CN110578294A - semi-rigid bridge anti-collision guardrail - Google Patents
semi-rigid bridge anti-collision guardrail Download PDFInfo
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- CN110578294A CN110578294A CN201910959374.9A CN201910959374A CN110578294A CN 110578294 A CN110578294 A CN 110578294A CN 201910959374 A CN201910959374 A CN 201910959374A CN 110578294 A CN110578294 A CN 110578294A
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- arched
- guardrail
- crash
- bridge
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/10—Railings; Protectors against smoke or gases, e.g. of locomotives; Maintenance travellers; Fastening of pipes or cables to bridges
- E01D19/103—Parapets, railings ; Guard barriers or road-bridges
Abstract
The invention discloses a semi-rigid bridge anti-collision guardrail which comprises a plurality of guardrail steel skeleton structures which are sequentially connected, wherein the guardrail steel skeleton structures which are sequentially connected form a connected arch structure; the guardrail steel skeleton structure comprises a steel longitudinal beam, an arched steel pipe and two steel upright columns, wherein the two ends of the steel longitudinal beam are fixedly connected with the two steel upright columns respectively; a guy cable is anchored between the steel upright columns at the two ends of the linked arch structure; the steel longitudinal beam, the arched steel pipe and the inhaul cable are arranged on one side, close to the bridge deck, of the steel longitudinal beam along the width direction of the bridge deck; the arched steel pipes are arranged at positions far away from the bridge floor relative to the steel longitudinal beams, the arch tops of the arched steel pipes face one side of the bridge floor, and steel pipe columns used for force transmission are connected between the arched steel pipes and the steel longitudinal beams; the guy cable is arranged at a position far away from the bridge floor relative to the arched steel pipe. The problem of anticollision barrier anticollision performance not enough among the prior art is solved.
Description
Technical Field
The invention relates to the field of bridge engineering, in particular to a semi-rigid bridge anti-collision guardrail.
Background
The bridge guardrail is a guardrail arranged on a bridge. Its purpose is in order to prevent that the vehicle out of control from crossing outside the bridge, has the function that makes the vehicle can not break through, wear down, cross the bridge and beautify the bridge building. The bridge guardrail is an important component part of the bridge, the bridge guardrail not only can increase the attractiveness and the luster of the bridge, but also can play a role in warning, blocking and preventing traffic accidents, and can be divided into a flexible bridge guardrail, a semi-rigid bridge guardrail and a rigid bridge guardrail according to the anti-collision performance. The main form of the flexible bridge guardrail is a cable guardrail, which is a structure formed by fixing a plurality of cables applying initial tension on an upright post, and the flexible bridge guardrail mainly resists the collision of vehicles by elegance of the tensile stress of the cables and absorbs collision energy, and the product has a tough guardrail structure with larger buffer capacity; the rigid bridge guardrail is a continuous beam column type guardrail knot and is mainly used in a waveform beam guardrail. The corrugated steel guardrail plate is a continuous structure formed by splicing corrugated steel guardrail plates and supporting columns, the deformation of a soil foundation, the deformation of the columns and the deformation of a corrugated beam are utilized to absorb collision energy and force an out-of-control vehicle to change the direction, and the product has certain rigidity and flexibility; the rigid bridge guardrail is a structure formed by connecting concrete blocks in certain shapes, and absorbs collision energy by utilizing climbing and turning after a runaway vehicle collides. The main use situation of the guardrail is a concrete guardrail, and the guardrail is a basically non-deformable guardrail structure. The design rules of highway traffic safety facilities (JTGT D81-2017) stipulate that when the width of a middle zone of an integral section is less than or equal to 12m or an obstacle exists in the width range of 12m, a central separation zone guardrail is required to be arranged on a highway and a primary highway serving as a trunk line. The collision force of the bridge guardrail is about 95-450 kN; the existing road overload vehicles occur occasionally, the heavier the vehicle is, the larger the impact force to the guardrail is, and the conventional guardrail hardly plays a protective role for the overweight vehicles. At present, SS-grade concrete anti-collision guardrails are mostly used on high-grade roads, although the bearing capacity meets certain impact requirements, the deformation is small, the energy consumption is poor, and certain injuries to vehicles and personnel are easily caused. Therefore, the problem to be solved urgently is to provide the bridge anti-collision guardrail with better anti-collision performance (high bearing capacity and good energy consumption).
Disclosure of Invention
The invention aims to provide a semi-rigid bridge anti-collision guardrail, which solves the problem that the anti-collision performance of the anti-collision guardrail in the prior art is not enough.
