Novel energy dissipation protection device applied to bridge ship collision prevention

Abstract

The invention relates to the technical field of bridge protection, in particular to a novel energy dissipation protection device applied to bridge ship collision prevention. The device comprises an inner steel buoy ring and an outer steel buoy ring which are sequentially arranged on the periphery of a pier in a sleeving mode from inside to outside, a buffering gap exists between the periphery of the inner steel buoy ring and the inner periphery of the outer steel buoy ring, and a plurality of steel energy absorption frames are arranged in the buffering gap in the circumferential direction. The steel energy absorption frame comprises five steel rods which are sequentially connected end to end, the five steel rods are all located on the cross sections of the buffer gaps in the corresponding positions, the head steel rod and the tail steel rod are horizontally arranged, the outer ends of the head steel rod and the tail steel rod are hinged to the inner steel buoy ring and the outer steel buoy ring through horizontal hinge bases respectively, and the axes of the horizontal hinge bases are perpendicular to the cross sections. The three steel rods on the inner side are of a portal frame structure protruding upwards. The device has the advantages of being simple in structure, low in manufacturing cost, high in energy dissipation capacity and convenient to maintain.

Description

Technical Field

[0001] The invention relates to the technical field of bridge protection, in particular to a novel energy dissipation protection device used for preventing ship collisions on bridges. Background Art

[0002] In recent years, with the rapid development of bridge construction in my country, the number of bridges has been increasing. In addition, the rapid development of my country's economy has led to a continuous increase in freight volume. Compared with road and air transportation, water transportation has the advantages of low cost and large carrying capacity, so it is highly preferred. However, the increase in the number of bridges and the number of ships on the water will inevitably increase the risk of collision between the two. Since the mass of ships is generally large, once they collide with a bridge, it will cause serious damage to the bridge, and the ship itself will also be damaged. Therefore, bridge collision prevention and disaster reduction has received widespread attention from all walks of life.

[0003] In order to reduce the damage to bridges and ships during collisions, protective devices are installed at the bridge piers. Most of the existing protective devices include dolphin structure protective devices, steel structure anti-collision box protective devices, composite material floating protective devices, steel-rubber ring floating protective devices, etc. The above protective devices are recorded in the text of composite material floating protection with Chinese patent publication number CN101709574B and Chinese patent publication number CN205115996U, which is a waterway bridge anti-collision device.

[0004] However, most of the above existing protective devices have the problems of complex structure, high cost and unsatisfactory protective effect; in addition, after the protective device is used in a collision, the maintenance cost is relatively high, which is not conducive to repeated use. Summary of the invention

[0005] In order to avoid and overcome the technical problems existing in the prior art, the present invention provides a new energy dissipation protection device applied to bridge ship collision prevention, which has the advantages of simple structure, low manufacturing cost, high energy dissipation capacity and convenient maintenance.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A new type of energy dissipation protection device used for preventing ship collisions on bridges, comprising an inner steel buoy ring and an outer steel buoy ring which are sequentially sleeved on the outer periphery of a pier from the inside to the outside, a buffer gap being present between the outer periphery of the inner steel buoy ring and the inner periphery of the outer steel buoy ring, and a plurality of steel energy absorbing frames being circumferentially arranged at the buffer gap; the steel energy absorbing frame comprising five steel rods which are sequentially connected head to tail, the five steel rods being all located on the cross section of the buffer gap at their corresponding positions, the head and tail steel rods being arranged horizontally, and the outer ends of the head and tail steel rods being respectively hinged to the inner steel buoy ring and the outer steel buoy ring through horizontal hinge seats, and the axis of the horizontal hinge seat being perpendicular to the cross section, and the three inner steel rods being in an upwardly protruding gantry structure.

