CN217948892U - Guardrail end structure - Google Patents
Guardrail end structure Download PDFInfo
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- CN217948892U CN217948892U CN202221547476.3U CN202221547476U CN217948892U CN 217948892 U CN217948892 U CN 217948892U CN 202221547476 U CN202221547476 U CN 202221547476U CN 217948892 U CN217948892 U CN 217948892U
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Abstract
The utility model discloses a guardrail end structure, which comprises a head foam concrete structure block, a middle standard section foam concrete structure block and a tail foam concrete structure block; the head foam concrete structure block, the middle standard section foam concrete structure block and the tail foam concrete structure block are placed on the external anti-scattering net; the main body material of the anti-collision end structure adopts light foam concrete, the corrugated beam plate, the anti-scattering net and the surrounding cable are wrapped on the outer side of the anti-collision end structure, the foam concrete can be cracked after vehicle collision, the foam concrete is used as a porous light structure, the cracked body is usually a blocky polyhedron, and compared with a steel member, the lower strength also ensures that no threat is generated to people in a collision vehicle; the guardrail end safety protection structure has the advantages that the construction process is simplified and the construction level is improved while the safety of the guardrail end is guaranteed, the carbon emission of guardrail production, transportation and installation links can be effectively reduced, the investment of manpower and material resources is reduced, and the low-carbon construction effect of the guardrail end is achieved.
Description
Technical Field
The utility model belongs to the technical field of highway traffic engineering, mainly used highway guardrail end protection work especially relates to a guardrail end structure.
Background
The highway guardrail is used as an important traffic safety facility for guaranteeing the safe operation of the highway, the highway guardrail is usually made of steel and concrete into semi-rigid and rigid guardrails, and the energy of vehicle collision load is absorbed through the strength and the rigidity of the highway guardrail in the actual protection process, so that the aims of protecting the vehicle and preventing the vehicle from running out of the road are fulfilled. However, at the upstream end of the roadside guardrail and other positions, due to the discontinuous arrangement of the guardrail and the influence of the end, a relatively serious accident is easily caused when the vehicle collides with the guardrail.
At present, the disposal modes of positions such as the upstream end of a roadside guardrail with potential safety hazards in China are generally realized by adopting the modes of setting an anti-collision cushion and an anti-collision end and setting the guardrail into a slope type. The existing crash pad mainly adopts a corrugated beam steel guardrail plate and a steel plate as main structural materials, is assembled and manufactured on site or in a factory, achieves the purpose of absorbing collision energy by deforming the structure of the crash pad in the automobile collision process, and has certain rigidity and strength due to the fact that the energy absorption capacity mainly depends on the strength and the rigidity of the crash pad, and the steel consumption and the manufacturing cost of the crash pad are naturally and relatively high under the background. And the other two ways are to achieve the purpose of no energy consumption of the vehicle by self-disintegration and utilization of height difference.
The prior art guarantees the setting safety level of highway guardrail to a certain extent, still has following not enough:
(1) Hidden troubles still exist in the treatment of the end heads of the guardrails. The ground anchor type is adopted for the end of the corrugated beam guardrail at the present situation, the slope type disposal mode is adopted for the concrete guardrail, the danger that the member pierces the vehicle body is reduced, the energy consumption value of the vehicle through climbing is improved, and the rollover risk of the vehicle in the climbing process is increased. For the vertical rigid guardrail end, when a vehicle collides with the vertical rigid guardrail end, the guardrail end cannot deform, the energy of the vehicle cannot be effectively absorbed and dissipated, and the vehicle easily deforms greatly, so that the safety of passengers is threatened.
(2) The economic balance point between the self weight of the anti-collision energy absorption facility, the material cost and the energy absorption and dissipation capacity is difficult to achieve. The existing anti-collision energy-absorbing facility has larger weight, higher production, transportation and construction costs and higher carbon emission in related links, and is not beneficial to the implementation of the emission reduction target of Shi Jiangtan in intersection. For an anti-collision energy-absorbing facility made of plastic and other materials, the anti-collision energy-absorbing facility has low strength and rigidity, can absorb less energy under the action of vehicle collision, has large deformation, and is difficult to achieve the aim of effectively absorbing the vehicle collision energy. For the anti-collision energy-absorbing facilities which are all made of steel components, the anti-collision energy-absorbing facilities have the characteristics of heavy weight and high cost, and more steel components are arranged in the vehicle collision process, so that certain safety threat is also provided for vehicle passengers if the components are damaged or fall off.
