Prefabricated combined type anti-collision guardrail based on functional gradient principle

Abstract

The utility model discloses a functional gradient principle-based prefabricated combined type anti-collision guardrail, which belongs to the technical field of guardrails, and comprises a bridge deck concrete pavement, a beam plate and a body, one end of the body is connected with an embedded steel bar of the beam plate, the bridge deck concrete pavement is paved on the beam plate, and the beam plate is arranged on the body. The body comprises an anti-cracking and anti-collapse layer, a buffer energy consumption layer and a rigid structure layer which are sequentially arranged from inside to outside on the collision face; wherein the overhanging steel bars of the rigid structure layer are connected with the embedded steel bars of the beam plate. The layered functional gradient type structural design can effectively absorb vehicle collision energy, reduce casualties and reduce bridge structural damage, meanwhile, the layered design is beneficial to later maintenance and replacement, and low-carbon and environment-friendly effects are achieved.

Description

Technical Field

[0001] The utility model belongs to the technical field of guardrails, and in particular relates to a prefabricated and assembled composite anti-collision guardrail based on the functional gradient principle. Background Art

[0002] Bridge concrete guardrails play a key role in guiding traffic flow and preventing uncontrolled vehicles from running off the road. When a vehicle strikes a concrete guardrail, it blocks, cushions, and guides the vehicle, making it a crucial element in highway safety. Currently, reinforced concrete wall guardrails are generally constructed entirely in-situ, with a limited number employing full-section precast segments (hereinafter referred to as precast segmental guardrails) or semi-precast, semi-cast-in-situ construction. The conventional fully cast-in-place guardrail construction method has the disadvantages of long construction period, poor on-site casting quality, large workload and high safety risks in the working environment. It is also not in line with the development concept of industrialized construction of bridge products. Although the semi-prefabricated and semi-cast-in-place guardrail construction method has improved construction efficiency to a certain extent and ensured the appearance quality of the prefabricated guardrail concrete, it still requires on-site formwork casting of concrete, and inevitably has the disadvantages of the cast-in-place guardrail construction method. The segmental prefabricated guardrail adopts a factory prefabrication and on-site installation construction method, which saves on-site casting and curing time, greatly improves construction efficiency and project quality, but there is a problem of connecting the segmental prefabricated guardrail with the bridge deck and the segmental prefabricated guardrail. On the other hand, the above three types of guardrails all adopt a full-section design. After being damaged by a vehicle, they need to be replaced as a whole. The subsequent maintenance workload is large and the risk is high. At the same time, it does not meet the current low-carbon development needs of highway construction and maintenance. Utility Model Content

[0003] In order to solve the above problems, the present invention adopts the following technical solutions:

[0004] A prefabricated composite anti-collision guardrail based on the principle of functional gradient, comprising a bridge deck concrete pavement, a beam slab, and a body. One end of the body is connected to the embedded steel bars of the beam slab. The bridge deck concrete pavement is laid on the beam slab. The body comprises a crack-resistance and anti-collapse layer, a buffer energy-dissipation layer, and a rigid structural layer, arranged in sequence from the inside to the outside of the collision surface.

[0005] Wherein, the protruding steel bars of the rigid structural layer are connected to the embedded steel bars of the beam and slab.

[0006] Furthermore, the longitudinal length of the main body is 2m to 8m.

[0007] Furthermore, the rigid structural layer is an outer concrete anti-collision wall, a steel frame is provided inside the outer concrete anti-collision wall, and the steel frame is welded to the embedded steel bars of the beam and slab.

[0008] Furthermore, the crack-resisting and anti-collapse layer is an inner UHPC guard plate, and a grouting hole is provided on the top of the inner UHPC guard plate; one end of the inner UHPC guard plate close to the grouting hole is connected to the side of the outer concrete anti-collision wall away from the beam and slab through a fixing bolt.

[0009] Furthermore, the buffer energy-absorbing layer is a middle EPS foam concrete, and the middle EPS foam concrete is arranged between the outer concrete anti-collision wall and the inner UHPC guard plate.

[0010] Furthermore, an internal threaded sleeve is provided on the side reinforcement rib of the inner UHPC guard plate, a hook bar is provided in the internal threaded sleeve, and the hook bar is connected to the steel frame.

[0011] Furthermore, mortar is provided in the grouting hole.

