WO2020253414A1 - 一种装配式防撞墙及其安装方法 - Google Patents
一种装配式防撞墙及其安装方法 Download PDFInfo
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- WO2020253414A1 WO2020253414A1 PCT/CN2020/089418 CN2020089418W WO2020253414A1 WO 2020253414 A1 WO2020253414 A1 WO 2020253414A1 CN 2020089418 W CN2020089418 W CN 2020089418W WO 2020253414 A1 WO2020253414 A1 WO 2020253414A1
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- collision
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
Definitions
- the invention relates to the technical field of anti-collision walls, in particular to an assembled anti-collision wall and an installation method thereof.
- the anti-collision wall is arranged on the outer edge of the main girder wing plate. It is an important safety protection and has the function of preventing vehicles from driving out of the bridge.
- the current anti-collision wall installation and construction process mainly includes: construction preparation, template prefabrication splicing number, measuring and laying-out, measuring and laying-out while tying steel bars, pre-embedded parts arrangement while installing inner formwork, installing outer formwork, concrete pouring, repairing and Conservation. Measurement and positioning, steel binding, supporting formwork, linear adjustment, concrete pouring, concrete maintenance, demoulding.
- the current anti-collision walls of viaducts or overpasses are made according to the following procedures: build external scaffolding to form a working platform on the outside of the bridge; remove the concrete at the edge of the bridge and expose the steel bars; perform anti-collision wall reinforcement operations on the steel bars; Formwork on scaffolding; concrete pouring; mold removal; scaffolding.
- the installation process of this traditional anti-collision wall construction method is more complicated, and the refined construction is more difficult, resulting in unsatisfactory construction quality, and the replacement and removal of the anti-collision wall are very difficult.
- the first object of the present invention is to provide a fabricated anti-collision wall, which has a simple structure, is easy to install and replace, and can reduce damage to the road or bridge deck .
- Another object of the present invention is to provide a method for installing an assembled anti-collision wall, which makes the installation and replacement of the anti-collision wall easier and faster.
- a prefabricated anti-collision wall includes an anti-collision tube installed on the ground and an anti-collision block sleeved on the anti-collision tube; the outer wall of the anti-collision tube is provided with elastic bumps, and the anti-collision block is provided with assembly holes, The inner wall of the assembling hole is provided with an assembling slot, the shape of the assembling slot is the same as the shape of the elastic bump, the anti-collision tube penetrates into the assembly hole of the anti-collision block, and the elastic bump is embedded in the assembling slot. Install the anti-collision tube on the ground first, and then put on the anti-collision block to form the anti-collision wall.
- the anti-collision block is clamped on the anti-collision column through the assembly slot and the elastic protrusion.
- the elastic protrusion is elastic and can be stretched , So the anti-collision block can be taken out first when the anti-collision wall is removed and replaced. Both the anti-collision tube and the anti-collision block are assembled and installed, which can reduce the damage to the road or bridge deck.
- elastic protrusions and assembly slots there are several elastic protrusions and assembly slots, and several elastic protrusions are arranged in sequence from top to bottom along the axis of the anti-collision tube, and several assembly slots are arranged from top to bottom along the axis of the assembly hole. They are arranged in sequence from the bottom, and all the elastic bumps and all the assembling card slots are correspondingly distributed with equal height. Each elastic bump is respectively clamped in an assembly slot, which makes the installation of the anti-collision block more stable.
- the elastic convex block and the assembly slot are both triangular, and one of the triangular sides of the elastic convex block coincides with the circumferential side of the anti-collision pillar. It is convenient to install and disassemble the anti-collision block.
- the anti-collision pipe is provided with a central through hole, and the inner wall of the central through hole is provided with a fixed bump, the fixed bump is rectangular, and the central through hole of the anti-collision pipe is filled with polyurethane elastic concrete or polystyrene foam concrete Or fiber reinforced composite materials.
- the fixed bumps can increase the contact area between the inner wall of the anti-collision tube and concrete and other materials, and can also limit the displacement between the concrete inside the anti-collision tube, so that the anti-collision tube and the concrete together play the role of anti-collision and shock absorption.
- each anti-collision pipe corresponds to one assembly hole, and there is a gap between two adjacent assembly holes on the anti-collision block. The gap can reduce the material and weight of the anti-collision block and save costs.
- the circumferential side of one end of the anti-collision tube is provided with a number of installation bumps, and the plurality of installation bumps are evenly distributed along the circumferential center of the anti-collision tube.
- the anti-collision tube can be fixedly installed on the ground by inserting it into the installation position of the ground and rotating it at a certain angle, and can be pulled out by rotating it at a certain angle during disassembly.
- the installation and disassembly of the anti-collision tube will not cause damage to the road or bridge deck.
- installation bumps of which four installation bumps are evenly distributed along the circumferential center of the anti-collision tube and are all at the same height, and the other four installation bumps are evenly distributed along the circumferential center of the anti-collision tube. They are all located at the same height, and four of the mounting bumps are located directly above the other four mounting bumps; there are four through grooves, and the four through grooves are evenly distributed along the circumferential center of the first hole; the first hole and There are two second holes.
