A municipal bridge reinforcing structure and bridge

Abstract

The application discloses a municipal bridge reinforcing structure and a bridge, and relates to the technical field of municipal bridge engineering; in view of the problem that the existing reinforcing structure is rigid and deadlocked, cannot adapt to dynamic deformation of the bridge, and is prone to stress concentration and fatigue damage, the application fixes a support and a platform on the outer wall of a pier, the platform is provided with a supporting mechanism and a stretching mechanism; the supporting mechanism is used for self-adaptive sliding adjustment and vertical damping of the bottom of the bridge body by cooperation of sliding rails, sliding blocks, multiple supporting frames and spring shock absorbers; the reinforcing assembly driven by the sliding block displacement linkage gear and rack automatically provides upward jacking auxiliary support; meanwhile, the steel cable group of the stretching mechanism converts buffer displacement into reverse multi-point traction force, and constructs a bidirectional stress balance network; in addition, multiple flexible anti-collision mechanisms are arranged on the outer side of the pier; the application effectively absorbs and resolves vibration and multidirectional impact caused by vehicle dynamic load, and comprehensively improves the safe bearing performance and service life of the municipal bridge.

Description

Technical Field

[0001] This invention relates to the field of municipal bridge engineering technology, specifically to a municipal bridge reinforcement structure and a bridge. Background Technology

[0002] Municipal bridges, as vital hubs in urban transportation networks, bear a heavy burden of vehicle traffic. With increasing service life, bridges often exhibit signs of aging, such as minor subsidence, structural deformation, or decreased load-bearing capacity, due to repeated dynamic traffic loads and weathering from the natural environment. To ensure traffic safety and extend the service life of bridges, structural reinforcement of the bridge base and pier joints has become an essential part of bridge maintenance engineering.

[0003] Currently, in conventional reinforcement construction of municipal bridges, construction workers typically add rigid support piers between the bridge piers and the bottom of the bridge body, or directly use large bolts to fix the support steel frame to the weakest areas. Although this traditional reinforcement method can provide direct physical support in the early stages and prevent the bridge body from settling significantly, it constructs a completely rigid and locked connection system.

[0004] However, municipal bridges are not absolutely static in actual operation. The continuous traffic overhead causes high-frequency vertical vibrations and longitudinal impacts on the bridge deck. At the same time, the bridge is also subject to slight multi-directional displacements due to environmental factors such as thermal expansion and contraction. Traditional rigid reinforcement structures, lacking adaptive sliding adjustment mechanisms and elastic buffer space, cannot actively follow and mitigate these complex and changing dynamic deformations.

[0005] This results in the bridge's vibrational potential energy and displacement force not being effectively released under long-term dynamic load impact, and instead being rigidly transmitted to the connection nodes of the reinforced structure. This long-term rigid confrontation can lead to severe stress concentration, which can easily cause metal fatigue in the reinforced support components, loosening and falling off of the connecting anchor bolts, and may even cause secondary tearing and cracking at the stress concentration points at the bottom of the bridge body, making it difficult to provide long-term, stable dynamic reinforcement protection.

[0006] Therefore, this invention proposes a municipal bridge reinforcement structure and bridge to address the shortcomings of existing technologies. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this invention provides a municipal bridge reinforcement structure and bridge, which solves the problem that existing municipal bridge reinforcement structures are usually rigid and locked connections, unable to actively adapt to the dynamic and minute deformations generated by the bridge under long-term high-frequency vehicle dynamic loads. This results in the inability to effectively release vibration potential energy and impact force, which easily leads to stress concentration at stress nodes, metal fatigue of supporting components, and loosening and falling off of anchor points, making it difficult to provide long-term stable dynamic reinforcement and protection.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solution: a municipal bridge reinforcement structure, applied to a municipal bridge, the municipal bridge including a pier and a bridge body fixedly connected to the upper end of the pier, characterized in that the reinforcement structure includes a bracket, the bracket being fixedly connected to one side of the outer wall of the pier, a platform being fixedly connected to the upper surface of the bracket, a support mechanism being installed on one side of the upper surface of the platform, and a tensioning mechanism being installed on the other side of the upper surface of the platform; The support mechanism includes a slide rail, a slider slidably connected to the outer wall of the slide rail, a first support frame rotatably connected to one side of the slider, a first mounting angle iron rotatably connected to the upper surface of the first support frame, the upper surface of the first mounting angle iron being used to be installed on the lower surface of the bridge body by bolts, a third support frame rotatably connected to the other side of the slider, a sliding block rotatably connected to one side of the outer wall of the third support frame, a limit rod slidably connected inside the sliding block, a second support frame fixedly connected to the upper end of the limit rod, a third spring sleeved on the outer wall of the limit rod, the second support frame being used to be installed on the lower surface of the bridge body by bolts, a spring shock absorber installed between the second support frame and the first support frame, and a reinforcement component installed on one side of the outer wall of the slider.

[0009] Preferably, the reinforcement component includes a rack, one side of the outer wall of the rack is fixedly connected to one side of the outer wall of the slider, a second limiting block is fixedly connected to the upper surface of the platform near the rack, a first rotating rod is rotatably connected inside the second limiting block, a gear is fixedly connected to one side of the outer wall of the first rotating rod, the gear meshes with the rack, a fourth support frame is fixedly connected to the outer wall of the first rotating rod, a support block is rotatably connected to the outer wall of the fourth support frame, and the upper surface of the support block is used to abut against the bottom surface of the bridge body.

