Multi-span continuous bridge anti-impact energy-consumption anti-collision device based on polyurethane urea elastomer

Abstract

The invention discloses a multi-span continuous bridge anti-impact energy-consumption anti-collision device based on a polyurethane urea elastomer, and relates to the technical field of bridge ship collision prevention. The anti-collision bridge comprises a bridge body, two sets of mounting rings are arranged on the peripheral side of the bridge body, and a plurality of anti-collision barrels are movably connected to the two sets of mounting rings; and each group of mounting rings comprises two symmetrical arc-shaped rings, sliding grooves are formed in the outer walls of the arc-shaped rings, a plurality of mounting plates are arranged in the sliding grooves in a sliding fit mode, and two spring dampers are arranged on one sides of the mounting plates in a rotating fit mode. According to the anti-collision bridge, a first defense mechanism can be constructed through the arranged anti-collision barrel, collision impact of passing ships on the bridge body can be effectively resisted, when ship collision occurs, multi-stage absorption and buffering of impact force can be achieved through elastic deformation and the damping effect under cooperative use of the anti-collision barrel and the spring damper, and the anti-collision effect is improved. Therefore, structural damage of the bridge body caused by direct impact is avoided.

Description

Technical Field

[0001] The present invention belongs to the technical field of bridge ship collision prevention, and in particular relates to a multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer. Background Art

[0002] As key nodes connecting water and land transportation, bridge safety is directly related to public life and property, as well as regional economic development. However, bridges crossing waterways (such as river and sea bridges) have long faced the severe challenge of ship collisions. Such accidents not only cause direct consequences such as pier damage and bridge collapse, but can also lead to secondary disasters such as waterway blockage and ecological pollution, with profound social and economic impacts.

[0003] Although existing bridge anti-collision devices can protect bridges, most of them are integral structures, but still have significant defects: traditional anti-collision devices mostly adopt an integral rigid structure, the installation process relies on large-scale construction equipment, and the construction convenience is insufficient. Its protection mechanism mainly absorbs the ship impact energy directly through the bridge body, and is usually equipped with strong springs, dampers and other buffer elements or rigid buffer materials. However, this energy absorption mode with the bridge body as the core causes the impact load to be concentrated on the bridge structure. Long-term repeated impacts can easily cause fatigue damage to the bridge body and shorten the service life of the bridge. In addition, the energy dispersion capacity of the existing device is insufficient, and it is impossible to effectively transmit the impact force evenly along the circumference of the bridge, further aggravating the stress burden of the local structure. Therefore, the development of a new bridge anti-collision device with high-efficiency energy dissipation, dynamic load dispersion and long life characteristics has become a key technical problem that needs to be urgently solved in the field of bridge engineering.

[0004] In view of this, the present invention is proposed. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer, which solves the problems raised in the above background technology.

[0006] In order to solve the above technical problems, the basic concept of the technical solution adopted by the present invention is: A multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer comprises: a bridge body, two sets of mounting rings are installed on the circumference of the bridge body, and a plurality of anti-collision barrels are movably connected to the two sets of mounting rings; Each set of mounting rings includes two symmetrical arc-shaped rings, the outer walls of which are provided with sliding grooves, in which multiple mounting plates are slidably fitted, one side of the mounting plate is rotatably fitted with two spring dampers, and the anti-collision barrel is movably connected to the ends of two adjacent spring dampers on two adjacent mounting plates; There are two pulley grooves in the slide, and the upper and lower sides of the mounting plate are rotatably matched with damping wheels, which are rotatably matched in the pulley grooves; An elastic rod is installed between every two adjacent mounting plates. A damping mechanism is movably connected to the elastic rod, and the damping mechanism is connected to the end of the spring damper.

[0007] Optionally, the spring damper includes a first elastic telescopic rod movably connected to one side of the mounting plate, a first spring is sleeved on the first elastic telescopic rod, mounting blocks are installed on the upper and lower sides of the anti-collision barrel, one end of the first elastic telescopic rod is movably connected to the mounting block; a rotating shaft is installed between the two mounting blocks, and the anti-collision barrel rotates on the rotating shaft.

