Bridge high-performance assembled anti-collision guardrail structure

Abstract

The utility model discloses a bridge high -performance assembled crash barrier structure, including prefabricated guardrail unit, the outer shell and the ordinary concrete core body filled in the inside of outer shell are made of super high performance fiber reinforced concrete and are made of composite, the grouting hole is seted up in the top of outer shell, the connecting recess is seted up in the bottom of outer shell, the side of outer shell sets up the longitudinal reservation groove. Through adopting composite shell can effectively absorb and disperse vehicle impact energy, satisfy SA level etc. high anti -collision grade requirement, through the multiple mechanical connection system formed by embedding reinforcing steel bar, connecting recess, high -strength bolt, the firm connection of guardrail and main body structure is ensured to improve security, main component adopts factory prefabrication, only needs hoisting, bolt fastening and grouting concrete in the field, and the construction speed is fast, and the construction period is short, and the quality is easy to control, and the influence to traffic and environment is reduced obviously.

Description

Technical Field

[0001] This utility model belongs to the field of bridge engineering technology, and in particular relates to a high-performance prefabricated anti-collision guardrail structure for bridges. Background Technology

[0002] As an important bridge ancillary structure, crash barriers primarily function to: provide pedestrians with a sense of security, prevent pedestrians from falling, absorb the collision energy of out-of-control vehicles, force out-of-control vehicles to change direction, and prevent vehicles from falling off the bridge and causing secondary accidents. Current reinforced concrete bridge railing construction mainly employs the cast-in-place method, which involves numerous construction processes, long construction periods, and difficulties in controlling quality and appearance. In bridge engineering, crash barriers are a key structure for ensuring traffic safety. Traditional bridge crash barriers have many drawbacks: cast-in-place barriers have long construction periods, are greatly affected by weather and the technical level of construction workers, and their quality is difficult to control precisely; some prefabricated barriers use simple splicing methods, resulting in insufficient strength at the connection nodes, making them prone to loosening and detachment under the influence of external forces such as vehicle impacts, leading to crash barrier failure; furthermore, some barrier materials lack sufficient strength and durability, failing to effectively withstand the strong impacts of high-speed, heavy-load traffic, and thus failing to meet the high safety protection requirements of modern bridges. Therefore, developing a bridge crash barrier structure that combines high performance, easy assembly, and reliable connection has become an urgent problem to be solved. Summary of the Invention

[0003] This utility model aims to provide a high-performance prefabricated anti-collision guardrail structure for bridges, solving the problems of weak anti-collision performance, cumbersome assembly, and unreliable connection of existing guardrails, achieving high-strength impact resistance, rapid assembly and construction, and long-term stable use, thereby improving the overall safety protection level and construction efficiency of bridges.

[0004] To solve the above-mentioned technical problems, the specific technical solution of this utility model is as follows: In some embodiments of this application, a high-performance prefabricated anti-collision guardrail structure for bridges is provided, including a prefabricated guardrail unit. The prefabricated guardrail unit is composed of an outer shell made of ultra-high performance fiber-reinforced concrete and an ordinary concrete core filled inside the outer shell. A grouting hole is opened at the top of the outer shell. A connecting groove is provided at the bottom of the outer shell. A longitudinal reserved groove is provided on the side of the outer shell.

[0005] In some embodiments of this application, a steel reinforcement cage is provided within the ordinary concrete core, the steel reinforcement cage including horizontally arranged longitudinal steel bars and distribution steel bars connected to the longitudinal steel bars.

[0006] In some embodiments of this application, the anchoring steel bar is L-shaped, with its horizontal section pre-embedded in the bridge beam or pavement layer, and its vertical section extending upward and embedded in the connecting groove at the bottom of the outer shell.

[0007] In some embodiments of this application, high-strength bolts pass through the reserved groove and the mounting gasket, and are connected to the anchoring steel bars or embedded parts on the bridge beam.

[0008] In some embodiments of this application, the wall thickness of the outer shell is 50-100 mm.

[0009] In some embodiments of this application, the spacing between the grouting holes is 1000-1500 mm.

[0010] In some embodiments of this application, the depth of the connecting groove is 30-50 mm.

[0011] In some embodiments of this application, the width of the reserved slot is 20-40mm.

[0012] In some embodiments of this application, the diameter of the longitudinal reinforcing bars is 12-16 mm and the spacing is 100-200 mm; the diameter of the distributed reinforcing bars is 8-10 mm and the spacing is 150-300 mm.

