Bridge and bidirectional anti-collapse multi-column pier ship collision reinforcing method

Abstract

The invention discloses a bridge and a bidirectional anti-collapse multi-column pier ship collision reinforcing method.The bridge comprises a plurality of cover beams arranged at intervals in the longitudinal direction of the bridge and a plurality of column pier sets arranged corresponding to the cover beams, and each column pier set comprises a plurality of column piers arranged at intervals in the transverse direction of the bridge; an anti-collision assembly is fixedly connected to the peripheral face of the column pier. The structural strength of the column pier is improved through the anti-collision assembly, the resistance of the column pier to collision of ships or other objects is enhanced, and therefore the safety of a bridge is guaranteed. According to the multi-column pier ship collision reinforcing method, the anti-collision assemblies are fixed to the peripheries of existing column piers, the column piers are protected against direct collision of ships or other objects in any direction, and on the premise that the structural strength of the column piers is improved, the structural integrity of the column piers cannot be changed.

Description

Technical Field

[0001] The invention relates to the technical field of construction, and in particular to a bridge and a bidirectional collapse-proof multi-column pier ship collision reinforcement method. Background Art

[0002] At present, with the rapid development of bridge construction, there are many highway bridges and water systems, and the problem of bridge piers and ship collisions is prominent. Bridges built according to the old specifications are far from meeting the requirements of the new specifications. A large number of piers have insufficient anti-collision capabilities, especially when encountering longitudinal bridge collisions with ships. The traditional design scheme does not take into account the impact in this direction, further exacerbating the risk of pier instability or even collapse. Therefore, the piers need to be reinforced.

[0003] The existing anti-collision reinforcement methods for piers are mostly for new bridges with larger spans. It is difficult to directly replicate the anti-collision methods for piers of old bridges on inland waterways with higher navigation requirements (such as beam bridge column piers). Although the current pier reinforcement methods (such as the reinforcement method of increasing the pier cross section) can improve the bearing capacity and stability of the bridge to a certain extent, they may also cause changes in the structural stiffness, which may affect the overall performance of the bridge. In addition, for some special bridge structures, such as single-column pier bridges, the reinforcement method of increasing the cross section may change its original force mode, which requires the overall structure of the bridge to be recalculated and evaluated. Summary of the invention

[0004] The purpose of the present invention is to solve the technical problem in the prior art that, although the reinforcement method of increasing the cross-section of the pier can improve the bearing capacity and stability of the bridge to a certain extent, it may also lead to changes in the structural stiffness and change the original force mode of the pier, thereby requiring the overall structure of the bridge to be recalculated and evaluated.

[0005] In order to solve the above technical problems, the embodiment of the present invention discloses a bridge, which includes a plurality of cap beams arranged at intervals along the longitudinal direction of the bridge, and a plurality of column pier groups arranged corresponding to the plurality of cap beams, each column pier group includes a plurality of column piers arranged at intervals along the transverse direction of the bridge, and one end of each column pier in each column pier group is fixedly connected to the corresponding cap beam. In addition, an anti-collision component is fixedly connected to the outer peripheral surface of the column pier.

[0006] A plurality of column pier groups are arranged corresponding to the plurality of cap beams, and each column pier group includes a plurality of column piers arranged at intervals along the transverse direction of the bridge. This arrangement can enhance the transverse stability of the bridge and improve the bearing capacity of the bridge.

[0007] In addition, one end of each pier in each pier group is fixedly connected to the corresponding cap beam to form a stable structural system. The outer peripheral surface of the pier is fixedly connected with an anti-collision component, which increases the structural strength of the pier and enhances the pier's ability to resist collisions with ships or other objects, thereby ensuring the safety of the bridge. Moreover, this anti-collision component will not change the structural integrity of the pier itself while improving the structural strength of the pier.

[0008] Optionally, in one embodiment, the outer peripheral surface of the pier includes a first area and a second area connected to each other in the circumferential direction of the pier, and the anti-collision assembly includes a reinforcement formwork and a plurality of reinforcement connectors.

[0009] Among them, the reinforcement shell covers the first area of ​​the pier and is fixedly connected to the outer peripheral surface of the pier. The main function of the reinforcement shell is to enhance the strength and durability of the pier in the first area, while providing certain anti-collision protection.

[0010] Multiple reinforcement connectors are arranged at intervals along the height direction of the pier, each reinforcement connector is arranged opposite to and fixedly connected to the reinforcement formwork in the circumferential direction of the pier, and is fixed to the pier. Multiple reinforcement connectors are arranged on the second area of ​​the pier, and their main function is to firmly fix the reinforcement formwork on the pier, while increasing the strength and stability of the pier in the second area.

[0011] Therefore, the reinforced formwork and the reinforced connector together constitute the anti-collision component of the pier, which can effectively reduce the collision damage of ships or other objects to the pier. This anti-collision component protects the pier from damage by absorbing and dispersing the collision energy, thereby extending the service life of the bridge. In addition, the anti-collision component also increases the strength and rigidity of the pier, improves the bearing capacity of the bridge, and enhances the overall stability of the pier.

[0012] In addition, compared with the reinforcement structure that completely covers the outer surface of the pier, the anti-collision component composed of the reinforcement formwork and multiple reinforcement connectors is easier to assemble.

[0013] An embodiment of the present invention also discloses a bridge, which also includes a pier. The other end of each pier in each pier group is fixedly connected to the pier. The pier is an important component in the bridge structure for supporting and connecting the piers, transferring the load of the piers to the foundation or pile foundation, thereby ensuring the overall stability and safety of the bridge structure.

[0014] A support structure is fixedly connected between any two adjacent piers of the pier group. It should be noted that the support structure arranged between any two adjacent piers of the pier group, on the one hand, improves the connection strength of the pier group in the transverse direction of the bridge, and on the other hand, increases the support of the pier group to the upper structure.

