Passive flow control-honeycomb filled energy dissipation type bridge anti-collision device

Abstract

The present application relates to a kind of passive flow control-honeycomb filled energy dissipation type bridge anti-collision device, comprising: four side anti-collision systems, which are stacked from top to bottom by several side anti-collision layers, each side anti-collision layer includes passive flow control structure and honeycomb filled energy dissipation structure arranged linearly and alternately in turn;Self-connecting structure is used to splice the side anti-collision systems to form an elastic whole, to surround the bridge substructure around.Compared with the prior art, the present application can realize the double regulation and protection before and during ship-bridge collision, the self-connecting structure can improve the overall stability, has strong applicability, is easy to manufacture and install.

Description

Technical Field

[0001] This invention belongs to the field of bridge protection technology and relates to a passive flow control-honeycomb filling energy-dissipating bridge anti-collision device. Background Technology

[0002] In recent years, with the growth in intercity transportation demand and the improvement of technology, the construction of cross-sea bridges has gradually become an important part of modern urban planning and infrastructure construction. These bridges connect land and islands, or connect sea areas between different cities, providing convenience for economic development and people's travel. However, with the increase in the scale and number of cross-sea bridges, ensuring smooth water traffic has become a challenge, especially ensuring the safe passage of ships. In the design and construction of cross-sea bridges, it is crucial to fully consider navigation safety. Ensuring smooth water traffic is not only related to economic development and people's daily lives, but also involves emergency rescue, resource transportation, and other aspects. However, collisions between navigating vessels and the substructure of the bridge can lead to serious safety hazards and structural damage. Ship collisions with the substructure of the bridge, such as piers or abutments, can cause structural damage or even collapse, threatening traffic safety and bridge operation.

[0003] Currently, most anti-collision facilities for the substructure of cross-sea bridges use hollow protective shells, which are wrapped around the bridge substructure. These shells utilize their own buoyancy to automatically adjust according to the water level, and then use their cushioning effect to absorb impacts. While this can mitigate damage from ship collisions to some extent, it still has some shortcomings. First, due to its internal voids, the hollow structure may experience localized stress concentration during a collision. When a ship collides with the protective shell, the impact force may concentrate in a localized area of ​​the structure, increasing stress in that area and potentially causing damage. Second, the hollow protective shell may have limitations in energy absorption capacity. Because its internal voids lack filling materials or energy-absorbing devices, the hollow structure lacks an effective energy absorption mechanism during a collision, which may result in the collision energy not being effectively dispersed and mitigated. Additionally, the hollow protective shell may face challenges in installation and fixation. Due to its internal voids, installing and fixing equipment may require additional procedures and technical support, increasing construction complexity and cost. Furthermore, the hollow structure may be affected by external environmental factors during installation, such as wind and water flow, potentially leading to installation instability or difficulty in repositioning.

[0004] For example, Chinese patent application CN202110453707.8 discloses a passive anti-ship collision segment and anti-ship collision buffer device for bridge structures, including an anti-collision box. The anti-collision box is a closed cavity structure enclosed by steel-UHPC composite panels. The steel-UHPC composite panels include mutually fixed steel plate layers and UHPC layers. The UHPC layers are located on the outside of the anti-collision box, and energy-dissipating steel pipes are installed inside the anti-collision box to offset the impact force of the ship. This device lacks a pre-collision water flow guiding structure, and the entire device is difficult to install and maintain, making it unsuitable for different aquatic environments.

[0005] Therefore, there is an urgent need to develop new types of collision avoidance facilities to address these issues. These new facilities should possess higher energy absorption capacity and durability, be adaptable to different environmental conditions, and minimize their impact on water traffic. By proposing and applying these new types of collision avoidance facilities, the safety and reliability of cross-sea bridges can be further improved, ensuring smooth water traffic and the long-term operation of the bridge structure. Summary of the Invention

[0006] The purpose of this invention is to provide a passive flow control-cell-filled energy-dissipating bridge anti-collision device to achieve dual regulation and protection before and during a ship-bridge collision.

[0007] The objective of this invention can be achieved through the following technical solutions:

[0008] A passive flow control-cell-filled energy-dissipating bridge anti-collision device includes:

[0009] The four side impact protection systems are composed of several side impact protection layers stacked one on top of the other. Each side impact protection layer includes a passive flow control structure and a honeycomb filling energy dissipation structure arranged in a linear alternation.

