JPH02157308A - Concrete protecting wall - Google Patents
Concrete protecting wallInfo
- Publication number
- JPH02157308A JPH02157308A JP30904388A JP30904388A JPH02157308A JP H02157308 A JPH02157308 A JP H02157308A JP 30904388 A JP30904388 A JP 30904388A JP 30904388 A JP30904388 A JP 30904388A JP H02157308 A JPH02157308 A JP H02157308A
- Authority
- JP
- Japan
- Prior art keywords
- concrete
- anchor bolt
- wall
- concrete protection
- protecting wall
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000001681 protective effect Effects 0.000 claims description 41
- 238000003780 insertion Methods 0.000 claims description 2
- 230000037431 insertion Effects 0.000 claims description 2
- 230000006378 damage Effects 0.000 abstract description 11
- 238000006073 displacement reaction Methods 0.000 abstract description 7
- 239000000853 adhesive Substances 0.000 abstract description 2
- 230000001070 adhesive effect Effects 0.000 abstract description 2
- 239000000463 material Substances 0.000 abstract description 2
- 238000005096 rolling process Methods 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 10
- 238000009415 formwork Methods 0.000 description 8
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 6
- 238000009434 installation Methods 0.000 description 5
- 230000003014 reinforcing effect Effects 0.000 description 5
- 238000000926 separation method Methods 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 238000010276 construction Methods 0.000 description 3
- 229910052742 iron Inorganic materials 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 238000001125 extrusion Methods 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- JOYRKODLDBILNP-UHFFFAOYSA-N Ethyl urethane Chemical compound CCOC(N)=O JOYRKODLDBILNP-UHFFFAOYSA-N 0.000 description 1
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000007596 consolidation process Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 239000011440 grout Substances 0.000 description 1
- 208000014674 injury Diseases 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000004570 mortar (masonry) Substances 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
- E01F15/0476—Foundations
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
- E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
- E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
- E01F15/088—Details of element connection
Abstract
Description
（産業上の利用分計）
本発明は、高速道路・一般道路の分離帯、或は、路側の
防護壁、或は、橋梁高欄等として用いるコンクリート防
護壁に関するものであり、衝突車並びにその乗員の被害
、及び被衝突防護壁の破損を低減するコンクリート防護
壁に関するものである。
（従来の技術〕
従来、道路の分離帯・路側には、鉄製ガードレール、ガ
ードローブが用いられて、車両衝突時相当の効果を果た
してきているが、衝突角度が大きくなると、大型車はガ
ードレールを乗り越して対向車線の車両と正面衝突した
り、又有効に作用しても、たわみ性或は半剛性の為、ガ
ードレールは相当長破壊され、修繕に多額の費用を要し
ている。
これに比べて、アメリカで２０年以上前に開発された二
ニージャーシイ型コンクリート防護壁が、跳び越しが少
ないこと、防護壁の被害が少ないこと、車両・乗員の被
害程度も程々であることから、広く世界中に急速に普及
しつつあり、日本でも使用されている。
また、実開昭５８−５０１１０号の考案のように、基礎
面に固定せず、車両衝突時に移動（スライド）する車両
緩衝用コンクリートブロックも提案されている。(Industrial Usage) The present invention relates to a concrete protective wall used as a separation strip for expressways and general roads, roadside protective walls, bridge railings, etc. The present invention relates to a concrete protection wall that reduces damage to the collision protection wall and damage to the collision protection wall. (Prior technology) Traditionally, iron guardrails and guard lobes have been used on road dividers and roadside, and have been effective in the event of a vehicle collision.However, as the angle of collision increases, large vehicles have to If a guardrail is overturned and collides head-on with a vehicle in the oncoming lane, or even if it works effectively, a considerable length of the guardrail will be destroyed due to its flexibility or semi-rigidity, requiring a large amount of money to repair. The two-jersey type concrete protection wall, which was developed in the United States over 20 years ago, is widely used around the world because there are fewer jumps, there is less damage to the protection wall, and the damage to vehicles and passengers is moderate. It is rapidly becoming popular in Japan, and is also used in Japan.In addition, as proposed in Utility Model Application Publication No. 58-50110, a concrete block for vehicle cushioning that is not fixed to the foundation surface but moves (slides) in the event of a vehicle collision. has also been proposed.