SUMMERY OF THE UTILITY MODEL
Aiming at the problems existing in the current situation, in order to solve the problems that the rigidity of the end of the guardrail is high, parts fall off to cause damage to passengers, the self weight of facilities and the like, a novel material needs to be searched for to replace the material applied in the current situation, and meanwhile, a structure and a reasonable setting method of the novel end of the guardrail are provided, so that the aims of eliminating the potential safety hazard of the end of the guardrail and solving the defects of the setting method in the current situation are fulfilled.
The technical scheme adopted by the utility model is a guardrail end structure, which comprises a head foam concrete structure block 1, a middle standard section foam concrete structure block 2 and a tail foam concrete structure block 3; the head foam concrete structure block 1, the middle standard section foam concrete structure block 2 and the tail foam concrete structure block 3 are placed on an external anti-scattering net 11, the external anti-scattering net 11 is arranged among the head foam concrete structure block 1, the middle standard section foam concrete structure block 2, the tail foam concrete structure block 3, the head arc-shaped corrugated beam plate 7 and the standard corrugated beam plate 6, and the surrounding cable 14 is arranged outside the head arc-shaped corrugated beam plate 7 and the external anti-scattering net 11; the fixed upright post 10 is arranged in the roadbed soil body; the head arc-shaped corrugated beam plate 7 is connected with the anti-blocking block 8 by bolts; one end of the standard wave-shaped beam plate 6 is connected with the anti-blocking block 8 by adopting a bolt, and the other end is fixed on the existing guardrail 12 by adopting a high-strength bolt 16; the head anti-piercing arc-shaped steel plate 9 is connected with the standard corrugated beam plate 6 by adopting a high-strength bolt 16, and the anti-blocking block 8 is connected with the fixed upright post 10 by adopting a bolt; the head foam concrete structure block 1 is connected with the middle standard section foam concrete structure block 2, and the middle standard section foam concrete structure block 2 is connected with the tail foam concrete structure block 3 by a split bolt 13 fixed on a standard corrugated beam plate 6; the standard arc waste rubber tires 4 are arranged in a gap between the fixed upright post 10 and the head foam concrete structure block 1, a gap between the fixed upright post 10 and the middle standard section foam concrete structure block 2, and a gap between the fixed upright post 10 and the tail foam concrete structure block 3; the head arc waste rubber tyre 5 is arranged between the head arc wave-shaped beam plate 7 and the head anti-piercing arc steel plate 9.
Furthermore, the head foam concrete structure block 1, the middle standard section foam concrete structure block 2, the tail foam concrete structure block 3, the standard arc waste rubber tire 4, the head arc waste rubber tire 5, the standard corrugated beam plate 6, the head arc corrugated beam plate 7, the anti-blocking block 8 and the head anti-piercing arc steel plate 9 are prefabricated in a factory.
Further, the distance L is arranged at the position where the guardrail end is required to be processed 1 、L 2 、L 3 And L 4 Arranging a fixed upright post 10, fixing an anti-blocking block 8 on the fixed upright post 10, placing an external anti-scattering net 11 at a designed position, and completing the assembly of a head foam concrete structure block 1, a middle standard section foam concrete structure block 2 and a tail foam concrete structure block 3, wherein L is L 1 、L 2 、L 3 And L 4 The determination is made based on site conditions and structural calculations.
The head foam concrete structural block 1 is a cuboid with a circular arc-shaped head, the middle standard section foam concrete structural block 2 and the tail foam concrete structural block 3 are cuboids, and the manufacturing method comprises the steps of mixing a foaming agent after foaming with cement slurry and prefabricating the formed lightweight concrete structural block through a factory mold. The anti-blocking block 8 is of a steel hexagonal structure.
The concrete guardrail needs to be formed by formwork erection and pouring on site, the process is complicated, and the maintenance time is long. The method is implemented by prefabricating and forming the structures of the head foam concrete structure block 1, the standard section foam concrete structure block 2 and the tail foam concrete structure block 3 in a factory, and then transporting to a construction site. The fixed column 10 is then driven mechanically to the design depth, which can be done using a drilling machine if driving is difficult on site.
Further, an external anti-scattering net 11 woven by thin steel wires is placed at a designed position, and the anti-blocking block 8 is connected with the fixed upright post 10 through bolts.