[0012] Beneficial effects of the utility model:

[0013] In response to the problems of long on-site construction period, poor pouring quality, heavy workload, high safety risk in the working environment, difficulty in replacing the full-section design in the later stage and high maintenance cost of existing bridge concrete guardrails, the utility model proposes a prefabricated and assembled composite anti-collision guardrail based on the functional gradient principle. The anti-collision guardrail has a simple structure and clear force; the segmented and layered structure design is conducive to later maintenance and replacement, while reducing the weight of unit components, which is conducive to on-site lifting and splicing; the combination of crack-resistant and anti-collapse layers and buffer energy-absorbing layers is both rigid and flexible, which can effectively absorb vehicle impact energy, minimize casualties and reduce damage to bridge structures; reduce the amount of reinforced concrete by about half, greatly reduce carbon emissions, and be low-carbon, environmentally friendly and economical. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic diagram of the structure of a prefabricated composite anti-collision guardrail based on the functional gradient principle of this utility model. Figure 1 ;

[0015] Figure 2 This is a schematic diagram of the structure of a prefabricated composite anti-collision guardrail based on the functional gradient principle of this utility model. Figure 2 ;

[0016] Figure 3 This is a side view of the inner UHPC guard plate of the utility model;

[0017] Figure 4 This is a side view of the outer concrete anti-collision wall of the utility model;

[0018] In the figure: 1. Outer concrete crash barrier; 11. Positioning bolt hole; 12. Steel skeleton; 13. Longitudinal steel bar; 2. Middle EPS foam concrete; 3. Inner UHPC guard plate; 31. Grouting hole; 32. Internal threaded sleeve; 33. Flat sleeve hanging point and positioning bolt hole; 4. Beam and slab; 41. Embedded steel bar; 5. Bridge deck concrete pavement; 6. Temporary angle steel. DETAILED DESCRIPTION

[0019] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0020] Example 1

[0021] refer to Figures 1-4 A prefabricated composite anti-collision guardrail based on the principle of functional gradient includes a bridge deck concrete pavement 5, a beam slab 4, and a body. One end of the body is connected to the embedded steel bars of the beam slab 4. The bridge deck concrete pavement 5 is laid on the beam slab 4. The body includes a crack-resistance and anti-collapse layer, a buffer energy-absorbing layer, and a rigid structural layer arranged in sequence from the inside to the outside of the collision surface.

[0022] The extended steel bars of the rigid structural layer are connected to the embedded steel bars of the beam slab 4 .

[0023] Preferably, the longitudinal length of the main body is 2m to 8m.

[0024] Preferably, the rigid structural layer is an outer concrete anti-collision wall 1 , and a steel skeleton 12 is provided inside the outer concrete anti-collision wall 1 . The steel skeleton 12 is welded to the embedded steel bars 41 of the beam slab 4 .

[0025] In this embodiment, the outer concrete crash barrier 1 is prefabricated in a flat-lying manner, and longitudinal steel bars 13 are provided in the steel skeleton 12 to connect the prefabricated segments.

[0026] In this embodiment, a flat sleeve hanging point and positioning bolt hole 33 is provided on the side of the outer concrete anti-collision wall 1 away from the beam slab 4.

[0027] Preferably, the crack-resisting and collapse-preventing layer is an inner UHPC guard plate 3, and a grouting hole 31 is provided on the top of the inner UHPC guard plate 3; one end of the inner UHPC guard plate 3 close to the grouting hole 31 is connected to the side of the outer concrete crash barrier 1 away from the beam plate 4 through a fixing bolt.

[0028] In this embodiment, the other end of the inner UHPC guard plate 3 is temporarily fixed to the bridge deck concrete pavement 5 through a temporary angle steel 6 .

[0029] In this embodiment, the inner UHPC guard plate 3 is prefabricated in a prone position. UHPC is ultra-high performance concrete with a non-reinforced design. After 28 days of standard curing, the compressive strength standard value is required to be ≥100 MPa, the axial tensile strength standard value is required to be ≥5 MPa, and the elastic modulus is required to be ≥40 GPa. The internal fiber can be synthetic fiber or mixed fiber.

[0030] In this embodiment, a positioning bolt hole 11 is provided at one end of the inner UHPC guard plate 3 close to the grouting hole 31, and the positioning bolt hole 11 of the inner UHPC guard plate 3 is connected to the flat sleeve hanging point and positioning bolt hole 33 of the outer concrete crash barrier 1 through a fixing bolt.