自動車の路外への逸脱する角度は、１５°以内が８０％
、２５ｅ以内が９０％と言われており、従来の鉄製或は
ローブ製防護柵は大きく変位・変形を起こして衝突エネ
ルギーを吸収するのに比べて、ニュージャーシイ型コン
クリート防護壁は第１図に見られるように前面下部の５
５°の部分に車輪が当たり、これを登りながら車は傾斜
し、進入角度と速度によっては、更に上部の７８°の部
分まで登り、車体は益々大きく傾斜する。この傾斜の為
に、防護壁より離れる方向すなわち元の車線方向への力
を生じ°、車を傾けるエネルギーと押し戻すエネルギー
によって衝突エネルギーを吸収するものである。
しかし、衝突角度が２５°より大かくなると、衝突エネ
ルギーは更に大きくなり、ガードレール、ガードローブ
は簡単に乗り越えられ、コンクリート防護壁は転倒し、
車両は乗り越さなくとも、防護壁転倒による跳ね上げ力
の為に横転する。一方、衝突エネルギーを吸収するため
実開昭！ｌ−５０１１０号の考案のようにコンクリート
ブロックが、車両衝突時スライドするようにしても、対
向車線に防護壁が押出されたりすると、２次的事故の原
因となる。また、コンクリート防護壁の大きな回転、転
倒は殆んどの場合、車両の転覆をも起こしている。
因みに、中央分離帯のガードレールの必要条件は、アメ
リカ合衆国の指導書等でも明示されているように、
１ 衝突車が転覆しないこと。
２ 安全に方向転換を行い、なるべく、ガードレールに
そって走り停止し、隣接同方向車線に入らないこと。
３ ガードレールを乗越し、対向車線に入らないこと。
４ ガードレールは多少とも変形して衝突エネルギーを
吸収するが、その変形は、対向車線を犯してはならない
こと、（アメリカでは、変形量が分離帯幅の局以上のも
のは禁止している。）
等である。
上記の様に車両は転覆してはならないがニュージャーシ
イ型コンクリート防護壁は第１図の様に下部に５５度の
傾斜があるので之が転倒す°ると第１図（ｂ）に示す様
にタイヤを跳ね上る作用を生じ、車両の転覆を助長する
。之を防止するには、ボルトで地盤にアンカーをするか
自体を地盤に埋込むか何れかである。
しかし、基礎にアンカーを取ると、防護壁の転倒はかな
り防げるものの、益々剛性が増大し、従来の実験に依れ
ば、第２図に示すように、乗員の受けるシ諺ツクは、横
方向変位が少ないので減加速度が衝突角度２５度の時、
１２ｇ（註：ｇは、重力の加速度）以上となり、即死限
界値２０ｇ以内では・あるが、乗員の被害が大きくなる
。
又、急角度に重車両が衝突すると、アンカーが切れて、
防護壁が傾き、車両も横転する。
さらに、従来のコンクリート防護壁のように、アンカー
ボルトにより基礎面にアンカーしたものは、衝突エネル
ギが大きいと、アンカーボルトが切断したりぬけたりす
ると共に、コンクリート側のアンカーボルト穴が破損し
たりする為、撤去して修理、復元をしなければならなか
フた。
そこで、衝突角度が大きい場合にも車両の転倒を起こさ
ず、乗員被害を低減でき、かつ被衝突防護壁自体の被害
あるいは変形も少ないコンクリート防護壁の開発が要望
されている。
（課題を解決するための手段）
そこで、本発明は、剛性防護壁に、横方向のたわみ性を
持たせる事により、ショックを吸゛収し、乗員の受ける
減加速度を減少すると共に、アンカーボルトの切断によ
る防護壁の転倒を減する事により、大型車の横転を防ぐ
と共に、防護壁の修繕を容易にして、その修理費の一層
の低減を計るものである。
衝突のショックは、車が転覆しない程度に傾くことで車
の重心が上方に上ることのエネルギー及び回転のエネル
ギー及びバネ機構、タイヤ圧縮等によるエネルギーの合
計分減少吸収出来、更に、防護壁を水平移動させること
で、更にエネルギーを吸収出来る。一方、その水平移動
量を分離帯の幅を趙えて対向車線に入らないように抑制
することが出来、対向走行車がこれにぶつかる等の、２
次的事故をも防止することが出来る。
本発明は上述のように課題を解決するものであり、その
要旨とするところは
１ アンカーボルトを挿通係止するアンカーボルト受穴
を細長にしたことを特徴とするコンクリート防護壁。
２ アンカーボルトを挿通係止するアンカーボルト受穴
とアンカーボルトを固定するナツトの間に弾性体を挟み
込んだことを特徴とするコンクリート防護壁。
３ コンクリート防護壁底面とコンクリート防護壁設置
基礎面との間に弾性体を挟み込んだことを特徴とするコ
ンクリート防護壁。
４ 線材挿通用の貫通孔をそれぞれ設けた複数のコンク
リート防護壁ブロックを、通し線材により連結したこと
を特徴とするコンクリート防護壁。
５ アンカーボルトを挿通係止するアンカーボルト受穴
を車輌の進行方向に対して外向きに斜め細長にしたこと
を特徴とするコンクリート防護壁。
６ アンカーボルトを挿通係止するアンカーボルト受穴
とアンカーボルトを固定するナツトの間に弾性体を挟み
込んだことを特徴とする請求項５記載の防護壁。
７ コンクリート防護壁底面とコンクリート防護壁設置
基礎面との間に弾性体を挟み込んだことを特徴とする請
求項５記載の防護壁。
８ 上記請求項５記載の防護壁ブロックを、間隔を設け
て連設したことを特徴とする防護壁。
分離帯の幅にもよるが市街地の様に分離帯幅もせまく、
速度の遅いときは、コンクリート防護壁の″細長のアン
カーボルト穴の長さを短くし、長い場合は第７図の様に
ボルト穴の長さを長くすれば良い、細長穴のｔｉ１４縁
がストッパーとなることで防護壁の移動量を制限出来る
し転倒も防げる。
〔作 用）