[0015] Specifically, the supporting structure includes at least one supporting column and a plurality of positioning seats; at least one supporting column is fixedly connected between two adjacent piers of the pier group through the positioning seat, and / or at least one supporting column is fixedly connected between the pedestal and the cap beam corresponding to two adjacent piers.

[0016] This connection method using support columns and multiple positioning seats enhances the lateral stability of the pier group. Even if any pier in the pier group is subjected to a lateral impact from the bridge, the impact force can be transmitted and dispersed to an adjacent pier through the supporting structure, thereby reducing the impact force on a single pier and preventing displacement or tilting of the pier due to external loads or natural factors.

[0017] The embodiment of the present invention further discloses a bridge, wherein a first through hole is arranged on a cap beam, and the cap beam has a first surface and a second surface which are opposite to each other in the longitudinal direction of the bridge.

[0018] In the longitudinal direction of the bridge, a cable assembly is fixedly connected between any two adjacent cap beams, and the cable assembly includes at least one cable, a plurality of anchor plates and a plurality of anchors, the plurality of anchor plates are respectively arranged on the first surface and the second surface of the cap beam, and the plurality of anchor plates are each provided with a second through hole, and the second through hole is aligned with the center of the first through hole, so that the cable can pass through the anchor plate and the cap beam in sequence.

[0019] Specifically, the cable passes through the first through hole on any two cap beams and the second through hole on the corresponding anchor plate; and one end of the cable is anchored to the anchor plate on the first surface of one of the two cap beams through an anchor, and the other end is anchored to the anchor plate on the second surface of the other cap beam through an anchor.

[0020] This type of bridge uses cables to connect two adjacent cap beams and is firmly fixed by anchor plates and anchors. It can quickly withstand and disperse the impact force when the bridge is subjected to a longitudinal impact, thereby significantly reducing the longitudinal displacement damage to the piers caused by a ship collision with a large deflection angle.

[0021] Compared with traditional reinforcement methods, the cable assembly not only has the advantages of light weight and high strength, but also can achieve efficient transmission and energy absorption of ship impact force through flexible arrangement, which significantly improves the anti-collision performance of the entire pier structure. At the same time, the design of fixing the end of the cable to the anchor plate facilitates later maintenance and cable replacement, and enhances the durability and adaptability of the structure.

[0022] The embodiment of the present invention also discloses a bidirectional anti-collapse multi-pillar ship collision reinforcement method, which first obtains a bridge prefabricated component, that is, sets a plurality of pier groups and cap beams at predetermined positions, and then fixes the anti-collision components on the outer peripheral surface of the pier.

[0023] Compared with the reinforcement method of increasing the cross-section in the prior art, which requires multiple steps such as removing old concrete, planting reinforcement, tying steel bars, pouring new concrete, etc., and the construction period is relatively long, this anti-collision component only needs to be firmly assembled on the outer periphery of the pier, which has the advantage of simple assembly and reduces the construction period.

[0024] Furthermore, a supporting structure is fixedly connected between any two adjacent piers of the pier group.

[0025] Furthermore, a cable assembly is fixedly connected between any two adjacent cap beams.

[0026] In summary, this bidirectional anti-collapse multi-pier ship collision reinforcement method improves the inherent strength of the piers by means of anti-collision components arranged on the periphery of the bridge, protecting the piers from collisions with ships or other objects, thereby ensuring the safety of the bridge; the supporting structure between any two piers in the pier group further improves the connection strength of the pier group in the transverse direction of the bridge; the cable assembly between any two adjacent cap beams further improves the bearing capacity of the bridge when it is subjected to longitudinal impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 A schematic structural diagram of a bridge provided by an embodiment of the present invention;

[0028] Figure 2 A schematic structural diagram of a bridge pier and an anti-collision assembly provided by an embodiment of the present invention;

[0029] Figure 3 A schematic structural diagram of a positioning seat provided between a support column and a pier of a bridge provided in an embodiment of the present invention;

[0030] Figure 4 A schematic structural diagram of a bridge pier and a cable assembly provided by an embodiment of the present invention;

[0031] Figure 5 for Figure 4 A partial schematic diagram of a single column pier and a cable assembly;

[0032] Figure 6 A top view of a cap beam, piers and cable assembly of a bridge provided for an embodiment of the present invention.

[0033] Description of reference numerals:

[0034] 10. Bridge; 101. Padstone; 102. Hollow slab beam; 103. Bridge deck pavement; 104. Sidewalk railing;

[0035] 100. Cap beam;

[0036] 200, column pier group; 210, column pier; 211, first area; 212, second area;

[0037] 300. Platform;

[0038] 400, anti-collision component; 410, reinforcement mold shell; 420, reinforcement connector; 430, first bonding layer;

[0039] 500. Support structure;

[0040] 510, support column; 511, vertical support column; 512, inclined support column; 513, horizontal support column;

[0041] 520, positioning seat; 521, first supporting layer; 522, anti-vibration layer; 523, second supporting layer;

[0042] 600, cable assembly; 610, cable; 620, anchor plate; 630, anchor;

[0043] Y, longitudinal direction of the bridge;

[0044] X. The transverse direction of the bridge. DETAILED DESCRIPTION

[0045] As pointed out in the background technology, the reinforcement method of increasing the cross-section of the pier in the prior art can improve the bearing capacity and stability of the bridge to a certain extent, but it may also cause changes in the structural stiffness, which may affect the overall performance of the bridge. In addition, for some special bridge structures, such as single-column pier bridges, the cross-section reinforcement method may change its original force mode, so the overall structure of the bridge needs to be recalculated and evaluated.

[0046] To this end, the present invention proposes a bridge, which includes a plurality of cap beams arranged at intervals along the longitudinal direction of the bridge, and a plurality of column pier groups arranged corresponding to the plurality of cap beams, each column pier group includes a plurality of column piers arranged at intervals along the transverse direction of the bridge, and an anti-collision component is fixedly connected to the outer peripheral surface of the column pier. The anti-collision component increases the structural strength of the column pier, and enhances the resistance of the column pier to collision with ships or other objects, thereby ensuring the safety of the bridge.

