Debris flow barrier structure

Abstract

The utility model discloses a mud and stone flow blocking structure belongs to mud and stone flow prevention technical field. In view of traditional blocking structure cost is high, environmental protection is poor, construction is complex and traffic abandoned resource utilization rate low's problem, this structure is mainly with truck abandoned carriage frame, through the anchoring steel bar and passes the fixed hole anchoring ground, the carriage frame front side fixed rod cover waste tire, and the blocking net board in the frame is connected with the carriage frame through the vehicle abandoned shock absorber, and the carriage frame sets up the support anchor rod and forms the triangle reinforcement with the ground, and the downstream is planted with trees. It utilizes abandoned resources to reduce the cost and reduce pollution, and through the elastic buffer impact resistance of tire and shock absorber, and the assembly construction is convenient, and is combined with ecological protection, is applicable to the mountainous area fast layout, realizes the engineering and ecological collaborative prevention and treatment.

Description

Technical Field

[0001] This utility model belongs to the field of debris flow prevention and control technology, specifically relating to a debris flow barrier structure. Background Technology Currently, the mainstream debris flow retaining structures mainly include reinforced concrete retaining walls, steel lattice dams, and masonry dams. Although these structures can withstand the impact of debris flows of a certain intensity through rigid load-bearing, they have significant technical drawbacks: First, they are costly to construct and consume a lot of resources, requiring the purchase of large quantities of raw building materials such as steel, cement, and sand. Not only is the production and processing energy-intensive, but it also requires a professional construction team for on-site pouring or assembly, resulting in a long construction cycle and poor adaptability to terrain, making it difficult to meet the needs of rapid deployment in complex mountainous terrains. Second, they are environmentally unfriendly. The construction waste generated after the traditional retaining structure is scrapped (such as broken concrete blocks and rusted steel) is difficult to degrade naturally, and indiscriminate dumping can easily cause secondary environmental pollution. At the same time, the transportation industry faces the dilemma of low recycling rates for a large amount of waste resources: on the one hand, the abandoned truck bodies left after the trucks are scrapped, and their main frames are made of high-strength carbon steel, which has good structural stability and resistance to deformation. However, they are often dismantled into scrap steel for low-price disposal due to the lack of targeted recycling channels, and their structural load-bearing potential is not fully utilized; on the other hand, waste tires (such as scrapped tires of automobiles and engineering vehicles) have excellent elastic recovery and impact toughness, and are ideal buffer energy-absorbing materials. However, their natural degradation cycle is as long as decades, and random dumping can easily occupy land resources and cause environmental pollution. Based on this, there is currently no technical solution to organically integrate abandoned truck bodies, waste tires and scrapped automobile shock absorbers to construct debris flow barrier structures. Utility Model Content

[0002] To address the problems existing in the prior art, a debris flow barrier structure is proposed.

[0003] The technical solution of this utility model to solve the technical problem is as follows: a debris flow barrier structure, including a car frame, with fixing holes opened at the bottom of the car frame, and anchoring steel bars passing through the fixing holes and anchored to the ground; several fixing rods are vertically connected to the front side of the car frame, and the two ends of the fixing rods are respectively connected to the upper crossbeam and the lower crossbeam of the car frame; several tires are fitted on each fixing rod; a barrier mesh plate is also provided inside the frame of the car frame, and the barrier mesh plate is connected to the rear side of the car frame through a buffer, so that the barrier mesh plate can move backward to buffer when the debris flow is scour.

[0004] Preferably, the fixing rod includes a first vertical rod and a second vertical rod. The two ends of the first vertical rod are respectively connected to U-shaped frames, and the two U-shaped frames are respectively clamped on the upper crossbeam and the lower crossbeam. The second vertical rod is set to fit against the first vertical rod. The top and bottom of the second vertical rod are respectively connected to fixing bolts, and the fixing bolts pass through the second vertical rod, the upper or lower crossbeam, and the U-shaped frames in sequence for fixing.