従来の多くの実験結果は、第２図に見られる様に、防護
壁の変位と乗員の受ける加速度、及び、車速は相関が有
り、変位が大きいほど、乗員の受ける加速度は小さくな
る。変位がＯの場合は防護壁の自体重量は移動がないか
ら、エネルギー吸収は行われないが、重いコンクリート
防護壁の移動はエネルギー吸収にも役立つし、衝突後の
反射角度の減少にもなり、同方向の隣車線への進入を防
止する。
（実 施 例）
以下に本発明実施例を図面に基いて説明する。
第３図乃至第１０図は本発明の一実施例を示す図である
。
本発明コンクリートの防護壁は、其の施工の方法に３極
類がある。
先ず、プレキャスト製品の場合は、第３図のように、ア
ンカーボルトを通す細長穴１を長楕円、或は、全幅通し
穴に開けておき、又、予め連設方向緊張用のワイヤーを
通す穴をシース或はバイブ２を埋め込んだり、或は空穴
として設け、防護壁をプレキャストする。
現場設置は既設舗装の場合は、概ね舗装を平坦に処理し
、プレキャスト防護壁を位置、高さを調節した上、嵌合
部３で互いにはめ込みながら、連続設置し、下面には予
めゴム板４等を敷くか、或は、下面両側に詰め物５を施
し、弾力性のある非接着性の材料６で充填する。予め開
けである防護壁の穴１を通して、既設舗装、路盤に削孔
し、アンカーボルト７を建て込み、ボルトの周囲地盤に
固結のためのグラウトを行い、アンカーボルトを基礎盤
に固結し、ゴム製ｍ衝ワッシャー８を通して、ナツト９
で固結する。
更に第４図に見られるように、連設方向の空穴、シース
、または、バイブ２に鋼線、或は、ワイヤ１０を通す、
防護壁の連設長さが長い場合には３０ないし１００メー
トル毎に第４図に示すような、連結用防護壁１１を設置
し、切り欠き箇所１２に於て、緊張連結部品１３によっ
て緊張連結しても良い、この部分には、鋼製の防護カバ
ー１４を取り付ける。
次に、防護壁設置場所に、型枠を組んで製作する現場打
ち施行の場合には、第５図の様に、基礎面に予めゴム板
４等を敷き、所望の形が得られる様に、型枠１５を加工
設置し、シーズ、或は、バイブ２は、予め、保持具１６
で保持して、コンクリートを打設する。連設方向のたわ
み性を持たせるためジヨイント部は目地材１７を挿入し
てもよいし、又、型枠取り外し後、コンクリート・カッ
ター１８で防護壁の上縁から所定深さにスロットを切断
してもよい。
最後に、スライドフオーム１９を用いて防護壁な連設打
設する場合には、第６図の様に、前記の現場型枠打設と
同様、予め、ゴム板４゜鉄筋１６．シース、或はバイブ
２．ボルト穴用型枠２０．ｍ線、ワイヤ接続箇所用型枠
２１を設置して置いて、コンクリートを連続打設し、硬
化を待ってコンクリート・カッターで、所定間隔にスロ
ットを切る。その後の処理は、前記と同様である。
又、アンカー・ボルトを止める防護壁の穴は、細長とす
ると、衝突時の防！ＩＮの移動量が大きく取れるが、こ
の大部分のコンクリートを強化することは困難であるか
ら、′ｓ７図の様な、鉄製アンカーブロック２２を、用
いることも出来る。
スライド・フオーム打設の場合に、第８図の様に、連設
方向のみに鉄筋を、長く溶接して、これを取り込みなが
ら、コンクリートを連続打設することも行われているが
、上記アンカーブロック２２にモルタルが流入しないよ
うに、所要の形の取り外し可能な、ウレタン型枠２３な
どを用い、予め設置して置いて、縦方向鉄筋、或は、シ
ース、もしくは、バイブを取り込み金具２４で取り込み
ながら、スライド・フオームを移動させ、コンクリート
を連続打設する。緊張連結をする場所は、カッターで切
り取ることも出来る。
第９．１０図は本発明コンクリート防護壁の第２の実施
例を示す、この実施例は車輌が斜めに衝突した時によく
衝撃を吸収しながら防護壁３１を車の進行方向斜め外方
に押し出し、且つ進行方向に直角方向の押し出し量を掻
く僅かとする。この為アンカーボルト穴１°は細長では
あるが車輌の進行方向３２に対し斜め外方に穿設し、且
つ防護壁３１の連設体の各所に間隔３０を設ける。
車がこの防護壁３１に衝突した時は壁３１は外方に押し
出されると共に車の進行方向にも移動するがこの前方移
動は上記間隔３０が詰まることで吸収せられる。
第１０図は第７図の変型態様を示し、アンカーブロック
３３を車輌の進行方向３２に対して外方斜めに配置した
例を示す、これによれば第９図で述べた様な作用を発揮
し同様に防護壁の横方向押し出し量少くして衝撃を吸収
出来る。
〔発明の効果〕
本発明は、上述したように、道路の中央分離帯、路側に
設置した場合に、路外に逸走した車を、殆んど全部、コ
ンクリート防護壁を乗り越えることなく、又、車の横転
を防ぎ、乗員の受ける減加速度を低下すると共に、防護
壁の転倒破損を防止し、復旧を容易ならしめるものであ
る。
（修復の容易性）
従来のコンクリート防護壁のように、アンカーボルトに
より基礎面にアンカーしたものは、衝突エネルギが大き
いと、アンカーボルトが切断したりぬけたりすると共に
、コンクリート側のアンカーボルト穴が破損したりする
為、撤去して修理、復元をしなければならなかった。
これに対して、本発明コンクリート防護壁は少量の回転
及び移動によりショックを吸収し、且つボルトの切断、
引抜き、破損を減少することが出来、また、移動せられ
た場合でも、全体を造り変える必要はなく、横方向にジ
ヤツキで押しもどすことにより原形に復すことが出来る
。80% of the angles at which cars deviate from the road are within 15 degrees.