[0010] The self-connecting structure allows the side impact protection systems to be spliced ​​together to form a flexible whole around the bridge substructure.

[0011] Furthermore, the passive flow control structure includes a main body, a recirculation deceleration channel machined on the main body and extending through it internally and externally, and a blocking block inserted into the recirculation deceleration channel. The recirculation deceleration channel includes a number of channel units connected in sequence. Each channel unit has a blocking block, which divides the channel unit into a main channel and a recirculation loop. The inlet of the main channel and the inlet of the recirculation loop converge, and the outlet of the recirculation loop and the outlet of the main channel are opposed to each other. Between two adjacent channel units, the outlet of the main channel of the previous channel unit is directly opposite the inlet of the recirculation loop of the next channel unit.

[0012] Furthermore, the cross-section of the return loop is J-shaped.

[0013] Furthermore, the outer end face of the main structure is provided with a recess of a certain arc.

[0014] Furthermore, the honeycomb filling energy dissipation structure includes a honeycomb box and energy dissipation columns. The honeycomb box is a box-shaped structure that is closed on all sides and has a honeycomb-shaped hollow inside. The energy dissipation columns are inserted at intervals into the honeycomb-shaped hollow.

[0015] Furthermore, the honeycomb-like hollow is hexagonal prism or cylindrical in shape.

[0016] Furthermore, the energy-consuming column is a solid structure made of rubber.

[0017] Furthermore, the hollow portion within the honeycomb-filled energy-dissipating structure satisfies the requirement that the entire anti-collision device can float on water.

[0018] Furthermore, each side impact protection layer is connected by a cover plate to form a whole.

[0019] Furthermore, in the same side impact protection system, the upper and lower side impact protection layers are arranged alternately.

[0020] Furthermore, the self-connecting structure adopts a fully transparent dovetail tenon form, which includes a tenon structure and two mortise structures. The two mortise structures are respectively connected to two adjacent side impact protection systems. The tenon structure is spliced ​​with the two mortise structures, so that the adjacent side impact protection systems are spliced ​​together in sequence to form a whole.

[0021] Furthermore, the anti-collision device also includes a cable connected to the substructure of the bridge, with one end of the cable fixed to the substructure and the other end connected to the honeycomb-filled energy-dissipating structure.

[0022] Furthermore, the entire anti-collision device can be supported by composite materials, including carbon fiber composites, glass fiber composites, polyurethane composites, etc. These composite materials can be selected and combined according to specific needs to meet the performance requirements and environmental conditions of marine bridge anti-collision facilities.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] (1) By using a passive flow control structure, the obstruction effect of water flow on ships is increased while the impact of water flow on the substructure of the bridge is reduced. A combination structure with horizontal honeycomb intervals and built-in energy dissipation columns is adopted to disperse and absorb the energy generated when ships collide with the substructure of the bridge. The combination of the two structures can reduce the risk of collision between navigable ships and bridges, and at the same time minimize the damage to the bridge when ships collide with bridges.

[0025] (2) The bridge anti-collision facility can achieve dual regulation and protection before and during a collision between the ship and the bridge. Before a collision, the passive flow control structure reduces the ship's forward speed or changes its direction of travel. During a collision, the honeycomb box with built-in energy-dissipating columns disperses and absorbs the collision energy, minimizing the risk and damage of a collision.

[0026] (3) The bridge anti-collision facility can achieve self-connection, thereby improving the overall stability. The mortise and tenon connection components have the advantages of high connection strength, good aesthetics, strong durability and environmental protection, which are conducive to the stable connection of various components of the bridge anti-collision facility.

[0027] (4) The bridge anti-collision facility is highly adaptable and easy to manufacture and install. It can be easily molded and assembled according to different types of bridge substructures, which greatly reduces construction costs and requirements. Attached Figure Description

[0028] Figure 1 This is a schematic diagram illustrating the overall structure of the bridge anti-collision facility in an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of a passive flow control-honeycomb-filled energy-dissipating bridge anti-collision facility proposed in this invention;

[0030] Figure 3 This is a schematic diagram of the passive flow control structure proposed in this invention;

[0031] Figure 4 This is a schematic diagram illustrating the working principle of the passive flow control structure proposed in this invention;

[0032] Figure 5 This is a schematic diagram of the honeycomb filling energy-dissipating structure proposed in this invention;

[0033] Figure 6 A schematic diagram of a cross-sectional view of a honeycomb-filled energy-dissipating structure;

[0034] Figure 7 This is a schematic diagram of the arrangement of the passive flow control structure and the honeycomb filling energy dissipation structure;

[0035] Figure 8 This is a schematic diagram of a collision protection box formed by a combination of a passive flow control structure and a honeycomb filling energy dissipation structure.

