Facility for preventing ship collision of bridge pier

Abstract

The invention belongs to the field of bridge collision prevention, and particularly relates to a ship collision prevention facility for a bridge pier, which comprises a plurality of collision prevention box sections arranged on the radial outer side of the bridge pier and used for being assembled and enclosed into a ring shape, and two adjacent collision prevention box sections are fixedly connected end to end through a flange connecting plate and a watertight cabin; each anti-collision box section comprises a steel box and a UHPC layer fixedly arranged on the side face of the steel box. The steel box comprises a closed box shell composed of steel plates, and hollow steel balls and partition plates are arranged in the steel box. The hollow steel balls are arranged in the steel box into at least two layers up and down and at least two rows inside and outside in the radial direction, and the partition plates at least separate the hollow steel balls in each layer from the hollow steel balls in each row; the ratio of the wall thickness of the hollow steel ball to the radius of the hollow steel ball is 1: 20-500. According to the bridge pier ship collision prevention facility, the damage degree to the bridge pier and the ship during ship collision can be reduced, the mechanical property is improved, and the problems that an existing bridge pier ship collision prevention device is high in maintenance cost and poor in economical efficiency and durability are solved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of bridge anti-collision, and particularly relates to a facility for bridge pier anti-ship collision. BACKGROUND

[0002] For the facility for bridge pier anti-ship collision, the prior art generally adopts traditional or single material, such as the traditional steel structure anti-collision facility, which has problems of easy local collapse and piercing under the impact of a ship, unstable energy consumption form, easy corrosion, poor durability, etc., resulting in obvious short board in the anti-collision performance. The basic principles of the traditional steel structure anti-collision facility and the steel-covered composite material anti-collision facility are both designed by energy absorption and consumption, and the whole steel box is stiffened by stiffened steel plates inside. These anti-ship collision facilities are relatively hard, and the ship directly collides with the relatively hard anti-ship collision facility, which protects the bridge pier from damage, but also causes damage to the ship itself to some extent. Since the anti-ship collision facility is in water or a humid environment for a long time, the corrosion of the steel structure anti-collision facility is aggravated, which greatly reduces the load-bearing capacity of the steel member, thereby affecting the durability and energy consumption capacity of the facility. In addition, most anti-collision facilities are bulky, complex to install, have large engineering quantity, high preparation and maintenance cost, and are often of an integral structure, which needs to be repaired or replaced as a whole when locally damaged, and have poor economy and practicability. In addition, the insufficient water tightness and durability further limit its reliable application in a humid environment, and it is difficult to meet the durability requirements of the bridge anti-ship collision facility.

[0003] The invention patent application with the application number CN201010567552.2 provides a self-floating composite anti-collision facility, which is sleeved around the bridge pier through the rod connection into a truss protection framework with unchanged geometric shape, the anti-collision pad is arranged outside the framework, and the buffer energy dissipation device is arranged in the inner ring. Although this structure can absorb part of the kinetic energy of the ship, the rod structure mainly relies on the member buckling deformation energy dissipation in the collision, which has the problem of obvious local stress concentration, resulting in easy local damage of the structure and loss of the overall protection function. In addition, the internal energy dissipation system structure is complex, and it is difficult to maintain and repair, which is difficult to meet the long-term use requirements.

[0004] The utility model patent with the application number CN202422137588.7 provides a split type pier anti-collision device, which forms a protection system through the combination connection of the upper floating ring, the lower floating ring and the pin shaft. The design solves the convenience problem of transportation and installation of large anti-collision facilities. The invention patent with the application number CN202510629962.1 provides a pier anti-collision reinforcing device, which is in the form of an anti-collision module composed of multiple floating anti-collision pieces, assemblies, units and modules through connecting pieces. However, when the pin shaft structure or the general connecting piece of the connection node of the two anti-collision devices bears a huge ship impact, it is easy to become a weak link of the structure and may cause the connection to fail and the protection system to disintegrate. At the same time, the device lacks an efficient internal energy dissipation mechanism and mainly relies on the overall deformation of the structure to absorb energy, which has limited energy dissipation efficiency.

