Vehicle collision prevention device for bridge pier

Abstract

The invention discloses a bridge pier vehicle collision prevention device and relates to the technical field of bridge engineering, the bridge pier vehicle collision prevention device comprises a plurality of collision prevention units and connecting pieces, the connecting pieces comprise first connecting pieces and second connecting pieces, and at least two collision prevention units distributed in the first direction are connected through the first connecting pieces; the second connecting piece is connected between at least two anti-collision units distributed in the second direction. By means of the mode that the second connecting pieces are connected to the at least two anti-collision units distributed in the second direction, positioning and assembling between the anti-collision units can be rapidly achieved, the connecting stability is guaranteed, unit separation is effectively limited, impact force generated when the anti-collision units are stressed can be directly transmitted between the adjacent units through the connecting pieces, and the service life of the anti-collision units is prolonged. And meanwhile, the assembly process is simplified, the whole anti-collision structure forms a coherent stress system, and the efficiency of dispersing the collision force is improved.

Description

Technical Field

[0001] This application relates to the field of bridge engineering technology, and in particular to a bridge pier anti-vehicle collision device. Background Technology

[0002] With the rapid development of modern transportation, urban overpasses and bridges are increasing. However, accidents involving vehicles colliding with bridge piers are also on the rise. The impact force during the collision has a direct or indirect effect on the structure of the bridge piers. Therefore, research on anti-vehicle collision devices for bridge piers is of great significance.

[0003] Existing crash barriers are installed around the bridge piers, and these barriers must directly absorb the impact force upon vehicle collision. However, the buffering capacity of existing crash barriers is insufficient. Even after being fully loaded and damaged, the impact force cannot be reduced to the expected safe range, and the remaining impact force may directly act on the bridge piers, damaging their structural safety. Summary of the Invention

[0004] The purpose of this application is to provide a bridge pier anti-vehicle collision device to alleviate or solve the above-mentioned technical problems existing in the prior art.

[0005] This application provides a bridge pier anti-vehicle collision device, which includes multiple anti-collision units and connectors. The anti-collision units are used to cover the outer surface of the bridge pier. Two adjacent anti-collision units are distributed sequentially along a first direction or a second direction. The connectors include a first connector and a second connector. The first connector connects at least two anti-collision units distributed along the first direction, and the second connector connects between at least two anti-collision units distributed along the second direction. The side of the anti-collision unit is provided with an installation groove. The second connector is simultaneously embedded between the installation grooves of two adjacent anti-collision units and restricts the separation of the two anti-collision units distributed along the second direction.

[0006] The technical solution adopted in this application achieves the following beneficial effects: Anti-collision units cover and connect to the outer surface of the bridge pier to improve its protective capabilities and effectively resist impacts from all directions. Multiple anti-collision units are arranged sequentially along a first or second direction. A first connector connects at least two anti-collision units distributed in the first direction, while a second connector is embedded in the connecting mounting groove on the side of adjacent anti-collision units along the second direction, restricting their separation and forming a unified whole. When a vehicle collides, the integrated bridge pier anti-collision device can quickly absorb the impact force and distribute it evenly along the first and second directions. Specifically, when radial collapse occurs, the multiple anti-collision units along the second direction will evenly distribute and absorb the impact force. This is achieved by multiple anti-collision units sharing the force and offsetting part of the impact energy, preventing localized areas from bearing the load alone and causing damage, significantly reducing the impact force directly transmitted to the bridge pier, effectively reducing damage to the bridge pier caused by impacts, and ensuring the structural safety and operational stability of the bridge pier.

