CN110616659A - Method for maintaining and reinforcing anti-collision wall of highway - Google Patents
Method for maintaining and reinforcing anti-collision wall of highway Download PDFInfo
- Publication number
- CN110616659A CN110616659A CN201910731782.9A CN201910731782A CN110616659A CN 110616659 A CN110616659 A CN 110616659A CN 201910731782 A CN201910731782 A CN 201910731782A CN 110616659 A CN110616659 A CN 110616659A
- Authority
- CN
- China
- Prior art keywords
- collision
- core surface
- wall
- pouring
- collision wall
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
- E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
- E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Working Measures On Existing Buildindgs (AREA)
Abstract
The invention relates to the technical field of road construction, in particular to a method for maintaining and reinforcing an anti-collision wall of an expressway, which comprises the following steps: chiseling loose concrete with a preset thickness on the impact surface of the anti-collision wall to form an impact core surface, and chiseling a heightening block on the top surface of the anti-collision wall to form a top core surface; roughening the core surface facing the collision and the top core surface; carrying out bar planting on the core surface facing the collision and the core surface at the top to form a bar planting net; installing a supporting template, pouring a core surface which is against the collision and a core surface at the top, increasing the height and the thickness of the anti-collision wall, and enabling the anti-collision wall to reach a preset shape and a preset size; and maintaining the pouring position of the anti-collision wall, and coating the anti-collision wall after the support template is detached. The foundation of the existing concrete anti-collision wall extends to the lower part of the road surface, and is difficult to dismantle, so that the foundation of the existing concrete anti-collision wall is increased and thickened, and the structural size and the anti-collision performance of the existing concrete anti-collision wall meet the requirements of the existing specification.
Description
Technical Field
The invention relates to the technical field of road construction, in particular to a method for maintaining and reinforcing an anti-collision wall of an expressway.
Background
At present, many expressways are built and put into use in the eighties and ninety years of the last century for over twenty years, and due to the early construction time of the expressways, the anti-collision performance of the concrete anti-collision walls is reduced due to natural aging of concrete, pavement reconstruction and the like, and the concrete problems are that: the concrete mark (24.8) of the anti-collision wall is lower than the design mark (25); the heightened block and the original structure have serious longitudinal cracking and lose integrity; the structure size is small, the reinforcement ratio is low, and the safety of the anti-collision wall is insufficient through empirical calculation; exposed reinforcement corrosion of the steel bars and concrete cracking, and insufficient durability of the anti-collision wall. The highway is gone up the traffic flow great, and the vehicle impact anticollision wall probability increases, and the intensity of anticollision wall is on the low side, increases that the piece is layered after structural integrity is poor and the structure size is on the small side, and these are all can influence driving safety.
Based on this, it is very necessary to maintain and reinforce the highway anticollision wall.
Disclosure of Invention
Technical problem to be solved
The invention mainly aims to provide a method for maintaining and reinforcing an anti-collision wall of an expressway, and aims to solve the problem that the anti-collision performance of the conventional anti-collision wall of the expressway is reduced.
(II) technical scheme
In order to achieve the purpose, the method for repairing and reinforcing the anti-collision wall of the expressway comprises the following steps:
chiseling loose concrete with a preset thickness on the impact surface of the anti-collision wall to form an impact core surface, and chiseling a heightening block on the top surface of the anti-collision wall to form a top core surface;
roughening the core surface facing the collision and the top core surface;
carrying out bar planting on the core surface facing the collision and the core surface at the top to form a bar planting net;
installing a supporting template, pouring a core surface which is against the collision and a core surface at the top, increasing the height and the thickness of the anti-collision wall, and enabling the anti-collision wall to reach a preset shape and a preset size;
and maintaining the pouring position of the anti-collision wall, and coating the anti-collision wall after the support template is detached.
Preferably, after the core surface facing the collision and the core surface at the top are poured, rib planting holes are drilled in the top surface of the poured anti-collision wall, sound insulation screen embedded parts are installed on the top surface of the poured anti-collision wall, the sound insulation screen embedded parts are fixedly connected with the rib planting net, and then the rib planting holes are poured.