[0005] The invention patent application with the application number CN202411702698.1 provides a variable cross-section pier self-floating telescopic anti-collision device, which adapts to water level changes through the C-shaped anti-collision body and the telescopic anti-collision body. Although the device can adapt to water level fluctuations, it relies on movable parts such as sliding blocks and telescopic mechanisms, and in the long-term water flow scouring and corrosion environment, the reliability and durability of these mechanical parts face severe challenges, and the protection performance may be reduced or even lost due to the jamming or failure of the mechanism.

[0006] Therefore, there is a need in the art for a new facility for pier anti-ship collision. SUMMARY

[0007] To solve the defects and problems described in the technical background, the present application aims to overcome the shortcomings of the prior art and provide a pier anti-ship collision facility to reduce the damage to the pier and the ship when the ship collides, and to improve the mechanical properties of the anti-ship collision facility to solve the problems of high maintenance cost and poor economic durability of the existing pier anti-ship collision device.

[0008] Therefore, the present application first provides a facility for pier anti-ship collision, which comprises a plurality of anti-collision box segments arranged radially outside the pier and used for assembling a ring, and adjacent two anti-collision box segments are fixedly connected through flange connecting plates and watertight cabins, which are used for installing and repairing the anti-collision box segments; the anti-collision box segment comprises a steel box and a UHPC layer fixedly arranged on the side surface of the steel box; the steel box comprises a closed box shell composed of steel plates, and a hollow steel ball and a partition plate are arranged in the steel box; the hollow steel ball is arranged in at least two layers from top to bottom and at least two rows radially inside and outside the steel box, and the partition plate separates each layer and each row of hollow steel balls; the ratio of the wall thickness of the hollow steel ball to the radius of the hollow steel ball is 1:20-500.

[0009] In the present application, the UHPC layer is a super high performance concrete layer. The watertight cabin 5 is a cabin with good watertightness, the structure of which is well known to those skilled in the art.

[0010] In a specific embodiment, the top surface, the bottom surface and the partial area of the side surface of the steel box (2) for connecting with the flange connecting plate (4) are not connected with the UHPC layer (1), and the area of the side surface of the steel box (2) which is not used for connecting with the flange connecting plate (4) is connected with the UHPC layer (1); the surface of the steel box (2) which is not provided with the UHPC layer (1) is provided with a waterproof coating.

[0011] In a specific embodiment, the surface of the UHPC layer (1) is provided with a waterproof coating.

[0012] In a specific embodiment, the hollow steel balls are arranged in 2-3 layers in the steel box in the up-down direction and 2-4 rows in the radial direction, the outer diameter of the hollow steel ball is 1 / 4-1 / 2 of the width of the anti-collision box segment, and the ratio of the wall thickness of the hollow steel ball to the radius of the hollow steel ball is 1:50-300.

[0013] In the present application, the hollow steel balls are arranged in 2-3 layers in the up-down direction and 2-4 rows in the radial direction in the steel box; too many layers and rows of hollow steel balls will result in an excessively large overall facility volume and increased cost; too few layers and rows of hollow steel balls will result in the overall facility failing to achieve the desired bridge pier anti-ship collision effect.

[0014] In a specific embodiment, the ratio of the wall thickness of the hollow steel ball to the radius of the hollow steel ball is 1:100-200, and the hollow steel balls in the same layer and the same row are welded and fixed.

[0015] In a specific embodiment, the hollow steel ball is filled with a gas or foaming material (7).

[0016] In a specific embodiment, the gas is a compressed gas with a pressure of 1.05-2.5 bar.

[0017] In this invention, when the hollow steel sphere is filled with gas, such as air or nitrogen, it can be filled with atmospheric pressure gas or compressed gas with a pressure greater than 1 bar. In this case, a gas valve is installed on each hollow steel sphere to fill it with gas. The pressure of the compressed gas is 1.05~2.5 bar, preferably 1.2~2 bar. Depending on the gas pressure injected into the hollow steel sphere, the energy dissipation capacity of the bridge pier anti-ship collision facility can be adjusted to a certain extent. The higher the gas pressure, the greater the stiffness of the sphere, and the higher the initial load-bearing capacity and energy absorption efficiency. When foaming material is used in the hollow steel sphere, a foaming material injection port can be provided. Alternatively, the hollow steel sphere can be initially divided into two hemispheres, and after both hemispheres are filled with foaming material, they can be glued and fixed together to form a complete hollow steel sphere filled with foaming material, such as polyurethane.

