Pier anti-collision device and anti-collision bridge

Abstract

The application provides a bridge pier anti-collision device and an anti-collision bridge, and relates to the technical field of bridge anti-collision engineering. The bridge pier anti-collision device comprises an anti-collision framework and a plate group. The plate group is installed on the outer side of the anti-collision framework. The plate group has an inner fixed surface and an outer deflecting surface. The inner fixed surface is in abutment with the outer side of the anti-collision framework. A plurality of rolling rods are arranged between the inner fixed surface and the outer deflecting surface. The rolling rods extend along a direction parallel to the bottom of the anti-collision framework and point to the top. The plurality of rolling rods are used to guide the outer deflecting surface to dislocate relative to the inner fixed surface when the outer deflecting surface is impacted. The bridge pier anti-collision device provided by the application breaks away from the traditional mode of absorbing energy through deformation to buffer the impact force of a ship. Instead, the ship head is deflected to make most of the kinetic energy remain in the impacted ship, effectively reducing the transmission of the impact force to the bridge pier, and achieving a better anti-collision effect.

Description

Technical Field

[0001] This invention relates to the field of bridge anti-collision engineering technology, and in particular to a bridge pier anti-collision device and an anti-collision bridge. Background Technology

[0002] With the continuous development of society and the deepening of national investment in infrastructure projects, the number of bridges built in my country is increasing day by day. Bridges that cross shipping routes are at risk of being struck by ships. As the number of ships on shipping routes increases, their size grows, and their speed increases, serious casualties and property damage caused by ships hitting bridge piers occur frequently.

[0003] Traditional anti-collision devices typically rely solely on deformation to absorb energy and cushion the impact of a ship, preventing the piers from deforming. Components that undergo elastic deformation can be springs, rubber surfaces, etc. However, these methods essentially aim to reduce the ship's kinetic energy to achieve collision avoidance. They fail to retain most of the ship's kinetic energy on the impacting vessel and guide it away from the pier, thus failing to achieve a "small effort, big result" effect. A significant portion of the impact force is still transferred to the pier, resulting in ineffective collision avoidance. Summary of the Invention

[0004] The purpose of this invention is to provide a bridge pier anti-collision device and anti-collision bridge, which can retain most of the kinetic energy on the colliding vessel by turning the bow of the ship, effectively reducing the impact force transmitted to the bridge pier and providing better anti-collision effect.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] In a first aspect, the present invention provides a bridge pier anti-collision device, comprising an anti-collision frame and a deflector plate assembly. The deflector plate assembly is installed on the outer side of the anti-collision frame. The deflector plate assembly has an inner fixing surface and an outer deflector surface. The inner fixing surface abuts against the outer side of the anti-collision frame. Multiple rollers are provided between the inner fixing surface and the outer deflector surface. The rollers extend in a direction parallel to the bottom and pointing to the top of the anti-collision frame. The multiple rollers are used to guide the outer deflector surface to shift relative to the inner fixing surface when the outer deflector surface is impacted.

[0007] Furthermore, the anti-collision frame has multiple first energy-absorbing channels, each of which extends along the bottom of the anti-collision frame in a direction pointing towards the top.

[0008] Furthermore, the anti-collision frame includes a connecting plate assembly, at least three outer sleeves, and at least one inner sleeve;

[0009] Each of the outer sleeves is arranged in parallel relative to the others and is sequentially connected by the connecting plate group to form a cylindrical structure;

[0010] The inner sleeve is located inside the cylindrical structure and is connected to each of the outer sleeves through the connecting plate assembly;

[0011] A first energy-absorbing channel is formed between the inner sleeve, any two adjacent outer sleeves, and the connecting plate group;

[0012] The deflector plate assembly is installed on the outer side of the connecting plate assembly.

[0013] Furthermore, the anti-collision frame also includes an energy-absorbing component, which is connected to the outer wall of any one of the outer sleeves and forms a plurality of second energy-absorbing channels between the outer wall of the outer sleeve and the outer wall of the outer sleeve. The second energy-absorbing channels extend along the bottom to the top of the anti-collision frame.

[0014] Furthermore, the outer surface of the energy-absorbing element is provided with a first rubber layer.

[0015] Furthermore, the deflector plate group is configured in two parts, and the energy-absorbing element is sandwiched between the two deflector plate groups.