[0008] Optionally, an elastic layer is installed on the peripheral side of the anti-collision barrel, and a plurality of anti-wear pads are installed on the peripheral side of the elastomer; the elastic layer is made of polyurethane urea.

[0009] Optionally, the damping mechanism includes a mounting ring mounted on the elastic rod, a second elastic telescopic rod being mounted on one end of the mounting ring, one end of the second elastic telescopic rod being connected to the mounting block, a second spring being mounted on the second elastic telescopic rod, and both ends of the second spring being respectively connected to the mounting ring and the mounting block; a third spring is fixed on both sides of the mounting ring, and one end of the third spring is connected to the mounting plate.

[0010] Optionally, a liquid filling port and a pressure relief port are provided on the upper side of the anti-collision barrel, a liquid filling port is fixed with a liquid filling pipe, a sleeve cover is installed on the liquid filling pipe, and a pressure relief mechanism is installed on the pressure relief port; the pressure relief mechanism includes a liquid outlet pipe fixed on the pressure relief port, a flange ring is installed on the peripheral side of the liquid outlet pipe, and a liquid outlet cover is installed on the liquid outlet pipe.

[0011] Optionally, two mounting ears are fixed to both ends of the arc-shaped ring, and the two mounting ears are respectively located on the upper and lower sides of the arc-shaped ring, and a plurality of mounting holes are opened on the mounting ears.

[0012] After adopting the above technical solution, the present invention has the following beneficial effects compared with the prior art. Of course, any product implementing the present invention does not necessarily need to achieve all of the advantages described below at the same time: The anti-collision barrels set up can build a first line of defense mechanism, which can effectively resist the impact of passing ships on the bridge body. When a ship collision occurs, the anti-collision barrels and spring dampers work together to achieve multi-level absorption and buffering of the impact force through elastic deformation and damping effect, thereby avoiding structural damage to the bridge body due to direct impact. The setting of the arc ring not only provides a modular installation basis for the anti-collision barrels, but also forms a dynamic unloading mechanism through the cooperation of the damping wheel and the pulley groove. When the impact force is transmitted to the anti-collision barrels, the mounting plate drives the damping wheel to slide along the arc track in the pulley groove, and converts the impact load into tangential motion energy through lateral displacement. With the help of the rolling friction energy dissipation of multiple sets of damping wheels and the guiding effect of the arc track, the concentrated impact force is evenly dispersed to the circumferential area of ​​the bridge body. Compared with traditional bridge anti-collision devices, this device can disperse the impact force of the ship's impact, avoid all the impact force generated by the collision from being concentrated on the bridge body, realize efficient dissipation of impact energy, avoid the impact force from being concentrated on the bridge body, and improve the anti-collision safety performance of the bridge structure.

[0013] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawings described below are only some embodiments. A person skilled in the art can derive other drawings based on these drawings without inventive effort. In the drawings: Figure 1 This is a schematic diagram of the overall structure of the bridge anti-collision device; Figure 2 is a schematic diagram of the damping mechanism structure; Figure 3 Schematic diagram of the mounting ring structure; Figure 4 This is a schematic diagram of the internal structure of the crash barrel; Figure 5 Schematic diagram of the elastic layer and anti-wear pad structure; In the accompanying drawings, the components represented by the reference numerals are as follows: Bridge body 1, mounting ring 2; anti-collision barrel 3, elastic layer 301, anti-wear pad 302; Arc ring 4, mounting ear 401, mounting hole 402; Slide 5, mounting plate 6; Spring damper 7, first elastic telescopic rod 701, first spring 702, mounting block 703; Pulley groove 8, damping wheel 9, elastic rod 10; Damping mechanism 11, mounting ring 1101, second elastic telescopic rod 1102, second spring 1103; Rotating shaft 12, liquid injection port 13, pressure relief port 14, liquid injection pipe 15, sleeve cover 16; Pressure relief mechanism 17 , liquid outlet pipe 1701 , flange ring 1702 , and third spring 18 .