- the eight installation bumps make the anti-collision column more stable in the installation position on the ground.
- the material of the anti-collision tube is fiber reinforced composite material.
- Fiber-reinforced composite materials not only have high strength, but also have good corrosion resistance and durability, and their thermal expansion coefficient is similar to that of concrete.
- the material of the anti-collision block is polyurethane elastic concrete or polystyrene foam concrete.
- Polyurethane elastic concrete not only has good wear resistance, high mechanical strength, and excellent restorability, but also has good weather resistance, long service life and moderate price.
- Polystyrene foam concrete is a cushioning material with good impact resistance. At the same time, its water absorption is reduced, and it has excellent water resistance, which is not affected by temperature.
- a method for installing a fabricated anti-collision wall includes the following installation steps:
- Step 1 Reserve an installation card slot on the ground
- Step 2 Pass the installation bump on the anti-collision tube through the slot and rotate it to a certain angle, so that the installation bump is stuck in the second hole;
- the third step pouring polyurethane elastic concrete, or pouring polystyrene foam concrete, or pouring fiber-reinforced composite material in the central through hole of the anti-collision pipe;
- Step 4 Put the anti-collision block on the anti-collision tube, the assembly hole is matched with the anti-collision tube, and the assembly slot is matched with the elastic protrusion.
- the present invention has the following advantages:
- the prefabricated anti-collision wall adopts the prefabricated anti-collision wall, which effectively saves the installation time of the road and bridge anti-collision walls and simplifies the installation steps. Since the prefabricated anti-collision wall adopts the prefabricated design, its advantage is that all components can be assembled. The use of mechanized production makes it easy to assemble all prefabricated components. The use of this prefabricated anti-collision wall can greatly shorten the construction period of the anti-collision wall.
- the present invention when replacing the damaged anti-collision wall, does not damage the road surface and the integrity of the bridge, and directly replaces the anti-collision wall at the corresponding position, and can carry out targeted disassembly of a certain anti-collision wall with unqualified quality indicators. And replace the corresponding parts, without replacing the entire anti-collision wall, saving installation and maintenance costs.
- the quality of the anti-collision wall when the quality of the anti-collision wall does not meet the requirements or is damaged, the damaged components of the anti-collision wall can be directly disassembled and replaced. Without damaging the road surface and the integrity of the bridge, the anti-collision wall can be directly installed at the corresponding position. Replacement against the wall.
- Figure 1 is a schematic diagram of the structure of the assembled anti-collision wall.
- Figure 2 is a sectional view of the front view of the assembled anti-collision wall.
- Figure 3 is a right side view of the assembled anti-collision wall.
- Figure 4 is a schematic diagram of the structure of the anti-collision tube.
- Fig. 5 is an enlarged view of Fig. 4A.
- Figure 6 is a cross-sectional view of the anti-collision block.
- Fig. 7 is an enlarged view of Fig. 6B.
- Figure 8 is a schematic diagram of the structure of the installation card bit.
- Figure 9 is a cross-sectional view of the installation card bit.
- 1 is the anti-collision tube
- 2 is the anti-collision block
- 3 is the elastic projection
- 4 is the assembly hole
- 5 is the assembly slot
- 6 is the central through hole
- 7 is the fixed projection
- 8 is the notch
- 9 is the installation projection
- 10 is the installation card position
- 11 is the first hole position
- 12 is the second hole position
- 13 is the through slot.
- a prefabricated anti-collision wall includes an anti-collision tube installed on the ground and an anti-collision tube sleeved on the anti-collision tube. Collision block; one end of the anti-collision tube is installed inside the ground, the other end of the anti-collision tube is exposed to the ground, and the anti-collision block is sleeved on the anti-collision tube that is exposed to the ground.
- the outer wall of the anti-collision tube is provided with elastic bumps, and the elastic bumps have a certain deformation ability when subjected to external force, and can restore the original shape when there is no external force.
- the anti-collision block is provided with assembly holes, and the diameter of the assembly hole is the same as the diameter of the anti-collision post.
- the inner wall of the assembling hole is provided with an assembling slot, the shape of the assembling slot is the same as the shape of the elastic bump, the anti-collision tube penetrates into the assembly hole of the anti-collision block, and the elastic bump is embedded in the assembling slot.
- the anti-collision tube will pass through the assembly hole of the anti-collision block.
- the elastic bump on the outer wall of the anti-collision tube is deformed due to the extrusion of the assembly hole wall.
- the elastic bump on the outer wall of the anti-collision tube returns to its original shape and is stuck in the assembly slot.
- the elastic bump is deformed and compressed, and the anti-collision block can be taken out .
- each elastic protrusion is arranged along the circumferential direction of the anti-collision tube, and each assembling groove is arranged along the circumferential direction of the assembly hole.
- a plurality of elastic projections are uniformly arranged from top to bottom along the axial direction of the anti-collision tube, and the spacing between the elastic projections is the same.
