Vertical position phased self-adjusting wave-resistant anti-ship collision device for sea-crossing bridge

Abstract

The present disclosure is a vertical position staged self-adjusting wave-resistant anti-ship collision device for a cross-sea bridge, comprising: a collision-proof sleeve box arranged around the bridge foundation near the water surface; a horizontal restraint system arranged between the bridge foundation and the collision-proof sleeve box; a vertical restraint system, one end of which is fixed to the collision-proof sleeve box, and the other end is fixed to the bridge foundation, for providing an action force to the collision-proof sleeve box in the opposite direction of the vertical movement direction or the movement trend direction; an adjusting water tank arranged at the top of the collision-proof sleeve box for adjusting the water entry depth of the collision-proof sleeve box. By using the present disclosure, the collision-proof sleeve box can be locked when small water level changes or small wave actions occur, and vertically adaptive movement is achieved when large water level changes or large wave actions occur, realizing the anti-ship collision function under different water levels, while reducing the up-down high-frequency movement amplitude and cumulative stroke of the collision-proof sleeve box under the random wave action of the marine environment, reducing the wear and tear of the horizontal restraint system, and improving the wave impact resistance and fatigue resistance.

Description

Technical Field

[0001] This disclosure relates to the field of disaster prevention and mitigation technology in bridge engineering, specifically to a wave-resistant anti-ship collision device for cross-sea bridges with a phased self-adjusting vertical position. Background Technology

[0002] Since the beginning of the 21st century, the construction of cross-sea bridges has entered a fast track. Projects such as the Hong Kong-Zhuhai-Macau Bridge and the Pingtan Strait Bridge have been completed to a high standard, while the Lingdingyang Bridge and Huangmaohai Bridge of the Shenzhen-Zhongshan Bridge are under construction. As bridge construction gradually shifts from inland to the ocean, cross-sea bridges face severe challenges from harsh marine environments such as deep water, strong winds, giant waves, and rapid currents. The vessels passing through cross-sea bridges are large, and the sea conditions are complex; a collision between a ship and a bridge would have unimaginable consequences.

[0003] The performance requirements for anti-collision devices on sea-crossing bridges share some similarities with those on river-crossing bridges, but also have unique aspects. For example, the requirement for anti-collision devices to adapt to changes in water level leading to potential collision positions is the same. However, the difference lies in the fact that the foundations and anti-collision devices of sea-crossing bridges are subjected to both horizontal and vertical wave forces. In addition to ensuring the anti-collision function, the anti-collision devices must minimize the impact of wave forces. While vertically movable anti-collision devices that rise and fall with the water level are suitable for river-crossing bridges, the weak wave action in rivers results in relatively slow vertical movement due to buoyancy and limited cumulative travel. However, when applied to sea-crossing bridges, the dynamic and random nature of wave action causes high-frequency random vibrations in the vertical direction, leading to significant cumulative displacement. This can easily cause fatigue damage to the contact components between the anti-collision device and the bridge foundation, compromising the durability of the device.

[0004] In summary, to ensure the structural safety of cross-sea bridges and the safety of passing vessels, and to improve the durability of anti-ship collision devices, it is urgent to propose anti-ship collision devices for cross-sea bridges that can adapt to large water level changes and reduce wave impact fatigue damage. Summary of the Invention

[0005] (a) Technical problems to be solved

[0006] The main purpose of this disclosure is to address the shortcomings of the prior art by providing a vertically positioned, phased, self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges, thereby ensuring the structural safety of cross-sea bridges and the safety of passing vessels, while also improving the anti-ship collision device's resistance to wave impact and durability.

[0007] (II) Technical Solution

[0008] To achieve the above objectives, this disclosure provides a vertically positioned, phased, self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges, the device comprising:

[0009] Anti-collision enclosure 1 is installed around the bridge foundation near the water surface;

[0010] A horizontal restraint system 2 is installed between the bridge foundation and the anti-collision sleeve 1, so that the anti-collision sleeve 1 makes vertical rolling contact with the outer surface of the bridge foundation;

[0011] The vertical restraint system 3, with one end fixed to the anti-collision housing 1 and the other end fixed to the bridge foundation, is used to provide a force to the anti-collision housing 1 opposite to its vertical movement direction or movement tendency direction; and

[0012] Adjustable water tank 4, located on top of the anti-collision sleeve 1, is used to adjust the water depth of the anti-collision sleeve 1.

