection strength of the wet joint structure is further strengthened.

[0028] Preferably, the wet joint structure includes an outer side close to the crash wall in the width direction and an inner side away from the crash wall, and the wet joint structure includes at least one of the crash wall reinforcement and the frame structural reinforcement along the height direction at the inner side, and the wet joint structure includes at least one of the frame structural reinforcement and the main beam reinforcement along the height direction at the outer side.

[0029] In this solution, the above-mentioned structural form is adopted to ensure the connection strength between the crash wall and the main beam while reducing the amount of steel bars in the wet joints, thereby reducing construction costs.

[0030] The positive and progressive effects of the utility model are:

[0031] In this solution, the wet joint structure of the crash wall can correct the unevenness of the crash wall reinforcement and the main beam reinforcement by connecting each of the frame structural reinforcement to at least the crash wall reinforcement bending section and / or at least the main beam reinforcement bending section, forming a more regular and structurally stable integral connection piece; and pouring concrete in the primary groove to solidify the frame structural reinforcement and the steel bars connected to it, so that it serves as a connecting medium between the crash wall and the main beam, thereby improving the connection strength between the crash wall and the main beam. In addition, the position of the frame structural reinforcement can be flexibly set according to the main beam reinforcement and the crash wall reinforcement at the construction site, thereby improving the installation allowable error, reducing the construction accuracy requirements, ensuring the effective cross-sectional area of ​​the core concrete, improving the shear strength of the wet joint, and reducing the difficulty of steel bar connection during construction, thereby improving construction efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a schematic structural diagram of the anti-collision wall of an embodiment of the utility model.

[0033] Figure 2 A schematic diagram of the structure of the main beam of the utility model embodiment

[0034] Figure 3 This is a schematic structural diagram of an embodiment of the utility model in which the anti-collision wall and the main beam are connected by frame structural ribs.

[0035] Figure 4 It is a schematic diagram of the structure of the primary tank, the secondary tank and the tertiary tank of an embodiment of the utility model.

[0036] Figure 5 This is a schematic structural diagram of the connection between the anti-collision wall reinforcement and the frame structural reinforcement in an embodiment of the utility model.

[0037] Figure 6 This is a schematic structural diagram of the connection between the main beam reinforcement and the frame structural reinforcement in an embodiment of the utility model.

[0038] Figure 7 It is a schematic diagram of the cross-sectional structure of the wet joint structure of an embodiment of the utility model.

[0039] Description of reference numerals:

[0040] Crash wall 1

[0041] Main beam 2

[0042] Main beam reinforcement 3

[0043] Anti-collision wall reinforcement 4

[0044] Frame structural reinforcement 5

[0045] Concrete 6

[0046] Level 1 slot 7

[0047] Secondary slot 8

[0048] Level 3 slot 9

[0049] First climb 10

[0050] Dripping Edge 11

[0051] The first extension section 12

[0052] The second extension section 13

[0053] The first bending section 14

[0054] The second bending section 15

[0055] The third bending section 16

[0056] Main beam steel bar bending section 17

[0057] Length direction of main beam A

[0058] Width direction of main beam B

[0059] Height direction C of the wet joint structure of the crash wall DETAILED DESCRIPTION

[0060] A preferred embodiment is given below, and the present invention is described more clearly and completely in conjunction with the accompanying drawings.

[0061] Example

[0062] The present embodiment provides a crash wall wet joint structure, including a crash wall 1 and a main beam 2, at least one crash wall 1 is attached to the main beam 2 on one side in the width direction of the main beam 2, forming a primary groove 7 in which concrete 6 can be poured, and the crash wall 1 is arranged along the length direction A of the main beam 2, the crash wall 1 is prefabricated with a plurality of crash wall steel bars 4 arranged at intervals along the length direction A, the side of the main beam 2 relative to the crash wall 1 is also prefabricated with a plurality of main beam steel bars 3 arranged at intervals along the length direction A, the crash wall steel bars 4 and the main beam steel bars 3 both extend into the primary groove 7, the crash wall steel bars 4 include a plurality of main beam steel bars 3 extending from the crash wall 1 to the primary groove 7, and the crash wall steel bars 4 include a plurality of main beam steel bars 3 extending from the crash wall 1 to the primary groove 7. A first extension section 12 extending from the surface of the wall 1 and at least one bent section of the anti-collision wall steel bar 4 arranged in a direction different from the first extension section 12; the main beam steel bar 3 includes a second extension section 13 extending from the surface of the main beam 2 and at least one bent section of the main beam steel bar 3 arranged in a direction different from the second extension section 13; the anti-collision wall wet joint structure also includes a plurality of frame structural bars 5 arranged at intervals along the length direction A, at least part of the frame structural bars 5 are placed in the primary groove 7, and each frame structural bar 5 is at least connected to the bent section of the anti-collision wall steel bar 4 and / or at least connected to the bent section of the main beam steel bar 3.

