A multi-level anti-collision facility for bridge piers

Abstract

This invention discloses a multi-level anti-collision device for bridge piers. The device comprises multiple anti-collision units of the same or different shapes, connected end-to-end to form an anti-collision ring that surrounds the bridge pier. Each anti-collision unit, along the radial direction of the anti-collision ring, comprises, from the outside to the inside, a box structure, a flexible tube, and a protective cover fixedly connected to the box structure. The flexible tube is filled with energy-absorbing and vibration-damping material. The box structure is made of rigid material, and the protective cover is made of non-rigid material. The box structure includes a top surface and a bottom surface opposite to each other. The top surface has a recessed portion, which, together with the inner wall of the protective cover, forms a tubular accommodating space that fits with the flexible tube. The bottom surface is located on the outer ring side of the anti-collision ring. This multi-level anti-collision device for bridge piers aims to solve the technical problems of high cost and severe damage to ships caused by existing bridge pier protection devices.

Description

Technical Field

[0001] This invention relates to the field of bridge pier anti-collision facilities, and more particularly to a multi-level bridge pier anti-collision facility. Background Technology

[0002] With the rapid development of water transportation and the increase in the number of ships, accidents involving ships colliding with bridge piers are constantly increasing. Ship collisions often lead to serious consequences such as bridge destruction, ship sinking, loss of life, and environmental pollution, causing huge economic losses directly or indirectly, and posing a significant threat to transportation and environmental safety. Therefore, research on materials and structures for dissipating collision energy and having buffering and energy-absorbing properties has attracted great attention both domestically and internationally. Internationally, large bridges often use anti-collision structures such as artificial islands, pile groups, and steel box girder bridges. While artificial islands can prevent ships from directly colliding with bridge piers, they occupy a significant portion of the waterway and are very expensive. Pile groups can reduce damage to bridge piers from ships, but they are also expensive, and damaged piers are difficult to repair, while ships suffer severe damage.

[0003] In view of this, it is necessary to propose a multi-level anti-collision device for bridge piers to overcome or at least alleviate the above-mentioned defects. Summary of the Invention

[0004] The main objective of this invention is to provide a multi-level anti-collision device for bridge piers, which aims to solve the technical problems of high cost and serious damage to ships caused by existing bridge pier protection devices.

[0005] To achieve the above objectives, the present invention provides a multi-level anti-collision facility for bridge piers. The multi-level anti-collision facility includes multiple anti-collision units of the same or different shapes, which are sequentially connected end-to-end to form an anti-collision ring that surrounds the bridge pier. Each anti-collision unit, along the radial direction of the anti-collision ring, sequentially includes a box structure, a flexible tube, and a protective cover fixedly connected to the box structure from the outside in. The flexible tube is filled with energy-absorbing and vibration-damping material. The box structure is made of a rigid material, and the protective cover is made of a non-rigid material. The box structure includes a top surface and a bottom surface opposite to each other. The top surface has a recessed portion, which, together with the inner wall of the protective cover, forms a tubular accommodating space that cooperates with the flexible tube. The bottom surface is located on the outer ring side of the anti-collision ring.

[0006] Preferably, the box structure is made of steel or a rigid composite material.

[0007] Preferably, the box structure is a closed hexahedral structure formed by connecting six faces.

[0008] Preferably, the anti-collision unit further includes a fender plate, which is disposed on the bottom surface of the box structure.

[0009] Preferably, both the recess and the inner wall of the protective cover are arc-shaped.

[0010] Preferably, the housing structure and the protective cover are connected by threaded fasteners.

[0011] Preferably, the interior of the flexible tube is provided with a plurality of flexible partitions along the radial direction, the flexible partitions dividing the interior of the flexible tube into a plurality of chambers, the chambers being filled with the energy-absorbing and vibration-damping material.

[0012] Preferably, the flexible tube includes a rubber layer and a fiber-reinforced material layer disposed within the rubber layer.

[0013] Preferably, the cross-section of the flexible tube is circular.

[0014] Preferably, the energy-absorbing and vibration-damping material is one or more of the following: lightweight ceramsite, plastic granules, hollow plastic spheres, foamed concrete granules, polystyrene granule concrete granules, and ceramsite concrete granules.

