Bridge damping support and installation method

Abstract

The application discloses a bridge damping support and a mounting method, and relates to the technical field of bridges, and specifically discloses the bridge damping support which comprises a base, two abutting blocks are arranged on the base from two sides of the bridge direction, the two abutting blocks are oppositely and separately arranged from the transverse direction of the bridge, a lower seat plate is arranged on the base, speed lockers are connected to the two sides of the lower seat plate from the transverse direction of the bridge, the speed lockers are connected with the two abutting blocks through springs on the two sides, and the springs are in an elastic deformation state, an upper seat plate is arranged on the side of the lower seat plate away from the base, the upper seat plate is used for bearing the bridge, the upper seat plate and the lower seat plate are connected through a buffer pad, an elastic piece is arranged between the upper seat plate and the speed locker, the middle part of the elastic piece is connected with the speed locker, the two ends of the elastic piece are connected with the upper seat plate, a plurality of buffer gaps are arranged between the two ends of the elastic piece and the middle part of the elastic piece and are arranged in an interval from the bridge direction, and the buffer gaps form openings from the side of the elastic piece. The bridge damping support has the advantages of high applicability and good damping effect.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of bridges, and more particularly relates to a bridge damping support and a mounting method. BACKGROUND

[0002] The bridge support is an important structural component connecting the upper structure and the lower structure of the bridge, is located between the bridge and the cushion stone, can reliably transmit the load and deformation borne by the upper structure of the bridge to the lower structure of the bridge, and is an important force transmission device of the bridge. The bridge support is generally provided with a damper for the load, a damping force opposite to the direction of the movement speed of the object is generated through the damper, the damping coefficient of the existing bridge support is generally set to be large to cope with a large load. However, in real life, the load borne by the bridge under different conditions is not the same. For example, the load borne by the bridge under the conditions of temperature displacement, train, strong wind and earthquake increases in turn. Since the damping coefficient reaches a certain degree, the objects are rigidly connected, and the damping effect cannot be achieved. Therefore, the existing bridge support has low applicability and is difficult to cope with different use conditions. SUMMARY

[0003] In view of the above defects or improvement needs of the prior art, the present application provides a bridge damping support and a mounting method, aiming to improve the applicability of the bridge support.

[0004] To achieve the above-mentioned purpose, the present application provides a bridge damping support, which comprises a base, two abutting blocks are respectively arranged on both sides of the base from the direction along the bridge, the two abutting blocks are arranged opposite and spaced apart from each other from the direction across the bridge, a lower seat plate is arranged on the base, a speed locker is respectively connected to both sides of the lower seat plate from the direction across the bridge, the speed locker is connected to the two abutting blocks through springs on both sides, and the springs are in an elastic deformation state, an upper seat plate is arranged on the side of the lower seat plate away from the base, the upper seat plate is used for bearing the bridge, the upper seat plate and the lower seat plate are connected through a buffer pad, an elastic member is arranged between the upper seat plate and the speed locker, the middle part of the elastic member is connected to the speed locker, the two ends of the elastic member are connected to the upper seat plate, a plurality of buffer gaps are arranged between the two ends of the elastic member and the middle part of the elastic member, the buffer gaps are arranged spaced apart from each other from the direction along the bridge, and the buffer gaps form openings from one side of the elastic member.

[0005] In an embodiment, the elastic member is in a wave shape.

[0006] In an embodiment, the elastic member is composed of a metal material.

[0007] In an embodiment, an anchor hole is arranged in the middle part of the elastic member, a protruding column is arranged on the speed locker, and the middle part of the elastic member and the speed locker are connected through the anchor hole and the protruding column.

[0008] The elastic member is provided with a pin column at both ends, the upper seat plate is provided with a recess hole, and the elastic member is connected with the upper seat plate through the recess hole and the pin column.

[0009] In an embodiment, the height of the speed lock is higher than the height of the abutting block.