[0016] Furthermore, the guide plate assembly includes a first plate, a weak wall, and a second plate. The weak wall connects the first plate and the second plate and forms a mounting cavity between the first plate and the second plate. Each of the rollers is located within the mounting cavity.

[0017] The surface of the first plate that faces away from the second plate is the inner fixing surface, and the surface of the second plate that faces away from the first plate is the outer pushing surface.

[0018] Furthermore, the outer surface is provided with a second rubber layer.

[0019] Furthermore, the bridge pier anti-collision device also includes a pontoon installed below the anti-collision frame, the pontoon being used to adjust the height of the anti-collision frame according to the water surface.

[0020] Secondly, the present invention also provides a crash barrier bridge, including fixed piles and the bridge pier crash barrier device described in the above-mentioned scheme, wherein the crash barrier frame slides in cooperation with the fixed piles in the vertical direction.

[0021] The bridge pier anti-collision device and anti-collision bridge provided by this invention can produce the following beneficial effects:

[0022] In the aforementioned bridge pier anti-collision device, the anti-collision frame supports the steering plate assembly and provides installation space, while the steering plate assembly functions to turn the bow of the ship. When the outer steering surface is impacted by the bow of the ship, due to the multiple rollers between the inner fixed surface and the outer steering surface, the outer steering surface shifts relative to the inner fixed surface under the impact force, thereby turning the bow of the ship.

[0023] Compared with the prior art, the bridge pier anti-collision device provided by the first aspect of the present invention breaks away from the traditional method of using deformation to absorb energy to buffer the impact force of ships. Instead, it turns the bow of the ship so that most of the kinetic energy is still retained on the impacting ship, which has the effect of "using four ounces to move a thousand pounds". It effectively reduces the impact force transmitted to the bridge pier and has a better anti-collision effect.

[0024] Compared with the prior art, the anti-collision bridge provided by the second aspect of the present invention has fixed piles and a bridge pier anti-collision device. The anti-collision frame in the bridge pier anti-collision device can slide and cooperate with the fixed piles in the vertical direction, thereby realizing the adjustment of the height of the bridge pier anti-collision device and adapting to the rise and fall of the water level.

[0025] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0026] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a three-dimensional structural schematic diagram of a bridge pier anti-collision device provided in an embodiment of the present invention;

[0028] Figure 2 A three-dimensional structural schematic diagram of a collision avoidance frame provided in an embodiment of the present invention;

[0029] Figure 3 This is a three-dimensional structural schematic diagram of a deflector plate assembly provided in an embodiment of the present invention;

[0030] Figure 4 A three-dimensional structural schematic diagram of a deflector plate assembly (without a second plate and a second rubber layer) provided in an embodiment of the present invention;

[0031] Figure 5 A three-dimensional structural schematic diagram of a floating box provided in an embodiment of the present invention;

[0032] Figure 6 This is a partial three-dimensional structural diagram of a collision avoidance bridge provided in an embodiment of the present invention.

[0033] Icons: 1 - Anti-collision frame; 11 - First energy absorption channel; 12 - Connecting plate assembly; 121 - First bolt hole; 13 - Outer sleeve; 14 - Inner sleeve; 15 - Energy absorption component; 151 - Outer wall; 152 - Connecting wall; 16 - Second energy absorption channel; 17 - First rubber layer; 2 - Deflecting plate assembly; 21 - Roller; 22 - First plate body; 221 - Inner fixing surface; 222 - Second bolt hole; 23 - Weak wall; 24 - Second plate body; 241 - Outer deflecting surface; 25 - Second rubber layer; 3 - Float box; 31 - Sleeve hole; 4 - Fixing pile; 5 - Bolt. Detailed Implementation

[0034] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0036] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0037] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0038] A first aspect of the present invention provides a bridge pier anti-collision device, such as... Figures 1 to 3As shown, the device includes a crash barrier frame 1 and a deflector plate assembly 2. The deflector plate assembly 2 is installed on the outer side of the crash barrier frame 1. The deflector plate assembly 2 has an inner fixing surface 221 and an outer deflector surface 241. The inner fixing surface 221 abuts against the outer side of the crash barrier frame 1. There are multiple rollers 21 between the inner fixing surface 221 and the outer deflector surface 241. The rollers 21 extend in a direction parallel to the bottom of the crash barrier frame 1 and pointing to the top. The multiple rollers 21 are used to guide the outer deflector surface 241 to move relative to the inner fixing surface 221 when the outer deflector surface 241 is impacted.

