Railway-crossing bridge anti-collision guardrail

Abstract

The utility model discloses an anti-collision guardrail for a cross-railway bridge, which belongs to the technical field of anti-collision guardrails and comprises a prefabricated box girder, a concrete guardrail, an anti-throwing net upright post, a steel bar protective layer, an angle steel frame, a hook, a protective net and flat steel. By changing the inward inclination angle of the concrete guardrail, increasing the cross-sectional area of the foundation and additionally arranging the guardrail end inclined ribs, the external force impact resistance is enhanced, the anti-collision grade and durability are improved, energy transmission after collision is reduced, vehicles are prevented from breaking through the boundary of the guardrail, and the influence of bridge traffic accidents on railway traffic is reduced; in order to further enhance the safety barrier, an anti-throwing net assembly is integrated to prevent articles from flying away from an accident scene due to traffic accidents, vehicle faults or other emergencies, so that potential hazards to railway traffic below are remarkably reduced; the double protection system of the concrete guardrail and the protection net obviously improves the comprehensive safety level of the intersection area of the road and the railway, and provides a firmer safety guarantee for a traffic transportation system.

Description

Technical Field

[0001] The utility model relates to the technical field of anti-collision guardrails, in particular to an anti-collision guardrail across a railway bridge. Background Art

[0002] Conventional crash barriers offer relatively low levels of protection, primarily designed to maintain basic safety for vehicles and pedestrians in everyday road traffic. However, their effectiveness is significantly limited when facing strong impacts from high-speed or heavy vehicles, potentially damaging the barrier structure and failing to effectively prevent uncontrolled vehicles from running off the road. This is particularly true for bridges crossing railway lines, where the inadequate protection of these barriers directly endangers the safety of trains and their tracks below, posing a significant safety hazard. Summary of the Invention

[0003] The purpose of the utility model is to solve the problems raised in the background technology and to provide an anti-collision guardrail for a railway bridge.

[0004] The technical solution of the utility model to achieve the above purpose is as follows:

[0005] A collision-avoidance guardrail for a railway bridge comprises a prefabricated box girder, a concrete guardrail, an anti-throw net column, a steel bar protective layer, an angle steel frame, a hook, a protective net and a flat steel; the prefabricated box girder is fixedly connected to the concrete guardrail, the lower side of the anti-throw net column is located within the concrete guardrail and is fixedly connected to the prefabricated box girder by high-strength bolts, the concrete guardrail is fixedly connected to the steel bar protective layer, the upper side of the anti-throw net column is fixedly connected to the angle steel frame, the angle steel frame is fixedly connected to the hook, the protective net is mounted on the hook, the flat steel is fixedly connected to the angle steel frame, the flat steel is fixedly connected to the anti-throw net column, and the flat steel is fixedly connected to the protective net.

[0006] Preferably, an expansion joint is provided on the side of the concrete guardrail, and the expansion joint is located between two concrete guardrails.

[0007] Preferably, a base is provided at the bottom of the anti-throw net column, the base is fixedly connected to the anti-throw net column, and the base is fixedly connected to the prefabricated box beam by high-strength bolts.

[0008] Preferably, the concrete guardrail is provided with false seams, and the false seams are opened on the surface of the concrete guardrail every 2 meters.

[0009] Preferably, an isobutylsilane material layer is provided on the concrete guardrail, and the isobutylsilane material layer is coated on the surface of the concrete guardrail.

[0010] Preferably, the concrete guardrail adopts an HA-level anti-collision guardrail with an inward inclination angle of 7.6°.

[0011] Preferably, the thickness of the steel protection layer on the impact surface of the concrete guardrail is not less than 4.5 cm, and the thickness of the steel protection layer on the remaining parts is 4.0 cm.