Preferably, after the step of forming the bar-planted net by planting bars on the core surface facing the collision and the top core surface is completed, the method further comprises the following steps: and installing a sound insulation screen embedded part on the core surface of the top, wherein the sound insulation screen embedded part is fixedly connected with the bar-planting net.
Preferably, when the core surface facing the collision and the top core surface are roughened, the roughening depth is not less than 5mm, and the roughening area accounts for more than 80% of the sum of the areas of the core surface facing the collision and the top core surface; and after the chiseling is finished, washing the collision-facing surface and the top surface of the anti-collision wall by using a high-pressure water gun.
Preferably, when the steel bars are planted on the head-on collision core surface and the top core surface, the planting depth of the vertical steel bars towards the pavement is not less than 15cm, the distance between the adjacent vertical steel bars is 18-22 cm, the transverse steel bars are bound on the vertical steel bars, and the binding distance between the adjacent transverse steel bars is 15-20 cm; the vertical steel bars and the transverse steel bars form a bar planting net; and a steel bar hook is also implanted on the surface facing the collision core, and the steel bar hook is used for binding vertical steel bars and/or transverse steel bars.
Preferably, before the core surface facing the collision and the top core surface are poured, concrete interface glue is coated on the core surface facing the collision and the top core surface.
Preferably, when the head-on collision core surface and the top core surface are poured, layered pouring is adopted, each pouring is less than 30cm, and after the concrete is leveled and vibrated, the next pouring is carried out until the pouring is finished.
Preferably, when pouring is carried out on the core surface facing the collision and the core surface at the top, a flat plate vibrator is used for auxiliary vibration, and the time of fixed-point vibration is 5-10 min.
Preferably, when pouring is carried out on the head-on core surface and the top core surface, a rubber hammer is used for knocking the outer side of the supporting template.
Preferably, when the pouring position of the anti-collision wall is maintained, the maintenance frequency is 2-3 times of wet water every day and 1-2 times of wet water at night, the maintenance is started 12-18 hours after the concrete is poured, and the maintenance time lasts 21-28 days.
(III) advantageous effects
The invention has the beneficial effects that: the foundation of the existing concrete anti-collision wall extends to the lower part of the road surface, and is difficult to dismantle, so that the foundation of the existing concrete anti-collision wall is increased and thickened, and the structural size and the anti-collision performance of the existing concrete anti-collision wall meet the requirements of the existing specification. The original anti-collision wall is subjected to maintenance and reinforcement construction, loose concrete with a preset thickness on the anti-collision wall is chiseled, and therefore the original wall damage can be removed as far as possible; then, the core surface facing the collision and the core surface at the top are roughened and embedded with ribs, so that the newly poured thickening and heightening layer can be prevented from being delaminated from the original collision-proof wall, and the overall strength of the poured collision-proof wall is improved. And then pouring a head-on collision core surface and a top core surface, increasing the height and the thickness of the anti-collision wall, and enabling the anti-collision wall to reach a preset shape and a preset size, so that the anti-collision grade of the maintained and reinforced anti-collision wall can at least reach the SB grade (the height is more than 90cm and the width is more than 48.3cm), and the problem that the anti-collision performance of the existing highway anti-collision wall is reduced is solved. The pouring position of the anti-collision wall is maintained and coated after the supporting template is removed, so that the anti-collision wall after maintenance and reinforcement has higher safety and durability, concrete can be prevented from further carbonizing, and the integral attractiveness can be improved.
Drawings
FIG. 1 is a schematic structural view of one construction of a highway impact wall of the present invention;
FIG. 2 is a schematic structural view of another construction of the highway impact wall of the present invention;
FIG. 3 is a schematic flow chart of a method for repairing and reinforcing an anti-collision wall of an expressway according to the present invention;
FIG. 4 is a schematic flow chart illustrating a preferred embodiment of a method for repairing and reinforcing an anti-collision wall of a highway according to the present invention;
fig. 5 is a schematic flow chart of another preferred embodiment of the repair and reinforcement method for the collision-proof wall of the expressway according to the present invention.
[ description of reference ]
10: the original head-on collision surface; 11: loosening concrete; 12: the core surface is faced to collision; 13: a new collision-facing surface;
20: the original top surface; 21: heightening blocks; 22: a top core face; 23: a new top surface;
30: a road surface.