[0039] In the bridge pier anti-collision device provided in the above embodiment, since the rollers 21 extend in a direction parallel to the bottom and pointing to the top of the anti-collision frame 1, when the outer deflecting surface 241 is impacted, each roller 21 rotates, causing the outer deflecting surface 241 to shift relative to the inner fixed surface 221, thus turning the bow of the ship. This reduces the transfer of the ship's kinetic energy to the bridge pier while retaining most of the ship's kinetic energy, resulting in a better anti-collision effect.

[0040] The structure of the anti-collision frame 1 is described in detail below:

[0041] In some embodiments, such as Figure 2 As shown, the anti-collision frame 1 may have multiple first energy absorption channels 11, each of which extends along the direction from the bottom to the top of the anti-collision frame 1.

[0042] The aforementioned first energy-absorbing channel 11 enables the impact force to be quickly transmitted to all parts of the anti-collision frame 1 when the outward deflection surface 241 is impacted, thereby enhancing the anti-collision capability of the anti-collision frame 1.

[0043] To facilitate adjustment of the height of the bridge pier anti-collision device, the anti-collision frame 1 may have at least one sliding channel. The sliding channel extends from the bottom to the top of the anti-collision frame 1. The anti-collision frame 1 can slide and cooperate with the fixed pile 4 through the sliding channel, thereby adapting to changes in water level.

[0044] Specifically, such as Figure 2 As shown, the anti-collision frame 1 includes a connecting plate assembly 12, at least three outer sleeves 13, and at least one inner sleeve 14, wherein:

[0045] Each outer sleeve 13 is arranged in parallel relative to each other and connected in sequence by the connecting plate group 12 to form a cylindrical structure. The space inside each outer sleeve 13 can be regarded as a sliding channel. Each outer sleeve 13 can be fitted onto the outside of the fixed pile 4 and slide in cooperation with the fixed pile 4.

[0046] The inner sleeve 14 is located inside the cylindrical structure and is connected to each outer sleeve 13 through the connecting plate assembly 12. The inner sleeve 14 is parallel to the outer sleeve 13. The space inside each inner sleeve 14 can also be regarded as a sliding channel. Each inner sleeve 14 can be fitted onto the outside of the fixed pile 4 and slide in cooperation with the fixed pile 4.

[0047] A first energy-absorbing channel 11 is formed between the inner sleeve 14, any two adjacent outer sleeves 13, and the connecting plate group 12;

[0048] The guide plate assembly 2 is installed on the outer side of the connecting plate assembly 12, specifically on the connecting plate assembly 12 between two adjacent outer sleeves 13.

[0049] Specifically, the connecting plate assembly 12 may include multiple connecting plates. Two adjacent outer sleeves 13 are connected by a connecting plate, and the inner sleeve 14 is connected to the outer sleeve 13 by a connecting plate. The number of outer sleeves 13 can be configured to be three, four, five, or more, and the number of inner sleeves 14 can be configured to be one, two, three, or more. When there are multiple inner sleeves 14, any two inner sleeves 14 are also connected by a connecting plate.

[0050] by Figure 2 Taking this example, the connecting plate assembly 12 may include five connecting plates, three outer sleeves 13, and one inner sleeve 14. The three outer sleeves 13 are connected in sequence by three connecting plates to form an equilateral triangular cylindrical structure. Each connecting plate has a first bolt hole 121 for installing bolts. The inner sleeve 14 is located at the center of the equilateral triangle, and the inner sleeve 14 is connected to each outer sleeve 13 by a connecting plate.

[0051] The aforementioned deflector plate group 2 can be configured in multiple ways, such as two adjacent deflector plate groups 2 being arranged at an angle. The outer side of the anti-collision frame 1 can be provided with an energy-absorbing component 15, which can be located between two adjacent deflector plate groups 2 and fill the gap between two adjacent deflector plate groups 2.