The technical scheme adopted by the invention is as follows:
A semi-rigid bridge anti-collision guardrail comprises a plurality of guardrail steel skeleton structures which are sequentially connected, wherein the guardrail steel skeleton structures which are sequentially connected form a connected arch structure;
the guardrail steel skeleton structure comprises a steel longitudinal beam, an arched steel pipe and two steel upright columns, wherein the two ends of the steel longitudinal beam are fixedly connected with the two steel upright columns respectively;
a guy cable is anchored between the steel upright columns at the two ends of the linked arch structure;
The steel longitudinal beam, the arched steel pipe and the inhaul cable are arranged on one side, close to the bridge deck, of the steel longitudinal beam along the width direction of the bridge deck; the arched steel pipes are arranged at positions far away from the bridge floor relative to the steel longitudinal beams, the arch tops of the arched steel pipes face one side of the bridge floor, and steel pipe columns used for force transmission are connected between the arched steel pipes and the steel longitudinal beams; the guy cable is arranged at a position far away from the bridge floor relative to the arched steel pipe.
A plurality of steel longitudinal beams are arranged side by side along the height direction of the steel upright columns, and a plurality of steel pipe cross beams capable of participating in stress distribution are fixedly connected between every two adjacent steel longitudinal beams.
A plurality of arch steel pipes are arranged side by side along the height direction of the steel upright column, the position of each arch steel pipe arch top corresponds to one steel longitudinal beam, and a plurality of transverse connections enough to participate in stress distribution are connected between every two adjacent arch steel pipes.
The guardrail steel skeleton structure is last evenly to be provided with towards bridge floor one side and to follow the rolling crashproof rollers of driving direction, and crashproof rollers includes crashproof rollers one and crashproof rollers two, and crashproof rollers one is installed on the steel pipe crossbeam, and crashproof rollers two are installed in the vault position of arch steel pipe.
the diameter of the first anti-collision roller is larger than that of the second anti-collision roller, and the first anti-collision roller and the second anti-collision roller are flush towards one side of the road surface.
the first anti-collision roller and the second anti-collision roller are of cylindrical structures, are made of PVC materials, and are filled with nonflammable foam.
In the linked arch structure, the stay cable penetrates through the steel upright columns between the steel upright columns anchored with the two ends of the stay cable.
the shape of the arch steel pipe adopts a catenary.
The steel stand column is hollow and rectangular, an I-shaped stiffening plate is arranged inside the steel stand column, and the I-shaped stiffening plate is arranged by taking the vertical position through which the inhaul cable passes as the center.
C40 fine gravel concrete is filled in the steel tube beam, the steel tube column and the arched steel tube.
The invention has the following beneficial effects:
Compared with the existing semi-rigid cable guardrail, the semi-rigid bridge anti-collision guardrail has the advantages that the steel longitudinal beam, the arched steel pipe and the steel upright post are connected to form the arched guardrail steel skeleton structure, and the high stress bearing capacity of the arch is utilized, so that higher impact force can be borne; meanwhile, a plurality of guardrail steel skeleton structures connected in sequence form a connected arch structure, inhaul cables are anchored between steel upright columns at two ends of the connected arch structure, the arched guardrail steel skeleton structure can become a self-balancing system through the inhaul cables, and large displacement of the arched guardrail steel skeleton structure can be prevented; the tension of the stay cable can be adjusted, so that the stress state of the semi-rigid bridge anti-collision guardrail can be adjusted by adjusting the Zhang Jinli of the stay cable, different tension stress states are adopted for different road sections, and the deformation equivalent weight of the semi-rigid bridge anti-collision guardrail can bear impact and be properly adjusted under the condition of high bearing capacity.
furthermore, the guardrail steel skeleton structure is evenly provided with the anti-collision roller which can roll along the traveling direction on one side of the bridge floor, the anti-collision roller can provide a horizontal component force for the automobile to roll forwards after the automobile impacts, the impact force of the automobile on the guardrail steel skeleton structure is reduced, namely, the damage to the automobile is reduced, and the impact damage to the guardrail steel skeleton structure is also reduced.