[0018] In one specific embodiment, the anti-collision box segment also includes reinforcing bars (8) disposed within the UHPC layer (1) and directly or indirectly connected to the steel box (2).

[0019] In one specific embodiment, the reinforcing bars are arranged horizontally and vertically, and the steel box is provided with studs for welding and fixing the reinforcing bars. The reinforcing bars and studs are used together to prevent the UHPC layer (1) from peeling off.

[0020] In one specific embodiment, the thickness of the UHPC layer (1) is 26~200mm, preferably 30~100mm; a waterproof gasket is provided between two adjacent flange connecting plates, and each flange connecting plate is provided with a connection hole, through which a high-strength bolt is installed and tightened with a stainless steel nut to make the adjacent flange connecting plates tightly connected; the facility also includes a buffer structure (3) provided between the pier and the inner side of the steel box, and the buffer structure (3) is a rubber structure.

[0021] In this invention, the structure and material of the buffer structure 3 are well known to those skilled in the art. Similarly, the structures of the flange connecting plate 4 and the UHPC layer 1 are also well known to those skilled in the art.

[0022] The present invention also provides a collision protection box segment for bridge piers to prevent ship collisions. The collision protection box segment includes a steel box and a UHPC layer fixedly disposed on the side of the steel box. The steel box includes a closed shell composed of steel plates. Hollow steel balls and partitions are disposed inside the steel box. The hollow steel balls are arranged in at least two layers vertically and at least two rows radially inward and outward within the steel box. The partitions separate each layer and each row of hollow steel balls. The ratio of the wall thickness of the hollow steel balls to the radius of the hollow steel balls is 1:20~500.

[0023] In one specific embodiment, the top surface, bottom surface, and partial area of ​​the side surface used to connect with the flange connecting plate (4) of the steel box (2) are not connected with the UHPC layer (1), while the area on the side surface of the steel box (2) not used to connect with the flange connecting plate (4) is connected with the UHPC layer (1); the surface of the steel box (2) without the UHPC layer (1) is provided with a waterproof coating.

[0024] In one specific embodiment, a waterproof coating is provided on the surface of the UHPC layer (1).

[0025] In one specific embodiment, the hollow steel balls are arranged in 2 to 3 layers inside the steel box and in 2 to 4 rows radially inward and outward. The outer diameter of the hollow steel balls is 1 / 4 to 1 / 2 of the width of the anti-collision box segment, and the ratio of the wall thickness of the hollow steel balls to the radius of the hollow steel balls is 1:50 to 300.

[0026] In one specific embodiment, the ratio of the wall thickness to the radius of the hollow steel ball is 1:100~200, and the hollow steel balls in the same layer and row are welded and fixed together.

[0027] In one specific embodiment, the hollow steel ball is filled with gas or foam material (7).

[0028] In one specific embodiment, the gas is a compressed gas with a pressure between 1.05 and 2.5 bar.

[0029] In one specific embodiment, the anti-collision box segment also includes reinforcing bars (8) disposed within the UHPC layer (1) and directly or indirectly connected to the steel box (2).

[0030] In one specific embodiment, the reinforcing bars are arranged horizontally and vertically, and the steel box is provided with studs for welding and fixing the reinforcing bars. The reinforcing bars and studs are used together to prevent the UHPC layer (1) from peeling off.

[0031] In one specific embodiment, the thickness of the UHPC layer (1) is 30~100mm.

