A hierarchical anti-ship collision device and design method

Abstract

The application discloses a hierarchical ship collision prevention device and a design method, and relates to the technical field of bridge structure protection. The hierarchical ship collision prevention device comprises a steel floating box capable of self-floating and movably sleeved on a pier; a plurality of air bags capable of being inflated and deflated are divided into two groups and are respectively attached to two collision surfaces of the steel floating box; the top of each air bag is provided with a safety valve in a normally closed state; the safety valve is opened when the bearing capacity of the air bag reaches the limit bearing capacity; and two outer protective plates are respectively arranged on the collision sides of the two groups of air bags. The application also discloses a design method of the hierarchical ship collision prevention device. The air bags completely absorb the collision energy of small typical tonnage ships, and the air bags and the steel floating box 1 jointly absorb the collision energy of large typical tonnage ships. The hierarchical ship collision prevention device and the design method can have strong energy absorption capacity and can avoid the situation that the ship collision prevention device is destroyed after collision.

Description

Technical Field

[0001] The present application relates to the technical field of bridge structure protection, and in particular to a graded ship collision prevention device and a design method. Background Art

[0002] According to statistics released by the Ministry of Transport, there are currently approximately 17,000 bridges of various types spanning waterways across China, including over 2,500 high-grade waterway bridges. The rapid development of the shipping industry has led to a significant increase in the number, tonnage, and speed of ships, and a corresponding increase in ship-bridge collisions. Ship collisions with bridges not only cause damage to piers or ship structures, environmental pollution, cargo spills, and casualties, but also lead to irreparable losses to socioeconomic development. To ensure the safety of bridge structures and reduce damage to ships in ship collisions, technical personnel have developed a variety of anti-ship collision devices.

[0003] In related technologies, small-tonnage vessels predominate within waterways, leading to a high probability of collisions. Small-tonnage vessels account for over 80% of collisions. Conventional anti-collision devices dissipate energy and force through elastic-plastic deformation. Common anti-collision devices on the market are mostly elastic-plastic energy-dissipating devices, such as the steel-UHPC combined anti-collision buoy disclosed in patent CN214061511U. This utilizes three layers of steel to form a ring-shaped structure surrounding a bridge pier, with UHPC filled between the first and second steel boxes.

[0004] However, the steel-UHPC combined anti-collision buoy has high rigidity but poor energy absorption capacity, and is easily damaged by the hull structure of the ship that is hit; and other anti-collision measures with low rigidity are basically destroyed in every collision. After each ship collision accident, the anti-collision device needs to be replaced as a whole, which is costly and inconvenient for subsequent maintenance. Summary of the Invention

[0005] In response to the defects in the existing technology, the purpose of this application is to provide a graded anti-ship collision device and design method, which has strong energy absorption capacity and can avoid the destruction of the anti-ship collision device in every collision.

[0006] In order to achieve the above purpose, the technical solution adopted is: a graded anti-ship collision device includes:

[0007] Self-floating steel pontoons are movably mounted on the bridge piers;

[0008] Several inflatable and deflable airbags are divided into two groups and attached to the two collision surfaces of the steel buoyancy tank respectively; the top of each airbag is provided with a normally closed safety valve; the safety valve opens when the airbag's bearing capacity reaches its limit;

[0009] Two outer guard plates are respectively arranged on the impact side of the two sets of airbags.

[0010] On the basis of the above technical solution, the two collision surfaces of the steel pontoon are configured as sharp-angle structures, the outer guard plate is correspondingly configured as a sharp-angle folded plate, and each group of airbags is arranged between the corresponding sharp-angle structure and the sharp-angle folded plate.

[0011] On the basis of the above technical solution, the steel pontoon comprises a steel box body, a lightweight energy-absorbing material filled in the steel box body, and transverse partitions and vertical partitions crisscrossed in the steel box body.

[0012] Based on the above technical solution, the airbag is a vertical cylindrical shape, and the top of the airbag also has an inflation nozzle; the outer surface of the side wall of the steel float box has an upward steel box hook, and the outer surface of the airbag is provided with a hanging belt, and the inner surface of the outer guard plate has a downward steel plate hook, the steel plate hook is hung on the hanging belt, and the hanging belt is hung on the steel box hook.