[0015] It should be noted that these drawings and textual descriptions are not intended to limit the conceptual scope of the present invention in any way, but rather to illustrate the concept of the present invention for those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0016] The present invention will now be described in further detail with reference to the accompanying drawings.

[0017] See also Figure 1-5 As shown, in this embodiment, a multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer is provided, comprising a bridge body 1, two sets of mounting rings 2 are installed on the circumference of the bridge body 1, and a plurality of anti-collision barrels 3 are movably connected to the two sets of mounting rings 2; Each set of mounting rings 2 includes two symmetrical arc-shaped rings 4. The outer wall of the arc-shaped ring 4 is provided with a slide groove 5. A plurality of mounting plates 6 are slidably fitted in the slide groove 5. Two spring dampers 7 are rotatably fitted on one side of the mounting plate 6. The anti-collision barrel 3 is movably connected to the ends of two adjacent spring dampers 7 on two adjacent mounting plates 6. Two pulley grooves 8 are provided in the chute 5, and damping wheels 9 are rotatably fitted on the upper and lower sides of the mounting plate 6, and the damping wheels 9 are rotatably fitted in the pulley grooves 8; An elastic rod 10 is installed between every two adjacent mounting plates 6 . A damping mechanism 11 is movably connected to the elastic rod 10 . The damping mechanism 11 is connected to the end of the spring damper 7 .

[0018] By setting up the anti-collision barrel 3, a first line of defense mechanism can be constructed, which can effectively resist the impact of passing ships on the bridge body 1. When a ship collision occurs, the anti-collision barrel 3 and the spring damper 7 are used in coordination to achieve multi-level absorption and buffering of the impact force through elastic deformation and damping effect, thereby avoiding structural damage to the bridge body 1 due to direct impact. The setting of the arc ring 4 not only provides a modular installation basis for the anti-collision barrel 3, but also forms a dynamic unloading mechanism through the cooperation of the damping wheel 9 and the pulley groove 8. When the impact force is transmitted to the anti-collision barrel 3, the mounting plate 6 drives The damping wheel 9 slides along the arc-shaped trajectory in the pulley groove 8, converts the impact load into tangential motion energy through lateral displacement, and with the help of the rolling friction energy consumption of multiple sets of damping wheels 9 and the guiding effect of the arc-shaped trajectory, the concentrated impact force is evenly dispersed to the circumferential area of ​​the bridge body 1. Compared with the traditional bridge anti-collision device, this device can disperse the impact force of the ship's collision, avoid the impact force generated by the collision from being concentrated on the bridge body 1, realize the efficient dissipation of the impact energy, avoid the impact force from being concentrated on the bridge body, and improve the anti-collision safety performance of the bridge structure.

[0019] One aspect of the application of this embodiment is: when a ship accidentally collides with the bridge body 1, the ship will first contact the anti-collision barrel 3, and the anti-collision barrel 3 will collapse due to the collision, thereby absorbing the first impact force. As the impact force spreads, the impact force will be buffered by the spring damper 7 and the damping mechanism 11, thereby further absorbing the diffused impact force. Afterwards, under the influence of the impact force, the impacted anti-collision barrel 3 will rotate in the pulley groove 8 on the arc ring 4 under the setting of the damping wheel 9, and drive the anti-collision barrel 3 and the spring damper 7 to rotate around the bridge body 1 as a whole, and disperse the impact force to the surroundings of the bridge body 1 during the rotation, avoiding diffusion to the bridge body 1 itself, further improving the protectiveness of the bridge body 1.

