Bridge anti-ship collision system

Abstract

The application provides a bridge anti-ship collision system, which comprises a main pier anti-collision structure and two side pier anti-collision structures. The main pier anti-collision structure comprises a main pier, two intermediate anti-ship collision mechanisms and two intermediate anti-side collision mechanisms. The side pier anti-collision structure comprises a side pier, a side anti-ship collision mechanism, a side anti-side collision mechanism and a supporting structure. The side anti-ship collision mechanism is arranged on the driving-in side of the side pier and in the transverse direction of the side pier. The supporting structure is arranged on the driving-out side of the side pier and in the oblique direction of the side pier. The first end of the side anti-side collision mechanism is fixedly connected with the side anti-ship collision mechanism. The second end of the side anti-side collision mechanism is arranged in the along-bridge direction and is fixedly connected with the supporting structure. The system is arranged in this way, so that the main pier can be surrounded and protected, and the side piers on both sides can be effectively protected by the side pier anti-collision structures which are arranged in the range that needs to be protected, so that the construction cost is saved, and the workload of the later protection is reduced while the protection effect is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of bridges, in particular to a bridge anti-ship collision system. BACKGROUND

[0002] To promote regional economic development, the construction of bridges facilitates land transportation, but at the same time causes different degrees of adverse effects on ship navigation and water transportation. Due to the influence of factors such as water flow speed, wind speed, bends, and scour, ships often collide with bridge piers, and in severe cases, the bridge may even collapse. Therefore, it is inevitable to prevent the bridge piers from being hit.

[0003] The existing anti-ship collision method usually adopts an independent separated anti-collision structure or a floating fence type anti-collision device. When the main pier is hit, the separated anti-collision structure subjected to the impact bears force alone, so the separated anti-collision structure needs to be reinforced. For a two-hole three-pier bridge navigation structure, if the same anti-collision structure is arranged at each pier, the construction cost will be greatly increased, the construction time will be increased, and the amount of maintenance work in the later period will be large.

[0004] Therefore, it is necessary to propose a bridge anti-ship collision system to solve or at least alleviate the above-mentioned defects. SUMMARY

[0005] The main purpose of the present application is to provide a bridge anti-ship collision system to solve the problem that for a two-hole three-pier bridge navigation structure in the prior art, if the same anti-collision structure is arranged at each pier, the construction cost will be greatly increased, and the construction time will be increased.

[0006] To achieve the above-mentioned purpose, the present application provides a bridge anti-ship collision system, which comprises a main pier anti-collision structure and two side pier anti-collision structures arranged on the two sides of the main pier anti-collision structure in the longitudinal bridge direction.

[0007] The main pier anti-collision structure comprises a main pier, two intermediate anti-ship collision mechanisms arranged on the two sides of the main pier in the transverse bridge direction, and two intermediate anti-side collision members arranged on the two sides of the main pier in the longitudinal bridge direction. The intermediate anti-side collision members are arranged in the transverse bridge direction and connected between the two intermediate anti-ship collision mechanisms.

[0008] The side pier anti-collision structure comprises a side pier, a side anti-ship collision mechanism, a side anti-side collision member, and a supporting structure. The side anti-ship collision mechanism is arranged on the entry side of the side pier and in the transverse direction of the side pier. The supporting structure is arranged on the exit side of the side pier and in the oblique direction of the side pier. The first end of the side anti-side collision member is fixedly connected with the side anti-ship collision mechanism, and the second end of the side anti-side collision member is arranged in the longitudinal bridge direction and fixedly connected with the supporting structure.

[0009] Preferably, each of the intermediate fender structures comprises an intermediate fender body, an intermediate support unit, and a plurality of main fender skirts, wherein,

[0010] the intermediate fender body is fixed to the intermediate support unit, the intermediate fender member is connected between two of the intermediate fender bodies, the intermediate fender body is provided with a convex arc shape at an end away from the main pier, and a plurality of the main fender skirts are arranged around and spaced apart on the side wall of the intermediate fender body.