- a plurality of assembling grooves are uniformly arranged from top to bottom along the axial direction of the assembling hole, and the distance between the assembling grooves is the same. All the elastic bumps and all the assembly card slots are correspondingly distributed with equal height. Each height of the elastic bump corresponds to an assembly slot, and when the anti-collision tube passes through the assembly hole, each elastic bump is clamped in a different assembly slot.
- the elastic bump and the assembly slot are both triangular, one of the triangular sides of the elastic protrusion coincides with the circumferential side of the anti-collision pillar, the other triangular side is inclined from top to bottom, and the other triangular side is installed horizontally.
- the anti-collision block moves downward along the inclined surface of the elastic convex block to be sleeved on the anti-collision pillar, and the lower end of the elastic convex block is set to be horizontal so that the anti-collision block cannot be easily taken out.
- Each elastic protrusion is a triangular protrusion protruding along the circumferential side of the anti-collision tube, and each assembly slot is a groove recessed along the circumferential side of the inner wall of the assembly hole.
- the shape and size of the triangular elastic projection and the triangular assembly slot are the same.
- the anti-collision tube is provided with a central through hole, and the inner wall of the central through hole is provided with a fixed bump.
- Each fixed protrusion is a protrusion protruding along the circumferential side of the inner wall of the central through hole, the distance between the fixed protrusions is the same, and the fixed protrusion is rectangular.
- the central through hole of the anti-collision tube is poured with polyurethane elastic concrete or polystyrene foam concrete or fiber reinforced composite material.
- the fixed bumps can increase the contact area between the inner wall of the anti-collision tube and concrete and other materials, and can also limit the displacement between the concrete inside the anti-collision tube, so that the anti-collision tube and the concrete together play the role of anti-collision and shock absorption.
- the material of the anti-collision tube is fiber reinforced composite material. Fiber-reinforced composite materials not only have high strength, but also have good corrosion resistance and durability, and their thermal expansion coefficient is similar to that of concrete.
- the material of the anti-collision block is polyurethane elastic concrete or polystyrene foam concrete.
- Polyurethane elastic concrete not only has good wear resistance, high mechanical strength, and excellent restorability, but also has good weather resistance, a service life of 15-20 years, and a moderate price.
- Polystyrene foam concrete is a cushioning material with good impact resistance. At the same time, its water absorption is reduced, and it has excellent water resistance, which is not affected by temperature.
- Each anti-collision tube corresponds to an assembly hole.
- a gap is provided between two adjacent assembly holes on the anti-collision block.
- Each anti-collision block has several assembly holes, and each assembly hole is threaded with an anti-collision tube. There is a gap between every two assembly holes, and the gap can reduce the weight of the anti-collision block while saving materials and the production cost of the anti-collision block.
- the circumferential side of one end (lower end) of the anti-collision tube is provided with a number of installation protrusions, and the installation protrusions are evenly distributed along the circumferential center of the anti-collision tube.
- Installation card position the installation card position includes a first hole position, a second hole position and a number of through slots; the first hole position and the second hole position are alternately arranged from top to bottom, the first hole position is on the top, and then tight Then comes the second hole position, then to the first hole position, and so on, the first hole position and the second hole position are alternately arranged in a cycle, and all the first hole positions and the second hole positions are connected.
- the diameter of the first hole is equal to the diameter of the anti-collision tube, and the diameter of the second hole is larger than the diameter of the first hole.
- the through grooves used for the installation protrusion to penetrate through the first hole position and the second hole position from top to bottom, and all the through grooves are evenly distributed along the circumferential sides of the first hole position and the second hole position.
- the maximum width of the anti-collision tube and the installation protrusion is less than or equal to the diameter of the second hole, that is, the installation protrusion can rotate along the axis of the anti-collision tube in the second hole.
- the first hole above the mounting protrusion can restrict the upward movement of the mounting protrusion to prevent the anti-collision tube from being pulled out during use, so that the anti-collision tube can be firmly installed on the ground.
- it needs to be disassembled, it only needs to rotate a certain angle, so that the installation protrusion can be pulled out of the anti-collision tube in the through groove.
- mounting bumps There are eight mounting bumps, of which four mounting bumps are evenly distributed along the circumferential center of the anti-collision tube and are all at the same height, and the other four mounting bumps are evenly distributed along the circumferential center of the anti-collision tube and all are at the same height , Four of the mounting bumps are located directly above the other four mounting bumps; there are four through slots, and the four through slots are evenly distributed along the center of the circumference of the first hole; the first hole and the second hole There are two.
- the eight mounting bumps are distributed in two height levels, each of which has four mounting bumps. The four mounting bumps on the upper level are located directly above the mounting bumps on the lower level.
- the four mounting bumps are evenly distributed along the circumferential side of the outer wall of the anti-collision tube.
- the height of the installation protrusion is the same as the depth of the second hole, and the distance between the installation protrusions of the upper and lower levels is the same as the depth of the first hole.