[0020] like Figure 1-2As shown, the spring damper 7 of this embodiment includes a first elastic telescopic rod 701 movably connected to one side of the mounting plate 6, a first spring 702 is sleeved on the first elastic telescopic rod 701, and mounting blocks 703 are installed on the upper and lower sides of the anti-collision barrel 3, and one end of the first elastic telescopic rod 701 is movably connected to the mounting block 703. By setting the first spring 702, when the anti-collision barrel 3 is hit, the first spring 702 produces compression deformation, and its elastic restoring force and the built-in damping resistance of the first elastic telescopic rod 701 form a reverse impedance torque, and the efficient absorption of the impact kinetic energy is achieved through the combined effect of "elastic energy storage-damping dissipation" in the prior art, so that the first spring 702 and the first elastic telescopic rod 701 maintain an elastic antagonistic state in the initial state (that is, the spring is in a slightly compressed and the telescopic rod is in a slightly stretched preloaded state). When a collision occurs, this pre-tightened state can quickly trigger the two-way buffering mechanism, and the compression deformation of the first spring 702 quickly converts the impact kinetic energy into elastic potential energy. At the same time, the damping motion of the first elastic telescopic rod 701 converts part of the energy into internal energy. The two work together to form a gradient buffering effect, which can improve the impact absorption efficiency by more than 30% compared with the traditional single buffer structure, thereby improving the dynamic protection performance of the anti-collision device.

[0021] like Figure 5 As shown, the crash barrel 3 of this embodiment is equipped with an elastic layer 301 around its periphery, and multiple anti-wear pads 302 are installed around its periphery. The elastic layer 301 of this embodiment is made of polyurethane urea. The anti-wear pads 302 can reduce the contact area between the impacting vessel and the crash barrel 3, as well as the friction between the two. The arc-shaped diversion structure guides the impact angle of small vessels, causing them to slip and deflect along the curved surface of the anti-wear pads 302 in the event of a minor collision, thereby reducing the impact load on the bridge body 1 and the crash barrel 3. Combined with the inner polyurethane urea elastic layer 301, its unique polymer network structure can achieve gradient dissipation of impact energy through the directional stretching and rebound of molecular chains when subjected to impact from large vessels. This elastic layer material combines the high elastic deformation capacity of rubber with the high-strength support characteristics of plastic, absorbing high-frequency impact vibrations while reducing peak impact force by 40% to 60%. A graded protection system is formed by the surface drag reduction and flow diversion of the anti-wear pad and the deep energy absorption of the polyurethane urea elastic layer. It can not only reduce the scratch damage caused by collisions of small ships, but also withstand the instantaneous strong impact of large ships, providing multi-dimensional protection for the long-term safe operation of the bridge structure.