[0011] Preferably, the intermediate support unit comprises an intermediate vertical pile group arranged at the bottom of the intermediate fender body in the transverse bridge direction and an inclined pile group, a plurality of the intermediate vertical pile groups are arranged in the transverse bridge direction, and the inclined pile group is arranged on the side close to the main pier; wherein,

[0012] each of the intermediate vertical pile groups comprises two intermediate vertical piles arranged opposite in the longitudinal bridge direction;

[0013] the inclined pile group comprises two inclined piles arranged opposite in the longitudinal bridge direction, the intermediate fender body is fixed to the top end of the intermediate vertical pile and the inclined pile, and the bottom end of the inclined pile is arranged inclined from the top end towards the main pier.

[0014] Preferably, the two side pier fender structures are arranged in central symmetry about the center point of the main pier.

[0015] Preferably, the side fender structure comprises a side fender body, a plurality of side pile groups arranged in the transverse bridge direction, and a plurality of side fender skirts, wherein,

[0016] each of the side pile groups comprises a plurality of side piles arranged opposite in the longitudinal bridge direction, the side fender body is fixed to the side piles, the side fender member is connected between two of the side fender bodies, the side fender body is provided with a convex arc shape at an end away from the side pier, and a plurality of the side fender skirts are arranged around and spaced apart on the arc-shaped end wall of the side fender body.

[0017] Preferably, the support structure comprises four steel pipe piles arranged in a matrix, a plurality of transverse braces connected between adjacent two of the steel pipe piles, and a plurality of inclined braces obliquely connected between the steel pipe piles, and the second end of the side fender member is arranged in the longitudinal bridge direction and fixedly connected with the steel pipe piles.

[0018] Preferably, the side anti-collision member comprises an inclined extension section and a forward extension section, the first end of the inclined extension section is fixedly connected to the side anti-ship collision body, the second end of the inclined extension section is outwardly cantilevered, and the forward extension section is connected between the second end of the inclined extension section and the steel pipe pile.

[0019] Preferably, the width of the side anti-ship collision body is greater than the width of the middle anti-ship collision body.

[0020] Preferably, the middle anti-side collision member and the side anti-side collision member are both steel truss structures.

[0021] Preferably, the angle between the axis of the inclined pile foundation and the horizontal plane is 60-70°.

[0022] Compared with the prior art, the bridge anti-ship collision system has the following advantages:

[0023] The bridge anti-ship collision system comprises a main pier anti-collision structure and two side pier anti-collision structures arranged on the two sides of the main pier anti-collision structure along the longitudinal bridge direction, the main pier anti-collision structure comprises a main pier, two middle anti-ship collision mechanisms arranged on the two sides of the main pier along the transverse bridge direction, and two middle anti-side collision members arranged on the two sides of the main pier along the longitudinal bridge direction, the middle anti-side collision members are arranged along the transverse bridge direction and connected between the two middle anti-ship collision mechanisms, the side pier anti-collision structure comprises a side pier, a side anti-ship collision mechanism, a side anti-side collision member, and a supporting structure, the side anti-ship collision mechanism is arranged on the entry side of the side pier and in the transverse direction of the side pier, the supporting structure is arranged on the exit side of the side pier and in the oblique direction of the side pier, the first end of the side anti-side collision member is fixedly connected to the side anti-ship collision mechanism, and the second end of the side anti-side collision member is arranged in the forward direction of the bridge and fixedly connected to the supporting structure. The system thus arranged can realize surrounding protection for the main pier, and can effectively protect the side pier only in the range that needs to be protected by arranging the necessary side pier anti-collision structure, so as to save construction cost and reduce the workload of later protection while ensuring the protection effect; meanwhile, the structures all adopt the protection form of the combination of the anti-ship collision mechanism and the anti-side collision member, and through collaborative force, the stability of the structure is improved while the protection range is increased compared with the independent protection structure. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only show some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from the structures shown in the drawings without creative labor.