- the anti-collision block When a driving vehicle hits the assembled anti-collision wall, the anti-collision block is hit first. When the anti-collision block is hit, since the anti-collision block is sleeved on the anti-collision pillar, the force of the anti-collision block receiving the impact of the car will be transmitted to the In the anti-collision tube. Since the elastic bumps provided on the outer wall of the anti-collision tube are fitted and fixed with the assembly slot provided on the inner wall of the assembly hole of the anti-collision block, the anti-collision block and the anti-collision tube work closely and jointly bear the impact force of the automobile. The force received by the anti-collision tube is transmitted to its end (lower end). Because the anti-collision tube is installed on the road and bridge pavement, the anti-collision tube forms a relatively integral structure with the road surface and the bridge structure. The force is transferred to the road surface or bridge structure.
- a relatively integrated anti-collision is formed due to the close connection between the interior and the interior of the prefabricated anti-collision wall, the anti-collision wall, the road surface, and the bridge structure.
- the structural relationship between the wall, the road surface and the bridge structure jointly bear the effect of the impact of the car.
- an installation method of the prefabricated anti-collision wall includes the following installation steps:
- the first step is to reserve an installation position on the ground; when the prefabricated anti-collision wall installation construction process is carried out, special treatment is required for the road surface and the bridge deck.
- special treatment is required for the road surface and the bridge deck.
- Step 2 Pass the installation bump on the anti-collision tube through the slot and rotate it to a certain angle so that the installation bump is stuck in the second hole; after inserting the anti-collision tube into the ground from the installation position to the corresponding depth position, Rotate 45° so that the lower end of the anti-collision tube is stuck in the installation position.