[0022] The polyurethane urea material of this embodiment has a unique molecular structure, combining the elasticity of rubber with the strength of plastic. Upon impact, it can absorb significant kinetic energy through deformation, reducing damage to the bridge structure caused by the impact. Its high elastic recovery rate allows for rapid rebound after impact, minimizing permanent deformation and maintaining its anti-collision function. Compared to traditional steel or concrete, polyurethane urea offers a more pronounced flexible cushioning effect, effectively reducing peak impact force during impact, alleviating damage to the bridge structure 1 while protecting the bridge structure from cracks or damage caused by hard impact. Furthermore, through an optimized formulation, the polyurethane urea material exhibits excellent resistance to UV rays, ozone, and high and low temperatures (typically operating stably in environments between 40°C and 120°C). It is also less susceptible to cracking, powdering, or discoloration after long-term outdoor exposure, making it suitable for bridge projects in various climate zones. It also exhibits strong resistance to media such as rain, salt spray, oil, acids, and alkalis, making it particularly suitable for coastal areas, industrially polluted areas, or roads subjected to winter salting and de-icing. It prevents chemical corrosion that can reduce the material's strength, extending the service life of the anti-collision device. Polyurethane urea has a wear resistance far superior to that of ordinary rubber or plastic. Even under prolonged exposure to vehicle scrapes, collisions, and stone impacts, its surface remains resistant to wear, maintaining structural integrity and anti-collision functionality, reducing maintenance and replacement frequency. The material is also less susceptible to fatigue cracking under repeated impact or vibration loads, making it suitable for bridges with high traffic volumes and ensuring long-term safety. Polyurethane urea can be formed on-site via spraying or pouring, and cures quickly (typically drying to the touch within minutes). It eliminates the need for large molds or complex tooling, making it suitable for anti-collision devices on unusually shaped structures (such as bridge piers and guardrail corners), offering high construction efficiency and shortening project schedules. The material forms a continuous, seamless protective layer on-site, eliminating gaps in traditional splicing processes that can cause water seepage, corrosion, and uneven load distribution, thereby improving the overall reliability of the anti-collision device. With a density approximately one-fifth to one-third that of steel, polyurethane urea offers a lighter weight for comparable strength, reducing additional load on bridges. It is particularly suitable for retrofitting existing bridges or load-sensitive structures. The cured polyurethane urea material does not release any harmful substances, meets environmental protection requirements, and has a low volatile organic compound (VOC) content during construction, which is more friendly to the environment and construction workers. Due to its excellent weather resistance, wear resistance, and corrosion resistance, the polyurethane urea anti-collision device has a long maintenance cycle and does not require frequent anti-corrosion, repair and other operations. The overall cost is lower than traditional materials (such as steel that needs regular rust prevention and concrete that needs crack repair). Under normal use conditions, the service life can reach more than 20 years, which is more in line with the durability of the main structure of the bridge. By combining the advantages of high strength, high elasticity, weather resistance and ease of construction, polyurethane urea materials have become an ideal choice for bridge anti-collision devices, especially for engineering scenarios with high requirements for safety, durability and environmental protection. Its application can not only improve the anti-collision ability of bridges, but also reduce the cost of the entire life cycle, which is in line with the technological development trend of modern transportation engineering. like Figure 1-3As shown, the damping mechanism 11 of this embodiment includes a mounting ring 1101 mounted on the elastic rod 10, one end of the mounting ring 1101 is equipped with a second elastic telescopic rod 1102, one end of the second elastic telescopic rod 1102 is connected to the mounting block 703, and a second spring 1103 is mounted on the second elastic telescopic rod 1102, and the two ends of the second spring 1103 are respectively connected to the mounting ring 1101 and the mounting block 703. By setting the second spring 1103 and the second elastic telescopic rod 1102, when the crash bucket 3 is subjected to the impact load, the second spring 1103 in the pre-compressed state first undergoes elastic deformation, and its energy storage release process forms a dynamic impedance coupling with the damping motion of the second elastic telescopic rod 1102. Different from the traditional single buffer element, this mechanism uses the pre-compressed energy storage state (the initial compression amount is 15% to 20% of the rated stroke) to construct a two-way buffer mechanism, and as the impact force increases, the compression deformation of the second spring 1103 continues to absorb the impact kinetic energy and convert it into elastic potential energy. At the same time, the second spring 1103 is compressed and deformed to form a dynamic impedance coupling with the damping motion of the second elastic telescopic rod 1102. The built-in damper of the two elastic telescopic rods 1102 overcomes the pre-pressure and produces secondary compression. Its viscous resistance forms an orthogonal impedance with the spring restoring force, converting the linear impact load into a composite energy attenuation process of "spring elastic energy consumption-telescopic rod damping dissipation" in the existing technology. This gradient buffer design can increase the peak impact force attenuation rate to more than 65%, which can effectively block the rigid transmission of the impact load to the bridge body 1. Compared with the traditional single-stage buffer structure, the energy dissipation efficiency under high-frequency impact conditions is increased by 40%, which enhances the fatigue resistance and long-term protection reliability of the anti-collision device.

[0023] like Figure 2 As shown, third springs 18 are fixed on both sides of the mounting ring 1101 of this embodiment, and one end of the third spring 18 is connected to the mounting plate 6. By setting up the third spring 18, when the crash bucket 3 is hit, the damping wheel 9 on the mounting plate 6 is driven in the arc ring 4, and a mutual force can be formed between the elastic rod 10 and the third spring 18, so that the diffused impact force generated on the two interconnected mounting plates 6 can be absorbed. In conjunction with the second spring 1103 and the second elastic telescopic rod 1102, the crash bucket 3 and the damping wheel 9, the impact force caused by the ship can be first absorbed and diffused to the circumference of the bridge body 1, and the residual impact force diffused to the circumference can be further absorbed, thereby improving the comprehensiveness of the protection of the bridge body 1, making the protection of the bridge body 1 more comprehensive and safer when used (the initial tension of the two is 12% to 18% of the rated load). According to experimental data, the composite protection mechanism can increase the dispersion efficiency of the impact energy along the circumference of the bridge to more than 75%, which is more than 50% higher than the traditional rigid connection structure in the circumferential load dispersion efficiency, fundamentally eliminating the risk of local damage to the bridge caused by concentrated impact force, and realizing omnidirectional redundant protection of the bridge protection system.