[0010] Preferably, the tensioning mechanism includes a fixing ring, which is fixedly connected to one side of the outer wall of the sliding block. A first steel cable is installed on the outer wall of the sliding block, and a second steel cable is installed in the middle section of the first steel cable. The second steel cable is connected to the middle of the upper surface of the platform through a limiting wheel. A third steel cable is connected to a section of the second steel cable, and second mounting angle irons are installed at both ends of the third steel cable. The second mounting angle irons are used to be installed on the bottom surface of the bridge body by bolts.

[0011] Preferably, the reinforcement structure further includes protective corners, a plurality of protective corners are used to be installed at the four corners of the outer wall of the pier, protective plates are installed between the plurality of protective corners, and connecting blocks are fixedly connected to the outer wall of the protective corners and the protective plates, and the interior of the plurality of connecting blocks are movably connected by connecting rods, and anti-collision mechanisms are installed on the outer wall of the protective plates.

[0012] Preferably, the anti-collision mechanism includes a fixed plate, one side of the outer wall of the fixed plate is fixedly connected to the outer wall of the protective plate, a mounting plate is fixedly connected to one side of the outer wall of the fixed plate, a second piston rod is fixedly connected to one side of the outer wall of the mounting plate, a second fixed cylinder is slidably connected to the outer wall of the second piston rod, an anti-collision plate is fixedly connected to one side of the outer wall of the second fixed cylinder, an anti-collision corner assembly is installed on one side of the outer wall of the anti-collision plate, and a secondary protection assembly is installed inside the mounting plate.

[0013] Preferably, the anti-collision corner assembly includes a rotating plate, the outer wall of the rotating plate is rotatably connected to one side of the outer wall of the anti-collision plate, a hinge block is fixedly connected to one side of the inner wall of the rotating plate, a second rotating rod is rotatably connected inside the hinge block, the outer wall of the second rotating rod is slidably connected inside the fixed plate, and a second spring is sleeved on the outer wall of the second rotating rod.

[0014] Preferably, the secondary protection component includes a first fixed cylinder, the outer wall of which is fixedly connected to the inside of the mounting plate. A connecting hose is fixedly connected to one side of the outer wall of the first fixed cylinder. A one-way valve is fixedly connected to one end of the connecting hose. The output end of the one-way valve passes through the inside of the mounting plate and is fixedly connected to an airbag. The airbag is disposed between the mounting plate and the anti-collision plate. A first piston rod is slidably connected inside the first fixed cylinder. One end of the first piston rod is fixedly connected to one side of the inner wall of the anti-collision plate.

[0015] Preferably, a first spring is provided inside the second fixed cylinder, with one end of the first spring abutting against one side of the inner wall of the second fixed cylinder and the other end of the first spring abutting against one side of the outer wall of the second piston rod.

[0016] Preferably, the upper end of the third spring abuts against the lower surface of the second support frame, and the lower end of the third spring abuts against the upper surface of the first limiting block.

[0017] Preferably, a municipal bridge includes a bridge body and piers, wherein the bridge body and piers are equipped with a municipal bridge reinforcement structure as described in any one of claims 1-9.

[0018] This invention provides a municipal bridge reinforcement structure and a bridge itself. It has the following beneficial effects: 1. This invention achieves dynamic adaptive support and multi-dimensional vibration reduction at the bottom of the bridge body through the coordinated operation of the support mechanism and reinforcement components. When the municipal bridge is subjected to traffic dynamic loads or undergoes settlement deformation, the slider slides adaptively along the slide rail, and the spring damper and the third spring effectively absorb and buffer longitudinal and lateral impact vibrations. At the same time, the horizontal displacement of the slider drives the rack to move linearly, which is precisely converted into the rotation of the first rotating rod through gear meshing transmission. This, in turn, drives the fourth support frame and support block to abut against the bottom of the bridge body, automatically providing compensatory lifting auxiliary support force. This structure solves the problems of traditional rigid reinforcement supports being unable to effectively adapt to the dynamic small deformations of the bridge, and the tendency for stress concentration and fatigue damage to occur at the connection points under long-term continuous impact. It significantly improves the overall structural stability and seismic damping performance of municipal bridges under complex traffic load conditions.

[0019] 2. This invention achieves flexible traction and multi-point stress dispersion for bridge deformation through the coordinated operation of the tensioning mechanism and the sliding blocks in the support mechanism. When the bridge is under pressure, causing relative displacement and buffering of the sliding blocks in the support mechanism, the first steel cable is simultaneously pulled by the fixing ring. This tension force is smoothly converted and guided by the limiting wheel, and then distributed to the anchor points at both ends of the bridge bottom by the third steel cable, thereby applying a reverse traction constraint force to the bridge body. This design cleverly transforms local deformation displacement into global balanced tension, forming a rigid-flexible bidirectional force balance network with the bottom lifting support force. This structure solves the problems of uneven stress, increased local deformation, and loosening and falling off of connection nodes caused by long-term load-bearing that are prone to occur in unidirectional rigid support reinforcement, significantly improving the overall deformation resistance of the bridge and the long service life of the reinforcement system.