[0063] like Figure 1-7As shown in the figure, the anti-collision wall 1 in this embodiment is a precast anti-collision wall. The side (outer side) of the anti-collision wall 1 away from the main beam 2 includes a water drip edge 11 extending from the top surface of the first-level groove 7 to below the main beam 2. The water drip edge 11 adheres to the main beam 2 on one side in the width direction B of the main beam 2, enclosing the first-level groove 7 for pouring concrete 6. The poured concrete 6 should be high-strength concrete above C60 or ultra-high performance concrete. The first-level groove 7 is located at the lower end of the anti-collision wall 1 close to the main beam 2, with the same length as the anti-collision wall 1 and a height of not less than 25 cm to facilitate the connection of the frame structural reinforcement 5 with the anti-collision wall reinforcement 4 and the main beam reinforcement 3. The surface of the anti-collision wall 1 relative to the first-level groove 7 includes a top surface and a side surface. The anti-collision wall 1 is provided with a protruding slope, called the first climbing step 10, on the side (inner side) above the top surface of the first-level groove 7 and close to the main beam 2. The width of the first-level groove 7 is equal to the spacing in the width direction B between the side where the water drip edge 11 adheres to the main beam 2 and the bottom edge of the first climbing step 10. The main beam reinforcement 3 and the anti-collision wall reinforcement 4 should have sufficient anchorage length in the wet joint. The distance between the position where the first extension section 12 of the anti-collision wall reinforcement 4 extends out and the bottom edge line of the first climbing step 10 should meet the requirements of the steel bar protection layer. To improve the construction efficiency, the connection method between steel bars can be wire binding without using welding.

[0064] This wet joint structure of the anti-collision wall can correct the irregular situation of the anti-collision wall reinforcement 4 and the main beam reinforcement 3 by making each frame structural reinforcement 5 connect to at least the bent section of the anti-collision wall reinforcement 4 and / or at least connect to the bent section of the main beam reinforcement 3, forming a relatively regular and structurally stable integral connector; and pouring concrete 6 into the first-level groove 7 to solidify the frame structural reinforcement 5 and the connected steel bars, making it the connection medium between the anti-collision wall 1 and the main beam 2, and improving the connection strength between the anti-collision wall 1 and the main beam 2. In addition, the position of the frame structural reinforcement 5 can be flexibly set according to the situation of the main beam reinforcement 3 and the anti-collision wall reinforcement 4 at the construction site, improving the installation tolerance, reducing the construction accuracy requirements, ensuring the effective cross-sectional area of the core concrete 6, improving the shear strength of the wet joint, reducing the difficulty of steel bar connection during construction, and improving the construction efficiency.

[0065] As Figure 3 shown, the anti-collision wall reinforcement 4 and the main beam reinforcement 3 are alternately and spaced in the length direction A of the main beam 2. Adopting the above structural form, the anti-collision wall reinforcement 4 and the main beam reinforcement 3 are sequentially connected to the frame structural reinforcement 5 in the length direction, while ensuring the connection strength of the wet joint, reducing the construction cost and improving the economic benefits. In this embodiment, the spacing between the anti-collision wall reinforcements 4 in the length direction is equal to the spacing between the main beam reinforcements 3 in the length direction, forming a relatively regular structure form of equal spacing and alternating connection.