[0012] The utility model provides an anti-collision guardrail for a railway bridge, which has the following beneficial effects:

[0013] Through its structural design, the device of this utility model adopts HA-grade anti-collision guardrail for concrete guardrail, increases the inward inclination angle to 7.6°, increases the base cross-sectional area, and adds diagonal reinforcement at the end of the guardrail to reduce the energy transfer after the collision, prevent vehicles from breaking through the guardrail boundary, and reduce the impact of bridge traffic accidents on railway traffic. The steel protection layer on the collision surface of the concrete guardrail is particularly important. The thickness of this part should be no less than 4.5cm, and the protection layer of other parts should be controlled at 4cm to ensure the safety and durability of the structure. The anti-throw net columns use channel steel (butt welding). When pre-embedded, the bottom surface of the anti-throw net columns must reach the bridge deck, and the columns are welded to the steel bars inside the concrete guardrail. The spacing between the two anti-throw net columns is 2 meters. The specifications of the protective net are 5*5cm and the height is 1.3 meters. It is installed on the angle steel frame located on the anti-throw net columns with hooks, and the protective net is fixed with flat steel to reduce the damage to the protective net caused by crosswinds and increase the service life of the protective net. This utility model enhances the resistance to external impact and improves the anti-collision level and durability by changing the inward inclination angle of the concrete guardrail, increasing the basic cross-sectional area, and adding diagonal reinforcement at the end of the guardrail. Through precise structural design, it reduces the energy transfer after the collision, prevents vehicles from breaking through the guardrail limit, and reduces the impact of bridge traffic accidents on railway traffic. In order to further enhance the safety barrier, an anti-throw net component is integrated to prevent objects (such as stones, vehicle parts, construction tools, etc.) caused by traffic accidents, vehicle failures or other emergencies from flying away from the accident scene, thereby significantly reducing the potential harm to the railway traffic below. The dual protection system of concrete guardrail and protective net significantly improves the comprehensive safety level of the road and railway intersection area, providing a more solid safety guarantee for the transportation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a partial structural diagram of the utility model.

[0015] Figure 2 It is a side partial structural schematic diagram of the utility model.

[0016] Figure 3 It is a structural schematic diagram of the prefabricated box girder in the utility model.

[0017] Figure 4 It is an overall cross-sectional view of the bridge in the present utility model.

[0018] Figure 5 It is a structural diagram of the hook part in the utility model.

[0019] Figure 6 It is a schematic diagram of the top view of the anti-throwing net column in the utility model.

[0020] Figure 7 It is an overall display diagram of the bridge in the present utility model.

[0021] In the figure: 1. Prefabricated box girder; 2. Concrete guardrail; 3. Anti-throw net column; 4. Steel bar protective layer; 5. Angle steel frame; 6. Hook; 7. Protective net; 8. Flat steel; 9. Expansion joint; 10. Base; 11. False joint; 12. Isobutylsilane material layer. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0023] In the description of the embodiments of the present invention, it should be noted that the terms "upper / lower end", "inside", "outside", "front end", "rear end", "two ends", "one end", "the other end", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as a limitation on the present invention.

[0024] In the description of the embodiments of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "set / sheathed," "socketed," "connected," etc., should be understood in a broad sense. For example, "connected" can mean a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be internal communication between two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0025] See also Figure 1-7The embodiment of the utility model provides a technical solution: a cross-railway bridge anti-collision guardrail, comprising a prefabricated box girder 1, a concrete guardrail 2, an anti-throw net column 3, a steel protective layer 4, an angle steel frame 5, a hook 6, a protective net 7, and a flat steel 8; the concrete guardrail 2 is fixedly connected to the top of the prefabricated box girder 1, the lower side of the anti-throw net column 3 is located in the concrete guardrail 2 and is fixedly connected to the prefabricated box girder 1 by high-strength bolts, the concrete guardrail 2 is fixedly connected to the steel protective layer 4, the upper side of the anti-throw net column 3 is fixedly connected to the angle steel frame 5, the angle steel frame 5 is fixedly connected to the hook 6, the protective net 7 is installed on the hook 6, the flat steel 8 is fixedly connected to the angle steel frame 5, the flat steel 8 is fixedly connected to the anti-throw net column 3, and the flat steel 8 is fixedly connected to the protective net 7.