Detailed Description
For the purpose of better explaining the present invention and to facilitate understanding, the present invention will be described in detail by way of specific embodiments with reference to the accompanying drawings.
It should be noted that all the directional indicators (such as up, down, left, right, front, and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the movement situation, etc. in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indicator is changed accordingly.
In addition, the descriptions related to "first", "second", etc. in the present invention are only for descriptive purposes and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "connected," "secured," and the like are to be construed broadly, and for example, "secured" may be a fixed connection, a removable connection, or an integral part; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
As shown in fig. 1 and 2, the present invention provides a method for repairing and reinforcing an existing anti-collision wall, and specifically provides a method for repairing and reinforcing an anti-collision wall of a highway, which includes:
s10, chiseling loose concrete 11 with a preset thickness on the impact surface of the anti-collision wall to form an impact core surface 12, and chiseling a heightening block 21 on the top surface of the anti-collision wall to form a top core surface 22;
s20, roughening the head-on collision core surface 12 and the top core surface 22;
s30, carrying out rib planting on the head-on collision core surface 12 and the top core surface 22 to form a rib planting net;
s50, mounting a supporting template, pouring the head-on collision core surface 12 and the top core surface 22, increasing the height and thickness of the anti-collision wall, and enabling the anti-collision wall to reach a preset shape and a preset size;
s70, maintaining the pouring position of the anti-collision wall, and coating the anti-collision wall after the support template is detached.
Referring again to fig. 1 and 2, the present invention is directed to repair an original head-on collision surface 10 and an original top surface 20 of an existing crash wall, removing loose concrete 11 of a predetermined thickness during construction to expose a head-on collision core surface 12, removing a raised block 21 on the top surface of the crash wall to expose a top core surface 22, and casting concrete of a predetermined thickness on the head-on collision core surface 12 and the top core surface 22 to form a new head-on collision surface 13 and a new top surface 23 so that the new crash wall conforms to a predetermined size and shape. The distance from the new top surface 23 to the road surface 30 is the height H, and the maximum distance from the new collision-facing surface 13 to the back surface of the collision-proof wall is the width B. Because the existing concrete anti-collision wall has limited height and thickness and is difficult to vibrate, self-compacting concrete should be selected for pouring concrete.
The foundation of the existing concrete anti-collision wall extends to the lower part of the road surface, and is difficult to dismantle, so that the foundation of the existing concrete anti-collision wall is increased and thickened, and the structural size and the anti-collision performance of the existing concrete anti-collision wall meet the requirements of the existing specification. The method comprises the following steps of performing maintenance and reinforcement construction on the original anti-collision wall, chiseling loose concrete 11 with a preset thickness on the anti-collision wall, and thus removing the original wall damage as much as possible; then, the front core surface 12 and the top core surface 22 are roughened and bar-planted, so that the newly poured thickening and heightening layer can be prevented from being delaminated from the original anti-collision wall, and the overall strength of the poured anti-collision wall is improved. And then pouring the head-on core surface 12 and the top core surface 22, increasing the height and thickness of the anti-collision wall, and enabling the anti-collision wall to reach a preset shape and a preset size, so that the anti-collision grade of the repaired and reinforced anti-collision wall can at least reach SB grade (the height H is more than 90cm and the width B is more than 48.3cm), and the problem that the anti-collision performance of the existing highway anti-collision wall is reduced is solved. The pouring position of the anti-collision wall is maintained and coated after the supporting template is removed, so that the anti-collision wall after maintenance and reinforcement has higher safety and durability, concrete can be prevented from further carbonizing, and the integral attractiveness can be improved.
