Bridge ship collision prevention fender with multi-cell web

Abstract

The invention discloses a bridge anti-ship-collision fender provided with a multi-cell web, and relates to the field of XX. The bridge anti-ship-collision fender comprises an anti-collision shell, a first cavity, a second cavity and a third cavity are sequentially formed in the anti-collision shell in the length direction, and the first cavity, the second cavity and the third cavity are all filled with anti-collision materials; the straight web plate is arranged in the anti-collision shell in the length direction of the anti-collision shell and sequentially penetrates through the first cavity, the second cavity and the third cavity; and the multi-cell web plate is arranged in the third cavity, the multi-cell web plate comprises a plurality of cell body units, and the cell body units are arranged in a hollow mode and sequentially arranged on the straight web plate in a penetrating mode. The problems that in the prior art, the impact energy is increased linearly, the energy absorption efficiency of an existing bridge anti-collision fender is low, and the protection capacity is reduced are solved.

Description

Technical Field

[0001] The present invention relates to the field of bridge protection, and particularly to a bridge anti-ship collision fender with multi-cell webs. Background Art

[0002] With the rapid development of the shipping industry and the large-scale construction of cross-water transportation infrastructure, the risk of bridges being impacted by ships has become increasingly prominent. To mitigate the harm of ship-bridge collision accidents, the engineering community generally uses anti-collision fenders as pier protection facilities. Traditional bridge anti-collision fenders mainly adopt rubber, steel, composite materials or a hybrid structure of steel-composite materials, and their structural forms mostly adopt a hollow structure or a solid structure of "hollow + single-layer material filling".

[0003] When impacted by ships of different tonnages and speeds, the impact force transmitted to the pier will increase linearly with the increase of the impact energy. The existing fenders are prone to local indentation or the formation of irregular potholes during the collision process. This local damage mode leads to low energy absorption efficiency. The measured data shows that the reduction rate of the ship impact force is generally lower than 10%, and even the phenomenon of ship impact force amplification will occur under specific impact angles or speed conditions, seriously weakening the core function of the protection facilities. This unconstrained force transmission characteristic makes it difficult for the fender system to meet the strict requirements of modern bridge engineering for impact force limits, especially in high-risk scenarios such as cross-sea bridges and important waterway hubs. Summary of the Invention

[0004] The present application provides a bridge anti-ship collision fender with multi-cell webs, which can solve the technical problems existing in the prior art that the impact energy increases linearly, the energy absorption efficiency of the existing bridge anti-collision fenders is low, and the protection ability is reduced.

[0005] An embodiment of the present application provides a bridge anti-ship collision fender with multi-cell webs, which includes:

[0006] An anti-collision outer shell, in which a first chamber, a second chamber and a third chamber are sequentially arranged along the length direction, and the first chamber, the second chamber and the third chamber are all filled with anti-collision materials;

[0007] A straight web, which is arranged in the anti-collision outer shell along the length direction of the anti-collision outer shell and sequentially penetrates through the first chamber, the second chamber and the third chamber;

[0008] And a multi-cell web, which is arranged in the third chamber, and the multi-cell web includes a plurality of cell units, the cell units are hollow, and are sequentially penetrated on the straight web.

[0009] In an embodiment, each of the cell units includes two arc-shaped webs symmetrically arranged along the straight web.

[0010] In one embodiment, the arc-shaped web is made of a rigid material.

[0011] In one embodiment, a partition plate is provided inside the anti-collision housing to divide the anti-collision housing into the first chamber, the second chamber, and the third chamber.

[0012] In one embodiment, the anti-collision material includes:

[0013] A first anti-collision material filled in the first chamber;

[0014] A second anti-collision material filled in the second chamber;

[0015] And a third anti-collision material filled in the third chamber.

[0016] In one embodiment, both the first anti-collision material and the third anti-collision material are made of a flexible material, and the yield strength of the first anti-collision material is greater than that of the third anti-collision material;

[0017] The second anti-collision material is made of a rigid material.

