CN115467273A - System for preventing vehicle from impacting overpass bridge pier - Google Patents

Abstract

The application provides a system for preventing a vehicle from bumping into an upper bridge pier. It comprises the following steps: the energy absorption structure comprises two groups of concrete walls arranged on the left side and the right side of the pier respectively along the driving direction, a guide structure fixedly arranged at the top end of each concrete wall and completely surrounding the periphery of the pier, an energy absorption structure tightly coated on the outer wall of the pier, and a cross brace fixedly arranged between the guide structures and crossing the concrete walls in the driving direction. This application constitutes the guardrail through concrete wall and guide structure, realizes pier surface protection through pier periphery energy-absorbing structure, forms the protection system jointly through guardrail and pier surface protection. The guardrail can protect the crossing, the riding and the turning caused by the vehicle collision, and reduce the roll value generated after the vehicle collision as much as possible; it cooperates in the protection of pier surface, can effectively avoid heeling too big and produce because of the vehicle and cut the rubbing to the side of pier, realizes the effective protection to the pier main part with guardrail structure mutually in coordination.

Description

System for preventing vehicle from impacting overpass bridge pier

Technical Field

The application relates to the field of traffic safety protection, in particular to a system for preventing a vehicle from colliding with an upper bridge pier.

Background

With the rapid development of economy in China and the increasing traffic demand, three-dimensional traffic becomes an important way for relieving ground traffic pressure, and the appearance of a large number of overpasses greatly relieves the traffic pressure, thereby providing convenient and rapid traffic service for people going out and road transportation. However, the bridge pier of the overpass is located at the roadside or the central dividing strip of the main line of the descending highway, which belongs to the high-incidence position of the barrier accident, and if the bridge pier is not effectively protected, once a vehicle collides with the bridge pier, a severe safety problem is brought to the highway operation.

Through accident investigation, two types of collision generally occur when a vehicle collides with a pier: one is that the vehicle passes through a guardrail near the bridge pier and directly collides with the bridge pier in front, and the damage to the vehicle, passengers and the main body of the bridge pier is the most serious and the harm is the greatest; the other type is that the vehicle collides with a guardrail near the pier, and the vehicle body locally collides with the pier after being greatly inclined, so that the safety of the pier structure is influenced.

The current processing mode to the pier position is comparatively various, can adopt no protection mode, also can adopt standard section guardrail in the same direction as connect keep apart, overlap on the pier and establish reinforcing apparatus, set up the crashproof pad before the pier and do directional protection or carry out guardrail in pier department and widen various modes such as gradual change processing. Most of the pier position disposal modes do not have good anti-collision and anti-roll functions, and accident vehicles (particularly large vehicles) and pier structures are difficult to effectively protect; a few pier protection facilities have the functions of collision prevention and lateral inclination prevention, but occupy a large space, are only suitable for open pavements, are limited in engineering application conditions, and have the problems of poor durability, non-recoverability and the like.

In addition, the conventional pier protection facilities mostly adopt conventional materials such as concrete and steel, and the protective performance optimization of the conventional pier protection facilities has a technical bottleneck, so that scientific research personnel are urgently needed to break through the conventional pier protection facilities.

The existing highway overpass pier protection facilities are not complete, and urgent needs are provided for pier protection facilities with excellent comprehensive performance in engineering.

Disclosure of Invention

This application is not enough to prior art, provides a system of striding bridge pier on protection vehicle striking, and this application can effectively improve the protecting effect to the collision vehicle through concrete wall, guide structure, stull structure and pier periphery energy-absorbing structure atress in coordination, protects the pier structure not influenced by the impact. The technical scheme is specifically adopted in the application.

First, in order to achieve the above objects, there is provided a system for protecting a vehicle from colliding against an overpass pier, comprising: the concrete wall is arranged outside the bridge pier along the driving direction; the guide structure is fixedly arranged at the top end of the concrete wall body along the travelling direction, completely surrounds the periphery of the pier, and forms an arc-shaped buffer area at the front side in the travelling direction; the peripheral energy absorption structure of the bridge pier is coated on the surface of the outer wall of the bridge pier and extends upwards from the top of the concrete wall at least to the height close to the top of a vehicle; the concrete wall body is spanned to its perpendicular to driving direction, and fixed mounting is between guide structure, the stull structure sets up at the interval around arc buffer area and pier.

Optionally, the system for protecting a vehicle from colliding with an upper bridge pier according to any one of the above, wherein the pier periphery energy absorbing structure includes: the energy absorption box body is hollow and comprises at least one pair of semi-ring structures, the inner side walls of the semi-ring structures are tightly attached to the peripheral surface of the bridge pier and arranged around the bridge pier, and each pair of semi-ring structures are arranged and connected in a seamless mode step by step along the height direction of the bridge pier; the connecting structures are respectively connected with the semi-ring structures on each layer of the periphery of the bridge pier, and each pair of semi-ring structures are fixedly arranged at the proper height position of the periphery of the bridge pier; and energy-absorbing buffer materials are filled at the periphery of the bridge pier in the energy-absorbing box body.