[0036] Figure 9 This is a schematic diagram of the self-connecting structure proposed in this invention;

[0037] Figure 10 This is a schematic diagram of the connection method between the bridge anti-collision facility and the pier in an embodiment of the present invention.

[0038] Explanation of markings in the diagram:

[0039] 1-Passive flow control structure, 2-Honeycomb filling energy dissipation structure, 3-Self-connecting structure, 4-Return deceleration channel, 401-Main flow channel, 402-Return loop channel, 5-Blocking block, 6-Honeycomb box, 7-Energy dissipation column, 8-Honeycomb hollow, 9-Cover plate, 10-Tenon structure, 11-Rivet structure, 12-Cable, 13-Bolt, 14-Steel ring. Detailed Implementation

[0040] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0041] It should be noted that the terms “front,” “back,” “left,” “right,” “up,” and “down” used in the following description refer to the directions shown in the attached diagram, while the terms “inside” and “outside” refer to the directions toward or away from the geometric center of a specific component, respectively.

[0042] Unless otherwise specified, the functional components or structures in the following embodiments or examples are conventional components or structures used in the art to achieve the corresponding functions.

[0043] To achieve dual regulation and protection before and during a bridge collision, this invention provides a passive flow control-cell-filled energy-dissipating bridge anti-collision device, the structure of which can be found in [reference needed]. Figure 1 As shown, including:

[0044] The four side impact protection systems are composed of several side impact protection layers stacked one on top of the other. Each side impact protection layer includes a passive flow control structure 1 and a honeycomb filling energy dissipation structure 2 arranged in a linear alternation.

[0045] The self-connecting structure 3 is used to allow the side impact protection systems to be spliced ​​together to form an elastic whole to surround the substructure of the bridge.

[0046] By adopting the above technical solutions, the passive flow control structure 1 controls the hydraulic characteristics before the collision point of the ship to slow down the ship or change its direction of travel, thereby reducing the impact of water flow caused by ship traffic on the substructure of the bridge. The honeycomb filling energy dissipation structure 2 absorbs and disperses the impact energy when the ship collides with the substructure of the bridge, minimizing the dynamic response of the bridge during the collision. The self-connecting structure 3 can combine the passive flow control and honeycomb filling energy dissipation measures to form an effective bridge collision protection facility to protect the substructure of the bridge.

[0047] For some specific implementation methods, please refer to [link / reference]. Figure 3 and Figure 4As shown, the passive flow control structure 1 includes a main body, a recirculation deceleration channel 4 machined on the main body and extending through it internally and externally, and a blocking block 5 inserted into the recirculation deceleration channel 4. The recirculation deceleration channel 4 includes several channel units sequentially spliced ​​together. Each channel unit has one blocking block 5, dividing the channel unit into a main flow channel 401 and a recirculation loop channel 402. The inlet of the main flow channel 401 and the inlet of the recirculation loop channel 402 converge, and the outlet of the recirculation loop channel 402 and the outlet of the main flow channel 401 are opposed to each other. Between two adjacent channel units, the outlet of the main flow channel 401 of the previous channel unit is directly opposite the inlet of the recirculation loop channel 402 of the next channel unit. Here, "inner side" refers to the side facing the substructure of the bridge, and "outer side" refers to the side facing away from the substructure of the bridge (i.e., the side that bears the impact). In addition, the recirculation loop channel 402 outlet and the main flow channel 401 outlet are opposed to each other, not that their outlet flow directions are completely opposite, but that their flow directions form an obtuse angle. With the above structural configuration, the return deceleration channel 4 and the blocking block 5 constitute a one-way valve structure without moving components. With its unique structural design, it can effectively realize passive flow control in the channel and give it a direction-dependent pressure drop characteristic, that is, the flow resistance in one flow direction is higher than that in another direction.