Further, construction of a head foam concrete structure block 1, a standard section foam concrete structure block 2 and a tail foam concrete structure block 3 is carried out, the three components are placed at design positions, construction of a standard arc waste rubber tire 4 is carried out in a gap between the standard arc waste rubber tire 4 and the fixed upright post 10, the standard arc waste rubber tire 4 is a standard component prefabricated by a factory, and during construction, the standard arc waste rubber tire 4 only needs to be uniformly filled in the gap, so that construction of an internal energy absorption material is completed.
Furthermore, one end of the standard corrugated beam plate 6 is connected with the anti-blocking block 8 by using bolts, the other end of the standard corrugated beam plate is fixed on the existing guardrail 12 by using high-strength bolts 16, and the split bolts 13 penetrate through the standard section foam concrete structure block 2, the tail section foam concrete structure block 3 and the split bolt holes 14 on the standard corrugated beam plate 6 and are screwed tightly, so that the installation construction of the split bolts 13 is completed. Fixing the head arc-shaped corrugated beam plate 7 on the anti-blocking block 8 by adopting bolts, connecting the head arc-shaped corrugated beam plate with the standard corrugated beam plate 6 by adopting high-strength bolts 16, anchoring the surrounding cable 14 on the existing guardrail 12 by adopting a surrounding cable fixing anchorage 15, and completing the construction of an external frame type surrounding structure
Further, the head anti-piercing arc-shaped steel plate 9 is fixed on the anti-blocking block 8 through bolts and is connected with the standard corrugated beam plate 6 through high-strength bolts 16. And filling the head arc waste rubber tire 5 prefabricated in a factory in a gap between the head arc-shaped corrugated beam plate 7 and the head anti-piercing arc-shaped steel plate 9 to complete the construction of the head anti-collision structure.
Furthermore, the external anti-scattering net 11 is sewn into a whole by adopting thin steel wires, so that the construction of the whole anti-collision end head is completed.
In the process of the head-on collision of a vehicle on the end of a guardrail, the deformation of a head anti-piercing arc-shaped steel plate 9 is firstly caused, so that a flexible arch structure formed by the arc-shaped waste rubber tires 5 at the head is extruded to generate deformation and absorb part of front collision energy, the deformation continues to develop under the action of vehicle kinetic energy, the head foam concrete structure block 1 at the rear side is cracked and deformed, the flexible arch structure formed by the standard arc-shaped waste rubber tires 4 is extruded to generate deformation, when the collision energy is larger, the foam concrete structure block 2 at the standard section continues to be cracked, the flexible arch structure formed by the standard arc-shaped waste rubber tires 4 is extruded and deformed, and the foam concrete structure block 3 at the tail part is cracked, and finally the wrapping and energy absorption for the vehicle are formed. The specific absorption process sequence mainly comprises the steps of absorbing energy by deformation of the head arc-shaped waste rubber tire 5, absorbing energy by fragmentation and deformation of the head foam concrete structure block 1, absorbing energy by fragmentation and deformation of the standard section foam concrete structure block 2, and absorbing energy by extrusion deformation of the standard arc-shaped waste rubber tire 4 and fragmentation and deformation of the tail foam concrete structure block 3 alternately.
When the side of the vehicle collides with the end of the guardrail, the standard waveform beam plate 6 generates deformation and absorbs energy, meanwhile, the head foam concrete structure block 1, the standard section foam concrete structure block 2 and the tail foam concrete structure block 3 also generate fragmentation and deformation effects, meanwhile, the flexible arch structure formed by the standard arc waste rubber tire 4 deforms under the extrusion effect to absorb partial energy, and under the guide effect of the standard waveform beam plate 6, the vehicle can be guided to the existing guardrail 12 until the residual energy of the vehicle is consumed.