[0013] In the above scheme, the anti-collision box 1 is composed of multiple lightweight, high-strength, and corrosion-resistant anti-collision units 5 connected end to end and fixed, and is fitted around the bridge foundation. The mass density of the anti-collision unit 5 is less than that of seawater, and the anti-collision unit 5 adopts a geometric shape that can withstand less wave load while ensuring the anti-ship collision function.

[0014] In the above scheme, the bottom of the anti-collision unit 5 adopts an inverted triangular shape to reduce the vertical effect of waves on the anti-collision unit 5.

[0015] In the above scheme, the upper wave-facing surface of the anti-collision unit 5 is in the form of a slope to reduce the horizontal effect of waves on the anti-collision unit 5.

[0016] In the above scheme, the horizontal constraint system 2 includes multiple roller units 6. The rolling direction of the roller units 6 is vertical. Each anti-collision unit 5 has at least 4 roller units 6 evenly distributed on the wall facing the bridge foundation, with at least 2 rows of roller units 6 in the upper and lower sections.

[0017] In the above scheme, the roller unit 6 is made of high-strength and high-elasticity material to reduce the collision force of the anti-collision unit 5 on the bridge foundation when subjected to ship collision or wave action.

[0018] In the above scheme, the vertical restraint system 3 includes at least four friction dampers 7, which are arranged in the front, rear, left and right sides of the bridge foundation.

[0019] In the above solution, the axis of the friction type damper 7 is set vertically, its bottom end is fixed on the top connecting member of the anti-collision unit 5, and its top end is fixed on the wall connecting member of the bridge foundation; the maximum upward stroke of the friction type damper 7 is equal to the maximum allowable upward displacement of the anti-collision caisson 1, and the maximum downward stroke of the friction type damper 7 is equal to the maximum allowable downward displacement of the anti-collision caisson 1; the friction member of the friction type damper 7 is made of a material with a large friction coefficient, small wear over a long distance, and low temperature sensitivity.

[0020] In the above solution, the critical friction force F provided by the vertical restraint system 3 is less than a times the sum G of the self-weights of the anti-collision caisson 1, the horizontal restraint system 2, and the regulating water tank 4, that is, F < aG; the critical friction force F provided by the vertical restraint system 3 is greater than the vertical force amplitude W of the anti-collision caisson 1 under the action of small-amplitude waves, taking W = bG, that is, F > bG; where a and b are both coefficients less than 1, and a > b, and a and b are determined comprehensively according to the water level, wave conditions at the bridge site of the cross-sea bridge and the anti-collision design objectives.

[0021] In the above solution, the device is installed at the design water level. First, the anti-collision caisson 1 and the horizontal restraint system 2 are installed, and then by filling or releasing water into the regulating water tank 4, after the anti-collision caisson 1 reaches the specified submergence depth, the vertical restraint system 3 is installed to ensure that the vertical restraint system 3 does not provide a force to the anti-collision caisson 1 at the design water level.

[0022] (III) Beneficial effects

[0023] As can be seen from the above technical solution, this vertically position self-adjusting stage-by-stage wave-resistant anti-ship-collision device for cross-sea bridges provided by the present disclosure has the following beneficial effects:

[0024] 1. By using the present disclosure, when the water level changes slightly, since the change in buoyancy is less than the critical friction force provided by the friction damper, the anti-collision caisson is locked and does not move. At the same time, since the water level change is relatively small, the possible position of the ship hitting the bridge will not change significantly, and the anti-collision function of the anti-collision caisson will not change significantly; when the water level changes greatly, since the change in buoyancy will exceed the critical friction force provided by the friction damper, the anti-collision caisson will rise and fall with the rise and fall of the water level and reach a new balance, so that the anti-collision caisson can protect the new ship-hitting bridge part after the water level changes. Therefore, the anti-collision caisson can be locked and immobile under small-amplitude water level changes or small-amplitude wave actions, and can move vertically adaptively under large-amplitude water level changes or large-amplitude wave actions and the movement amplitude can be effectively reduced, realizing the anti-ship-collision function under different water levels. At the same time, the up-and-down high-frequency movement amplitude and cumulative stroke of the anti-collision caisson under the action of random waves in the marine environment can be reduced, the wear of the horizontal restraint system can be reduced, and the anti-wave impact and fatigue resistance of the anti-ship-collision device can be improved.

