Method for reinforcing marine engineering anti-collision structure of seawater corrosion resistant stainless steel-carbon steel clad plate

Abstract

The application discloses a reinforcing method for a seawater corrosion resistant stainless steel-carbon steel composite steel plate marine engineering anti-collision structure and belongs to the technical field of marine engineering protection. The method adopts a stainless steel-carbon steel composite steel plate to weld and form a hollow anti-collision main body and a hollow mounting support, a trigger type water inlet valve group is assembled in a convex chamber of a front wall, seawater is injected in advance to form a pre-buffer water pad before impact, flow resistance members and throttle orifice plates are arranged in the inner cavity to realize multi-stage energy dissipation, the cutting edges and nodes of the composite steel plate are sealed and corrosion prevented, and a friction plate is arranged in the support and fixed through insulation measures. The application fully plays the advantages of the composite steel plate, realizes lightweight design, solves the defects of imbalance between corrosion resistance and cost, single energy absorption and large self-weight of the existing structure, improves the stability and impact resistance of the anti-collision structure, adapts to the requirements of floating marine structures, and prolongs the service life.

Description

Technical Field

[0001] This invention relates to the field of marine engineering protection technology, specifically to a method for reinforcing a seawater corrosion-resistant stainless steel-carbon steel composite plate marine engineering anti-collision structure. This method is applicable to the processing and reinforcement of anti-collision structures for various marine engineering facilities such as marine platforms, floating marine structures, wharves, and breakwaters. It can improve the corrosion resistance, impact resistance, and structural stability of the anti-collision structure, extend its service life, fully utilize the material advantages of the stainless steel-carbon steel composite plate, and simultaneously achieve lightweight design to meet the usage requirements of floating marine structures. Background Technology

[0002] With the continuous increase in the development of marine resources, the number of marine engineering facilities such as offshore platforms, floating wind turbine foundations, offshore photovoltaic platforms, and wharves is on the rise. During their service life, these facilities are inevitably subject to impacts from passing ships, ice floes, and other floating objects. Damage to the main structure can cause not only huge economic losses but also serious safety accidents such as oil spills and casualties. Therefore, the development of high-performance collision-resistant structures has always been an important topic in the field of marine engineering.

[0003] Currently, the collision protection structures and related reinforcement methods commonly used in marine engineering have the following technical shortcomings: First, inappropriate material selection makes it difficult to balance corrosion resistance and cost. While all-carbon steel crash barriers are less expensive, they are prone to electrochemical corrosion in seawater, requiring frequent anti-corrosion maintenance or complete replacement, resulting in high maintenance costs throughout their lifecycle. All-stainless steel crash barriers, while exhibiting excellent corrosion resistance, are far more expensive than carbon steel, hindering large-scale application. Although stainless steel-carbon steel composite plates, which have emerged in recent years, combine the corrosion resistance of stainless steel with the high strength and low cost of carbon steel, most existing technologies simply replace ordinary carbon steel plates with composite plates without considering the material properties for targeted structural design, thus failing to fully leverage their performance advantages.

[0004] Second, the energy absorption mechanism is simplistic and the buffering effect is inadequate. Existing crash protection structures rely entirely on the deformation of the materials themselves, primarily the plastic deformation of steel plates and the elastic deformation of rubber or polyurethane foam. There is currently no technology that truly utilizes seawater as an active buffer medium to absorb impact energy. In the event of a high-energy impact, the crash protection structure is prone to instantaneous collapse, with the impact force directly transferred to the main structure, leading to protective failure.

[0005] Third, the structure is heavy. Traditional collision protection structures are mostly made of solid filler or welded thick steel plates, which not only increases the overall load on marine engineering facilities and places higher demands on the load-bearing capacity of the foundation structure, but also generates additional hoisting costs and difficulties during transportation and installation. Especially for floating marine structures, excessive weight can significantly affect their buoyancy balance and attitude stability, increase the load on the mooring system, and may even cause safety hazards due to center of gravity shift.