Compared with the prior art, the utility model discloses following technical problem has mainly been solved: and (1) a safety energy absorption technology for the end head of the highway guardrail. According to the method, the main body material of the anti-collision end structure adopts light foam concrete, the corrugated beam plate, the anti-scattering net and the surrounding cable are wrapped on the outer side of the anti-collision end structure, holes in the foam concrete guarantee the light characteristics of the anti-collision end structure, the foam concrete can be broken after being wrapped by the corrugated beam plate, the anti-scattering net and the surrounding cable on the outer side of the anti-collision end structure, the foam concrete is used as a porous light structure, the broken body of the foam concrete is usually a blocky polyhedron, and compared with a steel member, the lower strength of the foam concrete also guarantees that no threat is generated to people in a collision vehicle; the utility model discloses a frame-type surrounding structure who comprises standard wave form beam slab and head arc wave form beam slab to and the cooperation surrounds the cable and prevents the existence of scattered net and has guaranteed that the foam concrete does not take place to splash on a large scale, avoids going to produce the influence to vehicle safety on every side. Meanwhile, when the vehicle is in frontal collision, the fragmentation deformation effect of the foam concrete and the flexible arch effect formed by the arc waste rubber tires can fully absorb collision energy and effectively wrap and block the vehicle, and the arc puncture-preventing plate at the end is provided with a track attached to the corrugated beam plate, so that the situation that the corrugated beam guardrail plate is separated from the vehicle to threaten the safety of passengers is avoided in the collision process. When a side collision occurs, on the basis that the foam concrete and the arc waste rubber tires absorb collision energy of the vehicle, the running direction of the vehicle after the collision is corrected by the corrugated beam plate and the surrounding cables, the vehicle can be ensured to be transited to a guardrail structure of a standard section along the transitional connection corrugated beam, and the vehicle is prevented from turning out of the road and being stuck at the end of the guardrail.
(2) A light-weight carbon-reducing construction technology for the end of a highway guardrail. Novel highway guardrail end adopts the prefabricated structure piece of foam concrete, arc junked rubber tire, standard wave form beam slab, head arc wave form beam slab, prevents the stop block, and the head is prevented impaling arc steel sheet, surrounds cable, outside anti-scatter net and the stationary mast and is assembled fixedly through the scene and form, and ordinary guardrail anticollision end setting of comparing, the utility model has the characteristics of material standardization, light, easy transportation and construction are assembled simply, can simplify construction process and promote the construction level when guaranteeing guardrail end security, have realized the purpose that junked material recycled, arc junked rubber tire is difficult for taking place the damage after vehicle striking simultaneously, can realize the reuse of material, the utility model discloses can effectively reduce the carbon emission of guardrail production, transportation and installation link, reduce manpower and material resources and drop into, reach the effect that guardrail end low carbon was built.
Drawings
Fig. 1 is a front view of a crash tip.
Fig. 2 is a side view of a crash tip.
Fig. 3 is a top view of a crash tip.
Fig. 4 is a cross-sectional view of a crash tip taken along line i-i.
Fig. 5 is a cross-sectional view of the crash tip ii-ii.
In the figure: 1. the head foam concrete structure block 2, the middle standard section foam concrete structure block 3, the tail foam concrete structure block 4, the standard arc waste rubber tire 5, the head arc waste rubber tire 6, the standard wave-shaped beam plate 7, the head arc wave-shaped beam plate 8, the anti-blocking block 9, the head anti-piercing arc-shaped steel plate 10, the fixed upright post 11, the external anti-scattering net 12, the existing guardrail 13, the counter pull bolt 14, the encircling cable 15, the encircling cable fixed anchorage 16, the high-strength bolt 17 and the zigzag meshing assembly seam.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings and examples.
The front view of the anti-collision end is shown in figure 1: 9. head anti-piercing arc steel plate 16. High-strength bolt
The crashworthy tip is shown in a side view in fig. 2: 9. the head anti-piercing arc-shaped steel plate 10, the fixed upright post 11, the external anti-falling net 12, the existing guardrail 13, the counter-pull bolt 14, the surrounding cable 15, the surrounding cable fixing anchorage device 16 and the high-strength bolt.
The plan view of the anti-collision end is shown in figure 3: 1. a head foam concrete structural block 2, a middle standard section foam concrete structural block 3, a tail foam concrete structural block 4, a standard arc waste rubber tire 5, a head arc waste rubber tire 6, a standard wave-shaped beam plate 7, a head arc wave-shaped beam plate 8, an anti-blocking block 9, a head anti-piercing arc-shaped steel plate 10, a fixed upright post 11, an external anti-falling net 12, an existing guardrail 16, a high-strength bolt 17, a saw-tooth-shaped engagement assembly seam 10
The cross-sectional view of the crash head I-I is shown in FIG. 4: 1. the head foam concrete structure block 2, the middle standard section foam concrete structure block 3, the tail foam concrete structure block 4, the standard arc waste rubber tire 5, the head arc waste rubber tire 9, the head anti-puncture arc steel plate 10, the fixed upright post 12, the existing guardrail 13, the counter-pull bolt 14, the surrounding cable 17 and the zigzag occlusion assembly seam.