[0013] In some embodiments of this application, the diameter of the anchoring steel bar is 16-20mm and the pre-embedding depth is 100-150mm. Compared with existing technologies, the advantages of this utility model are that the composite shell can effectively absorb and disperse vehicle impact energy, meeting the requirements of high anti-collision levels such as SA level; the multiple mechanical connection system formed by pre-embedded steel bars, connecting grooves, and high-strength bolts ensures a firm connection between the guardrail and the main structure, improving safety; the main components are prefabricated in the factory, requiring only hoisting, bolt tightening, and concrete pouring on site, resulting in fast construction speed, short construction period, easy quality control, and significantly reduced impact on traffic and the environment. Attached Figure Description

[0014] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A three-dimensional schematic diagram of the assembly of the guardrail and the beam provided in this embodiment of the utility model; Figure 2 A schematic diagram showing partial connection details provided for an embodiment of this utility model; Figure 3 A schematic diagram of the top plan layout of the guardrail provided in an embodiment of this utility model; Figure 4 A schematic diagram showing the arrangement of horizontal longitudinal reinforcement and distributed reinforcement within a cross section provided for an embodiment of this utility model; Figure 5A schematic diagram of the guardrail cross-section structure provided for an embodiment of this utility model. Detailed Implementation

[0015] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope.

[0016] To better understand the purpose, structure, and function of this utility model, a more detailed description of this utility model is provided below with reference to the accompanying drawings.

[0017] 1. Composite structure design The bridge crash barrier uses a composite structure of ultra-high performance fiber-reinforced concrete (UHPC) shell and ordinary concrete interior. UHPC shell: As the outer layer, it provides excellent impact resistance, wear resistance and durability (wall thickness 50-100mm, compressive strength ≥120MPa). The top is equipped with square grouting holes (200mm long, about 133mm wide, spaced 1000-1500mm) for pouring internal concrete. The bottom is equipped with connecting grooves (30-50mm deep) to match the pre-embedded steel bars in the bridge beam. The side is equipped with corner grooves (20-40mm wide) for bolt connection.

[0018] Internal concrete: Fill the space inside the UHPC shell (such as C40-C50 ordinary concrete) and configure horizontal longitudinal steel bars (12-16mm in diameter, 100-200mm in spacing) and distribution steel bars (8-10mm in diameter, 150-300mm in spacing) to form a steel skeleton and enhance the overall integrity and rigidity of the structure.

[0019] 2. Connecting the system Beam anchorage: L-shaped anchoring steel bars (diameter 16-20mm, embedment depth 100-150mm) are pre-embedded in the bridge beam. During guardrail installation, the steel bars are inserted into the groove of the UHPC shell and tightened through the pre-reserved groove at the corner of the wall with high-strength bolts (M16-M20) to achieve mechanical anchorage. The bottom is combined with the concrete pavement layer to form a multiple connection of "steel bar + bolt + groove", which increases the overturning moment by 20%-30%.

[0020] Unit splicing: Adjacent guardrail units are spliced ​​longitudinally using grooves and bolts to ensure the continuity of the guardrail.

[0021] 3. Construction process Prefabrication: The UHPC shell (including grouting holes, grooves, and reserved slots) is prefabricated in the factory, and the internal steel reinforcement skeleton is processed simultaneously. On-site installation: The shell is hoisted and aligned with the pre-embedded steel reinforcement in the beam, and the bolts are tightened; ordinary concrete is poured through the grouting holes, vibrated to compact, and then cured to form an integrated crash barrier.

[0022] 4. Performance advantages High performance and low cost: The UHPC shell thickness is 50-80mm, the total height of the guardrail is 800mm-1200mm, the UHPC shell accounts for 20%-35% of the volume, ensuring impact resistance (resisting SA-level collisions), and the internal ordinary concrete reduces costs, resulting in an overall cost saving of 30%-40% compared to full UHPC guardrails.

[0023] High durability: UHPC's low porosity (≤1%) and fiber reinforcement properties enhance its resistance to freezing and carbonization, resulting in a service life of ≥30 years.

[0024] Highly efficient construction: Prefabricated production + rapid on-site assembly shortens the construction period by 40%-50%, suitable for bridges, highways and other scenarios.

[0025] 5. During installation, preliminary precise positioning and fixing are achieved using pre-embedded anchor bars, nuts, and mounting washers. The pre-embedded anchor bars are pre-installed in the bridge structure according to the designed spacing and angle. Adjustment of the nuts and mounting washers ensures the positional accuracy of the precast reinforced concrete crash barrier. Then, high-performance material is injected through grouting holes to fill the reserved grooves and connection gaps, forming a tight bond. This makes the barrier and bridge structure a cohesive whole, sharing the load during vehicle impacts and effectively dispersing the impact force, thereby ensuring bridge traffic safety and long-term performance.

[0026] in, Figure 1 The three-dimensional presentation shows the overall assembly of the guardrail (including UHPC shell, grouting holes, and corner grooves) with the bridge beam and concrete pavement, intuitively demonstrating the integration effect of the prefabricated components, reflecting the installation form of the guardrail on the bridge and the spatial relationship of each layer of structure (pavement layer, beam, guardrail shell); Figure 2 The structure showing the connection between the bottom of the guardrail and the bridge beam includes pre-embedded anchor bars, connecting bolts, corner grooves and installation shims, demonstrating the assembly relationship of mechanical anchoring and illustrating the stable connection between the guardrail and the beam. Figure 3 The top view shows the distribution of grouting holes and corner grooves, explaining the spacing of the grouting holes (for pouring internal concrete) and the arrangement of the grooves (bolt connection positions), which helps to understand the concrete pouring process and component connection details during construction. Figure 4 The cross-section shows the arrangement of horizontal and longitudinal reinforcement bars and distributed reinforcement bars, explaining the internal reinforcement skeleton structure (such as the spacing of longitudinal reinforcement bars and the spacing of distributed reinforcement bars), explaining the reinforcing effect of reinforcement bars on ordinary concrete, and improving the overall structure and impact resistance. Figure 5 The cross-section shows the UHPC shell, the internal ordinary concrete, the grouting holes, the connecting grooves and the pre-embedded anchoring steel bars, highlighting the layered design of the composite structure. The outer UHPC layer is impact resistant, the inner concrete layer provides rigidity, and the bottom groove is compatible with the beam reinforcement to ensure reliable anchoring.