[0047] In order to make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0048] A bridge is generally composed of a superstructure, a substructure, supports and ancillary structures. The superstructure, also known as the span structure, is the main structure for crossing obstacles; the substructure includes abutments, piers and foundations; the supports (also known as cap beams) are force transmission devices installed at the supporting locations between the span structure and piers or abutments; the ancillary structures refer to the bridge head cladding, conical slope protection, bank protection, diversion projects, etc.

[0049] like Figure 1As shown, the bridge 10 disclosed in the embodiment of the present invention includes a plurality of cap beams 100 arranged at intervals along the longitudinal direction Y of the bridge 10, and a plurality of pier groups 200 arranged corresponding to the plurality of cap beams 100. The number of cap beams 100 may be two, three, four, ten or other numbers, and the number of pier groups 200 corresponds to the cap beams 100, that is, when the number of cap beams 100 is set to three, the number of pier groups 200 is also set to three; when the number of cap beams 100 is set to four, the number of pier groups 200 may also be set to four. Those skilled in the art may design according to actual conditions and specific needs, and this embodiment does not make specific limitations on this. It should be noted that, if Figure 6 As shown, the longitudinal direction Y of the bridge 10 refers to the length direction of the bridge 10 .

[0050] Furthermore, each pier group 200 includes a plurality of piers 210 arranged at intervals along the transverse direction of the bridge 10. The number of piers 210 in each group may be two, three or four, which is not specifically limited in this embodiment. One end of the pier 210 of each pier group 200 is fixedly connected to the corresponding cap beam 100. Furthermore, the outer peripheral surface of the pier 210 is fixedly connected with an anti-collision assembly 400. It should be noted that, if Figure 6 As shown, the transverse direction X of the bridge 10 refers to the width direction of the bridge 10 .

[0051] Among them, the cap beam 100 refers to a beam arranged on the top of the pier group 200 to support, distribute and transfer the load of the upper structure, also known as a cap beam. Its main function is to support the upper structure of the bridge 10 and transfer all loads to the lower structure.

[0052] like Figure 1 As shown, above the cap beam 100, a pad stone 101, a hollow slab beam 102 and a bridge deck pavement 103 are laid in sequence in the vertical direction, wherein the pad stone 101 is used to support the hollow slab beam 102 or other forms of beams, and its main function is to adjust the height and position of the beam to ensure that the beam can be accurately placed at a predetermined position. Regarding the material and size of the pad stone 101, those skilled in the art can design it according to the weight and load requirements of the beam to ensure that it can stably support the beam.

[0053] The hollow slab beam 102 is a common form of the upper structure of the bridge 10, which is usually made of precast concrete slabs and has a hollow structure inside to reduce deadweight and increase span capacity, and has the advantages of light weight and convenient construction. The hollow slab beam 102 is placed on the pad stone 101 and connected to adjacent beams through connectors (such as transverse steel bars or welded parts) to form a continuous beam structure.

[0054] The bridge deck pavement 103 is located on the hollow slab beam 102 or other beams and is the final layer of the bridge structure. It is usually made of materials such as asphalt concrete and cement concrete to provide a smooth and durable driving surface. The design of the bridge deck pavement 103 needs to consider factors such as its anti-skid performance, wear resistance, drainage performance and comfort to ensure driving safety and comfort.

[0055] Of course, in order to improve the safety of travel on the bridge 10, sidewalk railings 104 are provided on the bridge deck pavement 103, on both sides of the lateral X of the bridge 10, to prevent pedestrians from falling from the bridge 10 and to separate pedestrians and vehicles.

[0056] The present embodiment does not specifically limit the specific structure of the superstructure and the auxiliary structures of the bridge 10 .

[0057] Optionally, in one embodiment, the bridge 10 further includes a pedestal 300, and the other end of the pier 210 is fixedly connected to the pedestal 300. The pedestal 300 is an important component in the bridge structure for supporting and connecting the pier 210, transferring the load of the pier 210 to the foundation or pile foundation, thereby ensuring the overall stability and safety of the bridge structure.

[0058] In this embodiment, a plurality of column pier groups 200 are arranged corresponding to a plurality of cap beams 100, and each column pier group 200 includes a plurality of column piers 210 arranged at intervals in the transverse direction X of the bridge 10. This arrangement can enhance the transverse X stability of the bridge 10 and improve the bearing capacity of the bridge 10.

[0059] Furthermore, one end of the column 210 in each column pier group 200 is fixedly connected to the corresponding cap beam 100 to form a stable structural system, and the outer peripheral surface of the column 210 is fixedly connected with an anti-collision assembly 400, which increases the structural strength of the column 210 and enhances the resistance of the column 210 to collisions with ships or other objects, thereby ensuring the safety of the bridge 10. Moreover, the anti-collision assembly 400 will not change the structural integrity of the column 210 itself while improving the structural strength of the column 210.

[0060] Specifically, Figure 2 As shown, the outer peripheral surface of the column 210 includes a first area 211 and a second area 212 connected in the circumferential direction of the column 210, and the anti-collision component 400 includes a reinforcement mold shell 410 and a plurality of reinforcement connectors 420. It should be noted that the number of the reinforcement connectors 420 can be two, three, four, five or other numbers, and this embodiment does not specifically limit this.

[0061] Among them, the reinforcement shell 410 covers the first area 211 of the pier 210 and is fixedly connected to the outer peripheral surface of the pier 210. The main function of the reinforcement shell 410 is to enhance the strength and durability of the pier 210 in the first area 211, while providing certain anti-collision protection.

[0062] A plurality of reinforcement connectors 420 are arranged at intervals along the height direction of the pier 210. Each reinforcement connector 420 is arranged relative to and fixedly connected to the reinforcement formwork 410 in the circumferential direction of the pier 210, and is fixed to the pier 210. A plurality of reinforcement connectors 420 are arranged on the second area 212 of the pier 210. The main function of the reinforcement connectors 420 is to firmly fix the reinforcement formwork 410 on the pier 210, and at the same time increase the strength and stability of the pier 210 in the second area 212.

