An anti-collision reinforcement device for bridge piers and a construction method

Abstract

The present invention discloses a pier anti-collision reinforcement device and a construction method. The device includes: a floating anti-collision member, a floating anti-collision assembly, a floating anti-collision unit, a floating anti-collision module, a first connecting member, and a second connecting member; the floating anti-collision assembly includes a plurality of floating anti-collision members connected in sequence end to end, the floating anti-collision unit includes a plurality of floating anti-collision assemblies connected in parallel along a first direction through the first connecting member, and the floating anti-collision module includes a plurality of floating anti-collision units connected in parallel along a second direction through the second connecting member; a first through hole is provided in the middle of the floating anti-collision module, and the first through hole is used to embed the pier and fix it to the outer side of the middle of the pier. The present invention simplifies the construction equipment and construction procedures, improves the installation efficiency of the floating anti-collision module, enables the pier anti-collision reinforcement device to be adjusted according to the actual size of the pier, quickly constructs floating anti-collision modules of different sizes, and the scale of the floating anti-collision module is not limited, with high flexibility.

Description

Technical Field

[0001] The present invention relates to the technical field of pier reinforcement, repair and anti-collision, and particularly relates to a pier anti-collision reinforcement device and a construction method. Background Art

[0002] The ocean is the cradle of life, covering nearly three-fourths of the Earth's surface area and accounting for 97% of all the Earth's water resources. It is the source of our life, and the life of humans and all other organisms on Earth depends on the ocean. Maritime transportation is the main carrier of trade connectivity. However, incidents of large ships hitting piers and causing collapses are endless, which not only pose a certain threat to people's lives and safety, but also result in huge economic losses and adverse social impacts. Therefore, the research on the anti-collision reinforcement of offshore piers is particularly important.

[0003] Compared with onshore construction, offshore construction faces many adverse conditions, including the corrosive environment of seawater, the impact of waves and tides, the risk of ship collisions, and difficulties in construction and maintenance. These factors pose challenges to the durability, stability and safety of piers, and targeted protection measures need to be taken in design and construction. However, the existing anti-collision reinforcement technologies have certain limitations. For example, traditional anti-collision devices are mostly fixed structures, and the size design lacks flexibility, only applicable to piers of some scales; the existing devices are complex to install and difficult to maintain, especially in deep sea or bad weather conditions. Summary of the Invention

[0004] The present invention provides a pier anti-collision reinforcement device and a construction method, which are used to solve the problems that traditional anti-collision devices are mostly fixed structures, the size design lacks flexibility, only applicable to piers of some scales, and the existing devices are complex to install and difficult to maintain.

[0005] A pier anti-collision reinforcement device provided by the present invention includes: a floating anti-collision member, a floating anti-collision assembly, a floating anti-collision unit, a floating anti-collision module, a first connecting member and a second connecting member;

[0006] The floating anti-collision assembly includes a plurality of the floating anti-collision members connected in sequence end to end. The floating anti-collision unit includes a plurality of the floating anti-collision assemblies connected in parallel along a first direction through the first connecting member. The floating anti-collision module includes a plurality of the floating anti-collision units connected in parallel along a second direction through the second connecting member;

[0007] The first direction, the second direction and the direction of the end-to-end connection of the floating anti-collision member are perpendicular to each other;

[0008] A first through hole is provided in the middle of the floating anti-collision module, and the first through hole is used to embed the pier and fix it to the outer side of the middle of the pier.

[0009] Further, the first connecting member includes a connecting beam, the connecting beam is provided with a plurality of second through holes along a first direction, the floating anti-collision components are arranged in the second through holes along the first direction to form the floating anti-collision unit, and the first through hole for embedding the bridge pier is arranged in the middle of the floating anti-collision unit. The connecting beam is symmetrically arranged on both sides of the first through hole of the floating anti-collision unit;

[0010] Both the first direction and the direction of the connection line between the head and the tail of the floating anti-collision member are parallel to the sea level; the second direction is perpendicular to the sea level;

[0011] A plurality of floating anti-collision units are stacked along the second direction;

[0012] The second connecting member includes a shear member and a third through hole arranged in the middle of the floating anti-collision member. A plurality of the shear members are sequentially connected to the third through holes of the floating anti-collision members of each floating anti-collision unit along the second direction to form the floating anti-collision module.

[0013] Further, the connection positions of the floating anti-collision members on adjacent floating anti-collision components are arranged in a staggered manner along the direction of the connection line between the head and the tail of the floating anti-collision member, so as to avoid local stress concentration and easy deformation caused by the concentrated arrangement of the connection positions of the floating anti-collision members on adjacent floating anti-collision components.

[0014] Further, the floating anti-collision member is connected to the second through hole of the connecting beam near the end. The connecting beam is at least arranged at the staggered position of the floating anti-collision member connectors on adjacent floating anti-collision components. Among the adjacent floating anti-collision components, the connection position of the floating anti-collision member of one floating anti-collision component is on one side of the connecting beam, and the connection position of the floating anti-collision member of the other floating anti-collision component is on the other side of the connecting beam.

[0015] Further, the floating anti-collision member is of a hollow structure. Grooves and convex members matched with the grooves are respectively arranged at the head and tail ends of the floating anti-collision member. The floating anti-collision members for end-to-end connection are connected by matching the groove of one floating anti-collision member with the convex member of the other floating anti-collision member. The floating anti-collision component further includes at least one tension member. The tension member is arranged inside the floating anti-collision member of the floating anti-collision component. The two ends of the tension member are respectively fixed at the ports of the floating anti-collision members at both ends of the floating anti-collision component, so as to provide tensile forces in opposite directions to the floating anti-collision members at both ends of the floating anti-collision component, making all the floating anti-collision members of the floating anti-collision component tightly connected.