[0013] This application also discloses a design method for the aforementioned graded ship collision prevention device, comprising the following steps:

[0014] S1: Based on the navigation data of the waterway where the bridge pier is located, the mass and navigation speed of navigable ships are counted, and the small typical tonnage and large typical tonnage of ships are determined according to the set rules. The corresponding speeds of small typical tonnage ships and large typical tonnage ships are determined respectively;

[0015] S2: Design a single airbag and obtain the relationship curve between the bearing capacity and extrusion thickness of the single airbag based on the initial internal pressure and initial diameter of the airbag;

[0016] S3: The number of airbags is determined based on the fact that the impact energy of a typical small tonnage ship is completely absorbed by a single set of airbags;

[0017] S4: Design the steel pontoon, obtain the stiffness of the steel pontoon, and determine the maximum allowable deformation of the steel pontoon.

[0018] S5: Based on the fact that the impact energy of a typical large tonnage ship is completely absorbed by the airbags and the steel pontoons, the energy that the steel pontoons need to absorb is determined, and the actual deformation of the steel pontoons is calculated in combination with the stiffness of the steel pontoons and the energy that the steel pontoons need to absorb. It is determined whether the actual deformation is greater than the maximum allowable deformation. If so, return to S4; if not, end.

[0019] On the basis of the above technical solution, in step S1, the tonnage of the ship is divided into small tonnage and large tonnage according to the set rules, and the tonnage and speed of the small tonnage ship and the large tonnage ship are determined respectively, including:

[0020] Confirm the waterway level where the bridge pier is located and the corresponding maximum navigable ship tonnage;

[0021] The typical tonnage of large-tonnage ships is the tonnage of the largest navigable ship;

[0022] If the tonnage of the largest navigable vessel is greater than or equal to 3,000 tons, the typical tonnage of a small-tonnage vessel is 2,000 tons; if the tonnage of the largest navigable vessel is less than 3,000 tons, the typical tonnage of a small-tonnage vessel is half of the tonnage of the largest navigable vessel;

[0023] The typical speed is the maximum speed of a ship of the corresponding tonnage when crossing a bridge.

[0024] Based on the above technical solution, step S2 specifically includes:

[0025] S21: According to the initial internal pressure of the airbag and initial diameter of the balloon , calculate the working thickness of the airbag after being hit The working pressure is :

[0026] ;

[0027] S22: Substitute into the standard formula Among them, is the airbag carrying capacity, is the internal pressure of the airbag, is the side projection area of ​​the airbag contact surface; , is the orthographic projection width of the airbag contact surface, is the airbag length; get the working thickness of the safety valve Airbag carrying capacity for:

[0028] ;

[0029] according to H =D - h , converted to obtain the extrusion thickness h Airbag carrying capacity for:

[0030]

[0031] After the safety valve is opened, the airbag maintains a constant load-bearing capacity, and the relationship curve between the load-bearing capacity and extrusion thickness of a single airbag is obtained.

[0032] Based on the above technical solution, step S3 specifically includes:

[0033] S31: The kinetic energy of a small typical tonnage ship during sailing is :

[0034] ;

[0035] in, is the mass of a small typical tonnage ship, is the navigation speed of a small typical tonnage ship;

[0036] S32: Calculate the energy that a single airbag can absorb based on the relationship between the load-bearing capacity and the extrusion thickness of the single airbag for:

[0037] ;

[0038] in, h 0 is the extrusion thickness threshold of the airbag when the safety valve is opened. Q 0 is h = h Airbag carrying capacity at 0 o'clock;

[0039] The number of airbags required for the anti-ship collision device is for:

[0040] .

[0041] Based on the above technical solution, in step S4, the dimensions of each component of the steel pontoon are determined, the material is determined and a model is established, a loading test is carried out, the stiffness k of the steel pontoon is obtained, and the maximum allowable deformation s of the steel pontoon is determined.

[0042] Based on the above technical solution, step S5 specifically includes:

[0043] S51: Calculate the energy that the steel pontoon needs to absorb when impacting a typical large tonnage ship :

[0044]

[0045] in, is the energy ratio absorbed by the anti-collision device when a typical tonnage ship collides, is the kinetic energy of a typical large tonnage ship sailing at a typical speed, calculated from the mass and speed of the typical large tonnage ship;

[0046] The deformation y generated by the steel pontoon absorbing the set energy is:

[0047]

[0048] like , then the steel pontoon is reasonably set;

[0049] like , the steel pontoon needs to be redesigned.