[0063] Therefore, the reinforcement formwork 410 and the reinforcement connector 420 together constitute the anti-collision assembly 400 of the pier 210, which can effectively reduce the collision damage of ships or other objects to the pier 210. The anti-collision assembly 400 protects the pier 210 from damage by absorbing and dispersing the collision energy, thereby extending the service life of the bridge 10. In addition, the anti-collision assembly 400 also increases the strength and rigidity of the pier 210, improves the bearing capacity of the bridge 10, and enhances the overall stability of the pier 210.

[0064] In addition, compared with the reinforcement structure completely covering the outer surface of the pier 210, the anti-collision assembly 400 composed of the reinforcement form 410 and the plurality of reinforcement connectors 420 is easier to assemble. Those skilled in the art can appropriately and reasonably control the thickness of the reinforcement form 410, reduce the size of the anti-collision assembly 400, do not occupy the waterway, ensure the normal travel of the ship, and make it suitable for the anti-collision reinforcement of small piers 210, with stronger adaptability.

[0065] Optionally, in one embodiment, Figure 2 As shown, each pier group 200 includes two piers 210 spaced apart along the transverse direction X of the bridge 10, and the first area 211 and the second area 212 of each pier 210 are both symmetrically arranged semi-cylindrical areas, and the first areas 211 of the two piers 210 are located on the sides away from each other in the transverse direction X of the bridge 10, and the second areas 212 are located on the sides facing each other. Since the anti-collision assembly 400 mainly improves the anti-collision capability of the pier 210 by reinforcing the formwork 410, this arrangement can utilize the reinforced formwork 410 to absorb the impact of the pier 210 on both sides of the transverse direction X of the bridge 10.

[0066] Specifically, in this embodiment, Figure 2As shown, the reinforcement formwork 410 is a semi-cylindrical structure adapted to the first area 211, and the reinforcement formwork 410 extends along the height direction of the pier 210, and both ends of the reinforcement formwork 410 extend to positions corresponding to the two ends in the height direction of the pier 210, so as to completely cover the first area 211 and ensure that the pier 210 is well protected.

[0067] Moreover, the reinforcement formwork 410 is made of ultra-high performance concrete, referred to as UHPC (Ultra-High Performance Concrete). The constituent materials of this concrete are formed by particles of different particle sizes in the best proportion to form the most dense stacking, that is, the gaps between the accumulation of millimeter-level particles (aggregates) are filled with micron-level particles (cement, fly ash, mineral powder), and the gaps between the accumulation of micron-level particles are filled with submicron-level particles (silica ash). It has high durability and excellent mechanical properties. The reinforcement formwork 410 made of this material can better protect the column pier 210. Of course, in order to further improve the strength of the reinforcement formwork 410 and the connection strength with the column pier 210, U-shaped steel bars can be buried in the reinforcement formwork 410, and L-shaped steel bars can be buried on the column pier 210. The reinforcement formwork 410 can be hung on the L-shaped steel bars buried in the column pier 210 through the U-shaped steel bars, so as to further improve the shear resistance of the column pier 210.

[0068] The reinforced formwork 410 made of ultra-high performance concrete has excellent wear resistance and explosion resistance. When combined with steel bars, its mechanical properties are close to those of steel structures. The reinforced formwork 410 has unique self-healing capabilities and can repair itself after cracks are generated by a small impact on the structure. At the same time, the reinforced formwork 410 made of ultra-high performance concrete has excellent corrosion resistance and impermeability. Even if the surface fibers are rusted and corroded, it will not be transmitted to the internal steel bars.

[0069] In this embodiment, if Figure 1 and Figure 2 As shown, the reinforcement connector 420 is a semi-annular structure that is mounted on the second area 212, and four of them are spaced apart along the height direction of the pier 210. Specifically, the reinforcement connector 420 is configured as a semi-annular steel hoop, and connecting plate surfaces that are compatible with the reinforcement formwork 410 are formed at both ends of the steel hoop, and the connecting plate surfaces of the steel hoop are anchored and connected to the corresponding end surfaces of the reinforcement formwork 410.

[0070] Moreover, the main function of the reinforcement formwork 410 is to enhance the structural strength of the column 210 and prevent or delay damage to the column 210 caused by environmental factors (such as water flow, wind and sand, earthquake, etc.). The connection stability between the reinforcement formwork 410 and the column 210 is directly related to the reinforcement effect. An unstable connection may cause the reinforcement formwork 410 to fall off or fail, thereby failing to achieve the expected protection effect. In order to improve the connection stability between the reinforcement formwork 410 and the first area 211 of the column 210, as shown in FIG. Figure 2 As shown, a first bonding layer 430 is provided between the reinforcement formwork 410 and the column pier 210 , for bonding the reinforcement formwork 410 tightly to the first region 211 of the column pier 210 .

[0071] Optionally, in one embodiment, a gap is formed between the reinforcement formwork 410 and the pier 210, and the first bonding layer 430 is configured to be cement mortar poured between the reinforcement formwork 410 and the first area 211 of the pier 210. The cement mortar acts as an adhesive to tightly combine the reinforcement formwork 410 and the pier 210 so that they bear force together.

[0072] Of course, the specific structure of the anti-collision component 400 is not limited to the above-mentioned structure. In another alternative embodiment, the first area 211 of each pier 210 is set as a fan-shaped area occupying three quarters along the circumference, and the second area 212 is set as a fan-shaped area occupying one quarter along the circumference. Correspondingly, the reinforcement shell 410 is set as a shell structure compatible with the first area 211, and the reinforcement connector 420 is set as a fan-shaped structure compatible with the second area 212. Other structures and connection methods are similar to those in the above-mentioned embodiments. Those skilled in the art can design according to actual conditions and specific needs, and the present invention does not make a sole limitation on this.