[0016] Further, the floating anti-collision component further includes an elastic shock absorber. The elastic shock absorber is disposed within the floating anti-collision member of the floating anti-collision component. The tension member is disposed between the elastic shock absorber and the floating anti-collision member. Both ends of the elastic shock absorber are fixedly connected to the ports of the floating anti-collision members at both ends of the floating anti-collision component. The elastic shock absorber is configured to absorb and dissipate vibration energy through elastic deformation of the elastic shock absorber when the floating anti-collision member is vibrated by an external force, thereby achieving the effect of reducing the vibration of the floating anti-collision member.

[0017] Further, the floating anti-collision member includes an inner hollow tube, an outer tube, and a filling layer. The outer tube is sleeved outside the inner hollow tube. The filling layer is disposed between the hollow tube and the outer tube and is connected to the hollow tube and the outer tube respectively. The inner hollow tube is made of steel, the outer tube is made of fiber-reinforced composite material, and the filling layer is made of ultra-high performance concrete.

[0018] Further, the floating anti-collision member further includes shear studs. The shear studs are vertically welded on the surface of the inner hollow tube. The shear studs are in contact connection with the filling layer to prevent relative displacement between the filling layer and the inner hollow tube.

[0019] Further, it further includes an anti-corrosion outer shell and a flexible layer. The floating anti-collision module is disposed within the anti-corrosion outer shell. The flexible layer is disposed between the anti-corrosion outer shell and the floating anti-collision module and is connected to the anti-corrosion outer shell and the floating anti-collision module. The flexible layer is configured to disperse local external forces by undergoing a large-area deformation when subjected to a small local external force.

[0020] The embodiment of the present invention further provides a construction method for the pier anti-collision reinforcement device, including the following steps:

[0021] S01. Fix the floating anti-collision module on the outer side of the pier;

[0022] S02. Fix the anti-corrosion outer shell on the outer side of the floating anti-collision module and heat the floating anti-collision module;

[0023] S03. After the heating reaches the first preset temperature, fill the flexible layer between the anti-corrosion outer shell and the floating anti-collision module;

[0024] S04. After the flexible layer cools to the second preset temperature, prestress the flexible layer and seal the anti-corrosion outer shell.

[0025] It can be seen from the above technical solutions that the present invention has the following advantages:

[0026] On the one hand, in this embodiment, buoyancy is provided by a plurality of floating anti-collision members, so that the floating anti-collision units and floating anti-collision modules composed of the floating anti-collision members have buoyancy. During the construction process of fixing the floating anti-collision module on the outer side of the middle part of the pier, there is no need to additionally provide a support platform for the floating anti-collision module or hoist and position the floating anti-collision module through hoisting equipment. The floating anti-collision module in this embodiment can be stably around the pier by virtue of its own buoyancy, simplifying the construction equipment and construction procedures and improving the installation efficiency of the floating anti-collision module.

[0027] On the other hand, in this embodiment, a plurality of the floating anti-collision members are connected end to end in sequence to form a floating anti-collision assembly. A plurality of the floating anti-collision assemblies are connected in parallel along a first direction through a first connecting member to form a floating anti-collision unit. A plurality of the floating anti-collision units are connected in parallel along a second direction through a second connecting member to form a floating anti-collision module. Therefore, the device can adjust the size of the floating anti-collision module in the anti-collision reinforcement device in the first direction, the second direction, and the direction of the head and tail connection line, so as to realize the adjustment of the pier anti-collision reinforcement device according to the actual size of the pier. Different-sized floating anti-collision modules can be quickly constructed, and the scale of the floating anti-collision module is not limited, with high flexibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0029] Figure 1 Schematic diagram of the overall structure of a pier anti-collision reinforcement device provided by an embodiment of the present invention;

[0030] Figure 2 Schematic diagram of the structure of a floating anti-collision module in a pier anti-collision reinforcement device provided by an embodiment of the present invention;

[0031] Figure 3 Schematic diagram of the structure of a connecting beam in a pier anti-collision reinforcement device provided by an embodiment of the present invention;

[0032] Figure 4 Schematic diagram of the internal structure of a floating anti-collision assembly in a pier anti-collision reinforcement device provided by an embodiment of the present invention;

[0033] Figure 5 Schematic diagram of the structure of a shear member in a pier anti-collision reinforcement device provided by an embodiment of the present invention;

[0034] Figure 6Schematic cross-section of a floating anti-collision member in a pier anti-collision reinforcement device provided by an embodiment of the present invention.

[0035] Explanation of reference numerals:

[0036] 1, pier; 2, floating anti-collision module; 3, anti-corrosion shell; 4, top cover; 5, flexible layer; 6, floating anti-collision assembly; 7, connecting beam; 8, floating anti-collision unit; 9, first through hole; 10, floating anti-collision member; 11, second through hole; 12, convex member; 13, groove; 14, elastic shock absorber; 15, tension member; 16, shear member; 17, inner layer hollow steel pipe; 18, FRP outer pipe; 19, UHPC filling layer; 20, shear stud. Specific embodiments

[0037] In order to make the object, features, and advantages of the present invention more obvious and understandable, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the embodiments described below are only a part of the embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

[0038] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and drawings of the present invention are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0039] Please refer to Figure 1-6 , Figure 1 A pier anti-collision reinforcement device provided by an embodiment of the present invention.