In addition, there is the installation insecure in the sound insulation screen on the current anticollision wall, can rock and the problem of noise production when the vehicle high speed passes through, and the sound insulation screen needs to be changed to the anticollision wall, and in order to avoid the secondary construction, the sound insulation screen is changed and should wholly consider with the maintenance of anticollision wall is consolidated. Specifically, in a preferred embodiment, as shown in fig. 4, the method for repairing and reinforcing the collision-proof wall of the expressway further includes step S60, after the core surface 12 and the top core surface 22 are poured, planting reinforcement holes and installing embedded sound-proof screen pieces on the top surface of the poured collision-proof wall, wherein the embedded sound-proof screen pieces are fixedly connected with the planting reinforcement net, and then pouring the reinforcement holes. It drills and leads to the problem of water drilling out of plumb to find in the construction on the unevenness basis of the top core face 22 that has dug the hair, and this problem can lead to bar planting hole site deviation great to influence the line type quality of sound insulation screen installation, so carry out the pre-buried operation of sound insulation screen built-in fitting after pouring to meeting and hitting core face 12 and top core face 22, with the installation stability who guarantees the sound insulation screen, fundamentally avoids the noise because of the installation problem causes. Wherein, the sound insulation screen built-in fitting can interconnect with the web of planting the muscle to promote the pre-buried intensity of sound insulation screen built-in fitting, and, this preferred embodiment has very big improvement to the control of efficiency of construction and construction quality. In addition, the sound insulation screen built-in fitting is L type double-screw bolt, and the bottom horizontal pole and the bar planting net fixed connection of L type double-screw bolt stretch out on the top surface of the anticollision wall after pouring the top montant of L type double-screw bolt, are provided with the external screw thread on the top montant to be used for being connected with the base of sound insulation screen. The bottom cross rod of the L-shaped stud is welded with the bar-planting net, so that the welding connection area can be increased, and the welding strength is ensured, thereby greatly improving the pre-buried stability of the sound insulation screen embedded part.
In addition, as shown in fig. 5, in another preferred embodiment, after the step of forming the rebar grid by performing rebar planting on the impact core surface 12 and the top core surface 22 is completed, the method further includes step S40: and a sound insulation screen embedded part is arranged on the top core surface 22 and is fixedly connected with the bar-planting net. Similarly, the sound insulation screen embedded part and the bar-planting net are connected in a mutual welding mode, so that the embedded strength of the sound insulation screen embedded part is improved, and noise caused by insecure pre-embedding during subsequent installation of the sound insulation screen is prevented. The sound insulation screen embedded part is an L-shaped stud, a bottom cross rod of the L-shaped stud is fixedly connected with the bar planting net, and a top vertical rod of the L-shaped stud extends out of the top surface of the poured anti-collision wall.
Further, when the core surface 12 and the top core surface 22 are roughened, the roughening depth is not less than 5mm, and the roughening area accounts for more than 80% of the sum of the areas of the core surface 12 and the top core surface 22; after the chiseling is finished, the collision-facing surface and the top surface of the anti-collision wall are washed by a high-pressure water gun, and loose concrete and floating dust are washed off by the high-pressure water gun, so that concrete pouring at the back is fully prepared.
Then, when the head-on collision core surface 12 and the top core surface 22 are subjected to bar planting, the planting depth of the vertical steel bars towards the pavement is not less than 15cm, the distance between the adjacent vertical steel bars is 18-22 cm, the transverse steel bars are bound on the vertical steel bars, and the binding distance between the adjacent transverse steel bars is 15-20 cm; the vertical steel bars and the transverse steel bars form a bar planting net; and a steel bar hook is also implanted on the core-facing surface 12, and vertical steel bars and transverse steel bars are bound by the steel bar hook. In a specific embodiment, the vertical steel bars adopt three-level deformed steel bars with the diameter of 12mm, the distance between the steel bars is 20cm, and the implantation depth is not lower than 15 cm; the transverse steel bars are three-level round steel with the diameter of 8mm, and the binding distance of the steel bars is 18 cm; and (3) embedding 7-shaped steel bar hooks every 0.5m on the front surface of the steel bar embedding net, fixing the positions of the steel bars and ensuring that the thickness of the outer concrete protective layer is not less than 5 cm. Wherein, one end of the 7-shaped steel bar hook is implanted into the original anti-collision wall, and the other end with the hook hooks and fixes the vertical steel bar and/or the transverse steel bar. Through vertical reinforcing bar not less than 15 cm's implantation degree of depth, can prevent well that follow-up concreting from breaking away from with the road surface or meeting the layering of hitting the face, vertical reinforcing bar and horizontal reinforcing bar form plant the muscle net and the reinforcing bar hook is fixed with planting the muscle net hook to can promote the intensity of planting the muscle, also can guarantee that follow-up crashproof wall of pouring back formation has good and lasting structure, with the life who prolongs the crashproof wall after the maintenance is consolidated as far as possible.