[0073] The embodiment of the present invention further discloses a bridge 10, wherein a support structure 500 is fixedly connected between any two adjacent piers 210 of the pier group 200. It should be noted that the support structure 500 disposed between any two adjacent piers 210 of the pier group 200, on the one hand, improves the connection strength of the pier group 200 in the transverse direction X of the bridge 10, and on the other hand, increases the support of the pier group 200 to the upper structure.

[0074] In this embodiment, a support structure 500 is fixedly connected between any two adjacent piers 210 to cooperate with an anti-collision component 400 sleeved between the outer peripheries of the piers 210. The anti-collision component 400 improves the impact resistance of a single pier 210, and the support structure 500 connects adjacent piers 210 in the pier group 200. When a single pier 210 is impacted, the impact force can be dispersed to the adjacent piers 210, thereby reducing the impact force borne by the single pier 210 and greatly improving the impact resistance of the pier 210.

[0075] Specifically, Figure 1 As shown, the support structure 500 includes at least one support column 510 and a plurality of positioning seats 520, at least one support column 510 is fixedly connected between two adjacent column piers 210 of the column pier group 200 through the positioning seats 520, and at least one support column 510 is fixedly connected between the pedestal 300 and the cap beam 100 corresponding to the two adjacent column piers 210. Of course, the support structure 500 may also only include a plurality of positioning seats 520, and a support column 510 fixedly connected between two adjacent column piers 210 of the column pier group 200 through the positioning seats 520, or may only include a support column 510 fixedly connected between the pedestal 300 and the cap beam 100 corresponding to the two adjacent column piers 210. Those skilled in the art may design according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0076] This connection method through the support column 510 and the plurality of positioning seats 520 enhances the stability of the pier group 200 in the lateral direction X, and prevents the pier 210 from being displaced or tilted due to external loads or natural factors.

[0077] Specifically, in one embodiment, the plurality of support columns 510 include a vertical support column 511 and at least one inclined support column 512, the two ends of the vertical support column 511 are respectively fixedly connected to the corresponding cap beam 100 and the pedestal 300, and the two ends of each inclined support column 512 in the at least one inclined support column 512 are respectively fixedly connected to two adjacent column piers 210 through corresponding positioning seats 520. The vertical support column 511 refers to a support column 510 fixedly connected between the pedestal 300 and the cap beam 100 corresponding to the two adjacent column piers 210, and the inclined support column 512 refers to a support column 510 fixedly connected between two adjacent column piers 210 of the column pier group 200 through the positioning seat 520.

[0078] Optionally, in one embodiment, a vertical support column 511, two oblique support columns 512, and a horizontal support column 513 extending along the transverse direction X of the bridge 10 are arranged between two adjacent piers 210, see Figure 1 The vertical support column 511 is located in the middle of the two piers 210 along the horizontal direction X of the bridge 10, and its upper end is connected to the cap beam 100, and the lower end is connected to the pedestal 300. The upper end of an inclined support column 512 is connected to the Figure 1 The upper end of the column pier 210 on the left side is connected to the positioning seat 520, and the lower end is connected to the Figure 1 The lower end of the column pier 210 on the right side is connected through the positioning seat 520, and the upper end of another inclined support column 512 is connected to the Figure 1 The upper end of the column pier 210 located on the right side is fixedly connected to the positioning seat 520, and the lower end is fixedly connected to the positioning seat 520. Figure 1The lower end of the column pier 210 on the left side is fixedly connected via the positioning seat 520; the two ends of the horizontal support column 513 are respectively fixedly connected to the corresponding column pier 210 via the positioning seat 520. In addition, the two oblique support columns 512 are connected to the midpoints of the vertical support column 511 and the horizontal support column 513, thereby forming a cross-shaped support column 510 that is stable and has a strong bearing capacity.

[0079] In summary, the anti-collision component 400 and the support structure 500 in this embodiment are assembled, which is easy to assemble, greatly reduces the construction difficulty and cost, and is convenient for daily maintenance and replacement.

[0080] In another alternative embodiment, a vertical support column 511 and two horizontal support columns 513 extending along the transverse direction X of the bridge 10 are arranged between two adjacent piers 210. The vertical support column 511 is located in the middle of the two piers 210 along the transverse direction X of the bridge 10, and its upper end is connected to the cap beam 100 through a connecting seat (marked in the figure), and its lower end is connected to the pedestal 300 through a connecting seat. The two horizontal support columns 513 are arranged at intervals in the horizontal direction, and both ends are respectively connected to the corresponding piers 210 through positioning seats 520, and the midpoint of the horizontal support column 513 is connected to the vertical support column 511, thereby forming an I-shaped support column 510. The I-shaped support column 510 effectively enhances the stability of the bridge 10 in the transverse direction X and the longitudinal direction Y through vertical and horizontal support.

[0081] Of course, a vertical support column 511 and three horizontal support columns 513 extending along the transverse direction X of the bridge 10 may also be provided between the two piers 210 , thereby forming a "F"-shaped support column 510 .

[0082] Regarding the specific structure of the support column 510 , those skilled in the art may design it according to actual conditions and specific requirements, and this embodiment does not make any specific limitation on this.

[0083] The specific structure of the positioning seat 520 in the supporting structure 500 is described below.

[0084] The positioning seat 520 is used to firmly connect the support column 510 to the column pier 210. Figure 3 As shown, in one embodiment, the positioning seat 520 includes a first supporting layer 521, a vibration-proof layer 522, and a second supporting layer 523 which are stacked in sequence and fixedly connected. The positioning seat 520 is fixedly connected to the corresponding pier 210 through the first supporting layer 521, and is fixedly connected to the corresponding support column 510 through the second supporting layer 523.