[0040] A pier anti-collision reinforcement device includes a floating anti-collision member 10, a floating anti-collision assembly 6, a floating anti-collision unit 8, a floating anti-collision module 2, a first connecting member, and a second connecting member;

[0041] The floating anti-collision module 2 includes a plurality of floating anti-collision components 6 connected end to end in sequence. The floating anti-collision unit 8 includes a plurality of floating anti-collision components 6 connected in parallel along a first direction through a first connecting member. The floating anti-collision module 2 includes a plurality of floating anti-collision units 8 connected in parallel along a second direction through a second connecting member;

[0042] The first direction, the second direction, and the direction of the connection line between the head and the tail of the floating anti-collision component 10 are perpendicular to each other;

[0043] A first through hole 9 is provided in the middle of the floating anti-collision module 2. The first through hole 9 is used to embed the bridge pier 1 and fix it to the outer side of the middle part of the bridge pier 1.

[0044] It can be understood that in specific implementation, on the one hand, in this embodiment, a plurality of floating anti-collision components 10 provide buoyancy, so that the floating anti-collision unit 8 and the floating anti-collision module 2 composed of the floating anti-collision components 10 have floating properties. When the floating anti-collision module 2 is fixed to the outer side of the middle part of the bridge pier 1 during construction, there is no need to provide a support platform for the floating anti-collision module 2 separately or hoist and position the floating anti-collision module 2 through hoisting equipment. The floating anti-collision module 2 in this embodiment can be stably around the bridge pier 1 by virtue of its own floating properties, simplifying the construction equipment and construction processes and improving the installation efficiency of the floating anti-collision module 2. On the other hand, in this embodiment, a plurality of floating anti-collision components 10 are connected end to end in sequence to form a floating anti-collision component 6. A plurality of floating anti-collision components 6 are connected in parallel along the first direction through a first connecting member to form a floating anti-collision unit 8. A plurality of floating anti-collision units 8 are connected in parallel along the second direction through a second connecting member to form a floating anti-collision module 2. Therefore, the device can adjust the size of the floating anti-collision module 2 in the anti-collision reinforcement device in the first direction, the second direction, and the connection line direction between the head and the tail, so as to realize the adjustment of the bridge pier anti-collision reinforcement device according to the actual size of the bridge pier 1. Different-sized floating anti-collision modules 2 can be quickly constructed, and the scale of the floating anti-collision module 2 is not limited, with high flexibility. On the other hand, a first through hole 9 is provided in the middle of the floating anti-collision module 2, so that the bridge pier 1 is embedded in the middle of the floating anti-collision module 2, effectively providing anti-collision reinforcement around the bridge pier 1. On the other hand, after the floating anti-collision module 2 in the anti-collision reinforcement device is impacted, since the floating anti-collision module 2 is composed of a plurality of floating anti-collision components 10 spliced one by one, only the locally impacted and damaged part needs to be repaired, and there is no need to replace the entire floating anti-collision module 2, which is convenient for replacement and repair.

[0045] In a more specific embodiment, the first connecting member includes a connecting beam 7. The connecting beam 7 is provided with a plurality of second through holes 11 along the first direction. The floating anti-collision components 6 are arranged in the second through holes 11 along the first direction to form a floating anti-collision unit 8. The first through hole 9 for embedding the bridge pier 1 is provided in the middle of the floating anti-collision unit 8. The connecting beam 7 is symmetrically arranged on both sides of the first through hole 9 of the floating anti-collision unit 8;

[0046] Both the first direction and the direction of the line connecting the head and tail of the floating anti-collision member are parallel to the sea level; the second direction is perpendicular to the sea level;

[0047] A plurality of floating anti-collision units are stacked along the second direction;

[0048] The second connecting member includes shear members 16 and a third through hole provided in the middle of the floating anti-collision member 10. A plurality of shear members 16 are sequentially connected to the third through holes of the floating anti-collision members 10 of each floating anti-collision unit 8 along the second direction for forming the floating anti-collision module 2.

[0049] It can be understood that, in specific implementation, a plurality of second through holes 11 are provided in the connecting beam 7 in the first direction. A plurality of floating anti-collision members 10 are inserted one by one at the second through holes 11 of the connecting beam 7, so that a plurality of floating anti-collision members 10 are arranged side by side in the first direction. Further, the ends of the floating anti-collision members 10 connected to the second through holes 11 of the connecting beam 7 are sequentially connected head to tail to form a plurality of floating anti-collision assemblies 6. A plurality of floating anti-collision assemblies 6 form floating anti-collision units 8 under the fixing action of the connecting beam 7, and a third through hole is drilled in the middle of each floating anti-collision member 10 on the floating anti-collision unit 8 along the second direction for embedding the first through hole 9 of the bridge pier 1. The first through hole 9 is arranged in the middle of the floating anti-collision unit 8. In the specific construction process, the floating anti-collision unit 8 with the first through hole 9 and the third through hole is first formed and placed on the sea. A plurality of floating anti-collision units 8 are stacked along the second direction. A plurality of shear members 16 are sequentially inserted into the third through holes of the floating anti-collision members 10 of each layer of floating anti-collision unit 8 along the second direction to complete the construction of the floating anti-collision module 2. This construction method of first stacking and building the floating anti-collision units 8 layer by layer on the sea plane and then further stacking and fixing the floating anti-collision units 8 realizes the efficient and stable modular construction of the floating anti-collision module 2 on the sea level.