[0050] The beneficial effects of the technical solution provided by this application include:

[0051] 1. The graded anti-ship collision device of the present application is composed of a steel pontoon, an airbag with a safety valve, and an outer guard plate from the inside to the outside along the radial direction of the pier, forming a two-stage energy absorption. The outer layer absorbs the collision energy through two groups of airbags, and the inner layer absorbs the collision energy through the plastic deformation of the steel pontoon. When a ship collides with the pier, it first contacts the outer guard plate, which squeezes the entire group of airbags. When the bearing capacity of the airbags reaches the ultimate bearing capacity, the safety valve opens, and the gas in the airbags leaks out, so that the ship reaches the steel pontoon with a constant force, exhausts the gas and unloads the force, achieving the purpose of protecting the airbags and reducing the ship collision force. After the collision is over, the airbags can be inflated for a second time. It not only has a strong energy absorption capacity, but also solves the problem of the existing anti-ship collision device being destroyed in every collision. At the same time, the graded anti-ship collision device of the present application is targeted. A single-row airbag can absorb the collision energy of a small-tonnage ship, and a single-row airbag and a steel pontoon can jointly absorb the collision energy of a large-tonnage ship, with a graded anti-ship collision function.

[0052] 2. The design method of the graded anti-ship collision device of the present application divides navigable ships into large and small levels according to ship tonnage, and conducts rigorous calculation and design to meet the requirements that the impact energy of small typical tonnage ships is completely absorbed by a single set of airbags; the impact energy of large typical tonnage ships is absorbed by a single set of airbags and steel pontoons, and at the same time the steel pontoons will not be damaged. The design is sophisticated, and the airbags can be reused many times; whether facing a small typical tonnage ship or a large typical tonnage ship, they will not be damaged by the collision. Compared with the existing technology, the cost of replacing the entire anti-ship collision device is greatly saved. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0054] Figure 1 A top view of the ship collision prevention device provided in an embodiment of the present application;

[0055] Figure 2 yes Figure 1 AA cross-sectional view;

[0056] Figure 3 is a cross-sectional view of a steel pontoon provided in an embodiment of the present application;

[0057] Figure 4 Schematic diagram of the structure of the airbag provided in an embodiment of the present application;

[0058] Figure 5 is a side view of the outer guard plate provided in an embodiment of the present application;

[0059] Figure 6is a graph showing the relationship between extrusion thickness and airbag bearing capacity provided in an embodiment of the present application;

[0060] Figure 7 Schematic diagram of the dimensions of the airbag in the free state and the squeezed state provided by the embodiment of the present application;

[0061] Figure numerals: 100, bridge pier; 1, steel pontoon; 11, steel box body; 12, lightweight energy-absorbing material; 13, transverse partition; 14, vertical partition; 15, steel box hook; 2, airbag; 21, bag head; 22, bag body; 23, bag tail; 24, inflation nozzle; 25, safety valve; 26, suspension belt; 3, outer guard plate; 31, steel plate body; 32, steel plate hook; 4, energy-absorbing block. DETAILED DESCRIPTION

[0062] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only intended to illustrate the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0063] like Figure 1 As shown, the present application discloses an embodiment of a graded anti-ship collision device, which includes a steel buoyancy box 1, a plurality of air bags 2 and two outer guard plates 3.

[0064] The steel pontoon 1 is self-buoyant, rising and falling with the rise and fall of the water surface. It is flexibly mounted on the bridge pier 100. The airbags 2 are inflatable and deflable, arranged in two groups, one attached to each of the two impact surfaces of the steel pontoon 1. Each airbag 2 has a safety valve 25 at its top. The safety valve 25 is normally closed. When the airbag's load capacity reaches its limit, the valve 25 opens, allowing the airbag 2 to deflate and release pressure, relieving the impact force. Preferably, the two groups of airbags 2 are detachably attached to each of the two impact surfaces of the steel pontoon 1.

[0065] The two outer guard plates 3 are respectively arranged on the collision sides of the two groups of airbags 2.

[0066] The graded anti-ship collision device has two levels of energy absorption: one for the airbag 2 alone to absorb the collision energy of small-typical-tonnage vessels; the other for the airbag 2 and steel pontoon 1 to jointly absorb the collision energy of large-typical-tonnage vessels. Specifically, the graded anti-ship collision device has two levels of energy absorption: one for small-typical-tonnage vessels, the other for large-typical-tonnage vessels. When the outer hull 3 is struck by a small-typical-tonnage vessel, the airbag 2 deflates to absorb the collision energy. When the outer hull 3 is struck by a large-typical-tonnage vessel, the deflation of the airbag 2 and the deformation of the steel pontoon 1 jointly absorb the collision energy.