[0085] Among them, the first supporting layer 521 is covered on the second area 212 of the outer surface of the pier 210, and is fixedly connected to the reinforcement mold shell 410 of the corresponding anti-collision component 400 to be snap-fitted and fixed to the pier 210, the vibration-proof layer 522 is fixedly connected to the side of the first supporting layer 521 away from the pier 210, the second supporting layer 523 is fixedly connected to the side of the vibration-proof layer 522 away from the first supporting layer 521, and the second supporting layer 523 is fixedly connected to the corresponding support column 510.

[0086] Specifically, Figure 3 As shown, the wall surface of the first supporting layer 521 close to the pier 210 forms an arc-shaped installation groove adapted to the second area 212 of the pier 210; the end surface of the first supporting layer 521 close to the pier 210 is wet-jointed with the reinforcement formwork 410 sleeved on the first area 211 of the pier 210. Wet joint refers to the joint in which the beam blocks are connected into a whole by cast-in-place concrete after the prestressed concrete beam body is prefabricated in blocks.

[0087] The side of the second support layer 523 facing away from the column pier 210 is rectangular, so as to facilitate the connection of the support column 510. The side of the second support layer 523 close to the column pier 210 forms an arc-shaped installation groove adapted to the vibration-proof layer 522, and the vibration-proof layer 522 is set as a semi-annular structure made of energy-absorbing core material. The energy-absorbing core material can be a foam core material, an energy-absorbing closed-cell core material or other composite materials, which can buffer and absorb the impact force during the collision, and prevent the column pier 210 from vibrating violently or even being damaged when the outside of the pier of the bridge 10 is hit by a ship.

[0088] Furthermore, in order to improve the stability of the connection between the positioning seat 520 and the pier 210, a reinforcing structure (not shown in the figure) is provided above and below the positioning seat 520. The reinforcing structure includes a connecting plate and a bonding plate. The connecting plate is symmetrically arranged on the inner side of the bonding plate and fixedly connected to the end of the support column 510.

[0089] Of course, the present embodiment does not make any sole limitation on the specific structure of the positioning seat 520 , and those skilled in the art may design it according to actual conditions and specific requirements.

[0090] like Figure 4-Figure 6 As shown, an embodiment of the present invention further discloses a bridge 10 , wherein a first through hole is provided on a cap beam 100 , and the cap beam 100 has a first surface and a second surface opposite to each other in a longitudinal direction Y of the bridge 10 .

[0091] Considering the possibility of a large-angle collision with the column pier 210, in the longitudinal direction Y of the bridge 10, a cable assembly 600 is fixedly connected between any two adjacent cap beams 100. The cable assembly 600 includes at least one cable 610, a plurality of anchor plates 620, and a plurality of anchors 630. The plurality of anchor plates 620 are respectively arranged on the first surface and the second surface of the cap beam 100. The plurality of anchor plates 620 are each provided with a second through hole, and the second through hole is aligned with the center of the first through hole, so that the cable 610 passes through the anchor plate 620 and the cap beam 100 in sequence. It should be noted that in this embodiment, the cable 610 is made of carbon fiber reinforced polymer (CFRP), and the strength of the cable 610 made of this material is very high and can bear a very large load.

[0092] Specifically, the cable 610 passes through the first through hole on any two cap beams 100 and the second through hole on the corresponding anchor plate 620; and, one end of the cable 610 is anchored to the anchor plate 620 on the first surface of one of the two cap beams 100 through the anchor 630, and the other end is anchored to the anchor plate 620 on the second surface of the other cap beam 100 through the anchor 630.

[0093] This type of bridge 10 is connected between two adjacent cap beams 100 by cables 610, and is firmly fixed by anchor plates 620 and anchors 630. It can quickly withstand and disperse the impact force when the bridge 10 is subjected to a longitudinal Y impact, thereby significantly reducing the longitudinal displacement damage to the pier 210 caused by a large-angle ship collision.

[0094] Compared with traditional reinforcement methods, the cable assembly 600 not only has the advantages of light weight and high strength, but also can achieve efficient transmission and energy absorption of ship impact force through flexible arrangement, so that the anti-collision performance of the entire pier 210 structure is significantly improved. At the same time, the design of fixing the end of the cable 610 to the anchor plate 620 facilitates later maintenance and replacement of the cable 610, and enhances the durability and adaptability of the structure.

[0095] Specifically, Figure 6 As shown, two cable assemblies 600 are arranged between two adjacent pier groups 200. The two cable assemblies 600 are arranged at intervals along the transverse direction X of the bridge 10, respectively corresponding to the two piers 210 of the pier group 200.

[0096] Furthermore, each pier 210 has adjacent piers 210 on both sides of the longitudinal direction Y of the bridge 10. Therefore, two cables 610 are fixed to the anchor plates 620 on the first surface and the second surface of the pier 210, one of which is connected to the adjacent pier 210 on one side, and the other is connected to the adjacent pier 210 on the other side.

[0097] Of course, in another alternative embodiment, the anchor plates 620 on the first surface and the second surface of the pier 210 only pass through one cable 610, but this cable 610 connects in series all the piers 210 aligned along the longitudinal direction Y of the bridge 10. When one of the piers 210 is hit, the impact force will be dispersed to the other piers 210 through the cable 610, thereby improving the anti-collision performance of the pier 210 in the longitudinal direction Y of the bridge 10.

[0098] Regarding the specific structure of the cable assembly 600, this embodiment does not make a sole limitation thereto, and those skilled in the art may design it according to actual conditions and specific requirements.

[0099] The embodiment of the present invention also discloses a two-way anti-collapse multi-column ship collision reinforcement method, which first obtains a prefabricated bridge 10, that is, sets a plurality of pier groups 200 and a cap beam 100 at a predetermined position, and then fixes an anti-collision assembly 400 on the outer peripheral surface of the pier 210. It should be noted that the reinforcement method provided by the embodiment of the present invention can be applied to the construction process of a new bridge 10, and can improve the support of the pier 210 without increasing the diameter of the pier 210, and can also be adapted to the repair of an old bridge 10.