[0066] As Figure 4As shown in the figure, a secondary groove 8 is provided along the length direction A of the main beam 2 on the side of the anti-collision wall 1. The height of the secondary groove 8 is 1 / 2 to 2 / 3 of the height of the primary groove 7. The distance between the bottom of the secondary groove 8 and the outside of the drip edge 11 in terms of width should be greater than 2 / 3 of the maximum thickness of the drip edge 11. This dimensional limitation is to ensure the structural strength of the drip edge 11. Part of the frame structural bars 5 are accommodated in the secondary groove 8, and part of the bent sections of the anti-collision wall steel bars 4 are also placed in the secondary groove 8. In this embodiment, the length of the main beam steel bars 3 is relatively short, and its bent section 17 of the main beam steel bars is not placed in the secondary groove 8. However, in other embodiments, if the length of the main beam steel bars 3 is long, its bent section 17 of the main beam steel bars can also be placed in the secondary groove 8.

[0067] By setting the secondary groove 8, on the basis of the primary groove 7, the cross-sectional area of the wet joint of this anti-collision wall wet joint structure is increased; and by placing part of the frame structural bars 5, the bent sections of the anti-collision wall steel bars 4 and / or part of the bent sections 17 of the main beam steel bars in the secondary groove 8, it is easy to fix the connection part of the steel bars and further improve the connection strength of the wet joint structure.

[0068] As Figure 4 shown, the position of the secondary groove 8 is centered in the height direction C relative to the primary groove 7. By adopting the above structural form, it is ensured that the concrete 6 structures above and below the frame structural bars 5 have the same thickness, so that the internal force of the concrete 6 is uniform, and the connection strength of the wet joint structure is further enhanced.

[0069] As Figure 3-5As shown, along the length direction A of the main beam 2, a number of third-level grooves 9 are arranged at intervals on the groove bottom of the second-level groove 8, and the height of the third-level groove 9 is equal to that of the second-level groove 8. In this embodiment, the anti-collision wall steel bars 4 and the main beam steel bars 3 are alternately and spaced along the length direction of the main beam 2. The third-level grooves 9 correspond one by one to the anti-collision wall steel bars 4 or the main beam steel bars 3, and the spacing is 1 / 2 of the spacing of the main beam steel bars 3 in the length direction. The anti-collision wall steel bars 4 are longer, and its bent section includes a first bent section 14, a second bent section 15, and a third bent section 16 that are successively bent from the first extension section 12. The main beam steel bars 3 are shorter and only include a second extension section 13 extending from the surface of the main beam 2 and a main beam steel bar bent section 17. In order to facilitate processing, save materials, and improve the structural stability of the steel bars, the frame structural bars 5 are made in the shape of a square. When the frame structural bars 5 are connected to the anti-collision wall steel bars 4, a short side on the outer side in the height direction C is missing; when the frame structural bars 5 are connected to the main beam steel bars 3, a short side on the inner side in the height direction C is missing; the frame structural bars 5 adopt such a structural form on the inner side, so that when the frame structural bars 5 are connected to the main beam steel bars 3, even if there is a deviation (left or right) in the actual construction of the main beam steel bars 3, the frame structural bars 5 are easy to be connected to the main beam steel bars 3, which is beneficial to correcting the position error of the main beam steel bars 3 and improving the structural strength. Corresponding to this structure, in two adjacent third-level grooves 9, one is used to accommodate the second bent section 15 of the anti-collision wall steel bar 4, and the other is used to accommodate the short side on the outer side of the frame structural bar 5 in the height direction C. In other embodiments, according to the length of the steel bars, there are different arrangement methods, and the third-level grooves 9 can also be made larger or smaller, so that one or more of the frame structural bars 5, the bent sections of the anti-collision wall steel bars 4, and the bent sections of the main beam steel bars 3 can be accommodated, not limited to the arrangement method in this embodiment.

[0070] Through the setting of the third-level grooves 9, the anti-collision wall wet joint structure enables at least a part of one of the frame structural bars 5, the bent sections of the anti-collision wall steel bars 4, and the main beam steel bar bent section 17 to be accommodated in the third-level grooves 9, improving the connection strength of the wet joint structure. In addition, the third-level grooves 9 also function to assist in positioning the frame structural bars 5. For example, during construction, the frame structural bars 5 can be first embedded into the groove openings for pre-installation, and then the frame structural bars 5 are tied to the anti-collision wall steel bars 4 and / or the main beam steel bars 3 with steel wires outside the groove openings. This construction method does not require welding, can improve the construction efficiency, and ensure the connection strength of the wet joint structure.