[0025] 2. Utilizing this disclosure, under medium to small wave action, the anti-collision box remains locked and immobile because the wave force is less than the critical friction force provided by the friction damper. Under large wave action, because the wave force exceeds the critical friction force provided by the friction damper, the anti-collision box will undergo vertical movement, reducing the impact of waves on the anti-collision box itself. Simultaneously, due to the energy dissipation effect of friction damper, part of the kinetic energy of the anti-collision box is converted into heat energy generated by friction, causing the movement of the anti-collision box to rapidly decay and the cumulative displacement of the anti-collision box to be significantly reduced, thus reducing the wear of the horizontal restraint system. Therefore, this disclosure can reduce the high-frequency movement of the anti-collision box under wave action, avoid the impact damage of large waves on the anti-collision box, and improve the fatigue resistance and disaster resistance under extreme conditions of the anti-collision device.

[0026] 3. Using this disclosure, the anti-collision box is composed of multiple anti-collision units, which allows the shape of the anti-collision box to better adapt to the shape of the bridge foundation and facilitates the installation of the anti-collision box; when the anti-collision unit is damaged under the impact of the ship, only the damaged anti-collision unit needs to be replaced, and the other anti-collision units can continue to be used, which reduces maintenance time and maintenance costs.

[0027] 4. By utilizing this disclosure, the water tank is positioned at the top of the anti-collision sleeve, which allows for easy adjustment of the anti-collision sleeve to achieve the designed water depth, facilitating the installation of the friction damper. Attached Figure Description

[0028] Figure 1 A side view schematic diagram of a wave-resistant anti-ship collision device for a cross-sea bridge with phased vertical position adjustment according to an embodiment of the present disclosure;

[0029] Figure 2 A top view schematic diagram of a wave-resistant anti-ship collision device for a cross-sea bridge with phased vertical position adjustment according to an embodiment of the present disclosure;

[0030] Figure 3 This is a schematic diagram showing the connection between the anti-collision unit and the roller unit in a wave-resistant anti-collision device for cross-sea bridges that has a phased vertical position adjustment according to an embodiment of this disclosure.

[0031] Figure 4 This is a schematic diagram showing the connection between multiple anti-collision units in a wave-resistant anti-ship collision device for a cross-sea bridge with phased vertical position adjustment according to an embodiment of this disclosure.

[0032] Figure 5 This is a schematic diagram of the shape of the anti-collision unit in a wave-resistant anti-collision device for a cross-sea bridge with phased vertical position adjustment according to an embodiment of the present disclosure;

[0033] Figure 6This is a schematic diagram of a friction damper in a wave-resistant anti-ship collision device for a cross-sea bridge with phased vertical position adjustment according to an embodiment of the present disclosure.

[0034] Figure 7 A schematic diagram of the hysteresis curve of a friction damper in a wave-resistant, phased-adjustable, vertically positioned anti-collision device for cross-sea bridges according to an embodiment of this disclosure.

[0035] Figure 8 This is a schematic diagram illustrating the force analysis of the anti-collision sleeve of the wave-resistant anti-ship collision device for cross-sea bridges with phased vertical position adjustment according to the embodiments of this disclosure under different water levels.

[0036] Figure 9 This is a schematic diagram illustrating the stress analysis of the anti-collision casing of the wave-resistant cross-sea bridge anti-collision device with phased vertical position adjustment according to the embodiments of this disclosure under the action of waves of different amplitudes.