Then, in a more preferred embodiment, the repair and reinforcement method for the collision avoidance wall of the expressway of the invention further comprises the following steps: before the core surface 12 and the top core surface 22 are poured, concrete interface glue is coated on the core surface 12 and the top core surface 22. The concrete interface adhesive is an adhesive, can be generally made of vinyl acetate-ethylene, has super strong adhesive force, excellent water resistance and aging resistance, can improve the adhesive strength of the plastering mortar to a base layer, and can effectively avoid the problems of hollowing, falling, shrinkage cracking and the like. Because the concrete interface glue is coated on the head-on collision core surface 12 and the top core surface 22, the newly poured concrete layer and the original concrete layer can be effectively prevented from being layered, so that the maintained and reinforced anti-collision wall has good structural stability. Specifically, prior to application of the concrete interface adhesive, all surfaces are cleaned and cleaned of dust, loose materials, mortar, grease, corrosive deposits or algae. The surface is roughened by light chiseling or sand blasting, and the floating skin is removed to expose the solid material. Then the mixture is washed clean by high-pressure water. The surface of old concrete must be kept dry and saturated before new concrete is poured. After the interface glue is coated on the head-on collision core surface 12 and the top core surface 22, fresh concrete should be poured in time, and the procedure of pouring the fresh concrete should be completed within the working life of the interface glue. The maximum time limit for the construction of new concrete or screeds after coating at about 23 ℃ can be up to 7 hours. At a temperature of about 35 ℃, the maximum time limit for the construction of new concrete or screeds can reach 5 hours. The coated base layer should be left as it is for about 1 hour before the construction of new concrete.
Because the existing concrete anti-collision wall has limited height and thickness and is difficult to vibrate, when the head-on core surface 12 and the top core surface 22 are poured, layered pouring is adopted, each pouring is less than 30cm, and after the concrete is leveled and vibrated, the next pouring is carried out until the pouring is finished. Before casting, attention should be paid to: strictly measuring the moisture content of the aggregate and adjusting the water consumption in time; accurately metering and monitoring the quality of each component of the controlled concrete; stirring for 3 minutes, initially adding 80% of water, stirring for 2 minutes, then adding 20% of water, and stirring for 1 minute. If too much air is entrained into the mixture due to the stirring mode and time difference, the mixture is allowed to stand for a proper time to remove excessive air bubbles as much as possible. And continuously pouring and taking measures to prevent air from being wrapped in due to pouring modes and speed differences, such as pouring along the wall flow or pouring in a hopper or material pipe injection mode.
It should be noted that the amount of admixture can be adjusted properly according to air temperature conditions, transportation time, distance of transportation roads, change of water content of sandstone, concrete slump loss and the like, but the amount of admixture needs to be determined through tests. The pouring speed is not too high, and the influence on the appearance quality of the concrete caused by the more involved air is prevented. And the casting height of the high concrete is properly increased at the later casting stage so as to reduce settlement. The self-compacting concrete should be pumped and poured before the high working performance state disappears, so that the long time cannot be delayed, and the pouring is finished within 120min (minutes).
In addition, when the head-on collision core surface 12 and the top core surface 22 are poured, a flat plate vibrator can be used for auxiliary vibration, and the fixed-point vibration time is 5-10 min, so that the pouring quality of concrete is improved, and the service life of the anti-collision wall is ensured. Generally, high flow state concrete only needs the guide of reinforcing bar and inserts and smashes, uses the vibrating rod to vibrate when the degree of cohesion is too big or the reinforcing bar is intensive, promotes concrete flow to be closely knit, and the principle of "insert soon and pull out slowly" should be held in the construction of vibrating, and the time of fixed point vibration is not less than 5 seconds, is not more than 10 seconds to prevent that the excessive vibration educes the bleeding and the thick liquid.