[0032] In this invention, the hollow steel spheres used can cause the steel to fold and achieve high energy dissipation under impact conditions. Furthermore, the hollow steel sphere structure allows the bridge pier anti-ship collision facility to become a self-floating anti-collision device. The energy dissipation capacity of the spherical structure can be further improved by adding foaming materials or filling with compressed gas, thereby significantly increasing the energy dissipation ratio per unit of material input. Simultaneously, each hollow steel sphere in this invention forms a self-sealing cavity, effectively preventing water leakage. Therefore, the solution described in this invention also improves the fault tolerance of steel boxes and other enclosures facing the risk of water leakage.

[0033] In this invention, the UHPC layer possesses extremely high strength, durability, and impact resistance. As a force-transfer plate on the impact face of the steel box, the UHPC layer significantly improves the local stiffness of the impact face compared to traditional steel panels, distributing the impact force more evenly throughout the entire box, thereby activating a larger area of ​​internal energy-dissipating components. The UHPC layer not only enhances the overall energy dissipation of the steel box but also prevents corrosion problems at the original wet-dry interface of the steel plate on the impact face.

[0034] In this invention, the steel box serves as the skeleton of the anti-collision box segment structure, comprising inner and outer side plates, a top plate, and a bottom plate made of carbon steel plates. The steel box and its outer UHPC layer (1) together constitute the main load-bearing box body. In this invention, the steel box is a sealed steel box. The front and rear side plates of the sealed steel box are made of stainless steel composite steel plates for connection with the external watertight compartment, ensuring the durability of critical connection areas.

[0035] In this invention, the watertight compartment includes a semi-enclosed shell, which is assembled from the outer side wall, inner side wall, top wall, bottom wall and front and rear flange connection panels of stainless steel composite steel plates.

[0036] In this invention, the partitions inside the steel box divide the spheres into several stable regions, effectively limiting the displacement and rolling of the hollow steel spheres under impact loads and ensuring the orderly transmission of impact force; at the same time, the partitions themselves can also undergo plastic deformation when subjected to force, contributing additional energy dissipation capacity to the overall structure.

[0037] In this invention, if a high-strength, thin-walled hollow steel ball is used, the focus is on absorbing energy through gas compression; conversely, if a lower-strength but more ductile thick-walled hollow steel ball is used, the focus is on absorbing energy through the plastic deformation of its shell. The flexibility in the materials and structural design of the hollow steel ball allows for precise optimization to meet different impact resistance requirements.

[0038] Compared with the prior art, the advantages of the present invention are as follows:

[0039] By adopting the technical solution of this invention, the spherical energy-dissipating structure inside the steel box and the UHPC layer outside the steel box are both beneficial for dispersing the impact force of ships on bridge piers and can also prevent damage such as local collapse and puncture of the steel box. The UHPC layer and waterproof coating on the outside of the steel box can ensure the corrosion resistance of the steel box and improve its service life. Compared with the traditional steel cylinder energy-dissipating structure, the hollow steel spheres that make up the energy-dissipating structure inside the steel box are closed hollow components, and there are gaps between the hollow steel spheres and between the hollow steel spheres and the inner wall of the steel box. Therefore, the overall weight of the facility can be significantly reduced. While ensuring the energy dissipation capacity, the weight of the facility is greatly reduced, material usage is saved, and manufacturing and transportation costs are reduced.

[0040] The facility described in this invention can make full use of the buoyancy of the water body and achieve adaptive lifting and lowering with changes in water level by relying on its own buoyancy. It does not need to rely on external power or complex control systems and can achieve fully automatic, powerless adaptive lifting and lowering. This can reduce manufacturing costs and improve applicability and reliability under complex hydrological conditions.