[0007] Compared to existing technologies, the method of connecting at least two anti-collision units distributed along the second direction through the second connector can quickly achieve the positioning and assembly between the anti-collision units. This ensures the stability of the connection, effectively restricts the separation of the units, and allows the impact force to be directly transmitted between adjacent units through the connector, avoiding the connection part from becoming a weak point. At the same time, it simplifies the assembly process, allowing the overall anti-collision structure to form a coherent force-bearing system and improving the efficiency of dispersing impact force. Attached Figure Description

[0008] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0009] Figure 1 This is a schematic diagram of the structure of a bridge pier anti-vehicle collision device and a bridge pier, illustrating an exemplary embodiment of this application; Figure 2 yes Figure 1 Enlarged view of point a in the image; Figure 3 This is a cross-sectional view of a bridge pier anti-vehicle collision device and a bridge pier, as illustrated in an exemplary embodiment of this application; Figure 4 This is a schematic diagram of the structure of an anti-collision unit shown in an exemplary embodiment of this application; Figure 5 This is a schematic diagram illustrating the structure of the first mounting plate, the second mounting plate, the first energy-absorbing member, and the second energy-absorbing member in an exemplary embodiment of this application; Figure 6 This is a schematic diagram of the structure of the second energy-absorbing part shown in an exemplary embodiment of this application; Figure 7 This is a schematic diagram of the structure of a bridge pier, abutment, and energy dissipation components, as illustrated in an exemplary embodiment of this application. Figure 8 This is a schematic diagram of the structure of an energy-consuming component shown in an exemplary embodiment of this application; Figure 9 This is a structural schematic diagram of a bridge pier, abutment, and energy-dissipating components from another perspective, as shown in an exemplary embodiment of this application.

[0010] In the diagram: 100, Bridge pier anti-vehicle collision device; 110, Anti-collision unit; 111, Mounting groove; 1111, Limiting mating part; 112, Through hole; 113, First energy-absorbing part; 1131, Crest part; 1132, Trough part; 114, Second energy-absorbing part; 1141, Energy-absorbing component; 1142, First mounting plate; 1143, Second mounting plate; 1144, First energy-absorbing component; 1145, Second... Energy-absorbing component; 115, shell; 1151, installation space; 1152, partition; 116, sub-energy-absorbing part; 120, connector; 121, first connector; 122, second connector; 1221, limiting part; 130, energy-dissipating component; 131, expansion pipe; 132, mounting part; 133, fastener; 134, stop; 135, energy-dissipating part; 200, pier; 300, foundation. Detailed Implementation

[0011] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0012] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0013] In developing this application, the applicant discovered that the anti-collision device's cushioning performance is insufficient. This is because the anti-collision device is composed of multiple parts. When a vehicle impacts a part of the anti-collision device, that part experiences a large instantaneous impact force, causing it to collapse radially inward along the pier. During this deformation and collapse, this part detaches from the other parts and bears the impact load independently. However, this part has limited load-bearing capacity and cannot completely absorb the load; the remaining impact force may directly act on the pier, damaging its structural safety.

[0014] This application provides a bridge pier anti-vehicle collision device 100, please refer to... Figure 1The bridge pier anti-vehicle collision device 100 includes multiple anti-collision units 110 and connectors 120. The anti-collision units 110 are used to cover the outer surface of the bridge pier 200, and the connectors 120 connect adjacent anti-collision units 110. It should be noted that the bridge pier anti-vehicle collision device 100 can absorb the impact force of cars or ships hitting the bridge pier 200, and there are no restrictions on the shape and specifications of the bridge pier 200.

[0015] Please see Figure 1 , Figure 2 as well as Figure 3 Adjacent anti-collision units 110 are sequentially distributed along either a first direction or a second direction. The number of anti-collision units 110 can be 2, 3, etc., and is not limited. Of course, multiple anti-collision units 110 can be distributed simultaneously along both the first and second directions. For example, multiple anti-collision units 110 can simultaneously form a ring-shaped anti-collision assembly along the second direction. It is understood that the anti-collision units 110 can be arc-shaped, rectangular, etc., and is not limited. For example, multiple arc-shaped anti-collision units 110 can be connected end-to-end to form a ring-shaped structure surrounding the pier 200. The number of anti-collision assemblies can be multiple, and these multiple anti-collision assemblies can be arranged along the first direction to protect every area on the pier 200. The first and second directions intersect. For example, the first direction can be the axial direction of the pier 200 (e.g., the axial direction of the pier 200). Figure 3 As shown in L1), the second direction can be the circumferential direction of the pier 200.

