Composite bridge fender

Abstract

The present application relates to bridge anti-collision technical field, especially to composite material bridge anti-collision facilities, including: anti-collision structural member, to intercept the ship, the outer side of the anti-collision structural member is covered with composite material;Guide support, slidingly connected to the anti-collision structural member, to keep the gap between the anti-collision structural member and the pier;Connecting rod, provided on the anti-collision structural member;Damping plate, fixedly connected to the connecting rod, to transmit the impact force of the ship to the water body.The present application keeps the guide support in contact with the pier, so that the anti-collision structural member is completely separated from the pier, completely eliminates the risk of composite material being scratched and damaged, and reduces the hidden danger of the internal structure of the anti-collision structural member being exposed and corroded;The resistance of the water to the damping plate consumes the power of the ship and limits the movement of the anti-collision structural member, preventing the anti-collision structural member from moving into contact with the pier after being impacted, so that the impact force is transmitted to the pier, destroying the structural stability of the pier.

Description

Technical Field

[0001] This invention relates to the field of bridge collision protection technology, and more particularly to composite material bridge collision protection facilities. Background Technology

[0002] With the continuous expansion of inland waterway and cross-sea bridge projects, the risk of ships veering and colliding with bridge piers in navigable waters is constantly increasing. As the core device for blocking impact forces and ensuring the structural safety of bridge piers, bridge anti-collision facilities directly determine the level of bridge operation safety through their anti-collision effectiveness and weather resistance. Among them, self-floating composite material anti-collision facilities have become the mainstream technical solution for preventing ship collisions on bridge piers due to their advantages such as adaptive raising and lowering with water level, corrosion resistance, and low self-weight.

[0003] Chinese Patent Publication No. CN122358632A discloses an impact-resistant and collision-proof protection structure for bridge piers. It mainly includes impact-resistant modules and a protective sleeve. The protective sleeve is installed on the outside of the pier, and multiple impact-resistant modules are arranged on the sleeve at intervals around the pier's circumference. Each impact-resistant module includes an outer plate, a stress-relieving cylinder, a piston, and a traction rope. The outer plate is connected to the protective sleeve, and at least part of the outer plate is bent and arched outwards towards the protective sleeve. The stress-relieving cylinder is installed on the protective sleeve and is located on the side of the outer plate closest to the protective sleeve. The stress-relieving cylinder has a pressure chamber inside, and the piston is slidably installed in the pressure chamber. The traction rope connects the outer plate and the piston, and the traction rope is connected to the outer plate via an overload connector. This bridge pier impact-resistant and collision-proof protection structure is suitable for low-frequency, high-load conditions while also providing protection for personal safety under high-frequency impacts.

[0004] Therefore, the aforementioned existing technology has the following problems: 1. There is no reliable gap maintenance mechanism between the anti-collision protection structure and the surface of the bridge pier. Under the action of external forces such as waves and water flow, the inner wall of the anti-collision body will directly and continuously rub and collide with the concrete surface of the bridge pier, resulting in damage to the composite material shell, exposure and corrosion of the internal steel structure, and loss of anti-collision function. 2. The energy absorption capacity is limited by the material volume and strength and the impact force is directly transmitted to the bridge pier. It cannot effectively isolate the force on the bridge pier and is difficult to achieve the purpose of bridge pier collision protection. Summary of the Invention

[0005] To address this issue, the present invention provides a composite material bridge anti-collision facility to overcome the problem in the prior art where the inner wall of the anti-collision body directly and continuously rubs and collides with the concrete surface of the bridge pier and cannot effectively isolate the force on the bridge pier, making it difficult to achieve bridge pier anti-collision.

[0006] To achieve the above objectives, the present invention provides a composite material bridge anti-collision facility, comprising: A collision protection structure for intercepting ships, the outer side of which is covered with a composite material; Several guide supports are slidably connected to the anti-collision structure to maintain the gap between the anti-collision structure and the bridge pier. There are several connecting rods, all of which are installed on the anti-collision structure. A diaphragm is provided between the connecting rods and the anti-collision structure to isolate the water environment. Damping plates, which are several in number, are fixedly connected to adjacent connecting rods to transfer the impact force of the ship to the water. There are several sliders, each corresponding to one of the connecting rods, all slidably connected to the anti-collision structure. The sliders are rotatably connected to the adjacent connecting rods. A first elastic element is fixedly connected between the sliders and the anti-collision structure, and a second elastic element is fixedly connected between the sliders and the adjacent connecting rods. There are several actuators, each corresponding to one of the guide support members, used to drive the connecting rod to rotate and cause the damping plate to rotate together. The actuators are connected by a first pipe and a second pipe.