- Step 3 Pouring polyurethane elastic concrete, or polystyrene foam concrete, or fiber reinforced composite material in the central through hole of the anti-collision pipe; after installing the anti-collision pipe, proceed in the central through hole of the anti-collision pipe Pouring polystyrene foam concrete or pouring fiber reinforced composite materials. After pouring is completed, the fixed bumps on the inner wall of the central through hole can limit the relative displacement between the polystyrene foam concrete or the poured fiber reinforced composite material and the inner wall of the central through hole of the anti-collision tube, achieving a good impact and shock absorption effect.
- Step 4 Put the anti-collision block on the anti-collision tube, the assembly hole is matched with the anti-collision tube, and the assembly slot is matched with the elastic protrusion.
- the anti-collision block is put on, and the anti-collision block and the anti-collision pipe adopt the cooperation of the elastic bump and the assembly slot to make them tightly connected.
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Abstract
本发明涉及一种装配式防撞墙，包括安装在地面上的防撞管、套在防撞管上的防撞块；防撞管的外壁上设有弹性凸块，防撞块上设有装配孔，装配孔的内壁上设有装配卡槽，装配卡槽的形状和弹性凸块的形状相同，防撞管穿进防撞块的装配孔，弹性凸块嵌进装配卡槽内。本发明还涉及一种装配式防撞墙的安装方法，包括如下步骤：在地面上预留安装卡位；将防撞管上的安装凸块穿过通槽后转动一定角度，使得安装凸块卡在第二孔位内；在防撞管的中心通孔内浇筑聚氨酯弹性混凝土，或浇筑聚苯乙烯泡沫混凝土，或浇筑纤维增强复合材料；将防撞块套在防撞管上，装配孔与防撞管配合，装配槽与弹性凸块配合。本发明可以减少路面受到的撞击损伤，属于防撞墙的技术领域。
Description
本发明涉及防撞墙的技术领域，尤其涉及一种装配式防撞墙及其安装方法。
防撞墙作为桥梁的附属结构，布置于主梁翼板外侧的边缘，是重要的安全防护物，具有防止行驶车辆因故驶出桥梁的作用。
目前的防撞墙安装施工流程主要有：施工准备、模板预制拼接编号、测量放线、测量放线的同时绑扎钢筋、预埋件布置的同时安装内模板、安装外模板、混凝土浇筑、修补和养护。测量定位、钢筋绑扎、支立模板、线性调整、浇筑混凝土、混凝土养护、拆模。
目前的高架桥或立交桥的防撞墙是按照以下工序制成的：搭建外部的脚手架，形成桥梁外侧的工作平台；破除桥梁边缘的混凝土，将钢筋裸露；在钢筋上进行防撞墙钢筋作业；在脚手架上支模；混凝土浇筑；拆模；拆除脚手架。这种传统的防撞墙施工方式的安装工艺较复杂、精细化施工难度较大，造成施工质量不尽人意、防撞墙的更换和拆除都很困难。一旦出现车辆撞击防撞墙，导致防撞墙因为撞击损坏无法继续实现相应的功能时，容易引发二次事故，故必须及时对路面以及桥面进行切割工作来更换新防撞墙。由于现阶段公路以及桥梁中的防撞墙在施工时便与路面以及桥梁整体相连，在更换防撞墙时若采用切割方式进行则会破坏路面或者对桥面的相对整体性产生一定的损害。同时由于防撞墙复杂的安装施工工艺、耗时长、效率低等因素都对防撞墙的更换使用带来了困难。
发明内容
针对现有技术中存在的技术问题，本发明的第一个目的是：提供一种装配式防撞墙，装配式防撞墙结构简单、便于安装和更换，可以减少对路面或者桥面的损害。
本发明的另一个目的是提供一种装配式防撞墙的安装方法，该安装方法使得防撞墙的安装和更换变得更加简便和快捷。
为了达到上述目的，本发明采用如下技术方案：