[0006] Fourth, their functions are limited, failing to achieve multi-level coordinated energy absorption. Most existing collision protection structures only have a single energy-absorbing element, unable to dissipate energy progressively according to the magnitude of the impact. When the impact energy exceeds the design threshold, the collision protection structure will be completely destroyed and cannot be reused. Furthermore, existing structures do not consider energy dissipation at connection nodes, meaning most of the impact energy is ultimately transferred to the main marine engineering structure. Summary of the Invention

[0007] The purpose of this invention is to overcome the aforementioned deficiencies of existing technologies and reinforcement methods, and to provide a reinforcement method for marine engineering collision protection structures made of stainless steel-carbon steel composite plates resistant to seawater corrosion. This method, combined with the material properties of stainless steel-carbon steel composite plates, specifically addresses problems in existing reinforcement methods such as insufficient material utilization, failure to utilize seawater as a buffer medium, heavy structural weight, inability to pre-buffer, lack of multi-stage energy-absorbing reinforcement design, and inadequate sealing and corrosion protection. Through a systematic reinforcement process, the collision protection structure is made lightweight, and its seawater corrosion resistance, impact resistance, and structural stability are improved. This ensures that an effective pre-buffering water cushion can be formed before impact, and impact energy is efficiently dissipated through multi-stage synergistic action, making it suitable for the use requirements of floating marine structures.

[0008] To achieve the above objectives, the present invention provides the following technical solution: A reinforcement method for a seawater corrosion-resistant stainless steel-carbon steel composite plate marine engineering collision protection structure, the key of which includes the following steps: S1. A hollow, closed anti-collision body (1) is formed by welding stainless steel-carbon steel composite steel plates. At least two hollow installation supports (2) are symmetrically fixed and connected to the back of the anti-collision body (1). The connection weld between the body and the supports is continuously welded and reinforced. S2. Multiple convex cavities are formed on the front wall of the anti-collision body (1). A passive trigger water inlet valve group (3) is installed in each convex cavity. The opening pressure of the water inlet valve group (3) is calibrated so that it can only be triggered by the front waves generated during the approach of the impact object. Before the impact object contacts the anti-collision body (1), seawater is injected into the inner cavity of the anti-collision body (1) in advance to form a pre-buffered water cushion. S3. A flow-blocking component is installed in the inner cavity of the anti-collision body (1) so that the injected seawater interacts with the flow-blocking component during the flow process to dissipate the impact energy; S4. The cut edges and connection nodes of the composite steel plate of the anti-collision body (1) are sealed and reinforced for corrosion protection.

[0009] Furthermore, step S3 also includes: setting at least one throttling orifice plate (101) in the inner cavity of the anti-collision body (1) along the impact direction, welding and reinforcing the edge of the throttling orifice plate (101) to the inner wall of the body, dividing the inner cavity into multiple buffer chambers connected sequentially along the impact direction, so that seawater flows through each chamber sequentially to achieve energy dissipation in stages.

[0010] Furthermore, two parallel throttling orifice plates (101) are used to sequentially divide the inner cavity of the anti-collision body (1) into a front cavity (102), a middle cavity (103), and a rear cavity (104); wherein the opening rate of the first throttling orifice plate near the front wall is set to 40% to 60%, and the opening rate of the second throttling orifice plate near the rear wall is set to 20% to 40%, forming a gradient throttling damping with a loose front and tight rear.

[0011] Furthermore, several interleaved damping guide plates (105) are welded inside the cavity (103). The fixed ends of adjacent damping guide plates (105) are located on the top and bottom walls of the cavity (103), forming a continuous S-shaped meandering flow channel, which extends the seawater flow path and increases frictional resistance.

[0012] Furthermore, multiple sets of cylindrical baffle columns (106) arranged in a staggered plum blossom pattern are welded inside the rear cavity (104) as flow-blocking components. The two ends of the baffle columns (106) are fixed to the top and bottom walls of the rear cavity (104) respectively, so that the flowing seawater generates strong turbulence and dissipates energy. A one-way exhaust valve (4) is installed on the rear wall of the rear cavity (104), and its positive opening pressure is set to 0.01MPa to 0.04MPa, which is used to automatically discharge air in the cavity when water enters.

[0013] Furthermore, in step S2, the convex chamber is a semi-cylindrical convex structure with a protrusion height of 50mm to 80mm, and the side wall and front wall of the convex chamber are connected by an arc transition; the passively triggered water inlet valve group (3) is built into the convex chamber, and its front end face does not extend beyond the outer end face of the convex chamber.

