Linkage type bridge ship collision prevention device

Abstract

The invention provides a linkage type bridge ship collision prevention device which comprises a hexagonal hollow sealed outer side steel jacket box and a hexagonal hollow sealed inner side steel jacket box, a plurality of buffering energy absorption elements are arranged between the outer side steel jacket box and the inner side steel jacket box, and a linkage steel jacket box is arranged in the middle of the inner side steel jacket box and fixedly connected with the inner side face of the inner side steel jacket box. According to the technical scheme, linkage type protection can be conducted on two parallel bridges at the same time, the inner side steel jacket box and the outer side steel jacket box are driven to make contact and collide with the bridge piers through cooperative large deformation of the buffering energy absorption elements, and therefore secondary distribution of ship collision force between the bearing platform or the bridge pier A or between the bearing platform or the bridge pier B is achieved; and the two bridge piers are fully protected at the same time.

Description

Technical Field

[0001] The invention relates to a protective device for preventing a parallel separated bridge from being hit by ships, and in particular to a rigid-flexible matching anti-ship collision device for a bridge with double abutments or double piers. Background Art

[0002] Bridges across waterways are the throat nodes of transportation channels such as railways, highways, urban roads, and waterways. At the same time, the development of the shipping industry has also increased the tonnage of ships. Once a ship loses control or an operating error causes the ship to deviate from the route and hit the bridge pier, it will cause serious consequences such as bridge destruction, ship sinking, death, catastrophic environmental pollution, etc., bringing huge economic losses and social impacts. Therefore, engineering safety protection must be carried out on bridge piers.

[0003] There are many kinds of anti-collision facilities for existing bridges. They can be divided into independent and attached types according to whether the anti-collision facilities are in contact with the bridge. Common independent anti-collision facilities include: independent anti-collision piers, artificial islands, etc.; common attached anti-collision facilities include: rubber fenders, steel casings, composite casings, steel casings + V-shaped anti-collision beams combined anti-collision devices, etc. With the rapid development of the construction of major transportation arteries in my country, many existing navigation bridges need to be widened. Up and down separated bridges are often used, and new bridges are parallel to existing bridges. At the same time, with the continuous development of my country's railway industry, especially the construction of high-speed railways, more and more highways and railways are built in parallel. In order to reduce the impact on the safety of navigation in the waterway, the distance between parallel bridges should be minimized while meeting the construction needs. For two parallel bridges, the distance between the bridge substructure abutment and the bridge pier is relatively short. The anti-collision force of a single bridge foundation is limited, and it is difficult to effectively resist ship collisions. In order to protect the safety of parallel bridges and make better use of the inherent anti-collision force of the two parallel bridge foundations, it is very important to design special anti-collision facilities to provide coordinated protection for the two abutments or piers. This can not only provide safer protection for the bridges, but also reduce the project cost, with significant economic and social benefits. Summary of the invention

[0004] The invention aims to disclose a bridge pier anti-ship collision device for performing linkage protection on two parallel bridges.

[0005] The technical solution to realize the present invention is: it includes a hexagonal hollow sealed outer steel casing 1 and an inner steel casing 2, a plurality of buffer energy absorbing elements 3 are arranged between the outer steel casing 1 and the inner steel casing 2, and a linkage steel casing 4 is arranged in the middle position of the inner steel casing 2 and fixedly connected to the inner side surface of the inner steel casing 2.

[0006] The deformation flexibility of the buffer energy absorbing element 3 and the rigidity of the outer steel casing 1 satisfy: EI ≥ 0.24kL 4, where E is the elastic modulus of steel, I is the section moment of inertia of the outer steel casing 1, k is the flexibility coefficient of the buffer energy absorbing element 3 per unit length of the outer steel casing 1, and L is the characteristic length.

[0007] The buffering and energy absorbing element 3 is a hollow rubber sphere, and the wall of the rubber sphere has a plurality of through holes 5 .

[0008] The buffer energy absorbing element 3 is connected to the outer steel casing 1 and the inner steel casing 2 via a structural member. The structural member is two annular members, each of which is sleeved on one end of the rubber ball of the buffer energy absorbing element 3 and connected to the outer steel casing 1 and the inner steel casing 2 via high-strength bolts.