[0016] Please see Figure 1 as well as Figure 3The connector 120 may include a first connector 121 and a second connector 122. For example, both the first connector 121 and the second connector 122 are rod-shaped structures. The first connector 121 connects at least two anti-collision units 110 distributed along a first direction, and the second connector 122 connects between at least two anti-collision units 110 distributed along a second direction. Each anti-collision unit 110 has a mounting groove 111 on its side. The second connector 122 simultaneously embeds into the mounting grooves 111 of two adjacent anti-collision units 110, connecting them and preventing separation of the two anti-collision units 110 distributed along the second direction. The first connector 121 connects at least two anti-collision units 110 distributed in the first direction, and the second connector 122 embeds into the connecting mounting grooves 111 on the sides of adjacent anti-collision units 110 in the second direction, preventing their separation and forming a unified structure of all anti-collision units 110. When a vehicle collides, the integrated bridge pier anti-vehicle collision device 100 can quickly absorb the impact force and distribute it evenly along the first and second directions. Among them, the multiple anti-collision units 110 along the second direction will evenly distribute and absorb the impact force when radial collapse occurs. This is achieved by multiple anti-collision units 110 working together to bear the force and offset part of the impact energy, avoiding damage to local areas that bear the load alone, greatly reducing the impact force directly transmitted to the pier 200, effectively reducing the damage to the pier 200 caused by the impact, and ensuring the structural safety and operational stability of the pier 200.

[0017] Compared with existing technologies, the method of connecting at least two anti-collision units 110 distributed along the second direction through the second connector 122 can quickly realize the positioning and assembly between the anti-collision units 110. This ensures the stability of the connection, effectively restricts the separation of the units, and allows the impact force to be directly transmitted between adjacent units through the connector 120, avoiding the connection part from becoming a weak point. At the same time, it simplifies the assembly process, allowing the overall anti-collision structure to form a coherent force system and improve the efficiency of dispersing impact force.

[0018] Furthermore, the anti-collision unit 110 can be spaced apart from the pier 200, meaning there is a deformation space between the anti-collision unit 110 and the pier 200. Under external impact, the anti-collision unit 110 can deform first, gradually absorbing the impact load before contacting the pier 200, preventing the pier 200 from directly transmitting the impact force and improving protection. Moreover, each anti-collision unit 110 and the pier 200 can be safely positioned using limiting blocks, etc. The limiting blocks can be arc-shaped or strip-shaped, etc., to improve assembly efficiency.

[0019] In the embodiments of this application, please refer to Figure 3The anti-collision unit 110 has a through hole 112 extending through itself along a first direction. A first connector 121 is simultaneously inserted into the through holes 112 of at least two anti-collision units 110, connecting the at least two anti-collision units 110 distributed along the first direction. Furthermore, multiple anti-collision units 110 are stacked sequentially along the first direction, with the through holes 112 of the multiple anti-collision units 110 interconnected. The first connector 121 can be an elongated structure, capable of being inserted into multiple through holes 112. By inserting the first connector 121 into the through holes 112 of at least two anti-collision units 110 distributed along the first direction, a stable connection of the multiple anti-collision units 110 is achieved, allowing the bridge pier anti-vehicle collision device 100 to form a continuous and integrated protective structure along the first direction. This significantly improves the overall rigidity and load-bearing capacity of the anti-collision system, enhancing the protective effect on the bridge pier 200.