[0020] 3. This invention achieves a flexible collision protection effect for bridge piers through the coordinated operation of the anti-collision mechanism, anti-collision corner components, and secondary protection components, providing all-round, multi-level, and tiered energy absorption. When a bridge pier is impacted by an external vehicle or foreign object, the outermost anti-collision plate and anti-collision corner components are the first to bear the force, utilizing the compression deformation of the first and second springs for initial mechanical energy dissipation and deflection. As the anti-collision plate collapses inward, the first piston rod simultaneously compresses air within the first fixed cylinder. The high-pressure gas is rapidly injected into the airbag through a one-way valve, instantly expanding between the anti-collision plate and the internal mounting plate to form a large-volume flexible air cushion buffer layer. This design solves the problem of traditional bridge pier protection measures being limited in form and insufficient in buffer stroke, easily transmitting destructive force directly and rigidly to the bridge pier body during violent impacts, thus causing irreversible damage. It greatly improves the impact resistance limit and safety protection level of the underlying structure of municipal bridges. Attached Figure Description

[0021] Figure 1 This is a perspective view of the present invention; Figure 2This is a schematic diagram of the pier structure of the present invention; Figure 3 This is a schematic diagram of the first support frame structure of the present invention; Figure 4 for Figure 3 Enlarged view of point A in the image; Figure 5 This is a schematic diagram of the platform structure of the present invention; Figure 6 This is a schematic diagram of the protective plate structure of the present invention; Figure 7 This is a schematic diagram of the airbag structure of the present invention.

[0022] Among them, 1. Pier; 2. Bridge; 3. Support; 4. Platform; 5. Slide rail; 6. Slider; 7. First support frame; 8. First mounting angle iron; 9. Spring shock absorber; 10. Second support frame; 11. Limiting rod; 12. Limiting block; 13. Sliding block; 14. Third support frame; 15. Limiting block; 16. Rotating rod; 17. Gear; 18. Rack; 19. Fourth support frame; 20. Support block; 21. Connecting rod; 22. First steel cable; 23. Second steel cable; 24. Limiting wheel; 25. Third steel cable; 26. Second mounting angle iron; 27. Protective corner; 28. Protective plate; 29. ​​Connecting block; 30. Connecting rod; 31. Fixing plate; 32. Mounting plate; 33. First fixing cylinder; 34. Connecting hose; 35. One-way valve; 36. Airbag; 37. First piston rod; 38. Second fixing cylinder; 39. First spring; 40. Second piston rod; 41. Rotating plate; 42. Hinge block; 43. Rotating rod; 44. Second spring; 45. Anti-collision plate; 46. Third spring. Detailed Implementation

[0023] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] Please see the appendix Figure 1 - Appendix Figure 7This invention provides a municipal bridge reinforcement structure, applied to municipal bridges. The municipal bridge includes a pier 1 and a bridge body 2 fixedly connected to the upper end of the pier 1. The reinforcement structure includes a support 3, which is fixedly connected to one side of the outer wall of the pier 1, providing a stable foundation support point for the overall reinforcement structure. A platform 4 is fixedly connected to the upper surface of the support 3. The platform 4 is used to support and arrange subsequent reinforcement mechanisms, increasing the stress-bearing area to improve the stability of the overall structure. A support mechanism is installed on one side of the upper surface of the platform 4, which provides upward support to the bottom of the bridge body 2, alleviating its tendency to sink or deform. A tensioning mechanism is installed on the other side of the upper surface of the platform 4, which provides lateral adjustment force, thereby working with the support mechanism to maintain the balance of the bridge's stress. The support mechanism includes a slide rail 5, with a slider 6 slidably connected to the outer wall of the slide rail 5. The slide rail 5 provides a horizontal guide path for the slider 6, enabling the slider 6 to adaptively adjust its position according to changes in the bridge's stress. A first support frame 7 is rotatably connected to one side of the slider 6. The first support frame 7 transmits the supporting force from the bottom upwards, and its rotatable connection characteristics can adapt to the slight angular deflection of the bridge body 2 under different working conditions. A first mounting angle iron 8 is rotatably connected to the upper surface of the first support frame 7. The upper surface of the first mounting angle iron 8 is used to install it on the lower surface of the bridge body 2 via bolts, achieving direct rigid fixation between the reinforcement structure and the bridge body 2, ensuring reliable force transmission. A third support frame 14 is rotatably connected to the other side of the slider 6. The third support frame 14, together with the first support frame 7, forms a multi-point support system, effectively dispersing the supporting stress. A sliding block 13 is rotatably connected to one side of the outer wall of the third support frame 14. The sliding block 13 has a sliding... The moving connection includes a limiting rod 11. The sliding engagement structure between the sliding block 13 and the limiting rod 11 provides motion guidance under longitudinal compression, preventing lateral instability of the support structure. A second support frame 10 is fixedly connected to the upper end of the limiting rod 11. A third spring 46 is sleeved on the outer wall of the limiting rod 11. The third spring 46 absorbs vertical vibration and impact energy, providing elastic buffering capacity. The second support frame 10 is bolted to the lower surface of the bridge body 2, serving as an additional load-bearing node to further enhance the support area and stability of the bottom of the bridge body 2. A spring damper 9 is installed between the second support frame 10 and the first support frame 7. The spring damper 9 absorbs the dynamic load and deformation of the bridge between the two support frames, reducing structural damage caused by rigid impacts. A reinforcement component is installed on one side of the outer wall of the slider 6. The reinforcement component limits the excessive displacement of the slider 6, ensuring that the support mechanism operates within the set safety range.

[0025] Specifically, a load-bearing platform 4 is constructed on the outer wall of the pier 1 using bracket 3, and the bridge body 2 is reinforced using the support mechanism on the platform 4. This structure utilizes the first support frame 7, the second support frame 10, and the third support frame 14 to form a multi-point collaborative support system. With the connection of the first mounting angle iron 8, the sliding adaptive adjustment capability of the slide rail 5 and the slider 6, as well as the elastic buffering effect of the spring shock absorber 9 and the third spring 46, can effectively absorb and disperse the longitudinal impact force and multi-directional micro-deformation generated by the bridge body 2 under the influence of traffic dynamic loads and external environmental factors. At the same time, the limiting rod 11 and the sliding block 13 ensure the guidance and stability of the buffer deformation process. With the limiting and traction of the reinforcement components and the tensioning mechanism, the overall seismic performance, load-bearing strength, and service life of the municipal bridge are comprehensively improved.