Drawings
FIG. 1 is a schematic view of a semi-rigid crash barrier for a bridge according to an embodiment of the present invention (without a roller);
FIG. 2 is a general illustration (with rollers) of a semi-rigid bridge crash barrier according to another embodiment of the present invention;
FIG. 3 is a detailed view (from the bridge deck to the outside of the bridge) of the steel skeleton structure of the guardrail in the embodiment of FIG. 1;
FIG. 4 is a detailed view (from the outside of the bridge to the deck) of the steel skeleton structure of the guardrail in the embodiment of FIG. 1;
FIG. 5 is a detailed view of the steel skeleton structure of the guardrail in the embodiment of FIG. 1 (with rollers, from the perspective of the bridge facing outward);
FIG. 6 is a detailed view of the steel skeleton structure of the guardrail in the embodiment of FIG. 1 (with rollers, from the perspective of the bridge facing outward);
FIG. 7 is a coordinate layout of the arched steel tube of the present invention;
FIG. 8 is a structural view of the arched steel tube and the steel longitudinal beam after being connected according to the present invention;
FIG. 9 is a three-dimensional structural view of a steel stud according to the present invention;
FIG. 10 is a three-dimensional cross-sectional view of a steel stud according to the present invention;
FIG. 11 is a layout view of a steel stud according to the present invention;
FIG. 12 is a view showing the construction of a cable anchoring device employed in the present invention;
FIG. 13 is a three-dimensional construction of a cord clamp embodying the present invention;
FIG. 14 is a drawing of a through nut and solenoid connection as used in the present invention;
FIG. 15 is a three-dimensional view of a coil employed in the present invention;
Fig. 16 is a three-dimensional structural view of a through nut used in the present invention.
In the figure, 1-steel longitudinal beam, 2-transverse connection, 3-steel tube cross beam, 4-steel tube column, 5-arch steel tube, 6-steel upright column, 7-upright column cover, 8-upright column pad foot, 9-steel backing plate, 10-nut, 11-stay cable, 12-steel backing plate II, 13-through hole I, 14-crash drum I, 15-crash drum II, 16-bolt hole, 17-stay cable hole, 18-I-shaped stiffening plate, 19-cable clamp, 20-opening nut, 21-solenoid, 22-bolt, 23-steel upright column (anchoring area), 24-steel upright column (non-anchoring area), and 25-oval through hole.
Detailed Description
The invention is further described below with reference to the figures and examples.
Referring to fig. 1 to 8, the semi-rigid bridge anti-collision guardrail comprises a plurality of guardrail steel skeleton structures which are sequentially connected, wherein the plurality of guardrail steel skeleton structures which are sequentially connected form a connected arch structure; the guardrail steel skeleton structure comprises a steel longitudinal beam 1, an arched steel pipe 5, two steel upright columns 6 and two steel upright columns 6, wherein two ends of the steel longitudinal beam 1 are fixedly connected with the two steel upright columns 6 respectively, and two ends of the arched steel pipe 5 are fixedly connected with the two steel upright columns 6 respectively; inhaul cables 11 are anchored between the steel upright columns 6 at the two ends of the linked arch structure; in the steel longitudinal beam 1, the arched steel pipe 5 and the guy cable 11, the steel longitudinal beam 1 is arranged close to one side of the bridge deck along the width direction of the bridge deck; the arched steel pipes 5 are arranged at positions far away from the bridge floor relative to the steel longitudinal beams 1, the arch tops of the arched steel pipes 5 face one side of the bridge floor, and steel pipe columns 4 used for force transmission are connected between the arched steel pipes 5 and the steel longitudinal beams 1; the guy cable 11 is provided at a position distant from the bridge floor with respect to the arch steel pipe 5.
As a preferred embodiment of the invention, a plurality of steel longitudinal beams 1 are arranged side by side along the height direction of the steel upright 6, and a plurality of steel pipe cross beams 3 which can participate in stress distribution are fixedly connected between the adjacent steel longitudinal beams 1.
as a preferred embodiment of the invention, a plurality of arch-shaped steel pipes 5 are arranged side by side along the height direction of the steel upright 6, the arch top of each arch-shaped steel pipe 5 corresponds to one steel longitudinal beam 1, and a plurality of transverse connections 2 which can participate in stress distribution are connected between the adjacent arch-shaped steel pipes 5.
As a preferred embodiment of the present invention, as shown in fig. 5 and 6, crash rollers capable of rolling along a driving direction are uniformly arranged on a side of a guardrail steel framework structure facing a bridge deck, each crash roller comprises a first crash roller 14 and a second crash roller 15, the first crash roller 14 is mounted on the steel pipe cross beam 3, and the second crash roller 15 is mounted at a vault position of the arch steel pipe 5.
in a preferred embodiment of the present invention, the diameter of the first crash roll 15 is smaller than the diameter of the second crash roll, and the first crash roll 14 and the second crash roll 15 are flush with each other on the side facing the road surface.
As a preferred embodiment of the invention, the first crash roll 14 and the second crash roll 15 are cylindrical structures, are made of PVC, and are filled with non-flammable foam.
in the preferred embodiment of the present invention, the bracing wires 11 penetrate the steel posts 6 between the steel posts 6 anchored to both ends of the bracing wires 11 in the linked arch structure.