[0014] Furthermore, the assembly and reinforcement method of the passively triggered water inlet valve assembly (3) is as follows: the water inlet cylinder (301) is welded and fixed to the front wall of the convex chamber, the piston valve body (302) is elastically slidably assembled in the water inlet cylinder (301) by means of a return spring, and several water inlets (303) are evenly opened on the circumference of the cylinder wall of the water inlet cylinder (301); the opening pressure of the water inlet valve assembly (3) is calibrated to 0.02MPa to 0.08MPa, so that the front wave can push the piston valve body (302) to slide inward to open the water inlet (303).

[0015] Furthermore, step S1 also includes: alternatingly fixing multiple layers of mutually attached friction plates (201) inside the mounting bracket (2), so that frictional heat is generated by the relative sliding between the friction plates (201) during the collapse process of the bracket (2), further dissipating the remaining impact energy; welding a mounting flange (5) at the end of each mounting bracket (2) away from the anti-collision body (1).

[0016] Furthermore, the mounting flange (5) is fixedly connected to the marine engineering structure by bolts, and polytetrafluoroethylene insulating gaskets are installed between the connection surfaces. Stainless steel insulating sleeves are fitted on the outside of the bolts to prevent galvanic corrosion.

[0017] Furthermore, the sealing and anti-corrosion reinforcement method in step S4 is as follows: the cut edges of all composite steel plates of the anti-collision body (1) are fully covered with stainless steel plates, and the stainless steel edging and the stainless steel coating of the body (1) are continuously welded by argon arc welding; epoxy resin sealant is injected into the gap between the stainless steel edging and the interface of the composite steel plate to completely fill all gaps.

[0018] Compared with the prior art, the present invention has the following advantages: 1. This invention solves the problems of unreasonable material selection, underutilization of the performance of composite steel plates, and insufficient connection strength: The invention uses stainless steel-carbon steel composite steel plates to weld and form the anti-collision body and the mounting bracket. Combining the characteristics of "corrosion resistance of stainless steel and high strength of carbon steel" of composite steel plates, the connection weld between the body and the bracket is continuously reinforced by welding. This fully utilizes the material advantages of composite steel plates, improves the connection strength and impact resistance of the overall structure, avoids cracking of the weld due to seawater corrosion, extends the service life of the structure, and balances corrosion resistance and cost-effectiveness.

[0019] 2. This invention solves the problems of a single energy absorption mechanism, failure to utilize seawater as a buffer medium, and inability to pre-buffer: By combining a passively triggered water inlet valve assembly with an outwardly protruding chamber, seawater is injected into the inner cavity before impact to form a pre-buffered water cushion. For the first time, this invention uses seawater as an active buffer medium through reinforcement technology, breaking the limitations of existing reinforcement methods that rely solely on structural deformation to absorb energy. This significantly improves the buffering effect and weakens the initial impact force. At the same time, it avoids the high peak impact force in the initial stage of impact, effectively protecting the main structure of marine engineering projects.

[0020] 3. Solves the problem of excessive structural weight: This invention uses stainless steel-carbon steel composite plates welded into a hollow, enclosed anti-collision body and hollow structure mounting supports, eliminating the need for solid filling or heavy steel plates. While ensuring structural strength and impact resistance, it significantly reduces the self-weight of the anti-collision structure, lowers the overall load on marine engineering facilities, and reduces hoisting costs and difficulties during transportation and installation. It is especially suitable for the use of floating marine structures, avoiding the impact of excessive self-weight on buoyancy balance, attitude stability, and mooring system load, and eliminating safety hazards caused by center of gravity shift.

[0021] 4. It solves the problem of single function and inability to achieve multi-level coordinated energy absorption: By setting flow-blocking components in the inner cavity of the anti-collision body and cooperating with throttling orifice plates to divide the inner cavity into multiple buffer chambers, it forms gradient throttling damping, S-shaped meandering flow channels and turbulent areas. At the same time, friction plates are set in the support to achieve multi-level coordinated energy absorption of seawater damping and structural friction, so that the impact energy is dissipated step by step, which is suitable for the single protection needs of disposable anti-collision structures and avoids instantaneous structural collapse. At the same time, through the reinforcement design of the connection parts, the energy dissipation at the connection nodes is realized, reducing the impact energy transmitted to the main structure of the marine engineering.