[0026] In this embodiment, expansion joints 9 are provided on the sides of the concrete guardrails 2, located between the two concrete guardrails 2. These expansion joints 9 create space within the guardrail structure to allow for deformation. When the bridge expands or contracts with temperature fluctuations, the expansion joints located at specific locations can absorb this movement, thus preventing damage to the guardrail structure.

[0027] In this embodiment, a base 10 is provided at the bottom of the anti-throw net column 3, and the base 10 is fixedly connected to the anti-throw net column 3, and the base 10 is fixedly connected to the prefabricated box beam 1 by high-strength bolts; the base 10 at the bottom of the anti-throw net column 3 can increase the contact area between the anti-throw net column 3 and the prefabricated box beam 1, thereby improving the stability of the connection between the anti-throw net column 3 and the prefabricated box beam 1.

[0028] In this embodiment, the concrete guardrail 2 is provided with false seams 11, which are opened every 2 meters on the surface of the concrete guardrail 2; the false seams 11 are used to prevent natural cracking caused by thermal expansion and contraction or internal stress of the material.

[0029] In this embodiment, the concrete guardrail 2 is provided with an isobutylsilane material layer 12. The isobutylsilane material layer 12 is applied to the surface of the concrete guardrail 2. By applying a high-performance isobutylsilane material layer 12 over the entire height of the inner impact surface of the concrete guardrail 2 to provide a hydrophobic treatment, water penetration is reduced, preventing material aging and strength loss due to water erosion, thereby extending the service life of the concrete guardrail 2 and enhancing its overall safety and protection capabilities.

[0030] In this embodiment, the technical solution is:

[0031] 1. Positioning and installation of anti-throwing net column 3:

[0032] During the construction preparation stage, the construction workers should clean up the debris on the surface of the prefabricated box girder 1 on site, and use a steel ruler to mark the installation position of the anti-throw net columns 3 to ensure that the center distance between adjacent anti-throw net columns 3 is controlled within two meters. After determining the position, use an ink line to pop out the positioning line, and measure the distance between the positioning lines again to ensure that the distance between the anti-throw net columns 3 is not insufficient due to human factors. The anti-throw net columns 3 are composed of two U-shaped channel steels standing back to back and connected by welding. The base 10 at the bottom of the anti-throw net column 3 can increase the contact area between the anti-throw net column 3 and the prefabricated box girder 1, improve the stability of the connection between the anti-throw net column 3 and the prefabricated box girder 1, and the welding seam between the anti-throw net columns 3 completely coincides with the positioning line. High-strength bolts are used to fasten the anti-throw net columns 3 to the prefabricated box girder 1. When pre-buried, the bottom surface of the anti-throw net columns 3 must reach the bridge deck, and the anti-throw net columns 3 are welded to the steel bars inside the concrete guardrail 2. The specifications of the protective net are 5*5cm and the height is 1.3 meters. It is installed on the angle steel frame 5 on the anti-throw net column 3 using a hook 6, and the protective net 7 is fixed with flat steel 8 to reduce the damage to the protective net 7 caused by crosswinds and increase the service life of the protective net 7.

[0033] 2. Erection of concrete guardrail 2 steel bars:

[0034] During the manufacturing process of the precast box girder 1, the tensile and vertical reinforcement required for the concrete guardrail 2 are pre-buried within the precast box girder 1. This measure strengthens the structural integrity between the concrete guardrail 2 and the precast box girder 1, effectively improving the concrete guardrail 2's ability to withstand external impact loads. The concrete guardrail 2 utilizes an HA-grade crash barrier and is designed with an inward inclination of 7.6° rather than a right angle. This increases the base cross-sectional area and adds diagonal reinforcement to the ends of the concrete guardrail 2, effectively dispersing and mitigating the impact force of vehicle-guardrail contact. This reduces damage to both the vehicle and the concrete guardrail 2 itself, improving road traffic safety. The necessary bending of the steel bars is completed during the processing stage, avoiding potential issues such as material performance degradation and dimensional deviations caused by on-site bending, ensuring the long-term stability of the entire anti-collision system.