[0010] In an embodiment, the lower seat plate is provided with a protrusion on both sides in the bridge direction, and the speed lock is provided with two matching blocks on one side close to the lower seat plate, and the two matching blocks are spaced apart and the spacing distance is greater than the length of the protrusion.

[0011] In an embodiment, the contact surface between the lower seat plate and the base is a friction surface.

[0012] In an embodiment, one of the base and the lower seat plate is provided with a groove extending in the bridge direction, and the other is provided with a protrusion extending in the bridge direction, and the base and the lower seat plate are connected through the groove and the protrusion.

[0013] In an embodiment, a connecting rod is arranged between the speed lock and the two abutting blocks, respectively, the spring sleeve is arranged in the connecting rod, and the spring is in a compressed deformation state.

[0014] The application also provides a mounting method of the bridge vibration reduction support, comprising the following steps:

[0015] S100: mounting the spring on both sides of the speed lock and making the spring elastically deformed;

[0016] S200: arranging a friction surface between the lower seat plate and the base to increase the friction force;

[0017] S300: connecting the middle part of the elastic member with the speed lock, connecting both ends of the elastic member with the upper seat plate, and arranging a plurality of buffer gaps in the middle part and both ends of the elastic member;

[0018] S400: placing a buffer pad between the lower seat plate and the upper seat plate.

[0019] Overall, compared with the prior art, the above technical solutions conceived by the application can achieve the following beneficial effects:

[0020] The bridge damping support of the present application can apply elastic force to both sides of the speed locker by setting compressed springs on both sides of the speed locker, and set a friction surface between the lower seat plate and the base, so as to offset the bridge load by elastic force and friction force when the bridge is displaced due to temperature change, offset the bridge load by elastic deformation of the springs on both sides of the speed locker when the bridge is displaced due to train running, and reset the springs and the lower seat plate after the train leaves, so as to keep the lower seat plate static by the speed locker when the bridge is displaced due to earthquake, connect the middle part of the elastic member with the speed locker to keep the middle part of the elastic member static, connect both ends of the elastic member with the upper seat plate, and deform the elastic member to offset the bridge load due to the movement of the upper seat plate relative to the lower seat plate and the buffer gap of the elastic member, and in addition, the buffer pad between the upper seat plate and the lower seat plate can also deform to offset the bridge load, so that the bridge damping support of the present application can adapt to different use cases, has the advantages of strong applicability and good damping effect. BRIEF DESCRIPTION OF DRAWINGS

[0021] Fig. 1 It is an exploded view of the bridge damping support of the embodiment of the present application.

[0022] Fig. 2 It is a left view of the bridge damping support of the embodiment of the present application.

[0023] Fig. 3 It is a front view of the bridge damping support of the embodiment of the present application.

[0024] In all the drawings, the same reference signs represent the same technical features, specifically:

[0025] 10, bridge damping support; 11, base; 111, abutting block; 112, convex strip; 12, lower seat plate; 121, convex block; 122, recess; 13, upper seat plate; 131, recess; 14, speed locker; 141, convex column; 142, matching block; 15, elastic member; 151, buffer gap; 152, opening; 153, anchor hole; 154, pin column; 16, buffer pad; 17, spring; 18, connecting rod. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0027] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0028] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0029] This invention provides a bridge vibration damping bearing 10, such as... Figs. 1 to 3As shown, the system includes a base 11, with two abutment blocks 111 on each side of the base 11 along the longitudinal direction, and the two abutment blocks 111 are spaced apart from each other along the transverse direction. Specifically, in this embodiment, the two abutment blocks 111 on one side of the base 11 along the longitudinal direction and the two abutment blocks 111 on the other side are arranged around the base 11. A lower base plate 12 is provided on the base 11, and speed lockers 14 are connected to both sides of the lower base plate 12 along the longitudinal direction. In this configuration, the speed lock 14 allows the structure to deform freely at low speeds. When the instantaneous speed increases to the preset speed of the speed lock 14, the damping force of the speed lock 14 increases sharply, causing the structure to form a rigid connection to lock it. Since the speed lock 14 is prior art, it will not be described in detail here, but it is easy to understand. Because the speed lock 14 is connected to the lower seat plate 12, when the moving speed of the lower seat plate 12 is less than the preset speed of the speed lock 14, the lower seat plate and the speed lock 14 can move freely. When the moving speed of the lower seat plate 12 is greater than the preset speed of the speed lock 14, the lower seat plate and the speed lock 14 form a rigid connection, so that the lower seat plate and the speed lock 14 are relatively stationary. Furthermore, the speed lock 14 is connected to the two abutment blocks 111 by springs 17, and the springs 17 are in an elastic deformation state. Specifically, two abutment blocks 111 are located on both sides of the speed lock 14, with the speed lock 14 and the two abutment blocks 111 aligned in a straight line. Two springs 17 are provided, one on each side of the speed lock 14 and the other between the two abutment blocks 111. Further, an upper seat plate 13 is provided on the side of the lower seat plate 12 facing away from the base 11. The upper seat plate 13 supports the bridge, and the upper seat plate 13 is connected to the lower seat plate 12 by a buffer pad 16. Specifically, the buffer pad 16 is made of rubber. Rubber has both good cushioning and wear resistance, meeting the long-term use requirements of the bridge vibration damping bearing 10. Furthermore, since rubber is readily available, this reduces the manufacturing cost of the bridge vibration damping bearing 10. The buffer pad 16 is cylindrical, which allows it to buffer impacts from all directions, ensuring a good vibration damping effect. Furthermore, an elastic element 15 is provided between the upper seat plate 13 and the speed latch. The middle part of the elastic element 15 is connected to the speed lock 14, and both ends of the elastic element 15 are connected to the upper seat plate 13. Multiple buffer gaps 151 are provided between the two ends and the middle of the elastic element 15. The multiple buffer gaps 151 are arranged at intervals in the longitudinal direction of the bridge, and the buffer gaps 151 form an opening 152 from one side of the elastic element 15. It is easy to understand that since the elastic element 15 has multiple buffer gaps 151 in the longitudinal direction of the bridge, it can provide space for the elastic element 15 to elastically deform, so that the elastic element 15 can elastically deform in the longitudinal direction to offset the external force. The opening 152 formed by the buffer gaps 151 allows the elastic element 15 to deform in the transverse direction of the bridge to offset the external force.

[0030] In this embodiment, since the spring 17 is initially in an elastic deformation state, both springs 17 on both sides of the speed lock 14 apply elastic force to the speed lock 14. In actual use, when the bridge displaces due to temperature changes, the bridge displacement is small. The bridge moves the lower seat plate 12 and the upper seat plate 13 together. Since there is friction between the lower seat plate 12 and the base 11, and the springs 17 initially apply elastic force to both sides of the speed lock 14, the bridge vibration damping support 10 can offset the bridge load and release the bridge temperature displacement. When a train passes over the bridge, the bridge displacement exceeds a certain limit. The bridge causes the lower seat plate 12 and the upper seat plate 13 to move together. At this time, the moving speed of the lower seat plate 12 is less than the preset speed of the speed lock device 14. The speed lock device 14 moves under the action of the lower seat plate 12. The spring 17 further deforms elastically from its initial state under the action of the speed lock device 14 to offset the bridge load and limit the excessive displacement of the bridge. At the same time, after the train leaves, the spring 17 can return to its initial state so that the bridge vibration damping support 10 can be reset. When the bridge encounters strong winds or earthquakes, the lower seat plate 12 and the upper seat plate 13 undergo relative displacement. At this time, the speed of the lower seat plate 12 is greater than the preset speed of the speed lock device 14. The speed lock device 14 forms a rigid connection with the lower seat plate 12, keeping the lower seat plate 12 and the speed lock device 14 relatively stationary. Since the middle part of the elastic member 15 is connected to the speed lock device 14, the middle part of the elastic member 15 is kept relatively stationary. The two ends of the elastic member 15 are connected to the upper seat plate 13, and the two ends of the elastic member 15 move relative to the middle part of the elastic member 15. Since the two ends of the elastic member 15 and the middle part of the elastic member 15 are provided with multiple buffer intervals and the buffer intervals form an opening 152 from one side of the elastic member 15, the elastic member 15 can undergo elastic deformation in the longitudinal or transverse direction of the bridge under the action of the upper seat plate 13 to offset the bridge load. At the same time, the buffer pad 16 provided between the upper seat plate 13 and the lower seat plate 12 can also undergo elastic deformation in the longitudinal or transverse direction of the bridge to offset the bridge load.