[0041] Both the spherical energy-dissipating structure inside the steel box and the UHPC (Ultra-High-Performance Polymer) panels outside the steel box are beneficial for dispersing the impact force of ship collisions. The hollow spherical steel structure has good mechanical properties, low cost, and excellent processability. Multiple layers and rows of hollow steel spheres are tightly stacked within the steel box to form key energy-dissipating components, with each hollow steel sphere being an independent unit forming a self-contained closed system. When the facility is impacted by a ship, the external load is transmitted through the steel box, forcing the hollow steel spheres to undergo elastoplastic deformation. During this process, if compressed gas is placed inside the spheres, the compressed gas performs further work due to the reduced volume, dissipating the impact energy together with the deformation of the hollow steel sphere shell itself, thus achieving efficient energy absorption and buffering. After a collision, the dents or cracks on the hollow steel spheres can absorb the impact energy. This structure has good elasticity and strength, enabling the force generated during impact to be evenly distributed, thereby reducing the peak impact force and playing a protective and buffering role. Compared with traditional energy-dissipating structures, the buffering effect of the facility in this invention is more significant, causing less damage to bridge piers and ships. The facility described in this invention has higher collision resistance. Attached Figure Description

[0042] The present invention will be further described in detail with reference to the accompanying drawings.

[0043] Figure 1 This is a top view of the anti-ship collision facility for bridge piers described in Embodiment 1 of the present invention.

[0044] Figure 2 This is a structural schematic diagram of the vertical cross-section (i.e., the main view direction) of the bridge pier anti-ship collision facility described in Embodiment 1 of the present invention, with some cross-sectional lines omitted.

[0045] Figure 3 This is a schematic diagram of the vertical section at the connection point of the bridge pier anti-ship collision facility described in Embodiment 1 of the present invention, with the omitted section lines.

[0046] Figure 4 This is a top view of the anti-ship collision facility for bridge piers described in Embodiment 2 of the present invention.

[0047] Figure 5 This is a structural schematic diagram of the vertical section (i.e., the main view direction) of the bridge pier anti-ship collision facility described in Embodiment 2 of the present invention, with some cross-sectional lines omitted.

[0048] Figure 6 This is the finite element model of the anti-ship collision facility for bridge piers described in Embodiment 2 of the present invention.

[0049] Figure 7 This diagram shows the damage to a bridge pier caused by a ship colliding with it when using a traditional steel structure anti-collision device.

[0050] Figure 8 This is a diagram showing the ship damage caused by a ship colliding with a bridge pier when using the anti-ship collision facility for bridge piers described in Embodiment 2 of the present invention.

[0051] Figure 9 This image shows the damage to the anti-collision box of a bridge pier when using a traditional steel structure anti-collision device.

[0052] Figure 10 This is a diagram showing the damage to the bridge pier caused by a ship collision when using the anti-ship collision facility described in Embodiment 2 of the present invention.

[0053] In the diagram: 1-UHPC layer, 2-steel box, 3-buffer structure, 4-flange connection plate, 5-watertight compartment, 6-hollow steel ball, 7-gas or foam material, 8-steel bar, 9-bullet, 10-pier, 11-ship side position, 12-bow position, 13-facility impact position. Detailed Implementation

[0054] The invention will now be further described with reference to the accompanying drawings.

[0055] Example 1

[0056] See Figures 1-3 A bridge pier anti-ship collision facility includes several segmented, assembled, ring-shaped anti-collision box segments located radially outward of the bridge pier 10. Each anti-collision box segment has a flange connecting plate 4 at both ends, and adjacent segments are fixedly connected by the flange connecting plates 4. Each anti-collision box segment includes a steel box 2 and a UHPC layer 1 fixedly installed on the radially outer surface of the bridge pier of the steel box 2. The steel box 2 includes a closed shell composed of steel plates and an internal spherical energy-dissipating structure. The surfaces of the steel box 2 without the UHPC layer 1 are coated with a waterproof coating.

[0057] The spherical energy-dissipating structure uses a large number of self-contained hollow steel balls 6 as basic energy-dissipating units. Based on the dimensions of the steel box 2, the hollow steel balls 6 are tightly stacked inside the steel box in at least two layers and two rows. "Two layers" refers to two upper and lower layers, and "two rows" refers to two rows radially inward and outward from the pier. "At least two layers and two rows" means there are at least two upper and lower layers and at least two rows radially inward and outward. The steel box 2 is equipped with cross-shaped partitions 9, which divide the hollow steel balls into several stable regions. The hollow steel balls 6 not separated by the partitions are simply welded together, effectively limiting the displacement and rolling of the hollow steel balls under impact loads. Each hollow steel ball 6 is an independent sealed cavity, sealed with compressed gas 7 at a pressure higher than one standard atmosphere. In this embodiment, the outer surface refers to the impact face, and the inner surface refers to the surface facing the pier 10.