It is said that 90% of the impact energy is within 25e, and compared to conventional steel or lobe protection fences that absorb collision energy by causing large displacements and deformations, New Jersey type concrete protection walls absorb collision energy as shown in Figure 1. 5 at the bottom of the front as seen in
The wheels hit the 5° part, and the car tilts as it climbs up this, and depending on the approach angle and speed, it can even climb up to the upper 78° part, causing the car to tilt even further. This inclination generates a force in the direction away from the protection wall, that is, in the direction of the original lane, and the collision energy is absorbed by the energy that tilts the vehicle and the energy that pushes it back. However, when the collision angle is greater than 25°, the collision energy becomes even larger, guardrails and guard lobes can be easily climbed over, concrete protection walls are overturned, and
Even if the vehicle does not go over, it will overturn due to the force of the overturning of the protective wall. On the other hand, in order to absorb the collision energy, Jitsukaiaki! Even if the concrete block is designed to slide during a vehicle collision, as proposed in No. 1-50110, if the protective wall is pushed into the oncoming lane, it may cause a secondary accident. In addition, large rotations and overturning of concrete protection walls almost always result in overturning of vehicles. Incidentally, the requirements for guardrails in median strips, as clearly stated in the United States guidance, are as follows: 1. Colliding vehicles must not overturn. 2. Make a safe turn, run along the guardrail and stop, and do not enter the adjacent lane in the same direction. 3 Do not cross the guardrail and enter oncoming traffic. 4 Guardrails deform to some extent to absorb collision energy, but such deformation must not interfere with oncoming traffic (in the United States, deformation that exceeds the width of the separation strip is prohibited). etc. As mentioned above, the vehicle must not overturn, but as shown in Figure 1, the New Jersey type concrete protection wall has a 55 degree slope at the bottom, so if it were to overturn, it would cause the vehicle to overturn, as shown in Figure 1 (b). This causes the tires to jump up, causing the vehicle to overturn. To prevent this, you can either anchor it in the ground with bolts or bury it in the ground. However, if anchors are attached to the foundation, although the overturning of the protective wall can be significantly prevented, the rigidity increases further, and according to conventional experiments, as shown in Figure 2, the stress experienced by the crew is in the lateral direction. Since the displacement is small, when the reduced acceleration is at a collision angle of 25 degrees,
12 g (note: g is the acceleration of gravity), and although it is within the instant death limit of 20 g, the damage to the occupants will be significant. Also, when a heavy vehicle collides at a steep angle, the anchor breaks,
The protective wall tilts and the vehicle overturns. Furthermore, with conventional concrete protection walls that are anchored to the foundation surface using anchor bolts, if the collision energy is large, the anchor bolts may break or come off, and the anchor bolt holes on the concrete side may be damaged. Therefore, it had to be removed, repaired, and restored. Therefore, there is a need for the development of a concrete protection wall that can prevent the vehicle from overturning even when the collision angle is large, reduce injury to occupants, and cause less damage or deformation to the collision protection wall itself. (Means for Solving the Problems) Therefore, the present invention provides a rigid protective wall with lateral flexibility, thereby absorbing shock and reducing the deceleration experienced by the occupants, as well as reducing the impact of anchor bolts on the anchor bolts. By reducing the risk of overturning of the protective wall due to cutting, it is possible to prevent large vehicles from overturning, and to make it easier to repair the protective wall, thereby further reducing repair costs. The shock of a collision can be absorbed by tilting the car to the extent that it does not overturn, which reduces the total amount of energy caused by the upward movement of the car's center of gravity, rotational energy, spring mechanism, tire compression, etc., and also reduces the amount of energy caused by the protection wall being leveled. By moving it, you can absorb even more energy. On the other hand, it is possible to suppress the amount of horizontal movement of the vehicle so that it does not cross the width of the separation strip and enter the oncoming lane.