[0005] Preferably, the buffer is a shock absorber, with the rear end of the shock absorber connected to the rear longitudinal beam and the front end connected to the guardrail mesh.

[0006] Preferably, the rear end of the shock absorber is provided with a rear connecting plate, and a rear through hole is provided on the rear connecting plate; a slot is provided on the corresponding rear longitudinal beam, and a transverse through hole is provided on both sides of the slot through the rear longitudinal beam. After the rear connecting plate is inserted into the slot, the connecting bolt passes through the rear through hole and the transverse through hole and is locked by the connecting nut.

[0007] Preferably, the front end of the shock absorber is provided with a front connecting plate, the front connecting plate is provided with a front through hole, a crossbar is inserted horizontally in the front through hole, and a tightening bolt is threaded to each end of the crossbar. The end of the tightening bolt is tightened against the front of the guardrail plate, so that the back of the guardrail plate is pressed against the front end face of the shock absorber.

[0008] Preferably, the barrier mesh plate is also provided with a limiting groove, and the end of the tightening bolt can be inserted into the limiting groove for limiting.

[0009] Preferably, a locking nut is also screwed onto the tightening bolt. After the tightening bolt tightens the barrier plate, the locking nut is tightened to lock it in place.

[0010] Preferably, the tires are filled with burlap sacks filled with sand.

[0011] Preferably, a reinforcement groove is provided on the rear longitudinal beam, one end of the support anchor is inserted into the reinforcement groove, and the other end is inserted into the ground, so that the carriage frame, the support anchor and the ground form a triangular structure.

[0012] Preferably, trees are planted downstream of the carriage frame.

[0013] Compared with existing technologies, the above technical solution has the following advantages or beneficial effects: 1. This utility model utilizes waste resources from the transportation industry, such as abandoned truck bodies and waste tires, as the main components. On the one hand, it avoids the heavy reliance on raw building materials such as steel and cement in traditional barrier structures, significantly reducing the cost of building material procurement and processing. On the other hand, it effectively solves the problems of low-cost dismantling of abandoned truck bodies and long-term pollution from the stockpiling of waste tires, reducing the generation of construction waste and environmental impact.

[0014] 2. The waste tires fitted onto the vertical fixed rods in this invention possess excellent elastic resilience, which can initially dissipate the impact kinetic energy of mudslides. The waste vehicle shock absorber connecting the barrier mesh to the vehicle frame can move the barrier mesh backward to buffer the impact energy further. Compared to the shortcomings of traditional rigid load-bearing structures that are easily damaged by impact, this structure significantly reduces the direct damage to the structure caused by mudslides through elastic buffering, extends its service life, and improves its impact resistance reliability.

[0015] 3. This utility model uses the frame of a discarded truck cargo box as the main support, eliminating the need for large-scale on-site concrete pouring. Foundation fixing is achieved simply by anchoring reinforcing bars through fixing holes to the ground and inserting support anchors into reinforcement grooves to form a triangular structure with the ground. This modular construction simplifies the process and significantly shortens the construction period, making it particularly suitable for rapid deployment in complex mountainous terrain. Furthermore, the design of planting trees downstream of the cargo box frame combines artificial barrier structures with ecological protection, enhancing the overall effectiveness of debris flow prevention while avoiding the ecological damage caused by traditional hard structures, thus achieving synergy between engineering protection and ecological conservation. Attached Figure Description

[0016] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0017] Figure 1 This is an isometric schematic diagram of the present invention.

[0018] Figure 2 This is a structural schematic diagram of the back of this utility model.

[0019] Figure 3 yes Figure 1 Enlarged view of point A in the middle.

[0020] Figure 4 This is a schematic diagram of a shock absorber damper.

[0021] Figure 5 This is an installation diagram of this utility model.