[0008] As a further solution of the present invention: the cross section of the steel rod is in an I-shaped structure, assuming that the thickness and width of the steel rod are both Z, the length of the steel rod is 60*Z, and the thickness of the horizontal segment and the vertical segment constituting the I-shaped structure are both 0.12*Z; in a horizontal viewing angle perpendicular to the steel rod, the steel rod in the middle is in a gradual structure with a concave middle portion, and a coordinate system is established on its longitudinal section with the midpoint of the steel rod in the middle as the origin, and the contour curves of the upper surface and the lower surface of the steel rod in the middle are symmetrically distributed along the X-axis, and the contour curve of the upper surface is composed of five line segments connected end to end, and the five line segments respectively satisfy the following five curve formulas:

[0009] The curve formula of line segment 1 is:

[0010] The curve formula of line segment 2 is: y = -0.1x + 0.15;

[0011] The curve formula of line segment 3 is:

[0012] The curve formula of line segment 4 is: y = 0.1x + 0.15;

[0013] The curve formula of line segment 5 is:

[0014] As a further solution of the present invention: the hollow inner cavity of the outer steel buoy ring is arranged with a diaphragm, the diaphragm plate surface is parallel to the cross section of the outer steel buoy ring at its corresponding position, and the diaphragm is configured as a plurality of blocks circumferentially arranged in the hollow inner cavity of the outer steel buoy ring.

[0015] As a further solution of the present invention: the cavity wall of the hollow inner cavity of the outer steel buoy ring is fixed with stiffening ribs arranged along the outer contour of the cavity wall, and the stiffening ribs penetrate through the diaphragm and are fixedly connected to the diaphragm.

[0016] As a further solution of the present invention: the hollow inner cavity of the inner steel buoy ring is arranged with a diaphragm, the diaphragm plate surface is parallel to the cross section of the inner steel buoy ring at its corresponding position, and the diaphragm is configured as a plurality of blocks circumferentially arranged in the hollow inner cavity of the inner steel buoy ring.

[0017] As a further solution of the present invention: the cavity wall of the hollow inner cavity of the inner steel buoy ring is fixed with stiffening ribs arranged along the outer contour of the cavity wall, and the stiffening ribs penetrate through the diaphragm and are fixedly connected to the diaphragm.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The steel energy absorbing frame is arranged between the outer steel buoy ring and the inner steel buoy ring, which has a simple structure and low cost. The outer steel buoy ring, the steel energy absorbing frame and the inner steel buoy ring are used to realize the multi-stage energy absorption buffering in sequence, which ensures that the protective device of the present invention has a good protective effect. In addition, the steel energy absorbing frame is the main buffer component, and only the steel energy absorbing frame needs to be replaced after the collision protection, which effectively reduces the maintenance cost of the protective device.

[0020] 2. From a horizontal perspective perpendicular to the steel rod, the middle steel rod has a gradient structure with a concave middle portion. Specifically, the middle steel rod is composed of standard sections at both ends, a reduced section in the middle, and a transition section connecting the standard section and the reduced section. This makes the middle steel rod the weakest stress point in the entire steel energy absorbing frame. During the energy absorbing process of the steel energy absorbing frame, the reduced section of the middle steel rod in the steel energy absorbing frame is mainly deformed, while the other parts are in the elastic stage. Therefore, when repairing the post-collision device, only the middle steel rod in the steel energy absorbing frame needs to be replaced, thus achieving sustainable utilization of materials. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the structure of the present invention.

[0022] Figure 2 It is a schematic diagram of the structure of the outer steel buoy ring in the present invention.

[0023] Figure 3 It is a structural schematic diagram of the steel energy absorbing frame in the present invention.

[0024] Figure 4 It is a schematic diagram of the cross-sectional structure of the steel rod in the present invention.

[0025] Figure 5 This is the dimension drawing of the steel energy absorbing frame in the calculation example.

[0026] Figure 6 This is the dimension drawing of the middle steel rod in the calculation example.

[0027] Figure 7 This is a schematic diagram of the structure in the example.

[0028] Figure 8 This is the dimension diagram of the ship in the example.

[0029] Fig. 9 This is the shape and size drawing of the bridge pier in the example.

[0030] Fig.10 It is a schematic diagram of the structure of the present invention in the example.

[0031] Fig.11 This is the time history curve of the impact force on the bridge pier with and without protective devices in the example.

[0032] Fig.12This is the ship deformation diagram of the ship without protective devices in the example.

[0033] Fig.13 This is the ship deformation diagram of the ship with protective devices in the calculation example.

[0034] Fig.14 It is a diagram of the plastic deformation of the steel energy absorbing frame of the present invention in the calculation example during the ship collision.