[0018] In one embodiment, the first anti-collision material is made of fiber-reinforced polyurethane foam;

[0019] The second anti-collision material is made of concrete;

[0020] The third anti-collision material is made of polyurethane foam.

[0021] In one embodiment, a bridge anti-ship collision fender with a multi-cell web further includes:

[0022] A fender anchor plate provided on the surface of the anti-collision housing.

[0023] In one embodiment, a bridge anti-ship collision fender with a multi-cell web further includes:

[0024] A caisson cofferdam for fixing on the bridge pier, and a caisson anchor groove is provided on the caisson cofferdam;

[0025] An anti-collision housing is provided with a fender anchor groove that fits with the caisson anchor groove.

[0026] In one embodiment, a plurality of stiffening members are provided at intervals on the anti-collision housing.

[0027] The beneficial effects brought by the technical solutions provided by the embodiments of the present application include:

[0028] By arranging a first chamber, a second chamber and a third chamber inside the anti-collision housing, and installing a multi-cell web in the third chamber, with the straight web penetrating through the three chambers to form a continuous force transmission path, the impact load is guided to be evenly diffused along the length direction of the fender, reducing the local stress concentration of the anti-collision housing and preventing dents or holes from occurring on the surface of the anti-collision housing. When installing the multi-cell web bridge anti-ship collision fender, the third chamber is installed close to the bridge surface. During the ship impact process, the first chamber preferentially triggers elastic deformation through material compression to consume the initial impact energy; the second chamber further attenuates the peak impact force through plastic deformation; the multi-cell web in the third chamber realizes efficient energy dissipation through the crushing, folding of the cell units and the collapse of the hollow structure, solving the problems existing in the prior art that the increase of impact energy shows a linear growth, the energy absorption efficiency of the existing bridge anti-ship collision fender is low, and the protection ability is reduced. Description of the Drawings

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0030] Figure 1 It is a schematic diagram of the overall structure of a bridge anti-ship collision fender with a multi-cell web in the present application;

[0031] Figure 2 It is a schematic diagram of the structure of a bridge anti-ship collision fender with a multi-cell web installed on a bridge pier in the present application;

[0032] In the figure: 1. Anti-collision housing; 11. First chamber; 111. First anti-collision material; 12. Second chamber; 121. Second anti-collision material; 13. Third chamber; 131. Third anti-collision material; 14. Reinforcing member; 15. Fender anchoring plate; 151. Fender anchoring groove; 2. Straight web; 3. Multi-cell web; 31. Cell unit; 4. Cofferdam; 41. Cofferdam anchoring groove; 5. Bridge pier; 51. Bridge anchoring plate. Detailed Embodiments

[0033] In order to enable those skilled in the art to better understand the solution of the present application, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0034] An embodiment of the present application provides a bridge anti-ship collision fender with a multi-cell web, which can solve the problems existing in the prior art that the increase in impact energy shows a linear growth, the energy absorption efficiency of the existing bridge anti-ship collision fender is low, and the protection ability is reduced.

[0035] Refer to Figure 1 The overall structural schematic diagram of a bridge anti-ship collision fender with a multi-cell web in the present application. A bridge anti-ship collision fender with a multi-cell web disclosed in the present application includes an anti-collision outer shell 1, a straight web 2, and a multi-cell web 3. Along the length direction of the anti-collision outer shell 1, a first chamber 11, a second chamber 12, and a third chamber 13 are sequentially arranged inside the anti-collision outer shell 1. The first chamber 11, the second chamber 12, and the third chamber 13 are all filled with anti-collision materials, so that when the anti-collision outer shell 1 is impacted by a ship hull, the impact force conduction direction is transmitted from the first chamber 11 towards the third chamber 13. When installing the bridge anti-ship collision fender, the third chamber 13 is installed close to the bridge surface, and the impact force on the bridge surface can be initially buffered; the straight web 2 is arranged inside the anti-collision outer shell 1 along the length direction of the anti-collision outer shell 1, and the straight web 2 sequentially penetrates through the first chamber 11, the second chamber 12, and the third chamber 13 to support the overall structure of the anti-collision outer shell 1, enhance the overall bending stiffness of the anti-collision outer shell 1, and reduce the possibility of lateral distortion or fracture of the multi-chamber structure of the anti-collision outer shell 1 under impact.