[0022] Explanation of reference numerals in the attached figures: 1. Carriage frame; 11. Fixing hole; 12. Upper crossbeam; 13. Lower crossbeam; 14. Rear longitudinal beam; 15. Slot; 16. Connecting bolt; 17. Connecting nut; 18. Reinforcing groove; 2. Anchoring steel bar; 3. Fixing rod; 31. First vertical bar; 32. Second vertical bar; 33. U-shaped frame; 34. Fixing bolt; 4. Tire; 5. Barrier mesh panel; 51. Horizontal bar; 52. Tightening bolt; 53. Limiting groove; 54. Locking nut; 6. Shock absorber; 61. Rear connecting plate; 62. Rear through hole; 63. Front connecting plate; 64. Front through hole; 7. Tree; 8. Ground; 9. Support anchor rod. Detailed Implementation

[0023] To clearly illustrate the technical features of this solution, the present invention will be described in detail below through specific embodiments and in conjunction with the accompanying drawings. The following disclosure provides many different embodiments or examples for implementing different structures of the present invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Furthermore, the present invention may repeat reference numerals and / or letters in different examples. This repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. It should be noted that the components illustrated in the drawings are not necessarily drawn to scale. The present invention omits descriptions of well-known components and processing techniques and processes to avoid unnecessarily limiting the present invention. The terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate orientation or positional relationships based on the orientation or positional relationships shown in the drawings, and 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, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0024] Currently, the transportation industry faces a dilemma of low recycling rates for a large amount of waste resources: on the one hand, the abandoned truck bodies left after the trucks are scrapped, and their main frames are made of high-strength carbon steel, which has good structural stability and resistance to deformation. However, they are often dismantled into scrap steel for low-price disposal due to the lack of targeted recycling channels, failing to fully utilize their structural load-bearing potential. On the other hand, waste tires (such as scrapped tires of automobiles and engineering vehicles) have excellent elastic recovery and impact toughness, making them ideal cushioning and energy-absorbing materials. However, their natural degradation cycle is as long as decades, and random dumping can easily occupy land resources and cause environmental pollution. In addition, the waste shock absorbers (such as hydraulic and spring shock absorbers) generated after the automobiles are scrapped have mature damping and buffering mechanisms and can be directly used to absorb impact energy, but they are mostly discarded as ordinary industrial waste, resulting in a waste of functional resources.

[0025] Example 1: Please see Figures 1-5 Based on the current problems of high strength but significant waste of old truck body frames and pollution of land resources by waste tires, reusing them can avoid waste and achieve environmental protection. Therefore, this embodiment proposes a debris flow barrier structure, including a scrapped truck body frame 1. Different lengths of scrapped truck bodies can be selected according to the required laying length, and the surrounding panels can be removed to obtain the truck body frame 1. Alternatively, several truck body frames 1 can be arranged side-by-side to achieve long-distance barriers. A small distance is maintained between adjacent truck body frames 1 to ensure no collision between them and to facilitate anchoring. The bottom of the lower crossbeam 13 of the truck body frame 1 has 2-4 fixing holes 11 spaced along its length, and an anchor rod is inserted into each fixing hole 11. Reinforcing bar 2, the anchoring reinforcing bar 2 can be made from scrapped reinforcing bars found on the construction site, reducing costs; the lower end of the anchoring reinforcing bar 2 is inserted 2-2.5m below the ground (penetrating the loose surface soil layer, reaching the stable bearing layer), and the bottom can be bent into a 90° hook to enhance the anchoring force; 5-10 fixing rods 3 are vertically connected between the upper crossbeam 12 and the lower crossbeam 13 on the front side of the carriage frame 1, and the fixing rods 3 are evenly distributed along the width direction of the carriage frame 1 to ensure uniform stress; 5-10 tires 4 are fitted on each fixing rod 3 along the height direction; the frame of the carriage frame 1 is also equipped with a high-strength steel wire mesh barrier plate 5 (steel wire diameter 5-6mm, mesh size 50×50mm, capable of intercepting diameters ≥50mm). (The barrier mesh 5 allows water to flow through), and the barrier mesh 5 is connected to the rear longitudinal beam of the carriage frame 1 by 4-6 symmetrically distributed buffer members. The barrier mesh 5 can move backward 50-100mm along the axial direction of the buffer members to buffer during the mudslide. The buffer stroke matches the impact speed of the mudslide to avoid rigid collision.