[0035] In the figure: 10, outer steel buoy ring; 20, inner steel buoy ring; 30, steel energy absorbing frame; 31, steel rod; 32, horizontal hinge seat; 40, stiffening rib; 50, diaphragm. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] For ease of understanding, the specific structure and working mode of the present invention are further described below in conjunction with the accompanying drawings:

[0038] The specific structure of the present invention refers to Figure 1-4 As shown, its main structure includes an inner steel buoy ring 20 and an outer steel buoy ring 10 which are sequentially sleeved on the outer periphery of the pier from the inside to the outside, and there is a buffer gap between the outer periphery of the inner steel buoy ring 20 and the inner periphery of the outer steel buoy ring 10, and a plurality of steel energy absorbing frames 30 are arranged circumferentially at the buffer gap. In the present invention, the inner steel buoy ring 20 and the outer steel buoy ring 10 suspend the entire protective device on the water surface, so that the protective device can float up and down with the change of water level. The inner steel buoy ring 20 is sleeved on the outer periphery of the pier, and the outer steel buoy ring 10 bears the impact of the ship and transmits the impact force to the steel energy absorbing frame 30 and the inner steel buoy ring 20. Most of the impact energy in the ship collision is absorbed by the plastic deformation of the inner steel buoy ring 20, the outer steel buoy ring 10 and the middle steel energy absorbing frame 30, thereby reducing the impact force on the pier.

[0039] The above-mentioned steel energy absorbing frames 30 are preferably arranged circumferentially in eight directions around the pier. For example, when the inner steel buoy ring 20 and the outer steel buoy ring 10 adopt a coaxially arranged circular ring structure, eight steel energy absorbing frames 30 are evenly distributed around the inner steel buoy ring 20. When the inner steel buoy ring 20 and the outer steel buoy ring 10 adopt a rectangular structure with chamfers arranged at all four corners, the steel energy absorbing frames 30 are arranged at the four sides of the rectangular structure and the chamfers of the four corners, and the number of arranged steel energy absorbing frames is related to the side length of the rectangular structure. Of course, in actual implementation, when the pier is located on the shore and is surrounded by the river bank on three sides, it is also acceptable to arrange a number of steel energy absorbing frames 30 only in the area on one side of the pier that is not surrounded.

[0040] Specifically, Figure 3 As shown, the steel energy absorbing frame 30 includes five steel rods 31 connected in sequence head to tail, and the five steel rods 31 are all located on the cross section of the buffer gap at their corresponding locations. The first and last two steel rods 31 are arranged horizontally, and the outer ends of the first and last two steel rods 31 are respectively hinged to the inner steel buoy ring 20 and the outer steel buoy ring 10 through horizontal hinge seats 32, and the axis of the horizontal hinge seat 32 is perpendicular to the cross section of the buffer gap at its corresponding location, and the inner three steel rods 31 are in an upwardly protruding gantry structure. When the outer steel buoy ring 10 is hit by a ship, the energy absorption is mainly absorbed by the steel energy absorption frame 30 near the ship impact side. Specifically, the outer ends of the two steel rods 31 at the front and rear are gathered inward. Since the outer ends of the two steel rods 31 at the front and rear are hinged by the horizontal hinge seat 32, the outer ends of the two steel rods 31 at the front and rear are gathered inward, while the inner ends of the two steel rods 31 at the front and rear are tilted and rotated upward, and the lower ends of the two vertical steel rods 31 of the three steel rods 31 of the gantry structure are driven to gather inward, and finally the horizontal steel rods 31 in the gantry structure are driven to bend and deform. In the present invention, the steel energy absorption frame 30 is arranged between the outer steel buoy ring 10 and the inner steel buoy ring 20, which has a simple structure and low cost. The multi-stage energy absorption buffering implemented in sequence by the outer steel buoy ring 10, the steel energy absorption frame 30 and the inner steel buoy ring 20 ensures that the protective device of the present invention has a good protective effect. In addition, the steel energy absorbing frame 30 is used as the main buffer component, and only the steel energy absorbing frame 30 needs to be replaced after collision protection, which effectively reduces the maintenance cost of the protection device.