[0036] The multi-cell web 3 is arranged in the third chamber 13. The multi-cell web 3 includes a plurality of cell units 31 arranged in a hollow manner, and the cell units 31 are sequentially penetrated on the straight web 2. When the anti-collision outer shell 1 is impacted by an impact force, the first chamber 11 preferentially triggers elastic deformation by material compression to consume the initial impact energy; the second chamber 12 further attenuates the peak value of the impact force through plastic deformation; the multi-cell web 3 in the third chamber 13 realizes efficient energy dissipation through the crushing, folding of the cell units 31, and the collapse of the hollow structure, solving the problems existing in the prior art that the increase in impact energy shows a linear growth, the energy absorption efficiency of the existing bridge anti-ship collision fender is low, and the protection ability is reduced.

[0037] More specifically, the cell unit 31 includes two arc-shaped webs symmetrically arranged along the straight web 2, so that the cell unit 31 is in a hollow olive shape. The contact surface between the arc-shaped web on one side of the straight web 2 and the anti-collision material in the third chamber 13 is smoother. When the third chamber 13 receives the transmitted impact force, the anti-collision material in the third chamber 13 can be preferentially compressed on the surface of the arc-shaped web, and the structure of a single cell unit 31 does not change. When the impact force received by the third chamber 13 is too large, at this time, it is difficult to buffer the impact force only by the compression of the anti-collision material. The cell unit 31 can be compressed along the length direction of the straight web 2 to further buffer the impact force and further improve the buffering performance of the third chamber 13. At the same time, the cell unit 31 is hollow, which can also reduce the material consumption while ensuring the energy absorption efficiency and reduce the manufacturing cost.

[0038] When manufacturing the arc-shaped web, rigid materials can be specifically selected to make the arc-shaped web, thereby enhancing the structural strength in the middle of the third chamber 13. At the same time, the cell unit 31 will not deform when stressed, enabling further structural compression inside the third chamber 13 and enhancing the buffering ability.

[0039] More specifically, in the preliminary manufacturing of the arc-shaped web, the mechanical properties, cost-effectiveness, and processing feasibility of the materials need to be comprehensively considered. Among them, carbon fiber composite materials are the first choice due to their excellent lightweight and high-strength characteristics. Its tensile strength can reach over 3500 MPa, and the elastic modulus is about 700 GPa, far exceeding traditional metal materials. The corrosion resistance and fatigue resistance of carbon fiber make carbon fiber composite materials perform excellently under complex working conditions. However, carbon fiber composite materials are relatively brittle, and reasonable ply design is required to avoid stress concentration in the arc-shaped web. Secondly, aluminum alloy, as another common option, has the advantages of low density, easy processing, and moderate cost. Its yield strength can be significantly improved through heat treatment. Titanium alloy is suitable for extreme environments due to its excellent corrosion resistance and wide temperature range working characteristics, but its high cost and processing difficulty limit its large-scale application. In actual engineering, composite material solutions are often adopted according to specific requirements. For example, carbon fiber is used in the key load-bearing areas of the arc-shaped web, and aluminum alloy is used in the non-load-bearing areas to reduce costs.

[0040] Meanwhile, the design of the arc-shaped web requires a delicate balance between structural strength and weight. In terms of geometric parameters, the choice of the radius of curvature is crucial. An overly small curvature will lead to stress concentration, while an overly large curvature will reduce the effective load-bearing area. The thickness gradient design is an effective means. By thickening the middle part of the arc-shaped web to 8 - 12 mm to enhance the buckling resistance, and thinning the edges to 4 - 6 mm to reduce the overall weight. In terms of connection technology, bolt connection can be used to connect two opposite arc-shaped webs. Bolt connection is suitable for detachable structures, and the pre-tightening force needs to be strictly controlled to avoid local overload. Welding or bonding technology can also be used to connect arc-shaped webs made of aluminum alloy or carbon fiber to ensure connection strength while maintaining structural integrity.