[0031] In one embodiment, the elastic element 15 is wavy. The advantage of this design is that the elastic element 15 has openings 152 formed by buffer gaps 151 on both sides. In this way, when the bridge is displaced by strong winds and earthquakes, the two sides of the elastic element 15 can deform, thus adapting to the load in the transverse direction of the upper seat plate 13 and improving the vibration reduction effect.

[0032] Furthermore, the elastic element 15 is made of an alloy material. It is easy to understand that because alloys have excellent corrosion resistance, they can prevent corrosion in humid environments such as rivers. At the same time, because alloys have good ductility, this can improve the service life of the elastic element 15 and prevent damage to the elastic element 15 after elastic deformation.

[0033] In one embodiment, the elastic element 15 has an anchor hole 153 in the middle, and the speed lock 14 has a protrusion 141. The middle part of the elastic element 15 and the speed lock 14 are connected to the protrusion 141 through the anchor hole 153. The advantage of this arrangement is that it facilitates the connection between the elastic element 15 and the speed lock 14. In actual use, it is only necessary to align the protrusion 141 on the speed lock 14 with the anchor hole 153 on the elastic element 15, and then insert the protrusion 141 into the anchor hole 153 to achieve the connection. At the same time, after the protrusion 141 is inserted into the anchor hole 153, the anchor hole 153 can limit the position of the protrusion 141, and the inner wall of the anchor hole 153 can fit against the outer periphery of the protrusion 141 to ensure the stability of the connection.

[0034] Furthermore, the elastic element 15 has pins 154 at both ends, and the upper seat plate 13 has recesses 131. The elastic element 15 and the upper seat plate 13 are connected to the pins 154 through the recesses 131. The advantage of this arrangement is that it facilitates the connection between the elastic element 15 and the upper seat plate 13. In actual use, simply align the recesses 131 on the upper seat plate 13 with the pins 154 at both ends of the elastic element 15, and then insert the pins 154 into the recesses 131 to achieve the connection. After the pins 154 are inserted into the recesses 131, the inner wall of the recesses 131 can fit against the outer circumference of the pins 154 to ensure the stability of the connection. In addition, since the pins 154 are inserted into the recesses 131, the two ends of the elastic element 15 can be limited when moving in both the longitudinal and transverse directions of the bridge.

[0035] Furthermore, the height of the speed lock 14 is higher than the height of the abutment block 111. The advantage of this arrangement is that it allows for a height gap between the two ends of the elastic member 15 and the abutment block 111. This prevents friction between the two ends of the elastic member 15 and the abutment block 111 from affecting the movement of the two ends of the elastic member 15 when the two ends of the elastic member 15 move relative to the middle of the elastic member 15.

