Fabricated concrete anti-collision wall with drainage structure

Abstract

The utility model relates to the field of anti-collision walls, in particular to a fabricated concrete anti-collision wall with a drainage structure. The technical problems that in the using process of an existing concrete anti-collision wall, due to the fact that the concrete anti-collision wall is exposed in rainy and snowy weather for a long time, rainwater is likely to immerse into the concrete anti-collision wall, pressure is caused by water in a wall body, the structure is damaged due to water accumulation, and the service life of the concrete anti-collision wall is shortened are solved. According to the technical scheme, the fabricated concrete anti-collision wall with the drainage structure comprises a top assembly, a bearing assembly and a supporting assembly; through combination of the multiple groups of drainage holes, accumulated water caused by raining of the road can be discharged outwards along the drainage holes, the road and the anti-collision wall are prevented from being soaked, and therefore the service life of the road and the anti-collision wall is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of crash barriers, and more particularly to prefabricated concrete crash barriers with drainage structures. Background Technology

[0002] Crash barriers are traffic safety facilities primarily used in roads, bridges, and other traffic environments to reduce losses and injuries caused by traffic accidents. They are an indispensable part of modern traffic infrastructure, protecting road users and improving the overall road experience. However, existing concrete crash barriers are prone to water infiltration during prolonged exposure to rain and snow. This water buildup creates pressure within the wall, leading to structural damage and reducing the lifespan of the concrete crash barrier. Therefore, we propose a prefabricated concrete crash barrier with a drainage structure to address these issues. Utility Model Content

[0003] To overcome the problem that existing concrete crash barriers are prone to water seepage into their interiors when exposed to rain and snow for extended periods, causing water pressure and structural damage, and reducing the lifespan of the concrete crash barriers.

[0004] The technical solution of this utility model is as follows: a prefabricated concrete crash barrier with a drainage structure, including a top component, a load-bearing component and a support component; the top component includes a primary wall and a handrail, and a load-bearing component for bearing vehicle impact is provided below the top component; the load-bearing component includes a secondary wall and splicing blocks; a support component for supporting and fixing the load-bearing component and the top component is provided below the load-bearing component, and the support component includes a support base and a connecting block.

[0005] Preferably, by combining connecting slots and connecting blocks, workers can sequentially insert the connecting blocks of multiple support bases into the connecting slots when assembling the crash barrier, thereby connecting multiple support bases into a whole, increasing the contact area with the ground, and firmly supporting the load-bearing components and the top components. Multiple sets of drainage holes allow rainwater from the road to drain outwards, preventing the road and crash barrier from being soaked, thus extending their service life. By combining splicing strips and auxiliary rods, workers can insert the splicing strips into the secondary splicing slots and the auxiliary rods into the auxiliary holes during assembly, allowing the load-bearing components to be quickly fixed to the support components, increasing assembly speed. Simultaneously, by inserting the splicing blocks into the primary splicing slots, workers can connect multiple support components together, thereby improving the crash barrier's stability.

[0006] Preferably, the connecting block is located on one side of the support base, and a connecting slot is provided to match the connecting block. The connecting slot is located on the other side of the support base, and the connecting block and the connecting slot engage with each other. A secondary splicing slot is provided at the center of the upper end of the support base. Multiple sets of auxiliary insertion holes are linearly provided at the upper edges of both sides of the secondary splicing slot. By combining the connecting slot and the connecting block, when the anti-collision wall needs to be assembled, the workers can sequentially insert the connecting blocks of multiple support bases into the connecting slot, thereby connecting multiple support bases into a whole, increasing the contact area with the ground, and stably supporting the load-bearing components and the top components.

[0007] Preferably, multiple sets of three-stage drainage channels are linearly opened on both sides of the support base. Drainage holes are opened at the lower end of the three-stage drainage channels and penetrate through the support base. By combining multiple sets of drainage holes, water accumulated on the highway due to rain can be discharged outward through the drainage holes, preventing the highway and crash barrier from being soaked, thereby improving the service life of the highway and crash barrier.

[0008] Preferably, the interlocking block is located on one side of the secondary wall, and the other side of the secondary wall has a primary interlocking slot. The interlocking block and the primary interlocking slot are matched and inserted into each other. The lower end of the secondary wall has an interlocking strip, and multiple sets of auxiliary rods are linearly arranged on both sides of the interlocking strip. The interlocking strip is matched and inserted into the secondary interlocking slot, and the auxiliary rods are matched and inserted into the auxiliary holes. The upper end of the secondary wall has two sets of cross holes symmetrically opened. By combining the interlocking strip and the auxiliary rods, the workers can insert the interlocking strip into the secondary interlocking slot and the auxiliary rods into the auxiliary holes during assembly, so that the load-bearing components can be quickly fixed to the support components, improving the assembly speed of the workers. At the same time, by inserting the interlocking block into the primary interlocking slot, the workers can connect multiple support components together, thereby improving the stability of the crash barrier.

