A bridge pier anti-collision device

Abstract

The application provides a novel bridge pier anti-collision device, which comprises a first anti-collision unit and a second anti-collision unit, the outer side wall of the first anti-collision unit is circular in section, and the first anti-collision unit is wrapped and installed on the side wall of the bridge pier, the outer side wall of the first anti-collision unit is provided with a continuous spiral groove from bottom to top, the second anti-collision unit is a circular tube structure, and the second anti-collision unit is sleeved on the outer side wall of the first anti-collision unit, the inner side wall of the second anti-collision unit is provided with guide blocks at equal intervals from top to bottom, the guide blocks are located in the spiral groove, the upper and lower surfaces of the guide blocks are inclined surfaces, and the horizontal inclination angle of the inclined surfaces is the same as that of the spiral groove. The application can effectively realize the damping effect when a ship collides with the bridge pier by accident when sailing to the bridge, and can greatly help the ship to turn after the collision, thereby protecting the ship and the bridge pier.

Description

Technical Field

[0001] This invention belongs to the field of anti-collision equipment, and in particular relates to an anti-collision device for bridge piers. Background Technology

[0002] Bridge construction is one of the most important infrastructure projects today. Bridges mainly consist of piers and a deck. For bridges spanning water, the piers are located in the water, and passing ships pass between the two piers. However, ships are subject to many uncontrollable factors during navigation, such as wind and current. Therefore, the course of ships differs from that of vehicles, and it is more difficult to accurately control the course of ships. In situations with strong winds and fast currents, ships are prone to losing accurate directional control and colliding with the piers, resulting in bridge and ship damage.

[0003] Conventional bridge pier anti-collision devices are simply anti-collision devices fitted onto the bridge piers. When the bow of a ship hits the bridge pier, the anti-collision device only serves as a buffer and does not have the function of guiding the bow of the ship to be straight.

[0004] Therefore, it is necessary to simultaneously achieve cushioning after a ship's bow impact and guide the bow to ensure the safe navigation of the ship and the safety of the bridge. Summary of the Invention

[0005] The problem to be solved by the present invention is to provide a bridge pier anti-collision device, which is especially suitable for ships that accidentally collide with bridge piers during navigation, to achieve effective shock absorption and help the ship turn.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: a bridge pier anti-collision device is provided, including a first anti-collision unit and a second anti-collision unit. The outer wall of the first anti-collision unit has a circular cross-section and is installed on the side wall of the bridge pier. A continuous spiral groove is provided on the outer wall of the first anti-collision unit from bottom to top. The second anti-collision unit is a cylindrical structure and is fitted on the outer wall of the first anti-collision unit. Guide blocks are provided at equal intervals from top to bottom on the inner wall of the second anti-collision unit. The guide blocks are all located in the spiral groove, and the upper and lower surfaces of the guide blocks are inclined surfaces, and the horizontal inclination angle of the inclined surfaces is the same as the horizontal inclination angle of the spiral groove. The second anti-collision unit includes a first C-shaped block and a second C-shaped block. The second anti-collision unit is assembled with the second C-shaped block by connecting a connector to each end of the first C-shaped block. The connectors have dovetail-shaped protrusions on both sides, and dovetail grooves on both sides of the first and second C-shaped blocks. The protrusions on both sides of the connector are inserted into the dovetail grooves of the first and second C-shaped blocks respectively. Guide blocks are provided on the inner wall of the connector. The first and second C-shaped blocks are symmetrically arranged and of the same size. Gaps are left between the guide blocks and the upper and lower sidewalls of the spiral grooves.

[0007] During use, both the first and second anti-collision units serve as anti-collision buffers. When the second anti-collision unit deforms upon impact, the first anti-collision unit also provides buffering force, initially reducing impact damage. Furthermore, due to the influence of the horizontal plane, the second anti-collision unit rotates and rises or falls relative to the first anti-collision unit, causing it to float on the water surface. When the bow of the ship impacts the second anti-collision unit, the second anti-collision unit needs to overcome buoyancy and rotate downwards or overcome its own weight and rotate upwards, thus buffering some of the impact force. As the second anti-collision unit rotates, the bow of the ship also changes direction with the tangential direction of the second anti-collision unit, further reducing the force of a head-on impact with the bridge pier.

[0008] To ensure the second anti-collision unit can rotate relative to the first anti-collision unit due to buoyancy, thus adjusting the relative displacement between them, a gap is left between the upper or lower wall of the spiral groove and the guide block. This allows the second anti-collision unit to adjust its relative position to the first anti-collision unit based on the water level, resulting in smoother rotation and ensuring a better protective effect. Furthermore, because the slope of the upper or lower wall of the spiral groove is the same as that of the upper and lower side walls of the guide block, the contact between the guide block and the spiral groove during rotation is surface contact rather than line contact, thereby reducing wear on the spiral groove or the guide block.

[0009] The advantages and positive effects of this invention are as follows: by adopting the above technical solution, when a ship accidentally collides with a bridge pier while sailing to the bridge, it can effectively achieve shock absorption and can greatly help the ship to turn after the collision, thus protecting the ship and the bridge pier; moreover, this invention has the advantages of simple structure, convenient maintenance, low processing cost, and good shock absorption effect. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the first anti-collision unit structure of the present invention;

[0011] Figure 2 This is a schematic diagram of the second anti-collision unit structure of the present invention;

[0012] Figure 3 yes Figure 1 A magnified structural diagram at point A in the diagram.