[0058] In this embodiment, the steel box 2 is fixedly connected to the UHPC layer 1, and the head and tail of the steel box 2 are connected to the watertight compartment 5. The watertight compartment 5 between two adjacent anti-collision box sections is sealed and connected by flange connecting plates 4. A waterproof gasket is provided between two adjacent flange connecting plates 4. Each flange connecting plate 4 is provided with a connection hole, and a high-strength bolt is inserted through the connection hole and tightened by a stainless steel nut to make the adjacent flange connecting plates 4 tightly connected.

[0059] A buffer structure 3 or other anti-collision auxiliary equipment is installed on the inner side of the steel box 2 near the pier 10. In order to improve the connection strength between the UHPC layer 1 and the steel box 2, vertical and horizontal reinforcing bars 8 are set in the UHPC layer 1, and studs are set on the steel box 2 to be welded and fixed to the vertical and horizontal reinforcing bars 8. The connection between the steel box 2 and the UHPC layer 1 is more secure through the studs and reinforcing bars 8.

[0060] The working process of this invention is as follows.

[0061] In this embodiment, the UHPC layer 1 possesses extremely high strength and durability, enhancing the collision protection and corrosion resistance of the facility while reducing its weight. When the facility is struck by a ship, the external load is transferred from the UHPC layer 1 on the impact face to the energy dissipation components through the steel box 2, forcing the hollow steel sphere 6 and the partition 9 to undergo plastic deformation under stress. Progressive compression in the direction of the impact causes the overall spherical energy dissipation structure to deform sequentially, achieving a multi-layered energy dissipation and collision protection effect. After being compressed upon impact, its dent or crack can absorb the energy of the impact. During this process, the compressed gas 7 inside the sphere further performs work due to volume compression, dissipating the impact energy together with the deformation of the hollow steel sphere 6 shell itself, thus achieving efficient energy absorption and buffering. This structure has good elasticity and strength, enabling the force generated during impact to be evenly distributed, thereby reducing the peak impact force and playing a protective and buffering role.

[0062] In this embodiment, the tightness of the watertight compartment improves its durability, thereby reducing the frequency of inspection and maintenance and significantly reducing maintenance costs. The flange connecting plate 4 is a symmetrical stainless steel composite plate, which can prevent corrosion of the connecting holes. The high-strength bolts and stainless steel nuts have extremely strong corrosion resistance. A waterproof gasket is provided between two adjacent flange connecting plates 4 to improve the airtightness, thereby further improving the corrosion resistance.

[0063] In this embodiment, multiple buffer structures 3 are provided on the UHPC layer 1 on the inner surface of the steel box 2 near the pier 10. They are arranged at certain intervals around the pier. The multiple buffer structures 3 can reduce the wear of the pier 10 and the anti-ship collision facility under the impact of water flow when there is no ship collision. They can also play a role in buffering and dissipating energy when a ship collision occurs. The specific size and placement direction of the buffer structure 3 can be adjusted according to the actual shape of the pier 10 and the anti-ship collision facility.

[0064] In this embodiment, the UHPC layer 1 is equipped with vertical and horizontal reinforcing bars 8. Through the internal reinforcing bars 8 and the pouring of UHPC ultra-high performance concrete, the impact resistance of the crash box can be further improved, thereby allowing more spherical energy-dissipating structures inside the steel box 2 to participate in energy dissipation. The hollow steel balls 6 of the energy-dissipating structure form a self-contained closed system. There are a large number of gaps between each hollow steel ball 6 and between the hollow steel ball 6 and the steel box 2. The gaps help to reduce the weight of the entire ship collision protection facility. While ensuring energy dissipation capacity, it greatly reduces the weight of the facility, saves material usage, and reduces manufacturing and transportation costs. At the same time, it provides space for the buffer deformation of the steel box 2 and the hollow steel balls 6.