一种装配式防撞墙，包括安装在地面上的防撞管、套在防撞管上的防撞块；防撞管的外壁上设有弹性凸块，防撞块上设有装配孔，装配孔的内壁上设有装配卡槽，装配卡槽的形状和弹性凸块的形状相同，防撞管穿进防撞块的装配孔内，弹性凸块嵌进装配卡槽内。先将防撞管安装在地面上，然后套上防撞块就可以形成防撞墙，防撞块通过装配卡槽与弹性凸块配合卡在防撞柱上，弹性凸块具有弹性且可以伸缩，所以防撞墙拆卸和更换的时候可以将防撞块先取出来。防撞管和防撞块都是装配式安装，可以减少对路面或者桥面的损害。
进一步的是：弹性凸块和装配卡槽均有若干个，若干个弹性凸块沿着防撞管的轴线方向从上到下依次设置，若干个装配卡槽沿着装配孔的轴线方向从上到下依次设置，所有的弹性凸块和所有的装配卡槽一一对应等高分布。每个弹性凸块分别卡在一个装配卡槽内，使得防撞块的安装更加稳固。
进一步的是：弹性凸块和装配卡槽均呈三角形，弹性凸块的其中一条三角边与防撞柱的圆周侧面重合。便于防撞块的安装和拆卸。
进一步的是：防撞管设有中心通孔，中心通孔的内壁上设有固定凸块，固定凸块呈矩形，防撞管的中心通孔内浇筑有聚氨酯弹性混凝土或聚苯乙烯泡沫混凝土或纤维增强复合材料。固定凸块可以增大防撞管内壁与混凝土等材料的接触面积，也可以限制防撞管内部混凝土之间的位移，使防撞管与混凝土共同起到防撞减震的作用。
进一步的是：防撞管有若干条，防撞块上的装配孔均有若干个，每条防撞管对应一个装配孔，防撞块上相邻的两个装配孔之间设有缺口。缺口可以减少防撞块的材料和重量，节约成本。
进一步的是：防撞管的其中一端的圆周侧面上设有若干个安装凸块，若干个安装凸块沿着防撞管的圆周中心均匀分布，地面上设有安装卡位，安装卡位包括第一孔位、第二孔位和若干个通槽；第一孔位和第二孔位从上往下依次交替设置，第一孔位的直径与防撞管直径相等，第二孔位的直径大于第一孔位的直径，用于安装凸块穿入的通槽从上往下贯穿第一孔位和第二孔位，所有的通槽沿着第一孔位和第二孔位的圆周侧面均匀分布。防撞管插入地面的安装卡位并转动一定角度就可以固定安装在地面上，拆卸的时候转动一定角度就可以拔出，防撞管的安装与拆卸不会对路面或桥面造成损害。
进一步的是：安装凸块有八个，其中四个安装凸块沿着防撞管的圆周中心均匀分布且均位于同一高度，另外四个安装凸块沿着防撞管的圆周中心均匀分布且均位于同一高度，其中四个安装凸块分别位于另外四个安装凸块的正上方；通槽有四个，四个通槽沿着第一孔位的圆周中心均匀分布；第一孔位和第二孔位均有两个。八个安装凸块使得防撞柱可以更稳定地卡在地面的安装卡位内。
进一步的是：防撞管的材料为纤维增强复合材料。纤维增强复合材料的不仅强度高，而且抗腐蚀性和耐久性能好，热膨胀系数与混凝土的相近。
进一步的是：防撞块的材料为聚氨酯弹性混凝土或聚苯乙烯泡沫混凝土。聚氨酯弹性混凝土不仅耐磨性能好、机械强度大、具有优良的复原性，同时它的耐候性好，使用寿命长，价格适中。聚苯乙烯泡沫混凝土是一种缓冲性材料，抗冲击能力良好，同时它的吸水性减小，并且拥有了优良的抗水性，不受气温影响。
一种装配式防撞墙的安装方法，包括如下安装步骤：
第一步：在地面上预留安装卡位；
第二步：将防撞管上的安装凸块穿过通槽后转动一定角度，使得安装凸块卡在第二孔位内；
第三步：在防撞管的中心通孔内浇筑聚氨酯弹性混凝土，或浇筑聚苯乙烯泡沫混凝土，或浇筑纤维增强复合材料；
第四步：将防撞块套在防撞管上，装配孔与防撞管配合，装配卡槽与弹性凸块配合。
总的说来，本发明具有如下优点：
本装配式防撞墙采用装配式防撞墙有效的节省公路、桥梁防撞墙的安装时间，简化安装步骤，本发明由于装配式防撞墙采用装配式设计，其优点在于装配的构件都可以采用机械化生产，所有装配式构件的拼装简单，采用此种装配式防撞墙可以极大的缩短防撞墙的施工工期。同时，本发明在对损坏的防撞墙进行更换时，不损坏路面以及桥梁整体性，直接在对应位置进行防撞墙的更换，对某块质量指标不合格防撞墙可以进行针对性的拆卸并且更换相应的部位，不用整个防撞墙进行更换，节约安装和维护的成本。在进行定期检修时候，当防撞墙质量不符合要求或者破损时，对防撞墙损坏的构件可以直接进行拆卸并更 换时，在不损坏路面以及桥梁整体性，便可直接在对应位置进行防撞墙的更换。
图1是本装配式防撞墙的结构示意图。
图2是本装配式防撞墙主视图的剖视图。
图3是本装配式防撞墙的右视图。
图4是防撞管的结构示意图。
图5是图4A处的放大视图。
图6是防撞块的剖视图。
图7是图6B处的放大视图。
图8是安装卡位的结构示意图。
图9是安装卡位的剖视图。
下面将结合附图和具体实施方式来对本发明做进一步详细的说明。
为了便于统一查看说明书附图里面的各个附图标记，现对说明书附图里出现的附图标记统一说明如下：
1为防撞管，2为防撞块，3为弹性凸块，4为装配孔，5为装配卡槽，6为中心通孔，7为固定凸块，8为缺口，9为安装凸块，10为安装卡位，11为第一孔位，12为第二孔位，13为通槽。
如图1、图2、图3、图4、图5、图6、图7所示，一种装配式防撞墙，包括安装在地面上的防撞管、套在防撞管上的防撞块；防撞管的一端安装在地面的里面，防撞管的另一端露出地面，防撞块套在露出地面的防撞管上。防撞管的外壁上设有弹性凸块，弹性凸块受到外力有一定的变形能力，没有外力的时候可以恢复原有的形状。防撞块上设有装配孔，装配孔的直径和防撞柱的直径相同。装配孔的内壁上设有装配卡槽，装配卡槽的形状和弹性凸块的形状相同，防撞管穿进防撞块的装配孔内，弹性凸块嵌进装配卡槽内。安装防撞墙的时候，防撞管会穿进防撞块的装配孔，防撞管穿进装配孔的时候，防撞管外壁的弹性凸块因为受到装配孔孔壁的挤压而变形。当整条防撞管插入装配孔的后，防撞管外壁的弹性凸块恢复原状并卡在装配卡槽内，拆卸防撞块的时候，弹性凸块发生形变压缩，即可取出防撞块。