[0020] Please refer again to the embodiments in this application. Figure 2 The second connector 122 has a limiting portion 1221 on its outer periphery, and the groove wall of the mounting groove 111 is provided with a limiting mating portion 1111. Further, one of the limiting portion 1221 and the limiting mating portion 1111 is a protruding structure, and the other is a recessed structure, with the protruding and recessed structures providing a limiting fit. When the second connector 122 is simultaneously embedded in the mounting grooves 111 of two adjacent anti-collision units 110, the limiting portion 1221 and the limiting mating portion 1111 provide a limiting fit to prevent the separation of the two anti-collision units 110 distributed along the second direction. Further, the limiting portion 1221 can be a groove with protrusions on its groove wall. While the second connector 122 is simultaneously embedded in the mounting grooves 111 of two adjacent anti-collision units 110, the protrusions of the mounting grooves 111 of the two adjacent anti-collision units 110 can simultaneously embed into the groove of the second connector 122, forming a bidirectional limiting fixation, effectively preventing the anti-collision units 110 from separating, and ensuring the integrity and stability of the anti-collision structure.

[0021] Understandably, the number of limiting portions 1221 and limiting mating portions 1111 can be multiple, such as 2, 3, or even more. For example, multiple limiting portions 1221 are spaced apart on the outer periphery of the second connector 122, and multiple limiting mating portions 1111 are spaced apart on the groove wall forming the mounting groove 111. Each limiting portion 1221 can restrict at least one limiting mating portion 1111 in two adjacent anti-collision units 110, and each second connector 122 can restrict the separation of two adjacent anti-collision units 110.

[0022] In this application, please refer to Figure 4The anti-collision unit 110 may include a first energy-absorbing part 113 and a second energy-absorbing part 114. The first energy-absorbing part 113 and the second energy-absorbing part 114 are disposed on the outer surface of the pier 200 and are distributed sequentially along the radial direction of the pier 200. The first energy-absorbing part 113 is located on the side of the second energy-absorbing part 114 away from the pier 200. The first energy-absorbing part 113 can absorb energy before the second energy-absorbing part 114. The first energy-absorbing part 113 rapidly consumes some energy through collapse and other means, reducing the impact force intensity. Under the absorption of the first energy-absorbing part 113, the impact force can be significantly reduced. Even if some impact force is still transmitted to the second energy-absorbing part 114, its energy has been significantly reduced. The second energy-absorbing part 114 can continuously attenuate the remaining impact force, prevent the force from penetrating, and effectively prevent the impact force from having a destructive effect on the pier 200.

[0023] Preferably, the extending directions of the first energy-absorbing part 113 and the second energy-absorbing part 114 intersect, and the angle between them can be greater than 0 and less than or equal to 90°, such as 30°, 60°, or 90°. For example, the first energy-absorbing part 113 is arranged vertically, the vehicle impact direction is horizontal, and the arrangement direction of the first energy-absorbing part 113 is perpendicular to the impacting vehicle. After being impacted, the first energy-absorbing part 113 transfers energy in all directions, absorbing more collapse energy and reducing the impact intensity. The second energy-absorbing part 114 is arranged horizontally, forming a barrier in the horizontal direction to absorb the remaining impact force and prevent the remaining impact force from penetrating the second energy-absorbing part 114 in the horizontal direction, thus compromising the structural safety of the bridge pier 200.

[0024] In the embodiments of this application, please refer to Figure 4The anti-collision unit 110 may include a housing 115, which may be made of a polymer material or the like. The housing 115 has an installation space 1151, in which the first energy-absorbing part 113 and the second energy-absorbing part 114 are both installed. The housing 115 is provided with a partition 1152, which separates the first energy-absorbing part 113 and the second energy-absorbing part 114. Both the first energy-absorbing part 113 and the second energy-absorbing part 114 are assembled within the installation space 1151 of the housing 115, and the partition 1152 places the first energy-absorbing part 113 and the second energy-absorbing part 114 in two relatively independent areas. For example, the partition 1152 divides the installation space 1151 into a first area and a second area, with the first area located on the side of the second area away from the pier 200, the first energy-absorbing part 113 disposed in the first area, and the second energy-absorbing part 114 disposed in the second area. The first energy-absorbing part 113 and the second energy-absorbing part 114 do not interfere with each other in space, and each maintains its structural integrity and functional independence. When the first energy-absorbing part 113 deforms and absorbs a large amount of impact force, it can press the second energy-absorbing part 114 as a whole with the partition 1152. The second energy-absorbing part 114 absorbs energy as a whole, avoiding excessive force concentration on the second energy-absorbing part 114, which would cause the impact force to penetrate the second energy-absorbing part 114. It also avoids mutual compression and interference caused by contact due to installation position, ensuring that the two can play their energy-absorbing roles in sequence during impact, without affecting their respective collapse paths and energy absorption efficiency.