Optionally, the system for protecting a vehicle from colliding against an overpass pier according to any one of the above, wherein the connecting structure includes: an anchor member or anchor bolt structure; the anchoring member extends outwards from the end part of the semi-ring structure on one side of the energy-absorbing box body, is fixedly connected with the anchoring member positioned at the end part of the semi-ring structure on the opposite side of the energy-absorbing box body, and fixedly connects the energy-absorbing box bodies of at least two semi-ring structures to form an energy-absorbing layer which surrounds and covers the peripheral surface of the pier; the anchor bolt structure includes: the chemical anchor bolts penetrate through the end parts of the semi-ring structures and are connected to the interior of the pier, the semi-ring structures of all layers are arranged in an up-and-down overlapping mode, and the chemical anchor bolts simultaneously penetrate through the upper and lower layers of semi-ring structures which are arranged in an overlapping mode; the energy absorbing cushioning material comprises: foamed aluminum and/or rubber.

Optionally, the system for protecting a vehicle from colliding with an upper bridge pier as described above, wherein the guide structure includes an arc-shaped guide section and an anti-roll section sequentially connected around a circumference of the pier: the anti-roll sections are respectively and fixedly arranged at the top ends of the two groups of concrete walls along the driving direction and are respectively arranged at the left side and the right side of the bridge pier; the arc guide section has a radian which is convexly bent towards the driving direction, stretches across the two groups of concrete walls, and forms an arc buffer area with the anti-roll section in a surrounding manner.

Optionally, as for any above, the system for protecting the vehicle from colliding with the overpass pier, wherein the arc-shaped guide section and the anti-roll section are both arranged to be of an upper-lower double-layer structure fixed by the steel upright, and the bottom of the steel upright is fixedly mounted above the top surface of the concrete wall by the anchor bolt.

Optionally, the system for protecting a vehicle from colliding against an overpass pier as described in any one of the above, wherein the arc guide section comprises: the bridge pier comprises two groups of arc-shaped cross beams, wherein the two groups of arc-shaped cross beams span between two groups of concrete walls, each arc-shaped cross beam is of a hollow tubular structure, a bevel inner sleeve and a linear inner sleeve are embedded into the front end and the rear end of each arc-shaped cross beam respectively, and the two ends of each arc-shaped cross beam are respectively connected with anti-roll sections on the concrete walls on the two sides of the bridge pier into a whole through the bevel inner sleeves and the linear inner sleeves; the anti-roll section includes: along a plurality of sharp crossbeams that concrete wall body top set up, the dorsal part fixed mounting of each sharp crossbeam is on the preceding terminal surface of shaped steel stand, and the embedded interior sleeve pipe that is provided with respectively between each sharp crossbeam passes through interior sleeve pipe of straight line links up as a whole.

Optionally, the system for protecting a vehicle from colliding with an upper bridge pier as described in any one of the above, wherein the cross brace structure provided between the guide structures on the left and right sides of the pier comprises: two ends of the lower transverse rectangular pipe are fixedly connected with the inner sides of the bottoms of the profile steel upright columns on the left side and the right side of the bridge pier respectively; one end of the upper inclined strut rectangular pipe is fixedly connected with the inner side of the bottom of the section steel upright column on one side of the bridge pier, and the other end of the upper inclined strut rectangular pipe is fixedly connected with the inner side of the top of the section steel upright column on the other side of the bridge pier; the lower transverse rectangular pipe, the upper inclined strut rectangular pipe and the connected profile steel upright post jointly form a triangular cross strut structure stretching between the guide structures on the left side and the right side of the pier.

Optionally, the system for protecting a vehicle from colliding with an overpass pier comprises a cross brace structure in the arc buffer area, wherein one side of an inclined strut rectangular tube at the upper part of the cross brace structure facing the travelling direction is fixedly connected with the top end of a section steel upright; the upper inclined strut rectangular tubes of the cross strut structure connected by the straight-line cross beams between the piers are respectively and alternately connected with the top ends of the section steel upright columns on the left side and the right side of the pier.

Optionally, in the system for protecting a vehicle from colliding with an upper bridge pier, the concrete walls include two groups respectively disposed on the left and right sides of the pier along the traveling direction, outer sides of the two groups of concrete walls are both provided with straight wall type collision-facing surfaces, a transverse convex support is connected between the two groups of concrete walls, and a setting direction of the transverse convex support is perpendicular to the traveling direction.

Optionally, the system for protecting a vehicle from colliding with an upper bridge-spanning pier as described above, wherein the bottom of the straight-wall collision-facing surface of the concrete wall is embedded in the road surface, the bottom of the back side of the concrete wall is embedded in the planting soil of the central separation zone, and two ends of the convex-shaped transverse supports are respectively and tightly abutted to the bottoms of the back sides of the two groups of concrete walls, so that the two groups of concrete walls are cooperatively stressed when being collided.