Further accidents can also be prevented. The present invention is intended to solve the above-mentioned problems, and the gist thereof is as follows: 1. A concrete protection wall characterized by having an elongated anchor bolt receiving hole into which an anchor bolt is inserted and locked. 2. A concrete protection wall characterized in that an elastic body is sandwiched between an anchor bolt receiving hole into which an anchor bolt is inserted and locked and a nut which fixes the anchor bolt. 3. A concrete protection wall characterized by having an elastic body sandwiched between the bottom surface of the concrete protection wall and the foundation surface on which the concrete protection wall is installed. 4. A concrete protection wall characterized by connecting a plurality of concrete protection wall blocks, each having a through hole for wire insertion, with a through wire. 5. A concrete protection wall characterized in that the anchor bolt receiving hole for inserting and locking the anchor bolt is elongated diagonally outward with respect to the traveling direction of the vehicle. 6. The protective wall according to claim 5, characterized in that an elastic body is sandwiched between the anchor bolt receiving hole into which the anchor bolt is inserted and locked and the nut which fixes the anchor bolt. 7. The protective wall according to claim 5, characterized in that an elastic body is sandwiched between the bottom surface of the concrete protective wall and the foundation surface for installing the concrete protective wall. 8. A protective wall, characterized in that the protective wall blocks according to claim 5 are arranged in a row at intervals. It depends on the width of the separation strip, but the width of the separation strip is narrow like in urban areas.
If the speed is slow, shorten the length of the elongated anchor bolt hole in the concrete protection wall, and if it is long, lengthen the bolt hole as shown in Figure 7.The ti14 edge of the elongated hole is the stopper. As a result, the amount of movement of the protective wall can be limited and overturning can be prevented. [Function] As shown in Figure 2, many conventional experimental results have shown that the displacement of the protective wall, the acceleration received by the occupant, and the There is a correlation between vehicle speed, and the larger the displacement, the smaller the acceleration received by the occupants.If the displacement is O, the weight of the protective wall itself does not move, so no energy is absorbed, but the heavy concrete protective wall moves. This also helps absorb energy and reduces the reflection angle after a collision, thereby preventing vehicles from entering adjacent lanes in the same direction. (Example) Examples of the present invention will be described below with reference to the drawings. 3 to 10 are diagrams showing one embodiment of the present invention. There are three types of construction methods for the concrete protection wall of the present invention. First, in the case of a precast product, there are three types of construction methods. As shown in the figure, an elongated hole 1 for passing the anchor bolt is made into an elongated oval or a full-width through hole, and a sheath or vibrator 2 is embedded in the hole for passing the tensioning wire in the continuous direction in advance. Alternatively, they are provided as empty holes and the protective wall is precast.In the case of on-site installation on existing pavement, the pavement is generally flattened, the position and height of the precast protective wall are adjusted, and then they are fitted into each other at the fitting part 3. However, it is installed continuously, and a rubber plate 4 or the like is laid in advance on the lower surface, or padding 5 is applied to both sides of the lower surface and filled with an elastic non-adhesive material 6. Drill holes in the existing pavement and roadbed through holes 1, install anchor bolts 7, apply grout to the ground around the bolts for consolidation, consolidate the anchor bolts to the foundation, and install rubber m-impingement washers 8. Through, Natsuto 9
solidify with. Furthermore, as shown in FIG. 4, a steel wire or wire 10 is passed through the hole, sheath, or vibe 2 in the continuous direction.
If the continuous length of the protective wall is long, connect protective walls 11 as shown in FIG. A steel protective cover 14 may be attached to this portion. Next, in the case of cast-in-place construction where a formwork is assembled and manufactured at the location where the protective wall is to be installed, as shown in Figure 5, a rubber plate 4, etc. is laid on the foundation surface in advance to obtain the desired shape. , the formwork 15 is processed and installed, and the sheath or vibrator 2 is attached to the holder 16 in advance.
