A ship collision prevention device for a deep water long-span bridge

Abstract

The application discloses a kind of deepwater large-span bridge anti-ship collision device, belong to bridge protection technical field.The application solves the problem of damage caused by anti-collision device to ship, including floating column, floating column is connected with water bottom by first elastic connecting component, floating column is provided with ship direction conversion mechanism, ship direction conversion mechanism includes connecting ring, first baffle and second baffle are rotatably connected on connecting ring, elastic member is connected between first baffle and second baffle, first baffle and second baffle are connected with water bottom by second elastic connecting component.The first baffle, second baffle and floating column are elastically connected with the water bottom, and the energy of the ship body can be consumed.When the ship direction conversion mechanism cannot block the advance of the ship, when the first baffle or the second baffle rotates to contact the trigger rope behind, the elastic net and the cylinder can be erected, under the joint action of the elastic net and the ship direction conversion mechanism, the impact force of the ship body is further consumed, until the ship body stops.

Description

Technical Field

[0001] This invention belongs to the field of bridge protection technology, specifically relating to a ship collision prevention device for deep-water long-span bridges. Background Technology

[0002] Bridge-ship collisions have severe consequences, causing significant economic losses and social impacts, such as bridge collapse, ship sinking, casualties, environmental pollution, and disruption of land and water transportation. Generally, drivers can detect an impending collision and apply emergency braking beforehand, but due to the close proximity and the ship's considerable inertia, the ship often still impacts the bridge. Therefore, collision protection devices to protect bridge piers in navigable waterways from ship collisions are crucial. There are many types of collision protection devices, such as artificial islands, rubber fenders, steel caissons, crash pile groups, and cofferdam systems. Generally, their basic working principle is to absorb the ship's kinetic energy through localized plastic deformation and failure of the structure. Rubber fenders are sufficient to absorb the collision energy and load associated with small to medium-sized ships at lower impact velocities, while other types of protection are typically used for larger ships and higher impact velocities. These conventional devices or systems, while protecting bridges, often damage ships, thus requiring improvement. Summary of the Invention

[0003] To address the problems in the prior art, this invention provides a collision prevention device for deep-water, long-span bridges, aiming to solve the problem that existing collision prevention devices, while protecting bridges, often cause damage to ships.

[0004] The technical solution adopted in this invention is as follows:

[0005] A deep-water, long-span bridge anti-ship collision device includes floating columns connected to the seabed via a first elastic connecting assembly. Each floating column is equipped with a ship orientation conversion mechanism, which includes a connecting ring sleeved on the floating column. A first baffle and a second baffle are rotatably connected to the connecting ring. An elastic element is provided between the first baffle and the second baffle, with its two ends connected to the first baffle and the second baffle respectively. The included angle formed by the first baffle and the second baffle on the side away from the bridge is less than 180 degrees. The first baffle and the second baffle are respectively connected to the seabed via a second elastic connecting assembly.

[0006] With this technical solution, when the vessel approaches the bridge, it will enter between the first and second baffles. When the vessel is precisely wedged between the first and second baffles, it will exert an outward expanding force on them. Because elastic elements are installed between the first and second baffles, and because the first and second baffles are connected to the seabed via a second elastic component, both baffles will have a restoring force to return to their original positions. This restoring force exerts a force on the vessel to move away from the bridge. Simultaneously, because the first elastic component of the floating column cover is connected to the seabed, it also exerts a force on the vessel to move away from the bridge. Through the first and second elastic connecting components and the elastic elements, the impact force of the vessel can be absorbed, and the force exerted on the vessel to move away from the bridge can be applied until the vessel stops, preventing a collision with the bridge. When the vessel deviates towards the first or second baffle and approaches the bridge, the force exerted by the vessel on the first or second baffle will exert a force on the vessel to move away from the bridge. The first and second baffles exert different forces. They provide a steering force to the hull. For example, when the hull approaches the first baffle, it exerts a force that rotates the first baffle towards the side closer to the bridge. Because there is an elastic element between the first and second baffles, the second baffle also rotates towards the first baffle. When the second baffle rotates, it exerts a force that moves the hull away from the second baffle, thus changing the direction of the hull's impact force and consuming the hull's impact force. As the displacement of the second and first baffles increases, the restoring force generated by the second elastic connecting component on the second and first baffles will exert a force on the hull in the opposite direction of travel, thereby further consuming the hull's impact force until the hull stops. Since the first and second baffles and the entire floating column are elastically connected to the seabed, they can both consume the hull's energy and prevent damage to the hull.