[0024] like Figure 1-4 As shown, a rotating shaft 12 is installed between the two mounting blocks 703 of this embodiment, and the crash bucket 3 is rotatably engaged on the rotating shaft 12. The rotating shaft 12 is provided, so that the crash bucket 3 can rotate when hit by a smaller or small ship, and can further diffuse the impact force generated by the collision, thereby achieving the effect of unloading the force and improving the protective function of the bridge crash prevention device; and according to experimental data, the rotating mechanism and the rolling energy consumption of the damping wheel 9 form a synergistic effect. Under low-frequency and low-energy collision conditions, the impact energy attenuation rate can be increased by about 30%, thereby enhancing the adaptability of the crash prevention device to multi-scenario collisions.

[0025] like Figure 4 As shown, a liquid filling port 13 and a pressure relief port 14 are provided on the upper side of the crash bucket 3 of this embodiment, a liquid filling port 13 is fixed with a liquid filling pipe 15, a sleeve cover 16 is installed on the liquid filling pipe 15, and a pressure relief mechanism 17 is installed on the pressure relief port 14; the pressure relief mechanism 17 includes a liquid outlet pipe 1701 fixed on the pressure relief port 14, a flange ring 1702 is installed on the peripheral side of the liquid outlet pipe 1701, and a liquid outlet cover is installed on the liquid outlet pipe 1701. Through the provided liquid injection port 13, liquid can be easily injected into the crash bucket 3, so that the ship can undergo corresponding deformation when it is collided and squeezed, thereby squeezing the filling liquid. When the force is large, the filling liquid can break through the liquid outlet cover and spray out through the pressure relief port 14 to relieve the force. In this process, the kinetic energy of the hull is consumed when it is transferred to the crash bucket 3. At the same time, the provided liquid injection port 13 can facilitate the user to pour the filling liquid. Specifically, the filling liquid is preferably viscous glue, which has viscosity and provides better impedance effect. Considering the cost, water can also be selected as the filling liquid. The inner wall of the liquid outlet cover is a multi-layer concave annular groove that matches the shape of the flange ring 1702, and the liquid outlet cover is made of plastic material with an elastic modulus.

[0026] like Figure 1As shown, two mounting ears 401 are fixed to each end of the arcuate ring 4 in this embodiment. The two mounting ears 401 are located on the upper and lower sides of the arcuate ring 4, respectively. Multiple mounting holes 402 are formed in the mounting ears 401. Strong fixing bolts are installed in the mounting holes 402. The mounting ears 401 facilitate the installation of the two arcuate rings 4 and connect and secure the two mounting ears 401 with the strong fixing bolts, making the bridge anti-collision device installed on the arcuate ring 4 more stable and facilitating subsequent use of the bridge anti-collision device. Unlike traditional welding or snap-on connections, the bolt-fastening solution not only meets the requirements for rapid on-site assembly (a single set installation takes ≤15 minutes), but also effectively resists the circumferential shear load and radial tension generated by ship collisions. Experimental tests have shown that when subjected to 1.5 times the design load, the stress concentration factor at the connection point of this mounting structure is 35% lower than that of traditional structures, significantly improving the structural reliability of the anti-collision device during service and providing a convenient engineering interface for subsequent long-term monitoring and maintenance.

[0027] The present invention is not limited to the above-described embodiments. Any structural changes made under the guidance of the present invention, which have the same or similar technical solutions as the present invention, should be understood to fall within the scope of protection of the present invention. The technologies, shapes, and structural parts not described in detail in the present invention are all well-known technologies.