[0026] When a debris flow occurs, it first passes through the first buffer wall formed by the discarded tires 4 for buffering and interception. Large rocks are intercepted, while the rest continue to pass through the discarded tires 4 and through the second buffer wall formed by the retaining mesh 5. Small rocks are intercepted by the retaining mesh 5. At the same time, due to the presence of the buffer components, the retaining mesh 5 does not have a rigid collision with the debris flow. Therefore, its interception effect is better than that of rigid structures such as retaining dams.

[0027] Example 2: Continue reading Figures 1-5 Based on Embodiment 1, this embodiment further optimizes the installation method of the fixing rod 3. The fixing rod 3 in this embodiment includes a first vertical rod 31 and a second vertical rod 32. The double vertical rod structure enhances the bending resistance. U-shaped frames 33 are welded to both ends of the first vertical rod 31. The opening width of the U-shaped frame 33 is 1-2mm wider than the thickness of the crossbeam for easy engagement. Furthermore, the inner wall of the U-shaped frame 33 is provided with diamond-shaped anti-slip patterns spaced 2-3mm apart to prevent slippage. The frame slides, with two U-shaped frames 33 respectively engaging with the outer sides of the upper crossbeam 12 and lower crossbeam 13 of the carriage frame 1. The gap between the contact surfaces of the U-shaped frames 33 and the crossbeams is no more than 1mm to ensure tight connection and reduce shaking. The second vertical rod 32 is a steel pipe of the same diameter and material as the first vertical rod 31. The second vertical rod 32 is set against the outer side wall of the first vertical rod 31. The top and bottom of the second vertical rod 32 are respectively welded with connecting lugs for fixing bolts 34. The fixing bolts 34 pass through the connecting lugs of the second vertical rod 32, the upper crossbeam 12 or the lower crossbeam 13, and the side wall of the U-shaped frame in sequence, and are then fitted with spring washers and locked in place by connecting nuts 17. This structure of the fixing rod 3 facilitates both the installation and disassembly of the tire 4, improving construction efficiency.

[0028] Example 3: Continue reading Figures 1-5 Currently, wheel hubs use, such as Figure 4 The shock absorber 6 shown is often purchased as scrap metal after the vehicle is scrapped. However, most of the shock absorber 6 retains its performance. Based on this, this embodiment uses the scrapped shock absorber 6 as the shock absorber component and designs the connection of the remaining car frame 1 as follows: The rear end of the shock absorber 6 is connected to a rear connecting plate 61 that is connected to the original vehicle lower control arm. Therefore, it is connected to the rear longitudinal beam 14 through the rear connecting plate 61. The rear connecting plate 61 has a rear through hole 62 in the vertical direction. The rear longitudinal beam 14 of the corresponding car frame 1 has slots 15 that match the rear connecting plate 61 in the length direction. The two sides of the slot 15 have transverse through holes that are coaxial with the rear through hole 62 and have the same diameter as the rear through hole 62 to ensure that the connecting bolt 16 can pass through smoothly. After the rear connecting plate 61 is inserted into the slot 15, the connecting bolt 16 passes through the rear through hole 62 and the transverse through hole, and the end of the connecting bolt 16 is locked by the connecting nut 17. The front end of the shock absorber 6 is welded with a front connecting plate 63 that is connected to the original vehicle wheel hub. A front through hole 64 is opened in the horizontal direction on the vertical section of the front connecting plate 63. A crossbar 51 is inserted into the front through hole 64 (the diameter of the crossbar 51 is clearance-fitted with the diameter of the front through hole 64 to facilitate the insertion of the crossbar 51 and prevent shaking). Each end of the crossbar 51 is threaded with a tightening bolt 52. The end of the tightening bolt 52 is tightened against the front of the barrier plate 5, so that the back of the barrier plate 5 is tightly attached to the end face of the vertical section of the front connecting plate 63 at the front end of the shock absorber 6.