[0048] In a more specific embodiment, the cross-section of the return loop 402 is J-shaped.

[0049] In a more specific embodiment, the outer end face of the main structure is provided with a recess of a certain arc. This arc can be flexibly changed during construction. Furthermore, the arc should not be too large; a slight arc is sufficient to achieve the effect of concentrating the water flow, specifically set to 10°–45°.

[0050] In some specific embodiments, the honeycomb-filled energy-dissipating structure 2 includes a honeycomb box 6 and energy-dissipating columns 7. The honeycomb box 6 is a box-shaped structure that is closed on all sides and has honeycomb-shaped hollows 8 embedded inside. The energy-dissipating columns 7 are spaced apart and inserted into the honeycomb-shaped hollows 8. The honeycomb structure can effectively distribute the load and provide good stability and strength; the hollows inside the honeycomb box 6 provide buoyancy to the entire anti-collision facility; the energy-dissipating columns 7 can undergo controllable deformation or destruction during a collision, thereby absorbing impact energy. The combination of the honeycomb box 6 and the energy-dissipating columns 7 can maximize the dispersion, absorption, and dissipation of collision energy.

[0051] In a more specific embodiment, the honeycomb hollow core 8 is hexagonal prism or cylindrical.

[0052] In a more specific embodiment, the energy-consuming column 7 is a solid structure made of rubber.

[0053] In a more specific embodiment, the hollow portion within the honeycomb-filled energy-dissipating structure 2 satisfies the requirement that the entire anti-collision device can float on the water surface.

[0054] In some specific implementations, each side impact protection layer is connected by a cover plate 9 to form a whole. Additionally, the passive flow control structure 1 and the honeycomb-filled energy dissipation structure 2 are arranged linearly and alternately around the bridge substructure to form four side impact protection systems; each layer of the side impact protection system is staggered and connected by cover plates 9 of the same material; the top and bottom layers of the side impact protection systems are sealed together by the cover plates 9 to form four impact boxes.

[0055] In addition, the passive flow control structure 1 and the honeycomb-filled energy dissipation structure 2 are cleverly arranged to form a huge anti-collision box. Unlike the hollow anti-collision box, it has a complex and ingenious deceleration and energy dissipation structure inside, which ensures that it has a certain buoyancy and can rise and fall with the liquid surface. At the same time, it has a significant protective effect on the bridge before and during the collision between the ship and the bridge.

[0056] In some specific implementations, in the same side impact protection system, the upper and lower side impact protection layers are arranged alternately, so that the positions of the upper and lower passive flow control structure 1 and the honeycomb filling energy dissipation structure 2 are staggered.

[0057] In some specific embodiments, the self-connecting structure 3 adopts a fully transparent dovetail joint form, which includes a tenon structure 10 and two mortise structures 11. The two mortise structures 11 are respectively connected to two adjacent side impact protection systems. The tenon structure 10 is spliced ​​with the two mortise structures 11, so that adjacent side impact protection systems are spliced ​​together to form a whole. The fully transparent dovetail joint structure 10 can provide good connection strength, so that the two connected parts can be tightly joined together and are not easy to loosen or deform. The fully transparent dovetail joint connection method does not require the use of additional screws or glue, which can maintain the aesthetics of the bridge impact protection facilities. The connection part is not easily affected by the external environment, so it has high durability and can maintain the stability of the structure for a long time. The fully transparent dovetail joint structure 10 is rounded, so when the ship and bridge collide at this position, the impact protection facilities can also deflect the bow of the ship, preventing the ship from continuing to collide with the bridge pier, and actively reducing the energy of the ship hitting the bridge.

[0058] In some specific embodiments, the anti-collision device further includes a cable 12 connected to the bridge substructure. One end of the cable 12 is fixed to the bridge substructure, and the other end is connected to the honeycomb-filled energy-dissipating structure 2. Preferably, the cable 12 is made of a corrosion-resistant material, such as stainless steel or high-strength alloy steel. The cable 12 can be fixed to the bridge substructure by bolts or welding to ensure a firm and reliable connection, while it can be fixed to the honeycomb-filled energy-dissipating structure 2 by steel rings, hooks, or other connecting devices.

[0059] By adopting the above technical solutions, bridge anti-collision facilities can move and swing relatively freely on the water surface, adapting to changes in external environment such as water flow and wind force, thereby reducing the impact force on the substructure of the bridge, improving the impact resistance of the facilities, and effectively protecting the substructure of the bridge from damage.