[0037] Figure label:

[0038] 1- Collision-resistant housing; 2- Horizontal restraint system; 3- Vertical restraint system; 4- Adjustable water tank; 5- Collision-resistant unit; 6- Roller unit; 7- Friction damper; 8- Collision-resistant unit connecting base; 9- Collision-resistant unit connecting rod; 10- Active friction plate; 11- Passive friction plate; 12- Preload bolt Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0040] Please refer to Figure 1 , Figure 2 , Figure 3 and Figure 4 This disclosure provides a vertically self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges. The device includes an anti-collision housing 1, a horizontal restraint system 2, a vertical restraint system 3, and an adjusting water tank 4. The anti-collision housing 1 is positioned around the bridge foundation near the water surface. The horizontal restraint system 2 is positioned between the bridge foundation and the anti-collision housing 1, allowing the anti-collision housing 1 to make vertical rolling contact with the outer surface of the bridge foundation. One end of the vertical restraint system 3 is fixed to the anti-collision housing 1, and the other end is fixed to the bridge foundation, providing a force to the anti-collision housing 1 opposite to its vertical movement direction or tendency to move. The adjusting water tank 4 is positioned on top of the anti-collision housing 1 to adjust the water depth of the anti-collision housing 1.

[0041] During installation, the device is installed at the design water level. First, the anti-collision sleeve 1 and the horizontal restraint system 2 are installed. Then, by adding or releasing water to the regulating water tank 4, the anti-collision sleeve 1 reaches the specified water depth. After that, the vertical restraint system 3 is installed to ensure that the vertical restraint system 3 exerts almost no force on the anti-collision sleeve 1 at the design water level.

[0042] Please refer to Figure 1 , Figure 2 , Figure 4 The anti-collision sleeve 1 includes multiple anti-collision units 5, which are connected end-to-end to form a near-ring shape and are fitted around the bridge foundation. Because the anti-collision sleeve 1 is composed of multiple anti-collision units 5, its shape better adapts to the shape of the bridge foundation, facilitating installation. Each anti-collision unit 5 is equipped with an anti-collision unit connecting base 8. During installation, each individual anti-collision unit 5 is installed independently first. Then, water is added to or released from the regulating water tank 4 to align the connecting bases 8 of adjacent anti-collision units 5. Finally, anti-collision unit connecting rods 9 are used to connect the adjacent connecting bases 8 to securely connect the adjacent anti-collision units 5.

[0043] In this embodiment of the disclosure, since the anti-collision box 1 is composed of multiple anti-collision units 5, when the anti-collision unit 5 is damaged under the impact of the ship, only the damaged anti-collision unit 5 needs to be replaced, and the undamaged anti-collision unit 5 can continue to be used, which reduces maintenance time and maintenance costs.

[0044] In this embodiment, the anti-collision unit 5 is made of a lightweight, high-strength, and corrosion-resistant material with a density less than that of seawater. Optionally, the lightweight, high-strength, and corrosion-resistant material used in the anti-collision unit 5 can be an alloy such as aluminum-lithium alloy, or a carbon-based composite material, a resin-based fiber composite material, etc.

[0045] In this embodiment of the disclosure, the anti-collision unit 5 adopts a geometry with low wave load while ensuring anti-ship collision function. For example... Figure 5 As shown, the bottom of the anti-collision unit 5 can be inverted triangular to reduce the vertical effect of waves on the anti-collision unit 5. At the same time, the upper wave-facing surface of the anti-collision unit 5 can be sloping to reduce the horizontal effect of waves on the anti-collision unit 5.

[0046] Please refer to Figure 3, the horizontal restraint system 2 includes multiple roller units 6. There are at least 4 roller units 6 evenly arranged on the wall surface of each anti-collision unit 5 facing the bridge foundation, and at least 2 rows are arranged vertically. In the embodiment of the present disclosure, the rolling direction of the roller unit 6 is set vertically; the roller unit 6 is made of high-strength and high-elasticity materials to reduce the collision force of the anti-collision unit 5 on the bridge foundation when impacted by a ship or waves. Optionally, the high-strength and high-elasticity materials used for the roller unit 6 can be rubber body materials, alloy materials, etc.

[0047] In the embodiment of the present disclosure, the vertical restraint system 3 includes at least 4 friction dampers 7, and the at least 4 friction dampers 7 are arranged in the front, rear, left and right regions of the bridge foundation. The axial direction of the friction damper 7 is set vertically, its bottom end is fixed on the top connecting member of the anti-collision unit 5, and its top end is fixed on the wall connecting member of the bridge foundation. The maximum upward stroke of the friction damper 7 is equal to the maximum allowable upward displacement of the anti-collision caisson 1, and the maximum downward stroke of the friction damper 7 is equal to the maximum allowable downward displacement of the anti-collision caisson 1.