[0022] 5. Solves the problems of inadequate sealing and corrosion protection and easy corrosion of carbon steel substrate: By fully covering the cut edges and welded joints of the composite steel plate and sealing them with epoxy resin, the contact between seawater and carbon steel substrate is completely isolated, effectively preventing corrosion of the composite interface and welds, significantly improving the seawater corrosion resistance of the anti-collision structure, reducing maintenance costs, and adapting to harsh marine environments.

[0023] 6. Solved the problems of insecure installation and easy galvanic corrosion: By setting multiple layers of friction plates inside the mounting bracket, not only can the remaining impact energy be further dissipated, but the collapse stability of the bracket can also be improved; the mounting flange, together with insulating gaskets and insulating sleeves, avoids galvanic corrosion at the connection points, ensures a firm connection between the anti-collision structure and the main body of the marine engineering, and improves the overall stability of the structure. Attached Figure Description

[0024] Figure 1 This is a schematic diagram (a) of the reinforced external structure of the present invention; Figure 2 This is a schematic diagram (II) of the reinforced external structure of the present invention; Figure 3 This is a schematic diagram (a) of the reinforced internal structure of the present invention. Figure 4 This is a schematic diagram (II) of the reinforced internal structure of the present invention; Figure 5 This is a half-sectional view (a) of the reinforced version of the present invention; Figure 6 This is a half-sectional view (II) of the reinforced version of the present invention; Figure 7 for Figure 6 Enlarged view of part A in the middle; Explanation of markings in the diagram: 1-Main body, 101-Throttle orifice plate, 102-Front cavity, 103-Middle cavity, 104-Rear cavity, 105-Damping guide plate, 106-Blocking column; 2-Support, 201-Friction plate; 3- Passive-triggered inlet valve assembly, 301- Inlet cylinder, 302- Piston valve body, 303- Inlet; 4- One-way exhaust valve; 5. Install flange. Detailed Implementation

[0025] To further understand the content of this invention, a detailed description of the invention is provided in conjunction with the accompanying drawings and embodiments. The structures, proportions, sizes, etc., depicted in the accompanying drawings are merely for illustrative purposes and to aid those skilled in the art in understanding and reading the invention. They are not intended to limit the conditions under which the invention can be implemented and therefore have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effects and objectives achieved by the invention, should still fall within the scope of the technical content disclosed in this invention. Furthermore, terms such as "upper," "lower," "left," "right," and "middle" used in this specification are merely for clarity of description and not intended to limit the scope of implementation. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the invention's implementation. It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein.

[0026] Please see Figures 1 to 7 The specific implementation steps of the reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering anti-collision structure of the present invention are as follows: The first step, S1, involves preparing the crash barrier body and mounting brackets, and then connecting and reinforcing them to achieve a lightweight design. A stainless steel-carbon steel composite plate is used as the raw material. This composite plate consists of a carbon steel base layer and a stainless steel cladding layer on the outside of the carbon steel base layer. This utilizes the high strength of the carbon steel base layer to ensure structural stability, while leveraging the corrosion resistance of the stainless steel cladding layer to resist seawater erosion. This fully utilizes the material advantages of the composite steel plate, significantly reducing costs compared to an all-stainless steel structure and improving corrosion resistance compared to an all-carbon steel structure. The hollow, closed crash barrier body 1 is formed through welding. This hollow structure design eliminates the need for solid filling, significantly reducing weight while ensuring structural sealing and impact resistance, thus overcoming the heavy weight of traditional structures. During welding, continuous welds without porosity or cracks are ensured to guarantee the sealing of the crash barrier body 1 and prevent seawater from prematurely seeping into the inner cavity. Furthermore, the welding process is optimized based on the characteristics of the composite steel plate to avoid damaging the composite interface during welding. At least two hollow mounting supports 2 are symmetrically fixed to the back of the anti-collision body 1. These supports 2 are also made of stainless steel-carbon steel composite plates. The hollow structure further reduces the overall weight, ensuring structural strength without adding excessive load, and adapting to the buoyancy balance requirements of floating marine structures. During the connection process, the weld between the body and the supports is continuously reinforced. After welding, the weld is cleaned to remove slag and burrs, ensuring the strength and sealing of the connection and preventing weld cracking and seawater corrosion during subsequent use.