[0025] Figure 1 A plan view of an application scenario of the overall structure in an embodiment of the present application;

[0026] Figure 2 A plan view of an application scenario of the overall structure in an embodiment of the present application;

[0027] Figure 3 A plan view of an application scenario of the overall structure in an embodiment of the present application;

[0028] Figure 4 A plan view of an application scenario of the overall structure in an embodiment of the present application;

[0029] The purposes, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings.

[0030] Explanation of reference numerals:

[0031] 10, main pier anti-collision structure; 110, main pier; 120, intermediate anti-ship collision mechanism; 121, intermediate anti-ship collision body; 122, intermediate support unit; 1221, intermediate vertical pile foundation; 1222, inclined pile foundation; 123, main fender; 130, intermediate anti-side collision member; 20, side pier anti-collision structure; 210, side pier; 220, side anti-ship collision mechanism; 221, side anti-ship collision body; 222, side pile foundation; 223, side fender; 230, side anti-side collision member; 231, inclined extension section; 232, forward extension section; 240, support structure; 241, steel pipe pile; 242, cross brace; 243, diagonal brace. DETAILED DESCRIPTION

[0032] It should be understood that the specific embodiments described herein merely exemplify the present application and are not intended to limit the present application.

[0033] 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 some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts fall within the scope of the present application.

[0034] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present application are only used to explain the relative positional relationship, movement condition, etc. between components in a certain posture (as shown in the drawings), and if the certain posture changes, the directional indications also change accordingly.

[0035] Furthermore, the use of terms such as "first" and "second" in this invention is 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 that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0036] Please see the appendix Figures 1-4 This invention provides a bridge anti-ship collision system in one embodiment, comprising a main pier anti-collision structure 10 and two side pier anti-collision structures 20 disposed opposite each other on both sides of the main pier anti-collision structure 10 along the longitudinal direction of the bridge. First, it should be noted that in this application, the longitudinal direction of the bridge refers to the length extension direction of the bridge deck (not shown in the figure) laid on the main pier 110 to the side pier 210, while the transverse direction of the bridge refers to the width direction of the bridge deck. For ease of understanding by those skilled in the art, these are indicated in the accompanying drawings. Specifically:

[0037] The main pier anti-collision structure 10 includes a main pier 110, two intermediate anti-ship collision mechanisms 120 arranged opposite each other on both sides of the main pier 110 along the transverse bridge direction, and two intermediate anti-side collision components 130 arranged opposite each other on both sides of the main pier 110 along the longitudinal bridge direction. The intermediate anti-side collision components 130 are arranged along the transverse bridge direction and connected between the two intermediate anti-ship collision mechanisms 120.

[0038] Specifically, the main pier anti-collision structure 10 is a protective system within the area of ​​the main pier 110. It includes the main pier 110, two intermediate anti-ship collision mechanisms 120, and two intermediate anti-side collision components 130. To protect the main pier 110 from ship collisions in all directions, it is necessary to surround the outside of the main pier 110. The two intermediate anti-ship collision mechanisms 120, which are arranged opposite each other on both sides of the main pier 110 in the transverse direction, prevent collisions from the direction of the ship's course. The two intermediate anti-side collision components 130, which are arranged opposite each other on both sides of the main pier 110 in the longitudinal direction, prevent collisions caused by ship deviation when the ship passes through the hole. The intermediate anti-side collision components 130 are arranged in the transverse direction and connected between the two intermediate anti-ship collision mechanisms 120. In this way, the two separate intermediate anti-ship collision mechanisms 120 can be connected into one through the intermediate anti-side collision components 130, so as to cooperate in bearing the force and jointly withstand the impact, thereby improving the structural stability.

[0039] The side pier anti-collision structure 20 includes a side pier 210, a side anti-ship collision mechanism 220, a side anti-side collision component 230, and a support structure 240. The side anti-ship collision mechanism 220 is located on the approach side of the side pier 210 and in the transverse direction of the side pier 210. The support structure 240 is located on the exit side of the side pier 210 and in the oblique direction of the side pier 210. The first end of the side anti-ship collision component 230 is fixedly connected to the side anti-ship collision mechanism 220, and the second end of the side anti-ship collision component 230 extends along the longitudinal direction of the bridge and is fixedly connected to the support structure 240.