[0060] Each of the above implementation methods can be implemented individually, or in any combination of two or more.

[0061] The above implementation methods will be described in more detail below with reference to specific embodiments.

[0062] Example 1:

[0063] At present, the anti-collision facilities at cross-sea bridges and waterways have poor protective effects, are difficult to dismantle during construction, are difficult to maintain, and have poor durability. After extensive research, this embodiment provides a passive flow control-honeycomb energy-dissipating bridge anti-collision facility, which is based on backflow deceleration and multiple energy dissipation, and is prefabricated in the factory to ensure the safety of the bridge structure and ships.

[0064] The specific structure of the passive flow control-cell-filled energy-dissipating bridge collision avoidance facility in this embodiment is as follows:

[0065] The four side impact protection systems are composed of several side impact protection layers stacked one on top of the other. Each side impact protection layer includes a passive flow control structure 1 and a honeycomb filling energy dissipation structure 2 arranged in a linear alternation.

[0066] The self-connecting structure 3 is used to allow the side impact protection systems to be spliced ​​together to form an elastic whole to surround the substructure of the bridge.

[0067] like Figure 1 The diagram shown is a three-dimensional schematic representation of the overall structure of the preferred embodiment provided in this example. It is clearly visible that the bridge anti-collision facility tightly surrounds the bridge abutment. In this embodiment, the bridge anti-collision facility is made of polyurethane composite material, which has excellent energy absorption performance and wear resistance, effectively absorbing energy upon impact and protecting the abutment from damage.

[0068] Figure 2This is a schematic diagram of a passive flow control-cell-filled energy-dissipating bridge anti-collision facility proposed in this embodiment. The bridge anti-collision facility includes a passive flow control structure 1, a cell-filled energy-dissipating structure 2, and a self-connecting structure 3.

[0069] like Figure 3 The diagram shown is a schematic of the passive flow control structure 1 proposed in this embodiment. The passive flow control structure 1 includes a return deceleration channel 4 and a blocking block 5. The return deceleration channel 4 comprises several channel units sequentially connected, each channel unit containing one blocking block 5, dividing the channel unit into a main flow channel 401 and a return loop channel 402 (with a J-shaped cross-section). The inlet of the main flow channel 401 converges with the inlet of the return loop channel 402, and the outlet of the return loop channel 402 opposes the outlet of the main flow channel 401. Furthermore, between two adjacent channel units, the outlet of the main flow channel 401 of the previous channel unit directly faces the inlet of the return loop channel 402 of the next channel unit. Additionally, the main body of the structure has a recessed section with a certain curvature on the side away from the support platform; the passive flow control structure 1 is open and unclosed.

[0070] The working principle of the passive flow control structure 1 is as follows: Figure 4 As shown, when the water flows into the first channel unit from the left, the water flow is split into two streams. One stream flows along the main channel, and the other stream enters the return loop 402 and meets the main stream after passing through the arc. The collision of the two streams causes energy loss, and the vortex formed at the confluence of the streams will further hinder the water flow forward. As the number of branches increases, the energy of the water flow gradually decreases. At the same time, the concavity in the direction of the incoming flow helps to gather the water flow into the designed channel.

[0071] like Figure 5 and Figure 6 The diagram shows the honeycomb-filled energy-dissipating structure 2 proposed in this embodiment, comprising a honeycomb box 6 and energy-dissipating columns 7. The honeycomb box 6 is a box-shaped structure with a closed perimeter and a honeycomb-shaped hollow core 8 embedded inside; the honeycomb-shaped hollow core 8 is usually a hexagonal prism or a cylindrical hollow core, and a hexagonal prism hollow structure is used in this embodiment; the energy-dissipating column 7 is a solid cylindrical structure made of rubber; the energy-dissipating columns 7 are inserted at intervals into the positions of the honeycomb-shaped hollow core 8.

[0072] Figure 7 The passive flow control structure 1 and the honeycomb-filled energy-dissipating structure 2 are combined in a linear, alternating arrangement, layered around the bridge abutment. In this embodiment, six layers are arranged to form four side impact protection systems. Each layer of the side impact protection system is staggered and connected by cover plates 9 of the same material; in this embodiment, six cover plates 9 are used. The top and bottom layers of the side impact protection system are sealed together by the cover plates 9, forming four impact boxes. Figure 8 As shown.