[0067] Specifically, the ships passing through the channel where the pier 100 is located are determined as small typical tonnage ships and large typical tonnage ships, as well as the corresponding speeds according to set rules.

[0068] The graded anti-ship collision device of the present application comprises, from the inside to the outside along the radial direction of the pier 100, a steel pontoon 1, an airbag 2 with a safety valve 25 and an outer guard plate 3, forming a two-stage energy absorption. The outer layer absorbs the collision energy through two groups of airbags 2, and the inner layer absorbs the collision energy through plastic deformation of the steel pontoon 1.

[0069] In this application's graded ship collision avoidance system, airbag 2 relieves force by deflation and, crucially, can be re-inflated and reused after a collision. Airbag 2 mitigates the impact force between the ship and the steel pontoon, preventing damage to the pontoon from pulse loads. This ensures zero damage to the pontoon when a small-tonnage ship strikes, reducing maintenance frequency and costs.

[0070] When a ship strikes pier 100, it first contacts outer sheathing 3, which compresses airbag 2. When the airbag's bearing capacity reaches its ultimate capacity, safety valve 25 opens, releasing the gas in airbag 2. This allows the ship to reach steel pontoon 1 with a constant force (the airbag's bearing capacity), protecting airbag 2 and reducing the impact force. After the impact, airbag 2 can be inflated for a second use, resolving the issue of inevitable destruction in existing technologies. This device offers a graded anti-collision system. When a small-tonnage ship strikes, the airbag with a safety valve absorbs the ship's kinetic energy. When a large-tonnage ship strikes, the steel pontoon and airbag with a safety valve jointly absorb the ship's kinetic energy. Specifically, this application uses a small-tonnage typical ship as a representative of small-tonnage ships and a large-tonnage typical ship as a representative of large-tonnage ships.

[0071] like Figure 1 As shown, in one embodiment, the two impact surfaces of the steel pontoon 1 are configured as sharp-angle structures, and the outer guard plate 3 is correspondingly configured as a sharp-angle folded plate. Each group of airbags 2 is arranged between the corresponding sharp-angle structure and the sharp-angle folded plate. In the graded anti-ship collision device of the present application, the sharp-angle structure can guide the ship to slide sideways to avoid a head-on collision. At the same time, the structure further increases the first level of energy absorption, forming a third level of energy absorption. When a ship collides, the sharp-angle structure deforms inward, which can absorb the collision energy to a certain extent. Afterwards, the sharp-angle structure itself deforms inward to absorb the collision energy.

[0072] like Figure 3 As shown, the steel pontoon 1 further comprises a steel body 11, a lightweight energy-absorbing material 12 filled within the steel body 11, and transverse and vertical baffles 13 and 14 arranged crisscrossly within the steel body 11. The transverse and vertical baffles 13, 14, and the lightweight energy-absorbing material enable the steel pontoon 1 to absorb more collision energy while maintaining self-buoyancy.

[0073] like Figure 2 、 Figure 4 and Figure 5 As shown, in one embodiment, the airbag 2 is a vertical cylindrical shape, and an inflation nozzle 24 is provided at the top of the airbag 2 to facilitate inflation and reuse after deflation. An upward-facing steel hook 15 is provided on the outer surface of the sidewall of the steel pontoon 1. A suspension belt 26 is provided on the outer surface of the airbag 2. The inner surface of the outer guard plate 3 has a downward-facing steel hook 32. The steel hook 32 is hung on the suspension belt 26, and the suspension belt 26 is hung on the steel hook 15.

[0074] Specifically, the steel box hook 15 is arranged on the outer surface of the side wall of the steel box body 11, and the outer guard plate 3 includes a steel plate body 31 and a steel plate hook 32, and the steel plate hook 32 is arranged on the surface of the steel plate body 31.

[0075] Two rows of downward-facing steel hooks 32 are welded on the outer guard plate 3, which are directly hung on the airbag 2 with a safety valve when working; the outer guard plate 3 has a certain rigidity, which can ensure that it does not deform too much when hit by a ship, so that the collision surface can bear the force together with the entire group of airbags 2.