弹性凸块和装配卡槽均有若干个，每个弹性凸块沿着防撞管的圆周方向设置，每个装配卡槽沿着装配孔的圆周方向设置。若干个弹性凸块沿着防撞管的轴线方向从上到下依次均匀设置，弹性凸块之间的间距相同。若干个装配卡槽沿着装配孔的轴线方向从上到下依次均匀设置，装配卡槽之间的间距相同。所有的弹性凸块和所有的装配卡槽一一对应等高分布。每个高度的弹性凸块对应一个装配卡槽，防撞管穿进装配孔的时候，每个弹性凸块分别卡在不同的装配卡槽内。
弹性凸块和装配卡槽均呈三角形，弹性凸块的其中一条三角边与防撞柱的圆周侧面重合，另一条三角边从上往下向外倾斜设置，还有一条三角边水平设置，安装防撞块的时候，防撞块沿着弹性凸块的倾斜面向下移动套在防撞柱上，弹性凸块的下端设置成水平可以使得防撞块不会轻易被取出。每个弹性凸块都是沿着防撞管圆周侧面方向凸起的三角形凸块，每个装配卡槽都是沿着装配孔内壁的圆周侧面方向凹进去的凹槽。呈三角形的弹性凸块和呈三角形的装配卡槽形状和大小均相同，防撞块套在防撞管上的时候，弹性凸块刚好完全卡在装配卡槽内。
防撞管设有中心通孔，中心通孔的内壁上设有固定凸块。固定凸块有若干个，若干个固定凸块沿着中心通孔的轴线方向从上到下依次均匀设置。每个固定凸块均沿着中心通孔内壁的圆周侧面方向凸起的凸块，固定凸块之间的间距相同，固定凸块呈矩形。防撞管的中心通孔内浇筑有聚氨酯弹性混凝土或聚苯乙烯泡沫混凝土或纤维增强复合材料。固定凸块可以增大防撞管内壁与混凝土等材料的接触面积，也可以限制防撞管内部混凝土之间的位移，使防撞管与混凝土共同起到防撞减震的作用。
防撞管的材料为纤维增强复合材料。纤维增强复合材料的不仅强度高，而且抗腐蚀性和耐久性能好，热膨胀系数与混凝土的相近。
防撞块的材料为聚氨酯弹性混凝土或聚苯乙烯泡沫混凝土。聚氨酯弹性混凝土不仅耐磨性能好、机械强度大、具有优良的复原性，同时它的耐候性好，使用寿命长达15～20年，价格适中。聚苯乙烯泡沫混凝土是一种缓冲性材料，抗冲击能力良好，同时它的吸水性减小，并且拥有了优良的抗水性，不受气温影响。
防撞管有若干条，防撞块上的装配孔均有若干个，每条防撞管对应一个装配孔，防撞块上相邻的两个装配孔之间设有缺口。每个防撞块都有若干个装配孔，每个装配孔都穿有一条防撞管。每两个装配孔之间都有一个缺口，缺口可以减少防撞块的重量的同时能够节省材料，节约防撞块的制作成本。
如图8、图9所示，防撞管的其中一端(下端)的圆周侧面上设有若干个安装凸块，若干个安装凸块沿着防撞管的圆周中心均匀分布，地面上设有安装卡位，安装卡位包括第一孔位、第二孔位和若干个通槽；第一孔位和第二孔位从上往下依次交替设置，第一孔位在最上面，然后紧接着是第二孔位，然后再到第一孔位，依次类推，第一孔位和第二孔位交替循环设置，所有的第一孔位和第二孔位之间都是相通的。第一孔位的直径与防撞管直径相等，第二孔位的直径大于第一孔位的直径。用于安装凸块穿入的通槽从上往下贯穿第一孔位和第二孔位，所有的通槽沿着第一孔位和第二孔位的圆周侧面均匀分布。安装防撞管的时候，防撞管上的安装凸块先对准通槽，然后安装凸块从下往下穿过通槽，此时防撞管会依次穿过第一孔位、第二孔位并插入到地面内。沿着防撞管的直径方向上看，防撞管和安装凸块的最大宽度小于或等于第二孔位的直径，即安装凸块能够在第二孔位内沿着防撞管的轴线转动，当防撞管插入地面且安装凸块位于第二孔位内时候，将防撞管转动一定的角度，使得安装凸块不再位于通槽内，由于第二孔位上面的第一孔位的直径比第二孔位的直径小，此时安装凸块的上方第一孔位可以限制安装凸块向上移动，防止防撞管在使用过程中被拔出，使得防撞管可以牢固地安装在地面上。需要拆卸的时候只需要转动一定的角度，使安装凸块在通槽内即可拔出防撞管。
安装凸块有八个，其中四个安装凸块沿着防撞管的圆周中心均匀分布且均位于同一高度，另外四个安装凸块沿着防撞管的圆周中心均匀分布且均位于同一高度，其中四个安装凸块分别位于另外四个安装凸块的正上方；通槽有四个，四个通槽沿着第一孔位的圆周中心均匀分布；第一孔位和第二孔位均有两个。八个安装凸块分两个高度层分布，每个高度层都有四个安装凸块，上面高度层的四个安装凸块位于下面高度层的安装凸块的正上方，每一个高度层的四个安装凸块都是沿着防撞管外壁的圆周侧面均匀分布。安装凸块的高度与第二孔位的深度相同，上下两个高度层的安装凸块之间的距离与第一孔位的深度相同。 安装防撞管的时候，防撞管从上往下插入地面，防撞管会依次经过第一孔位、第二孔位、第一孔位和第二孔位。最后最上方高度层的安装凸块位于最上面的第二孔位内，最下方高度层的安装凸块位于最下面的第二孔位内，此时转动一定角度，例如转动45°，安装凸块就会卡在第二孔位内，防撞管就能卡在安装卡位内，从而达到固定安装在地面的目的。拆卸的时候转动防撞管，使得安装凸块能够在通槽内上下移动即可拔出防撞管。在两个高度层都设置安装凸块能够使得防撞管安装地更加牢固。