[0007] Preferably, the sidewalls of the first and second baffles away from the bridge are covered with bags, the bags are fixedly connected to the first and second baffles, and the bags contain granular cushioning elements.

[0008] With this technical solution, when the hull enters between the first and second baffles, the hull comes into contact with the cushioning bag, thus preventing damage to the hull.

[0009] Preferably, the buffer is river sand.

[0010] With this technical solution, river sand is readily available and inexpensive.

[0011] Preferably, the first baffle and the second baffle are each provided with a number of first water passage holes, and the bag is provided with a number of second water passage holes that respectively cooperate with the number of first water passage holes.

[0012] After adopting this technical solution, the impact force of water on the first and second baffles is buffered by the water passage holes.

[0013] Preferably, the floating column is provided with a chute, the connecting ring is slidably connected to the chute, and the first baffle and the second baffle are provided with floats on the side of the baffle closest to the water body.

[0014] With this technical solution, when the water level changes, the positions of the first and second baffles can fluctuate within a certain range according to the water level to adapt to the change in water level.

[0015] Preferably, a solar panel is provided on the top of the floating column, and a contour light, a radar rangefinder, and an alarm are provided on the ship's heading conversion mechanism. The solar panel is electrically connected to the contour light, the radar rangefinder, and the alarm, respectively.

[0016] With this technical solution, ship collisions with bridges generally occur at night because visibility is poor and drivers are prone to drowsiness. Therefore, by using solar panels to accumulate electricity during the day, the system can be used to activate the outline lights, radar rangefinder, and alarm at night. The outline lights will alert the driver to the presence of a bridge ahead, the radar rangefinder will detect any obstacles ahead, and the alarm will be activated when an obstacle is detected. This will reduce the frequency of use of the device and extend its service life.

[0017] Preferably, the first elastic connection assembly includes two connecting columns symmetrically arranged on both sides of the floating column. Both connecting columns are fixedly connected to the bottom of the water. Each connecting column is fixedly provided with two first elastic rope groups, which are respectively fixedly connected to the upper and lower parts of the floating column.

[0018] Preferably, the second elastic connection assembly includes several second elastic rope groups, each of which includes two elastic ropes. One end of each elastic rope is fixedly connected to the first baffle or the second baffle, and the other end is fixedly connected to the bottom of the water. The included angle formed by the two elastic ropes on the side closest to the first baffle or the second baffle is less than 180 degrees and greater than 0 degrees.

[0019] Preferably, the first elastic connection assembly includes two pontoons symmetrically arranged on both sides of the floating column. Both pontoons are anchored to the bottom of the water by anchor cables. Two first elastic rope groups are arranged between the two pontoons, and the two first elastic rope groups are fixedly connected to the upper and lower parts of the floating column, respectively.

[0020] Preferably, an elastic net is provided between the two pontoons. The elastic net is located behind the ship heading conversion mechanism. A trigger rope is connected to the side of the elastic net closest to the ship heading conversion mechanism. A cylinder that can float on the water surface is also fixedly installed on the elastic net.

[0021] Preferably, the system also includes an adjustment mechanism for adjusting the length of the anchor cable according to the water level. The adjustment mechanism includes a reel that cooperates with each anchor cable. One end of each anchor cable is fixedly mounted on the reel. All reels are located inside the pontoon. Each reel is connected to a motor for driving the reel to rotate. The motor is electrically connected to a controller located inside the pontoon. The controller is electrically connected to a first water level detector located on the upper part of the outer surface of the pontoon and a second water level detector located on the lower part of the outer surface of the pontoon.

[0022] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0023] 1. When the vessel approaches the bridge, it will enter between the first and second baffles. When the vessel is exactly in the middle of the first and second baffles, it will exert an outward expanding force on the first and second baffles. Because there are elastic elements between the first and second baffles, and the first and second baffles are connected to the seabed through the second elastic component, both the first and second baffles will have a restoring force to return to their original positions. This restoring force will exert a force on the vessel to move away from the bridge. At the same time, because the first elastic component of the floating column cover is connected to the seabed, the first elastic component will also exert a force on the vessel to move away from the bridge. Through the first elastic connecting component, the second elastic connecting component, and the elastic elements, the impact force of the vessel can be absorbed and the force exerted on the vessel to move away from the bridge until the vessel stops, preventing the bridge from being hit.