[0076] Specifically, the airbag 2 is divided into a bag head 21, a bag body 22 and a bag tail 23. The safety valve 25 and the inflation nozzle 24 are both arranged on the bag head 21. Two hanging belts 26 are arranged at intervals above and below the bag body 22. The bag head 21 and the bag tail 23 are both bullet-shaped.

[0077] In the graded anti-ship collision device of the present application, the outer guard plate 3 is hung on the outer surface of the airbag 2, and the airbag 2 is hung on the outer surface of the side wall of the steel pontoon 1, which is easy to disassemble and can be quickly disassembled and replaced after a collision.

[0078] Preferably, energy absorbing blocks are provided on the inner side of the steel pontoon 1 adjacent to the bridge pier 100 to facilitate energy absorption.

[0079] Preferably, the interior of the airbag 2 is filled with inert gas. The carrying capacity of the airbag 2 can be adjusted by changing the initial pressure value of the airbag 2. By setting a safety valve, when the carrying capacity of the airbag reaches the limit carrying capacity, the safety valve opens and the gas leaks out, thereby achieving the purpose of increasing the energy consumption of the airbag and protecting the airbag.

[0080] like Figure 7 As shown, the present application also discloses a design method for the above-mentioned graded anti-ship collision device, comprising the following steps:

[0081] S1: Based on navigation data for the channel where pier 100 is located, the mass and speed of navigable ships are calculated. The small and large typical tonnages of the ships are determined according to pre-set rules. The corresponding speeds for the small and large typical tonnage ships are also determined. This prepares the airbags for completely absorbing the collision energy of the small typical tonnage ship, and for the airbags and steel pontoon 1 to jointly absorb the collision energy of the large typical tonnage ship.

[0082] S2: Design a single airbag 2, given the initial internal pressure and initial diameter of the airbag 2, and calculate the relationship curve between the bearing capacity and extrusion thickness of the single airbag 2.

[0083] S3: Based on the assumption that the impact energy of a typical small-tonnage ship is completely absorbed by a single set of airbags 2, the number of airbags 2 is determined. Specifically, the collision energy that a single airbag 2 can absorb is determined based on the relationship curve between its load-bearing capacity and its extrusion thickness. The kinetic energy of the typical small-tonnage ship is calculated based on its weight and speed. The kinetic energy is then divided by the weight and speed to determine the number of airbags 2 required.

[0084] S4: Design the steel pontoon 1, obtain its stiffness, and determine its maximum allowable deformation. Specifically, determine the dimensions of each component, choose the material, and build a model. Loading tests are then conducted to obtain the approximate stiffness k and determine its maximum allowable deformation s.

[0085] S5: Based on the assumption that the impact energy of a typical large tonnage ship is completely absorbed by the airbag 2 and the steel pontoon 1, determine the energy that the steel pontoon 1 needs to absorb. , and combined with the stiffness k of the steel pontoon 1 and the energy that the steel pontoon 1 needs to absorb Calculate the actual deformation y of the steel pontoon 1 and determine whether the actual deformation y is greater than the maximum allowable deformation s. If so, y>s, which means that the steel pontoon 1 will be damaged after the impact. Return to S4 and redesign. If not, y≤s, which means that the steel pontoon 1 will not be damaged after the impact. The design is reasonable and the process ends.

[0086] The design method of the graded anti-ship collision device of the present application directly analyzes and designs small typical tonnage ships and large typical tonnage ships, and is highly representative; the designed graded anti-ship collision device is theoretically rigorous and can meet the requirements that the impact energy of small typical tonnage ships is completely absorbed by a single set of airbags, and the impact energy of large typical tonnage ships is absorbed by a single set of airbags and a steel pontoon 1.

[0087] Furthermore, in step S1, the small typical tonnage and large typical tonnage of the ship are determined according to the set rules, and the corresponding speeds of the small typical tonnage ship and the large typical tonnage ship are determined respectively, including:

[0088] Confirm the waterway level where pier 100 is located and the corresponding maximum navigable ship tonnage;

[0089] The tonnage of a large typical tonnage ship is the tonnage of the largest navigable ship;

[0090] The principle for the tonnage of a small typical tonnage ship is that if the tonnage of the largest navigable ship is greater than or equal to 3,000 tons, the tonnage of the small typical tonnage ship is 2,000 tons; if the tonnage of the largest navigable ship is less than 2,000 tons, the tonnage of the small typical tonnage ship is half of the tonnage of the largest navigable ship.