As a preferred embodiment of the present invention, as shown in FIG. 7, the arch-shaped steel pipe 5 is formed in a catenary shape.
As a preferred embodiment of the present invention, the steel upright 6 has a hollow rectangular structure inside, the steel upright 6 is provided inside with an i-shaped stiffening plate 18, and the position of the i-shaped stiffening plate 18 is centered on the vertical position through which the cable 11 passes.
As a preferred embodiment of the invention, the steel tube beam 3, the steel tube column 4 and the arch-shaped steel tube 5 are filled with C40 fine gravel concrete.
example 1
The semi-rigid bridge crash barrier of the embodiment comprises a steel longitudinal beam 1, a transverse connection 2, a steel pipe cross beam 3, a steel pipe column 4, an arch-shaped steel pipe 5, a steel upright column 6, an upright column cover 7, an upright column pad foot 8, a steel backing plate I9, a nut 10, a guy cable 11, a steel backing plate II 12, a crash drum I14, a crash drum II 15, an I-shaped stiffening plate 18, a cable clamp 19, a perforated nut 20, a screwed pipe 21 and a bolt 22. See FIGS. 1-6 for details. The steel longitudinal beam 1, the transverse connection 2, the steel tube cross beam 3, the steel tube column 4, the arched steel tube 5, the steel backing plate I9 and the steel backing plate I12 jointly form a guardrail steel framework structure. The steel longitudinal beam 1 is of a rectangular structure with a hollow interior, and the cross section has the following dimensions: 20cm (long) × 30cm (wide), 0.5cm in thickness, and Q345 steel as material. The steel pipe cross beam 3 is of a circular tube-shaped structure, the outer diameter of the steel pipe cross beam is phi 8cm, the wall thickness of the steel pipe cross beam is 3mm, and the steel pipe cross beam is made of Q345 steel; the steel pipe cross beam 3 is used as a transverse connecting component between the steel longitudinal beams 1 and participates in stress distribution, so that the stress of the steel longitudinal beams 1 is more uniform when being impacted by a vehicle, and C40 concrete is filled in the steel longitudinal beams. The steel pipe column 4 is of a round pipe-shaped structure, the outer diameter of the steel pipe column is phi 8cm, the wall thickness of the steel pipe column is 3mm, and the steel pipe column is made of Q345 steel; the steel pipe column 4 serves as a connecting member between the steel longitudinal beam 1 and the arch steel pipe 5, transmits a load applied to the steel longitudinal beam 1 to the arch steel pipe 5, and is filled with C40 concrete. The arched steel pipe 5 is of a circular pipe-shaped structure, the outer diameter of the arched steel pipe is phi 8cm, the wall thickness of the arched steel pipe is 4mm, and the arched steel pipe is made of Q345 steel; the shape of the arch-shaped steel pipe 5 is a catenary, and as shown in fig. 7, a catenary coordinate calculation formula is as follows:
Y＝f/(m-1)*(ch(k*ξ)-1)
ξ＝X/(L/2)
k＝ln(m+(m^2-1)^0.5)
where m is 1.3, L is 2.5, and f is 0.3
and steel backing plates I9 are welded at two ends of the arched steel pipe 5.
The transverse connection 2 is a circular tube-shaped structure, the outer diameter is phi 8cm, the wall thickness is 3mm, and the transverse connection 2 is used as a transverse connecting component between the arch-shaped steel pipes 5 to enhance the vertical stability of the arch-shaped steel pipes 5.
The steel longitudinal beam 1, the transverse connection 2, the steel tube cross beam 3, the steel tube column 4, the arched steel tube 5, the steel base plate one 9, the steel base plate one 12 and the steel upright post 6 jointly form a guardrail steel skeleton, wherein the transverse connection 2, the steel tube cross beam 3, the steel tube column 4 and the arched steel tube 5 are hollow inside and are mutually connected with each other, and C40 fine crushed stone concrete is filled in the hollow parts. The steel longitudinal beam 1 and the steel pipe column 4 are welded and are not communicated with each other.
The guy cable 11 isThe steel strand is twisted into a strand, a high-strength low-relaxation steel strand is adopted, the standard strength of the steel strand is fpk & lt 1860MPa, the elastic modulus Ep & lt 1.95X 105MPa, and the nominal diameter of the single steel strand isMm, nominal area 140 square mm.
The second steel backing plate 12 is a rectangular steel plate with an opening, the length x width of the second steel backing plate 12 is 20cm x 30cm, the thickness is 8mm, 5 bolt through holes and one inhaul cable through hole are formed in the steel backing plate, and the inhaul cable 11 passes through the inhaul cable through hole. One end of the first steel backing plate 12 is connected with the arched steel pipe 5 in a welding mode, and the other end of the first steel backing plate 12 is connected with the steel upright 6 in a bolt mode. The stay 11 penetrates through the first steel backing plate 12, and the diameter of a stay through hole of the first steel backing plate 12 is 0.5cm larger than that of the stay 11.