[0027] The second step, S2, involves forming the convex chambers and assembling the inlet valve assemblies to achieve pre-buffering. Multiple convex chambers are formed on the front wall of the anti-collision body 1 using a stamping process. These chambers employ a semi-cylindrical convex structure, with a protrusion height controlled between 50mm and 80mm. This height effectively protects the internal inlet valve assemblies from direct damage by impacts and also gathers pre-impact waves, improving the trigger sensitivity of the inlet valve assemblies and addressing the limitation of existing reinforcement methods in pre-buffering. The side walls of the convex chambers transition to the front wall of the anti-collision body using a rounded transition to avoid stress concentration and prevent fracture at this point during impact, further enhancing structural stability. A passively triggered inlet valve assembly 3 is installed within each convex chamber, ensuring that the entire inlet valve assembly 3 is internally housed within the convex chamber and that its front end does not extend beyond the outer end face of the convex chamber, further enhancing the protective effect of the inlet valve assembly. After assembly, the opening pressure of the inlet valve assembly 3 is calibrated to 0.02MPa to 0.08MPa. This pressure value is higher than the maximum pressure generated by normal ocean wave fluctuations but lower than the impact pressure generated when the impacting object contacts the anti-collision body. This ensures that the inlet valve assembly can only be triggered to open by the preceding ocean wave generated during the approach of the impacting object. Before the impacting object contacts the anti-collision body 1, seawater can be quickly injected into the inner cavity of the anti-collision body 1 to form a complete pre-buffered water cushion, weaken the initial impact force, and achieve the buffering effect of using seawater as an active buffering medium.

[0028] The specific assembly and reinforcement method of the passively triggered water inlet valve assembly 3 is as follows: A duplex stainless steel water inlet cylinder 301 is welded and fixed to the front wall of the convex chamber. Argon arc welding is used during welding to ensure a firm weld and good sealing, preventing seawater from seeping in from the welded area. Inside the water inlet cylinder 301, a piston valve body 302 is elastically slidably assembled via a return spring. The spring force of the return spring matches the opening pressure of the water inlet valve assembly, ensuring accurate triggering. Several water inlets 303 are evenly distributed along the circumference on the cylinder wall of the water inlet cylinder 301. The number and diameter of the water inlets 303 are rationally set according to the volume and water inlet speed requirements of the anti-collision body, ensuring that seawater can quickly enter the inner cavity to form a water cushion. When the impacting object approaches, the pressure generated by the preceding wave acts on the piston valve body 302, pushing it to overcome the spring force of the return spring and slide inward, thereby opening the water inlets 303 and allowing seawater to quickly enter the inner cavity of the anti-collision body 1, achieving pre-buffering.

[0029] The third step, S3, involves setting up flow-blocking components and dividing the buffer chambers to achieve multi-stage coordinated energy absorption. Flow-blocking components are installed within the inner cavity of the anti-collision body 1, and at least one throttling orifice plate 101 is installed along the impact direction. The throttling orifice plate 101 is made of the same stainless steel-carbon steel composite plate as the anti-collision body, and its edges are reinforced to the inner wall of the body by welding to ensure a strong connection and withstand the impact force generated by seawater flow. This solves the problems of unstable installation of flow-blocking components and poor energy absorption in existing reinforcement methods. The throttling orifice plate 101 divides the inner cavity of the anti-collision body 1 into multiple buffer chambers connected sequentially along the impact direction, allowing seawater to flow sequentially through each buffer chamber under the impact force. This staged throttling dissipates energy step by step, overcoming the limitation of single energy absorption in existing reinforcement methods.

[0030] Specifically, two parallel throttling orifice plates 101 are used to sequentially divide the inner cavity of the anti-collision body 1 into a front cavity 102, a middle cavity 103, and a rear cavity 104. The first throttling orifice plate near the front wall of the anti-collision body has an opening ratio of 40% to 60%, and the second throttling orifice plate near the rear wall has an opening ratio of 20% to 40%, forming a gradient throttling damping with a looser front and a tighter rear. This allows seawater to quickly fill the front cavity 102 to form a pre-buffered water cushion, and gradually decelerate in the middle cavity 103 and the rear cavity 104, fully dissipating energy and achieving multi-stage throttling energy absorption.