[0040] In detail, the side pier anti-collision structure 20 is a protection system within the area of ​​two side piers 210, which includes side piers 210, side anti-ship collision mechanism 220, side anti-side collision component 230, and support structure 240. In this application, for the underpass traffic situation of a two-span, three-pier bridge, since there is no other through-span or the side of the side pier 210 away from the main pier 110 is closed and not navigable, the side anti-ship collision mechanism 220 is set on the approach side of the side pier 210 and in the transverse direction of the side pier 210 to protect the side pier from the direction of ship approach. Pier 210; The support structure 240 is located on the departure side of the side pier 210 and is in the oblique direction of the side pier 210, so as to avoid the stern of the ship deflecting and hitting the side pier 210 when the ship sails out. In this way, after the two ends of the side anti-side collision member 230 are connected to the side anti-ship collision mechanism 220 and the support structure 240 respectively, the anti-side collision member only needs to be set between the main pier 110 and the side pier 210, and there is no need to add an anti-side collision member on the other side of the side pier 210. This can save construction costs and reduce the amount of maintenance in the later stage.

[0041] Since the side pier anti-collision structure 20 only requires one side anti-side collision component 230, there is no need to set up two side anti-ship collision mechanisms 220. Since the ship will not sail against the flow of traffic from the departure side, the support structure 240 can be set up on the departure side to support and connect the side anti-ship collision mechanism 220. This not only saves the construction cost of the side anti-side collision component 230, but also saves the construction cost of the side anti-ship collision mechanism 220.

[0042] In a preferred embodiment of the present invention, each of the intermediate anti-ship collision mechanisms 120 includes an intermediate anti-ship collision body 121, an intermediate support unit 122, and a plurality of main fenders 123. The intermediate anti-ship collision body 121 is fixed to the intermediate support unit 122, and the intermediate anti-side collision member 130 is connected between two intermediate anti-ship collision bodies 121. The end of the intermediate anti-ship collision body 121 away from the main pier 110 is a convex arc shape, and the plurality of main fenders 123 are arranged around and spaced apart on the side wall of the intermediate anti-ship collision body 121.

[0043] It should be noted that each of the intermediate anti-collision mechanisms 120 includes an intermediate anti-collision body 121, an intermediate support unit 122, and multiple main fenders 123. The intermediate support unit 122 supports the intermediate anti-collision body 121 and is used for mounting the intermediate anti-collision body 121. The bottom of the intermediate support unit 122 can be embedded in the load-bearing layer to transfer the impact energy to the load-bearing layer. The intermediate anti-collision body 121, as the main body that bears the impact, is fixed to the intermediate support unit 122 and can be connected to the intermediate side-impact protection member 130, so that the intermediate side-impact protection member 130 can be connected to the intermediate side-impact protection member 130. 30 is connected between the two intermediate anti-collision bodies 121; the main fender 123 is used to buffer and dissipate energy to reduce the energy generated after a ship collision, and then transmit it downward through the intermediate support unit 122 to the rock strata. The end of the intermediate anti-collision body 121 away from the main pier 110 is a convex arc shape, which can reduce wave current force. After a ship collision, the arc-shaped surface can reduce the damage caused by the collision, and at the same time quickly adjust the bow direction. Therefore, multiple main fenders 123 are arranged around and spaced on the arc-shaped end wall of the intermediate anti-collision body 121 to serve as the primary contact point when bearing the impact.