The first steel backing plate 9 is a rectangular steel plate with an opening, the length and the width of the first steel backing plate are 20cm and 30cm, the thickness of the first steel backing plate is 8mm, and 6 bolt through holes are formed in the first steel backing plate 9. One end of the first steel base plate 9 is connected with the steel longitudinal beam 1 in a welding mode, and the other end of the first steel base plate is connected with the steel upright 6 in a bolt mode.
The nut 10 is of conventional nut construction. The diameter of the bolt on the first steel backing plate 9 and the second steel backing plate 12 is 1.5 cm.
the first anti-collision roller 14 and the second anti-collision roller 15 are both of structures adopted in places where accidents easily occur in special road sections. The first anti-collision roller 14 and the second anti-collision roller 15 are of cylindrical structures and made of PVC materials, and nonflammable foam is filled in the anti-collision rollers. The first anti-collision roller 14 is sleeved on the steel pipe cross beam 3 and can roll by taking the steel pipe cross beam 3 as a rotating shaft; the second anti-collision roller 15 is sleeved on the transverse connection 2 at the middle of the arch frame (namely, the arch crown part), and can roll by taking the transverse connection 2 as a rotating shaft. Because the transverse connection 2 is different from the transverse position of the steel pipe cross beam 3 on the steel longitudinal beam 1, the size of the first anti-collision roller 15 is smaller than that of the first anti-collision roller 14, so that the first anti-collision roller 14 and the second anti-collision roller 15 are flush on the outermost side and are uniformly impacted by vehicles.
as shown in fig. 9 and 10, the steel upright 6 is a rectangular structure with a hollow interior, and is formed by welding four steel plates, wherein the thickness of each steel plate is 1cm, and the material is Q345 steel; the steel plates on the two sides are provided with bolt through holes and inhaul cable through holes aiming at the steel backing plate II 12 and the steel backing plate I9. The lower part of the steel upright 6 is connected with an upright foot pad 8 in a welding way. An I-shaped stiffening plate 18 is arranged in the steel upright 6 to enhance the local stability of the structure under the pressure of the arched steel pipe 5. The arrangement position of the I-shaped stiffening plate 18 is arranged by taking the vertical position through which the inhaul cable passes as the center. One side of the steel upright 6, which is vertical to the bridge floor, is provided with an oval through hole 23 for adjusting the cable force and tightening the screw tube 21. The structure is shown in detail in fig. 9 to 10. The height of the steel upright 6 is 1.2 m.
the steel upright 6 is provided with an upright cover 7 connected with the steel upright, and the upright cover 7 is connected with the steel upright 6 in a welding way.
The thickness of the I-shaped stiffening plate 18 is 8mm, and the I-shaped stiffening plate is tightly welded with the inside of the steel upright post 6.
Fig. 12 is a drawing showing a cable anchoring structure including a cable clamp 19, an open nut 20, a coil 21 and a bolt 22. The inhaul cable anchoring structure is only arranged on a steel upright post (anchoring area) 23, and the inhaul cable 11 penetrates through a steel upright post (non-anchoring area) 24 to form a three-span one-connection multi-arch guardrail; therefore, the method has reliable multi-arch anchoring measures and can prevent the damage of the whole line guardrail caused by the collision of vehicles on the guardrail. Meanwhile, the combined force of the length guardrails is integrated to balance the impact force, which is detailed in figure 11.
As shown in fig. 13, the cable clamp 19 is of annular configuration and is made of a low carbon alloy steel for clamping the cable 11 to prevent it from slipping. The pretension of the cable clamp 19 is provided by the bolt 22.
As shown in fig. 14 and 15, the coil 21 has a hollow screw-like structure, an inner diameter of 5cm, a wall thickness of 0.5cm, and an outer half thereof having no thread and a half thereof having a thread.
As shown in fig. 14 and 16, the open-hole nut 20 has a hollow nut-like structure, and has an inner thread that fits the outer thread of the screw tube 21. The outside of the vented nut 20 is octagonal in configuration.
Referring to fig. 12 to 16, the cable 11 passes through the coil 21, the holed nut 20 and the cable clamp 19 in sequence, and the relative positions of the coil 21 and the holed nut 20 are adjusted to tension and loosen the cable 11.