[0015] In this application, the collision avoidance system is composed of multiple collision avoidance units, adaptable to different pier sizes and shapes. Each collision avoidance unit includes a flexible tube, a box structure, and a protective cover connected to the box structure. The protective cover presses the flexible tube against the box structure and also transmits pressure. The flexible tube is filled with energy-absorbing and vibration-damping material for primary energy dissipation, while the box structure, constructed of rigid materials, provides secondary energy dissipation. This multi-stage energy-dissipating collision avoidance system effectively protects ships and piers: prioritizing ship protection when the overall foundation resistance is sufficient, and achieving multi-stage energy dissipation when ship dimensions vary significantly, thus ensuring no damage to small ships, repairable damage to medium-sized ships, and damage to large ships. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram illustrating the application of the multi-level anti-collision facility for bridge piers in an embodiment of the present invention;

[0018] Figure 2 This is a cross-sectional view of the anti-collision unit according to an embodiment of the present invention;

[0019] Figure 3 This is another cross-sectional view of the anti-collision unit according to an embodiment of the present invention;

[0020] Figure 4 This is a cross-sectional view of the flexible tube according to an embodiment of the present invention.

[0021] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings.

[0022] Explanation of icon numbers:

[0023] 100 - Multi-level anti-collision facilities for bridge piers; 110 - Anti-collision units;

[0024] 111-Soft tube, 112-Box structure, 1121-Recessed part;

[0025] 113 - Protective cover, 114 - Fender plate, 115 - Threaded fastener;

[0026] 1110 - Energy-absorbing and vibration-damping material; 1111 - Fiber-reinforced material layer;

[0027] 1112 - Outer layer, 1113 - Middle layer, 1114 - Inner layer;

[0028] 200-bridge pier. Detailed Implementation

[0029] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0030] The technical solutions of 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 a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0031] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0032] Furthermore, the use of terms such as "first" and "second" in this invention is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0033] Please refer to the appendix. Figure 1To be continued Figure 4 This invention provides a multi-level anti-collision facility 100 for bridge piers. The multi-level anti-collision facility 100 for bridge piers includes multiple anti-collision units 110, which are connected end-to-end to form an anti-collision ring that can surround the bridge pier 200. Each anti-collision unit 110, along the radial direction of the anti-collision ring, includes, from the outside to the inside, a box structure 112, a flexible tube 111, and a protective cover 113 connected to the box structure 112. The flexible tube 111 is filled with energy-absorbing and vibration-damping material 1110. The box structure 112 is made of rigid material, and the protective cover 113 is made of non-rigid material. The box structure 112 includes a bottom surface and a top surface that are opposite to each other. The bottom surface of the box structure 112 is located on the outer ring side of the anti-collision ring and contacts the impacting ship's side. The top surface of the box structure 112 has a recess 1121, which, together with the inner wall of the protective cover 113, forms a tubular accommodating space that cooperates with the flexible tube 111.

[0034] In this application, the anti-collision facility is composed of multiple anti-collision units 110, which can adapt to different sizes and shapes of bridge piers 200. Each anti-collision unit 110, along the radial direction of the anti-collision ring, includes, from the outside to the inside, a box structure 112, a flexible tube 111, and a protective cover 113 connected to the box structure 112. The protective cover 113 presses the flexible tube 111 against the box structure 112 and also transmits pressure. The flexible tube 111 is filled with energy-absorbing and vibration-damping material 1110 for primary energy dissipation, while the box structure 112, constructed of rigid material, provides secondary energy dissipation.

[0035] In this multi-stage collision avoidance system 100, the flexible structure is positioned closer to the pier 200, while the box structure 112 is positioned further away. When a ship collides with the pier, the ship's side contacts the bottom surface of the box structure 112. The protective cover 113 and the flexible tube 111 deform first, and the energy-absorbing and vibration-damping material 1110 inside the flexible tube 111 elastically deforms and absorbs the ship's kinetic energy. When the flexible tube 111 reaches its deformation limit, the box structure 112 activates, damaging the ship's side while absorbing some of the kinetic energy. This multi-stage energy-dissipating collision avoidance system effectively protects both the ship and the pier 200. When the overall foundation resistance is sufficient, it primarily protects the ship; when the ship's dimensions vary significantly, it achieves multi-stage energy dissipation, ensuring that small ships are undamaged, medium-sized ships can be repaired, and large ships are damaged.