Hold it in place and pour concrete. A joint filler 17 may be inserted into the joint to provide flexibility in the direction of continuous installation, or after removing the formwork, a slot is cut to a predetermined depth from the upper edge of the protective wall using a concrete cutter 18. You can. Finally, when constructing a continuous protective wall using the slide form 19, as shown in FIG. 6, the rubber plate 4° reinforcing bar 16. Sheath or vibrator 2. Formwork for bolt holes 20. Formwork 21 for m-line and wire connection points is installed and placed, concrete is poured continuously, and after hardening, slots are cut at predetermined intervals with a concrete cutter. The subsequent processing is the same as described above. Also, if the holes in the protective wall that hold the anchor bolts are long and thin, this will prevent collisions! Although a large amount of movement of IN can be obtained, it is difficult to strengthen most of this concrete, so it is also possible to use an iron anchor block 22 as shown in Figure 's7. In the case of slide form pouring, as shown in Figure 8, long reinforcing bars are welded only in the continuous direction, and concrete is continuously poured while incorporating them. In order to prevent mortar from flowing into the block 22, a removable urethane formwork 23 of a desired shape is installed in advance, and vertical reinforcing bars, sheaths, or vibrators are inserted into the metal fittings 24. While loading, the slide form is moved and concrete is poured continuously. You can also use a cutter to cut out the tension connections. Figures 9 and 10 show a second embodiment of the concrete protection wall of the present invention. This embodiment effectively absorbs the impact when a vehicle collides diagonally, while pushing the protection wall 31 diagonally outward in the direction of travel of the vehicle. , and the amount of extrusion in the direction perpendicular to the direction of movement is small. For this purpose, the anchor bolt holes 1° are elongated but are bored obliquely outward with respect to the direction of travel 32 of the vehicle, and intervals 30 are provided at various locations in the continuous body of the protective wall 31. When a car collides with this protective wall 31, the wall 31 is pushed outward and also moves in the direction of travel of the car, but this forward movement is absorbed by the gap 30 being closed. FIG. 10 shows a modification of FIG. 7, and shows an example in which the anchor block 33 is disposed obliquely outward with respect to the vehicle traveling direction 32. According to this, the effect as described in FIG. 9 is achieved. Similarly, the impact can be absorbed by reducing the amount of lateral extrusion of the protective wall. [Effects of the Invention] As described above, when the present invention is installed on the median strip or roadside of a road, almost all of the cars that run off the road can be stopped without getting over the concrete protection wall. This prevents the vehicle from rolling over, reduces the reduced acceleration experienced by the occupants, and prevents the protective wall from falling and being damaged, making recovery easier. (Ease of repair) For conventional concrete protection walls that are anchored to the foundation surface using anchor bolts, if the impact energy is large, the anchor bolts will break or come out, and the anchor bolt holes on the concrete side will be damaged. Due to damage, it had to be removed, repaired, and restored. In contrast, the concrete protection wall of the present invention absorbs shock through a small amount of rotation and movement, and also prevents bolts from being cut and
Pulling out and damage can be reduced, and even if it is moved, there is no need to rebuild the whole thing, and it can be restored to its original shape by pushing it back laterally with a jack.
第１図は従来のコンクリート防護壁を示す図であり、第
１図（ａ）はスライドを可能にしたコンクリート防護壁
、第１図（ｂ）は車輌の衝突時同防護壁が傾いていく状
態を示す図であり、第１図（Ｃ）は従来用いられている
アンカーされたニューシャーシー型コンクリート製防護
壁を示す図である。
第２図は、アメリカで行われた各種の型のガードレール
の実験で得られた、ガードレールの変位（ｆ ｔ）と乗
員の受ける減加速度ｇとの相関図である。
第３図は、本発明の防護壁のプレキャスト製品、及び其
の設置の一例を示す図である。
第４図は、本発明コンクリート防護壁を鋼線或は、ワイ
ヤーで緊張連結するための構造を示す図である。
第５図は、現場型枠設置しコンクリート打設によって本
発明コンクリート防護壁の連設の例を示す図である。
第６図は、スライド・フオーム・コンクリート打設によ
る本発明コンクリート防護壁の連設の例を示す図である
。
第７図は、スリット状アンカーボルト穴を鉄製アンカー
・ブロックを用いて形成した本発明コンクリート防護壁
を示す図である。
第８図は、鉄筋などを予め長く溶接し、これを取り込み
ながら、スライド・フオームにより、コンクリートを連
続打設して、本発明コンクリート防護壁を連設した例を
示す図である。
第９図および第１０図は本発明コンクリート防護壁の別
の実施例を示す図である。
１・・・スリット状穴 ２・・・バイブ３・・・嵌
合部
７・・・アンカーボルト
２２・・・アンカーブロック
３１・・・防護壁
３３・・・アンカーブロック
４・・・ゴム板
１５・・・型枠
３０・・・間隔
３２・・・車輌進行方向
他４名
第４図
第５図
第７図