Further, when pouring is performed against the core face 12 and the top core face 22, rubber hammers are used to strike the outside of the supporting formwork. If meet the structure arrangement of reinforcement excessive density, the cohesiveness of concrete is great, and for guaranteeing that the concrete can be closely knit completely, can adopt to strike or increase the mobility and the closely knit degree of concrete with the supplementary mode of vibrating of flat vibrator in the template outside to promote and pour the quality.
In addition, in order to improve the maintenance quality of the anti-collision wall, the pouring position of the anti-collision wall needs to be maintained, the maintenance frequency is 2-3 times of wet water every day and 1-2 times of wet water at night, the maintenance is started 12-18 h (hours) after the concrete is poured, and the maintenance time lasts 21-28 d (days). The supporting template can be detached after the concrete reaches the specified strength, and the surface of the concrete can be coated with curing agent for curing after the template is removed. After the maintenance construction is completed, the construction quality of the anti-collision wall needs to be checked, and the bonding quality of the new and old concrete joint surfaces needs to be good. The number of test points which are judged to be poorly combined by hammering or ultrasonic detection is not more than 10 percent of the total test points, and the test points are not concentrated on the main stress part. The inspection quantity is every interface, and a measuring point is arranged every 100-300 mm.
Finally, to improve the durability of the concrete of the impact wall and to prevent further carbonization of the concrete, and also to give the overall aesthetic appearance of the bridge, the new impact surface 13 and the new top surface 23 of the impact wall need to be coated with an anti-corrosive coating. Before coating, a steel wire brush or a high-pressure water gun is needed to clean dirt on the anti-collision wall, so that the surface of the concrete is free of oil dirt and the like. The surface of the cleaned concrete should be free of substances which affect the quality of the coating, such as oil stains and the like. The coating material has low requirement on surface treatment, but has good permeability, high adhesion, excellent ageing resistance and urban atmospheric pollution resistance, easy cleaning, good decoration and good durability.
It should be understood that the above description of specific embodiments of the present invention is only for the purpose of illustrating the technical lines and features of the present invention, and is intended to enable those skilled in the art to understand the contents of the present invention and to implement the present invention, but the present invention is not limited to the above specific embodiments. It is intended that all such changes and modifications as fall within the scope of the appended claims be embraced therein.
Claims (10)
1. A maintenance and reinforcement method for an anti-collision wall of a highway is characterized by comprising the following steps:
chiseling loose concrete with a preset thickness on the impact surface of the anti-collision wall to form an impact core surface, and chiseling a heightening block on the top surface of the anti-collision wall to form a top core surface;
roughening the core surface facing the collision and the top core surface;
carrying out bar planting on the core surface facing the collision and the core surface at the top to form a bar planting net;
installing a supporting template, pouring a core surface which is against the collision and a core surface at the top, increasing the height and the thickness of the anti-collision wall, and enabling the anti-collision wall to reach a preset shape and a preset size;
and maintaining the pouring position of the anti-collision wall, and coating the anti-collision wall after the support template is detached.
2. The method for repairing and reinforcing the collision-proof wall of the expressway according to claim 1, wherein: after the core surface facing the collision and the core surface at the top are poured, planting rib holes on the top surface of the poured anti-collision wall, installing sound insulation screen embedded parts, fixedly connecting the sound insulation screen embedded parts with the rib planting net, and pouring the rib planting holes.
3. The method for repairing and reinforcing the collision-proof wall of the expressway according to claim 1, wherein: after the step of forming the bar planting net by planting bars on the head-on collision core surface and the top core surface is completed, the method further comprises the following steps: and installing a sound insulation screen embedded part on the core surface of the top, wherein the sound insulation screen embedded part is fixedly connected with the bar-planting net.
4. The method for repairing and reinforcing the collision-proof wall of the expressway according to any one of claims 1 to 3, wherein: when the core surface facing the collision and the top core surface are roughened, the roughening depth is not less than 5mm, and the roughening area accounts for more than 80% of the sum of the core surface facing the collision and the top core surface; and after the chiseling is finished, washing the collision-facing surface and the top surface of the anti-collision wall by using a high-pressure water gun.