[0027] 1. Material Prefabrication and Preparation UHPC shell: Made of steel fiber reinforced ultra-high performance concrete prefabricated to form the shape of a crash barrier, with grouting holes reserved at the top, grooves for connection with the beam at the bottom, and bolt connection grooves on the sides. Factory prefabrication ensures dimensional accuracy.

[0028] Internal steel reinforcement skeleton: Horizontal and longitudinal steel bars and distributed steel bars are tied according to the design to form a skeleton structure that is compatible with the inner cavity of the UHPC shell.

[0029] Ordinary concrete: Select concrete of appropriate strength grade, mix well and set aside.

[0030] 2. Bridge beam pretreatment Anchor steel bars are pre-embedded on the top surface of the bridge beam, a concrete pavement layer is poured, and installation positions for the bottom connection groove of the guardrail are reserved to ensure a reliable connection between the pre-embedded steel bars and the beam structure.

[0031] 3. Guardrail installation and concrete pouring Lifting and positioning: The prefabricated UHPC shell is lifted to the preset position on the beam, so that the groove at the bottom of the shell is aligned with the embedded steel bars. It is then fastened to the beam with high-strength bolts through the side bolt grooves. Adjacent guardrail units are spliced ​​together through grooves and bolts.

[0032] Concrete pouring: Ordinary concrete is poured into the UHPC shell in layers through the top grouting hole, compacted by vibration, and then cured to form a composite structure of the UHPC shell and the internal concrete.

[0033] 4. Key Points of Quality Control Check the assembly accuracy of the UHPC shell and the steel reinforcement frame to ensure that there are no deviations at the connection points; Verify the tightness of the bolt connections and the anchorage reliability between the guardrail and the beam; Ensure that the concrete is poured densely and that the curing process meets the requirements.

[0034] 5. Construction advantages and application scenarios Prefabrication reduces on-site work and improves construction efficiency; The composite structure combines the impact resistance of UHPC with the economy of ordinary concrete, making it suitable for scenarios requiring collision protection, such as highways and urban bridges. The multi-connection design ensures a stable connection between the guardrail and the beam, meeting the requirements of different impact resistance levels.

[0035] In the description of this application, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0036] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0037] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0038] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0039] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A high-performance prefabricated anti-collision guardrail structure for bridges, characterized in that, The prefabricated guardrail unit is composed of an outer shell (1) made of ultra-high performance fiber reinforced concrete and an ordinary concrete core (11) filled inside the outer shell (1); the top of the outer shell (1) has a grouting hole (2); the bottom of the outer shell (1) has a connecting groove (3); and the side of the outer shell (1) has a longitudinal reserved groove (4). The ordinary concrete core (11) is provided with a steel reinforcement cage (5), which includes horizontally arranged longitudinal steel bars and distributed steel bars connected to the longitudinal steel bars; The anchoring steel bar (6) is L-shaped, with its horizontal section pre-embedded in the bridge beam (7) or pavement layer (8), and its vertical section extending upward and embedded in the connecting groove (3) at the bottom of the outer shell (1).

2. According to claim 1, the high-strength bolt (9) passes through the reserved groove (4) and the mounting shim (10) and is connected to the anchoring steel bar (6) or the embedded part on the bridge beam (7).

3. The high-performance prefabricated anti-collision guardrail structure for bridges according to claim 1, wherein the wall thickness of the outer shell (1) is 50-100mm.

4. In the high-performance prefabricated anti-collision guardrail structure for bridges according to claim 1, the spacing of the grouting holes (2) is 1000-1500mm.

5. The high-performance prefabricated anti-collision guardrail structure for bridges according to claim 1, wherein the depth of the connecting groove (3) is 30-50mm.

6. In the high-performance prefabricated anti-collision guardrail structure for bridges according to claim 1, the width of the reserved groove (4) is 20-40mm.

7. The high-performance prefabricated anti-collision guardrail structure for bridges according to claim 2, wherein the diameter of the longitudinal steel bars is 12-16mm and the spacing is 100-200mm; and the diameter of the distributed steel bars is 8-10mm and the spacing is 150-300mm.

8. In the high-performance prefabricated anti-collision guardrail structure for bridges according to claim 1, the diameter of the anchoring steel bar (6) is 16-20mm and the pre-embedded depth is 100-150mm.

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