[0009] As a preferred option, both sides of the secondary wall are provided with arc-shaped slopes, and multiple sets of secondary drainage channels are linearly opened on the surface of the arc-shaped slopes. Multiple sets of secondary water guiding channels are opened on both sides of the secondary drainage channels. By combining the two sets of arc-shaped slopes, rainwater can slide down the two sets of arc-shaped slopes quickly during rainy or snowy weather, avoiding accumulation on the crash barrier and causing pressure.

[0010] Preferably, two sets of cross-shaped inserts are symmetrically arranged at the lower end of the primary wall. The cross-shaped inserts are matched and inserted into the cross-shaped holes. Multiple sets of primary drainage channels are linearly opened on both sides of the primary wall. Multiple sets of primary water guiding channels are symmetrically opened on both sides of the primary drainage channels. The primary, secondary, and tertiary drainage channels are interconnected. Through the combination of the primary, secondary, and tertiary drainage channels, rainwater on the wall surface can be collected in the primary and secondary water guiding channels and discharged from the drainage holes in rainy weather. This guides the rainwater on the wall surface and prevents rainwater from seeping into the interior of the wall.

[0011] Preferably, the handrail is located above the primary wall, and multiple sets of connecting rods are provided between the handrail and the primary wall. The primary wall and the handrail are fixedly connected by multiple sets of connecting rods. By combining the handrail and connecting rods, an additional layer of protection can be provided for pedestrians and non-motorized vehicles in the event of a traffic accident, and it can serve as a support point when pedestrians are standing on the side of the road.

[0012] The beneficial effects of this utility model are:

[0013] 1. By combining connecting slots and connecting blocks, workers can sequentially insert multiple supporting base connecting blocks into the connecting slots when assembling the crash barrier, thus connecting multiple supporting bases into a whole, increasing the contact area with the ground, and firmly supporting the load-bearing components and top components. Multiple sets of drainage holes allow rainwater from the road to drain outwards, preventing the road and crash barrier from being soaked, thereby extending their service life. By combining splicing strips and auxiliary rods, workers can insert the splicing strips into the secondary splicing slots and the auxiliary rods into the auxiliary holes during assembly, allowing the load-bearing components to be quickly fixed to the supporting components, increasing assembly speed. Simultaneously, by inserting the splicing blocks into the primary splicing slots, workers can connect multiple supporting components together, thereby improving the crash barrier's stability.

[0014] 2. By combining two sets of curved slopes, rainwater can quickly slide down the slopes during rain and snow, preventing it from accumulating on the crash barrier and causing pressure. The combination of primary, secondary, and tertiary drainage channels allows rainwater on the wall to flow through the primary and secondary channels into the tertiary drainage channels and then out through the drainage holes, thus guiding the rainwater and preventing it from seeping into the wall structure. The combination of handrails and connecting rods provides an additional layer of protection for pedestrians and non-motorized vehicles in the event of a traffic accident, serving as a support point for pedestrians standing on the roadside. This addresses the problem of existing concrete crash barriers being prone to rainwater infiltration during prolonged exposure to rain and snow, causing pressure buildup and structural damage, thus reducing the lifespan of the concrete crash barrier. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0016] Figure 2 This is a schematic diagram of the top component of this utility model;

[0017] Figure 3 This is a schematic diagram of the load-bearing component of this utility model;

[0018] Figure 4 This is a schematic diagram of the load-bearing component of this utility model from another angle;

[0019] Figure 5 This is a schematic diagram of the support component of this utility model.

[0020] Explanation of reference numerals in the attached diagram: 1. Top component; 101. Primary wall; 102. Connecting rod; 103. Handrail; 104. Cross-shaped insert; 105. Primary drainage channel; 106. Primary water guide channel; 2. Load-bearing component; 201. Secondary wall; 202. Splicing block; 203. Splicing strip; 204. Auxiliary rod; 205. Primary splicing slot; 206. Curved slope; 207. Secondary drainage channel; 208. Secondary water guide channel; 209. Cross-shaped insertion hole; 3. Support component; 301. Support base; 302. Tertiary drainage channel; 303. Connecting block; 304. Connecting slot; 305. Secondary splicing slot; 306. Auxiliary insertion hole; 307. Drainage hole. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] Please see Figure 1-2This utility model provides an embodiment of a prefabricated concrete crash barrier with a drainage structure, comprising a top component 1, a load-bearing component 2, and a support component 3; the top component 1 includes a primary wall 101 and a handrail 103, and a load-bearing component 2 for bearing vehicle impact is provided below the top component 1, the load-bearing component 2 includes a secondary wall 201 and a splicing block 202, and a support component 3 for supporting and fixing the load-bearing component 2 and the top component 1 is provided below the load-bearing component 2, the support component 3 including a support base 301 and a connecting block 303.