[0041] Furthermore, two partition plates are arranged inside the anti-collision shell 1 to divide the interior of the anti-collision shell 1 into three chambers, namely the first chamber 11, the second chamber 12, and the third chamber 13, so that the three chambers do not interfere with each other. At the same time, the partition plates can also absorb the transmitted impact force to a certain extent, improving the overall anti-collision performance.

[0042] The anti-collision materials include the first anti-collision material 111, the second anti-collision material 121, and the third anti-collision material 131. The first anti-collision material 111 is filled in the first chamber 11, the second anti-collision material 121 is filled in the second chamber 12, and the third anti-collision material 131 is filled in the third chamber 13. Both the first anti-collision material 111 and the third anti-collision material 131 are made of flexible materials, and the second anti-collision material 121 is made of rigid materials, making the internal structure of the anti-collision shell 1 form a flexible-rigid-flexible layered composite structure. This layered composite structure enables the anti-collision shell 1 to be impacted. The first chamber 11 is the first to receive the impact force. Due to the ductility of the flexible material, the impact time can be extended to avoid stress concentration. Therefore, the first chamber 11 can absorb the initial impact energy through the elastic deformation of the first anti-collision material 111 at the moment of impact, reducing the peak impact force. Since the second anti-collision material 121 is set as a rigid material, the second chamber 12 can serve as the support structure of the anti-collision shell 1, reducing the possibility of excessive deformation or collapse of the anti-collision shell 1. At the same time, the rigid material can disperse the remaining impact force through its own strength and stiffness and transfer it to a larger area, further reducing the impact force transmitted to the third chamber 13. The flexible third anti-collision material 131 is still arranged in the third chamber 13, which can further absorb the residual energy, minimizing the force transmitted to the bridge surface. Through the layered multi-level energy dissipation mechanism, the overall anti-collision performance of the anti-collision shell 1 is improved.

[0043] Furthermore, the yield strength of the first anti-collision material 111 is greater than that of the third anti-collision material 131, so that when the first chamber 11 is impacted, it can absorb more impact energy at the moment of impact, further enhancing the buffering ability.

[0044] More specifically, in an embodiment of the present application, the first anti-collision material 111 serves as the first energy absorption barrier and can be specifically made of fiber-reinforced polyurethane foam. Fiber-reinforced polyurethane foam forms a three-dimensional network reinforcement structure by directionally implanting glass fiber or carbon fiber bundles in the polyurethane matrix. The interfacial bonding force between the fiber and the matrix enables a leapfrog improvement in the tear resistance of fiber-reinforced polyurethane foam. The honeycomb microstructure formed by the closed-cell foaming process endows fiber-reinforced polyurethane foam with excellent resilience, and when subjected to impact, it can convert the impact kinetic energy into the elastic potential energy and frictional heat energy of the foam structure through progressive crushing deformation. Laboratory dynamic compression tests show that fiber-reinforced polyurethane foam exhibits typical stress plateau characteristics under severe impact, can stably absorb and disperse energy waves, and fiber-reinforced polyurethane foam can absorb 70% - 80% of the initial impact energy through compression deformation, significantly delaying the transmission of the peak force.

[0045] The second anti-collision material 121 is made of concrete. In an embodiment of the present application, steel fibers and high-performance water reducers are incorporated into the concrete formula, and a composite system with multi-scale crack resistance characteristics is formed by optimizing the aggregate gradation and the microstructure of the cement matrix. During the casting process, a layered vibration compaction process is adopted to ensure the collaborative working performance of the steel mesh and the concrete, forming a dense compressive bearing system. This rigid material layer converts the local concentrated load into a surface area distributed stress through the microcrack propagation and energy redistribution mechanism during the impact process, effectively avoiding the risk of structural collapse. Tests have proven that the second anti-collision material 121 supported by the above method can reach a compressive strength of 20 - 50 MPa, can effectively prevent the impact force from penetrating, reduce the possibility of structural collapse, and its material cost advantage and construction convenience are particularly suitable for the large-scale implementation of the long-span bridge protection project.