[0024] 2. When the ship approaches the bridge via the first or second baffle, the forces exerted by the ship on the first and second baffles differ in magnitude. These forces result in a steering force on the ship. For example, when the ship approaches the first baffle, it exerts a force that rotates the first baffle closer to the bridge. Because of the elastic element between the first and second baffles, the second baffle also rotates towards the first baffle. This rotation exerts a force on the ship that moves it away from the second baffle, thus changing the direction of the impact force and dissipating the impact force. As the displacement of the second and first baffles increases, the restoring force generated by the second elastic connecting component on the second and first baffles exerts a force on the ship in the opposite direction of travel, further dissipating the impact force until the ship stops. Since the first and second baffles, as well as the entire floating column, are elastically connected to the seabed, the ship's energy is dissipated without causing damage.

[0025] 3. When the hull enters between the first and second baffles, the hull comes into contact with the cushioning bag to prevent damage to the hull. Attached Figure Description

[0026] Figure 1This is a schematic diagram of the structure of Embodiment 1 of the present invention;

[0027] Figure 2 This is a schematic diagram of the structure of Embodiment 2 of the present invention;

[0028] Figure 3 This is a schematic diagram of the adjustment mechanism in Embodiment 3 of the present invention;

[0029] Among them, 1-connecting column, 2-floating column, 3-slide groove, 4-first baffle, 5-second water passage hole, 6-first elastic rope group, 7-elastic rope, 8-buoy, 9-elastic element, 10-solar power generation panel, 11-contour light, 12-radar rangefinder, 13-bag, 14-second baffle, 15-float box, 16-anchor cable, 17-elastic net, 18-cylinder, 19-first water level detector, 20-reel, 21-second water level detector. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0031] In the description of the embodiments of this application, it should be noted that the terms "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, or the orientation or positional relationship commonly used when the product of the invention is in use. They 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, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0032] A deep-water, long-span bridge anti-ship collision device includes two floating columns 2 respectively installed on both sides of the bridge along the water flow direction. The floating columns 2 are connected to the seabed through a first elastic connecting assembly. Each of the two floating columns 2 is provided with a ship orientation conversion mechanism. The ship orientation conversion mechanism includes a connecting ring sleeved on the floating column 2. A first baffle 4 and a second baffle 14 are rotatably connected to the connecting ring. An elastic element 9 is provided between the first baffle 4 and the second baffle 14. The two ends of the elastic element 9 are respectively connected to the first baffle 4 and the second baffle 14. The included angle formed by the side of the first baffle 4 and the second baffle 14 away from the bridge is 120 degrees. The first baffle 4 and the second baffle 14 are connected to the seabed through a second elastic connecting assembly.

[0033] In this embodiment, the sidewalls of the first baffle 4 and the second baffle 14 away from the bridge are both covered with bags 13. The bags 13 are fixedly connected to the first baffle 4 and the second baffle 14, and the bags 13 are provided with granular cushioning elements.

[0034] In this embodiment, the buffer is river sand.

[0035] In this embodiment, the first baffle 4 and the second baffle 14 are each provided with a number of first water passage holes, and the bag 13 is provided with a number of second water passage holes 5 that respectively cooperate with a number of the first water passage holes.

[0036] In this embodiment, a chute 3 is provided on the floating column 2, the connecting ring is slidably connected to the chute 3, and a float 8 is provided on the side of the first baffle 4 and the second baffle 14 near the water body.

[0037] In this embodiment, a solar power generation panel 10 is provided on the top of the floating column 2, and a contour light 11, a radar rangefinder 12 and an alarm are provided on the ship heading conversion mechanism. The solar power generation panel 10 is electrically connected to the contour light 11, the radar rangefinder 12 and the alarm respectively.

[0038] In this embodiment, the first elastic connection component includes two connecting columns 1 symmetrically arranged on both sides of the floating column 2. Both connecting columns 1 are fixedly connected to the bottom of the water. Each connecting column 1 is fixedly provided with two first elastic rope groups 6. The two first elastic rope groups 6 are fixedly connected to the upper and lower parts of the floating column 2, respectively.

[0039] In this embodiment, the second elastic connection component includes several second elastic rope groups, each of which includes two elastic ropes 7. One end of the two elastic ropes 7 is fixedly connected to the first baffle 4 or the second baffle 14, and the other end is fixedly connected to the bottom of the water. The included angle formed by the two elastic ropes 7 on the side close to the first baffle 4 or the second baffle 14 is 100 degrees.

[0040] In this embodiment, the elastic element 9 is a plurality of springs.

[0041] Reference Figure 1 The method of using this invention is as follows:

[0042] The solar panel 10 accumulates electrical energy during the day, which is used to turn on the outline lights 11, radar rangefinder 12 and alarm at night. The outline lights 11 remind the driver that there is a bridge ahead, the radar rangefinder 12 detects whether there are obstacles ahead, and when an obstacle is detected, the alarm is activated and an alarm is sounded.