Advantageous effects

The application provides a system for preventing striding bridge pier on vehicle striking includes: the energy absorption structure comprises two groups of concrete walls arranged on the left side and the right side of the pier respectively along the driving direction, a guide structure fixedly arranged at the top end of each concrete wall and completely surrounding the periphery of the pier, an energy absorption structure tightly coated on the outer wall of the pier, and a cross brace fixedly arranged between the guide structures and crossing the concrete walls in the driving direction. This application constitutes the guardrail through concrete wall and guide structure, realizes pier surface protection through pier periphery energy-absorbing structure, forms the protection system jointly through guardrail and pier surface protection. The guardrail can protect the crossing, the riding and the turning caused by the vehicle collision, and reduce the roll value generated after the vehicle collision as much as possible; the side surface scraping and rubbing device is matched with the surface protection of the pier, the side surface scraping and rubbing of the pier caused by overlarge side inclination of a vehicle can be effectively avoided, and the side surface scraping and rubbing device is matched with the guardrail structure to realize effective protection of the pier main body. .

In recent years, a variety of new materials are developed, wherein the foamed aluminum material has excellent characteristics of deformation energy absorption, high durability, flame retardance, reusability and the like. This application can prevent through the face of hitting of straight wall formula that the vehicle from striking the back face and climbing to heel, and the cooperation is close the pier surface protective structure of vehicle height itself from this, can effectively overcome current highway pier size and central separation strip width discordance, the pier is less apart from the guardrail face of hitting interval, the vehicle collision guardrail is heeled great or the guardrail lateral deformation is great, the guardrail does not pass through or the pier that the transition inequality scheduling problem caused damages with the pier. On the basis of meeting the requirement of safety protection of bridge pier positions, the invention provides a protection system for protecting the bridge piers striding over from vehicle impact by combining the excellent characteristics of the porous aluminum material. The system is reasonable in design, safe, reliable, good in durability, good in universality and environment-friendly. The novel pier anti-collision buffer facility structure that this application provided can realize protecting people, car, the system of bridge, satisfies highway safety operation demand. This application still can utilize the pier periphery energy-absorbing structure periphery surface that is higher than concrete wall structure to provide warning and remind, further reduces accident probability.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application.

Drawings

The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application and not limit the application. In the drawings:

FIG. 1 is a schematic view of the overall structure of the system for protecting against vehicle impact on overpass piers of the present application;

FIG. 2 is a schematic diagram illustrating the collision process of the system according to the present application compared with the collision process of an unprotected pier;

FIG. 3 is a schematic diagram of the collision effect of the protection effect of the system of the present application with the existing protection structure;

FIG. 4 is a front view of the subject application system for protecting against vehicle impact against overpass piers;

FIG. 5 is a top view of the subject vehicle impact protection overpass pier system;

FIG. 6 is a schematic view of the connection between the cross beam and the guide structure in the system for protecting an overpass pier from a vehicle impact according to the present application;

fig. 7 is a schematic view of another pier periphery energy absorbing structure in the system for protecting a vehicle from collision with an upper bridge pier according to the present application.

In the figure, 10 denotes a road surface; 1 represents a concrete wall; 11 denotes a convex-shaped lateral support; 1a represents a corrugated beam guardrail; 1b denotes a concrete fence; 2 denotes a guide structure; 21 denotes a linear beam; 22 denotes an arc-shaped beam; 23 denotes a straight inner sleeve; 24 denotes a dog-ear inner sleeve; 25 denotes a section steel column; 26 denotes an anchor bolt; 3, a pier periphery energy absorption structure; 31 denotes an energy absorption box; 32 denotes a foamed aluminum plate; 33 denotes an anchoring member; 4 represents a wale structure; and 5 denotes a pier.

Detailed Description

In order to make the purpose and technical solutions of the embodiments of the present application clearer, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings of the embodiments of the present application. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the described embodiments of the application without inventive effort, are within the scope of protection of the application.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

The meaning of "and/or" as used herein is intended to include both the individual components or both.

The meaning of "inside and outside" in the application refers to that the direction from the driving direction to the inner side of the bridge pier is inside, and vice versa, relative to the system for protecting the vehicle from impacting the upper-span bridge pier per se; and not as a specific limitation on the mechanism of the device of the present application.

The terms "left and right" as used herein refer to the left and right of a user when the user is facing a system for protecting a vehicle from impacting an overpass pier, rather than the specific limitations on the mechanism of the device of the present application.

The term "connected" as used herein may mean either a direct connection between components or an indirect connection between components via other components.

The meaning of "up and down" in this application means that the direction from the road surface to the top of the pier is up, otherwise down, when the user is facing the system for protecting the vehicle from hitting the overpass pier, and not specifically limited to the mechanism of the device of this application.

The meaning of "front and rear" in this application refers to the situation where the user is facing the system for protecting the vehicle from hitting the overpass pier, and is front in the driving direction, or is rear, rather than being specifically limited to the mechanism of the device of this application.

Fig. 1 is a system for protecting a vehicle from impacting an overpass pier according to the present application, comprising:

the concrete wall body 1 is arranged outside the bridge pier 5 along the driving direction;

the guide structure 2 is fixedly arranged at the top end of the concrete wall 1 along the travelling direction, completely surrounds the periphery of the bridge pier 5, and forms an arc-shaped buffer area at the front side in the travelling direction;

the pier periphery energy absorption structure 3 is coated on the outer wall surface of the pier 5 and extends upwards from the top of the concrete wall 1 to a height at least close to the top of a vehicle;

and the cross brace structure 4 stretches across the concrete wall 1 in the direction perpendicular to the travelling direction and is fixedly installed between the guide structures 2, and the cross brace structure 4 is arranged in the arc-shaped buffer area and at the front and the rear of the bridge pier at intervals.