第９図Figure 1 shows a conventional concrete protection wall. Figure 1 (a) shows a concrete protection wall that can slide, and Figure 1 (b) shows a state in which the protection wall tilts when a vehicle collides with it. FIG. 1(C) is a diagram showing a conventionally used anchored new chassis type concrete protective wall. FIG. 2 is a correlation diagram between the displacement (ft) of the guardrail and the reduced acceleration g experienced by the occupant, obtained in experiments conducted in the United States on various types of guardrails. FIG. 3 is a diagram showing an example of a precast protective wall product of the present invention and its installation. FIG. 4 is a diagram showing a structure for tension-connecting the concrete protection wall of the present invention using steel wire or wire. FIG. 5 is a diagram showing an example of continuous installation of concrete protection walls of the present invention by installing formwork on site and pouring concrete. FIG. 6 is a diagram showing an example of continuous installation of concrete protection walls of the present invention by slide form concrete pouring. FIG. 7 is a diagram showing a concrete protection wall of the present invention in which slit-shaped anchor bolt holes are formed using iron anchor blocks. FIG. 8 is a diagram showing an example in which reinforcing bars and the like are welded long in advance, and concrete is successively poured using a slide form while the reinforcing bars are welded in advance, and concrete protection walls of the present invention are successively installed. FIGS. 9 and 10 are diagrams showing another embodiment of the concrete protection wall of the present invention. 1... Slit-shaped hole 2... Vibe 3... Fitting part 7... Anchor bolt 22... Anchor block 31... Protective wall 33... Anchor block 4... Rubber plate 15 ... Formwork 30 ... Spacing 32 ... Vehicle direction of travel and 4 other people Figure 4 Figure 5 Figure 7 Figure 9
Claims (1)
を細長にしたことを特徴とするコンクリート防護壁。 ２ アンカーボルトを挿通係止するアンカーボルト受穴
とアンカーボルトを固定するナットの間に弾性体を挟み
込んだことを特徴とするコンクリート防護壁。 ３ コンクリート防護壁底面とコンクリート防護壁設置
基礎面との間に弾性体を挟み込んだことを特徴とするコ
ンクリート防護壁。 ４ 線材挿通用の貫通孔をそれぞれ設けた複数のコンク
リート防護壁ブロックを、通し線材により連結したこと
を特徴とするコンクリート防護壁。 ５ アンカーボルトを挿通係止するアンカーボルト受穴
を車輌の進行方向に対して外向きに斜め細長にしたこと
を特徴とするコンクリート防護壁。 ６ アンカーボルトを挿通係止するアンカーボルト受穴
とアンカーボルトを固定するナットの間に弾性体を挟み
込んだことを特徴とする請求項５記載の防護壁。 ７ コンクリート防護壁底面とコンクリート防護壁設置
基礎面との間に弾性体を挟み込んだことを特徴とする請
求項５記載の防護壁。 ８ 上記請求項５記載の防護壁ブロックを、間隔を設け
て連設したことを特徴とする防護 壁。[Claims] 1. A concrete protection wall characterized by having an elongated anchor bolt receiving hole into which an anchor bolt is inserted and locked. 2. A concrete protection wall characterized in that an elastic body is sandwiched between an anchor bolt receiving hole through which an anchor bolt is inserted and locked, and a nut that fixes the anchor bolt. 3. A concrete protection wall characterized by having an elastic body sandwiched between the bottom surface of the concrete protection wall and the foundation surface on which the concrete protection wall is installed. 4. A concrete protection wall characterized by connecting a plurality of concrete protection wall blocks, each having a through hole for wire insertion, with a through wire. 5. A concrete protection wall characterized in that the anchor bolt receiving hole for inserting and locking the anchor bolt is elongated diagonally outward with respect to the traveling direction of the vehicle. 6. The protective wall according to claim 5, characterized in that an elastic body is sandwiched between the anchor bolt receiving hole into which the anchor bolt is inserted and locked and the nut which fixes the anchor bolt. 7. The protective wall according to claim 5, characterized in that an elastic body is sandwiched between the bottom surface of the concrete protective wall and the foundation surface for installing the concrete protective wall. 8. A protective wall, characterized in that the protective wall blocks according to claim 5 are arranged in a row at intervals.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63309043A JPH0629492B2 (en) | 1988-12-07 | 1988-12-07 | Concrete barrier |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63309043A JPH0629492B2 (en) | 1988-12-07 | 1988-12-07 | Concrete barrier |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02157308A true JPH02157308A (en) | 1990-06-18 |
| JPH0629492B2 JPH0629492B2 (en) | 1994-04-20 |
Family
ID=17988187
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63309043A Expired - Fee Related JPH0629492B2 (en) | 1988-12-07 | 1988-12-07 | Concrete barrier |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0629492B2 (en) |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05179622A (en) * | 1991-12-29 | 1993-07-20 | Yunitasu:Kk | Cushioning bolt for guardrail of road |
| EP0837189A1 (en) * | 1996-10-17 | 1998-04-22 | Sistema Barriere Stradali S.r.l. | Metallic safety barrier |
| WO1998053146A1 (en) * | 1997-05-20 | 1998-11-26 | Trafilmetal S.R.L. | Road safety barrier |
| WO2000008259A1 (en) * | 1998-08-05 | 2000-02-17 | Autostrade Concessioni E Costruzioni | Devices for calibrating the deceleration of colliding vehicles |
| WO2000039404A1 (en) * | 1998-12-29 | 2000-07-06 | Autostrade Concessioni E Costruzioni Autostrade S.P.A. | Safety barrier made of steel and/or plastics and earth |