[0043] When the driver hears the alarm and applies emergency braking but is still unable to control the vessel and it crashes into the bridge, the vessel will enter the space between the first baffle 4 and the second baffle 14, coming into contact with the sand-filled bags 13 on the first and second baffles 4 and 14. The sand-filled bags 13 cushion the impact force on the vessel. When the vessel is exactly in the middle of the first and second baffles 4 and 14, it will exert an outward expanding force on the first and second baffles 4 and 14. Since several springs are installed between the first and second baffles, and the first and second baffles 4 and 14 are connected to the bottom of the water via elastic ropes 7, both the first and second baffles 4 and 14 will have a restoring force to return to their original positions. This restoring force exerts a force on the vessel to move away from the bridge. At the same time, since the floating column is connected to the bottom of the water via the first elastic rope group 6, the first elastic rope group 6 also exerts a force on the vessel to move away from the bridge. The first elastic rope group 6, the elastic ropes 7, and the springs can absorb the impact force on the vessel and exert a force on the vessel to move away from the bridge until the vessel stops, preventing the bridge from being hit.

[0044] When the ship veers towards the bridge towards the first baffle 4 or the second baffle 14, the different forces exerted by the ship on the first baffle 4 and the second baffle 14 will cause the first baffle 4 to exert a steering force on the ship. For example, when the ship veers towards the first baffle 4, it will exert a force on the first baffle 4 to rotate towards the side closer to the bridge. Since there is a spring between the first baffle 4 and the second baffle 14, the second baffle 14 will also rotate in the direction of the first baffle 4. When the second baffle 14 rotates, it will exert a force on the ship to move away from the second baffle 14, thereby changing the direction of the ship's impact force and consuming the impact force of the ship. As the displacement of the second baffle 14 and the first baffle 4 increases, the restoring force generated by the elastic rope 7 on the second baffle 14 and the first baffle 4 will exert a force on the ship in the opposite direction of travel, thereby further consuming the impact force of the ship until the ship stops.

[0045] Example 2

[0046] This embodiment is basically the same as embodiment 1, except that the solar power panel 10, contour light 11, radar rangefinder 12 and alarm are not provided in this embodiment. In this embodiment, the first elastic connection component includes two pontoons 15 symmetrically arranged on both sides of the floating column 2. Both pontoons 1 are anchored to the bottom of the water by anchor cables 16. Two first elastic rope groups 6 are provided between the two pontoons 15. The two first elastic rope groups 6 are fixedly connected to the upper and lower parts of the floating column 2 respectively. An elastic net 17 is also provided between the two pontoons 15. The elastic net 17 is located behind the ship heading conversion mechanism. A cylinder 18 that can float on the water surface is also fixedly provided on the elastic net 17.

[0047] In this embodiment, when the ship direction conversion mechanism cannot stop the ship from moving forward, when the first baffle 4 or the second baffle 14 rotates to contact the trigger rope behind, it presses the elastic rope underwater together with the ship hull, thereby making the elastic net 17 and the cylinder 18 stand up, thus applying a reverse thrust to the ship hull. Under the combined action of the elastic net 17 and the ship direction conversion mechanism, the impact force of the ship hull is further consumed until the ship hull stops.

[0048] Example 3

[0049] This embodiment is basically the same as embodiment 2, except that: Figure 3 As shown, this embodiment also includes an adjustment mechanism for adjusting the length of the anchor cable 16 according to the water level. The adjustment mechanism includes a reel 20 that cooperates with each anchor cable 16. One end of each anchor cable 16 is fixedly mounted on the reel 20. All reels 20 are housed within the pontoon 15. Each reel 20 is connected to a motor for driving its rotation. The motor is electrically connected to a controller located within the pontoon 15. The controller is electrically connected to a first water level detector 19 located on the upper part of the outer surface of the pontoon 15 and a second water level detector 21 located on the lower part of the outer surface of the pontoon 15. When the first water level detector 19 located on the upper part detects that the water level has reached the first... When the water level is detected at the first water level detector 19, it indicates that the water level has risen. Therefore, the motor is started to rotate and release the anchor cable 16 wound on the reel 20. When the controller analyzes that the water level is lower than the first water level detector 19 and higher than the second water level detector 21, the motor is turned off and stops rotating. When the second water level detector located at the bottom detects that the water level is lower than the location of the second water level detector, it indicates that the water level is too low. Therefore, the motor is started to rotate in the opposite direction and wind the anchor cable 16 on the reel 20. When the controller analyzes that the water level is detected to be higher than the second water level detector 21 and lower than the first water level detector 19, the motor is turned off and stops rotating, thus adapting to changes in water level.