[0071] As described above, in this embodiment, the anti-collision wall steel bars 4 and the main beam steel bars 3 are alternately and spaced along the length direction A of the main beam 2. The third-level grooves 9 correspond one by one to the anti-collision wall steel bars 4 or the main beam steel bars 3, and the third-level grooves 9 are provided to accommodate two connection combinations respectively, which is convenient for fixing the steel bars, thereby reducing the construction cost while improving the connection strength of the wet joint structure. Specifically, the width of the third-level groove 9 for accommodating the combination of part of the frame structural steel bars 5 and the bent section of part of the anti-collision wall steel bars 4 should be slightly larger than the sum of the diameters of the anti-collision wall steel bars 4 and the frame structural steel bars 5, and the width of the third-level groove 9 for accommodating part of the frame structural steel bars 5 should be slightly larger than the diameter of the frame structural steel bars 5, so as to ensure that the combination of the anti-collision wall steel bars 4 and the frame structural steel bars 5 or the frame structural steel bars 5 can be embedded in the third-level groove 9 at the corresponding positions.

[0072] Among them, the depth of the third-level groove 9 is not less than the diameter of any one of the frame structural steel bars 5, the anti-collision wall steel bars 4 and the main beam steel bars 3. As Figure 4 and Figure 7 shown, the depth of the third-level groove 9 refers to the groove depth of the third-level groove 9 along the width direction B. In this embodiment, the diameters of the frame structural steel bars 5, the anti-collision wall steel bars 4 and the main beam steel bars 3 are equal.

[0073] By limiting the depth of the third-level groove 9, this anti-collision wall wet joint structure ensures that the third-level groove 9 can completely accommodate the combination of the steel bars and their connection parts, improves the connection strength of the wet joint structure, makes it easier to position the frame structural steel bars 5, and improves the construction efficiency.

[0074] As Figure 6 shown, the bent section 17 of the main beam steel bar is not less than the first bending length. Specifically, the first bending length is not less than 5 cm to ensure that the bent section 17 of the main beam steel bar is connected to the frame structural steel bar 5 by wire binding.

[0075] By stipulating that the bent section 17 of the main beam steel bar is not less than the first bending length, for example, not less than 5 cm, this anti-collision wall wet joint structure ensures the connection stability of the bent section 17 of the main beam steel bar and the frame structural steel bar 5 in the wet joint structure, that is, there is a sufficient length of the bent section 17 of the main beam steel bar for wire binding with the frame structural steel bar 5, further strengthening the connection strength of the wet joint structure.

[0076] As Figure 5 shown, the first bent section 14 is parallel to the third bent section 16, and the distance between the first bent section 14 and the third bent section 16 is equal to the distance between the upper and lower frames of the frame structural steel bar 5. The length of the second bent section 15 can be equal to the height of the second-level groove 8.

[0077] Adopting the above structural form makes the anti-collision wall steel bar 4 easier to produce and process. And by connecting the first bending section 14 and the third bending section 16 to the upper border and the lower border of the frame structural steel bar 5 respectively, the connection stability between the main beam steel bar 3 and the frame structural steel bar 5 is increased. At the same time, the bending angle at each bending point of the anti-collision wall steel bar 4 can be a right angle, and its shape is arranged in an "inverted hook shape", improving the structural stability of the connection combination and further strengthening the connection strength of the wet joint structure.

[0078] The wet joint structure includes the outer side close to the anti-collision wall 1 and the inner side far from the anti-collision wall 1 in the width direction. The wet joint structure includes at least one of the anti-collision wall steel bar 4 and the frame structural steel bar 5 along the height direction C at the inner side, and includes at least one of the frame structural steel bar 5 and the main beam steel bar 3 along the height direction C at the outer side.

[0079] Adopting the above structural form can reduce the amount of steel bars in the wet joint while ensuring the connection strength between the anti-collision wall 1 and the main beam 2. It only needs to ensure that there is always at least one of the anti-collision wall steel bar 4, the main beam steel bar 3 or the frame structural steel bar 5 along the height direction C on the inner side and the outer side of the wet joint structure, reducing the construction cost.