[0009] A plurality of elastic dispersed particles 6 are arranged in the hollow inner cavity of the buffer and energy absorbing element 3 .

[0010] A steel wire or steel fiber reinforcement material 7 is provided in the wall of the rubber sphere of the buffer energy absorbing element 3 .

[0011] The linkage bridge ship collision prevention device is characterized in that the inner surface of the inner steel casing 2 is provided with a cushion layer with high wear resistance and smooth surface.

[0012] The linkage steel casing 4 is a hollow closed-loop structure made of steel plates, and the shape of the closed-loop structure is a rectangle, wherein two opposite sides of the rectangle are connected to the inner wall of the inner steel casing 2; the other two opposite sides of the rectangle and the inner side surfaces of the front and rear or left and right ends of the inner steel casing 2 form a structure that can surround the abutments or piers of two bridges, and these two opposite sides are straight lines, curves, or broken lines.

[0013] The linkage steel casing 4 is a hollow closed-loop structure made of steel plates, and the shape of the closed-loop structure is rectangular. An oblique connecting rod 8 is provided at the corner of the rectangular closed-loop structure, and the connecting rod 8 is connected to the side wall of the linkage steel casing 4 and the inner steel casing 2.

[0014] The technical solution disclosed in the present invention can simultaneously carry out linkage protection for two parallel bridges. Since the outer steel casing 1 has sufficient rigidity, the outer steel casing 1 undergoes overall nearly rigid translation under the impact force of the ship, driving all the buffering energy absorbing elements 3 distributed between the inner and outer steel casings (2, 1) to deform simultaneously. The coordinated large deformation of the buffering energy absorbing elements 3 drives the inner steel casing 2 to contact and collide with the bridge pier, converting the ship impact force from concentrated force to distributed force, thereby realizing secondary distribution of the ship impact force between the abutment or pier A and the abutment or pier B, making full use of the self-resistance of the two piers to jointly resist the ship impact force, and fully protecting the two piers at the same time. Furthermore, there is a specific matching relationship between the rigidity of the outer steel casing 1 and the buffering energy absorbing elements 3, wherein the outer steel casing 1 has good rigidity, making the impact force moderate to reduce the damage to the impact ship, and the buffering energy absorbing elements 3 have good viscosity, which can eliminate a large amount of impact energy to minimize the damage to the bridge pier, so that the present invention has a better protective effect on the abutment or pier of the bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the top view of the structure of the device of the present invention.

[0016] Figure 2 for Figure 1 Schematic diagram of the device being arranged on a cap.

[0017] Figure 3 It is a schematic diagram of the cross-sectional structure of the buffer energy absorbing element. DETAILED DESCRIPTION

[0018] Specific implementation modes of the present invention are given in conjunction with the drawings in the specification. It should be noted that the detailed description of the specific implementation modes of the present invention is for the purpose of facilitating a comprehensive and in-depth understanding of the technical solution of the present invention, and should not be regarded as limiting the scope of protection of the claims of the present invention.

