A crash barrier structure for old bridge reconstruction

Abstract

This application relates to the field of bridge engineering, and in particular to a crash barrier structure for the renovation of old bridges. It includes a newly cast concrete structure poured onto the existing crash barrier, forming a cantilever section on the rear side of the crash barrier. A U-shaped trough for placing planting soil is located in the middle of the cantilever section, spanning both the existing crash barrier and the cantilever section. A drainage hole is located at the bottom of one side of the cantilever section. Embedded reinforcing bars in the newly cast concrete structure are connected to the reinforcing bars of the existing crash barrier. A partition plate within the U-shaped trough divides it into planting units, with through holes at the bottom of the partition plate. The front side of the newly cast concrete structure is coated with a reflective paint layer and is arranged diagonally. A wiring conduit is located below the cantilever section. An interface agent layer is applied to the interface between the existing crash barrier and the newly cast concrete structure. The bottom corner of the U-shaped trough has a rounded structure. This application achieves the effects of fully utilizing the space of the old bridge crash barrier, improving safety and aesthetics, and facilitating drainage and wiring layout.

Description

Technical Field

[0001] This application relates to the field of bridge engineering technology, and in particular to a crash barrier structure for the renovation of old bridges. Background Technology

[0002] With economic and social development, significant progress has been made in highway bridge construction, and some early-built highway bridges are now in the maintenance and renovation stage. For the main bridge structure, the industry has mature technologies for maintenance, renovation, or reinforcement. However, crash barriers have often not received sufficient attention from design units or maintenance departments, and conventional barrier structures are still used in bridge upgrades and renovations. Especially with the acceleration of urbanization and the increasing concentration of residential areas along highways, people have higher requirements for the functionality and aesthetics of bridges, making traditional barriers inadequate for the needs of social development and urban renewal.

[0003] In the renovation of old bridges, two methods have traditionally been used to address the issue of crash barriers. One method involves removing the existing barriers and rebuilding new ones that meet the new standards. This method completely resolves the problem of old bridge barriers failing to meet the new standards for height and crashworthiness. The construction process is relatively straightforward, requiring only reconstruction according to the new design standards. The other method involves directly adding to the existing barriers. This involves adding a barrier structure of a certain height to the existing barrier to meet the new height and crashworthiness requirements. This method is simple to operate and the technology is relatively mature. Both methods can address the shortcomings of old bridge barriers in terms of height and crashworthiness at a relatively low cost.

[0004] However, these existing methods have obvious drawbacks. The modified guardrails, which are either demolished and rebuilt or directly raised, often lack landscape and service functions. Their appearance is mostly a simple concrete shape, which can easily cause visual fatigue for drivers when facing them for a long time. They cannot meet the growing urban landscape and diversified functional needs, nor can they adapt to the requirements of social development and urban interface renewal. Utility Model Content

[0005] To overcome the shortcomings of the existing technology, this application provides a crash barrier structure for the renovation of old bridges. It can make full use of the old guardrail structure and form a new crash barrier structure by connecting the two with steel bars, thereby reducing resource waste and enhancing the landscape and service functions of the crash barrier.

[0006] This application is achieved through the following technical solution: A crash barrier structure for the renovation of an old bridge includes a newly cast concrete structure poured onto an existing crash barrier. The newly cast concrete structure and the existing crash barrier form a cantilever on the vehicle-facing side. The newly cast concrete structure has a U-shaped groove in the middle for placing planting soil. The U-shaped groove spans the existing crash barrier and the cantilever along the thickness direction. A drainage hole is provided at the bottom of the U-shaped groove on one side of the cantilever. The steel reinforcement structure embedded in the newly cast concrete structure is fixed to the steel reinforcement structure in the existing crash barrier.

[0007] By adopting the above technical solution, the existing crash barriers are old guardrails. During the renovation of the old bridge, the upper part of the old bridge's concrete guardrail in the renovation area is removed, while the original guardrail steel bars are retained. Then, a new concrete structure is poured on the old bridge's concrete guardrail. This structure can make full use of the old guardrail, solve the problems of insufficient height and single function of the old bridge's guardrail, improve the crash protection level after renovation, and also add landscape design. The U-shaped channel can be planted with green plants and flowers, and the drainage holes can drain accumulated water. Among them, the U-shaped channel spans the existing crash barriers and the cantilever section along the thickness direction, which can ensure the reasonable distribution of the load of the planting soil. This allows the existing crash barriers, as the main load-bearing part, to share part of the load of the planting soil. In addition, the pre-embedded steel reinforcement structure is connected to the original steel reinforcement structure retained in the existing crash barriers, which can integrate the new concrete structure with the existing crash barriers in terms of stress structure, ensuring structural stability and also providing the possibility for facilities along the route to cross the bridge.