[0025] Understandably, at least one of the first energy-absorbing part 113 and the second energy-absorbing part 114 is made of a negative Poisson's ratio material (NPR). NPR materials are characterized by being non-magnetic, high-strength, high-toughness, and highly uniformly elongated. Preferably, both the first energy-absorbing part 113 and the second energy-absorbing part 114 are negative Poisson's ratio materials. When subjected to force, negative Poisson's ratio materials do not contract along the direction perpendicular to the force; instead, they expand, enabling them to efficiently absorb energy upon impact and further enhance protective capabilities.

[0026] In one implementation, please continue reading Figure 4The first energy-absorbing part 113 may include alternating crests 1131 and troughs 1132, both extending along a first direction. In other words, the first energy-absorbing part 113 may be a corrugated plate, and its structure may be wave-shaped, etc. The crests 1131 and troughs 1132 may be integrally formed, and the number of crests 1131 and troughs 1132 may be one, two, or more; this application does not limit the number. When the first energy-absorbing part 113 is subjected to external impact, multiple crests and troughs will deform sequentially, rather than a single part bearing the entire load. The folding and compression of each crest can consume a portion of energy, and the superposition effect of multiple crests increases the total energy absorption capacity of the corrugated plate, thereby reducing the impact force transmitted to the second energy-absorbing part 114 and improving the safety of the bridge pier 200.

[0027] In another implementation, please refer to [link / reference needed]. Figure 4 The second energy-absorbing part 114 may include an energy-absorbing element 1141, with its opposite ends bent and respectively abutting against the inner wall of the housing 115 and the partition 1152. The energy-absorbing element 1141 may be an arc-shaped structure and is elastic. The energy-absorbing element 1141 is located on a first plane, which may be parallel to or overlap with a horizontal plane, and is perpendicular to a first direction. The elastic second energy-absorbing part 114 can deform and absorb residual impact force, preventing the residual impact force from penetrating the second energy-absorbing part 114 in the horizontal direction and compromising the structural safety of the pier 200.

[0028] In another embodiment, the first energy-absorbing part 113 includes alternating crests 1131 and troughs 1132, while the second energy-absorbing part 114 includes energy-absorbing members 1141 with both ends bent. The extending directions of the crests 1131 and troughs 1132 intersect with the extending direction of the energy-absorbing members 1141, further improving the effect of absorbing impact force and protecting the structural safety of the pier 200.

[0029] In the embodiments of this application, please continue to refer to Figure 4The second energy-absorbing part 114 may further include a first mounting plate 1142 and a second mounting plate 1143. The first mounting plate 1142 is connected to the inner wall of the housing 115, and the second mounting plate 1143 is connected to the partition plate 1152. The number of energy-absorbing elements 1141 can be multiple, such as two or three… or more; this application does not limit the number. The opposite ends of the multiple energy-absorbing elements 1141 are connected between the first mounting plate 1142 and the second mounting plate 1143 to form a sub-energy-absorbing part 116. The multiple sub-energy-absorbing parts 116 are spaced apart along the second direction to form the second energy-absorbing part 114. The two ends of the multiple energy-absorbing elements 1141 are respectively connected between two mounting plates to form a sub-energy-absorbing part 116. The multiple sub-energy-absorbing parts 116 are spaced apart along the second direction to form the complete second energy-absorbing part 114. The regional layout facilitates installation and fixation, improving assembly efficiency. It also allows the impact force to be distributed among multiple sub-energy-absorbing units 116, preventing premature structural failure due to localized overload. Simultaneous energy absorption in multiple regions extends the energy dissipation path, increasing the total energy absorption capacity and enhancing impact resistance. Furthermore, after multiple energy-absorbing components 1141 form more concentrated sub-energy-absorbing units 116 via the first mounting plate 1142 and the second mounting plate 1143, they can support each other to maintain the direction of force, reducing the probability of deflection during impact. This better ensures that the force direction of a greater number of energy-absorbing components 1141 is aligned with the impact force, maximizing the absorption of impact energy.