[0036] The box structure 112 can be made of steel or rigid composite material. (See attached image) Figure 2 The core is a steel box with internal joints. To further enhance the steel box's bending resistance, reinforcing ribs, connecting plates, and partitions can be added inside. The steel box offers slightly higher rigidity and lower cost, but provides slightly less protection for the ship, and the steel structure requires regular maintenance. (See attached image) Figure 3The central part is a rigid composite material box, specifically FRP (fiberglass reinforced plastic) or GFRP (gold-plated plastic). Rigid composite materials have slightly lower rigidity than steel, effectively protecting bridges and ships. Composite materials require minimal maintenance and are easy to replace, but are more expensive. The rigidity of the protective cover 113 is less than that of the box structure 112; the protective cover 113 can be made of plastic or other softer materials.

[0037] The enclosure structure 112 and the protective cover 113 can be connected by threaded fasteners 115. A connecting plate can be provided on the side of the enclosure structure 112, and the protective cover 113 and the connecting plate can be fixedly installed by threaded fasteners 115 passing through them. The threaded fasteners 115 include, but are not limited to, bolts and screws.

[0038] The multiple anti-collision units 110 can be fixed together by threaded or locking connections. Since the bridge piers are pre-built, dividing the anti-collision facilities into multiple anti-collision units 110 facilitates the installation of the facilities. Specifically, flanges can be installed at both ends of the box structure 112, and multiple anti-collision units 110 can be spliced ​​together by connecting the various box structures.

[0039] In a preferred embodiment of the present invention, the energy-absorbing and vibration-damping material 1110 can be granular material. The granular material is lightweight energy-absorbing particles, and is selected from one or more of lightweight ceramsite, plastic particles, hollow plastic spheres, foamed concrete particles, polystyrene particle concrete particles, and ceramsite concrete particles. It can absorb impact energy through compression and breakage, protecting the ship and bridge pier 200. The flexible tube 111 filled with granular material enables the entire device to have greater buoyancy, allowing it to float up and down with changes in water level. Furthermore, by deforming the protective cover 113 and breaking the granular material, the energy generated by the ship collision is absorbed, effectively reducing the impact force and thus effectively protecting the bridge pier 200 and the ship. Since the anti-collision facility is composed of multiple anti-collision units 110, repairs and replacements can be made to the damaged parts, minimizing the damage caused by the impact and saving time and costs. Two sets of multi-level anti-collision facilities 100 can be installed on one bridge pier 200, with each set having a length of 12.14 meters and a width of 10.14 meters.

[0040] As an optional embodiment of the present invention, the protective cover 113 is thin-shell shaped and can be made of steel or fiberglass, which are characterized by low price, light weight, and a certain degree of toughness. The protective cover 113 is used to press the flexible tube 111 against the box structure 112, and also serves to transmit pressure.

[0041] As a specific embodiment of the present invention, the box structure 112 is a closed hexahedral structure formed by connecting six faces. The closed structure formed by connecting six faces has stronger resistance to deformation.

[0042] As an optional embodiment of the present invention, the anti-collision unit 110 further includes a fender 114, which is disposed on the bottom surface of the box structure 112. The fender 114 can be made of rubber and serves to protect the ship's pier.

[0043] Furthermore, both the recess and the inner wall of the protective cover 113 are arc-shaped. The recess and the inner wall of the protective cover 113 form a cylindrical receiving chamber, in which the flexible tube 111 is clamped. Preferably, the cross-section of the flexible tube 111 is circular. A circular cross-section provides better resistance to deformation.

[0044] Preferably, the flexible tube 111 has multiple flexible partitions arranged radially inside, dividing the interior of the flexible tube 111 into multiple chambers, each filled with an energy-absorbing and vibration-damping material 1110. Dividing the interior of the flexible tube 111 into multiple chambers via the flexible partitions allows for the replacement of only a portion of the energy-absorbing and vibration-damping material 1110 in case of damage to the flexible tube 111. The flexible tube 111 has multiple inlets, each corresponding to one of the multiple chambers. The energy-absorbing and vibration-damping material 1110 is filled into the chambers through the inlets, and the inlets are sealed after filling using zippers, knots, or other methods.