[0008] Optionally, the U-shaped groove is provided with a partition plate, which divides the U-shaped groove into several planting units along its length.

[0009] By adopting the above technical solutions, the design of the partition plate can connect the two side walls of the U-shaped channel, enhance the overall rigidity of the new concrete structure, and improve the impact resistance of the guardrail. On the other hand, it can divide the space into several planting units, making it easier to plant different green plants and flowers, thereby improving landscape diversity and management convenience.

[0010] Optionally, the bottom of the partition plate is provided with through holes for connecting adjacent planting units.

[0011] By adopting the above technical solution, the through holes at the bottom of the partition plate connect adjacent planting units, which is conducive to the growth and extension of plant roots and the uniform distribution of water, realizing water sharing and facilitating planting management.

[0012] Optionally, the front face of the newly formed concrete structure is coated with a reflective paint layer.

[0013] By adopting the above technical solution, applying a reflective paint layer to the front face of the newly formed concrete structure can improve the visibility of the crash barrier, remind vehicles to pay attention to safety, and the reflective paint layer can also improve the visual experience to a certain extent, reduce driver fatigue, and improve driving safety.

[0014] Optionally, the front face of the newly formed concrete structure is arranged at an angle.

[0015] By adopting the above technical solution, the front face of the newly formed concrete structure is arranged at an angle. The angled arrangement of the front face can play a guiding role, guiding the direction of the impact force when the vehicle collides, reducing the degree of damage when the vehicle collides, improving driving safety, and also preventing the headlights from interfering with the driver's vision due to the reflection of the reflective paint layer.

[0016] Optionally, a wiring conduit for the line to pass through is provided below the cantilever.

[0017] By adopting the above technical solution, a wiring conduit is installed below the cantilever for the line to pass through, which allows for the orderly laying of the line and facilitates the management and maintenance of the line.

[0018] Optionally, an interface agent layer is applied to the interface between the existing crash barrier substrate and the newly formed concrete structure.

[0019] By adopting the above technical solution, applying an interface agent layer at the interface can enhance the bond between the existing crash barrier and the new concrete structure, thereby improving structural stability.

[0020] Optionally, the corners at the bottom of the U-shaped groove have a rounded structure.

[0021] By adopting the above technical solution, the rounded corners at the bottom of the U-shaped channel can eliminate stress concentration in the structure, improve the structural strength of the new concrete structure, and allow water to flow more smoothly out of the drain hole, reducing water accumulation and dirt buildup, and improving drainage efficiency and structural durability.

[0022] Optionally, the thickness of the cantilever is less than half the thickness of the newly formed concrete structure.

[0023] By adopting the above technical solution, the thickness of the cantilever is less than half the thickness of the new concrete structure, which makes the stress on the crash barrier structure more reasonable. It can keep the center of gravity of the new concrete structure above the existing crash barrier, reduce the deflection load of the new concrete structure, improve the structural stability and safety, and at the same time avoid the unnecessary weight and cost increase caused by an excessively thick cantilever.

[0024] Optionally, the thickness of the sidewall on the front side of the U-shaped groove is greater than the thickness of the sidewall on the rear side.

[0025] By adopting the above technical solution, the thickness of the side wall on the front side of the U-shaped channel is greater than the thickness of the side wall on the rear side, which can enhance the anti-collision capability of the front side.