[0065] In this embodiment, the hollow steel ball has a diameter of 1m, a radius of 500mm, and a wall thickness of 3~4mm, that is, the ratio of the wall thickness to the radius of the hollow steel ball is 1:125~167.

[0066] Example 2

[0067] See Figures 4-5 ,Depend on Figure 4 As can be seen, the difference between Embodiment 2 and Embodiment 1 lies in that the anti-ship collision facility in Embodiment 2 is arranged in a runway shape, i.e., an oblong shape. This, along with squares, rectangles, and circles, belongs to the annular form described in this invention. The internal energy-dissipating structure of this embodiment, based on the steel box dimensions, is a spherical energy-dissipating structure composed of two layers and three rows of tightly stacked hollow steel balls 6. Simultaneously, the steel box 2 contains a partition 9 with a grass-shaped structure, which divides the hollow steel balls into several stable areas. Those skilled in the art will understand that the specific cross-sectional shape, dimensions, and size of the anti-ship collision facility can be adjusted accordingly to form a comprehensive protective structure around the bridge pier.

[0068] See Figures 6-10 , Figure 6This is a finite element model of the anti-ship collision facility for bridge piers described in Embodiment 2 of the present invention; Figure 7 This image shows the damage to a ship after a traditional steel structure anti-collision device is subjected to an impact. Figure 8 This is a diagram showing the damage to a ship after the anti-ship collision facility for the bridge pier described in Embodiment 2 of the present invention was impacted. Figure 9 This image shows the damage to the crash box of a traditional steel structure crash barrier after an impact. Figure 10 This is a diagram showing the damage to the bridge pier anti-ship collision facility described in Embodiment 2 of the present invention after an impact; by comparison... Figures 7~10 It can be seen that the bridge pier anti-ship collision facility described in Embodiment 2 of the present invention is significantly superior to traditional steel structure anti-ship collision devices in terms of both damage to ships and damage to anti-ship collision boxes or facilities. Specifically, compared with... Figure 7 and Figure 8 It can be seen that after a traditional steel structure anti-collision device is impacted, both the hull position 11 and the bow position 12 of the ship are damaged, and the maximum effective plastic strain is 0.2. However, after an impact, the pier anti-ship collision facility described in Embodiment 2 of this invention does not damage the hull position 11 of the ship, and the maximum effective plastic strain corresponding to the damage to the bow position 12 is only 0.1108. This demonstrates that the facility described in this invention can effectively prevent ship damage. (Comparison) Figure 9 and Figure 10 It can be seen that, under the same size conditions of traditional steel structure anti-collision devices and bridge pier anti-ship collision facilities described in Embodiment 2 of the present invention, the traditional steel structure anti-collision device causes greater damage at the facility impact position 13 after a collision, while the bridge pier anti-ship collision facilities described in Embodiment 2 of the present invention cause significantly less damage at the facility impact position 13.

[0069] In this embodiment, the hollow steel balls in the crash box segment may have the same or different diameters, but at least one or two rows of hollow steel balls have most of the same diameter. These hollow steel balls are called the main hollow steel balls. At the beginning and end of the crash box segment, there are also 1 to 3 secondary hollow steel balls with different diameters, all smaller than the main hollow steel balls, to fill the entire steel box. On the radial outer side of the pier, there are also special hollow steel balls with a diameter larger than the main hollow steel balls inside the crash box segment. The diameter of each special hollow steel ball is designed according to the external dimensions of the crash box segment.

[0070] Depend on Figures 7~10 It is evident that, compared to traditional energy-consuming structures, the facility described in this invention has a more significant buffering effect, causes less damage to bridge piers and ships, and reduces the amount of steel used, effectively reducing the amount of engineering work and saving costs.