[0100] Regarding the specific process of obtaining the bridge prefabricated parts, those skilled in the art can design it according to the actual situation and specific needs, and this embodiment does not specifically limit this. In addition, in the repair process of the old bridge 10, this step is not involved.

[0101] Compared with the reinforcement method of increasing the cross-section in the prior art, which requires multiple steps such as removing old concrete, planting reinforcement, tying steel bars, pouring new concrete, etc., and has a relatively long construction period, this anti-collision component 400 only needs to be firmly assembled on the outer periphery of the pier 210, which has the advantage of simple assembly and reduces the construction period.

[0102] Specifically, in the reinforcement process, in order to improve the connection strength between the column 210 and the reinforcement formwork 410, it is necessary to set connecting steel bars between the column 210 and the reinforcement formwork 410. First, the surface of the column 210 needs to be roughened. The roughening should be light and delicate, with a depth of 10 mm. At the same time, the concrete surface slurry and soft layer are completely removed to expose the coarse aggregate. During the roughening process, it is necessary to pay attention not to damage the coarse aggregate, and avoid strip, point or pit-shaped roughening.

[0103] Next, after removing the laitance or soft layer on the bottom of the pier 210, most of the coarse aggregate is exposed. In order to ensure the aggregate strength requirements before pouring new concrete and achieve the roughening effect, it is necessary to rinse with water to clean up the laitance and residue to ensure that the base of the pier 210 is clean and moist, but no water can accumulate.

[0104] Furthermore, holes are drilled on the pier 210, and pre-buried L-shaped steel bars are implanted; the reinforcement formwork 410 and the steel clamp are assembled; the U-shaped steel bars embedded in the reinforcement formwork 410 are hung on the pre-buried L-shaped steel bars in the pier 210; cement mortar is poured into the gap between the reinforcement formwork 410 and the pier 210, so that the anti-collision component 400 is tightly combined with the pier 210 to form an overall force-bearing structure.

[0105] Furthermore, the support structure 500 is fixedly connected between any two adjacent piers 210 of the pier group 200 .

[0106] In one embodiment, the support structure 500 includes a M-shaped support column 510 and a plurality of positioning seats 520. A vertical support column 511 is disposed in the middle of a pier 210 of a bridge 10. Both ends of the vertical support column 511 are respectively connected to the cap beam 100 and the pedestal 300 through connecting seats, and the ends of the inclined support column 512 and the horizontal support column 513 are connected to the pier 210 through the positioning seats 520.

[0107] In a preferred embodiment, the positioning seat 520 of the supporting structure 500 includes a first supporting layer 521, a vibration-proof layer 522, and a second supporting layer 523 which are stacked in sequence and fixedly connected. The positioning seat 520 is fixedly connected to the corresponding pier 210 through the first supporting layer 521, and is fixedly connected to the corresponding supporting column 510 through the second supporting layer 523.

[0108] During the reinforcement process, the first support layer 521 will be engaged in the second area 212 of the pier 210 of the bridge 10. Under the action of the vibration-proof layer 522 and the cross-shaped support column 510, the pier 210 can be prevented from vibrating violently or even being damaged when hit by a ship, thereby greatly improving the stability of the support structure 500 in reinforcing the pier 210.

[0109] Furthermore, a cable assembly 600 is fixedly connected between any two adjacent cap beams 100 .

[0110] During the reinforcement process, holes are first drilled at the designed positions of the cap beams 100 of the bridge 10, and anchor plates 620 are reserved for installation. Subsequently, the cables 610 are passed through the reserved holes on the anchor plates 620 in sequence, and the two ends of the cables 610 are anchored at the cap beams 100 of the adjacent bridge spans.

[0111] This reinforcement method applies transverse prestress to the column pier 210 through the cable assembly 600, applies transverse precompression stress to the lower edge of the cap beam 100, and utilizes the high strength and high tensile properties of the cable 610 to achieve joint reinforcement of the multi-span column pier 210 cap beam 100. The cable 610 can effectively disperse and transmit the impact load when hit by a ship, reduce the force concentration of a single column pier 210, and improve the overall collision resistance of the entire bridge 10 in the longitudinal direction Y. At the same time, the application of transverse prestress can suppress the transverse X deformation of the cap beam 100 when hit, further improving the overall stiffness and durability of the structure.

[0112] Of course, the embodiments of the present invention do not make any sole limitation on the specific steps of the reinforcement method.

[0113] In summary, this bidirectional anti-collapse multi-pier ship collision reinforcement method improves the inherent strength of the pier 210 by means of the anti-collision assembly 400 arranged on the periphery of the bridge 10, protects the pier 210 from collision with ships or other objects, and thus ensures the safety of the bridge 10; the supporting structure 500 between any two piers 210 in the pier group 200 further improves the connection strength of the pier group 200 in the transverse direction X of the bridge 10; the cable assembly 600 between any two adjacent cap beams 100 further improves the bearing capacity of the bridge 10 when it is subjected to a longitudinal Y impact.

[0114] It should be noted that, in addition to the implementation methods of the present invention described in the above-mentioned specific embodiments, those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention is introduced in conjunction with the preferred embodiment, this does not mean that the features of this invention are limited to this implementation method. On the contrary, the purpose of introducing the invention in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the above description contains many specific details, and the present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0115] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0116] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0117] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0118] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0119] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above is a further detailed description of the present invention in conjunction with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A bridge, characterized in that: include: A plurality of cap beams arranged at intervals along the longitudinal direction of the bridge, and a plurality of pier groups arranged corresponding to the plurality of cap beams, each of the pier groups comprising a plurality of piers arranged at intervals along the transverse direction of the bridge, and one end of each pier in each pier group is fixedly connected to the corresponding cap beam; In addition, an anti-collision component is fixedly connected to the outer peripheral surface of the pier.