[0013] In the picture:

[0014] 1. First anti-collision unit; 11. Spiral groove; 2. Second anti-collision unit.

[0015] 21. Guide block; 22. First C-shaped block; 23. Second C-shaped block

[0016] 24. Connector; 25. Dovetail groove; 26. Protrusion

[0017] 27. Inclined part Detailed Implementation

[0018] like Figure 1-3 As shown, the present invention is a bridge pier anti-collision device, including a first anti-collision unit 1 and a second anti-collision unit 2. The outer wall of the first anti-collision unit 1 has a circular cross-section and is installed on the side wall of the bridge pier. A continuous spiral groove 11 is provided on the outer wall of the first anti-collision unit 1 from bottom to top. The second anti-collision unit 2 has a cylindrical structure and is fitted on the outer wall of the first anti-collision unit 1. Guide blocks 21 are provided at equal intervals from top to bottom on the inner wall of the second anti-collision unit 2. The guide blocks 21 are all located in the spiral groove 11, and the upper and lower surfaces of the guide blocks 21 are inclined surfaces 27. The horizontal inclination angle of the inclined surfaces 27 is the same as the horizontal inclination angle of the spiral groove 11. The second anti-collision unit 2 includes a first C-shaped block 22 and a second C-shaped block 23. The second anti-collision unit 2 is formed by connecting a connector 24 to each end of the first C-shaped block 22. The connector 24 has dovetail-shaped protrusions 26 on both sides, and dovetail grooves 25 on both sides of the first C-shaped block 22 and the second C-shaped block 23. The protrusions 26 on both sides of the connector 24 are inserted into the dovetail grooves 25 of the first C-shaped block 22 and the second C-shaped block 23 respectively. A guide block 21 is provided on the inner side wall of the connector 24. The first C-shaped block 22 and the second C-shaped block 23 are symmetrically arranged and have the same size. There is a gap between the guide block 21 and the upper and lower side walls of the spiral groove 11.

[0019] During use, both the first anti-collision unit 1 and the second anti-collision unit 2 can play a role in anti-collision buffering. When the second anti-collision unit 2 deforms upon impact, the first anti-collision unit 1 can also provide buffering force, initially reducing the impact damage. Furthermore, due to the influence of the horizontal plane, the second anti-collision unit 2 will rotate and rise or fall relative to the first anti-collision unit 1, causing the second anti-collision unit 2 to float on the water surface. When the bow of the ship hits the second anti-collision unit 2, the second anti-collision unit 2 needs to overcome the buoyancy of the water and rotate downwards or overcome its own weight and rotate upwards, which can buffer some of the impact force. As the second anti-collision unit 2 rotates, the bow of the ship also changes direction with the tangential direction of the second anti-collision unit 2, thereby further reducing the force of the head-on impact with the bridge pier.

[0020] In order to ensure that the second anti-collision unit 2 can rotate relative to the first anti-collision unit 1 under the influence of water buoyancy, thereby adjusting the relative displacement between the second anti-collision unit 2 and the first anti-collision unit 1, a gap is left between the upper or lower wall of the spiral groove 11 and the guide block 21. This allows the second anti-collision unit 2 to adjust its relative position with the first anti-collision unit 1 under the influence of water level, making its rotation smoother and ensuring the protective effect.

[0021] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A bridge pier anti-collision device, characterized in that: The system includes a first anti-collision unit (1) and a second anti-collision unit (2). The outer wall of the first anti-collision unit (1) is circular, and the first anti-collision unit (1) is installed on the side wall of the pier. A continuous spiral groove (11) is provided on the outer wall of the first anti-collision unit (1) from bottom to top. The second anti-collision unit (2) is a cylindrical structure, and the second anti-collision unit (2) is fitted on the outer wall of the first anti-collision unit (1). Guide blocks (21) are provided at equal intervals from top to bottom on the inner wall of the second anti-collision unit (2). The guide blocks (21) are all located in the spiral groove (11), and the upper and lower surfaces of the guide blocks (21) are inclined surfaces (27). The horizontal inclination angle of the inclined surfaces (27) is the same as the horizontal inclination angle of the spiral groove (11). The second anti-collision unit (2) includes a first C-shaped block (22) and a second C-shaped block (23). The second anti-collision unit (2) is formed by connecting a connector (24) to the two ends of the first C-shaped block (22) and the second C-shaped block (23). The connector (24) has dovetail protrusions (26) on both sides. The first C-shaped block (22) and the second C-shaped block (23) have dovetail grooves (25) on both sides. The protrusions (26) on both sides of the connector (24) are inserted into the dovetail grooves (25) of the first C-shaped block (22) and the second C-shaped block (23) on both sides. The guide block (21) is provided on the inner side wall of the connector (24). There is a gap between the guide block (21) and the upper and lower sidewalls of the spiral groove (11).

2. The bridge pier anti-collision device according to claim 1, characterized in that: The first C-shaped block (22) and the second C-shaped block (23) are symmetrically arranged and have the same size.

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