[0019] Please refer to the attached drawings of the specification, the technical solution of the specific embodiment of the present invention is: including a hexagonal hollow sealed outer steel casing 1 and an inner steel casing 2, the outer steel casing 1 and the inner steel casing 2 are both annular hollow boxes formed by welding steel plates, the annular shape is a hexagon adapted to the length and shape of the abutment or pier of the bridge or other shapes adapted to the abutment or pier, because the outer steel casing 1 and the inner steel casing 2 are sealed hollow structures and have buoyancy, the outer steel casing 1 and the inner steel casing 2 can float in the vertical direction with the change of the water surface, and the outer steel casing 1 and the inner steel casing 2 are between A plurality of buffer energy-absorbing elements 3 are provided, so that the outer steel casing 1 and the inner steel casing 2 form an integrated structure that can float up and down simultaneously with the rise and fall of the water level. The key is that a linkage steel casing 4 is provided in the middle position of the inner steel casing 2 and is fixedly connected to the inner side surface of the inner steel casing 2; the linkage steel casing 4 is also a hollow sealing structure formed by welding steel plates, and also has buoyancy. The linkage steel casing 4 and the inner steel casing 2 form two closed-loop spaces, one closed-loop space can be adapted to and mounted on a bridge abutment or pier A, and the other closed-loop space can be adapted to and mounted on another parallel bridge abutment or pier B. When a moving ship hits one end, the outer steel casing 1 performs an overall rigid movement, the impact end of the outer steel casing 1 squeezes the buffer energy absorbing element 3, and the other end of the outer steel casing 1 stretches the buffer energy absorbing element 3, that is, multiple buffer energy absorbing elements 3 are subjected to force and deformed accordingly due to the overall movement of the outer steel casing 1, and then the deformed multiple buffer energy absorbing elements 3 apply force to the inner steel casing 2 and the bridge pier A, and apply force to the bridge abutment or bridge pier B at the other end through the linkage steel casing 4, so that during the collision, the bridge piers A and bridge pier B of the two bridges are subjected to the impact force of the moving ship, and the impact force is effectively dispersed on the bridge piers of the two parallel bridges, thereby improving the anti-collision efficiency of the bridge piers at the impact end. The above-mentioned linkage casing 4 is located in the middle position of the inner steel casing 2, which should actually be between the two bridge piers or abutments, and in fact, due to the different sizes of the two bridge piers or abutments, the position of the linkage casing 4 has a certain offset from the middle position.

[0020] When a moving ship collides with the aforementioned linkage bridge anti-collision device, after the outer steel casing 1 is subjected to the impact force, it is locally deformed at the impact point, and the outer steel casing 1 as a whole has a displacement in the force direction. The displaced outer steel casing 1 squeezes and / or stretches the buffer energy-absorbing elements 3 and applies force to multiple buffer energy-absorbing elements 3. The deformed multiple buffer energy-absorbing elements 3 apply force to the inner steel casing 2. The inner steel casing 2 transfers the force to the two piers of the linkage bridge or the two pedestals on the two piers, so that the impact force of the ship is dispersed to the piers of the two bridges, so that the impact force is dispersed, which greatly reduces the force on the piers of the bridge near the impact force. In the transmission of the impact force after the above-mentioned collision and the deformation of each structure, the stiffness of the outer steel casing 1 is very important. Good stiffness can ensure the overall displacement of the outer steel casing 1 after the force is applied, thereby squeezing and / or stretching all the buffering energy-absorbing elements 3, and ensure that no excessive damage is caused to the moving ship. At the same time, the buffering energy-absorbing element 3 should have appropriate deformation performance or flexibility to ensure that the outer steel casing 1 has a suitable displacement after repeated and extensive tests and that the buffering energy-absorbing element 3 absorbs as much impact energy as possible during the deformation process. Therefore, the deformation flexibility of the buffering energy-absorbing element 3 and the stiffness of the outer steel casing 1 should meet the following requirements: EI ≥ 0.24kL 4 , where E is the elastic modulus of steel, I is the section inertia moment of the outer steel casing 1, k is the flexibility coefficient of the buffer energy absorbing element 3 per unit length of the outer steel casing 1, and L is the characteristic length; under the limitation of the above formula, the outer steel casing 1 has good rigidity, and while ensuring the anti-impact performance at the moment of impact, it also ensures the overall displacement of the outer steel casing 1 and the effect of the buffer energy absorbing element 3. The appropriate flexibility of the buffer energy absorbing element 3 not only ensures the impact performance and support performance of the outer steel casing 1, but also ensures good energy absorption performance and overall transmission of the impact force, and finally realizes the common force of the piers or abutments of the two parallel bridges, and realizes better protection of the piers or abutments. The flexibility coefficient k is determined by performing a compression test on a single buffer energy absorbing element 3, and then the flexibility coefficient of the buffer energy absorbing element 3 per unit length is calculated according to the series or parallel connection mode of the buffer energy absorbing element 3. The characteristic length L is actually the hypotenuse length ab of the collision surface of the outer steel casing 1.