Referring to the lower part of fig. 3, the reinforced concrete guardrail wall bodies on the two sides of the bridge pier are used for providing sufficient impact resistance, so that the vehicle can be effectively prevented from impacting the bridge pier in the front after passing through the guardrail. Cooperate in this concrete wall structure, this application still further provides the direction through the beam column formula steel guide structure who sets up at its top to the vehicle body structure that the vehicle exceeds concrete wall, prevents that the vehicle from stumbling and hinders, reduces automobile body upper portion deflection, further protects after the vehicle striking because automobile body rigidity unmatched the autogenous deformation that produces, prevents that automobile body upper portion from heeling and warping scraping or direct collision to pier structure. Under the guide effect of above-mentioned structure, this application still further sets up in the energy-absorbing structure of pier periphery through the parcel and provides extra protection for the pier main part. The setting height of the pier periphery energy absorption structure is calculated according to the height of a vehicle, so that kinetic energy of the vehicle impacting from any direction can be effectively absorbed, and a pier main body is protected from being damaged. The energy absorption structure is assembled, can be detached and replaced in time after the vehicle is impacted, and does not need to maintain or reinforce the pier main body.

Specifically, as shown in the upper part of fig. 3, the problem that the guardrail deforms towards the inner side of a pier after a vehicle collides due to the fact that the corrugated beam absorbs collision energy only through self deformation in the existing corrugated beam guardrail protection scheme through the synergistic effect between the protection structures, and the front side of the vehicle collides with the pier can be solved. As shown in the middle of fig. 3, the present application can avoid the situation that the existing slope concrete guardrail solution is caused by the fact that the existing concrete structure mainly absorbs collision energy through the vehicle climbing guardrail, through the synergistic effect between the protection structures: the structure heeling value is large, and the vehicle can heel after climbing to a certain height, so that the side surface of the vehicle is directly scratched to the pier. The application of the protective structure can avoid vehicle frontal collision, effectively absorb collision energy, and avoid damage to drivers and passengers, vehicles and piers after the vehicles collide the piers.

Referring to fig. 2 and 3 specifically, in the protection system of the present application, the concrete walls 1 may be respectively disposed on the left and right sides of the pier 5 along the bidirectional traveling direction, and the two sets of concrete walls provide protection for both sides of the pier jointly. This application all sets up two sets of concrete wall 1's the outside into straight wall type and meets and hit the face, connects as a whole atress in coordination through convex font lateral bracing 11 between two sets of concrete wall 1, the common impact energy who opposes the vehicle. The double-row cooperative stress protection mode can effectively avoid the situation that when only a single-side lakeside is adopted to independently resist the impact energy in the prior art shown in the middle of figure 3, a concrete wall body generates a backward overturning trend, and a vehicle climbs upwards to cause the vehicle to pass through a guardrail to impact a pier. This application is through the horizontal support of type of protruding with driving direction both sides concrete cavity connection for a whole, make the striking energy of vehicle simultaneously through the horizontal support effect at concrete cavity back on two lateral wall bodies, make the opposite side wall body atress of laminating mutually with horizontal support equally, be used in both sides and inlay solid road surface edge, make both sides wall body, the road surface, horizontal support forms jointly and inlays the cable effect, ensure to be hit the side guardrail and can not topple, the vehicle can not appear upwards climbing and lead to crossing the condition that the guardrail strikeed the pier. The existing concrete guardrail is a single body which is independently arranged at two sides of the driving direction, the back of the single body is filled with soil for greening, the soil is soft, the embedding effect cannot be achieved, and the guardrail is easy to ride after the vehicle is impacted.

The straight wall formula of the double setting that adopts in this application is met and is hit the face, and its front side bottom can inlay admittedly in the road surface, and the dorsal part bottom of concrete wall 1 can inlay admittedly in central separation area planting soil, through arranging the type of protruding transverse bracing between the double space in planting soil, sets up the dorsal part bottom that closely abuts two sets of concrete wall 1 respectively through the both ends with type of protruding transverse bracing 11 and makes two rows of wall body atress in coordination. The arrangement direction of the convex transverse support 11 can be perpendicular to the travelling direction, so that the two rows of walls are stressed in a coordinated manner, the transverse support is higher, the coordinated force is stronger, the contact surface is larger, the two side walls can be matched with each other to form a whole, and an embedded structure is formed by the bottom of the wall at the other side and the pavement at the other side, so that the wall at the two sides can achieve the cable embedding effect when being stressed and impacted at any one side. The convex transverse support 11 can increase the support height between the walls, save materials and facilitate construction and installation.