[0041] Further, such as Figure 3As shown, in the horizontal viewing angle perpendicular to the steel rod 31, the steel rod 31 in the middle has a gradient structure with a concave middle portion. Specifically, the steel rod 31 in the middle is composed of standard sections at both ends, a reduced section in the middle, and a transition section connecting the standard section and the reduced section. This makes the steel rod 31 in the middle the weakest stress point in the entire steel energy absorbing frame 30. During the energy absorbing process of the steel energy absorbing frame 30, the reduced section of the steel rod 31 in the middle of the steel energy absorbing frame 30 is mainly deformed, while the other parts are in the elastic stage. Therefore, when the post-collision device is repaired, only the middle steel rod 31 in the steel energy absorbing frame 30 needs to be replaced, thereby realizing the sustainable utilization of materials.

[0042] On the basis of the above, if Figure 4 As shown, the cross section of the steel rod 31 is in an I-shaped structure, which ensures that the steel rod 31 has a high structural strength.

[0043] On the basis of the above, if Figure 2 As shown, the hollow inner cavity of the outer steel buoy ring 10 is provided with a diaphragm 50, the surface of the diaphragm 50 is parallel to the cross section of the outer steel buoy ring 10 at the corresponding position, and the diaphragm 50 is provided as a plurality of pieces circumferentially arranged in the hollow inner cavity of the outer steel buoy ring 10. Similarly, the hollow inner cavity of the inner steel buoy ring 20 is provided with a diaphragm 50, the surface of the diaphragm 50 is parallel to the cross section of the inner steel buoy ring 20 at the corresponding position, and the diaphragm 50 is provided as a plurality of pieces circumferentially arranged in the hollow inner cavity of the inner steel buoy ring 20.

[0044] Since the outer steel buoy ring 10 and the inner steel buoy ring 20 do not serve as the most important buffer components, the arrangement of the above-mentioned diaphragm 50 strengthens the strength of the hollow inner cavity in the outer steel buoy ring 10 and the inner steel buoy ring 20, prevents the outer steel buoy ring 10 and the inner steel buoy ring 20 from excessive deformation during the collision, so as to improve the service life of the outer steel buoy ring 10 and the inner steel buoy ring 20.

[0045] On the basis of the above, if Figure 2 As shown, the cavity wall of the hollow inner cavity of the outer steel buoy ring 10 is fixed with stiffening ribs 40 arranged along the outer contour of the cavity wall, and the stiffening ribs 40 penetrate the diaphragm 50 and are fixedly connected to the diaphragm 50. The cavity wall of the hollow inner cavity of the inner steel buoy ring 20 is fixed with stiffening ribs 40 arranged along the outer contour of the cavity wall, and the stiffening ribs 40 penetrate the diaphragm 50 and are fixedly connected to the diaphragm 50.

[0046] The provision of the stiffening ribs 40 also helps to strengthen the strength of the hollow inner cavity in the outer steel buoy ring 10 and the inner steel buoy ring 20, further improving the service life of the outer steel buoy ring 10 and the inner steel buoy ring 20. At the same time, the connection stability between the diaphragm 50 and the outer steel buoy ring 10 and the inner steel buoy ring 20 is also strengthened.

[0047] It is worth mentioning that in order to prove the effectiveness of the protective device, a numerical example is given here. The ship model in the example is a large-tonnage bulbous bow ship, and the collision object is a bridge pier in an actual project. The above protective device is installed around the bridge pier. Specifically:

[0048] (1) Ship model

[0049] The ship model uses a bulbous bow ship. The bow and stern are modeled using shell elements. The bow uses a bilinear material model and the stern uses a rigid material model. The specific size parameters of the bulbous bow ship are as follows: Figure 8 The material parameters of the ship bow are shown in Table 1. In this example, the ship mass is 5000t and the impact speed is 4m / s.

[0050] Table 1 Ship bow material parameters

[0051] Material properties Numeric Mass density 7850.0kg / m3 Elastic modulus 210.0GPa Tangent modulus 3.0GPa Poisson's ratio 0.3 Yield stress 235.0MPa Failure strain 0.35

[0052] (2) Bridge pier model

[0053] The shape of the bridge piers in this example is taken from the actual bridge. The shape and related dimensions of the bridge piers are as follows: Fig. 9 The numerical model of the bridge pier is modeled by three-dimensional solid elements, and the material is rigid material. The vertical direction of the bridge pier material is shown in Table 2 below.