[0026] Please see the appendix Figure 1 - Appendix Figure 7 The reinforcing component includes a rack 18, one side of which is fixedly connected to the outer wall of the slider 6. The rack 18 is used to convert the horizontal linear displacement of the slider 6 into transmission displacement. A second limiting block 15 is fixedly connected to the upper surface of the platform 4 near the rack 18. The second limiting block 15 is used to provide a stable mounting base and rotation fulcrum for subsequent transmission components. A first rotating rod 16 is rotatably connected inside the second limiting block 15. The first rotating rod 16 is used to rotate smoothly under the constraint of the second limiting block 15, serving as the axis for torque transmission. A gear 17 is fixedly connected to the outer wall of the first rotating rod 16. The gear 17 and the rack are connected... The 18 meshing connection forms a gear and rack transmission system, which accurately converts the linear motion of the slider 6 into the rotational motion of the first rotating rod 16. A fourth support frame 19 is fixedly connected to the outer wall of the first rotating rod 16. The fourth support frame 19 is used to receive the rotational torque of the first rotating rod 16 and convert it into an upward lifting force. A support block 20 is rotatably connected to the outer wall of the fourth support frame 19. The rotational design of the support block 20 allows it to adaptively adjust the contact angle. The upper surface of the support block 20 is used to abut against the bottom surface of the bridge body 2 to increase the contact area, prevent excessive local compressive stress from causing damage, and provide direct auxiliary support.

[0027] Specifically, when the bridge is subjected to stress or deformation, causing the slider 6 to move horizontally, it drives the fixedly connected rack 18 to move linearly in sync. Through the meshing connection between the rack 18 and the gear 17, this horizontal linear displacement is converted into the rotational motion of the first rotating rod 16 within the second limiting block 15. The rotation of the first rotating rod 16 then drives the fourth support frame 19 to deflect upward, forcing the support block 20 to tightly abut against the bottom surface of the bridge body 2. This reinforcement component achieves the linkage between horizontal buffer displacement and vertical support force through a mechanical transmission mechanism. Above the platform 4, it can automatically generate an upward lifting support force according to the stress situation of the bridge, effectively suppressing the sinking trend of the bridge body 2 and improving the adaptive response capability and structural stability of the overall reinforcement system.

[0028] Please see the appendix Figure 1 - Appendix Figure 7 The tensioning mechanism includes a fixed ring 21, which is fixedly connected to one side of the outer wall of the sliding block 13 to provide a stable force anchor point and establish a mechanical connection between the sliding block 13 and the subsequent transmission components. A first steel cable 22 is installed on the outer wall of the sliding block 13. The first steel cable 22 serves as an initial tension transmission component, converting the movement or deformation of the sliding block 13 into a flexible tension force. A second steel cable 23 is installed in the middle section of the first steel cable 22. The second steel cable 23 is used to receive and transfer the tension of the first steel cable 22, constructing a continuous tension force transmission path. The second steel cable 23 is connected to the middle of the upper surface of the platform 4 through a limiting wheel 24. The limiting wheel 24 is used to change the first steel cable 23's tension. The second steel cable 23 is stressed in the direction of force and reduces transmission friction loss when the steel cable slides. The platform 4 provides a stable force-bearing base for the limiting wheel 24. A third steel cable 25 is connected to a section of the second steel cable 23. The third steel cable 25 is used to distribute the unidirectional concentrated tension to both sides to form a multi-point distributed traction structure. Second mounting angle irons 26 are installed at both ends of the third steel cable 25. The second mounting angle irons 26 are used as the terminal connection medium to convert the traction force of the flexible steel cable into a reliable rigid fixing force. The second mounting angle irons 26 are used to be installed on the bottom surface of the bridge body 2 by bolts, thereby achieving a firm connection with the bridge body 2 and applying traction constraint force to the bridge to resist deformation.

[0029] Specifically, when the sliding block 13 in the support mechanism undergoes relative displacement under load and pressure on the bridge, it pulls the first steel cable 22 through the fixed ring 21. This tensile force is then transmitted sequentially through the second steel cable 23, and the mechanical direction is converted and guided by the limiting wheel 24 on the platform 4. Finally, it is distributed and transmitted to the second mounting angle irons 26 at both ends via the third steel cable 25, and then acts on the bottom surface of the bridge body 2. This tensioning mechanism utilizes the flexible transmission characteristics of the steel cable group to transform the local buffer displacement of the sliding block 13 into a multi-point traction constraint force on the bridge body 2. This force, combined with the lifting force formed by the support mechanism, constructs a rigid-flexible two-way force balance system, effectively limiting the excessive displacement of the bridge body 2 when subjected to dynamic loads or deformation, and enhancing the tightness of the various connection nodes of the bridge and the deformation resistance of the overall structure.