[0036] In one embodiment, the lower seat plate 12 has protrusions 121 on both sides along the bridge direction, and the speed lock 14 has two mating blocks 142 protruding on the side near the lower seat plate 12. The two mating blocks 142 are spaced apart, and the distance between them is greater than the length of the protrusions 121. It is understood that because the distance between the two mating blocks 142 is greater than the length of the protrusions 121, the lower seat plate 12 and the speed lock 14 can be connected by inserting the protrusions 121 into the two mating blocks 142. Furthermore, since the speed lock 14 is a single component, using mating blocks 142 on the outer wall of the speed lock 14 to achieve connection, compared to using connecting holes or connecting grooves, ensures the structural integrity of the speed lock 14. Specifically, in this embodiment, the two mating blocks 142 are welded to the speed lock 14. In addition, because the speed lock 14 has protruding mating blocks 142, there is a gap between the lower seat plate 12 and the abutment blocks 111 on both sides along the bridge direction, preventing the lower seat plate 12 from contacting the abutment blocks 111 when moving.

[0037] In one embodiment, the contact surface between the lower seat plate 12 and the base 11 is configured as a friction surface. Optionally, the side of the lower seat plate 12 closest to the base 11 can be configured as a friction surface, or the side of the base 11 closest to the lower seat plate 12 can be configured as a friction surface, or both the side of the lower seat plate 12 closest to the base 11 and the side of the base 11 closest to the lower seat plate 12 can be configured as friction surfaces. Specifically, a friction surface can be formed by providing patterns or protrusions on the contact surface between the lower seat plate 12 and the base 11. It is easy to understand that the advantage of setting a friction surface is that it can increase the coefficient of friction between the lower seat plate 12 and the base 11, thereby increasing the frictional force between the lower seat plate 12 and the base 11 to counteract the bridge load and release the bridge temperature displacement.

[0038] In one embodiment, one of the base 11 and the lower base plate 12 is provided with a groove 122 extending along the bridge direction, and the other is provided with a protrusion 112 extending along the bridge direction. The base 11 and the lower base plate 12 are connected by the groove 122 and the protrusion 112. It can be understood that the groove 122 and the protrusion 112 can ensure that the lower base plate 12 moves along the bridge direction when it moves, so as to ensure the direction of movement. Specifically, in this embodiment, the base 11 is provided with a protrusion 112 extending along the bridge direction, and the lower base plate 12 is provided with a groove 122 extending along the bridge direction. The lower base plate 12 is engaged with the protrusion 112 of the base 11 by the groove 122.

[0039] In one embodiment, a connecting rod 18 is provided between the speed lock 14 and the two abutment blocks 111, and the spring 17 is sleeved in the connecting rod 18. It can be understood that the connecting rod 18 can provide guidance for the spring 17, so as to force the spring 17 to deform only in the direction of the bridge, and at the same time, it can prevent the spring 17 from deforming in other degrees of freedom, thereby improving the vibration reduction effect.

[0040] Furthermore, the spring 17 is in a compressed deformation state. It is easy to understand that setting the initial state of the spring 17 to a compressed deformation state, compared to setting it to a stretched deformation state, allows the spring 17 to transmit the elastic force to the speed lock 14 without needing to be connected to both the speed lock 14 and the abutment block 111. On the other hand, since the spring 17 is compressed and deformed, it becomes shorter, which means that the base 11 does not need to be large, thereby saving manufacturing costs.

[0041] The bridge vibration damping bearing 10 of this invention utilizes compressed springs 17 on both sides of a speed lock 14 to apply elastic force to both sides of the speed lock 14, and a friction surface is provided between the lower seat plate 12 and the base 11. When the bridge shifts due to temperature changes, the elastic force and friction counteract the bridge load. When the bridge shifts due to train movement, the springs 17 on both sides of the speed lock 14 undergo elastic deformation to counteract the bridge load. After the train departs, the springs 17 elastically reset, thereby causing the lower seat plate 12 to reset. When the bridge shifts due to an earthquake, the springs 17 elastically return to their original position. The speed lock 14 keeps the lower seat plate 12 stationary and connects the middle part of the elastic element 15 to the speed lock 14, ensuring that the middle part of the elastic element 15 remains stationary. The two ends of the elastic element 15 are connected to the upper seat plate 13. Since the upper seat plate 13 moves relative to the lower seat plate 12 and there is a buffer gap 151 in the elastic element 15, the elastic element 15 undergoes elastic deformation to offset the bridge load. In addition, the buffer pad 16 between the upper seat plate 13 and the lower seat plate 12 can also elastically deform to offset the bridge load. The bridge vibration damping bearing 10 of this application can adapt to different usage conditions, has strong applicability, and has the advantages of good vibration damping effect.