[0026] In summary, this application includes at least one of the following beneficial technical effects: 1. This application involves pouring new concrete onto the existing crash barrier, making full use of the existing crash barrier structure and avoiding the demolition of the existing crash barrier. A new crash barrier structure is formed by connecting the two with steel reinforcement, which reduces resource waste and saves manpower, material resources and time. 2. The U-shaped groove in the middle of the newly constructed concrete structure of this application can be used to place planting soil, which improves the aesthetics and ecological nature of the bridge and meets people's needs for bridge landscape and environmental protection. 3. The cantilever section of this application is provided with a wiring conduit for the passage of the line, which allows for orderly laying of the line and facilitates the management and maintenance of the line. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of the existing crash barrier area that has not been removed and modified, as described in Example 1; Figure 2 This is a schematic diagram of the structure after the existing crash barrier has been removed and modified, as described in Example 1. Figure 3 This is a schematic diagram of the steel reinforcement arrangement in the crash barrier structure used for the renovation of old bridges as described in Embodiment 1; Figure 4 This is a schematic diagram of the crash barrier structure used for the renovation of old bridges as described in Embodiment 1; Figure 5 This is a schematic diagram of the arrangement of the reflective paint layer described in Example 1; Figure 6 This is a schematic diagram of the crash barrier structure used for the renovation of old bridges as described in Embodiment 2; In the diagram: 1. Existing crash barrier; 11. Renovation area; 2. New concrete structure; 21. U-shaped channel; 211. Drainage hole; 212. Filter screen; 22. Cantilever section; 23. Front face; 231. Reflective paint layer; 24. Divider plate; 241. Through hole; 3. Reinforcing steel structure; 4. Wiring pipe; 5. Interface agent layer. Detailed Implementation

[0028] The technical solutions of various embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] Example 1 Reference Figures 1 to 3This application discloses a crash barrier structure for the renovation of an old bridge, including a newly cast concrete structure 2 poured on an existing crash barrier 1. The newly cast concrete structure 2 and the existing crash barrier 1 form a cantilever 22 on the vehicle-facing side, and the thickness of the cantilever 22 is less than half the thickness of the newly cast concrete structure 2. A U-shaped groove 21 for placing planting soil is provided in the middle of the newly cast concrete structure 2. The U-shaped groove 21 spans the existing crash barrier 1 and the cantilever 22 along the thickness direction, and a drainage hole 211 is provided at the bottom of the U-shaped groove 21 on one side of the cantilever 22. The steel reinforcement structure 3 embedded in the newly cast concrete structure 2 is connected to the steel reinforcement structure 3 in the existing crash barrier 1. This structure solves the problem of the single function of the existing crash barrier 1, and at the same time improves the impact resistance by utilizing the synergistic effect of the steel reinforcement.

[0030] Specifically, refer to Figures 1 to 2 The existing crash barrier 1 is a discarded concrete guardrail on the bridge. It is necessary to first remove the upper part of the old concrete guardrail in the renovation area 11, while retaining the original guardrail steel reinforcement structure 3. Then, on the existing crash barrier 1, a standardized template for the new concrete structure 2 is fabricated and erected according to the design requirements, and structural steel reinforcement adapted to the new concrete structure 2 is pre-embedded. Reference Figure 3 The steel reinforcement structure 3 embedded in the new concrete structure 2 is connected to the steel reinforcement structure 3 in the existing crash barrier 1 by binding or welding. The steel reinforcement structure 3 includes a mesh structure composed of main bars and distribution bars. The main bars are made of HRB500 grade threaded steel and are connected to the existing base steel bars through sleeve connectors. The distribution bars are formed by double-limb hoops to form a spatial constraint system. After the above process is completed, an interface agent layer 5 is applied to the interface between the existing crash barrier base and the new concrete structure 2, and C30 concrete is poured. After curing, a new crash barrier structure is formed.

[0031] Reference Figure 4 The U-shaped channel 21 is backfilled with planting soil for planting green plants and flowers to enhance the aesthetics of the crash barrier and meet the growing needs of urban landscapes and diverse functions. To prevent water accumulation in the planting soil, drainage holes 211 are provided at the bottom of the U-shaped channel 21. The drainage holes 211 can be arranged in a quincunx pattern along the edge of the cantilever 22, with a diameter of φ20mm and a filter layer spaced 300mm apart. To prevent the loss of planting soil, a filter screen 212 can be placed in the drainage holes 211. A 3cm radius arc transition section is provided at the bottom corner of the U-shaped channel 21 to avoid structural stress concentration, and the side wall thickness of the front face 23 is 20mm thicker than that of the rear face to form a protective reinforcement zone.

[0032] Reference Figure 4The newly constructed concrete structure 2, the front face 23, is inclined at 15° to enhance its impact resistance. The interface between the new concrete structure and the existing substrate is coated with an epoxy resin interface agent layer 5 to prevent stress concentration. The end of the cantilever 22 is equipped with a cable conduit to form a cable passage. Its cross-sectional thickness is 40% of the thickness of the concrete main body to meet the safety specifications.

[0033] Reference Figure 4 To facilitate the crossing of water pipes, gas pipes, cables, etc., and to make it easier to manage and maintain the lines, a wiring conduit 4 for the lines to pass through is provided below the cantilever 22. The wiring conduit 4 can be a galvanized steel pipe, which is fixed by pipe clamps.