[0030] Please see the appendix Figure 1 - Appendix Figure 7 The reinforcement structure also includes protective corners 27, which are installed at the four corners of the outer wall of the pier 1 to provide basic physical shielding and protection for the vulnerable edge areas of the pier 1. Protective plates 28 are installed between the protective corners 27 to cover a large area of ​​the side of the enclosed pier 1, resisting direct contact and impact from external foreign objects. Connecting blocks 29 are fixedly connected to the outer walls of the protective corners 27 and the protective plates 28. The connecting blocks 29 serve as force anchors and connecting supports for structural assembly. The internal components of the multiple connecting blocks 29 are movably connected by connecting rods 30, which connect the various protective components in series into a whole. The movable connection characteristics of the connecting rods give the outer wrapping structure a certain degree of flexibility and stress fine-tuning capability. A collision protection mechanism is installed on the outer wall of the protective plate 28 to actively absorb and dissipate the instantaneous impact energy applied from the outside. The anti-collision mechanism includes a fixed plate 31, one side of which is fixedly connected to the outer wall of the protective plate 28. The fixed plate 31 provides a stable load-bearing base for the anti-collision components and evenly distributes the absorbed residual force onto the protective plate 28. A mounting plate 32 is fixedly connected to one side of the fixed plate 31. The mounting plate 32 supports the core anti-collision components and constructs an internal telescopic space. A second piston rod 40 is fixedly connected to one side of the mounting plate 32. The second piston rod 40 provides horizontal linear motion guidance and structural support. A second fixed cylinder 38 is slidably connected to the outer wall of the second piston rod 40, forming a [missing information - likely a structure or feature]. The sliding fit structure is used to convert external impact force into mechanical expansion and contraction displacement, providing stroke buffer; a crash plate 45 is fixedly connected to one side of the outer wall of the second fixed cylinder 38. The crash plate 45 serves as the outermost impact surface, directly bearing the impact and increasing the contact area to disperse local pressure; a crash corner assembly is installed on one side of the outer wall of the crash plate 45, which is used to specifically reinforce and guide the corner areas of the crash plate 45; a secondary protection assembly is installed inside the mounting plate 32, which provides deep backup buffer and energy absorption after the primary structure undergoes a large displacement and yielding, preventing structural failure under extreme working conditions.

[0031] Specifically, the reinforcement structure constructs a flexible, deformable outer shell around the pier 1 by movably connecting multiple protective corners 27 and protective plates 28 to connecting rods 30 using connecting blocks 29. In the event of an external impact, the outermost anti-collision plate 45 and its upper anti-collision corner components bear the initial pressure, forcing the second fixed cylinder 38 to slide inward along the second piston rod 40, converting the instantaneous impact kinetic energy into physical displacement for initial dissipation. Subsequently, the force is transmitted inward to the mounting plate 32 and the fixed plate 31, triggering the secondary protection components inside the mounting plate 32 for deep energy absorption and buffering. This multi-level collaborative anti-collision system effectively blocks the rigid impact of destructive external forces on the pier 1 body, significantly improving the impact resistance and structural safety of the municipal bridge's underlying structure.

[0032] Please see the appendix Figure 1 - Appendix Figure 7The anti-collision corner assembly includes a rotating plate 41, which provides a force-bearing contact and deflection surface when subjected to lateral or edge impacts. The outer wall of the rotating plate 41 is rotatably connected to one side of the outer wall of the anti-collision plate 45, enabling it to adaptively deflect and yield according to the impact angle of the external force. A hinge block 42 is fixedly connected to one side of the inner wall of the rotating plate 41, which serves as a fulcrum for transmission, transmitting the impact force received by the rotating plate 41. A second rotating rod 43 is rotatably connected inside the hinge block 42, which converts the deflection action into a linear thrust. The outer wall of the second rotating rod 43 is slidably connected inside the fixed plate 31. This sliding connection structure is used to limit the movement trajectory, ensure stable linear guidance after being subjected to force, and prevent the mechanism from deviating and jamming. A second spring 44 is sleeved on the outer wall of the second rotating rod 43. The second spring 44 is used to generate elastic deformation when compressed to absorb impact energy and to provide a spring force to push the rotating plate 41 back to its original position after the external force disappears. The secondary protection assembly includes a first fixed cylinder 33, which serves as the compression chamber of the pneumatic buffer system. The outer wall of the first fixed cylinder 33 is fixedly connected to the interior of the mounting plate 32, providing a stable working base and preventing displacement under pressure. A connecting hose 34 is fixedly connected to one side of the outer wall of the first fixed cylinder 33, forming a closed channel for internal airflow transmission. A one-way valve 35 is fixedly connected to one end of the connecting hose 34, controlling the airflow to be output in only one direction to maintain stable inflation pressure in subsequent components. The output end of the one-way valve 35 penetrates the interior of the mounting plate 32 and is fixedly connected to... An airbag 36 is attached, which, after inflation, provides a large-volume flexible air cushion buffer layer. The airbag 36 is positioned between the mounting plate 32 and the anti-collision plate 45 to directly fill the gap after the components are compressed and contracted, preventing a destructive rigid collision between the anti-collision plate 45 and the mounting plate 32. A first piston rod 37 is slidably connected inside the first fixed cylinder 33. The first piston rod 37 is used to compress the air inside the first fixed cylinder 33 during sliding to generate pneumatic power. One end of the first piston rod 37 is fixedly connected to one side of the inner wall of the anti-collision plate 45, directly converting the physical displacement of the anti-collision plate 45 inward contraction into a pneumatic compression process.

[0033] Specifically, when a bridge pier is subjected to an external collision, the rotating plate 41 in the anti-collision corner assembly is the first to be deflected by the force, pushing the second rotating rod 43 to slide within the fixed plate 31 via the hinge block 42. The compression deformation of the second spring 44 initially absorbs the multi-angle edge impact force. At the same time, as the anti-collision plate 45 collapses inward upon impact, it drives the first piston rod 37 to slide inside the first fixed cylinder 33 and compress air. The compressed high-pressure air is rapidly inflated into the airbag 36 via the connecting hose 34 and the one-way valve 35, causing the airbag 36 to expand rapidly between the mounting plate 32 and the anti-collision plate 45. This linkage structure integrates the mechanical spring buffer of the anti-collision corner assembly with the pneumatic energy absorption of the secondary protection assembly, efficiently converting the instantaneous huge impact kinetic energy into mechanical potential energy and air pressure potential energy. The flexible blocking of the airbag 36 completely avoids the rigid impact of external objects, thereby maximizing the protection of the structural integrity and safety of the bridge pier.