[0021] The linkage steel casing 4 is a hollow closed-loop structure made of steel plates, and the shape of the closed-loop structure is a rectangle, wherein two opposite sides of the rectangle are connected to the inner side wall of the inner steel casing 2, and the other two opposite sides of the rectangle and the inner side surfaces of the front and rear or left and right ends of the inner steel casing 2 form the aforementioned structure of the abutment or pier that can surround the two bridge piers, and the two opposite sides are straight or curved or broken line-shaped to adapt to the shape of the abutments or piers of the two bridges. Alternatively, the linkage steel casing 4 is a hollow closed-loop structure made of steel plates, and the shape of the closed-loop structure is a rectangle, and the corner part of the rectangular closed-loop structure is provided with an oblique connecting rod 8, which is connected to the side wall of the linkage steel casing 4 and the inner steel casing 2, and the connecting rod 8 is a hollow structure made of steel plates, and also has buoyancy, and the connecting rod 8 matches the linkage steel casing 4 and the surface of the abutment or pier of the bridge, and can also effectively disperse the impact force of the moving ship to the corresponding abutments or piers of the two bridges.

[0022] The buffering energy absorbing element 3 is a hollow rubber sphere, and there are multiple through holes 5 on the wall of the rubber sphere. The buffering energy absorbing element 3 is connected to the outer steel casing 1 and the inner steel casing 2 through the structural member, that is, multiple buffering energy absorbing elements 3 are located between the outer steel casing 1 and the inner steel casing 2 at a certain interval, and the outer steel casing 1 and the inner steel casing 2 are connected as a whole. Since the buffering energy absorbing element 3 is a hollow rubber sphere, it has a good deformation ability. In actual use, river water or seawater enters the inner cavity of the hollow rubber sphere through multiple through holes 5, which increases the rigidity of the buffering energy absorbing element 3 to a certain extent or increases the impact force or impact energy that causes the buffering energy absorbing element 3 to deform. When the impact occurs, the outer steel casing 1 is displaced under the action of the impact force and compresses the above-mentioned buffering energy absorbing element 3 at the same time. The river water or seawater in the buffering energy absorbing element 3 will be squeezed and discharged from the buffering energy absorbing element 3 through the above-mentioned multiple through holes 5 during the deformation of the buffering energy absorbing element, and this process will consume a certain amount of impact energy. In order to further improve the energy absorption or impact energy consumption performance of the above-mentioned buffering energy absorbing element 3 under stress, a plurality of dispersed particles 6 made of elastic material are arranged in the hollow cavity of the buffering energy absorbing element 3. In the process of deformation of the buffering energy absorbing element 3 under stress, the above-mentioned dispersed particles will produce mutual extrusion and friction, and a large number of dispersed particles will improve the overall rigidity and deformation resistance of the buffering energy absorbing element 3. Steel wire or steel fiber reinforcement material 7 is arranged in the wall of the rubber ball of the above-mentioned buffering energy absorbing element 3 to further improve the rigidity of the rubber ball and the energy absorption effect of deformation.

[0023] The buffering energy absorbing element 3 is connected to the outer steel casing 1 and the inner steel casing 2 via a structural member. For example, the structural member is two annular members, each of which is sleeved on one end of the rubber ball of the buffering energy absorbing element 3 and connected to the outer steel casing 1 and the inner steel casing 2 via high-strength bolts (the detailed structure is not shown in the figure). Or the above-mentioned structural member is a connecting structural member in the prior art, and it is only necessary to connect the outer steel casing 1 and the inner steel casing 2 to the buffering energy absorbing element 3 via the structural member to form an integral structure.

[0024] In actual use, the above-mentioned linkage bridge anti-ship collision device is mounted on the piers or pedestals of the bridge arranged in parallel. Due to its buoyancy, the anti-ship collision device floats on the water surface and moves up and down with the rise and fall of the water level. In order to avoid friction and wear between the above-mentioned linkage bridge anti-ship collision device and the piers or pedestals and avoid impact damage caused by long-term vibration, a cushion layer with high wear resistance and smooth surface (not shown in the figure) is provided on the inner surface of the inner steel casing 2, such as a cushion layer or coating made of rubber and plastic material.

[0025] In order to improve the anti-collision effect, the overall structure of the outer steel casing 1 is preferably hexagonal, with inclined collision surfaces formed at the front and rear. The impact force generated by the moving ship colliding with the inclined collision surface can be decomposed into a normal force perpendicular to the collision surface and a tangential force along the collision surface. The reaction force of the normal force of the impact force acts on the ship, which will cause the ship to deviate in course and slide along the outer steel casing 1 of the anti-collision device, which can greatly reduce the impact force applied to the outer steel casing 1 during the collision.