[0030] Please continue reading. Figure 4 as well as Figure 5 The energy-absorbing component 1141 includes a first energy-absorbing component 1144 and a second energy-absorbing component 1145. In the projection of the first direction, the opposite ends of the first energy-absorbing component 1144 and the second energy-absorbing component 1145 in the same sub-energy-absorbing part 116 are bent towards each other. Because the opposite ends of the first energy-absorbing component 1144 and the second energy-absorbing component 1145 are respectively fixed to the first mounting plate 1142 and the second mounting plate 1143, the first energy-absorbing component 1144 and the second energy-absorbing component 1145 will bend and deform in a direction away from each other when impacted. This deformation mode expands the deformation stroke of the energy-absorbing component 1141, increases the energy consumption efficiency per unit time, and at the same time, the bending structure makes the deformation smooth and controllable, avoids instantaneous breakage, and ensures the continuous stability of the energy absorption process. This can prevent the first energy-absorbing component 1144 and the second energy-absorbing component 1145 from interfering with each other and causing structural damage.

[0031] Please see Figure 6 In the first direction (e.g.) Figure 6As shown in L1, the first energy-absorbing element 1144 and the second energy-absorbing element 1145 in the same sub-energy-absorbing section 116 are arranged at intervals. This interval arrangement disperses the impact force points of the second energy-absorbing section 114 itself, preventing the impact force from concentrating in a single area. The spaced-apart first energy-absorbing element 1144 and second energy-absorbing element 1145 form a module that supports each other, preventing deformation in one direction from causing structural distortion of the second energy-absorbing section 114, maintaining a stable force direction, and reducing the possibility of deflection of the energy-absorbing structure during impact. The interval arrangement ensures that the deformation of the energy-absorbing elements 1141 does not interfere with each other, allowing each to fully exert its energy-absorbing function. The combined effect further improves the overall energy absorption efficiency and enhances the structural impact resistance reliability.

[0032] In the embodiments of this application, please refer to Figure 7 The bridge pier anti-vehicle collision device 100 may also include an energy-dissipating component 130, which is used to connect to the pier cap 300, and the pier cap 300 is used to support and connect to the bridge pier 200. It should be noted that the pier cap 300 has a bearing surface, and the bridge pier 200 is disposed on the bearing surface and connected to the pier cap 300. The anti-collision unit 110 is placed on the bearing surface of the pier cap 300, and the energy-dissipating component 130 may also be disposed on the bearing surface of the pier cap 300, connected to the pier cap 300.

[0033] Please continue reading. Figure 7 The energy dissipation component 130 abuts against the surface of the pier anti-collision device 100 that is away from the pier 200. When the anti-collision unit 110 is impacted and deforms, the energy dissipation component 130 deforms to absorb the force transmitted by the anti-collision unit 110. Specifically, after the anti-collision unit 110 is impacted, the end of the anti-collision unit 110 near the pier cap 300 moves away from the pier 200 and pushes the energy dissipation component 130. The energy dissipation component 130 can absorb the force and deform, which can reduce the impact force on the pier 200 and prevent the anti-collision unit 110 from separating and disintegrating after being impacted.