当行驶车辆撞击装配式防撞墙时，防撞块先受到撞击，防撞块受到撞击时，由于防撞块套在防撞柱上，防撞块收到汽车冲击的作用力会传递给到了防撞管中。由于防撞管外壁设有的弹性凸块与防撞块的装配孔内壁设有的装配卡槽嵌合固定，防撞块与防撞管紧密作用并且共同承担汽车冲击作用力。防撞管受到的作用力传递到了其端部(下端)，由于防撞管安装在公路、桥梁路面上，防撞管与公路路面、桥梁结构形成一个相对整体的结构形式，最后把汽车撞击的作用力传递给了公路路面或者桥梁结构。
总的来说，当汽车撞击作用在装配式防撞墙时，由于装配式防撞墙内部与内部之间，防撞墙与公路路面、桥梁结构之间紧密连接下形成一个相对整体的防撞墙与公路路面、桥梁结构的结构关系，共同承担了汽车冲击作用下的效应。
在使用上述的装配式防撞墙时，一种装配式防撞墙的安装方法，包括如下安装步骤：
第一步：在地面上预留安装卡位；进行装配式防撞墙安装施工工艺时，需要对路面，桥面进行特殊处理。首先，需要在路面以及桥面对应的地方预留安装卡位，安装卡位的作用是为了把防撞管紧密的固定于桥梁及道路。
第二步：将防撞管上的安装凸块穿过通槽后转动一定角度，使得安装凸块卡在第二孔位内；把防撞管从安装卡位插入地面到达相应深度位置后，旋转45°，使得防撞管的下端卡在安装卡位内。
第三步：在防撞管的中心通孔内浇筑聚氨酯弹性混凝土，或浇筑聚苯乙烯泡沫混凝土，或浇筑纤维增强复合材料；安装好防撞管后，在防撞管的中心通孔内进行浇筑聚苯乙烯泡沫混凝土或浇筑纤维增强复合材料。浇筑完成后，中心通孔内壁的固定凸块能限制聚苯乙烯泡沫混凝土或浇筑纤维增强复合材料和 防撞管的中心通孔内壁之间的相对位移，达到良好的防撞减震效果。
第四步：将防撞块套在防撞管上，装配孔与防撞管配合，装配卡槽与弹性凸块配合。在安装和浇筑好的防撞管的基础上，套上防撞块，防撞块与防撞管采用弹性凸块和装配卡槽的配合，使之紧密相连接。
在更换和拆卸防撞墙的时候，还有涉及装配式防撞墙的拆卸方法，将质量或其他指标不合格的防撞墙拆卸时候，首先需要取下防撞块，由于防撞管采用弹性凸块与防撞块的装配卡槽配合，弹性凸块拥有一定的变形能力和自动复原能力，在取出防撞块的时候，弹性凸块受力发生形变压缩，即可取出防撞块；最后转动防撞管，使防撞管的安装凸块能从通槽上下移动即可拔出防撞管。
上述实施例为本发明较佳的实施方式，但本发明的实施方式并不受上述实施例的限制，其他的任何未背离本发明的精神实质与原理下所作的改变、修饰、替代、组合、简化，均应为等效的置换方式，都包含在本发明的保护范围之内。
Claims (10)
- 一种装配式防撞墙，其特征在于：包括安装在地面上的防撞管、套在防撞管上的防撞块；防撞管的外壁上设有弹性凸块，防撞块上设有装配孔，装配孔的内壁上设有装配卡槽，装配卡槽的形状和弹性凸块的形状相同，防撞管穿进防撞块的装配孔，弹性凸块嵌进装配卡槽内。
- 按照权利要求1所述的一种装配式防撞墙，其特征在于：弹性凸块和装配卡槽均有若干个，若干个弹性凸块沿着防撞管的轴线方向从上到下依次设置，若干个装配卡槽沿着装配孔的轴线方向从上到下依次设置，所有的弹性凸块和所有的装配卡槽一一对应等高分布。
- 按照权利要求1所述的一种装配式防撞墙，其特征在于：弹性凸块和装配卡槽均呈三角形，弹性凸块的其中一条三角边与防撞柱的圆周侧面重合。
- 按照权利要求1所述的一种装配式防撞墙，其特征在于：防撞管设有中心通孔，中心通孔的内壁上设有固定凸块，固定凸块呈矩形，防撞管的中心通孔内浇筑有聚氨酯弹性混凝土或聚苯乙烯泡沫混凝土或纤维增强复合材料。
- 按照权利要求1所述的一种装配式防撞墙，其特征在于：防撞管有若干条，防撞块上的装配孔均有若干个，每条防撞管对应一个装配孔，防撞块上相邻的两个装配孔之间设有缺口。
- 按照权利要求5所述的一种装配式防撞墙，其特征在于：防撞管的其中一端的圆周侧面上设有若干个安装凸块，若干个安装凸块沿着防撞管的圆周中心均匀分布，地面上设有安装卡位，安装卡位包括第一孔位、第二孔位和若干个通槽；第一孔位和第二孔位从上往下依次交替设置，第一孔位的直径与防撞管直径相等，第二孔位的直径大于第一孔位的直径，用于安装凸块穿入的通槽从上往下贯穿第一孔位和第二孔位，所有的通槽沿着第一孔位和第二孔位的圆周侧面均匀分布。
- 按照权利要求6所述的一种装配式防撞墙，其特征在于：安装凸块有八个，其中四个安装凸块沿着防撞管的圆周中心均匀分布且均位于同一高度，另外四个安装凸块沿着防撞管的圆周中心均匀分布且均位于同一高度，其中四个安装凸块分别位于另外四个安装凸块的正上方；通槽有四个，四个通槽沿着第一孔位的圆周中心均匀分布；第一孔位和第二孔位均有两个。
- 按照权利要求1所述的一种装配式防撞墙，其特征在于：防撞管的材料为纤 维增强复合材料。
- 按照权利要求1所述的一种装配式防撞墙，其特征在于：防撞块的材料为聚氨酯弹性混凝土或聚苯乙烯泡沫混凝土。
- 一种装配式防撞墙的安装方法，其特征在于：包括如下安装步骤：第一步：在地面上预留安装卡位；第二步：将防撞管上的安装凸块穿过通槽后转动一定角度，使得安装凸块卡在第二孔位内；第三步：在防撞管的中心通孔内浇筑聚氨酯弹性混凝土，或浇筑聚苯乙烯泡沫混凝土，或浇筑纤维增强复合材料；第四步：将防撞块套在防撞管上，装配孔与防撞管配合，装配卡槽与弹性凸块配合。
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