[0080] Although the specific implementation manners of the present invention have been described above, those skilled in the art should understand that this is only an example. The protection scope of the present invention is defined by the appended claims. Without departing from the principle and essence of the present invention, those skilled in the art can make various changes or modifications to these implementation manners, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A crash barrier wet joint structure, comprising a crash barrier and a main beam, wherein at least one of the crash barriers is attached to the main beam on one side of the main beam in the width direction to form a primary groove for pouring concrete, and the crash barrier is arranged along the length direction of the main beam, the crash barrier is prefabricated with a plurality of crash barrier steel bars arranged at intervals along the length direction, and the main beam is also prefabricated with a plurality of main beam steel bars arranged at intervals along the length direction on the side relative to the crash barrier, the crash barrier steel bars and the main beam steel bars both extend into the primary groove, characterized in that: The anti-collision wall reinforcement comprises a first extension section extending from the anti-collision wall surface and at least one anti-collision wall reinforcement bending section arranged in a different direction from the first extension section; The main beam reinforcement includes a second extension section extending from the main beam surface and at least one main beam reinforcement bending section arranged in a direction different from that of the second extension section; The anti-collision wall wet joint structure also includes a plurality of frame structural ribs arranged at intervals along the length direction, at least part of the frame structural ribs are placed in the primary groove, and each of the frame structural ribs is at least connected to the anti-collision wall steel bar bending section and / or at least connected to the main beam steel bar bending section.

2. The anti-collision wall wet joint structure according to claim 1, characterized in that: The anti-collision wall steel bars and the main beam steel bars are arranged alternately and at intervals in the length direction of the main beam.

3. The anti-collision wall wet joint structure according to claim 1, characterized in that: The surface of the anti-collision wall relative to the primary groove includes a top surface and a side surface. The anti-collision wall is provided with a secondary groove at the side surface along the length direction of the main beam. Part of the frame structural reinforcement is accommodated in the secondary groove, and part of the anti-collision wall steel bar bending section and / or part of the main beam steel bar bending section is placed in the secondary groove.

4. The anti-collision wall wet joint structure according to claim 3, characterized in that: The secondary groove is centered relative to the primary groove in the height direction.

5. The anti-collision wall wet joint structure according to claim 3, characterized in that: The bottom of the secondary groove is provided with a plurality of tertiary grooves at intervals along the length direction of the main beam, and at least one part of the frame structural reinforcement, the anti-collision wall steel bar bending section and the main beam steel bar bending section is accommodated in the tertiary groove.

6. The anti-collision wall wet joint structure according to claim 5, characterized in that: The anti-collision wall steel bars and the main beam steel bars are arranged alternately and at intervals along the length direction of the main beam, the three-level grooves correspond one-to-one to the anti-collision wall steel bars or the main beam steel bars, one of two adjacent three-level grooves is used to accommodate a combination of part of the frame structural reinforcement and part of the bent section of the anti-collision wall steel bars, and the other of two adjacent three-level grooves is used to accommodate part of the frame structural reinforcement.

7. The anti-collision wall wet joint structure according to claim 5, characterized in that: The depth of the three-level groove is not less than the diameter of any one of the frame structural reinforcement, the anti-collision wall reinforcement and the main beam reinforcement.

8. The anti-collision wall wet joint structure according to claim 1, characterized in that: The main beam steel bar bending section is not less than the first bending length so that the main beam steel bar bending section is connected to the frame structural reinforcement.

9. The anti-collision wall wet joint structure according to claim 1, characterized in that: The anti-collision wall steel bar bending section includes a first bending section, a second bending section and a third bending section which are bent in sequence from the first extension section. The first bending section is parallel to the third bending section, and the distance between the first bending section and the third bending section is equal to the distance between the upper frame and the lower frame of the frame structural reinforcement.

10. The anti-collision wall wet joint structure according to claim 1, characterized in that: The wet joint structure includes an outer side close to the crash barrier in the width direction and an inner side away from the crash barrier, and the wet joint structure includes at least one of the crash barrier reinforcement and the frame structural reinforcement at the inner side along the height direction, and the wet joint structure includes at least one of the frame structural reinforcement and the main beam reinforcement at the outer side along the height direction.

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