[0052] When the anti-collision frame 1 includes a connecting plate assembly 12, an outer sleeve 13 and an inner sleeve 14, and there are three outer sleeves 13, the energy-absorbing member 15 can be connected to the outer wall of one of the outer sleeves 13 and form multiple second energy-absorbing channels 16 between the outer wall of the outer sleeve 13 and the outer wall of the outer sleeve 13. The second energy-absorbing channels 16 extend along the bottom to the top of the anti-collision frame 1. The energy-absorbing member 15 can buffer the impact force of the ship through its own deformation.

[0053] like Figure 2 As shown, the energy-absorbing component 15 includes an outer wall 151 and a plurality of connecting walls 152. The outer wall 151 is curved into an arc shape. The two ends of the connecting walls 152 are connected to the outer sleeve 13 and the outer wall 151 respectively. The connecting walls 152 extend radially along the outer wall 151. A second energy-absorbing channel 16 is formed between two adjacent connecting walls 152, the outer wall 151 and the outer sleeve 13.

[0054] In some embodiments, such as Figure 2As shown, the outer surface of the energy-absorbing component 15 is provided with a first rubber layer 17.

[0055] Specifically, the first rubber layer 17 can be applied to the outer surface of the energy-absorbing component 15.

[0056] In some embodiments, such as Figure 1 As shown, there are two deflector plate groups 2, and the energy-absorbing component 15 is sandwiched between the two deflector plate groups 2. The energy-absorbing component 15 serves to connect the two deflector plate groups 2.

[0057] The structure of the deflector plate group 2 is described in detail below:

[0058] In some embodiments, such as Figure 3 and Figure 4 As shown, the deflector plate assembly 2 includes a first plate 22, a weak wall 23, and a second plate 24. The weak wall 23 connects the first plate 22 and the second plate 24 and forms a mounting cavity between the first plate 22 and the second plate 24. Each roller 21 is located in the mounting cavity. The surface of the first plate 22 facing away from the second plate 24 is the inner fixing surface 221, and the surface of the second plate 24 facing away from the first plate 22 is the outer deflector surface 241.

[0059] When the outward-deflecting surface 241 collides violently with the bow, the first plate 22 and the second plate 24 shift under the impact force, the weak wall 23 absorbs energy and breaks, and each roller 21 rolls, thereby turning the bow.

[0060] The aforementioned deflector plate assembly 2 has advantages such as simple structure and low cost. In addition, after being impacted, the outer deflector surface 241 can transmit the impact force to each roller 21, so that each roller 21 can bear the impact force simultaneously. This makes the bridge pier anti-collision device provided in this embodiment have stronger impact resistance, the rollers 21 are less likely to be damaged, and the deflection effect is better.

[0061] It is understandable that the thickness of the weak wall 23 is much smaller than the thickness of the first plate 22 and the second plate 24, so that the weak wall 23 will absorb energy and break down after the second plate 24 is subjected to a strong impact.

[0062] The weak wall 23 can be annular, with one end welded to the edge of the first plate 22 and the other end welded to the edge of the second plate 24. The weak wall 23 can be made of aluminum alloy sheet. The first plate 22 and the second plate 24 can be rectangular plates, specifically rectangular thick steel plates. The first plate 22 can be provided with a connecting seat, and the connecting seat has a second bolt hole 222 for installing bolts to realize the connection between the guide plate group 2 and the anti-collision frame 1.

[0063] In addition, such as Figure 4 As shown, each roller 21 fills the mounting cavity, forming a single layer of roller structure.

[0064] In some embodiments, as shown in FIG3, the outward-deflecting surface 241 is provided with a second rubber layer 25 to buffer the impact force exerted on the outward-deflecting surface 241 by the bow.

[0065] Specifically, the second rubber layer 25 can be applied to the outer surface of the outward-facing surface 241.

[0066] In some embodiments, such as Figure 1 As shown, the bridge pier anti-collision device also includes a pontoon 3 installed below the anti-collision frame 1. The pontoon 3 can provide buoyancy to the anti-collision frame 1 so that the anti-collision frame 1 can adjust its height according to the water surface.

[0067] like Figure 5 As shown, the pontoon 3 has a ring-shaped structure and can be made of corrosion-resistant plastic by rotational molding, with high-strength polystyrene foam filling inside. The pontoon 3 has multiple sleeve holes 31 for the anchor piles 4 to pass through.