Referring specifically to fig. 5 and 6, in the protection system of the present application, the guide structure 2 includes an arc-shaped guide section and an anti-roll section that are sequentially connected around a bridge pier for a circle:

the anti-roll sections are fixedly installed at the top ends of the two groups of concrete walls 1 along the driving direction, are arranged on the left side and the right side of the bridge pier 5, and are formed into beam column type steel guardrails through combination of the cross beams and the steel columns, and the collision forming direction is forcibly changed by utilizing the characteristic that the deformation amount of the rigid guardrails is small. Compared with semi-rigid guardrail structures such as a wave-shaped beam guardrail shown at the top of a graph 3 and adopted in the prior art, the beam column type steel guardrail of the application does not need to absorb collision energy after self large deformation, so that the wave-shaped beam guardrail can be prevented from being deformed greatly, and the defect that a vehicle is prevented from being collided and climbed can not be limited. The beam column type steel guardrail adopted by the anti-roll section is more suitable for a road section with an upper-span pier and limited guardrail setting conditions;

the arc guide section has the radian of the convex bending towards the driving direction, spans two groups of concrete walls 1, and surrounds with the anti-roll section to form an arc buffer area for providing guidance for an accident vehicle through the radian of the convex bending along the driving direction, so that the direct front collision of the vehicle on the bridge pier is avoided, and the vehicle can be deflected to the direction far away from the bridge pier from the original collision direction through the guidance of the guide section.

The arc-shaped guide section and the anti-roll section can be formed by a section steel upright post 25 and an upper and lower double-layer beam structure which is fixedly connected with the outer side of the section steel upright post. The bottom of the steel section upright post 25 is fixedly arranged above the top surface of the concrete wall body 1 by an anchoring bolt 26.

Referring specifically to the front and rear ends of the guide structure shown in fig. 6, the present application can specifically set the arc-shaped guide section to include: the concrete wall body structure comprises two groups of arc-shaped cross beams 22 which stretch across between two groups of concrete wall bodies 1, wherein the arc-shaped cross beams 22 are of hollow tubular structures, the cross beams are processed into smooth arcs, and a bevel inner sleeve 24 and a linear inner sleeve 23 are embedded into the front end and the rear end of each arc-shaped cross beam respectively, so that the two ends of each arc-shaped cross beam 22 can be connected with anti-roll sections on the concrete wall bodies 1 on the left side and the right side of the driving direction into a whole through the bevel inner sleeve 24 and the linear inner sleeve 23 respectively;

with particular reference to the intermediate portion of the guide structure shown in fig. 6, near the middle pier, the present application may specifically provide the anti-roll section to include: the back sides of the linear cross beams 21 are fixedly mounted on the front end face of the section steel upright post 25 respectively, and the linear cross beams 21 are connected into a whole through the linear inner sleeve 23 embedded in the section steel upright post 25 respectively, so that guidance and protection of colliding vehicles are realized.

In the specific installation process, the installation position of the section steel upright post 25 and the type selection of the outer double-layer beam structure can be realized, and the collision-facing surface of the beam of the anti-roll section is arranged to be flush with the collision-facing surface of the bottom anti-collision concrete wall. The design considers that when a vehicle is impacted, the concrete wall body resists impact, the side inclination needs to be reduced while the beam structure resists impact, and accordingly the damage to the outer periphery of a pier is reduced. The anti-roll section cross beam head-on collision face and the bottom anti-roll concrete wall body which are parallel and level to each other can be directly contacted with the cross beam when the vehicle impact generates a roll trend, and the roll is directly reduced through the resisting action of the cross beam, so that the stress surface is effectively increased after the vehicle impact, and the roll deformation of the upper part of the vehicle is reduced. Except that will prevent that the section crossbeam that heels meets and hits the face and the anti concrete wall that hits in bottom sets up the parallel and level, this application still can utilize a plurality of layers to prevent section crossbeam structure that heels through the mode that increases height for its height that collides with the vehicle increases to with the car roof beam parallel and level, and the production of heeling can be avoided equally to this kind of mode.

Further, for improving the rigidity of pier left and right sides guide structure 2, for the collision vehicle provides effective protection and guide, this application still can further set up the stull structure 4 that sets up between pier left and right sides guide structure 2 to including:

two ends of the lower transverse rectangular pipe are respectively fixedly connected with the inner side of the bottom of the section steel upright post 25;

one end of the upper inclined strut rectangular pipe is fixedly connected with the inner side of the bottom of the section steel upright post 25, and the other end of the upper inclined strut rectangular pipe is fixedly connected with the inner side of the top of the section steel upright post 25;

the lower transverse rectangular pipe, the upper inclined strut rectangular pipe and the section steel upright post 25 connected with the upper inclined strut rectangular pipe form a triangular transverse strut structure spanning between the guide structures on the left side and the right side of the pier together. The triangular cross brace is arranged between the stand columns on the two sides of the bridge pier, and provides a transverse supporting effect and increases the transverse rigidity of the structure through a stable triangular structure which is jointly formed by the two rectangular pipes and the stand columns.