The cross section of the anti-collision end II-II is shown in figure 5: 3. the tail foam concrete structural block 4, the standard arc waste rubber tire 6, the standard corrugated beam plate 13, the counter-pull bolt 14, the surrounding cable 17 and the zigzag meshing assembly joint.
Firstly, prefabricating and forming a head foam concrete structure block 1, a middle standard section foam concrete structure block 2 and a tail foam concrete structure block 3 in a factory, completing cutting and manufacturing of a standard arc-shaped waste rubber tire 4 and a head arc-shaped waste rubber tire 5, and prefabricating and completing a standard wave-shaped beam plate 6, a head arc-shaped wave-shaped beam plate 7, an anti-blocking block 8 and a head anti-piercing arc-shaped steel plate 9 in the factory. At the position where the guardrail end needs to be processed, the distance L is formed 1 、L 2 、L 3 And L 4 The method comprises the steps of drilling a fixed upright post 10, fixing an anti-blocking block 8 on the fixed upright post 10, placing an external anti-scattering net 11 at a designed position, assembling a head foam concrete structure block 1, a middle standard section foam concrete structure block 2 and a tail foam concrete structure block 3, connecting a standard corrugated beam plate 6 with the anti-blocking block 8 and an existing guardrail 12, fixing a head arc-shaped corrugated beam plate 7 on the anti-blocking block 8 close to the head of an anti-collision end, fixing a head anti-puncturing arc-shaped steel plate 9 on the head anti-blocking block 8 close to the anti-collision end, placing a head arc-shaped waste rubber tire 5 in a gap between the head anti-puncturing arc-shaped steel plate 9 and the head arc-shaped corrugated beam plate 7, sequentially placing a standard arc-shaped rubber tire 4 in the gap between the head foam concrete structure block 1, the middle standard section foam concrete structure block 2, the tail foam concrete structure block 3 and the fixed upright post 10, and sewing the external anti-scattering net 11 into a whole. Then the split bolt13 penetrate through the head part foam concrete structure block 1, the middle standard section foam concrete structure block 2, the tail part foam concrete structure block 3 and the opposite-pulling bolt holes 14 on the standard corrugated beam plate 6 and are screwed, and finally, the surrounding cable 14 is arranged at the designed position and is fixed on the existing guardrail 12 by adopting a surrounding cable fixing anchorage 15. The embodiment can be adjusted for roads of different grades, and the head anti-piercing arc-shaped steel plate 9, the head arc-shaped corrugated beam plate 7 and the standard corrugated beam plate 6 can be omitted at the position where the running speed and the protection grade of vehicles such as a common road are designed to be lower.
The guardrail end prefabricated structure block made of the novel foam concrete material, the waste rubber tire, the standard corrugated beam plate, the arc-shaped steel plate for preventing the head from being pierced, the block, the arc-shaped corrugated beam plate for the head, the surrounding cable, the outer-side anti-scattering net and the fixed upright post are assembled through site construction, are arranged at the positions of the upstream end of the roadside guardrail with potential safety hazards, the starting end of the central separation belt guardrail and the like, and are a light structure applied to the end of the highway guardrail and an anti-collision energy consumption method.
The utility model discloses at inside standard arc junked rubber tire 4 and the head arc junked rubber tire 5 that sets up of anticollision end. The fragmentation deformation effect of the head foam concrete structure block 1, the middle standard section foam concrete structure block 2 and the tail foam concrete structure block 3, and the arch deformation effect of the standard arc waste rubber tire 4 and the head arc waste rubber tire 5 can achieve the effect of fully absorbing collision energy, the head foam concrete structure block 1, the middle standard section foam concrete structure block 2 and the tail foam concrete structure block 3 are integrally fixed by adopting the standard corrugated beam plate 6, the head arc corrugated beam plate 7, the surrounding cable 14 and the external anti-scattering net 11, and the existence of the zigzag meshing splicing seams 17 among the head foam concrete structure block 1, the middle standard section foam concrete structure block 2 and the tail foam concrete structure block 3 increases the meshing force among contact surfaces, so that the whole structural integrity of the end of the guardrail is improved, the guardrail can better wrap and block a collision vehicle, and the driving direction of the vehicle can be guided and corrected when the vehicle is laterally collided.