[0050] It should be noted that since the first through hole 9 of the floating anti-collision module 2 cannot be directly sleeved on the bridge pier 1, when building the floating anti-collision module 2, it is built in two floating anti-collision sub-modules. When connecting the floating anti-collision module 2 to the bridge pier 1, the two floating anti-collision sub-modules are respectively located on both sides of the bridge pier 1. When both floating anti-collision sub-modules are connected to the side of the bridge pier 1, a complete floating anti-collision module 2 is formed on the side of the bridge pier 1, realizing the embedding of the bridge pier 1 into the first through hole 9 of the floating anti-collision module 2.

[0051] In a more specific embodiment, the connecting beam 7 is made of ultra-high performance concrete (UHPC) material. The ultra-high performance concrete (UHPC) material has outstanding compressive and tensile properties. The compressive strength of UHPC can usually reach 120 - 150 MPa, and the flexural strength reaches 12 - 60 MPa, which is significantly higher than that of ordinary concrete (such as 2 - 3 times that of C50 concrete), and can bear higher loads. At the same time, steel fibers or synthetic fibers are incorporated into the ultra-high performance concrete (UHPC) material, and the crack propagation is inhibited through the "bridging effect" to reduce the cracking risk. Its high density can also resist environmental erosion such as corrosion and freeze-thaw, and extend the service life of the structure. On the other hand, the unit weight of the ultra-high performance concrete (UHPC) material is 15% - 20% lower than that of ordinary concrete (for example, the unit weight of LUHPC is only 2150 kg / m³), which can significantly reduce the self-weight of the connecting beam 7 and ensure the overall floating performance of the floating anti-collision module 2. The connecting beam 7 made of ultra-high performance concrete (UHPC) in this embodiment can be prefabricated in a factory, reducing the on-site casting and curing time.

[0052] In a more specific embodiment, the shear member 16 is a hollow steel pipe. Specifically, during implementation, a hollow steel pipe is inserted along the second direction at the third through-hole of multiple floating anti-collision members 10, and after filling the hollow steel pipe with recycled aggregate concrete, a PBL shear key is formed. The PBL shear key has the advantages of large longitudinal shear bearing capacity, strong anti-fatigue performance, large longitudinal shear stiffness, and convenient construction. Compared with traditional stud connectors and steel bar connectors, etc., the PBL shear key can bear a large shear force through the combined action of recycled aggregate concrete and the hollow steel pipe, and is suitable for structures that bear large loads; when subjected to repeated loads, the PBL shear key exhibits good anti-fatigue performance, which can ensure the safety and reliability of the structure during long-term use; it helps to improve the overall stiffness of the floating anti-collision module 2 and reduce the deformation of the structure under the action of the load. It should be noted that each floating anti-collision member 10 in this embodiment is inserted with a shear member 16. When a local shear member 16 is damaged, it does not affect the stable state of other floating anti-collision members 10 in the second direction.

[0053] In a more specific embodiment, the connections of the floating anti-collision members on adjacent floating anti-collision assemblies 6 are arranged in a staggered manner along the direction of the head-to-tail connection line of the floating anti-collision members 10, so as to avoid the local stress concentration and easy deformation caused by the concentrated setting of the connections of the floating anti-collision members of adjacent floating anti-collision assemblies 6.

[0054] It is understandable that, in specific implementation, the staggered arrangement of the connection points of the floating anti-collision parts 10 on adjacent floating anti-collision components 6 makes the connection points of the floating anti-collision parts on the floating anti-collision unit 8 more evenly distributed, avoiding the weak links that may be caused by the connection points of the floating anti-collision parts 10 being concentrated in a straight line. In this way, the external force can be better dispersed, the local stress concentration can be reduced, and the stability of the entire floating anti-collision unit 8 can be improved, making it less likely to be deformed or damaged when subjected to impact force.

[0055] In a more specific embodiment, the floating anti-collision member 10 is connected to the second through hole 11 of the connecting beam 7 near the end, and the connecting beam 7 is at least arranged at the staggered setting of the adjacent floating anti-collision member connection points on the adjacent floating anti-collision member components 6. Among the adjacent floating anti-collision member components 6, the floating anti-collision member connection point of one floating anti-collision member component 6 is located on one side of the connecting beam 7, and the floating anti-collision member connection point of the other floating anti-collision member component 6 is located on the other side of the connecting beam 7.

[0056] It can be understood that, in specific implementation, by arranging the connection beam 7 at the offset location where adjacent floating anti-collision parts on adjacent floating anti-collision components 6 are connected, the stability of the offset location is reinforced and the anti-collision performance is improved.

[0057] In a more specific embodiment, a connecting beam 7 is provided at the end of the floating anti-collision component 6, and the end of the floating anti-collision member 10 is aligned and provided at the second through hole 11 of the connecting beam 7, so as to strengthen the fixation of the end of the floating anti-collision unit 8 and improve the anti-collision performance of the end of the floating anti-collision unit 8.

[0058] In a more specific embodiment, the floating anti-collision member 10 is a hollow structure, and the head and tail ends of the floating anti-collision member 10 are respectively provided with a groove 13 and a protrusion 12 that cooperates with the groove 13, so that the floating anti-collision members 10 connected head to tail are connected by the groove 13 of one of the floating anti-collision members 10 cooperating with the protrusion 12 of the other floating anti-collision member 10. The floating anti-collision assembly 6 also includes at least one tensioning member 15, which is arranged in the floating anti-collision member 10 of the floating anti-collision assembly 6, and the two ends of the tensioning member 15 are respectively fixed at the ports of the floating anti-collision members 10 located at the two ends of the floating anti-collision assembly 6, so as to provide relative pulling forces to the floating anti-collision members 10 at the two ends of the floating anti-collision assembly 6 so that all the floating anti-collision members 10 of the floating anti-collision assembly 6 are tightly connected.