[0029] In addition, a limiting groove 53 is provided on the barrier mesh plate 5, and the end of the tightening bolt 52 can be inserted into the limiting groove 53 for limiting, preventing the tightening bolt 52 from sliding along the barrier mesh plate 5 under the impact of the debris flow. At the same time, a locking nut 54 is screwed on the tightening bolt 52 between the crossbar 51 and the barrier mesh plate 5, and a disc-shaped elastic washer is clamped between the locking nut 54 and the crossbar 51. After the tightening bolt 52 tightens the crossbar 51, tightening the locking nut 54 causes the disc-shaped elastic washer to generate a pre-compression of 20%-30%, achieving double anti-loosening.

[0030] Example 4: Continue reading Figures 1-5 In the above embodiment, the tire 4 is a waste radial tire of a heavy-duty truck with a tread depth of not less than 5mm. The tread can enhance the friction with the mudslide and improve the cushioning effect. The tire 4 is filled with a flax woven bag filled with sand to enhance the cushioning effect. The moisture content of the sand in the bag is controlled at 15-20% to ensure the filling density and elasticity. The outside of the tire 4 can also be wrapped with a layer of short fiber needle-punched geotextile. The geotextile has high tensile strength and can filter fine particles of mud and sand in the mudslide to prevent mud and sand from entering the interior of the tire 4 and causing a decrease in cushioning performance. The geotextile is fixed to the tire 4 by nylon cable ties.

[0031] Example 5: Please see Figures 1-5In areas where debris flows occur, the ground slope (8) is relatively steep. Simple anchoring may pose a risk of the carriage frame (1) rolling. Therefore, in this embodiment, a support anchor (9) is installed at the rear of the carriage frame (1) for support. The support anchor (9) can be scrap steel bars. At least two trapezoidal reinforcement grooves (18) are opened at intervals along the length of the outer side wall of the rear longitudinal beam (14) of the carriage frame (1). One end of the support anchor (9) is inserted into the reinforcement groove (18), and epoxy resin mortar is filled between the support anchor (9) and the reinforcement groove (18) to firmly bond the support anchor (9) to the longitudinal beam and prevent loosening. The other end of the support anchor (9) is inserted into the ground (8) to a depth of 1.5-2m. The insertion depth can penetrate the surface soft soil layer and enter the stable soil layer to ensure anchoring force, so that the carriage frame (1), the support anchor (9), and the ground (8) form a stable triangular support structure (the triangular structure has geometric stability and can resist the horizontal impact of debris flow, preventing the carriage frame (1) from tilting).

[0032] Example 6: Please see Figure 5 For the purpose of ecological protection, in this embodiment, deep-rooted soil-stabilizing trees 7 (poplar or willow trees are selected for trees 7) are planted at a distance of 110-15m from the downstream side of the carriage frame 1 to form a protective forest belt (the protective forest belt can weaken the subsequent kinetic energy of the debris flow and prevent the downstream soil from being washed away); a gravel buffer zone is also set between the trees 7 and the carriage frame 1. The particle size of the gravel is 50-100mm (if the particle size is too large, the gaps will be large and fine particles of mud and sand will be easily lost; if it is too small, it will be easily carried away by the water flow. 50-100mm is the optimal particle size, which can filter the particles in the debris flow for a second time and disperse the impact load). The top surface of the gravel buffer zone is inclined from the side of the carriage frame 1 to the side of the trees 7 with a slope of 5-10°. The inclined slope can guide the water flow to the downstream to avoid the water flow accumulating at the bottom of the carriage frame 1 and reduce the risk of anchoring failure caused by soil softening.