When vehicle load strikes the guardrail along the bridge floor slant, can impact steel longeron 1 earlier, steel pipe crossbeam 3 makes each steel longeron be the atress, resists the impact force jointly. The load on the steel longitudinal beam 1 with redistributed internal force is transmitted to the arch steel pipe 5 through the steel pipe column 4 in sequence; the transverse connection 2 enables each arch-shaped steel pipe to be stressed more uniformly, and internal force redistribution is carried out on the arch-shaped steel pipes. Because the interior of the arched steel tube 5 is filled with the C40 fine gravel concrete, the steel tube forms three-dimensional restraint on the concrete, and compared with a steel tube made of a single material, the bearing capacity and the deformation resistance are greatly improved. The steel upright 6 plays a limiting role in deformation of the arched steel pipe 5, and the stay cable 11 enables adjacent steel uprights in one connection to be connected together, so that deformation of the steel upright 6 is further limited, a self-balancing system is formed, and thrust to the steel upright 6 at the joint of the other connection is reduced.
Aiming at the sections with frequent accidents but low bridge positions, a semi-rigid anti-collision guardrail without an anti-collision roller can be adopted; see figure 1 for details. The steel longitudinal beam 1, the transverse connection 2, the steel tube cross beam 3, the steel tube column 4, the arched steel tube 5, the steel backing plate 9 and the steel backing plate 12 are connected together to form an integral structure, after C40 fine gravel concrete is filled in the prefabricated field in the transverse connection 2, the steel tube cross beam 3, the steel tube column 6 and the arched steel tube 5, the integral structure formed by connection is welded with the steel longitudinal beam 1 and connected with other components through bolts, and the steel upright column 6 is connected with the integral structure formed by connection through the bolts (see fig. 3, 4 and 8). After the upright post foot pads 8 are welded with the steel upright posts 6, the upright post foot pads are firmly fixed on the bridge floor through threaded steel bars anchored on the main beam in advance. Referring to fig. 11, three guardrail steel frame structures are taken as a unit to form a connected arch structure. The steel upright columns (anchoring areas) 23 at the two ends of the connected arch structure are provided with inhaul cable anchoring devices, inhaul cables 11 parallelly pass through the connected arch structure, no inhaul cable anchoring device is arranged on the steel upright columns (non-anchoring areas) 24, and the inhaul cables 11 are continuous. After the steel longitudinal beam 1, the transverse connection 2, the steel tube cross beam 3, the steel tube column 4, the arched steel tube 5, the steel upright post 6, the steel backing plate 9, the steel backing plate two 12 and the inhaul cable 11 are all installed in place, the perforated nut 20 is rotated through a wrench, the relative positions of the solenoid 21 and the perforated nut 20 are adjusted, the pretightening force generated by the inhaul cable on the structure is adjusted, the deformation of the steel skeleton structure of the guardrail is controlled, and the capability of the whole guardrail for absorbing impact energy can be controlled; aiming at different vehicle-mounted impact forces of the accident road section, the damage degree of the impact source is adjusted by implementing different pretightening forces. This scheme realizes the dual protection, and guardrail steel skeleton texture is as first heavy protection promptly, utilizes the advantage of domes pressure-bearing and the restraint effect of steel core concrete material three-dimensional concrete, further promotes the crashproof ability of guardrail. Small deformations of the steel longitudinal beam 1 will absorb the impact energy and reduce the damage to the vehicle. The segment system formed by the guys 11 is equivalent to a tie rod arch, and improves the stability of the arch framework and limits displacement. Meanwhile, the stay cable adopts a high-strength low-relaxation steel strand to form secondary protection for the vehicle and prevent the vehicle from falling out of the bridge floor. The pre-tensioning and the loosening can be carried out at any time by adjusting the perforated nut 20 according to the looseness of the guy cable 11. The scheme has the advantages of attractive appearance, flexible disassembly, capability of being prefabricated in a workshop and quick installation; and the structure atress is clear and definite, through dual protection, improves the anti striking ability of guardrail greatly, reduces the injury to vehicle and personnel simultaneously.
When a vehicle load obliquely impacts the guardrail along the bridge floor, the first anti-collision roller 14 and the second anti-collision roller 15 are impacted firstly; due to the rotating characteristic of the anti-collision roller, the collision load is guided to change the direction of the collision force, the component force of the collision force on the steel longitudinal beams 1 is reduced, and the steel pipe cross beams 3 enable all the steel longitudinal beams to be stressed to jointly resist the remaining impact force. The load on the steel longitudinal beam 1 with redistributed internal force is transmitted to the arch steel pipe 5 through the steel pipe column 4 in sequence; the transverse connection 2 enables each arch-shaped steel pipe to be stressed more uniformly, and internal force redistribution is carried out on the arch-shaped steel pipes. Because the interior of the arched steel tube 5 is filled with the C40 fine gravel concrete, the steel tube forms three-dimensional restraint on the concrete, and compared with a steel tube made of a single material, the bearing capacity and the deformation resistance are greatly improved. The steel upright 6 plays a limiting role in deformation of the arched steel pipe 5, and the stay cable 11 enables adjacent steel uprights in one connection to be connected together, so that deformation of the steel upright 6 is further limited, a self-balancing system is formed, and thrust to the steel upright 6 at the joint of the other connection is reduced.