[0031] Inside the central cavity 103, several staggered damping guide plates 105 are welded together. The damping guide plates 105 are made of stainless steel, and during welding, a firm connection to the inner wall of the central cavity 103 is ensured. The fixed ends of adjacent damping guide plates 105 are located on the top and bottom walls of the central cavity 103, respectively. Water passage gaps are left between adjacent damping guide plates 105 and between the damping guide plates 105 and the wall surface, thus forming a continuous S-shaped meandering flow channel. When seawater flows into the central cavity 103 from the first orifice plate, it flows along the S-shaped meandering flow channel, significantly extending the flow path of the seawater, increasing the frictional resistance between the seawater and the damping guide plates 105, further dissipating impact energy, and improving the energy absorption effect.

[0032] Inside the rear chamber 104, multiple sets of cylindrical baffle columns 106 arranged in a staggered, quincunx pattern are welded as flow-blocking components. The baffle columns 106 are made of solid stainless steel, with their ends fixed to the top and bottom walls of the rear chamber 104 respectively. Bevel welding is used to ensure a strong connection capable of withstanding the strong impact of seawater. When seawater flows into the rear chamber 104 from the second throttling orifice plate, it impacts the baffle columns 106, generating strong turbulence and vortices, converting the kinetic energy of the seawater into heat energy and dissipating it, thus achieving the final dissipation of impact energy. Simultaneously, a one-way exhaust valve 4 is installed on the rear wall of the rear chamber 104, with its forward opening pressure set to 0.01 MPa to 0.04 MPa, slightly lower than the opening pressure of the inlet valve assembly 3. When seawater enters the inner cavity of the anti-collision body 1, the air inside the cavity is compressed and the pressure increases. When the pressure reaches the positive opening pressure of the one-way exhaust valve 4, the one-way exhaust valve 4 automatically opens to release the air inside the cavity, ensuring that the seawater can smoothly fill the entire inner cavity and avoid forming an airlock that affects the buffering effect.

[0033] The fourth step involves executing step S4, performing sealing and corrosion protection reinforcement to address the shortcomings of existing reinforcement methods in achieving adequate sealing and corrosion protection. All cut edges of the composite steel plates in the main body of the crash barrier 1 are fully encased in stainless steel. The thickness of the stainless steel edging matches the thickness of the stainless steel cladding on the composite steel plates. The stainless steel edging and the stainless steel cladding of the main body 1 are continuously welded using argon arc welding to ensure a good weld seal and prevent the composite interface at the cut edges from being exposed to seawater. Epoxy resin sealant is injected into the gaps between the stainless steel edging and the composite steel plate interface. During injection, it is ensured that the sealant completely fills all gaps, thoroughly isolating the seawater from contact with the carbon steel substrate, preventing corrosion of the composite interface, and extending the service life of the structure. Simultaneously, the main body of the crash barrier 1 and the mounting bracket 2 are designed as a standardized modular structure. Multiple crash barrier units can be spliced ​​together through end connection structures to form a continuous crash barrier band, adapting to the protection needs of marine engineering facilities of different lengths, improving construction convenience, and the modular design facilitates individual replacement of damaged units, reducing maintenance costs.

[0034] In addition, in step S1, multiple layers of interlocking friction plates 201 need to be alternately fixed inside the mounting support 2. The friction plates 201 are made of wear-resistant and seawater corrosion-resistant material. Adjacent friction plates 201 are tightly fitted to ensure that the friction plates 201 can slide relative to each other during the collapse of the support 2. The remaining impact energy is further dissipated through frictional heat generation, maximizing the protection of the main marine engineering structure from damage and achieving multi-level coordinated energy absorption. At the same time, a mounting flange 5 is welded to the end of each mounting support 2 away from the anti-collision body 1. The mounting flange 5 adopts a thickened design to improve the connection strength. The mounting flange 5 is fixedly connected to the marine engineering structure with bolts. A polytetrafluoroethylene insulating gasket is installed between the connection surfaces, and a stainless steel insulating sleeve is fitted on the outside of the bolts to effectively prevent galvanic corrosion at the connection point, ensuring a firm connection between the anti-collision structure and the main marine engineering body, and solving the problems of easy corrosion and insecure fixation at the connection point in existing reinforcement methods.