[0091] The typical speed is the maximum speed of a ship of the corresponding tonnage passing the bridge, that is, the typical speed can be directly obtained by looking up the table.

[0092] Statistics from actual ship collision accidents show that 80% of ship collision accidents occur with small-tonnage ships. The classification principle of this application can meet the collision energy absorption requirements of small-tonnage ships, and all of it is absorbed by the airbags.

[0093] Step S2 specifically includes:

[0094] S21: According to the initial internal pressure of airbag 2 and the initial diameter of airbag 2 , calculate the working thickness of airbag 2 after being hit The working pressure is :

[0095] ;

[0096] Specifically, if Figure 7 As shown, the airbag 2 has a working thickness of When the extrusion thickness is h ,and h=D - H After extrusion, the cross section of the airbag is Figure 7 Calculation of the middle waist circle.

[0097] S22: Substitute into the standard formula Among them, is the airbag carrying capacity, is the internal pressure of the airbag, is the side projection area of ​​the airbag contact surface; specifically, , is the orthographic width of the airbag contact surface (see Figure 7 ), is the airbag length. Specifically, Figure 2 The airbag 2 shown, The length of the capsule body 22 is taken, and the length of the bullet-shaped capsule head 21 and the capsule tail 23 is not counted.

[0098] After the airbag is flattened, the circumference of the airbag cylinder remains unchanged, so:

[0099]

[0100] Get the airbag in working thickness Airbag carrying capacity for:

[0101] ;

[0102] Further, H =D - hSubstituting into the formula, we get the extrusion thickness h Airbag carrying capacity for

[0103] ;

[0104] Specifically, the working thickness threshold of the airbag is H 0, the working thickness threshold corresponds to the ultimate bearing capacity of the airbag, when H= H 0, the airbag safety valve opens, H 0 is a known constant value.

[0105] Furthermore, the extrusion thickness threshold of the airbag is h 0, the extrusion thickness threshold also corresponds to the ultimate bearing capacity of the airbag. h = h 0, the airbag safety valve is also opened. Specifically, h 0=D- H 0, h 0 is also a known fixed value.

[0106] like Figure 6 As shown, according to The calculation formula can be used to obtain the curve h = h 0 before the first half; and after the safety valve 25 is opened, the airbag 2 maintains a constant load-bearing capacity, and the curve can be obtained. h = h 0, the entire relationship curve between the bearing capacity and the extrusion thickness of a single airbag 2 is obtained by combining.

[0107] Since the airbag 2 is equipped with a safety valve 25, when the airbag 2 reaches its bearing capacity, the safety valve 25 opens, the gas in the bag begins to leak out, the ship continues to move forward, and the airbag maintains a constant bearing capacity. The pressure deformation curve of the airbag during the whole process is shown as follows: Figure 6 shown.

[0108] Figure 6 It shows that when the ship squeezes the airbag 2 with safety valve to the squeezing thickness threshold h Before 0, the airbag pressure value rises nonlinearly. When the airbag 2 with a safety valve reaches its ultimate bearing capacity, the safety valve 25 opens, the gas in the bag leaks out, and the airbag maintains a constant pressure value. Q 0, until the ship touches the steel buoy 1.

[0109] Furthermore, step S3 specifically includes:

[0110] S31: The kinetic energy of a typical small tonnage ship is:

[0111]

[0112] Where: is the kinetic energy of a small typical tonnage ship during sailing, is the mass of a small typical tonnage ship, is the navigation speed of a small typical tonnage ship;

[0113] S32: Based on the load-bearing capacity of a single airbag 2 and extrusion thickness h The energy that can be absorbed by a single airbag 2 is calculated using the relationship curve for:

[0114]

[0115] in, h 0 is the extrusion thickness threshold of the airbag. h = h 0 o'clock, = Q 0, Q 0 is the ultimate load-bearing capacity of the airbag; That is Figure 6 The area of ​​the curve showing the relationship between the bearing capacity and the extrusion thickness of a single airbag 2 is shown.

[0116] Number of airbags required for anti-ship collision system for:

[0117] .

[0118] In the specific calculation process, if n has a decimal point, it is directly rounded up to an integer.