[0034] Please see the appendix Figure 1 - Appendix Figure 7 The second fixed cylinder 38 is equipped with a first spring 39. The first spring 39 is used to generate elastic deformation when compressed to absorb the instantaneous impact kinetic energy and provide primary mechanical buffering. One end of the first spring 39 abuts against one side of the inner wall of the second fixed cylinder 38, so that the first spring 39 can directly bear the external impact force transmitted by the second fixed cylinder 38 when it slides back. The other end of the first spring 39 abuts against one side of the outer wall of the second piston rod 40. The second piston rod 40 is used as a fixed reverse force support point to effectively compress the first spring 39 and provide a rebound force to push the second fixed cylinder 38 back to its original position after the external force disappears. The upper end of the third spring 46 abuts against the lower surface of the second support frame 10 to directly receive and buffer the longitudinal pressure generated when the second support frame 10 sinks or vibrates under load. The lower end of the third spring 46 abuts against the upper surface of the first limiting block 12. The first limiting block 12 provides a stable lower force base and stably converts the longitudinal compressive force into the elastic potential energy of the third spring 46 to prevent excessive displacement of the support components.

[0035] Specifically, in the buffer and shock absorption system of the reinforced structure, when encountering an external collision in the horizontal direction, the second fixed cylinder 38 collapses inward. Through the compression deformation of the first spring 39 between the second fixed cylinder 38 and the second piston rod 40, the destructive impact kinetic energy in the horizontal direction is rapidly converted into elastic potential energy for dissipation, ensuring the mechanism's reset capability after compression. Simultaneously, in the vertical force direction, when the bridge deck vibrates under pressure, the downward dynamic load is transmitted to the second support frame 10, forcing the third spring 46, sandwiched between the second support frame 10 and the first limiting block 12, to undergo vertical compression. This multi-directional spring-contact limiting design effectively isolates rigid destructive forces, giving the support mechanism and anti-collision mechanism bidirectional flexible energy absorption and shock absorption / compression resistance effects, further ensuring the stability and safety of the overall structure of the municipal bridge during use.

[0036] Please see the appendix Figure 1 - Appendix Figure 7 A municipal bridge includes a bridge body 2, which serves as the main structure for traffic bearing to withstand and transmit the dynamic and static loads of vehicles and pedestrians passing overhead; and a pier 1, which serves as the foundation support structure below to stably transmit the gravity and various loads transmitted by the bridge body 2 to the foundation; a municipal bridge reinforcement structure is installed on the bridge body 2 and the pier 1, which provides adaptive shock absorption support and traction balance at the bottom of the bridge body 2 and constructs a multi-level energy-absorbing collision protection system around the pier 1.

[0037] Specifically, by integrating the municipal bridge reinforcement structure as described in any one of claims 1-9 onto the bridge body 2, which bears traffic loads, and the piers 1, which provide basic support, the municipal bridge as a whole possesses comprehensive protection capabilities to cope with complex working conditions. This configuration not only effectively suppresses the vertical settlement and structural deformation that may occur in the bridge body 2 under long-term dynamic loads through support and tension mechanisms, but also provides multi-level flexible buffer protection for the piers 1, which are vulnerable to external impacts, through a collision avoidance mechanism that combines mechanical springs and pneumatic airbags. This overall design effectively avoids the direct transmission of rigid destructive forces, significantly improves the structural stability of the stress connection between the bridge body 2 and the piers 1, and comprehensively enhances the safety load-bearing capacity and impact resistance life of the municipal bridge.