5. The method for repairing and reinforcing the collision-proof wall of the expressway according to any one of claims 1 to 3, wherein: when the steel bars are planted on the head-on collision core surface and the top core surface, the planting depth of the vertical steel bars in the pavement is not less than 15cm, the distance between the adjacent vertical steel bars is 18-22 cm, the transverse steel bars are bound on the vertical steel bars, and the binding distance between the adjacent transverse steel bars is 15-20 cm; the vertical steel bars and the transverse steel bars form a bar planting net; and a steel bar hook is also implanted on the surface facing the collision core, and the steel bar hook is used for binding vertical steel bars and/or transverse steel bars.
6. The method for repairing and reinforcing the collision-proof wall of the expressway according to any one of claims 1 to 3, wherein: and before pouring the core surface facing the collision and the top core surface, coating concrete interface glue on the core surface facing the collision and the top core surface.
7. The method for repairing and reinforcing the collision-proof wall of the expressway according to any one of claims 1 to 3, wherein: when the head-on collision core surface and the top core surface are poured, layered pouring is adopted, each pouring is less than 30cm, and after concrete is leveled and vibrated, the next pouring is carried out until the pouring is finished.
8. The method for repairing and reinforcing the collision-proof wall of the expressway according to any one of claims 1 to 3, wherein: when pouring is conducted on the core surface facing the collision and the core surface on the top, a flat plate vibrator is used for auxiliary vibration, and the time of fixed-point vibration is 5-10 min.
9. The method for repairing and reinforcing the collision-proof wall of the expressway according to any one of claims 1 to 3, wherein: when pouring is carried out on the core surface which is collided against and the core surface at the top, the rubber hammer is used for knocking the outer side of the supporting template.
10. The method for repairing and reinforcing the collision-proof wall of the expressway according to any one of claims 1 to 3, wherein: when the pouring position of the anti-collision wall is maintained, the maintenance frequency is 2-3 times of wet water every day and 1-2 times of wet water at night, the maintenance is started 12-18 hours after the concrete is poured, and the maintenance time lasts 21-28 days.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910731782.9A CN110616659A (en) | 2019-08-08 | 2019-08-08 | Method for maintaining and reinforcing anti-collision wall of highway |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910731782.9A CN110616659A (en) | 2019-08-08 | 2019-08-08 | Method for maintaining and reinforcing anti-collision wall of highway |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110616659A true CN110616659A (en) | 2019-12-27 |
Family
ID=68921686
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910731782.9A Pending CN110616659A (en) | 2019-08-08 | 2019-08-08 | Method for maintaining and reinforcing anti-collision wall of highway |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110616659A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4372149A1 (en) * | 2022-11-17 | 2024-05-22 | Givasa, S.A. | Single-profile concrete barrier |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1996021774A1 (en) * | 1995-01-13 | 1996-07-18 | Bertels Augustinus Wilhelmus M | Wall structure |
| JP2001164530A (en) * | 1999-12-06 | 2001-06-19 | Taisei Corp | Protective barrier for road made of concrete and manufacturing method of protective barrier for road |
| CN103388343A (en) * | 2013-07-31 | 2013-11-13 | 天津二十冶建设有限公司 | Super-long and large horizontal embedded part reverse construction method |
| CN205100117U (en) * | 2015-10-30 | 2016-03-23 | 重庆交通大学 | F type structure of promoting to a higher rank and reforming transform existing bridge reinforced concrete wall fence |
| CN105507170A (en) * | 2015-11-30 | 2016-04-20 | 中国神华能源股份有限公司 | Reinforced concrete slab culvert reinforcement method |
| CN105755954A (en) * | 2016-02-22 | 2016-07-13 | 中国水利水电第十工程局有限公司 | Construction technology of interchange type bare concrete anti-collision guardrails |
| CN106320225A (en) * | 2016-08-27 | 2017-01-11 | 河南省交通科学技术研究院有限公司 | Method for reinforcing continuous anti-collision wall modified by foundation-free warning pier |