[0044] In a preferred embodiment of the present invention, the intermediate support unit 122 includes a group of intermediate vertical pile foundations 1221 and a group of inclined pile foundations 1222, which are spaced apart along the transverse direction of the bridge and located at the bottom of the intermediate anti-ship collision body 121. The multiple groups of intermediate vertical pile foundations 1221 are arranged at intervals along the transverse direction of the bridge, and the group of inclined pile foundations 1222 is located on one side close to the main pier 110. Each group of intermediate vertical pile foundations 1221 includes two intermediate vertical pile foundations 1221 arranged opposite each other along the longitudinal direction of the bridge. The group of inclined pile foundations 1222 includes two inclined pile foundations 1222 arranged opposite each other along the longitudinal direction of the bridge. The intermediate anti-ship collision body 121 is fixed to the top of the intermediate vertical pile foundations 1221 and the top of the inclined pile foundations 1222. The bottom of the inclined pile foundations 1222 is inclined from the top towards the main pier 110.

[0045] It should be noted that the intermediate vertical pile foundation 1221 is used to support the intermediate anti-ship collision body 121, and can support the intermediate anti-ship collision body 121 to a sufficient height, thereby increasing the vertical protection range while ensuring sufficient structural strength. The inclined pile foundation 1222 is set on the side close to the main pier 110 and inclined towards the main pier 110. The inclined pile foundation 1222 can decompose the horizontal pile foundation force into shear force perpendicular to the inclined pile and axial force parallel to the inclined pile according to the different inclination angle. Compared with the vertical pile foundation, the inclined pile foundation 1222 will have a significantly reduced bending moment generated by the impact force, while the axial component force generated can improve the shear bearing capacity and bending bearing capacity of the pile foundation, making full use of the concrete material properties. Based on this principle, the grade or content of the longitudinal reinforcement and stirrups of the pile foundation can be reduced, saving materials and making full use of the existing material properties. Therefore, one group of intermediate pile foundations is replaced with the inclined pile foundation 1222 group, thereby further saving construction costs while ensuring structural strength.

[0046] In a preferred embodiment of the present invention, the two side pier anti-collision structures 20 are arranged in a centrally symmetrical manner along the center point of the main pier 110.

[0047] It should be understood that, since the flight paths on both sides of the main pier 110 are different, the directional positions of the entering side and the exit side are different, but the structures are the same. Therefore, the two side pier anti-collision structures 20 are arranged in a centrally symmetrical manner along the center point of the main pier 110.

[0048] In a preferred embodiment of the present invention, the side collision prevention mechanism 220 includes a side collision prevention body 221, a plurality of side pile foundations 222 arranged at intervals along the transverse bridge direction, and a plurality of side fenders 223. Each side pile foundation 222 includes a plurality of side pile foundations 222 arranged opposite to each other along the longitudinal bridge direction. The side collision prevention body 221 is fixed to the side pile foundations 222. The side collision prevention component 230 is connected between two side collision prevention bodies 221. The end of the side collision prevention body 221 away from the side pier 210 is a convex arc shape. The plurality of side fenders 223 are arranged around and at intervals on the arc-shaped end wall of the side collision prevention body 221.

[0049] It is worth noting that the structure of the side anti-collision mechanism 220 is similar to that of the middle anti-collision mechanism 120, so it will not be described in detail. The side fender 223 and the main fender 123 can both be rubber fenders or steel-coated composite material fenders, both of which are anti-collision devices with good buffering and energy dissipation effects. Those skilled in the art can choose according to actual needs.

[0050] In a preferred embodiment of the present invention, the support structure 240 includes four steel pipe piles 241 arranged in a matrix, multiple transverse braces 242 connecting two adjacent steel pipe piles 241, and multiple inclined braces 243 connecting the steel pipe piles 241. The second end of the side impact protection member 230 extends along the bridge direction and is fixedly connected to the steel pipe piles 241.

[0051] It is worth noting that the steel pipe pile 241 adopts a steel-concrete composite pile structure. Steel-concrete composite piles have the advantages of high bearing capacity, good plasticity and toughness, and therefore better seismic resistance. They are suitable as the connection structure at one end of the side impact protection member 230. In order to connect the four steel pipe piles 241 distributed in a matrix into a whole, multiple horizontal braces 242 are added to connect between two adjacent steel pipe piles 241 to enhance the lateral and longitudinal structural stability. At the same time, multiple diagonal braces 243 are added to connect the steel pipe piles 241 at an angle to enhance the structural stability along the diagonal direction. The second end of the side impact protection member 230 is fixedly connected to the steel pipe pile 241 by welding.