[0026] The aforementioned buffering energy-absorbing element 3 is a rubber sphere with a three-dimensional structure having a cavity. It has the properties of resistance to compression, tension and shearing, and has the ability of large deformation. A plurality of through holes 5 are provided on the wall of the sphere. When impacted, the deformed sphere squeezes the water medium inside and sprays out through the plurality of through holes 5, thereby converting the impact energy into the kinetic energy of the water medium. Therefore, the aforementioned buffering energy-absorbing element 3 has a very unique structure and good buffering performance. A large amount of dispersed particles are filled in the cavity of the sphere and steel wire or steel fiber reinforcement material 7 is provided in the wall, which further improves the energy absorption effect of the buffering energy-absorbing element 3.

[0027] In summary, the linked bridge anti-ship collision device described in the present invention can effectively disperse the impact force of a moving ship to the independent piers of the front and rear bridges, greatly improving the safety of the bridge. The unique structural design enables all parts of the anti-ship collision device to effectively absorb and deflect the impact energy of the ship.

Claims

1. A linkage bridge anti-ship collision device, comprising a hexagonal hollow sealed outer steel casing (1) and an inner steel casing (2), wherein a plurality of buffer energy absorbing elements (3) are arranged between the outer steel casing (1) and the inner steel casing (2), characterized in that A linkage steel casing (4) is provided at the middle position of the inner steel casing (2) and is fixedly connected to the inner side surface of the inner steel casing (2).

2. The linkage bridge anti-ship collision device according to claim 1 is characterized in that The deformation flexibility of the buffer energy absorbing element (3) and the rigidity of the outer steel casing (1) satisfy: EI ≥ 0.24 kL 4 , where E is the elastic modulus of the steel, I is the section moment of inertia of the outer steel casing (1), k is the flexibility coefficient of the buffer energy absorbing element (3) per unit length of the outer steel casing (1), and L is the characteristic length.

3. The linkage bridge ship collision prevention device according to claim 1 or claim 2, characterized in that The buffering energy absorbing element (3) is a hollow rubber sphere, and the wall of the rubber sphere has a plurality of through holes (5).

4. The linkage bridge ship collision prevention device according to claim 3 is characterized in that The buffer energy absorbing element (3) is connected to the outer steel casing (1) and the inner steel casing (2) via a structural member. The structural member is two annular members, each of which is sleeved on one end of the rubber ball of the buffer energy absorbing element (3) and connected to the outer steel casing (1) and the inner steel casing (2) via high-strength bolts.

5. The linkage bridge ship collision prevention device according to claim 4 is characterized in that A plurality of elastic dispersed particles (6) are arranged in the hollow inner cavity of the buffer energy absorbing element (3).

6. The linkage bridge ship collision prevention device according to claim 5 is characterized in that A steel wire or steel fiber reinforcement material (7) is arranged in the wall of the rubber sphere of the buffer energy absorbing element (3).

7. The linkage bridge ship collision prevention device according to claim 6 is characterized in that The inner surface of the inner steel casing (2) is provided with a cushion layer with high wear resistance and a smooth surface.

8. The linkage bridge ship collision prevention device according to claim 7 is characterized in that The linkage steel casing (4) is a hollow closed-loop structure made of steel plates, and the shape of the closed-loop structure is a rectangle, wherein two opposite sides of the rectangle are connected to the inner wall of the inner steel casing (2); the other two opposite sides of the rectangle and the inner side surfaces of the front and rear or left and right ends of the inner steel casing (2) form a structure that can surround the abutments or piers of two bridges, and the two opposite sides are straight lines, curves or broken lines.

9. The linkage bridge ship collision prevention device according to claim 7, characterized in that The linkage steel casing (4) is a hollow closed-loop structure made of steel plates, and the closed-loop structure is rectangular in shape. An oblique connecting rod (8) is provided at the corner of the rectangular closed-loop structure, and the connecting rod (8) is connected to the side wall of the linkage steel casing (4) and the inner steel casing (2).

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