[0059] It can be understood that in specific implementation, the floating anti-collision member 10 is spliced end to end through the cooperation of the convex member 12 and the groove 13. By arranging a tension member 15 inside the floating anti-collision member 10, a tensile force in opposite directions is provided to the floating anti-collision members 10 at both ends of the floating anti-collision assembly 6, so that all the floating anti-collision members 10 of the floating anti-collision assembly 6 are tightly connected, increasing the overall structural strength of the floating anti-collision assembly 6, improving its anti-extrusion and anti-bending capabilities, and enabling it to withstand greater external forces without cracking or deforming.

[0060] In a more specific embodiment, the tension member 15 is a CFRP bar, prepared from carbon fiber reinforced composite material (CFRP), which has high fracture toughness, fatigue resistance and creep resistance, high strength and high rigidity parallel to the reinforcement direction, can resist crack propagation, and can damp vibration. While realizing the stable connection of the floating anti-collision member 10, it also enhances the earthquake resistance, crack resistance, deformation resistance and other properties of the floating anti-collision assembly 6.

[0061] In a more specific embodiment, multiple tension members 15 are circumferentially distributed around the axis of the floating anti-collision member 10. The distribution position of the tension member 15 on the floating anti-collision member 10 does not affect drilling the third through hole in the floating anti-collision member 10 and inserting the shear member 16 at the third through hole of the floating anti-collision member 10.

[0062] In a more specific embodiment, the floating anti-collision assembly 6 further includes an elastic shock-absorbing member 14. The elastic shock-absorbing member 14 is arranged inside the floating anti-collision member 10 of the floating anti-collision assembly 6. The tension member 15 is arranged between the elastic shock-absorbing member 14 and the floating anti-collision member 10. Both ends of the elastic shock-absorbing member 14 are fixedly connected to the ports of the floating anti-collision members 10 at both ends of the floating anti-collision assembly 6. The elastic shock-absorbing member 14 is used to absorb and dissipate vibration energy through elastic deformation of the elastic shock-absorbing member 14 when the floating anti-collision member 10 is vibrated under the action of external force, so as to slow down the vibration of the floating anti-collision member 10.

[0063] It can be understood that in specific implementation, the hollow structure of the floating anti-collision member 10 provides enough internal space for the elastic shock-absorbing member 14, enabling the elastic shock-absorbing member 14 to freely expand and contract when subjected to external force. When vibration occurs, the elastic shock-absorbing member 14 can perform a certain degree of telescopic deformation along the axial or radial direction inside the floating anti-collision member 10, and absorb and dissipate vibration energy through this elastic deformation. The tension member 15 is arranged between the elastic shock-absorbing member 14 and the floating anti-collision member 10 to prevent the tension force of the tension member 15 from affecting the free telescopic movement of the elastic shock-absorbing member 14.

[0064] In a more specific embodiment, the elastic shock-absorbing member 14 is a corrugated pipe, which has good flexibility and deformability. When being impacted, it can absorb a large amount of impact energy through its own deformation, can provide additional buffering at the moment of collision, extend the collision action time, and reduce the peak value of the collision force. Setting it inside the floating anti-collision member 10, it can act together with the floating anti-collision member 10 to further improve the energy absorption capacity of the entire floating anti-collision module 2 and more effectively reduce the damage to the pier 1 caused by the collision. In addition, the corrugated pipe is light in weight and has a certain flexibility, which is convenient for installation inside the floating anti-collision assembly 6. Placing the corrugated pipe inside the floating anti-collision member 10 of the floating anti-collision assembly 6 can bounce open by itself inside the floating anti-collision member 10.

[0065] In a more specific embodiment, the two ends of the CFRP bars and the corrugated pipe are respectively anchored and connected to the ports of the floating anti-collision members 10 at both ends of the floating anti-collision assembly 6. It should be noted that after the anchoring connection is completed, the ports of the floating anti-collision members 10 at both ends of the floating anti-collision assembly 6 are sealed to prevent seawater from entering the inside of the floating anti-collision member 10 and causing corrosion when the floating anti-collision unit 8 is placed on the sea surface.

[0066] In a more specific embodiment, the floating anti-collision member 10 includes an inner hollow tube, an outer tube, and a filling layer. The outer tube is sleeved outside the inner hollow tube, and the filling layer is arranged between the hollow tube and the outer tube and is respectively connected to the hollow tube and the outer tube. The material of the inner hollow tube is steel, the material of the outer tube is fiber-reinforced composite material, and the filling layer is ultra-high performance concrete.

[0067] In a more specific embodiment, the inner hollow tube is an inner hollow steel tube 17, the outer tube is an FRP outer tube 18, and the filling layer is a UHPC filling layer 19.

[0068] It can be understood that in specific implementation, by arranging the inner hollow steel pipe 17 in the innermost layer, while ensuring the anti-collision strength, its material is recyclable. At the same time, arranging it in the innermost layer can avoid contact with seawater, and the hollow steel pipe has buoyancy. The inside of the inner hollow steel pipe 17 is hollow, which makes its mass relatively small and volume relatively large. A small mass means a small gravity, while a larger volume can displace more water, thus obtaining a greater buoyancy. Arranging fiber-reinforced composite material (FRP), namely the FRP outer pipe 18, in the outermost layer has the characteristics of high strength, low density and anti-corrosion, and can prevent seawater from eroding the inside during offshore assembly operations, with good floating performance and strength performance. By using the UHPC filling layer 19 filled with ultra-high performance concrete (UHPC), the strong adhesion of the UHPC filling layer 19 realizes the connection between the inner hollow steel pipe 17 and the FRP outer pipe 18. Moreover, ultra-high performance concrete has the characteristics of high strength and high toughness, greatly improving the compressive performance and flexural ductility of the floating anti-collision member 10, and its density is relatively low, with a small self-weight, and does not affect the floating performance of the floating anti-collision member 10.