[0068] A second aspect of the present invention provides a collision avoidance bridge, such as... Figure 6 As shown, the anti-collision bridge provided by the second aspect of the present invention includes a fixed pile 4 and the above-mentioned anti-collision device for the bridge pier. The anti-collision frame 1 is slidably engaged with the fixed pile 4 in the vertical direction so that the anti-collision frame 1 can slide to a suitable position under the action of the buoyancy of the pontoon 3.

[0069] The anti-collision frame 1 in the above-mentioned anti-collision bridge can slide and engage with the fixed pile 4 in the vertical direction, thereby realizing the adjustment of the height of the bridge pier anti-collision device to adapt to the height of the water surface, which has good practicality.

[0070] It is understandable that the number of fixed piles 4 is equal to the sum of the number of outer sleeves 13 and inner sleeves 14.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A bridge pier anti-collision device, characterized in that, The anti-collision framework (1) and the pushing plate group (2) are arranged on the outer side of the anti-collision framework (1), the pushing plate group (2) has an inner fixed surface (221) and an outer pushing surface (241), the inner fixed surface (221) is in abutment with the outer side of the anti-collision framework (1), a plurality of rolling rods (21) are arranged between the inner fixed surface (221) and the outer pushing surface (241), the rolling rods (21) extend in a direction parallel to the bottom of the anti-collision framework (1) and pointing to the top, and the rolling rods (21) are used to guide the dislocation of the outer pushing surface (241) relative to the inner fixed surface (221) when the outer pushing surface (241) is impacted. The pushing plate group (2) is arranged in multiple, and two adjacent pushing plate groups (2) are arranged at an angle. The pushing plate group (2) comprises a first plate body (22), a weak wall (23) and a second plate body (24), the weak wall (23) is connected between the first plate body (22) and the second plate body (24) and forms an installation cavity with the first plate body (22) and the second plate body (24), and each rolling rod (21) is arranged in the installation cavity. The thickness of the weak wall (23) is smaller than the thickness of the first plate body (22) and the second plate body (24), and the weak wall (23) is arranged to be destroyed by absorbing energy after the second plate body (24) is impacted. The surface of the first plate body (22) away from the second plate body (24) is the inner fixed surface (221), and the surface of the second plate body (24) away from the first plate body (22) is the outer pushing surface (241). The anti-collision framework (1) has a plurality of first energy absorption channels (11), and each first energy absorption channel (11) extends in a direction from the bottom of the anti-collision framework (1) to the top. The anti-collision framework (1) comprises a connecting plate group (12), at least three outer sleeves (13) and at least one inner sleeve (14). Each outer sleeve (13) is arranged in parallel and connected in sequence by the connecting plate group (12) to form a cylindrical structure. The inner sleeve (14) is arranged in the cylindrical structure and connected with each outer sleeve (13) by the connecting plate group (12). The inner sleeve (14), any two adjacent outer sleeves (13) and the connecting plate group (12) form one first energy absorption channel (11). The pushing plate group (2) is arranged on the outer side of the connecting plate group (12) connecting the outer sleeves (13). The anti-collision framework (1) further comprises an energy absorption member (15), the energy absorption member (15) is connected to the outer wall of any one of the outer sleeves (13) and forms a plurality of second energy absorption channels (16) with the outer wall of the outer sleeve (13), and the second energy absorption channels (16) extend in a direction from the bottom of the anti-collision framework (1) to the top.

2. A pier fender as claimed in claim 1, characterised in that The outer surface of the energy absorption member (15) is provided with a first rubber layer (17).

3. A pier fender as claimed in claim 1, wherein The two dialing plate groups (2) are arranged between the energy absorbing members (15).

4. The pier fender apparatus of claim 1, wherein, The outer dialing surface (241) is provided with a second rubber layer (25).

5. A pier fender according to any one of claims 1-4, characterized in that The bridge pier anti-collision device further comprises a floating box (3) installed below the anti-collision framework (1), and the floating box (3) is used for adjusting the height of the anti-collision framework (1) following the water surface.

6. A crashworthy bridge characterized by, The bridge pier anti-collision device comprises a fixed pile (4) and the anti-collision framework (1) which is in sliding fit with the fixed pile (4) in the vertical direction.

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