[0038] Working principle: When using the municipal bridge reinforcement structure of the present invention, the bracket 3 is first fixedly connected to one side of the outer wall of the pier 1 to provide a stable foundation support for the overall reinforcement structure. The platform 4 fixedly connected to the upper surface of the bracket 3 is used to support the various reinforcement mechanisms above. Then, the first mounting angle iron 8 on the upper surface of the first support frame 7 and the second support frame 10 at the upper end of the limiting rod 11 are respectively fixedly installed on the lower surface of the bridge body 2 by bolts. At the same time, the second mounting angle iron 26 at the end of the tensioning mechanism is also installed on the bottom surface of the bridge body 2 by bolts. Multiple protective corners 27 are installed at the four corners of the outer wall of the pier 1, and protective plates 28 are installed between the multiple protective corners 27. The connecting blocks 29 fixedly connected to the outer wall of the protective corners 27 and the connecting rods 30 inserted inside the connecting blocks 29 are used for movable connection, thereby constructing a complete flexible protective layer around the pier 1. When the municipal bridge is in daily use, and the bridge body 2 is subjected to dynamic loads from vehicles passing overhead or undergoes subsidence deformation, the downward pressure of the bridge body 2 is directly transmitted to the first mounting angle iron 8 and the second support frame 10. At this time, since the first support frame 7 and the third support frame 14 are rotatably connected to both sides inside the slider 6, the downward pressure of the second support frame 10 will drive the limiting rod 11 to slide downward inside the sliding block 13, thereby pressing down on the third spring 46 sleeved on the outer wall of the limiting rod 11. The upper end of the third spring 46 abuts against the lower surface of the second support frame 10, and the lower end abuts against the upper surface of the first limiting block 12. The elastic contraction and deformation of the third spring 46 effectively absorbs and buffers the longitudinal pressure of the bridge body 2. At the same time, the spring damper 9 installed between the second support frame 10 and the first support frame 7 deforms under pressure, further absorbing the longitudinal vibration and dynamic impact force on the bridge, and mitigating the structural damage of the rigid connection point caused by high-frequency loads. When the bridge body 2 experiences a slight longitudinal or lateral displacement under stress, the slider 6, which is slidably connected to the outer wall of the slide rail 5, will adaptively slide along the slide rail 5 in the horizontal direction as the force changes. This horizontal sliding displacement of the slider 6 will trigger the reinforcement component on one side of the outer wall: the movement of the slider 6 will directly drive the rack 18, which is fixedly connected to one side of its outer wall, to move horizontally in a straight line. Since the first rotating rod 16 is rotatably connected inside the second limiting block 15 fixedly connected to the upper surface of the platform 4, and the gear 17 on the outer wall of the first rotating rod 16 is meshed with the rack 18, the linear movement of the rack 18 will drive the gear 17 to rotate, thereby driving the first rotating rod 16 to rotate within the second limiting block 15. The rotational torque of the first rotating rod 16 will drive the fourth support frame 19, which is fixedly connected to its outer wall, to deflect upward, causing the upper surface of the support block 20, which is rotatably connected to the outer wall of the fourth support frame 19, to tightly abut against the bottom surface of the bridge body 2. Through this mechanical transmission system, the reinforcement component can automatically provide compensatory upward lifting auxiliary support force to the bottom of the bridge body 2, preventing the bridge from sinking excessively. Synchronous with the lifting support of the reinforcement components, the tensioning mechanism also plays a traction balancing role: when the sliding block 13 undergoes relative displacement during the support force adjustment process, it pulls the first steel cable 22 through the fixed ring 21 fixedly connected to one side of the outer wall; the tension force on the first steel cable 22 is transmitted to the second steel cable 23 installed in its middle section, the second steel cable 23 is tightened and passes through the limiting wheel 24 in the middle of the upper surface of the platform 4 for smooth mechanical reversal and sliding guidance; the tension after guidance continues to be transmitted, pulling the third steel cable 25 connected to a section of the second steel cable 23, and finally distributing the flexible traction force to the second mounting angle irons 26 installed at both ends of the third steel cable 25; since the second mounting angle irons 26 are fixed to the bottom surface of the bridge body 2 by bolts, a multi-point dispersed reverse traction constraint force is applied to the bridge body 2; this traction force and the upward lifting force of the support block 20 form a rigid-flexible two-way force balance network, which greatly limits the excessive deformation of the bridge body 2 under load or vibration; When the outer perimeter of the bridge pier 1 is struck by an out-of-control vehicle or floating object on the water, the anti-collision mechanism on the outer wall of the protective plate 28 is activated. If the impact force is applied to the corner area, the anti-collision corner assembly bears the force first: the rotating plate 41 on one side of the outer wall of the anti-collision plate 45 is compressed and undergoes adaptive deflection. This deflection action pushes the second rotating rod 43 through the hinge block 42 on the inner wall of the rotating plate 41. The second rotating rod 43 slides inward inside the fixed plate 31 and compresses the second spring 44 sleeved on its outer wall. The elastic deformation of the second spring 44 is used to initially absorb and dissipate the kinetic energy of multi-angle edge impacts. As the frontal or large-area impact force continues to act, the entire anti-collision plate 45 is compressed and retracts inward. At this time, the second fixed cylinder 38, which is fixedly connected to one side of the outer wall of the anti-collision plate 45, slides inward along the second piston rod 40, which is fixedly connected to one side of the outer wall of the mounting plate 32. During this process, the first spring 39, which is set inside the second fixed cylinder 38, is continuously compressed, which converts the destructive impact kinetic energy into elastic potential energy for mechanical dissipation. As the crash barrier 45 collapses inward, the secondary protection components inside the mounting plate 32 are simultaneously triggered: the inward movement of the crash barrier 45 directly drives the first piston rod 37, which is fixedly connected to one side of its inner wall, to move inward. The first piston rod 37 slides rapidly inside the first fixed cylinder 33, violently compressing the air inside the first fixed cylinder 33. The high-pressure airflow generated by the compression is transmitted at high speed along the connecting hose 34 on the outer wall of the first fixed cylinder 33, forcibly opening the one-way valve 35 and quickly filling the airbag 36. Since the airbag 36 is located between the mounting plate 32 and the crash barrier 45, the high-pressure gas causes the airbag 36 to expand rapidly in an instant, forming a large-volume flexible buffer air cushion. This air cushion directly fills the internal movement gap of the crash barrier 45 after it is compressed and contracted, completely converting the remaining fatal rigid impact kinetic energy into aerodynamic potential energy for absorption, completely avoiding the rigid collision between the external impact object and the bridge pier 1, and realizing multi-level, tiered deep anti-collision protection for the bottom layer of the municipal bridge.