[0035] 3. Pouring of concrete guardrail 2:

[0036] The steel reinforcement cover 4 on the impact surface of the concrete guardrail 2 is particularly important. This area should be at least 4.5 cm thick, and the remaining areas should be 4 cm thick to ensure structural safety and durability. To ensure the final size and shape of the concrete guardrail 2, custom formwork is used for installation and fixing to avoid compromising the final dimensions and reducing protection. After the formwork is erected, the interior is cleaned to ensure the surface is free of debris and its dimensions are measured to ensure they meet the designed dimensions.

[0037] 4. Expansion joint 9 of concrete guardrail 2:

[0038] The expansion joint 9 of the concrete guardrail 2 is flush with the end of the precast box girder 1, and a 1 cm gap is provided at the bridge pier. To ensure the continuity and safety of the concrete guardrail 2 when vehicles pass through, the entire cross-section of the gap is filled with high-strength epoxy resin. The expansion joint 9 introduces space into the guardrail structure to allow for deformation. When the bridge expands or contracts with changes in temperature, the expansion joints set at specific locations can absorb this displacement, thereby avoiding damage to the guardrail structure. False joints 11 are set along the outer perimeter of the concrete guardrail 2 every 2 meters. The false joints 11 are cut with a width of 2 cm and a depth of 1 cm. The cuts should be smooth to prevent natural cracking caused by thermal expansion and contraction or internal stress in the material. The inner impact surface is treated with a high-performance isobutylsilane material layer 12 throughout its entire height for hydrophobic treatment. This reduces moisture penetration and prevents material aging and strength loss due to water erosion, thereby extending the service life of the concrete guardrail 2 and improving its overall safety protection capabilities.

[0039] It should be noted that, as used herein, the terms "comprise," "include," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, the phrase "comprising an element defined by..." does not preclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

[0040] Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A collision-proof guardrail for a railway bridge, characterized in that: The invention comprises a prefabricated box girder (1), a concrete guardrail (2), an anti-throw net column (3), a steel bar protective layer (4), an angle steel frame (5), a hook (6), a protective net (7), and a flat steel (8); the prefabricated box girder (1) is fixedly connected to the concrete guardrail (2); the lower side of the anti-throw net column (3) is located inside the concrete guardrail (2) and is fixedly connected to the prefabricated box girder (1) via high-strength bolts; the concrete guardrail (2) is fixedly connected to the steel bar protective layer (4); the upper side of the anti-throw net column (3) is fixedly connected to the angle steel frame (5); the angle steel frame (5) is fixedly connected to the hook (6); the protective net (7) is mounted on the hook (6); the flat steel (8) is fixedly connected to the angle steel frame (5); the flat steel (8) is fixedly connected to the anti-throw net column (3); and the flat steel (8) is fixedly connected to the protective net (7).

2. The anti-collision guardrail for a railway bridge according to claim 1, characterized in that: An expansion joint (9) is provided on the side of the concrete guardrail (2), and the expansion joint (9) is located between two concrete guardrails (2).

3. The anti-collision guardrail for a railway bridge according to claim 1, characterized in that: A base (10) is provided at the bottom of the anti-throw net column (3); the base (10) is fixedly connected to the anti-throw net column (3); and the base (10) is fixedly connected to the prefabricated box beam (1) via high-strength bolts.

4. The anti-collision guardrail for a railway bridge according to claim 1, characterized in that: The concrete guardrail (2) is provided with false seams (11), and the false seams (11) are opened on the surface of the concrete guardrail (2) every 2 m.

5. The anti-collision guardrail for a railway bridge according to claim 1, characterized in that: An isobutylsilane material layer (12) is provided on the concrete guardrail (2), and the isobutylsilane material layer (12) is coated on the surface of the concrete guardrail (2).

6. The anti-collision guardrail for a railway bridge according to claim 1, characterized in that: The concrete guardrail (2) adopts an HA-level anti-collision guardrail, and its inward inclination angle is 7.6°.

7. The anti-collision guardrail for a railway bridge according to claim 1, characterized in that: The thickness of the steel bar protective layer (4) on the collision surface of the concrete guardrail (2) is not less than 4.5 cm, and the thickness of the steel bar protective layer (4) on the remaining parts is 4.0 cm.

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