When specifically installing, this application is preferred to set up stull structure 4 in the arc buffer area at front and back both ends along the driving direction in the system into: through the top fixed connection of one side towards the driving direction in the bracing rectangular pipe of upper portion and shaped steel stand 25, and will deviate from the one side upper portion bracing rectangular pipe of driving direction and set up to tip and shaped steel stand 25's bottom fixed connection to the triangle-shaped structure that constitutes through the bracing rectangular pipe of upper portion provides the outrigger. One side of the upper inclined strut rectangular pipe facing the travelling direction is fixedly connected with the top end of the section steel upright post 25, so that the bending rigidity of the cross beam and the section steel upright post can be effectively increased, the vehicle heeling value is reduced, and a pier main body is better protected;

the stull structure that sharp crossbeam is connected in the region between the pier, the top of pier left and right sides shaped steel stand 25 is connected respectively in turn to its upper portion bracing rectangular pipe to combine pier protection position and orientation to carry out the pertinence design, make the upper portion bracing set up orientation and pier position phase-match, utilize and set up the top of fixed stull structure before meeting the pier of driving a vehicle direction, can be when effectively increasing crossbeam and stand rigidity, reduce the vehicle and heel, better protection pier main part. Considering that the stull structure that straight line crossbeam connects all provides the protection to both sides driving direction vehicle, consequently generally need provide the protection for two-way vehicle through setting up upper portion bracing rectangular pipe in turn in pier both sides. The setting order of stull structure does not generally do the requirement, and this kind of steel construction is connected more conveniently, can directly assemble at the relevant position scene according to protection needs and driving direction can.

Specifically, referring to fig. 4 and 3, in the protection system of the present application, the pier periphery energy absorbing structure 3 may be specifically configured to include:

and the energy absorption box body 31 consists of two hoop steel plates, and is internally provided with a hollow structure. The cross-sectional shape that two staple bolt steel sheets constitute is the same with the pier so that the inboard of energy-absorbing box 31 can closely laminate in pier periphery surface and encircle pier 5 and set up. The energy absorption box body can be correspondingly arranged to comprise at least two semi-ring structures or be formed by a plurality of straight surface structures or bent steel plates according to the shape of a round pier, a rectangle, an ellipse or a rhombus;

the anchoring member 33 is fixedly connected with the end part of the half-ring structure or the bent steel plate of the energy-absorbing box body 31, extends outwards from the end part of the half-ring structure on one side of the energy-absorbing box body 31, is fixedly connected with the anchoring member (33) on the end part of the half-ring structure on the opposite side of the energy-absorbing box body 31, and is used for assembling at least two energy-absorbing box bodies outside the pier and forming an energy-absorbing layer surrounding and coating the peripheral surface of the pier in a fixedly connected manner; on each layer of semi-ring structure's anchor component, its connecting bolt generally preferred dislocation set to make things convenient for the anchor, avoid putting up between the bolt, more convenient processing and construction.

The energy-absorbing box body 31 can be filled with foam aluminum and/or rubber and other energy-absorbing buffer materials at the position of the hollow energy-absorbing layer. The height of the energy-absorbing buffer material from the road surface is generally limited to be not less than 3m through the structure of the energy-absorbing box body so as to adapt to the collision height of a common large vehicle. On-site research on expressways and computer simulation collision indicate that the roll height of a general large vehicle is generally below 3 meters when the general large vehicle collides with the protective guard structure. Therefore, the pier which is about 3m away from the ground is coated in the energy-absorbing box body 31, so that the safety of the pier main body structure can be ensured through the dissipation of the impact kinetic energy by the energy-absorbing buffer material.

In addition, in this application, the pier outer periphery energy absorbing structure 3 may be configured to include the structure shown in fig. 7 in some implementations: an energy absorbing box 31 and an anchor bolt structure. The energy absorption box body is hollow and comprises at least one pair of semi-ring structures, the inner side walls of the semi-ring structures are tightly attached to the peripheral surface of the bridge pier and arranged around the bridge pier 5, and each pair of semi-ring structures are arranged and connected in a seamless mode step by step along the height direction of the bridge pier; the anchor bolt structure 34 includes: by the chemical crab-bolt of semi-ring structure tip through connection to pier inside, the overlap sets up from top to bottom between each layer of semi-ring structure, the chemical crab-bolt runs through the upper and lower two-layer semi-ring structure that the overlap set up simultaneously and in order to pass through the semi-ring structure cramp setting with foamed aluminium and/or rubber in the pier periphery to provide the buffering at vehicle striking in-process.

From this, this application provides extra buffering protection for the pier surface through the energy-absorbing box of dismantling the combination and fill the foam aluminum plate in the space between energy-absorbing box and pier. The foamed aluminum protective layer can be arranged on the bottom of the anti-collision concrete wall body and the back of the guide steel structure arranged on the top of the anti-collision concrete wall body. The bottom of the foamed aluminum protective layer can be further fixed at the top of the bottom anti-collision concrete wall body through the bolt anchoring member, and the bolt anchoring member can be arranged in a staggered mode with the upright column so as to facilitate anchoring, avoid putting up between bolts, and facilitate processing and construction.