[0073] like Figure 9 As shown, the self-connecting structure 3 provided in this embodiment adopts mortise and tenon joints. The bridge anti-collision facility includes four such mortise and tenon joints; each mortise and tenon joint adopts a fully transparent dovetail tenon form, including one tenon structure 10 and two mortise structures 11; the two mortise structures 11 are respectively connected to the side anti-collision system, and the four tenon structures 10 are respectively connected to the two mortise structures 11, connecting the anti-collision boxes around the pier into a whole, as shown. Figure 2 As shown.

[0074] like Figure 10 The diagram illustrates the connection method between the bridge anti-collision structure and the bridge abutment provided in this embodiment. This embodiment uses a cable 12 to connect the anti-collision structure and the abutment. The cable 12 is made of high-strength alloy steel. One end of the cable 12 is fixed to the abutment using bolts 13 to ensure a secure and reliable connection. The other end is connected to the anti-collision structure and fixed using a steel ring 14, which is located on the inner solid part of the honeycomb-filled energy-dissipating structure 2.

[0075] The above description of the embodiments is provided to enable those skilled in the art to understand and use the invention. It will be apparent to those skilled in the art that various modifications can be made to these embodiments, and the general principles described herein can be applied to other embodiments without inventive effort. Therefore, the present invention is not limited to the above embodiments, and any improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from the scope of the invention should be within the protection scope of the present invention.

Claims

1. A passive flow control-cell-filled energy-dissipating bridge anti-collision device, characterized in that, include: The four side impact protection systems are composed of several side impact protection layers stacked one on top of the other. Each side impact protection layer includes a passive flow control structure and a honeycomb filling energy dissipation structure arranged in a linear alternation. The self-connecting structure is used to allow the side impact protection systems to be spliced ​​together to form an elastic whole to surround the substructure of the bridge. The passive flow control structure includes a main body, a recirculation deceleration channel machined on the main body and extending through it internally and externally, and a blocking block inserted into the recirculation deceleration channel. The recirculation deceleration channel includes a number of channel units spliced ​​together in sequence. Each channel unit is provided with one of the blocking blocks, and the channel unit is divided into a main channel and a recirculation loop. The inlet of the main channel and the inlet of the recirculation loop converge, and the outlet of the recirculation loop and the outlet of the main channel are opposed to each other. Between two adjacent channel units, the outlet of the main channel of the previous channel unit is directly opposite the inlet of the recirculation loop of the next channel unit. Before a collision, a passive flow control structure can be used to reduce the ship's forward speed or change its direction of travel. The cross-section of the return loop is J-shaped; The honeycomb-filled energy-dissipating structure includes a honeycomb box and energy-dissipating columns. The honeycomb box is a box-shaped structure that is closed on all sides and has a honeycomb-shaped hollow inside. The energy-dissipating columns are inserted at intervals into the honeycomb-shaped hollow. In the same side impact protection system, the upper and lower side impact protection layers are arranged alternately.

2. The passive flow control-honeycomb filling energy-dissipating bridge anti-collision device according to claim 1, characterized in that, The honeycomb-like hollow is hexagonal prism or cylindrical; The energy-consuming column is a solid structure made of rubber; The hollow portion within the honeycomb-filled energy-dissipating structure satisfies the requirement that the entire anti-collision device can float on water.

3. The passive flow control-honeycomb filling energy-dissipating bridge anti-collision device according to claim 1, characterized in that, Each side impact protection layer is connected by a cover plate to form a whole.

4. The passive flow control-honeycomb filling energy-dissipating bridge anti-collision device according to claim 1, characterized in that, The self-connecting structure adopts a fully transparent dovetail tenon form, which includes a tenon structure and two mortise structures. The two mortise structures are respectively connected to two adjacent side impact protection systems. The tenon structure is spliced ​​with the two mortise structures, so that the adjacent side impact protection systems are spliced ​​together to form a whole.

5. A passive flow control-honeycomb-filled energy-dissipating bridge anti-collision device according to claim 1, characterized in that, It also includes cables connected to the bridge substructure, with one end of the cable fixed to the bridge substructure and the other end connected to the honeycomb-filled energy-dissipating structure.

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