[0048] Figure 6 A structural schematic diagram of a friction damper is given. The friction damper 7 includes an active friction plate 10, a passive friction plate 11 and multiple pre-tightening bolts 12. Among them, the active friction plate 10 is sandwiched in the U-shaped opening of the passive friction plate 11, and the multiple pre-tightening bolts 12 are arranged on both side surfaces of the U-shaped opening of the passive friction plate 11, and the frictional force between the active friction plate 10 and the passive friction plate 11 is adjusted by adjusting the pre-tightening force of the pre-tightening bolts 12. When the active friction plate 10 moves or has a tendency to move, it will receive a frictional force provided by the passive friction plate 11 in the opposite direction to its movement or movement tendency. Figure 7 A schematic diagram of the hysteresis curve of the friction damper is given. The friction damper 7 has excellent energy dissipation capacity and can effectively reduce the vertical vibration of the anti-collision unit connected to it.

[0049] In the embodiment of the present disclosure, the friction damper 7 is made of materials with a large friction coefficient, small long-distance wear and low temperature sensitivity. Optionally, the materials used for the friction components of the friction damper 7 can be metal fiber aramid materials, etc.

[0050] In the embodiment of the present disclosure, the critical friction force F provided by the vertical restraint system 3 is less than a times the sum G of the self-weights of the anti-collision caisson 1, the horizontal restraint system 2 and the regulating water tank 4, that is, F < aG; the critical friction force F of the vertical restraint system 3 is greater than the vertical force amplitude W of the anti-collision caisson under small-amplitude wave action, and W = bG can be taken, that is, F > bG. Among them, a and b are coefficients less than 1, and a > b. a and b should be determined comprehensively according to the water level, wave conditions and anti-collision design objectives of the sea-crossing bridge location.

[0051] Please refer to Figure 8 Assuming the volume of the crash barrier is V, its height is h, its weight is G, and the mass of the crash barrier is distributed, design the critical frictional force provided by the vertical constraint system as follows: G, i.e., a= When designing the water level, the anti-collision unit just happens to have... The volume of the anti-collision sleeve is above the water surface, at which point the buoyancy ρg When V equals gravity G, the vertical restraint system provides no restraint force to the anti-collision caisson, and the caisson remains stationary. When the water level rises slightly by h / 9, the buoyancy increases by ρg. V, the anti-collision box tends to move upwards, and the vertical restraint system will provide a downward static friction force on the anti-collision box. G, the buoyancy ρg at this time V= G is less than the sum of gravity and friction. Therefore, the anti-collision casing will not move upwards. When the water level rises by 5h / 18, the buoyancy increases by ρg. V, the anti-collision box tends to move upwards, and the vertical restraint system will still provide downward static friction force to the anti-collision box. G, the buoyancy ρg at this time V= G is greater than the sum of gravity and friction. Therefore, the anti-collision caisson will rise with the water level. Analysis shows that the critical point for the anti-collision caisson to rise with the water level occurs when the increase in buoyancy due to the rising water level equals the critical frictional force provided by the vertical restraint system. When the critical frictional force provided by the vertical restraint system is... At time G, when the water level rises more than 2 / 9h, the anti-collision box will rise with the water level; when the water level rises less than or equal to 2 / 9h, the anti-collision box will remain stationary.

[0052] Therefore, it can be seen that the vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges provided in this disclosure has the following characteristics: When the water level changes slightly, the anti-ship collision box remains locked and does not move because the change in buoyancy is less than the critical friction force provided by the friction damper. Simultaneously, because the water level change is relatively small, the possible location of the ship colliding with the bridge does not change significantly, and the anti-ship collision function of the box remains largely unchanged. When the water level changes significantly, the change in buoyancy exceeds the critical friction force provided by the friction damper, causing the anti-ship collision box to rise and fall with the water level until a new equilibrium is reached. This allows the anti-ship collision box to protect the bridge from new collisions caused by changes in water level. Therefore, this disclosure achieves anti-ship collision functionality under different water levels while avoiding continuous movement of the anti-ship collision box under slight water level changes, thus improving the fatigue resistance of the anti-ship collision device.