The pier protection system realizes that the protection vehicle passes through and crosses the guardrail through the cooperation of the concrete wall, the guide structure and the energy absorption buffer member, positively impacts the pier, avoids the vehicle from heeling around the pier after impacting the guardrail, and scrapes the pier by cutting. The protection system of this application passes through the concrete wall body and opposes the vehicle striking, and the wall body through pier both sides is atress in coordination each other simultaneously, and the restriction is hit the trend that a side wall body topples backward, reduces the vehicle and heels. On this basis, the protection system of this application still installs shaped steel structure at the wall body top, increases the stull of connecting pier left and right sides shaped steel structure simultaneously, provides the support to the vehicle upside through the stull in order to reduce the vehicle and heels, provides first stage protection with concrete wall mutually in coordination. In addition, this application still wraps up energy-absorbing device around the pier in extreme condition, through with energy-absorbing buffer material anchor around the pier to deal with emergency, realize the second stage protection, avoid guardrail face of meeting with the collision to be too close with the pier face, heeling too greatly after the vehicle strikes the guardrail and lead to cutting the condition of rubbing the pier to the fingers. The energy absorption device is deformed after being impacted by a vehicle, can be separated between the side-tipping vehicle body and the pier, and avoids the main structure of the pier from being directly damaged.

To sum up, the pier protection system of this application has following advantage:

(1) The vehicle anti-collision and side-tipping reduction system comprehensively considers the factors of safety protection, convenient construction, landscape coordination, reasonable manufacturing cost and the like, and has the vehicle anti-collision and side-tipping reduction capabilities. This application sets up concrete wall in the pier periphery, sets up the guardrail at its top to have energy-absorbing buffering component in pier main part surface, can provide the protection in one stage through the combined action of pier periphery and guardrail, construct through the energy-absorbing buffering on pier surface and provide the two-stage protection, in order to fully satisfy pier position safeguard function. According to the bridge pier protection system, the upper bridge pier protection system is formed by constructing the energy absorption buffer and matching with the straight wall type collision-facing surface, vehicles can be guided to avoid climbing and side tilting through the cooperative stress among the protection structures, and therefore the integral structure of the bridge pier is protected to be intact;

(2) The bottom anti-collision concrete wall body is of a reinforced concrete structure, has high rigidity and strong anti-collision capacity, and can be cooperatively stressed by matching with the convex transverse support, so that the concrete walls on the left side and the right side of the pier can meet the requirements of protecting the vehicle from passing through and riding at the pier position by a user, and the vehicle heeling can be effectively reduced;

(3) The guide steel structure on the concrete wall can effectively increase the overall height and rigidity of the protective device, and the guide structure is matched with the triangular transverse support structure, so that the vehicle can be correctly guided out through the rigidity of the transverse support structure while the side inclination angle of the vehicle at the pier position is reduced, and the vehicle tripping risk is reduced;

(4) The beam-column structure adopted by the guide structure is simple and convenient to mount, dismount, maintain and construct;

(5) The foamed aluminum protective layer arranged around the outer wall of the pier can effectively protect the pier main body and increase safe storage, and the foamed aluminum material has a good buffering and energy-absorbing effect and can effectively relieve the large impact force of a vehicle in collision;

(6) The back foamed aluminum protective layer can meet the requirements of roll protection of all vehicle types by considering the height size of the vehicle;

(7) The foamed aluminum material can be detached and replaced after collision, has the function of reutilization, and is energy-saving and emission-reducing.

The above are merely embodiments of the present application, and the description is specific and detailed, but not construed as limiting the scope of the present application. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the protection scope of the present application.

Claims (10)

1. A system for protecting a vehicle from impacting an overpass pier, comprising:

the concrete wall body (1) is arranged on the outer side of the bridge pier (5) along the driving direction;

the guide structure (2) is fixedly arranged at the top end of the concrete wall body (1) along the driving direction, completely surrounds the periphery of the pier (5), and forms an arc-shaped buffer area at the front side of the driving direction;

the pier periphery energy absorption structure (3) is coated on the outer wall surface of the pier (5) and at least extends upwards from the top of the concrete wall body (1) to a height close to the top of a vehicle;

and the cross brace structure (4) stretches across the concrete wall (1) in the direction perpendicular to the travelling direction and is fixedly installed between the guide structures (2), and the cross brace structure (4) is arranged in the arc-shaped buffer area and the bridge pier at the front and back intervals.

2. A system for protecting a vehicle from colliding over a bridge pier as claimed in claim 1, wherein the peripheral pier energy absorbing structure (3) comprises:

the energy absorption box body (31) is hollow and comprises at least one pair of semi-ring structures, the inner side walls of the semi-ring structures are tightly attached to the peripheral surface of the bridge pier and arranged around the bridge pier (5), and each pair of semi-ring structures are arranged and connected seamlessly along the height direction of the bridge pier step by step;

the connecting structures are respectively connected with the semi-ring structures on each layer of the periphery of the pier, and each pair of semi-ring structures are fixedly arranged at the proper height position of the periphery of the pier;

energy-absorbing buffer materials are filled at the periphery of the bridge pier in the energy-absorbing box body (31).