[0035] The working process of the reinforced anti-collision structure of this invention is as follows: In normal standby mode, the passively triggered water inlet valve group 3 and the one-way exhaust valve 4 are both closed, the inner cavity of the main body 1 is completely sealed, and the interior is a dry air environment, so corrosion will not occur.

[0036] When an object such as a ship approaches the collision avoidance structure, the preceding wave generated in front of the object first reaches the structure and acts on the piston valve body 302 of each passively triggered inlet valve assembly 3. When the water pressure reaches the opening pressure of the inlet valve assembly 3, the piston valve body 302 slides inward, opening the inlet 303, and seawater begins to flow into the front chamber 102. At the same time, the air in the chamber is compressed, the pressure increases, and it pushes the one-way exhaust valve 4 to open, expelling the air.

[0037] Before the impacting object contacts the main body 1, seawater has sequentially filled the front cavity 102, the middle cavity 103, and the rear cavity 104, forming a complete pre-buffered water cushion. At this time, the one-way vent valve 4 automatically closes, while the water inlet valve group 3 remains open.

[0038] When the impacting object contacts the main body 1, it first acts on the pre-buffered water cushion. The elastic deformation of the water cushion absorbs most of the initial impact energy, significantly reducing the peak impact force. Subsequently, under the action of the impact force, the seawater flows into the rear cavity 104 through the first throttling orifice plate, the S-shaped meandering channel of the middle cavity 103, and the second throttling orifice plate, absorbing the impact energy step by step through throttling resistance, frictional resistance, and turbulent dissipation.

[0039] If the impact energy is large, the above-mentioned seawater damping energy absorption mechanism cannot completely dissipate all the energy. The remaining energy will be transferred to the support 2, causing the support 2 to collapse and deform. Frictional heat will be generated through the relative sliding between the internal friction plates 201, dissipating the remaining energy.

[0040] It should be noted that the reinforced anti-collision structure of this invention is designed as a disposable anti-collision device. After successfully withstanding an effective impact, its internal seawater damping energy-absorbing structure (such as the orifice plate, damping guide plate, and blocking column) will undergo a certain degree of plastic deformation or fatigue damage due to the impact and water flow during the energy dissipation process. The friction plates will also wear due to relative sliding. This damage will prevent its energy absorption performance from returning to its initial state. If it continues to be used, it may not be able to provide sufficient buffer protection in the next impact. Therefore, it is designed for single use and should be replaced as a whole in a timely manner after an impact to ensure the long-term safety protection of the marine engineering structure.

[0041] The reinforcement method of this invention achieves lightweighting through a hollow structure design, specifically addressing the shortcomings of existing reinforcement methods such as insufficient material utilization, failure to utilize seawater as a buffer medium, heavy structural weight, inability to pre-buffer, lack of multi-stage energy-absorbing reinforcement design, and inadequate sealing and corrosion protection. It improves the seawater corrosion resistance, impact resistance, and structural stability of the anti-collision structure, ensuring the formation of an effective pre-buffer water cushion before impact, efficiently dissipating impact energy, and fully leveraging the material advantages of stainless steel-carbon steel composite plates, making it suitable for the anti-collision reinforcement needs of various marine engineering facilities, especially floating structures.

[0042] In the description of this invention, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0043] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A reinforcement method for a seawater corrosion-resistant stainless steel-carbon steel composite plate marine engineering collision protection structure, characterized in that, Includes the following steps: S1. A hollow, closed anti-collision body (1) is formed by welding stainless steel-carbon steel composite steel plates. At least two hollow installation supports (2) are symmetrically fixed and connected to the back of the anti-collision body (1). The connection weld between the body and the supports is continuously welded and reinforced. S2. Multiple convex cavities are formed on the front wall of the anti-collision body (1). A passive trigger water inlet valve group (3) is installed in each convex cavity. The opening pressure of the water inlet valve group (3) is calibrated so that it can only be triggered by the front waves generated during the approach of the impact object. Before the impact object contacts the anti-collision body (1), seawater is injected into the inner cavity of the anti-collision body (1) in advance to form a pre-buffered water cushion. S3. A flow-blocking component is installed in the inner cavity of the anti-collision body (1) so that the injected seawater interacts with the flow-blocking component during the flow process to dissipate the impact energy; S4. The cut edges and connection nodes of the composite steel plate of the anti-collision body (1) are sealed and reinforced for corrosion protection.

2. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 1, characterized in that, Step S3 further includes: setting at least one throttling orifice plate (101) in the inner cavity of the anti-collision body (1) along the impact direction, welding and reinforcing the edge of the throttling orifice plate (101) to the inner wall of the body, dividing the inner cavity into multiple buffer chambers connected sequentially along the impact direction, so that seawater flows through each chamber sequentially to achieve energy dissipation step by step.

3. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 2, characterized in that, Two parallel throttling orifice plates (101) are used to divide the inner cavity of the anti-collision body (1) into a front cavity (102), a middle cavity (103) and a rear cavity (104). The opening rate of the first throttling orifice plate near the front wall is set to 40% to 60%, and the opening rate of the second throttling orifice plate near the rear wall is set to 20% to 40%, forming a gradient throttling damping with a loose front and tight rear.

4. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 3, characterized in that, Several interleaved damping guide plates (105) are welded inside the cavity (103). The fixed ends of adjacent damping guide plates (105) are located on the top and bottom walls of the cavity (103) respectively, forming a continuous S-shaped meandering flow channel, which prolongs the seawater flow path and increases frictional resistance.

5. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 3, characterized in that, Multiple sets of cylindrical baffle columns (106) arranged in a staggered plum blossom pattern are welded inside the rear cavity (104) as flow obstruction components. The two ends of the baffle columns (106) are fixed to the top and bottom walls of the rear cavity (104) respectively, so that the flowing seawater generates strong turbulence and dissipates energy. A one-way exhaust valve (4) is installed on the rear wall of the rear cavity (104), and its positive opening pressure is set to 0.01MPa to 0.04MPa, which is used to automatically discharge air in the cavity when water enters.

6. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 1, characterized in that, In step S2, the convex chamber is a semi-cylindrical convex structure with a protrusion height of 50mm to 80mm. The side wall and front wall of the convex chamber are connected by an arc transition. The passively triggered water inlet valve group (3) is built into the convex chamber, and its front end face does not extend beyond the outer end face of the convex chamber.

7. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 6, characterized in that, The assembly and reinforcement method of the passive trigger inlet valve assembly (3) is as follows: the inlet cylinder (301) is welded and fixed to the front wall of the outer convex chamber, the piston valve body (302) is elastically slidably assembled in the inlet cylinder (301) by means of a reset spring, and several inlets (303) are evenly opened on the circumference of the cylinder wall of the inlet cylinder (301); the opening pressure of the inlet valve assembly (3) is calibrated to 0.02MPa to 0.08MPa, so that the front wave can push the piston valve body (302) to slide inward to open the inlet (303).

8. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite plate marine engineering collision protection structure according to claim 1, characterized in that, Step S1 also includes: alternatingly fixing multiple layers of mutually attached friction plates (201) inside the mounting bracket (2), so that frictional heat is generated by the relative sliding between the friction plates (201) during the collapse process of the bracket (2), further dissipating the remaining impact energy; welding a mounting flange (5) at the end of each mounting bracket (2) away from the anti-collision body (1).

9. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 8, characterized in that, The mounting flange (5) is fixedly connected to the marine engineering structure by bolts, and polytetrafluoroethylene insulating gaskets are installed between the connection surfaces. Stainless steel insulating sleeves are fitted on the outside of the bolts to prevent galvanic corrosion.

10. The reinforcement method for the seawater corrosion-resistant stainless steel-carbon steel composite steel plate marine engineering collision protection structure according to claim 1, characterized in that, The sealing and anti-corrosion reinforcement method in step S4 is as follows: the cut edges of all composite steel plates of the anti-collision body (1) are fully covered with stainless steel plates, and the stainless steel edging and the stainless steel coating of the body (1) are continuously welded by argon arc welding; epoxy resin sealant is injected into the gap between the stainless steel edging and the interface of the composite steel plate to completely fill all gaps.

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