[0052] In a preferred embodiment of the present invention, the side impact protection member 230 includes an inclined extension section 231 and a forward extension section 232. The first end of the inclined extension section 231 is fixedly connected to the side impact protection body 221, the second end of the inclined extension section 231 is cantilevered outward, and the forward extension section 232 is connected between the second end of the inclined extension section 231 and the steel pipe pile 241.

[0053] It should be noted that the side impact protection component 230 includes an inclined extension section 231 and a forward extension section 232. The inclined extension section 231 is used to connect with the side impact protection body 221 and is also used to connect with the forward extension section 232. The second end of the inclined extension section 231 is cantilevered outward so that a protective distance is formed between the forward extension section 232 and the side pier 210, avoiding crushing damage to the side pier 210 during an impact. The inclined part can also play a guiding role when the ship makes contact with the impact, so as to help the ship quickly adjust its navigation direction. The forward extension section 232 is used as a protective section to protect against ship impacts. Therefore, the length of the forward extension section 232 must correspond to the side pier 210. The end of the forward extension section 232 is connected to the steel pipe pile 241 to form an impact protection for the channel side.

[0054] In a preferred embodiment, since there is no through-hole or closed-hole navigation between adjacent piers in this waterway, the support mechanism is located on the departure side of the side pier 210 and at an angle to the side pier 210. This allows the anti-side-collision component to be installed only between the main pier 110 and the side pier 210, while no additional anti-side-collision component is needed on the other side of the side pier 210. This saves construction costs and reduces subsequent maintenance. It is understood that due to the reduction in the number of anti-side-collision components, the required structural strength can also be reduced. Therefore, two side anti-ship collision mechanisms 220 are not required; one side anti-ship collision mechanism 220 and one support mechanism can be connected in coordination. Please refer to the appendix for details. Figures 1-2 .

[0055] It is worth mentioning that the intermediate side-impact protection member 130 can also be configured with an inclined extension section 231 and a forward extension section 232. Since both ends of the intermediate side-impact protection member 130 are connected to the intermediate anti-ship collision body 121, each intermediate side-impact protection member 130 can be configured to consist of a forward extension section 232 and two inclined extension sections 231, with the inclined extension sections 231 at both ends respectively connected to the two intermediate anti-ship collision bodies 121.

[0056] Furthermore, the width of the side anti-ship collision body 221 is greater than the width of the middle anti-ship collision body 121.

[0057] It should be noted that, since the main pier anti-collision structure 10 has two intermediate anti-ship collision mechanisms 120, while the side pier anti-collision structure 20 only has one side anti-ship collision mechanism 220, with the other end connected by a support structure 240, the structural strength requirement is greater on one side than on the main pier anti-collision structure 10. Therefore, the width of the side anti-ship collision body 221 needs to be widened so that the width of the side anti-ship collision body 221 is greater than the width of the intermediate anti-ship collision body 121. Simultaneously, the number of pile foundations for the side anti-ship collision mechanism 220 is greater than the number of pile foundations for the intermediate anti-ship collision mechanism 120 to further improve the stability of the structure. Please refer to the appendix for details. Figure 3 In a preferred embodiment, based on the width of the intermediate anti-ship collision body 121, the intermediate support unit 122 can adopt three sets of intermediate vertical pile foundations 1221 and one set of inclined pile foundations 1222. Each set of intermediate vertical pile foundations 1221 includes two intermediate vertical pile foundations 1221 arranged opposite each other along the longitudinal direction of the bridge, and each set of inclined pile foundations 1222 includes two inclined pile foundations 1222 arranged opposite each other along the longitudinal direction of the bridge. The number of side pile foundations 222 can also be set to three sets, but each set of side pile foundations 222 has three sets, and the three side pile foundations 222 are spaced apart along the longitudinal direction of the bridge.