[0045] In a preferred embodiment of the present invention, the flexible tube 111 includes a rubber layer and a fiber reinforcement material layer 1111 disposed within the rubber layer. The fiber reinforcement material layer 1111 serves as a load-bearing skeleton, while the rubber layer protects the fiber reinforcement material layer 1111 and together they bear the load. The rubber layer may include an outer layer 1112, a middle layer 1113, and an inner layer 1114 arranged sequentially from the outside to the inside. The fiber reinforcement material layer 1111 is disposed between the inner layer 1114 and the middle layer 1113, or between the middle layer 1113 and the outer layer 1112, or simultaneously between the inner layer 1114 and the middle layer 1113 and between the middle layer 1113 and the outer layer 1112. In this invention, the fiber reinforcement material layer 1111 is one or more of nylon fabric, fiber fabric, wire mesh, and nylon canvas, and the rubber layer is one or more of chloroprene rubber, butyl rubber, chlorosulfonated polyethylene rubber, and polyurea. Preferably, the outer layer 1112 is made of one or more of chloroprene rubber, butyl rubber, chlorosulfonated polyethylene rubber, and polyurea with a thickness of 2.5 mm or more, possessing excellent wear resistance, aging resistance, and cold resistance. The middle layer 1113 uses rubber with a thickness of 0.3–0.5 mm, serving to protect and connect the fiber-reinforced material layer 1111, and has high adhesion. The inner layer 1114 uses rubber with a thickness greater than 2 mm, which, in addition to protecting the fiber-reinforced material, also provides water tightness and air tightness. Furthermore, in this invention, the elongation of the aforementioned rubber can reach 350%, and the tensile elongation at break of the fiber-reinforced rubber-based soft layer can reach over 50%, enabling it to support large deformations and fully absorb impact energy.

[0046] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A multi-stage anti-collision facility for a bridge pier, characterized by, The multi-level anti-collision facility for the bridge pier includes multiple anti-collision units of the same or different shapes, which are connected end to end to form an anti-collision ring that can surround the bridge pier. Each anti-collision unit, along the radial direction of the anti-collision ring, includes, from the outside to the inside, a box structure, a flexible tube, and a protective cover fixedly connected to the box structure. The flexible tube is filled with energy-absorbing and vibration-damping material. The box structure is made of rigid material, and the protective cover is made of non-rigid material. The box structure includes a top surface and a bottom surface opposite to each other. The top surface has a recessed portion, which, together with the inner wall of the protective cover, forms a tubular accommodating space that fits with the flexible tube. The bottom surface is located on the outer ring side of the anti-collision ring. The housing structure and the protective cover are connected by threaded fasteners; The rigidity of the protective cover is less than that of the box structure, and the protective cover is made of plastic. The flexible tube includes a rubber layer and a fiber-reinforced material layer disposed within the rubber layer; the rubber layer includes an outer layer, a middle layer and an inner layer disposed sequentially from the outside to the inside, and the fiber-reinforced material layer is disposed between the inner layer and the middle layer, or between the middle layer and the outer layer, or simultaneously between the inner layer and the middle layer and between the middle layer and the outer layer.

2. The multi-stage pier crash avoidance system of claim 1, wherein, The box structure is made of steel or rigid composite material.

3. The multi-stage pier crash avoidance system of claim 1, wherein, The box structure is a closed hexahedral structure composed of six connected faces.

4. The multi-stage pier crash avoidance system of claim 1, wherein, The anti-collision unit also includes a fender plate, which is disposed on the bottom surface of the box structure.

5. The multi-stage pier impact mitigation system of claim 1, wherein, Both the recessed portion and the inner wall of the protective cover are arc-shaped.

6. The multi-stage bridge pier impact prevention facility according to any one of claims 1 to 5, characterized in that, The interior of the flexible tube is provided with multiple flexible partitions along the radial direction, which divide the interior of the flexible tube into multiple chambers, and the chambers are filled with energy-absorbing and vibration-damping materials.

7. The multi-stage bridge pier impact prevention system according to any one of claims 1 to 5, wherein The cross-section of the flexible tube is circular.

8. The multi-stage bridge pier impact prevention system according to any one of claims 1 to 5, wherein The energy-absorbing and vibration-damping material is one or more of the following: lightweight ceramsite, plastic granules, hollow plastic spheres, foamed concrete granules, polystyrene granule concrete granules, and ceramsite concrete granules.

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