Claims (7)
1. The utility model provides a guardrail end structure which characterized in that: comprises a head foam concrete structure block (1), a middle standard section foam concrete structure block (2) and a tail foam concrete structure block (3); the head foam concrete structure block (1), the middle standard section foam concrete structure block (2) and the tail foam concrete structure block (3) are placed on an external anti-scattering net (11), and the external anti-scattering net (11) is arranged among the head foam concrete structure block (1), the middle standard section foam concrete structure block (2), the tail foam concrete structure block (3), the head arc-shaped corrugated beam plate (7) and the standard corrugated beam plate (6).
2. A guardrail head construction according to claim 1 wherein: the encircling cable (14) is arranged outside the head arc-shaped corrugated beam plate (7) and the external anti-scattering net (11); the fixed upright post (10) is arranged in the roadbed soil body;
the head arc-shaped corrugated beam plate (7) is connected with the anti-blocking block (8) by bolts; one end of the standard wave-shaped beam plate (6) is connected with the anti-blocking block (8) by adopting a bolt, and the other end of the standard wave-shaped beam plate is fixed on the existing guardrail (12) by adopting a high-strength bolt (16); the head anti-piercing arc-shaped steel plate (9) is connected with the standard corrugated beam plate (6) by adopting a high-strength bolt (16), and the anti-blocking block (8) is connected with the fixed upright post (10) by adopting a bolt; the head foam concrete structure block (1) is connected with the middle standard section foam concrete structure block (2), and the middle standard section foam concrete structure block (2) is connected with the tail foam concrete structure block (3) by a split bolt (13) fixed on a standard corrugated beam plate (6); the standard arc waste rubber tires (4) are arranged in a gap between the fixed upright post (10) and the head foam concrete structure block (1), a gap between the fixed upright post (10) and the middle standard section foam concrete structure block (2), and a gap between the fixed upright post (10) and the tail foam concrete structure block (3); the head arc waste rubber tire (5) is arranged between the head arc wave-shaped beam plate (7) and the head anti-piercing arc steel plate (9).
3. A guardrail head construction according to claim 1 wherein: the head foam concrete structure block (1), the middle standard section foam concrete structure block (2), the tail foam concrete structure block (3), the standard arc waste rubber tire (4), the head arc waste rubber tire (5), the standard corrugated beam plate (6), the head arc corrugated beam plate (7), the anti-blocking block (8) and the head anti-piercing arc steel plate (9) are factory prefabricated structures.
4. A guardrail head construction according to claim 1 wherein: the head part foam concrete structure block (1) is a cuboid with a circular arc-shaped head part, and the middle standard section foam concrete structure block (2) and the tail part foam concrete structure block (3) are cuboids.
5. A guardrail head construction according to claim 1 wherein: the anti-blocking block (8) is of a steel hexagonal structure.
6. A guardrail head construction according to claim 1 wherein: connecting one end of a standard corrugated beam plate (6) with an anti-blocking block (8) by using bolts, fixing the other end of the standard corrugated beam plate on an existing guardrail (12) by using high-strength bolts (16), and screwing a split bolt (13) through split bolt holes in a standard section foam concrete structure block (2), a tail section foam concrete structure block (3) and the standard corrugated beam plate (6) to complete installation and construction of the split bolt (13); the head arc-shaped corrugated beam plate (7) is fixed on the anti-blocking block (8) by adopting bolts and is connected with the standard corrugated beam plate (6) by using high-strength bolts (16), and the surrounding cable (14) is anchored on the existing guardrail (12) by using a surrounding cable fixing anchorage device (15).
7. A guardrail head construction according to claim 1 wherein: the head anti-piercing arc-shaped steel plate (9) is fixed on the anti-blocking block (8) by bolts and is connected with the standard corrugated beam plate (6) by high-strength bolts (16); the head arc waste rubber tires (5) prefabricated in factories are filled in a gap between the head arc wave-shaped beam plate (7) and the head anti-piercing arc-shaped steel plate (9).
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| Application Number | Priority Date | Filing Date | Title |
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| CN202221547476.3U CN217948892U (en) | 2022-06-20 | 2022-06-20 | Guardrail end structure |
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| CN202221547476.3U CN217948892U (en) | 2022-06-20 | 2022-06-20 | Guardrail end structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115233592A (en) * | 2022-06-20 | 2022-10-25 | 交通运输部公路科学研究所 | Guardrail end structure and construction method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115233592A (en) * | 2022-06-20 | 2022-10-25 | 交通运输部公路科学研究所 | Guardrail end structure and construction method |
| CN115233592B (en) * | 2022-06-20 | 2024-03-26 | 交通运输部公路科学研究所 | Guardrail end head structure and construction method |
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