[0031] Preferably, the buffer energy-absorbing layer is the middle EPS foam concrete 2 , and the middle EPS foam concrete 2 is arranged between the outer concrete anti-collision wall 1 and the inner UHPC guard plate 3 .

[0032] In this embodiment, the middle EPS foam concrete 2 is prepared by adding water to polystyrene (EPS) particles, cement, sand and other materials according to a certain ratio; EPS foam concrete requires a compressive strength standard value of ≥2.5MPa and a dry bulk density of ≤10kN / m after 28 days of standard curing. 3 , while meeting the fluidity and uniformity required for construction.

[0033] Preferably, an internal threaded sleeve 32 is provided on the side reinforcement rib of the inner UHPC guard plate 3, and a hook bar is provided in the internal threaded sleeve 32, and the hook bar is connected to the steel skeleton.

[0034] Preferably, mortar is provided in the grouting hole 31 .

[0035] Working principle: Prefabricate the outer concrete crash barrier 1 and the inner UHPC guard plate 3 in the factory, transport the outer prefabricated crash barrier 1 to the site and install it section by section, and weld it firmly to the embedded steel bars 41 of the beam slab 4. The outer concrete crash barrier 1 can also serve as a temporary protection facility; lay the bridge deck concrete paving 5 steel bars and pour the bridge deck paving concrete; insert the longitudinal steel bars and fix them to close the joints of the outer crash barrier segments; transport the inner UHPC guard plate 3 to the site and install it section by section, and fix the positioning bolt holes 11 of the inner UHPC guard plate 3 through the fixing holes. The bolts are connected to the flat sleeve hanging point and positioning bolt hole 33 of the outer concrete crash barrier 1. The other end of the inner UHPC guard plate 3 is temporarily fixed to the bridge deck concrete pavement 5 through a temporary angle steel 6. The hook reinforcement in the internal threaded sleeve 32 on the side reinforcement rib of the inner UHPC guard plate 3 is connected to the steel skeleton, and ensure that the hook is facing downward; after the segment joints are closed, the middle EPS foam concrete 2 is poured through the grouting hole 31. After the middle EPS foam concrete 2 has been cured for 7 days, the bottom temporary angle steel 6 is removed, and then the bridge deck asphalt pavement is constructed.

[0036] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to fall within the scope of protection of the present invention.

Claims

1. A prefabricated composite anti-collision guardrail based on the principle of functional gradient, comprising a bridge deck concrete pavement, a beam slab, and a body, wherein one end of the body is connected to the embedded steel bars of the beam slab, and the bridge deck concrete pavement is laid on the beam slab, characterized in that: The body comprises a crack-resistance and collapse-proof layer, a buffering and energy-absorbing layer and a rigid structural layer arranged in sequence from the inside to the outside of the collision surface; Wherein, the protruding steel bars of the rigid structural layer are connected to the embedded steel bars of the beam and slab.

2. The prefabricated composite anti-collision guardrail based on the functional gradient principle according to claim 1 is characterized in that: The longitudinal length of the main body is 2m to 8m.

3. The prefabricated composite anti-collision guardrail based on the functional gradient principle according to claim 1 is characterized in that: The rigid structural layer is an outer concrete anti-collision wall, a steel frame is provided inside the outer concrete anti-collision wall, and the steel frame is welded to the embedded steel bars of the beam and slab.

4. The prefabricated composite anti-collision guardrail based on the functional gradient principle according to claim 3 is characterized in that: The crack-resisting and anti-collapse layer is an inner UHPC guard plate, and a grouting hole is provided on the top of the inner UHPC guard plate; the end of the inner UHPC guard plate close to the grouting hole is connected to the side of the outer concrete anti-collision wall away from the beam plate through a fixing bolt.

5. The prefabricated composite anti-collision guardrail based on the functional gradient principle according to claim 4 is characterized in that: The buffer energy-absorbing layer is a middle EPS foam concrete, and the middle EPS foam concrete is arranged between the outer concrete anti-collision wall and the inner UHPC guard plate.

6. The prefabricated composite anti-collision guardrail based on the functional gradient principle according to claim 5 is characterized in that: An internal threaded sleeve is provided on the side reinforcement rib of the inner UHPC guard plate, a hook bar is provided in the internal threaded sleeve, and the hook bar is connected to the steel frame.

7. The prefabricated composite anti-collision guardrail based on the functional gradient principle according to claim 6 is characterized in that: Mortar is arranged in the grouting hole.

Images