[0034] In one implementation, please continue reading Figure 7The energy-dissipating component 130 may include an expanding pipe 131, a mounting member 132, a fastener 133, and a stop member 134. The stop member 134 abuts against the surface of the anti-collision unit 110 away from the pier 200. In one case, the stop member 134 can press the anti-collision unit 110 against the pier 200. Of course, in another case, the stop member 134 abuts against the surface of the anti-collision unit 110, and the anti-collision unit 110 and the pier 200 are spaced apart. The mounting member 132 is used to fix the pier cap 300, the fastener 133 is fixedly installed on the mounting member 132, and the expanding pipe 131 is movably disposed relative to the fastener 133. The fastener 133 presses against the expanding pipe 131, and the cross-sectional area of ​​the fastener 133 gradually increases along the direction from the expanding pipe 131 to the fastener 133. When the anti-collision unit 110 deforms, the stop member 134 drives the expansion tube 131 to move toward the fastener 133. The expansion tube 131 deforms under the pressure of the fastener 133, and at least part of the diameter of the expansion tube 131 increases to absorb the force transmitted by the anti-collision unit 110.

[0035] More specifically, the fastener 133 can be a bolt or a pressure block, with the cross-sectional area of ​​the pressure block gradually increasing along the direction from the expanding pipe 131 to the fastener 133. The stop member 134 can be a clamping angle steel, with its opposite ends bent. The stop member 134 can include a first part and a second part, which are connected and form an angle between them. The first part is placed at the bottom of the anti-collision unit 110 and is tightly fitted against it, while the second part is connected to the expanding pipe 131. When the anti-collision unit 110 is impacted, the portion of the anti-collision unit 110 that is in contact with the stop member 134 will generate a force, which is opposite in direction to the impact force. This force will pry the stop member 134, causing the expanding pipe 131 to displace as well. The expansion tube 131 moves along the bolt. Under the squeezing action of the pressure block, the expansion tube 131 deforms and expands along the inclined surface of the pressure block, thereby achieving the function of energy dissipation.

[0036] For a better option, please continue reading. Figure 8 as well as Figure 9 In the energy dissipation component 130, the expanding tube 131, the mounting component 132, and the fastener 133 can form an energy dissipation section 135. The number of energy dissipation sections 135 can be multiple, such as two, three, etc., without limitation. Each stop member 134 is provided with multiple openings, and each opening can accommodate one energy dissipation section 135. The stop members 134 can correspond one-to-one with the anti-collision units 110. This allows energy to be dissipated through the expanding tubes 131 of multiple energy dissipation sections 135, dispersing the impact force over a larger area of ​​the bearing platform 300 and further improving the anti-collision effect.

[0037] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0038] Furthermore, it should be noted that the scope of the methods and apparatus in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. In addition, features described with reference to certain examples may be combined in other examples.

[0039] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A bridge pier anti-vehicle collision device, characterized in that, The pier anti-collision device comprises a plurality of anti-collision units and connecting pieces, wherein: The adjacent two anti-collision units are sequentially distributed along the first direction or the second direction, and the anti-collision units are used to cover the outer surface of the pier; The connecting pieces comprise first connecting pieces and second connecting pieces, at least two anti-collision units distributed along the first direction are connected through the first connecting pieces, and the second connecting pieces are connected between at least two anti-collision units distributed along the second direction; The side surface of the anti-collision unit is provided with a mounting groove, the second connecting piece is simultaneously embedded between the mounting grooves of the adjacent two anti-collision units, and the separation of the two anti-collision units distributed along the second direction is limited, and the first direction and the second direction intersect.

2. The vehicle impact absorbing device for a pier according to claim 1, wherein The anti-collision unit is provided with a through hole penetrating itself along the first direction, and the first connecting piece is simultaneously inserted into the through holes in at least two anti-collision units, so that at least two anti-collision units distributed along the first direction are connected. And / or, the outer periphery of the second connecting piece is provided with a limiting portion, the groove wall forming the mounting groove is provided with a limiting matching portion, and in the case that the second connecting piece is simultaneously embedded in the mounting grooves of the adjacent two anti-collision units, the limiting portion and the limiting matching portion are limited and matched to limit the separation of the two anti-collision units distributed along the second direction.