[0034] Reference Figure 5 To remind vehicles to pay attention to safety and reduce driver fatigue, a yellow and black reflective paint layer 231 can be applied to the front face 23 of the newly formed concrete structure 2.

[0035] The implementation principle of this embodiment is as follows: making full use of the old guardrail to solve the problems of insufficient height and single function of the old bridge guardrail. After the renovation, the anti-collision level is improved and landscape design is added. The U-shaped channel 21 can be planted with green plants and flowers, and the drainage hole 211 can drain the accumulated water. The U-shaped channel 21 spans the existing anti-collision barrier 1 and the cantilever 22 along the thickness direction, which can ensure the reasonable distribution of the load of the planting soil weight. This allows the existing anti-collision barrier 1, which is the main load-bearing part, to share part of the load of the planting soil weight. In addition, the pre-embedded steel reinforcement structure 3 is connected with the original steel reinforcement structure 3 retained in the existing anti-collision barrier 1, which can connect the new concrete structure 2 and the existing anti-collision barrier 1 into a whole in terms of stress structure, ensuring structural stability and providing the possibility for facilities along the line to cross the bridge.

[0036] Example 2 Reference Figure 6 The difference between this embodiment and embodiment one is that the U-shaped groove 21 is provided with a partition plate 24, which divides the U-shaped groove 21 into several planting units along its length; the partition plate 24 can be integrally cast with the new concrete structure 2, wherein the partition plate 24 is pre-embedded with tie bars, which are connected to the steel reinforcement structure 3 pre-embedded in the new concrete structure 2; in order to facilitate the growth and extension of plant roots and the uniform distribution of water, and to achieve water sharing, the bottom of the partition plate 24 is provided with a through hole 241 for connecting adjacent planting units.

[0037] The implementation principle of this embodiment is as follows: The design of the partition plate 24 can connect the two side walls of the U-shaped channel, enhance the overall rigidity of the new concrete structure 2, and improve the impact resistance of the guardrail. On the other hand, it can divide it into several planting units, which facilitates the classification and planting of different green plants and flowers, and improves the diversity of the landscape and the convenience of management.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of this application.

Claims

1. A crash barrier structure for the renovation of old bridges, characterized in that, The new concrete structure (2) is cast on the existing crash barrier (1). The new concrete structure (2) and the existing crash barrier (1) form a cantilever (22) on the back side. The new concrete structure (2) is provided with a U-shaped groove (21) in the middle for placing planting soil. The U-shaped groove (21) spans the existing crash barrier (1) and the cantilever (22) along the thickness direction. A drainage hole (211) is provided at the bottom of the U-shaped groove (21) on one side of the cantilever (22). The steel reinforcement structure (3) embedded in the new concrete structure (2) is fixed on the steel reinforcement structure (3) in the existing crash barrier (1).

2. The crash barrier structure for old bridge renovation according to claim 1, characterized in that, The U-shaped groove (21) is provided with a partition plate (24), which divides the U-shaped groove (21) into several planting units along the length direction.

3. The crash barrier structure for old bridge renovation according to claim 2, characterized in that, The bottom of the partition plate (24) is provided with a through hole (241) for connecting adjacent planting units.

4. The crash barrier structure for old bridge renovation according to claim 1, characterized in that, The front face (23) of the newly formed concrete structure (2) is coated with a reflective paint layer (231).

5. The crash barrier structure for old bridge renovation according to claim 1, characterized in that, The front face (23) of the newly formed concrete structure (2) is arranged at an angle.

6. The crash barrier structure for old bridge renovation according to claim 1, characterized in that, The cantilever (22) is provided with a wiring conduit (4) for the line to pass through.

7. The crash barrier structure for the renovation of old bridges according to claim 1, characterized in that, An interface agent layer (5) is applied to the interface between the existing crash barrier substrate and the newly formed concrete structure (2).

8. The crash barrier structure for old bridge renovation according to claim 1, characterized in that, The bottom corner of the U-shaped groove (21) has a rounded structure.

9. The crash barrier structure for the renovation of old bridges according to claim 1, characterized in that, The thickness of the cantilever (22) is less than half the thickness of the new concrete structure (2).

10. The crash barrier structure for the renovation of old bridges according to claim 1, characterized in that, The thickness of the sidewall in the U-shaped groove (21) located on the front face (23) is greater than the thickness of the sidewall located on the rear face.

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