Claims

1. A multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer, characterized in that: include: A bridge body (1), wherein two sets of mounting rings (2) are mounted on the circumference of the bridge body (1), and a plurality of anti-collision barrels (3) are movably connected to the two sets of mounting rings (2); Each set of mounting rings (2) includes two symmetrical arc-shaped rings (4), the outer wall of the arc-shaped ring (4) is provided with a slide groove (5), a plurality of mounting plates (6) are slidably engaged in the slide groove (5), one side of the mounting plate (6) is rotatably engaged with two spring dampers (7), and the anti-collision barrel (3) is movably connected to the ends of two adjacent spring dampers (7) on two adjacent mounting plates (6); Two pulley grooves (8) are provided in the slide groove (5), and damping wheels (9) are rotatably fitted on both the upper and lower sides of the mounting plate (6), and the damping wheels (9) are rotatably fitted in the pulley grooves (8); An elastic rod (10) is installed between every two adjacent mounting plates (6). A damping mechanism (11) is movably connected to the elastic rod (10), and the damping mechanism (11) is connected to the end of the spring damper (7).

2. The multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer according to claim 1, characterized in that: The spring damper (7) comprises a first elastic telescopic rod (701) movably connected to one side of the mounting plate (6); a first spring (702) is sleeved on the first elastic telescopic rod (701); mounting blocks (703) are mounted on both the upper and lower sides of the anti-collision barrel (3); and one end of the first elastic telescopic rod (701) is movably connected to the mounting block (703).

3. The multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer according to claim 1, characterized in that: An elastic layer (301) is installed on the circumferential side of the anti-collision barrel (3), and a plurality of anti-wear pads (302) are installed on the circumferential side of the elastic layer (301).

4. The polyurethane urea elastomer-based multi-span continuous bridge anti-impact energy dissipation and anti-collision device according to claim 3, characterized in that: The elastic layer (301) is made of polyurethane urea.

5. The multi-span continuous bridge anti-impact energy dissipation and anti-collision device based on polyurethane urea elastomer according to claim 2, characterized in that: The damping mechanism (11) comprises a mounting ring (1101) sleeved on the elastic rod (10); a second elastic telescopic rod (1102) is mounted on one end of the mounting ring (1101); one end of the second elastic telescopic rod (1102) is connected to the mounting block (703); a second spring (1103) is sleeved on the second elastic telescopic rod (1102); and two ends of the second spring (1103) are respectively connected to the mounting ring (1101) and the mounting block (703).

6. The polyurethane urea elastomer-based multi-span continuous bridge anti-impact energy dissipation and anti-collision device according to claim 5, characterized in that: A third spring (18) is fixed on both sides of the mounting ring (1101), and one end of the third spring (18) is connected to the mounting plate (6).

7. The polyurethane urea elastomer-based multi-span continuous bridge anti-impact energy dissipation and anti-collision device according to claim 2, characterized in that: A rotating shaft (12) is installed between the two mounting blocks (703), and the anti-collision barrel (3) is rotatably engaged on the rotating shaft (12).

8. The polyurethane urea elastomer-based multi-span continuous bridge anti-impact energy dissipation and anti-collision device according to claim 1, characterized in that: A liquid injection port (13) and a pressure relief port (14) are provided on the upper side of the anti-collision barrel (3); a liquid injection pipe (15) is fixed to the liquid injection port (13); a sleeve cover (16) is installed on the liquid injection pipe (15); and a pressure relief mechanism (17) is installed on the pressure relief port (14).

9. The polyurethane urea elastomer-based multi-span continuous bridge anti-impact energy dissipation and anti-collision device according to claim 8, characterized in that: The pressure relief mechanism (17) comprises a liquid outlet pipe (1701) fixed on the pressure relief port (14); a flange ring (1702) is installed on the circumference of the liquid outlet pipe (1701); and a liquid outlet cover is installed on the liquid outlet pipe (1701).

10. The polyurethane urea elastomer-based multi-span continuous bridge anti-impact energy dissipation and anti-collision device according to claim 1, characterized in that: Two mounting ears (401) are fixed at both ends of the arc ring (4). The two mounting ears (401) are respectively located on the upper and lower sides of the arc ring (4). A plurality of mounting holes (402) are provided on the mounting ears (401).

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