[0058] Furthermore, both the intermediate side impact protection member 130 and the side side impact protection member 230 adopt a steel truss structure.

[0059] It should be noted that steel truss structures have the advantages of being prefabricated and easy to process. This allows the steel truss structure to be prefabricated while the anti-ship collision structure is being constructed. After the anti-ship collision structure is completed, the steel truss structure can be hoisted and welded together to complete the installation of the anti-side collision components.

[0060] Furthermore, the angle between the axis of the inclined pile foundation 1222 and the horizontal plane is 60° to 70°.

[0061] It should be noted that the greater the inclination of the inclined pile foundation 1222, the longer the pile body needs to extend to the bearing layer, which increases the cost and reduces the structural stability. On the other hand, the smaller the inclination of the inclined pile foundation 1222, the smaller the increase in shear bearing capacity and bending bearing capacity. Therefore, preferably, the angle between the axis of the inclined pile foundation 1222 and the horizontal plane is 60° to 70°. The specific angle can be set by those skilled in the art according to the actual situation.

[0062] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A bridge anti-ship collision system, characterized in that, The application relates to a bridge pier anti-collision structure. The main pier anti-collision structure comprises a main pier, two intermediate anti-ship collision mechanisms arranged on the two sides of the main pier along the transverse bridge direction and two intermediate anti-side collision mechanisms arranged on the two sides of the main pier along the longitudinal bridge direction. The side pier anti-collision structure comprises a side pier, a side anti-ship collision mechanism, a side anti-side collision mechanism and a support structure.

2. The bridge fender system of claim 1, wherein, Each of the intermediate anti-ship collision mechanisms comprises an intermediate anti-ship collision body, an intermediate support unit and a plurality of main fender skirts. The intermediate anti-ship collision body is fixed to the intermediate support unit, the intermediate anti-side collision mechanism is connected between the two intermediate anti-ship collision bodies, and the end of the intermediate anti-ship collision body away from the main pier is in the form of a convex arc.

3. The bridge fender system of claim 2, wherein, The intermediate support unit comprises an intermediate vertical pile group arranged at the bottom of the intermediate anti-ship collision body along the transverse bridge direction and an inclined pile group. Each of the intermediate vertical pile groups comprises two intermediate vertical piles arranged opposite to each other along the longitudinal bridge direction. The inclined pile group comprises two inclined piles arranged opposite to each other along the longitudinal bridge direction.

4. The bridge fender system of claim 2, wherein, The two side pier anti-collision structures are centrally symmetrically arranged along the center point of the main pier.

5. The bridge fender system of claim 4, wherein, The side anti-ship collision mechanism comprises a side anti-ship collision body, a plurality of side pile groups arranged along the transverse bridge direction and a plurality of side fender skirts. Each of the side pile groups comprises a plurality of side piles arranged opposite to each other along the longitudinal bridge direction.

6. The bridge fender system of claim 5, wherein, The support structure comprises four steel pipe piles arranged in a matrix, a plurality of transverse supports connected between two adjacent steel pipe piles and a plurality of inclined supports inclinedly connected between the steel pipe piles. The second end of the side anti-side collision mechanism is arranged along the bridge direction and is fixedly connected with the steel pipe piles.

7. A ship collision protection system for a bridge according to claim 6, characterized in that The side anti-collision member comprises an inclined extension section and a forward extension section, the first end of the inclined extension section is fixedly connected to the side anti-collision body, the second end of the inclined extension section is outwardly cantilevered, and the forward extension section is connected between the second end of the inclined extension section and the steel pipe pile.

8. The bridge fender system of claim 5, wherein, The width of the side anti-collision body is greater than the width of the middle anti-collision body.

9. The bridge fender system of claim 1, wherein, The middle anti-collision member and the side anti-collision member are both steel truss structures.

10. The bridge fender system of claim 3, wherein, The angle between the axis of the inclined pile foundation and the horizontal plane is 60°-70°.

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