[0046] The third anti-collision material 131 is specifically made of polyurethane foam. The unique pore structure design of polyurethane foam enables the third anti-collision material 131 to have dual functions of energy absorption and environmental protection. During the compression process, the progressive folding and collapse behavior of the pore walls generate continuous energy dissipation, and the sealed network formed by the closed-cell structure effectively blocks water penetration and avoids moisture erosion of the bridge foundation. Through the collaborative deformation with the multi-cell web 3, the third anti-collision material 131 can perform secondary filtering on the residual impact energy, and finally the dynamic load transmitted to the bridge structure is controlled within the safety threshold. In an embodiment of the present application, flame retardants and anti-aging agents are specifically added to the third anti-collision material 131, which can also prevent water and moisture, further enhancing its long-term service stability in complex environments.

[0047] For the convenience of installing the anti-collision housing 1, refer to Figure 1 the overall structural schematic diagram of a bridge anti-ship collision fender with a multi-cell web in the present application and Figure 2Schematic diagram of the structure of a bridge anti-ship collision fender with a multi-cell web installed on a bridge abutment. A fender anchor plate 15 is also provided on the surface of the anti-collision outer shell 1 to provide an installation station for the anti-collision outer shell 1. When installing the anti-collision outer shell 1, a bridge anchor plate 51 can also be pre-embedded at the top of the bridge abutment 5 in advance to open an installation station on the bridge abutment 5 as well. Bolts are used to connect the bridge anchor plate 51 and the fender anchor plate 15, which makes it more convenient for construction workers to install the anti-collision outer shell 1 on the bridge surface.

[0048] Furthermore, the bridge anti-ship collision fender further includes a caisson cofferdam 4. During installation, the caisson cofferdam 4 is fixed to the side of the bridge abutment 5. The caisson cofferdam 4 can be cast in place on the side of the bridge abutment 5 or embedded in the side of the bridge abutment 5 through steel bars. The specific fixing method can be flexibly changed according to the actual construction environment. A caisson anchor groove 41 is opened on the caisson cofferdam 4, and a fender anchor groove 151 that is mutually fitted with the caisson anchor groove 41 is provided on the anti-collision outer shell 1, so that the anti-collision outer shell 1 and the caisson cofferdam 4 are directly fitted and installed, further improving the connection tightness between the anti-collision outer shell 1 and the caisson anchor groove 41. At the same time, the caisson cofferdam 4 can also provide an additional buffer barrier for the side of the bridge abutment 5 to protect the bridge abutment 5.

[0049] In order to further improve the service life of the anti-collision outer shell 1 and enhance the overall anti-collision strength of the anti-collision outer shell 1, a plurality of stiffening members 14 are also arranged at intervals on the anti-collision outer shell 1 to enhance the overall structural strength of the anti-collision outer shell 1, reduce the possibility of deformation of the anti-collision outer shell 1 after being impacted, and extend the service life of the anti-collision outer shell 1. Specifically, the stiffening members 14 can be made of high-strength steel materials. Specifically, the stiffening members 14 can be made of Q345B low-alloy high-strength steel. The yield strength of Q345B low-alloy high-strength steel is ≥345 MPa, the tensile strength is ≥470 MPa, the elongation after fracture is >22%, and the low-temperature impact energy at -40 °C reaches 34 J. In response to the corrosion challenge in the marine environment, a double protection system of hot-dip galvanizing and epoxy zinc-rich primer can also be implemented during the production of the stiffening members 14: first, perform hot-dip galvanizing treatment at 850 °C, with a coating thickness of 85 μm, to form a dense zinc-iron alloy layer; then spray two coats of epoxy zinc-rich primer, with a total dry film thickness of 150 μm, and it still remains intact without red rust after 3000 hours of neutral salt spray test. During the manufacturing process, numerical control plasma cutting technology is used to ensure the dimensional accuracy of the rib plates (±0.5 mm), J507 low-hydrogen type electrodes are used for welding, the preheating temperature is controlled at 100-150 °C, and vibration aging treatment is carried out after welding to eliminate more than 92% of the residual stress, further improving its anti-corrosion performance.