[0119] like Figure 1 As shown, in one embodiment, the two collision surfaces of the steel pontoon 1 are configured as sharp-angle structures, the outer guard plate 3 is correspondingly configured as a sharp-angle folded plate, and the airbag 2 is disposed between the sharp-angle structure and the sharp-angle folded plate.

[0120] The graded anti-ship collision device of the present application has a pointed-angle structure that can guide the ship to slide away from the side to avoid a head-on collision; at the same time, the structure further increases the first level of energy absorption. When a ship collides, the pointed-angle structure deforms inward and can absorb the collision energy to a certain extent; after that, the pointed-angle structure itself deforms inward to absorb the collision energy.

[0121] Furthermore, in step S4, the dimensions of the various components of the steel pontoon are determined so that they can fit neatly outside the bridge pier 100. The materials are determined, a model is established, and a loading test is carried out to obtain the stiffness k of the steel pontoon 1 and determine the maximum allowable deformation s of the steel pontoon 1. That is, even if the deformation reaches s after the impact, the steel pontoon 1 will still not be damaged.

[0122] Furthermore, step S5 specifically includes:

[0123] S51: Calculate the energy that the steel pontoon 1 needs to absorb when impacting a typical large tonnage ship :

[0124]

[0125] Where, is the energy ratio absorbed by the anti-collision device when a typical tonnage ship collides, is the kinetic energy of a typical large tonnage ship sailing at a typical speed, calculated from the mass and speed of the typical large tonnage ship;

[0126] The deformation y generated by the steel pontoon 1 absorbing the set energy is:

[0127]

[0128] like , the steel pontoon 1 is reasonably set up, and the steel pontoon 1 will not be damaged when a large typical tonnage ship collides with it. The deflation of the airbag 2 and the deformation of the steel pontoon 1 jointly absorb the collision energy.

[0129] like , the steel pontoon 1 will be damaged when a large typical tonnage ship collides with it, and the steel pontoon 1 needs to be redesigned.

[0130] The design method of the graded anti-ship collision device of the present application divides navigable ships into large and small levels according to the ship tonnage, and conducts rigorous calculation and design to meet the requirements that the impact energy of small typical tonnage is completely absorbed by a single set of airbags, and the impact energy of large typical tonnage is absorbed by a single set of airbags and steel pontoon 1. At the same time, the steel pontoon 1 will not be damaged. The design is sophisticated, and the airbags can be reused many times.

[0131] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0132] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0133] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand and implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A design method for a graded ship collision avoidance device, characterized in that: The graded anti-ship collision device comprises a self-floating steel pontoon (1), a plurality of inflatable and deflable air bags (2), and two outer guard plates (3); the steel pontoon (1) is movably sleeved on the bridge pier (100); the plurality of inflatable and deflable air bags (2) are divided into two groups and are respectively attached to two collision surfaces of the steel pontoon (1); the top of each air bag (2) is provided with a safety valve (25) in a normally closed state; the safety valve (25) opens when the bearing capacity of the air bag reaches the ultimate bearing capacity; the two outer guard plates (3) are respectively provided on the collision sides of the two groups of air bags (2); The design method comprises the following steps: S1: Based on the navigation data of the channel where the bridge pier (100) is located, the mass and navigation speed of the navigable ships are counted, and the small typical tonnage and large typical tonnage of the ships are determined according to the set rules, and the corresponding speeds of the small typical tonnage ships and the large typical tonnage ships are determined respectively; S2: Design a single airbag (2), and obtain a relationship curve between the bearing capacity and the extrusion thickness of the single airbag (2) based on the initial internal pressure and initial diameter of the airbag (2); S3: Based on the fact that the impact energy of a small typical tonnage ship is completely absorbed by a single set of airbags (2), determine the number of airbags (2); S4: Designing a steel pontoon (1), obtaining the stiffness of the steel pontoon (1), and determining the maximum allowable deformation of the steel pontoon; S5: Based on the assumption that the impact energy of a typical large tonnage ship is completely absorbed by the airbag (2) and the steel pontoon (1), the energy that the steel pontoon (1) needs to absorb is determined, and the actual deformation of the steel pontoon (1) is calculated in combination with the stiffness of the steel pontoon (1) and the energy that the steel pontoon (1) needs to absorb is determined, and whether the actual deformation is greater than the maximum allowable deformation is determined. If so, return to S4; if not, end; Step S2 specifically includes: S21: According to the initial internal pressure of the airbag (2) and the initial diameter of the airbag (2) , calculate the working thickness of the airbag (2) after being hit The working pressure is : ； S22: Substitute into the standard formula Among them, is the airbag bearing capacity, in units of , is the internal pressure of the airbag, is the side projection area of ​​the airbag contact surface, in units of ; , is the orthographic projection width of the airbag contact surface, is the airbag length; obtain the working thickness of the safety valve (25) Airbag carrying capacity for: ； according to H =D - h , converted to obtain the extrusion thickness h Airbag carrying capacity for: ； After the safety valve (25) is opened, the airbag maintains a constant load-bearing capacity, and a curve of the relationship between the load-bearing capacity and the extrusion thickness of a single airbag (2) is obtained by combining the two.