Aiming at the sections with frequent accidents but with higher bridge positions or the sections spanning rivers, a semi-rigid anti-collision guardrail with an anti-collision roller can be adopted; see figure 2 for details. The steel longitudinal beam 1, the transverse connection 2, the steel tube cross beam 3, the steel tube column 4, the arched steel tube 5, the steel base plate one 9 and the steel base plate one 12 are connected together to form an integral structure, after C40 fine aggregate concrete is filled in the prefabricated field in the transverse connection 2, the steel tube cross beam 3, the steel tube column 6 and the arched steel tube 5, the connected integral structure is welded with the steel longitudinal beam 1, and other components are connected to form an integral structure and the steel upright column 6 through bolts. As shown in fig. 5 and 6, the first crash roll 14 and the second crash roll 15 are installed at corresponding positions. After the upright post foot pads 8 are welded with the steel upright posts 6, the upright post foot pads are firmly fixed on the bridge floor through threaded steel bars anchored on the main beam in advance. Referring to fig. 11, three steel skeleton structures of the guardrail are used as a unit to form a connected arch structure. The steel upright columns (anchoring areas) 23 at the two ends of the connected arch structure are provided with inhaul cable anchoring devices, inhaul cables 11 parallelly pass through the connected arch structure, no inhaul cable anchoring device is arranged on the steel upright columns (non-anchoring areas) 24, and the inhaul cables 11 are continuous. After the steel longitudinal beam 1, the transverse connection 2, the steel tube cross beam 3, the steel tube column 4, the arched steel tube 5, the steel upright post 6, the steel backing plate 9, the second steel backing plate 12, the stay cable 11, the first anti-collision roller 14 and the second anti-collision roller 15 are all installed in place, the perforated nut 20 is rotated through the wrench, the relative position of the solenoid 21 and the perforated nut 20 is adjusted, and the pretightening force generated by the stay cable to the structure is adjusted. The scheme realizes triple protection, namely, the anti-collision roller gives a horizontal component force forward in rolling after the vehicle is impacted, the guardrail steel framework structure is used as a second protection, and the anti-impact capacity of the guardrail is further improved by utilizing the advantage of bearing pressure of the arch structure and the constraint effect of the concrete filled steel tube material three-dimensional concrete. Small deformations of the steel longitudinal beam 1 will absorb the impact energy and reduce the damage to the vehicle. The segment system formed by the guys 11 is equivalent to a tie rod arch, and improves the stability of the arch framework and limits displacement. Meanwhile, the stay cable adopts a high-strength low-relaxation steel strand to form tertiary protection for the vehicle and prevent the vehicle from falling out of the bridge deck. The pre-tensioning and the loosening can be carried out at any time by adjusting the perforated nut 20 according to the looseness of the guy cable 11. The scheme has the advantages of attractive appearance, flexible disassembly, capability of being prefabricated in a workshop and quick installation; and the structure atress is clear and definite, through dual protection, greatly improves the crashproof ability of guardrail, reduces the injury to vehicle and personnel simultaneously.
The structures of the invention can be prefabricated and assembled in factories and installed on site, thus greatly saving construction time and shortening construction period. Compared with a rigid concrete guardrail, the concrete guardrail has the advantages of approximate bearing capacity, large deformation capacity, good energy consumption and good protection performance on vehicles and personnel.
Claims (10)
1. a semi-rigid bridge anti-collision guardrail is characterized by comprising a plurality of guardrail steel skeleton structures which are sequentially connected, wherein the plurality of sequentially connected guardrail steel skeleton structures form a connected arch structure;
The guardrail steel skeleton structure comprises a steel longitudinal beam (1), an arched steel pipe (5) and two steel upright columns (6), wherein the two steel upright columns (6) are fixedly connected with two ends of the steel longitudinal beam (1) respectively, and two ends of the arched steel pipe (5) are fixedly connected with the two steel upright columns (6) respectively;
Inhaul cables (11) are anchored between the steel upright columns (6) at the two ends of the linked arch structure;
The steel longitudinal beam (1), the arched steel pipe (5) and the inhaul cable (11) are arranged on one side, close to the bridge deck, of the steel longitudinal beam (1) in the width direction of the bridge deck; the arched steel pipes (5) are arranged at positions far away from the bridge floor relative to the steel longitudinal beams (1), the arch tops of the arched steel pipes (5) face one side of the bridge floor, and steel pipe columns (4) used for force transmission are connected between the arched steel pipes (5) and the steel longitudinal beams (1); the guy cable (11) is arranged at a position far away from the bridge deck relative to the arched steel pipe (5).