| CN206625149U (en) * | 2017-03-28 | 2017-11-10 | 四川天艺生态园林集团股份有限公司 | A kind of Ecological Landscape of Road gobo |
| CN108547468A (en) * | 2018-03-27 | 2018-09-18 | 福建工程学院 | A kind of reinforced steel concrete column and its construction method |
-
2019
- 2019-08-08 CN CN201910731782.9A patent/CN110616659A/en active Pending
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1996021774A1 (en) * | 1995-01-13 | 1996-07-18 | Bertels Augustinus Wilhelmus M | Wall structure |
| JP2001164530A (en) * | 1999-12-06 | 2001-06-19 | Taisei Corp | Protective barrier for road made of concrete and manufacturing method of protective barrier for road |
| CN103388343A (en) * | 2013-07-31 | 2013-11-13 | 天津二十冶建设有限公司 | Super-long and large horizontal embedded part reverse construction method |
| CN205100117U (en) * | 2015-10-30 | 2016-03-23 | 重庆交通大学 | F type structure of promoting to a higher rank and reforming transform existing bridge reinforced concrete wall fence |
| CN105507170A (en) * | 2015-11-30 | 2016-04-20 | 中国神华能源股份有限公司 | Reinforced concrete slab culvert reinforcement method |
| CN105755954A (en) * | 2016-02-22 | 2016-07-13 | 中国水利水电第十工程局有限公司 | Construction technology of interchange type bare concrete anti-collision guardrails |
| CN106320225A (en) * | 2016-08-27 | 2017-01-11 | 河南省交通科学技术研究院有限公司 | Method for reinforcing continuous anti-collision wall modified by foundation-free warning pier |
| CN206625149U (en) * | 2017-03-28 | 2017-11-10 | 四川天艺生态园林集团股份有限公司 | A kind of Ecological Landscape of Road gobo |
| CN108547468A (en) * | 2018-03-27 | 2018-09-18 | 福建工程学院 | A kind of reinforced steel concrete column and its construction method |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4372149A1 (en) * | 2022-11-17 | 2024-05-22 | Givasa, S.A. | Single-profile concrete barrier |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104234070B (en) | A kind of steel construction and the pre-buried attachment structure in basis and construction method | |
| CN108951425A (en) | Cast-in-situ prestressed concrete continuous box girder primary concreting molding construction method | |
| CN105464002A (en) | Reinforcing construction method of reinforcing steel concrete thin-walled abutment | |
| CN111576127B (en) | Highway engineering new and old pavement splicing structure and construction method thereof | |
| CN110438858A (en) | A kind of hard and soft is seamless Pavement Base Structure and its construction method | |
| CN109339828A (en) | A kind of tunnel prestressing force inverted arch structure and its construction method | |
| CN106801517A (en) | A kind of schoolhouse surface consolidation of Prefabricated porous plate brick mixed structure strengthens method | |
| CN110965415A (en) | Method for widening and transforming old concrete pavement | |
| CN109138490A (en) | A kind of method and its masonry using NSM-TRC reinforcing masonry structure | |
| CN107989049A (en) | A kind of construction method of frame bank protection | |
| CN104452591A (en) | Cast-in-place box beam construction technology applied to bridge constructions | |
| CN209163513U (en) | A kind of compound masonry using NSM-TRC reinforcing masonry structure | |
| CN110616659A (en) | Method for maintaining and reinforcing anti-collision wall of highway | |
| CN114457682A (en) | Cast-in-place construction method of cast-in-place concrete bridge | |
| CN207829511U (en) | A kind of existing building external wall reconstruction structure | |
| CN113668576A (en) | Assembled type flaky stone slope surface protection structure and construction method | |
| CN116536992A (en) | Airport pavement broken board repairing method | |
| CN211973156U (en) | Comprehensive reinforcing structure for top plate void of steel-concrete combined section of steel-concrete combined beam bridge | |
| CN210946876U (en) | Barricade reinforced structure convenient to road surface is widened | |
| CN110029549B (en) | Treatment method for rockfill subgrade void cracking | |
| CN211006396U (en) | Reinforced structure of concrete original bridge | |
| CN209975293U (en) | Road bridge road bed reinforced structure | |
| CN206902487U (en) | The embedded reinforcement asphalt pavement structure of cement concrete pavement | |
| CN109487669A (en) | A kind of tramcar and town road level-crossing maintenance and reinforcement construction technology | |
| CN112176944A (en) | Construction method of hydrophilic platform revetment structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20191227 |
|
| RJ01 | Rejection of invention patent application after publication |