3. The vehicle impact absorbing pier of claim 1, wherein The anti-collision unit comprises a first energy-absorbing part and a second energy-absorbing part, the first energy-absorbing part and the second energy-absorbing part are arranged on the outer surface of the pier and sequentially distributed along the radial direction of the pier, the first energy-absorbing part is located on the side away from the pier of the second energy-absorbing part, and the extension direction of the first energy-absorbing part intersects the extension direction of the second energy-absorbing part.

4. The vehicle impact absorbing device for a pier according to claim 3, characterized by The anti-collision unit comprises a shell, the shell has a mounting space inside, the first energy-absorbing part and the second energy-absorbing part are both mounted in the mounting space, and the shell is provided with a partition plate for separating the first energy-absorbing part and the second energy-absorbing part. And / or, at least one of the first energy-absorbing part and the second energy-absorbing part is made of a negative Poisson's ratio material.

5. The vehicle impact absorbing device for a pier according to claim 4, wherein The first energy-absorbing part comprises alternatingly arranged peak portions and valley portions, and the peak portions and the valley portions are arranged along the first direction; And / or, the second energy-absorbing part comprises an energy-absorbing piece, the opposite ends of the energy-absorbing piece are bent, and the opposite ends of the energy-absorbing piece abut the inner wall of the shell and the partition plate respectively.

6. The vehicle impact absorbing device for a pier according to claim 5, wherein The second energy-absorbing part further comprises a first mounting plate and a second mounting plate, the first mounting plate is connected to the inner wall of the shell, the second mounting plate is connected to the partition plate, the number of the energy-absorbing pieces is plural, the opposite ends of the plural energy-absorbing pieces are connected between the first mounting plate and the second mounting plate to form a sub energy-absorbing part, and the plural sub energy-absorbing parts are spaced apart along the second direction to form the second energy-absorbing part.

7. The vehicle impact absorbing pier of claim 6, wherein The energy-absorbing piece comprises a first energy-absorbing piece and a second energy-absorbing piece, and in the first direction projection, the opposite ends of the first energy-absorbing piece and the second energy-absorbing piece in the same sub energy-absorbing part are bent towards each other.

8. The vehicle impact absorbing device for a pier according to claim 7, wherein In the first direction, the first energy-absorbing members and the second energy-absorbing members in the same sub-energy-absorbing part are arranged at intervals. And / or, the first energy-absorbing members and the second energy-absorbing members in the same sub-energy-absorbing part are alternately distributed.

9. The vehicle impact absorbing pier of claim 1, wherein The pier anti-vehicle-crash device comprises an energy-dissipation assembly, the energy-dissipation assembly is used for connecting a bearing platform, the bearing platform is adapted to support and connect the pier, the energy-dissipation assembly is abutted against a surface of the anti-crash unit away from the pier, in the case that the anti-crash unit is impacted and deformed, the anti-crash unit extrudes the energy-dissipation assembly, the energy-dissipation assembly is deformed to absorb the force transmitted by the anti-crash unit.

10. The vehicle impact absorbing device for a pier according to claim 9, wherein The energy-dissipation assembly comprises a diameter-expanding pipe, a mounting member, a fastener and a stopper, the mounting member is used for fixedly connecting the bearing platform, the fastener is fixedly installed on the mounting member, the diameter-expanding pipe is movably arranged relative to the fastener, the fastener is abutted against the diameter-expanding pipe, the cross-sectional area of the fastener gradually increases in the direction from the diameter-expanding pipe to the fastener, and the stopper is abutted against the surface of the anti-crash unit away from the pier, in the case that the anti-crash unit is deformed, the stopper drives the diameter-expanding pipe to move towards the fastener, the diameter-expanding pipe is deformed under the extrusion of the fastener to absorb the force transmitted by the anti-crash unit.

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