[0054] Table 2 Pier material properties

[0055] Material properties Numeric Mass density 2500.0kg / m3 Elastic modulus 30.0GPa Poisson's ratio 0.2

[0056] (3) Protective device model

[0057] The stiffening ribs 40 in the inner steel buoy ring 20 and the outer steel buoy ring 10 are modeled using shell elements, and the steel rods 31 are modeled using beam elements. The modeling material model uses a bilinear model, and the material properties are shown in the table; the specific shape of the protective device is shown in Fig.10 As shown, the cross-sectional dimensions of the inner steel buoy ring 20 and the outer steel buoy ring 10 are as follows: Figure 7 As shown, the dimensions of the steel energy absorbing frame 30 are as follows: Figure 5 As shown, the cross section of the steel rod 31 is in an I-shaped structure. Assume that the thickness and width of the steel rod 31 are both Z, the length of the steel rod 31 is 60*Z, and the thickness of the horizontal section and the vertical section constituting the I-shaped structure are both 0.12*Z. In this embodiment, Z is 0.5m. In the horizontal viewing angle perpendicular to the steel rod 31, the steel rod 31 in the middle is in a gradient structure with a concave middle portion. With the midpoint of the steel rod 31 in the middle as the origin, a coordinate system is established on its longitudinal section. The contour curves of the upper and lower surfaces of the steel rod 31 in the middle are symmetrically distributed along the X-axis, and the contour curve of the upper surface is composed of five line segments connected end to end, and the five line segments respectively satisfy the following five curve formulas:

[0058] The curve formula of line segment 1 is:

[0059] The curve formula of line segment 2 is: y = -0.1x + 0.15;

[0060] The curve formula of line segment 3 is:

[0061] The curve formula of line segment 4 is: y = 0.1x + 0.15;

[0062] The curve formula of line segment 5 is:

[0063] Table 3 Protective device material properties

[0064] Material properties Numeric Mass density 7850kg / m3 Elastic modulus 210GPa Tangent modulus 2.1GPa Poisson's ratio 0.3 Yield stress 335.0MPa Ultimate stress 470MPa Yield strain 0.0016 Ultimate strain 0.066

[0065] like Fig.11 As shown, the impact force time-history curves of the bridge pier with and without protective devices are displayed. The thick line is the impact force directly hitting the bridge pier when there is no protective device, and the thin line is the impact force on the bridge pier when there is a protective device. It can be clearly seen that the impact force on the bridge pier is significantly reduced when there is a protective device, so the damage to the bridge pier is also reduced accordingly.

[0066] like Fig.12 The ship deformation diagram of the unprotected ship is shown; e.g. Fig.13 As shown, the deformation diagram of the ship with the protective device is shown. When the ship has the protective device, the damage to the ship is significantly reduced, which shows that the protective device in the present invention also has a good protective effect on the ship.

[0067] like Fig.14 As shown, it is a diagram of the plastic deformation of the steel energy absorbing frame 30 generated in the ship collision, wherein the plastic deformation of the steel energy absorbing frame 30 is mainly concentrated in the reduction section area, while the other parts are in the elastic stage. Therefore, when the device is repaired after the collision, only the middle steel rod 31 in the steel energy absorbing frame 30 needs to be replaced, thereby realizing the sustainable utilization of materials.

[0068] Based on the above calculation example, here, the contour curves of the upper and lower surfaces of the steel rod 31 located in the middle satisfy the above curve formula as the initial condition. In the simulation model, the contour curves of the upper and lower surfaces of the steel rod 31 located in the middle are changed, and multiple simulations are performed. The five steel rods 31 of the steel energy absorbing frame 30 are numbered from the outside to the inside: No. 1 steel rod 31, No. 2 steel rod 31, No. 3 steel rod 31, No. 4 steel rod 31 and No. 5 steel rod 31, and the deformation states of the five steel rods 31 are recorded. The specific deformation states of the steel energy absorbing frame 30 are shown in Table 4 below:

[0069] Table 4 Deformation state of steel energy absorbing frame 30

[0070]

[0071]

[0072] It can be seen from Table 4 that the contours of the upper and lower surfaces of the No. 3 steel rod 31 located in the middle under other curves will cause plastic deformation of other steel rods 31 outside the No. 3 steel rod 31 , thereby increasing the maintenance cost of the steel energy absorbing frame 30 .