2. The bridge according to claim 1, characterized in that: The outer peripheral surface of the column pier includes a first area and a second area connected in the circumferential direction of the column pier; The anti-collision component comprises: A reinforcement formwork, the reinforcement formwork covers the first area of ​​the pier and is fixedly connected to the outer peripheral surface of the pier; A plurality of reinforcing connectors are arranged at intervals along the height direction of the pier, each of the reinforcing connectors is arranged opposite to and fixedly connected to the reinforcing formwork in the circumferential direction of the pier, and is fixed to the pier, and the plurality of reinforcing connectors are arranged on the second area of ​​the pier.

3. The bridge according to claim 2, characterized in that: A first bonding layer is provided between the reinforcement formwork and the column pier, for fixing and bonding the reinforcement formwork to the first region of the column pier; The reinforcement formwork extends along the height direction of the column pier, and both ends of the reinforcement formwork extend to positions corresponding to both ends of the column pier in the height direction.

4. The bridge according to claim 1, characterized in that: The bridge further comprises a cap, and the other end of each pier in each pier group is fixedly connected to the cap; a supporting structure is fixedly connected between any two adjacent piers in the pier group; The support structure includes: at least one support column and a plurality of positioning seats; the at least one support column is fixedly connected between two adjacent piers of the pier group through the positioning seats, and / or the at least one support column is fixedly connected between the pedestal and the cap beam corresponding to two adjacent piers.

5. The bridge according to claim 4, characterized in that: The at least one support column is a plurality of support columns; The plurality of support columns include: a vertical support column and at least one oblique support column, the two ends of the vertical support column are respectively fixedly connected to the corresponding cap beam and the pedestal, and the two ends of each oblique support column in the at least one oblique support column are respectively fixedly connected to two adjacent column piers through the corresponding positioning seat; The plurality of support columns are composed of: at least one of a M-shaped support column, a Feng-shaped support column and an I-shaped support column; The positioning seat comprises: a first supporting layer, a vibration-proof layer, and a second supporting layer which are sequentially stacked and fixedly connected, the positioning seat is fixedly connected to the corresponding column pier through the first supporting layer, and is fixedly connected to the corresponding support column through the second supporting layer; wherein The first supporting layer is covered on the second area of ​​the outer surface of the column pier and is fixedly connected to the corresponding reinforcement formwork of the anti-collision component so as to be fixed to the column pier by clamping; The vibration-proof layer is fixedly connected to a side of the first supporting layer away from the pier; The second supporting layer is fixedly connected to a side of the vibration-proof layer away from the first supporting layer, and the second supporting layer is fixedly connected to the corresponding supporting column.

6. The bridge according to any one of claims 1 to 5, characterized in that: In the longitudinal direction of the bridge, a cable assembly is fixedly connected between any two adjacent cap beams; The cap beam is provided with a first through hole, and the cap beam has a first surface and a second surface opposite to each other in the longitudinal direction of the bridge; The cable assembly comprises: at least one cable, a plurality of anchor plates and a plurality of anchor pieces, wherein the plurality of anchor plates are each provided with a second through hole; The plurality of anchor plates are respectively arranged on the first surface and the second surface of the cap beam, and the centers of the first through hole and the second through hole are aligned; The cable passes through any two of the first through holes on the cap beams and the corresponding second through holes on the anchor plates; The plurality of anchors anchor one end of the cable to an anchor plate on a first surface of one of any two cap beams, and the other end of the cable to an anchor plate on a second surface of the other cap beam.

7. A method for reinforcing a multi-column pier against ship collision in a two-way manner to prevent collapse, characterized in that: The reinforcement method comprises: Obtaining a prefabricated bridge component, wherein the prefabricated bridge component comprises a plurality of cap beams spaced apart in the longitudinal direction of the prefabricated bridge component, and a plurality of column pier groups arranged corresponding to the plurality of cap beams, each of the column pier groups comprises a plurality of column piers spaced apart in the transverse direction of the prefabricated bridge component, and one end of each of the column piers in each of the column pier groups is fixedly connected to the corresponding cap beam; An anti-collision component is fixed to the outer peripheral surface of the pier of the bridge prefabricated component to produce the bridge as described in any one of claims 1-6.

8. The method for reinforcing a multi-column pier against ship collision in a two-way manner to prevent collapse according to claim 7, characterized in that: The step of fixing the anti-collision component on the outer peripheral surface of the pier of the bridge prefabricated component includes: The reinforcement formwork is fixedly connected to a first area of ​​the outer peripheral surface of the column pier, and a plurality of reinforcement connectors are fixedly connected to a second area of ​​the outer peripheral surface of the column pier at intervals along the height direction of the column pier, and the reinforcement formwork and the plurality of reinforcement connectors are arranged opposite to each other in the circumferential direction of the column pier and fixedly connected, wherein there is a gap between the reinforcement formwork and the column pier; Pouring adhesive into the gap between the reinforcement formwork and the column pier to form a first bonding layer for fixing the reinforcement formwork to the column pier, thereby completing the fixation of the anti-collision component; The first area of ​​the outer peripheral surface of the pier is connected to the second area of ​​the outer peripheral surface of the pier in the circumferential direction of the pier.

9. The method for reinforcing a multi-column pier against ship collision in a two-way manner to prevent collapse according to claim 7, characterized in that: The bridge prefabricated member further comprises a cap, and the other end of each of the piers in each of the pier groups is fixedly connected to the cap; The preparation method further comprises: At least one support column is fixedly connected between two adjacent piers of the pier group through a positioning seat, and / or at least one support column is fixedly connected between the pedestal and the cap beam corresponding to two adjacent piers, so as to fix the support structure between any two adjacent piers of the pier group.

10. The method for reinforcing a multi-column pier against ship collision in a two-way manner to prevent collapse according to any one of claims 7 to 9, characterized in that: The preparation method further comprises: The anchor plates are fixedly connected to the first and second surfaces of the cap beam which are opposite to each other in the longitudinal direction of the bridge precast member, respectively; and one end of the cable is anchored to the anchor plate on the first surface of one of the cap beams of any two of the cap beams, and the other end of the cable is anchored to the anchor plate on the second surface of the other cap beam.

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