[0050] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application. Unless otherwise clearly specified and defined, the terms "installed", "connected" and "connected to" 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 directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0051] It should be noted that in the present application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variation thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the said element.

[0052] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features claimed herein.

Claims

1. A bridge anti-ship collision fender with a multi-cell web, characterized in that: It includes: An anti-collision shell (1), wherein a first chamber (11), a second chamber (12) and a third chamber (13) are sequentially arranged in the anti-collision shell (1) along the length direction, and the first chamber (11), the second chamber (12) and the third chamber (13) are all filled with anti-collision materials; a straight web (2), the straight web (2) being arranged inside the anti-collision shell (1) along the length direction of the anti-collision shell (1) and sequentially passing through the first chamber (11), the second chamber (12) and the third chamber (13); And, a multi-cell web (3), wherein the multi-cell web (3) is arranged in the third chamber (13), and the multi-cell web (3) comprises a plurality of cell units (31), wherein the cell units (31) are hollow and are sequentially passed through the straight web (2).

2. The bridge anti-ship collision fender with multiple webs according to claim 1, characterized in that: The single cell unit (31) comprises two arc-shaped webs symmetrically arranged along the straight web (2).

3. The bridge anti-ship collision fender with multiple webs according to claim 2, characterized in that: The arc-shaped web is made of rigid material.

4. The bridge anti-ship collision fender with multiple webs according to claim 1, characterized in that: A partition plate is arranged inside the anti-collision shell (1) to divide the anti-collision shell (1) into the first chamber (11), the second chamber (12) and the third chamber (13).

5. The bridge anti-ship collision fender with multiple webs according to claim 1, characterized in that: The anti-collision material comprises: A first anti-collision material (111), wherein the first anti-collision material (111) is filled in the first chamber (11); A second anti-collision material (121), wherein the second anti-collision material (121) is filled in the second chamber (12); And, a third anti-collision material (131), wherein the third anti-collision material (131) is filled in the third chamber (13).

6. The bridge anti-ship collision fender with multiple webs according to claim 5, characterized in that: The first anti-collision material (111) and the third anti-collision material (131) are both made of flexible materials, and the yield strength of the first anti-collision material (111) is greater than the yield strength of the third anti-collision material (131); The second anti-collision material (121) is made of a rigid material.

7. The bridge anti-ship collision fender with multiple webs according to claim 6, characterized in that: The first anti-collision material (111) is made of fiber-reinforced polyurethane foam; The second anti-collision material (121) is made of concrete; The third anti-collision material (131) is made of polyurethane foam.

8. The bridge anti-ship collision fender with multi-cell webs according to claim 1, characterized in that: Also includes: A fender anchor plate (15), wherein the fender anchor plate (15) is arranged on the surface of the anti-collision shell (1).

9. The bridge anti-ship collision fender with multiple webs according to claim 1, characterized in that: Also includes: A hanging box cofferdam (4), wherein the hanging box cofferdam (4) is used to be fixed on a bridge pedestal (5), and a hanging box anchoring groove (41) is provided on the hanging box cofferdam (4); The anti-collision shell (1) is provided with a fender anchoring groove (151) which is interlocked with the hanging box anchoring groove (41).

10. The bridge anti-ship collision fender with multiple webs according to claim 1, characterized in that: A plurality of reinforcing members (14) are arranged at intervals on the anti-collision shell (1).

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