[0053] Please refer to Figure 9 Assuming the volume of the crash barrier is V, its height is h, its weight is G, and the mass of the crash barrier is distributed, design the critical frictional force provided by the vertical constraint system as follows: G. At the design water level, the anti-collision unit just happens to have... The volume of the anti-collision sleeve is above the water surface, at which point the buoyancy ρg V is equal to gravity G, and the vertical constraint system provides no constraint force on the crash barrier, which remains stationary. The wave force amplitude experienced by the crash barrier under small-amplitude wave action is... G. When wave forces exert an upward vertical wave effect on the crash barrier, the crash barrier tends to move upward. The vertical restraint system provides a downward frictional force to the crash barrier. At this time, the sum of the buoyancy force and the wave force on the crash barrier is: The sum of the downward gravitational force and the frictional force acting on G is: G, the upward force is less than the downward force, ensuring the crash barrier remains stationary. When wave forces exert a downward vertical wave effect on the crash barrier, it tends to move downwards. The vertical restraint system provides an upward frictional force. At this point, the sum of the buoyancy and frictional forces acting on the crash barrier is... The sum of the downward gravitational force and the wave force acting on G is: If the upward force (G) is greater than the downward force, the crash barrier will remain stationary. Analysis shows that the crash barrier will only move when the wave force amplitude exceeds the critical frictional force provided by the vertical restraint system.

[0054] Therefore, it can be seen that the vertically self-adjusting wave-resistant anti-collision device for cross-sea bridges provided in this disclosure has the following characteristics: Under medium and small wave conditions, the anti-collision sleeve remains locked and does not move because the wave force is less than the critical friction force provided by the friction damper. Under large wave conditions, the anti-collision sleeve will move vertically because the wave force exceeds the critical friction force provided by the friction damper, thus reducing the impact of waves on the anti-collision sleeve itself. Simultaneously, due to the energy dissipation effect of friction damper, part of the kinetic energy of the anti-collision sleeve is converted into heat energy generated by friction, causing the movement of the anti-collision sleeve to rapidly decrease and the cumulative displacement of the anti-collision sleeve to be significantly reduced, thereby reducing the wear of the horizontal restraint system. Therefore, by utilizing this disclosure, the high-frequency movement of the anti-collision sleeve under wave action can be reduced, avoiding damage from large waves, and improving the fatigue resistance and disaster resistance under extreme conditions of the anti-collision device.

[0055] This concludes the detailed description of the vertically position-phased self-adjusting wave-resistant anti-ship collision device for cross-sea bridges provided in this disclosure.

[0056] It should be noted that implementations not shown or described in the accompanying drawings or the main text of the specification are all forms known to those skilled in the art and are not described in detail. Furthermore, the definitions of the elements above are not limited to the various specific structures, shapes, or methods mentioned in the embodiments, and those skilled in the art can easily modify or substitute them.

[0057] Of course, the present invention may also include other parts as needed, but since they are not relevant to the innovation of the present invention, they will not be described in detail here.

[0058] Similarly, it should be understood that, in order to simplify the invention and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this inventive approach should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single embodiment of the foregoing invention. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0059] Furthermore, similar or identical parts are referred to by the same reference numerals in the accompanying drawings or description. Technical features in the various embodiments exemplified in the specification can be freely combined to form new solutions without conflict. Additionally, each claim can stand alone as an embodiment, or the technical features in the various claims can be combined to form new embodiments. Furthermore, the shape or thickness of embodiments may be enlarged in the drawings and indicated in a simplified or convenient manner. Moreover, elements or implementations not shown or described in the drawings are those known to those skilled in the art. Additionally, while this document provides examples of parameters containing specific values, it should be understood that the parameters need not be exactly equal to the corresponding values, but can approximate the corresponding values ​​within acceptable error tolerances or design constraints.

[0060] Unless there are technical obstacles or contradictions, the various embodiments of the present invention described above can be freely combined to form other embodiments, all of which are within the protection scope of the present invention.