3. The system for protecting a vehicle from impacting an overpass pier of claim 2, wherein the connection structure comprises: an anchoring member (33) or anchor bolt structure (34);

the anchoring member (33) extends outwards from the end part of the semi-ring structure on one side of the energy-absorbing box body (31), is fixedly connected with the anchoring member (33) positioned on the end part of the semi-ring structure on the opposite side of the energy-absorbing box body (31), and fixedly connects the energy-absorbing box bodies of at least two semi-ring structures to form an energy-absorbing layer which is surrounded and coated on the outer peripheral surface of the pier;

the anchor bolt structure (34) includes: the chemical anchor bolts penetrate through the end parts of the semi-ring structures and are connected to the interior of the pier, the semi-ring structures of all layers are arranged in an up-and-down overlapping mode, and the chemical anchor bolts simultaneously penetrate through the upper and lower layers of semi-ring structures which are arranged in an overlapping mode;

the energy absorbing cushioning material comprises: foamed aluminum and/or rubber.

4. A system for protecting a vehicle against impact against an overpass pier according to claim 1, wherein said guide structure (2) comprises an arc-shaped guide section and an anti-roll section, which are sequentially engaged around the pier for one revolution:

the anti-roll sections are respectively and fixedly arranged at the top ends of the two groups of concrete walls (1) along the driving direction and are respectively arranged at the left side and the right side of the bridge pier (5);

the arc-shaped guide section has a radian which is convexly bent towards the driving direction, stretches across the two groups of concrete walls (1), and forms an arc-shaped buffer area with the anti-roll section in a surrounding manner.

5. The system for protecting a vehicle from colliding with an overpass pier according to claim 4, wherein the arc-shaped guide section and the anti-roll section are each configured as an upper and lower double-layer structure connected and fixed by a steel section upright (25), and the bottom of the steel section upright (25) is fixedly installed above the top surface of the concrete wall (1) by an anchor bolt (26).

6. The system for guarding a vehicle against an overpass pier according to claim 5, wherein the arcuate guide section comprises: the bridge pier comprises two groups of arc-shaped cross beams (22) which stretch across between two groups of concrete walls (1), wherein the arc-shaped cross beams (22) are of hollow tubular structures, a bevel inner sleeve (24) and a linear inner sleeve (23) are embedded into the front and rear ends of each arc-shaped cross beam (22), and the two ends of each arc-shaped cross beam (22) are respectively connected with anti-roll sections on the concrete walls (1) on the two sides of the bridge pier into a whole through the bevel inner sleeves (24) and the linear inner sleeves (23);

the anti-roll section includes: along a plurality of straight line crossbeam (21) that concrete wall (1) top set up, the dorsal part fixed mounting of each straight line crossbeam (21) is on the preceding terminal surface of shaped steel stand (25), and embedded sleeve pipe (23) in the straight line is provided with respectively between each straight line crossbeam (21), through sleeve pipe (23) link up as a whole in the straight line.

7. A system for protecting a vehicle from colliding with an upper bridge pier as claimed in claims 1 to 6, wherein the wale structure (4) provided between the guide structures (2) on the left and right sides of the pier comprises:

two ends of the lower transverse rectangular pipe are respectively fixedly connected with the inner sides of the bottoms of the profile steel upright columns (25) on the left side and the right side of the bridge pier;

one end of the upper inclined strut rectangular pipe is fixedly connected with the inner side of the bottom of the section steel upright post (25) at one side of the pier, and the other end of the upper inclined strut rectangular pipe is fixedly connected with the inner side of the top of the section steel upright post (25) at the other side of the pier

The lower transverse rectangular pipe, the upper inclined strut rectangular pipe and the section steel upright post (25) connected with the upper inclined strut rectangular pipe form a triangular transverse strut structure spanning between the guide structures on the left side and the right side of the pier together.

8. The system for protecting a vehicle from colliding with an overpass pier as claimed in claim 7, wherein the cross brace structure (4) in the arc buffer area is provided with a side facing the driving direction of the vehicle in an upper inclined brace rectangular tube which is fixedly connected with the top end of the section steel upright (25);

the upper inclined strut rectangular pipes of the cross strut structure connected by the straight-line cross beams (21) between the piers are respectively and alternately connected with the top ends of the section steel upright columns (25) on the left side and the right side of the pier.

9. The system for protecting a vehicle from colliding with an overpass pier as claimed in any one of claims 1 to 7, wherein the concrete walls (1) comprise two groups respectively arranged at the left and right sides of the pier (5) along a driving direction, the outer sides of the two groups of concrete walls (1) are respectively provided with straight wall type collision-facing surfaces, a convex-shaped transverse support (11) is connected between the two groups of concrete walls (1), and the arrangement direction of the convex-shaped transverse support (11) is perpendicular to the driving direction.

10. The system for protecting a vehicle from colliding with a bridge pier as claimed in claim 9, wherein the bottom of the straight wall type collision-facing surface of the concrete wall body (1) is embedded in the road surface, the bottom of the back side of the concrete wall body (1) is embedded in the planting soil of the central separation zone, and the two ends of the transverse supports (11) in the shape of Chinese character 'tu' are respectively and tightly abutted against the bottom of the back side of the two groups of concrete wall bodies (1) so that the two groups of concrete wall bodies (1) are cooperatively stressed when being collided.

Images