[0033] Although the specific embodiments of the utility model have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the utility model. Based on the technical solution of the utility model, various modifications or variations that can be made by those skilled in the art without creative effort are still within the scope of protection of the utility model.

Claims

1. A debris flow barrier structure, characterized in that: The car frame (1) includes a fixing hole (11) at the bottom of the car frame (1), and anchoring steel bars (2) pass through the fixing hole (11) and are anchored to the ground (8). Several fixing rods (3) are vertically connected to the front side of the car frame (1), and the two ends of the fixing rods (3) are respectively connected to the upper crossbeam (12) and the lower crossbeam (13) of the car frame (1). Several tires (4) are fitted on each fixing rod (3). The car frame (1) is also equipped with a barrier net plate (5), which is connected to the rear side of the car frame (1) through a buffer. The barrier net plate (5) can move backward to buffer when the mudslide scours.

2. The debris flow barrier structure according to claim 1, characterized in that: The fixing rod (3) includes a first vertical rod (31) and a second vertical rod (32). The two ends of the first vertical rod (31) are connected to U-shaped frames (33), and the two U-shaped frames (33) are respectively clamped on the upper crossbeam (12) and the lower crossbeam (13). The second vertical rod (32) is set close to the first vertical rod (31). The top and bottom of the second vertical rod (32) are respectively connected to fixing bolts (34). The fixing bolts (34) pass through the second vertical rod (32), the upper crossbeam (12) or the lower crossbeam (13), and the U-shaped frame (33) in sequence for fixing.

3. The debris flow barrier structure according to claim 1, characterized in that: The buffer is a shock absorber (6), the rear end of which is connected to the rear longitudinal beam (14), and the front end is connected to the barrier mesh plate (5).

4. A debris flow barrier structure according to claim 3, characterized in that: The rear end of the shock absorber (6) is provided with a rear connecting plate (61), and a rear through hole (62) is provided on the rear connecting plate (61); a slot (15) is provided on the corresponding rear longitudinal beam (14), and the slot (15) is connected to the transverse through hole of the rear longitudinal beam (14) on both sides. After the rear connecting plate (61) is inserted into the slot (15), the connecting bolt (16) passes through the rear through hole (62) and the transverse through hole, and is locked by tightening the connecting nut (17).

5. A debris flow barrier structure according to claim 3, characterized in that: The front end of the shock absorber (6) is provided with a front connecting plate (63), and a front through hole (64) is provided on the front connecting plate (63). A crossbar (51) is inserted horizontally in the front through hole (64). A tightening bolt (52) is threaded to each end of the crossbar (51). The end of the tightening bolt (52) is pressed against the front of the barrier mesh plate (5), so that the back of the barrier mesh plate (5) is pressed against the front end face of the shock absorber (6).

6. A debris flow barrier structure according to claim 5, characterized in that: The barrier mesh plate (5) also has a limiting groove (53) so that the end of the tightening bolt (52) can be inserted into the limiting groove (53) for limiting.

7. A debris flow barrier structure according to claim 5, characterized in that: A locking nut (54) is screwed onto the tightening bolt (52). After the tightening bolt (52) tightens the barrier mesh plate (5), the locking nut (54) is tightened to lock it.

8. A debris flow barrier structure according to any one of claims 1-7, characterized in that: The tire (4) is filled with burlap sacks filled with sand.

9. A debris flow barrier structure according to any one of claims 1-7, characterized in that: A reinforcing groove (18) is provided on the rear longitudinal beam (14). One end of the supporting anchor rod (9) is inserted into the reinforcing groove (18), and the other end is inserted into the ground (8), so that the carriage frame (1), the supporting anchor rod (9) and the ground (8) form a triangular structure.

10. A debris flow barrier structure according to any one of claims 1-7, characterized in that: Trees (7) are also planted downstream of the carriage frame (1).

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