[0071] In summary, this invention belongs to the field of bridge collision protection, specifically relating to a facility for protecting bridge piers from ship collisions. It includes several collision protection box segments arranged radially outwards from the bridge pier and assembled into a ring shape. Adjacent collision protection box segments are fixedly connected end-to-end via flange connecting plates and watertight compartments. Each collision protection box segment includes a steel box and a UHPC layer fixedly disposed on the side of the steel box. The steel box includes a closed shell composed of steel plates, and hollow steel spheres and partitions are disposed inside the steel box. The hollow steel spheres are arranged in at least two layers vertically and at least two rows radially inwards and outwards within the steel box. The partitions separate each layer and each row of hollow steel spheres. The ratio of the wall thickness to the radius of the hollow steel spheres is 1:20~500. The bridge pier collision protection facility provided by this invention can reduce the damage to bridge piers and ships during ship collisions, improve mechanical properties, and solve the problems of high maintenance costs, poor economy, and poor durability of existing bridge pier collision protection devices.

[0072] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A facility for preventing ship collisions on bridge piers, characterized in that, The facility includes several anti-collision box segments located radially outside the pier (10) and used for assembly into a ring shape. The ends of two adjacent anti-collision box segments are fixedly connected by flange connecting plates (4) and watertight chambers (5). The watertight chambers are used for the installation and maintenance of the anti-collision box segments. Each anti-collision box segment includes a steel box (2) and a UHPC layer (1) fixedly installed on the side of the steel box. The steel box includes a closed box shell composed of steel plates. Hollow steel balls (6) and partitions (9) are provided inside the steel box. The hollow steel balls are arranged in at least two layers and at least two rows radially inside and outside the steel box. The partitions separate each layer and each row of hollow steel balls. The ratio of the wall thickness to the radius of the hollow steel ball is 1:20~500.

2. The facility for preventing ship collisions on bridge piers according to claim 1, characterized in that, The top surface, bottom surface, and local areas of the side surface used to connect with the flange connecting plate (4) of the steel box (2) are not connected to the UHPC layer (1), while the areas on the side surface of the steel box (2) not used to connect with the flange connecting plate (4) are connected to the UHPC layer (1); the surfaces of the steel box (2) without the UHPC layer (1) are all provided with a waterproof coating.

3. The facility for preventing ship collisions on bridge piers according to claim 2, characterized in that, A waterproof coating is provided on the surface of the UHPC layer (1).

4. The facility for preventing ship collisions on bridge piers according to claim 1, characterized in that, The hollow steel balls are arranged in 2-3 layers inside the steel box and 2-4 rows radially inside and outside. The outer diameter of the hollow steel balls is 1 / 4 to 1 / 2 of the width of the anti-collision box segment. The ratio of the wall thickness of the hollow steel balls to the radius of the hollow steel balls is 1:50 to 300.

5. The facility for preventing ship collisions on bridge piers according to claim 1, characterized in that, The ratio of the wall thickness to the radius of the hollow steel ball is 1:100~200, and the hollow steel balls in the same layer and row are welded and fixed together.

6. The facility for preventing ship collisions on bridge piers according to claim 1, characterized in that, The hollow steel ball is filled with gas or foam material (7).

7. The facility for preventing ship collisions on bridge piers according to claim 6, characterized in that, The gas is a compressed gas with a pressure between 1.05 and 2.5 bar.

8. The facility for preventing ship collisions on bridge piers according to claim 1, characterized in that, The anti-collision box segment also includes reinforcing bars (8) that are set inside the UHPC layer (1) and directly or indirectly connected to the steel box (2).

9. The facility for preventing ship collisions on bridge piers according to claim 8, characterized in that, The reinforcing bars are arranged horizontally and vertically, and the steel box is provided with studs for welding and fixing the reinforcing bars. The reinforcing bars and studs are used together to prevent the UHPC layer (1) from peeling off.

10. The facility for preventing ship collisions on bridge piers according to any one of claims 1 to 9, characterized in that, The thickness of the UHPC layer (1) is 26~200mm, preferably 30~100mm; a waterproof gasket is provided between two adjacent flange connecting plates, and each flange connecting plate is provided with a connection hole. A high-strength bolt is installed through the connection hole and tightened with a stainless steel nut to make the adjacent flange connecting plates tightly connected; the facility also includes a buffer structure (3) provided between the pier and the inner side of the steel box, and the buffer structure (3) is a rubber structure.

Images