[0073] Of course, it is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, but also includes the same or similar structures that can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-limiting, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any reference numerals in the claims should not be regarded as limiting the claims involved.

[0074] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

[0075] The techniques, shapes, and structural parts not described in detail in the present invention are all well-known techniques.

Claims

1. A new type of energy dissipation protection device used for preventing ship collision on bridges, characterized in that: The invention comprises an inner steel buoy ring (20) and an outer steel buoy ring (10) which are sequentially sleeved on the outer periphery of the bridge pier from the inside to the outside, a buffer gap is present between the outer periphery of the inner steel buoy ring (20) and the inner periphery of the outer steel buoy ring (10), and a plurality of steel energy absorbing frames (30) are arranged circumferentially at the buffer gap; the steel energy absorbing frame (30) comprises five steel rods (31) which are sequentially connected end to end, the five steel rods (31) are all located on the cross section of the buffer gap at their corresponding positions, the first and last two steel rods (31) are arranged horizontally, and the outer ends of the first and last two steel rods (31) are respectively hinged to the inner steel buoy ring (20) and the outer steel buoy ring (10) through a horizontal hinge seat (32), and the axis of the horizontal hinge seat (32) is perpendicular to the cross section, and the three inner steel rods (31) are in an upwardly protruding gantry structure.

2. According to claim 1, a new type of energy dissipation protection device used for preventing ship collision on bridges is characterized in that: The cross section of the steel rod (31) is in an I-shaped structure. Assuming that the thickness and width of the steel rod (31) are both Z, the length of the steel rod (31) is 60*Z, and the thickness of the horizontal section and the vertical section constituting the I-shaped structure are both 0.12*Z; in a horizontal viewing angle perpendicular to the steel rod (31), the steel rod (31) located in the middle is in a gradual structure with a concave middle portion, and a coordinate system is established on its longitudinal section with the midpoint of the steel rod (31) located in the middle as the origin. The contour curves of the upper surface and the lower surface of the steel rod (31) located in the middle are symmetrically distributed along the X-axis, and the contour curve of the upper surface is composed of five line segments connected end to end, and the five line segments respectively satisfy the following five curve formulas: The curve formula of line segment 1 is: The curve formula of line segment 2 is: y = -0.1x + 0.15; The curve formula of line segment 3 is: The curve formula of line segment 4 is: y = 0.1x + 0.15; The curve formula of line segment 5 is:

3. A new type of energy dissipation protection device for preventing ship collisions on bridges according to claim 1 or 2, characterized in that: The hollow inner cavity of the outer steel buoy ring (10) is provided with a transverse diaphragm (50), the plate surface of the transverse diaphragm (50) is parallel to the cross section of the outer steel buoy ring (10) at its corresponding position, and the transverse diaphragm (50) is provided as a plurality of blocks circumferentially arranged in the hollow inner cavity of the outer steel buoy ring (10).

4. According to claim 3, a new type of energy dissipation protection device used for preventing ship collision on bridges is characterized in that: The cavity wall of the hollow inner cavity of the outer steel buoy ring (10) is fixed with stiffening ribs (40) arranged along the outer contour of the cavity wall, and the stiffening ribs (40) penetrate the diaphragm (50) and are fixedly connected to the diaphragm (50).

5. A new type of energy dissipation protection device for preventing ship collisions on bridges according to claim 1 or 2, characterized in that: The hollow inner cavity of the inner steel buoy ring (20) is provided with a transverse diaphragm (50), the plate surface of the transverse diaphragm (50) is parallel to the cross section of the inner steel buoy ring (20) at the corresponding position, and the transverse diaphragm (50) is provided as a plurality of blocks circumferentially arranged in the hollow inner cavity of the inner steel buoy ring (20).

6. The new energy dissipation protection device for preventing ship collision on bridges according to claim 5 is characterized in that: The cavity wall of the hollow inner cavity of the inner steel buoy ring (20) is fixed with stiffening ribs (40) arranged along the outer contour of the cavity wall, and the stiffening ribs (40) penetrate the diaphragm (50) and are fixedly connected to the diaphragm (50).

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