[0069] In a more specific embodiment, the floating anti-collision member 10 is a cylindrical hollow pipe. It can be understood that the cross-sectional characteristics of the cylindrical structure are symmetric in any direction, can evenly disperse the impact load, avoid local stress concentration, and effectively reduce structural damage.

[0070] In a more specific embodiment, the floating anti-collision member 10 further includes shear studs 20. The shear studs 20 are vertically welded on the surface of the inner hollow pipe, and the shear studs 20 are in contact connection with the filling layer, and are used to prevent relative displacement between the filling layer and the inner hollow pipe.

[0071] It can be understood that the FRP outer pipe 18 has good flexibility and deformation ability, and its elastic modulus is relatively matched with the UHPC filling layer 19. When subjected to external forces, the FRP outer pipe 18 can deform synergistically with the UHPC filling layer 19, jointly bear the load, and reduce the relative displacement caused by the deformation difference.

[0072] The UHPC filling layer 19 shrinks greatly during the hardening process. Its water-binder ratio is low and the cement dosage is large, and large autogenous shrinkage and drying shrinkage will occur during the setting and hardening process. This will generate tensile stress at the bonding interface between the UHPC filling layer 19 and the inner hollow steel pipe 17. When the tensile stress exceeds the bonding strength, tiny cracks and gaps will appear, resulting in relative displacement between the two. Therefore, in this embodiment, by welding the shear studs 20 on the surface of the inner hollow steel pipe 17, displacement can be avoided.

[0073] When the UHPC filling layer 19 and the inner hollow steel pipe 17 are subjected to external forces, the shear nails 20 can directly bear and transmit the shear force, effectively preventing the relative sliding between the two. This is like setting many "small hooks" between the inner hollow steel pipe 17 and the UHPC filling layer 19, tightly connecting the two together, enhancing the shear resistance of the interface, and thus avoiding the occurrence of displacement. The presence of the shear nails 20 increases the contact area between the steel pipe and the UHPC filling layer 19, making the bonding force distribution more uniform. At the same time, the shear nails 20 form anchor points in the UHPC filling layer 19, so that the UHPC filling layer 19 can be better bonded to the steel pipe during the hardening process. This mechanical anchoring effect and the bonding force work together to improve the bonding strength between the inner hollow steel pipe 17 and the UHPC filling layer 19, and reduce the coordination deformation capacity: when the structure is subjected to load, there are differences in the deformation characteristics of the inner hollow steel pipe 17 and the UHPC filling layer 19. The shear nail 20 has certain flexibility and deformation capacity, and can coordinate the deformation difference between the inner hollow steel pipe 17 and the UHPC filling layer 19 to a certain extent. When the inner hollow steel pipe 17 undergoes a large deformation, the shear nail 20 can adapt to the deformation of the inner hollow steel pipe 17 through its own deformation, and transfer this deformation to the UHPC filling layer 19, so that the two can work together and bear the load together, thereby avoiding relative displacement caused by uncoordinated deformation and reducing the possibility of displacement caused by insufficient bonding.

[0074] Therefore, the floating anti-collision member 10 of this embodiment is a FRP-UHPC-steel double-wall hollow tube, which has the characteristics of high strength, light weight, long service life, corrosion resistance, good earthquake resistance, etc. When making the FRP-UHPC-steel double-wall hollow tube, the FRP outer tube 18 can not only bear the role of the hoop constraint, but also serve as a construction template, which can greatly simplify the construction process; the UHPC filling layer 19 between the FRP outer tube 18 and the inner hollow steel tube 17 has the characteristics of high strength and high toughness, which greatly improves the compressive performance and bending ductility of the device; the shear nails 20 are welded on the outside of the inner hollow steel tube 17, which greatly reduces the risk of slippage between the UHPC filling layer 19 and the inner hollow steel tube 17, and improves the integrity of the device.

[0075] In a more specific embodiment, it also includes an anti-corrosion shell 3 and a flexible layer 5. The floating anti-collision module 2 is arranged in the anti-corrosion shell 3, and the flexible layer 5 is arranged between the anti-corrosion shell 3 and the floating anti-collision module 2 and connected to the anti-corrosion shell 3 and the floating anti-collision module 2. The flexible layer 5 is used to disperse the local external force by deforming over a larger area when subjected to a smaller local external force.

[0076] It can be understood that during specific implementation, the operating environment of the pier anti-collision reinforcement device is frequently accompanied by wave energy impacts of different degrees caused by different water levels. In this embodiment, a flexible layer 5 is provided between the anti-corrosion outer shell 3 and the floating anti-collision module 2. The flexible layer 5 is used to disperse local external forces by undergoing large-area deformation when subjected to small local external forces. When local parts are frequently impacted by wave energy, the flexible layer 5 can disperse the impact force of wave energy and prevent local parts from being damaged by wave energy.

[0077] In a more specific embodiment, the flexible layer 5 is filled with a flexible material such as polymer foam. It can be understood that the interior of the polymer foam consists of a large number of interconnected pores or closed pores. When local stress is applied, the pore walls absorb energy through elastic deformation or collapse, and at the same time, the stress is transmitted to a larger area through the pore network, avoiding stress concentration.

[0078] In a more specific embodiment, the anti-corrosion outer shell 3 is prepared from glass fiber reinforced plastic material (GFRP). The anti-corrosion outer shell 3 prepared from GFRP has the advantages of light weight, high strength, and corrosion resistance.