[0023] Please continue reading. Figure 1-3 In this embodiment, two sets of cross-shaped inserts 104 are symmetrically arranged at the lower end of the primary wall 101. The cross-shaped inserts 104 are matched and inserted into the cross-shaped holes 209. Multiple sets of primary drainage channels 105 are linearly arranged on both sides of the primary wall 101. Multiple sets of primary water guiding channels 106 are symmetrically arranged on both sides of the primary drainage channels 105. The primary drainage channels 105, secondary drainage channels 207 and tertiary drainage channels 302 are interconnected. Through the combination of the primary drainage channels 105, secondary drainage channels 207 and tertiary drainage channels 302, rainwater on the wall surface can be collected through the primary water guiding channels 106 and secondary water guiding channels 208 during rainy weather. The water flows into the primary drainage channel 105, secondary drainage channel 207, and tertiary drainage channel 302 and is discharged through the drainage hole 307, thereby guiding rainwater on the wall surface and preventing rainwater from seeping into the wall. The handrail 103 is located above the primary wall 101, and multiple sets of connecting rods 102 are provided between the handrail 103 and the primary wall 101. The primary wall 101 and the handrail 103 are fixedly connected by multiple sets of connecting rods 102. The combination of the handrail 103 and the connecting rods 102 provides an additional layer of protection for pedestrians and non-motorized vehicles in the event of a traffic accident, and serves as a support point when pedestrians are standing on the side of the road.

[0024] Please see Figure 1-4In this embodiment, the splicing plug 202 is located on one side of the secondary wall 201, and the other side of the secondary wall 201 is provided with a primary splicing slot 205. The splicing plug 202 and the primary splicing slot 205 are matched and inserted into each other. The lower end of the secondary wall 201 is provided with a splicing strip 203, and multiple sets of auxiliary rods 204 are linearly arranged on both sides of the splicing strip 203. The splicing strip 203 is matched and inserted into the secondary splicing slot 305, and the auxiliary rods 204 are matched and inserted into the auxiliary insertion holes 306. The upper end of the secondary wall 201 is symmetrically provided with two sets of cross insertion holes 209. By combining the splicing strip 203 with the auxiliary rods 204, the workers can insert the splicing strip 203 into the secondary splicing slot 305 during assembly. The auxiliary rod 204 is inserted into the auxiliary socket 306, so that the load-bearing component 2 can be quickly fixed on the support component 3, improving the assembly speed of the workers. At the same time, by inserting the splicing block 202 into the primary splicing slot 205, the workers can connect multiple support components 3 together, thereby improving the stability of the crash barrier. Both sides of the secondary wall 201 are provided with arc-shaped slopes 206. Multiple sets of secondary drainage channels 207 are linearly opened on the surface of the arc-shaped slopes 206. Multiple sets of secondary water guiding channels 208 are opened on both sides of the secondary drainage channels 207. By combining the two sets of arc-shaped slopes 206, rainwater can slide down quickly along the two sets of arc-shaped slopes 206 in rainy or snowy weather, avoiding the accumulation on the crash barrier and causing pressure.

[0025] Please see Figure 1-5 In this embodiment, the connecting block 303 is located on one side of the support base 301, and a connecting slot 304 is provided to match the connecting block 303. The connecting slot 304 is located on the other side of the support base 301, and the connecting block 303 and the connecting slot 304 engage with each other. A secondary splicing slot 305 is provided at the center of the upper end of the support base 301, and multiple sets of auxiliary insertion holes 306 are linearly provided on the upper edges of both sides of the secondary splicing slot 305. By combining the connecting slot 304 with the connecting block 303, the workers can connect multiple connecting blocks of the support base 301 when it is necessary to assemble the anti-collision wall. Block 303 is sequentially inserted into the connecting slot 304, thereby connecting multiple support bases 301 into a whole, increasing the contact area with the ground, and stably supporting the load-bearing component 2 and the top component 1. Multiple sets of three-stage drainage channels 302 are linearly opened on both sides of the support base 301. Drainage holes 307 are opened at the lower end of the three-stage drainage channels 302. The drainage holes 307 penetrate the support base 301. Through the combination of multiple sets of drainage holes 307, the water accumulated on the road due to rain can be discharged outward along the drainage holes 307, preventing the road and the crash barrier from being soaked, thereby improving the service life of the road and the crash barrier.