Claims

1. A municipal bridge reinforcement structure, applied to a municipal bridge, the municipal bridge comprising a pier (1) and a bridge body (2) fixedly connected to the upper end of the pier (1), characterized in that, The reinforcement structure includes a bracket (3), which is used to be fixedly connected to one side of the outer wall of the pier (1). A platform (4) is fixedly connected to the upper surface of the bracket (3). A support mechanism is installed on one side of the upper surface of the platform (4), and a tensioning mechanism is installed on the other side of the upper surface of the platform (4). The support mechanism includes a slide rail (5), a slider (6) is slidably connected to the outer wall of the slide rail (5), a first support frame (7) is rotatably connected to one side of the slider (6), a first mounting angle iron (8) is rotatably connected to the upper surface of the first support frame (7), the upper surface of the first mounting angle iron (8) is used to be installed on the lower surface of the bridge body (2) by bolts, a third support frame (14) is rotatably connected to the other side of the slider (6), a sliding block (13) is rotatably connected to one side of the outer wall of the third support frame (14), a limit rod (11) is slidably connected inside the sliding block (13), a second support frame (10) is fixedly connected to the upper end of the limit rod (11), a third spring (46) is sleeved on the outer wall of the limit rod (11), the second support frame (10) is used to be installed on the lower surface of the bridge body (2) by bolts, a spring shock absorber (9) is installed between the second support frame (10) and the first support frame (7), and a reinforcement component is installed on one side of the outer wall of the slider (6).

2. The municipal bridge reinforcement structure according to claim 1, characterized in that, The reinforcement component includes a rack (18), one side of the outer wall of the rack (18) is fixedly connected to one side of the outer wall of the slider (6), a second limiting block (15) is fixedly connected to the upper surface of the platform (4) near the rack (18), a first rotating rod (16) is rotatably connected inside the second limiting block (15), a gear (17) is fixedly connected to one side of the outer wall of the first rotating rod (16), the gear (17) meshes with the rack (18), a fourth support frame (19) is fixedly connected to the outer wall of the first rotating rod (16), a support block (20) is rotatably connected to the outer wall of the fourth support frame (19), and the upper surface of the support block (20) is used to abut against the bottom surface of the bridge body (2).

3. The municipal bridge reinforcement structure according to claim 1, characterized in that, The tensioning mechanism includes a fixing ring (21), which is fixedly connected to one side of the outer wall of the sliding block (13). A first steel cable (22) is installed on the outer wall of the sliding block (13). A second steel cable (23) is installed in the middle section of the first steel cable (22). The second steel cable (23) is connected to the middle of the upper surface of the platform (4) through a limiting wheel (24). A third steel cable (25) is connected to one end of the second steel cable (23). A second mounting angle iron (26) is installed at both ends of the third steel cable (25). The second mounting angle iron (26) is used to be installed on the bottom surface of the bridge body (2) by bolts.

4. The municipal bridge reinforcement structure according to claim 1, characterized in that, The reinforcement structure also includes protective corners (27), and multiple protective corners (27) are used to be installed at the four corners of the outer wall of the pier (1). Protective plates (28) are installed between the multiple protective corners (27). Connecting blocks (29) are fixedly connected to the outer walls of the protective corners (27) and the protective plates (28). The multiple connecting blocks (29) are movably connected through connecting rods (30). Anti-collision mechanisms are installed on the outer walls of the protective plates (28).

5. A municipal bridge reinforcement structure according to claim 4, characterized in that, The anti-collision mechanism includes a fixed plate (31), one side of the outer wall of the fixed plate (31) is fixedly connected to the outer wall of the protective plate (28), one side of the outer wall of the fixed plate (31) is fixedly connected to an mounting plate (32), one side of the outer wall of the mounting plate (32) is fixedly connected to a second piston rod (40), one side of the outer wall of the second piston rod (40) is slidably connected to a second fixed cylinder (38), one side of the outer wall of the second fixed cylinder (38) is fixedly connected to an anti-collision plate (45), one side of the outer wall of the anti-collision plate (45) is equipped with an anti-collision corner assembly, and a secondary protection assembly is installed inside the mounting plate (32).

6. A municipal bridge reinforcement structure according to claim 5, characterized in that, The anti-collision corner assembly includes a rotating plate (41), the outer wall of the rotating plate (41) is rotatably connected to one side of the outer wall of the anti-collision plate (45), a hinge block (42) is fixedly connected to one side of the inner wall of the rotating plate (41), a second rotating rod (43) is rotatably connected inside the hinge block (42), the outer wall of the second rotating rod (43) is slidably connected inside the fixed plate (31), and a second spring (44) is sleeved on the outer wall of the second rotating rod (43).

7. A municipal bridge reinforcement structure according to claim 5, characterized in that, The secondary protection component includes a first fixed cylinder (33), the outer wall of which is fixedly connected to the inside of the mounting plate (32). A connecting hose (34) is fixedly connected to one side of the outer wall of the first fixed cylinder (33). A one-way valve (35) is fixedly connected to one end of the connecting hose (34). The output end of the one-way valve (35) passes through the inside of the mounting plate (32) and is fixedly connected to an airbag (36). The airbag (36) is disposed between the mounting plate (32) and the anti-collision plate (45). A first piston rod (37) is slidably connected inside the first fixed cylinder (33). One end of the first piston rod (37) is fixedly connected to one side of the inner wall of the anti-collision plate (45).

8. A municipal bridge reinforcement structure according to claim 5, characterized in that, The second fixed cylinder (38) is provided with a first spring (39), one end of the first spring (39) abuts against one side of the inner wall of the second fixed cylinder (38), and the other end of the first spring (39) abuts against one side of the outer wall of the second piston rod (40).

9. A municipal bridge reinforcement structure according to claim 1, characterized in that, The upper end of the third spring (46) abuts against the lower surface of the second support frame (10), and the lower end of the third spring (46) abuts against the upper surface of the first limiting block (12).

10. A municipal bridge, characterized in that, It includes a bridge body (2) and a pier (1), and the bridge body (2) and the pier (1) are equipped with a municipal bridge reinforcement structure as described in any one of claims 1-9.

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