[0079] In a more specific embodiment, the anti-corrosion outer shell 3 includes an anti-corrosion box and a top cover 4.

[0080] It should be noted that before filling the flexible layer 5, first fix the anti-corrosion box on the outside of the floating anti-collision module 2, heat the anti-corrosion outer shell 3 to a first preset temperature, where the first preset temperature is 85 - 120 °C, then fill polymer foam between the anti-corrosion box and the floating anti-collision module 2. When the anti-corrosion outer shell 3 cools to a second preset temperature, then install the top cover 4 above the anti-corrosion box to seal the anti-corrosion outer shell 3. In this embodiment, by heating the anti-corrosion box and allowing it to cool and shrink, a certain prestress is applied to the polymer foam, which can not only make the anti-corrosion box fit tightly with the floating anti-collision module 2, but also reduce the damage suffered by the pier 1 during impact and disperse the impact energy to the greatest extent.

[0081] Before heating the anti-corrosion outer shell 3, an environment relatively free of water can be created through the existing "island building cofferdam method" or "dewatering operation method" for construction and heating operations on the anti-corrosion outer shell 3.

[0082] It can be understood that after heating the anti-corrosion shell 3, it expands due to heat, and its internal volume temporarily increases. At high temperatures, a flexible material is filled between the expanded anti-corrosion shell 3 and the floating anti-collision module 2 to form a flexible layer 5. The flexible material closely adheres to the inner wall of the anti-corrosion shell 3 and the floating anti-collision module 2, and at this time, the flexible material is in a stress-free or low-stress state. When the anti-corrosion shell 3 cools down, it significantly shrinks due to its high coefficient of thermal expansion and attempts to return to its original size. Since the flexible material has a lower coefficient of thermal expansion, its shrinkage is much smaller than that of the shell, resulting in it being compressed by the anti-corrosion shell 3 and generating compressive stress (i.e., prestress) inside. The compressive stress causes the flexible material to closely adhere to the shell and the floating anti-collision block. When an external wave or a ship hits a local part of the pier 1 anti-collision reinforcement device, the prestress of the flexible material will offset part of the impact force from the outside, and this prestress will assist in dispersing the impact force, effectively reducing the damage degree of this local part.

[0083] It should be noted that components such as the FRP-UHPC-steel double-wall hollow pipe, the GFRP anti-corrosion shell, and the UHPC connecting beam 7 used in the embodiments of the present invention are all prefabricated in the factory and then spliced on the construction site. Since the self-weight of such components is small and they are easy to handle, the construction efficiency can be greatly improved and the construction difficulty can be reduced. Most of the materials used in the present invention are environmentally friendly materials, which cause little pollution to the marine environment, have a low carbon emission, are energy-saving in the production process, and have low long-term maintenance and replacement costs, and can be applied to different application scenarios. For the pier anti-collision reinforcement device of the present invention, after the device is hit, the damage degree is visual and it is convenient for replacement and repair; the damage is manifested as the deformation of the GFRP anti-corrosion shell or the simultaneous deformation of the GFRP anti-corrosion shell and the floating anti-collision module 2. At this time, only the damaged local module needs to be replaced and repaired.

[0084] The embodiments of the present invention also provide a construction method for the above-mentioned pier anti-collision reinforcement device, including the following steps:

[0085] S01. Insert the end of the floating anti-collision member 10 into the second through hole 11 of the connecting beam 7 for fixation;

[0086] S02. Connect a plurality of floating anti-collision components 6 one by one in sequence with the floating anti-collision member 10 connected in the second through hole 11 to form a plurality of floating anti-collision components 6, and the plurality of floating anti-collision components 6 are connected along the first direction through the connecting beam 7 to form a floating anti-collision unit 8;

[0087] S03. Insert an elastic shock absorber 14 and a tension member 15 into the sequentially connected floating anti-collision members 10 of each floating anti-collision component 6, and fix both ends of the elastic shock absorber 14 and the tension member 15 at the ports of the floating anti-collision members 10 located at both ends of the floating anti-collision component 6;

[0088] S04. Drill a third through-hole in the middle of each floating anti-collision member 10 of the floating anti-collision unit 8 along the second direction;

[0089] S05. Arrange multiple floating anti-collision units 8 along the second direction, and insert shear members 16 into the third through-holes to fix the multiple floating anti-collision units 8 along the second direction to form a floating anti-collision module 2;

[0090] S06. Surface treatment of the pier 1: The concrete surface of the pier 1 should be first polished to remove the 1-2 mm surface layer, remove the dust, and wipe it clean with acetone to make the concrete surface free of oil, foreign objects, and dust;

[0091] S07. Assemble the floating anti-collision module 2 around the pier 1, apply epoxy resin glue at the joint between the two, and fix the floating anti-collision module 2 around the pier 1;

[0092] S08. Fix the anti-corrosion shell 3 on the outside of the floating anti-collision module 2, and heat the floating anti-collision module 2;

[0093] S09. After heating reaches the first preset temperature, fill a flexible layer 5 between the anti-corrosion shell 3 and the floating anti-collision module 2;

[0094] S10. After the flexible layer 5 cools to the second preset temperature, prestress the flexible layer 5 and seal the anti-corrosion shell 3.