2. The design method of the graded ship collision avoidance device according to claim 1, characterized in that: In step S1, the ship tonnage is divided into small tonnage and large tonnage according to the set rules, and the tonnage and speed of the small tonnage ship and the large tonnage ship are determined respectively, including: Confirm the waterway level where the bridge pier (100) is located and the corresponding maximum navigable ship tonnage; The typical tonnage of large-tonnage ships is the tonnage of the largest navigable ship; If the tonnage of the largest navigable vessel is greater than or equal to 3,000 tons, the typical tonnage of a small-tonnage vessel is 2,000 tons; if the tonnage of the largest navigable vessel is less than 3,000 tons, the typical tonnage of a small-tonnage vessel is half of the tonnage of the largest navigable vessel; The typical speed is the maximum speed of a ship of the corresponding tonnage when crossing a bridge.

3. The design method of the graded ship collision avoidance device according to claim 1, characterized in that: Step S3 specifically includes: S31: The kinetic energy of a small typical tonnage ship during sailing is : ； in, is the mass of a small typical tonnage ship, is the navigation speed of a small typical tonnage ship; S32: Calculate the energy that can be absorbed by a single airbag (2) based on the relationship curve between the bearing capacity of a single airbag (2) and the extrusion thickness for: ； in, h 0 is the extrusion thickness threshold of the airbag when the safety valve is opened. Q 0 is h = h Airbag carrying capacity at 0 o'clock; The number of airbags required for the anti-ship collision device is for: 。 4. The design method of the graded ship collision avoidance device according to claim 3, characterized in that: In step S4, the dimensions of the components of the steel pontoon are determined, the materials are determined and the model is established, a loading test is carried out, the stiffness k of the steel pontoon (1) is obtained, and the maximum allowable deformation s of the steel pontoon (1) is determined.

5. The design method of the graded ship collision avoidance device according to claim 4, characterized in that: Step S5 specifically includes: S51: Calculation of the energy to be absorbed by the steel pontoon (1) when impacting a typical large tonnage vessel : ； in, is the energy ratio absorbed by the anti-collision device when a typical tonnage ship collides, is the kinetic energy of a typical large tonnage ship sailing at a typical speed, calculated from the mass and speed of the typical large tonnage ship; The deformation y generated by the steel pontoon (1) absorbing the set energy is: ； like , then the steel pontoon (1) is reasonably set; like , then the steel pontoon (1) needs to be redesigned.

6. The design method of the graded ship collision avoidance device according to claim 1, characterized in that: The two collision surfaces of the steel buoy (1) are configured as sharp-angle structures, the outer guard plate (3) is correspondingly configured as a sharp-angle folded plate, and each group of airbags (2) is arranged between the corresponding sharp-angle structure and the sharp-angle folded plate.

7. The design method of the graded ship collision avoidance device according to claim 1, characterized in that: The steel pontoon (1) comprises a steel box body (11), a lightweight energy-absorbing material (12) filled in the steel box body (11), and transverse partitions (13) and vertical partitions (14) arranged in a crisscross pattern in the steel box body (11).

8. The design method of the graded ship collision avoidance device according to claim 1, characterized in that: The airbag (2) is in the shape of a vertical cylinder, and the top of the airbag (2) is also provided with an inflation nozzle (24); the outer surface of the side wall of the steel buoyancy box (1) is provided with an upward-facing steel box hook (15); the outer surface of the airbag (2) is provided with a hanging belt (26); the inner surface of the outer guard plate (3) is provided with a downward-facing steel plate hook (32); the steel plate hook (32) is hung on the hanging belt (26), and the hanging belt (26) is hung on the steel box hook (15).

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