[0061] Although the invention has been described in conjunction with the accompanying drawings, the embodiments disclosed in the drawings are intended to illustrate preferred embodiments of the invention and should not be construed as limiting the invention. The dimensions and proportions in the drawings are merely illustrative and should not be construed as limiting the invention.

[0062] While some embodiments of the general concept of the present invention have been shown and described, those skilled in the art will understand that changes may be made to these embodiments without departing from the principles and spirit of the general inventive concept, the scope of which is defined by the claims and their equivalents.

[0063] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vertically positioned, phased, self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges, characterized in that, The device includes: Anti-collision enclosure (1) is installed around the bridge foundation near the water surface; A horizontal restraint system (2) is installed between the bridge foundation and the anti-collision sleeve (1), so that the anti-collision sleeve (1) makes vertical rolling contact with the outer surface of the bridge foundation; A vertical restraint system (3), one end fixed to the anti-collision housing (1) and the other end fixed to the bridge foundation, is used to provide a force to the anti-collision housing (1) opposite to its vertical movement direction or movement trend direction; and Adjustable water tank (4), located on top of the anti-collision sleeve (1), is used to adjust the water depth of the anti-collision sleeve (1); The vertical restraint system (3) includes at least four friction dampers (7), which are arranged in the front, rear, left and right sides of the bridge foundation. The friction damper (7) is set to be vertical, with its bottom end fixed to the top connector of the anti-collision unit (5) and its top end fixed to the wall connector of the bridge foundation. The maximum upward stroke of the friction damper (7) is equal to the maximum allowable upward displacement of the anti-collision housing (1), and the maximum downward stroke of the friction damper (7) is equal to the maximum allowable downward displacement of the anti-collision housing (1). The anti-collision box (1) is composed of multiple lightweight, high-strength, and corrosion-resistant anti-collision units (5) connected end to end and fixed, and is fitted around the bridge foundation; the mass density of the anti-collision unit (5) is less than that of seawater, and the anti-collision unit (5) adopts a geometric shape with smaller wave load while ensuring the anti-ship collision function.

2. The vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges according to claim 1, characterized in that, The bottom of the anti-collision unit (5) is inverted triangular to reduce the vertical effect of waves on the anti-collision unit (5).

3. The vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges according to claim 1 or 2, characterized in that, The upper wave-facing surface of the anti-collision unit (5) is in the form of a slope to reduce the horizontal effect of waves on the anti-collision unit (5).

4. The vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges according to claim 1, characterized in that, The horizontal constraint system (2) includes multiple roller units (6). The roller units (6) roll vertically. Each anti-collision unit (5) has at least 4 roller units (6) evenly arranged on the wall of the bridge foundation, with at least 2 rows of roller units (6) in the upper and lower sections.

5. The vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges according to claim 4, characterized in that, The roller unit (6) is made of high-strength and high-elasticity material to reduce the impact force of the anti-collision unit (5) on the bridge foundation when subjected to ship collision or wave action.

6. The vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges according to claim 1, characterized in that, The friction component of the friction damper (7) is made of a material with a high coefficient of friction, low wear over long distances, and low temperature sensitivity.

7. The vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges according to claim 1, characterized in that, The critical frictional force F provided by the vertical restraint system (3) is less than a times the sum of the weights G of the anti-collision sleeve (1), the horizontal restraint system (2), and the regulating water tank (4), i.e., F <aG; The critical frictional force F provided by the vertical constraint system (3) is greater than the vertical force amplitude W of the anti-collision box (1) under small wave action. Take W=bG, that is, F>bG; Here, a and b are both coefficients less than 1, and a>b. a and b are determined comprehensively based on the water level, wave conditions and collision avoidance design objectives of the cross-sea bridge site.

8. The vertically positioned, phased self-adjusting, wave-resistant anti-ship collision device for cross-sea bridges according to claim 1, characterized in that, The device is installed at the design water level. First, the anti-collision sleeve (1) and the horizontal restraint system (2) are installed. Then, by adding or releasing water to the regulating water tank (4), the anti-collision sleeve (1) reaches the specified water depth. Then, the vertical restraint system (3) is installed to ensure that the vertical restraint system (3) does not provide force to the anti-collision sleeve (1) at the design water level.

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