[0026] During operation, the workers first insert the connecting blocks 303 of multiple support bases 301 into the connecting slots 304 in sequence, thereby connecting the multiple support bases 301 into a whole. Then, the splicing strip 203 is inserted into the secondary splicing slot 305, and the auxiliary rod 204 is inserted into the auxiliary socket 306 to fix the load-bearing component 2 onto the support component 3. Next, the splicing block 202 is inserted into the primary splicing slot 205 to connect the multiple support components 3 together. Finally, the cross block 104 is inserted into the cross socket 209 to install the top component 1 on the upper end of the support component 3.

[0027] During rainy or snowy weather, rainwater can slide down quickly along the two sets of curved slopes 206, avoiding accumulation on the crash barrier and causing pressure. Rainwater on the wall surface can slide down through the primary water guide channel 106 and the secondary water guide channel 208 into the primary drainage channel 105, the secondary drainage channel 207 and the tertiary drainage channel 302 and be discharged from the drainage hole 307. At the same time, water accumulated on the road due to rain can be discharged outward through the drainage hole 307, preventing the road and the crash barrier from being soaked.

[0028] Based on the above steps, during rainy or snowy weather, rainwater can quickly flow down the two sets of curved slopes 206 into the primary water guide channel 106 and the secondary water guide channel 208 respectively. Then, the water from the primary water guide channel 106 and the secondary water guide channel 208 converges into the primary drainage channel 105, the secondary drainage channel 207 and the tertiary drainage channel 302 respectively, and finally is discharged from the drainage hole 307 at the lower end of the tertiary drainage channel 302.

[0029] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. An assembled concrete crash wall with drainage structure, comprising a top assembly (1); characterized in that: It also includes a bearing assembly (2) and support assembly (3); top component (1) includes a wall (101) and handrail (103), the bottom of the top component (1) is provided with a bearing assembly (2) for bearing vehicle impact, the bearing assembly (2) includes a secondary wall (201) and splicing plug (202), the bottom of the bearing assembly (2) is provided with a support assembly (3) for supporting and fixing the bearing assembly (2) and the top component (1), the support assembly (3) includes a support base (301) and a connecting block (303).

2. The fabricated concrete crash wall with drainage structure according to claim 1, characterized in that: The connecting block (303) is located on one side of the support base (301), and the connecting block (303) is matched with a connecting slot (304) formed on the other side of the support base (301), the connecting block (303) and the connecting slot (304) are matched with each other, a secondary splicing slot (305) is formed in the center of the upper end of the support base (301), and a plurality of auxiliary insertion holes (306) are linearly formed at the upper end edges on both sides of the secondary splicing slot (305).

3. The fabricated concrete crash wall with drainage structure according to claim 2, characterized in that: A plurality of tertiary drainage grooves (302) are linearly formed on both sides of the support base (301), and a drainage hole (307) is formed in the lower end of the tertiary drainage groove (302) and penetrates the support base (301).

4. The fabricated concrete crash wall with drainage structure according to claim 3, characterized in that: The splicing plug (202) is located on one side of the secondary wall (201), the other side of the secondary wall (201) is provided with a primary splicing slot (205), the splicing plug (202) and the primary splicing slot (205) are matched and inserted, the lower end of the secondary wall (201) is provided with a splicing strip (203), a plurality of auxiliary insertion rods (204) are linearly arranged on both sides of the splicing strip (203), the splicing strip (203) and the secondary splicing slot (305) are matched and inserted, the auxiliary insertion rod (204) and the auxiliary insertion hole (306) are matched and inserted, and two groups of cross insertion holes (209) are symmetrically formed in the upper end of the secondary wall (201).

5. The fabricated concrete crash wall with drainage structure according to claim 4, characterized in that: Arc-shaped slopes (206) are formed on both sides of the secondary wall (201), a plurality of secondary drainage grooves (207) are linearly formed on the surface of the arc-shaped slope (206), and a plurality of secondary water guide grooves (208) are formed on both sides of the secondary drainage groove (207).

6. The fabricated concrete crash wall with drainage structure according to claim 5, characterized in that: The lower end of the primary wall (101) is symmetrically provided with two groups of cross insertion blocks (104), the cross insertion blocks (104) and the cross insertion holes (209) are matched and inserted, a plurality of primary drainage grooves (105) are linearly formed on both sides of the primary wall (101), a plurality of primary water guide grooves (106) are symmetrically formed on both sides of the primary drainage groove (105), and the primary drainage groove (105), the secondary drainage groove (207) and the tertiary drainage groove (302) are communicated with each other.

7. The fabricated concrete crash wall with drainage structure according to claim 6, characterized in that: The handrail (103) is located above the primary wall (101), a plurality of connecting rods (102) are arranged between the handrail (103) and the primary wall (101), and the primary wall (101) and the handrail (103) are fixedly connected through the plurality of connecting rods (102).

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