[0050] The top of the pontoon 15 is also equipped with a solar power panel 10 (not shown in the figure). The solar power panel 10 is electrically connected to the first water level detector 19, the second water level detector 21, the controller and the motor to supply power to them.

[0051] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

Claims

1. A collision prevention device for deep-water, long-span bridges, characterized in that: The system includes a floating column (2), which is connected to the bottom of the water via a first elastic connection assembly. Each floating column (2) is equipped with a ship direction conversion mechanism. The ship direction conversion mechanism includes a connecting ring sleeved on the floating column (2). A first baffle (4) and a second baffle (14) are rotatably connected to the connecting ring. An elastic element (9) is provided between the first baffle (4) and the second baffle (14). The two ends of the elastic element (9) are respectively connected to the first baffle (4) and the second baffle (14). The included angle formed by the first baffle (4) and the second baffle (14) on the side away from the bridge is less than 180 degrees. The first baffle (4) and the second baffle (14) are respectively connected to the bottom of the water via a second elastic connection assembly.

2. The anti-ship collision device for deep-water long-span bridges according to claim 1, characterized in that: Both the first baffle (4) and the second baffle (14) are covered with a bag (13) on the side wall away from the bridge. The bag (13) is fixedly connected to the first baffle (4) and the second baffle (14). The bag (13) contains a granular buffer.

3. The anti-ship collision device for deep-water long-span bridges according to claim 2, characterized in that: The buffer component is river sand.

4. The anti-ship collision device for deep-water long-span bridges according to claim 2, characterized in that: The first baffle (4) and the second baffle (14) are each provided with a number of first water passage holes, and the bag (13) is provided with a number of second water passage holes (5) that cooperate with the number of first water passage holes respectively.

5. A collision prevention device for deep-water long-span bridges according to any one of claims 1-4, characterized in that: The floating column (2) is provided with a chute (3), the connecting ring is slidably connected to the chute (3), and the first baffle (4) and the second baffle (14) are provided with floats (8) on the side close to the water body.

6. A collision prevention device for deep-water long-span bridges according to any one of claims 1-4, characterized in that: The first elastic connection assembly includes two connecting columns (1) symmetrically arranged on both sides of the floating column (2). Both connecting columns (1) are fixedly connected to the bottom of the water. Each connecting column (1) is fixedly provided with two first elastic rope groups (6). The two first elastic rope groups (6) are fixedly connected to the upper and lower parts of the floating column (2) respectively.

7. A collision prevention device for deep-water long-span bridges according to any one of claims 1-4, characterized in that: The second elastic connection assembly includes several second elastic rope groups, each of which includes two elastic ropes (7). One end of the two elastic ropes (7) is fixedly connected to the first baffle (4) or the second baffle (14), and the other end is fixedly connected to the bottom of the water. The included angle formed by the two elastic ropes (7) on the side close to the first baffle (4) or the second baffle (14) is less than 180 degrees and greater than 0 degrees.

8. A collision prevention device for deep-water long-span bridges according to any one of claims 1-4, characterized in that: The first elastic connection assembly includes two pontoons (15) symmetrically arranged on both sides of the floating column (2). Both pontoons (15) are anchored to the bottom of the water by anchor cables (16). Two first elastic rope groups (6) are arranged between the two pontoons (15). The two first elastic rope groups (6) are fixedly connected to the upper and lower parts of the floating column (2) respectively.

9. A collision prevention device for deep-water long-span bridges according to claim 8, characterized in that: An elastic net (17) is also provided between the two floats (15). The elastic net (17) is located behind the ship heading conversion mechanism. A trigger rope is connected to the side of the elastic net (17) closest to the ship heading conversion mechanism. A cylinder (18) that can float on the water surface is also fixedly provided on the elastic net (17).

10. A collision prevention device for deep-water long-span bridges according to claim 8, characterized in that: It also includes an adjustment mechanism for adjusting the length of the anchor cable (16) according to the water level. The adjustment mechanism includes a reel (20) that cooperates with each anchor cable (16). One end of the anchor cable (16) is fixedly mounted on the reel (20). The reels (20) are all mounted inside the pontoon (15). The reels (20) are all connected to a motor for driving the reels (20) to rotate. The motor is electrically connected to a controller mounted inside the pontoon (15). The controller is electrically connected to a first water level detector (19) mounted on the upper part of the outer surface of the pontoon (15) and a second water level detector (21) mounted on the lower part of the outer surface of the pontoon (15).

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