| EP1070789A1 (en) * | 1999-07-21 | 2001-01-24 | SPIG Schutzplanken-Produktions-Gesellschaft mbH & Co.KG | Anchorage for a post |
| WO2001006063A1 (en) * | 1999-07-21 | 2001-01-25 | Autostrade Concessioni E Costruzioni | A multipurpose road barrier, having a double dampening-resistant effect |
| KR100462902B1 (en) * | 2002-09-26 | 2004-12-29 | 변경진 | A median strip of a fabricated concrete block |
| ES2293860A1 (en) * | 2007-10-01 | 2008-03-16 | Hierros Y Aplanaciones, S.A. (Hiasa) | Direct deformable anchoring system for support post of a safety barrier or parapet in rigid ground |
| WO2010148417A1 (en) * | 2009-06-22 | 2010-12-29 | Kirchdorfer Fertigteilholding Gmbh | Terminating element |
| JP2014034810A (en) * | 2012-08-09 | 2014-02-24 | Kcon Kk | Continuous partition structure, and method for constructing the same |
| JP2015078590A (en) * | 2013-09-13 | 2015-04-23 | 西日本高速道路株式会社 | Temporary partition structure capable of being diverted to permanent partition structure or structure with another function |
| JP2019044469A (en) * | 2017-09-01 | 2019-03-22 | 株式会社ダイクレ | Guard for median strip |
| JP2019183461A (en) * | 2018-04-06 | 2019-10-24 | 有限会社 創友 | Protective barrier installation method and continuous protective barrier |
| JP2021515861A (en) * | 2018-03-08 | 2021-06-24 | ハイウェイ ケア リミテッド | Barrier systems, barrier coupling devices, barrier elements and methods of using them |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100977197B1 (en) * | 2010-05-18 | 2010-08-20 | 금호이엔씨 주식회사 | A precast concrete barrier |
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|---|---|---|---|---|
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| JPS4946530U (en) * | 1972-07-24 | 1974-04-24 | ||
| JPS5030034U (en) * | 1973-07-24 | 1975-04-04 | ||
| JPS5998915U (en) * | 1982-12-20 | 1984-07-04 | 京阪コンクリ−ト工業株式会社 | Z-shaped wall block |
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1988
- 1988-12-07 JP JP63309043A patent/JPH0629492B2/en not_active Expired - Fee Related
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4828588U (en) * | 1971-08-09 | 1973-04-07 | ||
| JPS4946530U (en) * | 1972-07-24 | 1974-04-24 | ||
| JPS5030034U (en) * | 1973-07-24 | 1975-04-04 | ||
| JPS5998915U (en) * | 1982-12-20 | 1984-07-04 | 京阪コンクリ−ト工業株式会社 | Z-shaped wall block |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05179622A (en) * | 1991-12-29 | 1993-07-20 | Yunitasu:Kk | Cushioning bolt for guardrail of road |
| EP0837189A1 (en) * | 1996-10-17 | 1998-04-22 | Sistema Barriere Stradali S.r.l. | Metallic safety barrier |
| WO1998053146A1 (en) * | 1997-05-20 | 1998-11-26 | Trafilmetal S.R.L. | Road safety barrier |
| WO2000008259A1 (en) * | 1998-08-05 | 2000-02-17 | Autostrade Concessioni E Costruzioni | Devices for calibrating the deceleration of colliding vehicles |
| WO2000039404A1 (en) * | 1998-12-29 | 2000-07-06 | Autostrade Concessioni E Costruzioni Autostrade S.P.A. | Safety barrier made of steel and/or plastics and earth |
| US6840706B1 (en) | 1999-07-21 | 2005-01-11 | Autostrade Concessioni E Costruzioni Autostrade S.P.A. | Multipurpose road barrier, having a double dampening-resistant effect |
| WO2001006063A1 (en) * | 1999-07-21 | 2001-01-25 | Autostrade Concessioni E Costruzioni | A multipurpose road barrier, having a double dampening-resistant effect |
| EP1070789A1 (en) * | 1999-07-21 | 2001-01-24 | SPIG Schutzplanken-Produktions-Gesellschaft mbH & Co.KG | Anchorage for a post |
| KR100462902B1 (en) * | 2002-09-26 | 2004-12-29 | 변경진 | A median strip of a fabricated concrete block |
| ES2293860A1 (en) * | 2007-10-01 | 2008-03-16 | Hierros Y Aplanaciones, S.A. (Hiasa) | Direct deformable anchoring system for support post of a safety barrier or parapet in rigid ground |
| WO2009043947A1 (en) * | 2007-10-01 | 2009-04-09 | Hierros Y Aplanaciones, S.A. (Hiasa) | System of direct fusible anchoring for a support post of a security barrier or parapet in rigid ground |
| US8850765B2 (en) | 2007-10-01 | 2014-10-07 | Hierros Y Aplanaciones, S.A. | System of direct fusible anchoring for a support post of a security barrier or parapet in rigid ground |
| WO2010148417A1 (en) * | 2009-06-22 | 2010-12-29 | Kirchdorfer Fertigteilholding Gmbh | Terminating element |
| JP2014034810A (en) * | 2012-08-09 | 2014-02-24 | Kcon Kk | Continuous partition structure, and method for constructing the same |
| JP2015078590A (en) * | 2013-09-13 | 2015-04-23 | 西日本高速道路株式会社 | Temporary partition structure capable of being diverted to permanent partition structure or structure with another function |
| JP2019044469A (en) * | 2017-09-01 | 2019-03-22 | 株式会社ダイクレ | Guard for median strip |
| JP2021515861A (en) * | 2018-03-08 | 2021-06-24 | ハイウェイ ケア リミテッド | Barrier systems, barrier coupling devices, barrier elements and methods of using them |
| JP2019183461A (en) * | 2018-04-06 | 2019-10-24 | 有限会社 創友 | Protective barrier installation method and continuous protective barrier |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0629492B2 (en) | 1994-04-20 |
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