2. the semi-rigid bridge anti-collision guardrail according to claim 1, characterized in that a plurality of steel longitudinal beams (1) are arranged side by side along the height direction of the steel upright columns (6), and a plurality of steel pipe cross beams (3) capable of participating in stress distribution are fixedly connected between adjacent steel longitudinal beams (1).
3. The semi-rigid bridge anti-collision guardrail according to claim 1, characterized in that a plurality of arched steel tubes (5) are arranged side by side along the height direction of the steel upright posts (6), the arch top of each arched steel tube (5) corresponds to one steel longitudinal beam (1), and a plurality of transverse connections (2) which can participate in stress distribution are connected between the adjacent arched steel tubes (5).
4. The semi-rigid bridge crash barrier as recited in claim 1, wherein the steel framework structure of the crash barrier is uniformly provided with crash rollers capable of rolling along the traveling direction on the side facing the bridge deck, each crash roller comprises a first crash roller (14) and a second crash roller (15), the first crash rollers (14) are installed on the steel tube cross beam (3), and the second crash rollers (15) are installed at the arch tops of the arch-shaped steel tubes (5).
5. A semi-rigid bridge crash barrier according to claim 1 wherein the diameter of the second crash roll (15) is greater than the diameter of the first crash roll, the first crash roll (14) and the second crash roll (15) being flush with each other on the side of the roadway.
6. A semi-rigid bridge crash barrier according to claim 4 or 5, wherein the first crash roll (14) and the second crash roll (15) are of cylindrical structure, made of PVC, and filled with non-flammable foam.
7. a semi-rigid bridge crash barrier according to claim 1, characterized in that in the ganged arch structure, the cable (11) runs through the steel post (6) between the steel posts (6) anchored to both ends of the cable (11).
8. A semi-rigid bridge crash barrier according to claim 1, characterized in that the arched steel tubes (5) are catenary in their line shape.
9. The semi-rigid bridge crash barrier according to claim 1, characterized in that the steel upright (6) has a hollow rectangular structure inside, an i-shaped stiffening plate (18) is arranged inside the steel upright (6), and the position of the i-shaped stiffening plate (18) is centered on the vertical position through which the cable (11) passes.
10. The semi-rigid bridge anti-collision guardrail according to claim 1, characterized in that C40 fine gravel concrete is filled in the steel tube cross beam (3), the steel tube column (4) and the arch steel tube (5).
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910959374.9A CN110578294B (en) | 2019-10-10 | 2019-10-10 | Semi-rigid bridge anti-collision guardrail |
| PCT/CN2020/119982 WO2021068889A1 (en) | 2019-10-10 | 2020-10-09 | Anti-collision guardrail for semi-rigid bridge |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910959374.9A CN110578294B (en) | 2019-10-10 | 2019-10-10 | Semi-rigid bridge anti-collision guardrail |
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| Publication Number | Publication Date |
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| CN110578294A true CN110578294A (en) | 2019-12-17 |
| CN110578294B CN110578294B (en) | 2021-02-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910959374.9A Active CN110578294B (en) | 2019-10-10 | 2019-10-10 | Semi-rigid bridge anti-collision guardrail |
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| Country | Link |
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| CN (1) | CN110578294B (en) |
| WO (1) | WO2021068889A1 (en) |
Cited By (4)
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| CN111125823A (en) * | 2019-12-26 | 2020-05-08 | 中铁大桥勘测设计院集团有限公司 | Design method of steel guardrail |
| WO2021068889A1 (en) * | 2019-10-10 | 2021-04-15 | 长安大学 | Anti-collision guardrail for semi-rigid bridge |
| CN114438929A (en) * | 2021-09-29 | 2022-05-06 | 靖州鑫兴智能科技有限公司 | Anti-impact blocking barrier gate |
| CN115404806A (en) * | 2022-09-07 | 2022-11-29 | 四川路桥建设集团交通工程有限公司 | Highway traffic safety facility device and optimal setting method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113897852A (en) * | 2021-10-27 | 2022-01-07 | 镇江港务集团有限公司 | Light-weight road and bridge structure based on basalt continuous fiber composite bars |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN110578294B (en) | 2021-02-19 |
| WO2021068889A1 (en) | 2021-04-15 |
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