[0042] The present invention also provides a method for installing a bridge vibration damping bearing, comprising the following steps:

[0043] S100: Springs 17 are installed on both sides of the speed lock 14, and the springs 17 are elastically deformed.

[0044] S200: A friction surface is provided between the lower seat plate 12 and the base 11 to increase friction.

[0045] S300: Connect the middle part of the elastic element 15 to the speed lock 14, connect the two ends of the elastic element 15 to the upper seat plate 13, and provide multiple buffer gaps 151 in the middle and two ends of the elastic element 15.

[0046] S400: A cushioning pad is placed between the lower seat plate 12 and the upper seat plate 13.

[0047] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A bridge vibration damping bearing, characterized in that: The system includes a base with two abutment blocks on each side along the longitudinal direction of the bridge, spaced apart from each other along the transverse direction. A lower base plate is mounted on the base, with speed lockers connected to each side of the lower base plate along the transverse direction. Each speed locker is connected to one of the abutment blocks via a spring, which is in an elastic deformation state. An upper base plate is located on the side of the lower base plate opposite to the base, supporting the bridge structure. A buffer pad connects the upper base plate to the lower base plate. An elastic element is located between the upper base plate and the speed lockers, with its middle portion connected to the speed locker and its two ends connected to the upper base plate. Multiple buffer gaps are provided between the two ends and the middle portion of the elastic element, spaced apart along the longitudinal direction, and each buffer gap forms an opening on one side of the elastic element.

2. The bridge vibration damping bearing as described in claim 1, characterized in that, The elastic element is wavy.

3. The bridge vibration damping bearing as described in claim 1, characterized in that, The elastic element is made of metal.

4. The bridge vibration damping bearing as described in claim 1, characterized in that, The elastic element has an anchor hole in the middle, and the speed lock has a protruding post. The middle part of the elastic element and the speed lock are connected to the protruding post through the anchor hole. The elastic element has pins at both ends, and the upper seat plate has recessed holes. The elastic element and the upper seat plate are connected to the pins through the recessed holes.

5. The bridge vibration damping bearing as described in claim 4, characterized in that, The height of the speed lock is higher than the height of the abutment block.

6. The bridge vibration damping bearing as described in claim 1, characterized in that, The lower seat plate has protrusions on both sides along the bridge direction, and the speed lock has two mating blocks protruding on the side near the lower seat plate. The two mating blocks are spaced apart, and the distance between them is greater than the length of the protrusions.

7. The bridge vibration damping bearing as described in claim 1, characterized in that, The contact surface between the lower seat plate and the base is configured as a friction surface.

8. The bridge vibration damping bearing as described in claim 1, characterized in that, One of the base and the lower seat plate is provided with a groove extending along the bridge direction, and the other is provided with a protrusion extending along the bridge direction. The base and the lower seat plate are connected by the groove and the protrusion.

9. The bridge vibration damping bearing as described in claim 1, characterized in that, A connecting rod is provided between the speed lock and the two abutment blocks, and the spring is sleeved in the connecting rod and is in a compressed deformation state.

10. A method for installing a bridge vibration damping bearing as described in any one of claims 1 to 9, characterized in that, Includes the following steps: S100: Springs are installed on both sides of the speed lock, and the springs are elastically deformed. S200: A friction surface is provided between the lower seat plate and the base to increase friction. S300: Connect the middle part of the elastic element to the speed lock, connect the two ends of the elastic element to the upper seat plate, and provide multiple buffer gaps in the middle and two ends of the elastic element. S400: A cushioning pad is placed between the lower seat plate and the upper seat plate.

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