[0095] The above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than limiting it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An anti-collision reinforcement device for bridge piers, characterized in that, It includes floating anti-collision members, floating anti-collision assemblies, floating anti-collision units, floating anti-collision modules, a first connecting member and a second connecting member; The floating anti-collision assembly includes a plurality of the floating anti-collision members connected end to end in sequence. The floating anti-collision unit includes a plurality of the floating anti-collision assemblies connected in parallel along a first direction through the first connecting member. The floating anti-collision module includes a plurality of the floating anti-collision units connected in parallel along a second direction through the second connecting member; The first direction, the second direction and the direction of the connection line between the head and the tail of the floating anti-collision member are perpendicular to each other; A first through hole is provided in the middle of the floating anti-collision module, and the first through hole is used to be embedded in the pier and fixed to the outer side of the middle of the pier; The floating anti-collision member is of a hollow structure. Grooves and convex members matching the grooves are respectively provided at the head and tail ends of the floating anti-collision member. The floating anti-collision members for connecting end to end are connected through the cooperation of the groove of one of the floating anti-collision members and the convex member of the other floating anti-collision member. The floating anti-collision assembly further includes at least one tension member. The tension member is arranged in the floating anti-collision member of the floating anti-collision assembly. Both ends of the tension member are respectively fixed at the ports of the floating anti-collision members at both ends of the floating anti-collision assembly, and are used to provide tensile forces in opposite directions to the floating anti-collision members at both ends of the floating anti-collision assembly so that all the floating anti-collision members of the floating anti-collision assembly are tightly connected; The floating anti-collision assembly further includes an elastic shock-absorbing member. The elastic shock-absorbing member is arranged in the floating anti-collision member of the floating anti-collision assembly. The tension member is arranged between the elastic shock-absorbing member and the floating anti-collision member. Both ends of the elastic shock-absorbing member are respectively fixedly connected to the ports of the floating anti-collision members at both ends of the floating anti-collision assembly. The elastic shock-absorbing member is used to absorb and dissipate vibration energy through the elastic deformation of the elastic shock-absorbing member to slow down the vibration of the floating anti-collision member when the floating anti-collision member is vibrated by an external force.

2. The anti-collision reinforcement device for bridge piers according to claim 1, wherein The first connecting member includes a connecting beam. The connecting beam is provided with a plurality of second through holes along the first direction. The floating anti-collision assemblies are arranged in the second through holes along the first direction to form the floating anti-collision unit. The first through hole for embedding the pier is arranged in the middle of the floating anti-collision unit. The connecting beam is symmetrically arranged on both sides of the first through hole of the floating anti-collision unit; Both the first direction and the direction of the connection line between the head and the tail of the floating anti-collision member are used to be parallel to the sea level; the second direction is used to be perpendicular to the sea level; A plurality of floating anti-collision units are stacked along the second direction; The second connecting member includes shear members and a third through hole provided in the middle of the floating anti-collision member. A plurality of the shear members are sequentially connected to the third through holes of the floating anti-collision members of each floating anti-collision unit along the second direction to form the floating anti-collision module.

3. The anti-collision reinforcement device for bridge piers according to claim 2, characterized in that, The connections of the floating anti-collision members on adjacent floating anti-collision assemblies are arranged in a staggered manner along the direction of the connection line between the head and the tail of the floating anti-collision member, so as to avoid the concentration of the connections of the floating anti-collision members on adjacent floating anti-collision assemblies, which may cause local stress concentration and easily lead to deformation.

4. The anti-collision reinforcement device for bridge piers according to claim 3, wherein, The floating anti-collision member is connected to the second through-hole of the connecting beam near the end portion thereof. The connecting beam is provided at least at the dislocation setting of the floating anti-collision member connectors on adjacent floating anti-collision assemblies. Among the adjacent floating anti-collision assemblies, the connection portion of the floating anti-collision member of one floating anti-collision assembly is located on one side of the connecting beam, and the connection portion of the floating anti-collision member of the other floating anti-collision assembly is located on the other side of the connecting beam.

5. A pier anti-collision reinforcement device according to claim 1, characterized in that, The floating anti-collision member includes an inner-layer hollow tube, an outer-layer tube, and a filling layer. The outer-layer tube is sleeved outside the inner-layer hollow tube. The filling layer is provided between the inner-layer hollow tube and the outer-layer tube and is respectively connected to the inner-layer hollow tube and the outer-layer tube. The material of the inner-layer hollow tube is steel, the material of the outer-layer tube is a fiber-reinforced composite material, and the material of the filling layer is ultra-high performance concrete.

6. The anti-collision reinforcement device for bridge piers according to claim 5, wherein, The floating anti-collision member further includes shear studs. The shear studs are vertically welded on the surface of the inner-layer hollow tube. The shear studs are in contact connection with the filling layer to prevent relative displacement between the filling layer and the inner-layer hollow tube.

7. The anti-collision and reinforcement device for bridge piers according to claim 1, wherein, It further includes an anti-corrosion outer shell and a flexible layer. The floating anti-collision module is arranged inside the anti-corrosion outer shell. The flexible layer is arranged between the anti-corrosion outer shell and the floating anti-collision module and is connected to the anti-corrosion outer shell and the floating anti-collision module. The flexible layer is used to disperse local external forces by undergoing large-area deformation when subjected to small local external forces.

8. A construction method for the pier anti-collision reinforcement device described in claim 7, characterized in that, It includes the following steps: S01. Fix the floating anti-collision module on the outer side of the bridge pier. S02. Fix the anti-corrosion outer shell on the outer side of the floating anti-collision module and heat the floating anti-collision module. S03. After the heating reaches the first preset temperature, fill the flexible layer between the anti-corrosion outer shell and the floating anti-collision module. S04. After the flexible layer cools to the second preset temperature, realize the prestress setting of the flexible layer and seal the anti-corrosion outer shell.

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