[0007] Furthermore, the implementing agencies include: A limiting member is hinged to the adjacent guide support member, and a limiting block is provided on the side of the connecting rod near the adjacent limiting member. The limiting member is used to limit the adjacent connecting rod 3. The first cylinder is located inside the anti-collision structure and is filled with a transmission medium. A first piston is disposed adjacent to the connecting rod, and the first piston slides in a sealed manner within the first cylinder to compress the transmission medium within the first cylinder; The second cylinder is located adjacent to the connecting rod and is filled with a transmission medium. The second piston is slidably connected to the second cylinder to squeeze the transmission medium inside the second cylinder. A third elastic element is fixedly connected between the second piston and the second cylinder. The first cylinder and the second cylinder are respectively connected to the first pipe and the second pipe; An action component, disposed within the anti-collision structure, is used to release the limiting member from restricting the adjacent connecting rod.

[0008] Furthermore, the diameter of the second cylinder is smaller than that of the first cylinder, in order to increase the stroke of the second piston.

[0009] Furthermore, the action components include: A rack is fixedly connected to the second piston component; A gear is fixedly connected to the connecting rod for engaging with the rack; The second limiting member is fixedly connected to the rack and is used to allow the limiting member to rotate relative to the adjacent guide support member.

[0010] Furthermore, the second limiting member is provided with an inclined area and a straight area to limit the adjacent limiting members.

[0011] Furthermore, there is a free travel between the rack and the adjacent gear, so that the rack moves before the adjacent gear.

[0012] Furthermore, the transmission medium in the first cylinder and the second cylinder contains a gas medium to flexibly drive the rack to mesh with the adjacent gear.

[0013] Furthermore, it also includes: The fourth elastic element corresponds one-to-one with the guide support and is fixedly connected between the guide support and the anti-collision structure.

[0014] Furthermore, it also includes: The intermediate plate corresponds one-to-one with the first cylinder and is fixedly connected to the adjacent first cylinder; Several through holes are provided on the intermediate plate to prevent the passage of the transmission medium.

[0015] Furthermore, the through-hole is spiral-shaped to dissipate the energy of the transmission medium.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: by maintaining flexible contact between the roller at the upper end of the guide support and the pier, the anti-collision structure is completely separated from the pier during normal water level fluctuations, thereby completely eliminating the risk of composite material being scratched and damaged, and reducing the hidden dangers of internal structure exposure and corrosion of the anti-collision structure; when a ship collides, the resistance of the water to the damping plate is used to consume the ship's power and restrict the movement of the anti-collision structure, preventing the anti-collision structure from moving to contact the pier after the impact, thereby transmitting the impact force to the pier and destroying the structural stability of the pier.

[0017] Furthermore, by utilizing the water-blocking effect of the damping plate on one side, the anti-collision structure and its corresponding connecting rod and components move relative to each other. Then, the transmission medium drives the damping plates in different areas to rotate synchronously, ultimately making all damping plates perpendicular to the impact direction. This increases the total area of ​​water blocking, significantly improving the interception force. It further prevents the anti-collision structure from directly contacting the pier due to impact, thus avoiding the transmission of impact force to the pier and causing damage to the pier, reducing its performance. Since the speed of ships is usually not low, this near-wall-like interception will not cause harm to the ship and crew, and also effectively avoids the damage that impact may cause to the pier. Attached Figure Description

[0018] Figure 1This is a schematic diagram of the overall structure of an embodiment of the present invention; Figure 2 This is a cross-sectional view of the anti-collision structure according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the anti-collision structure and its internal parts according to an embodiment of the present invention; Figure 4 This is a cross-sectional view of the anti-collision structure and its internal parts according to an embodiment of the present invention; Figure 5 This is a schematic diagram showing the distribution and connection of the first cylinder and the second cylinder in an embodiment of the present invention; Figure 6 This is an exploded view of the connecting rod and its components according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the rack moving relative to an adjacent gear according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the structure of the third elastic element in an embodiment of the present invention when it is compressed; Figure 9 This is a schematic diagram of the structure when the transmission medium flows in an embodiment of the present invention.

[0019] Figure descriptions: 101-Bridge pier, 1-Anti-collision structure, 2-Guide support, 3-Connecting rod, 4-Diaphragm, 5-Damping plate, 6-Slider, 7-First elastic element, 8-Second elastic element, 9-First tube, 10-Second tube, 11-Limiting element, 12-First cylinder, 13-First piston, 14-Second cylinder, 15-Second piston, 16-Third elastic element, 17-Rack, 18-Gear, 19-Second limiting element, 20-Fourth elastic element, 21-Intermediate plate. Detailed Implementation

[0020] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0021] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0022] It should be noted that in the description of this invention, the terms "upper", "lower", "left", "right", "inner", "outer", etc., which indicate directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0023] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0024] Please see Figures 1-5 As shown in the figure, this embodiment of the invention proposes a composite material bridge anti-collision facility, including: an anti-collision structural member 1 for intercepting ships, the outer side of the anti-collision structural member 1 being covered with composite material; several guide support members 2, all slidably connected to the anti-collision structural member 1 to maintain the gap between the anti-collision structural member 1 and the bridge pier 101; several connecting rods 3, all disposed on the anti-collision structural member 1, a diaphragm 4 being disposed between the connecting rods 3 and the anti-collision structural member 1 to isolate the water environment; and several damping plates 5, respectively fixedly connected to adjacent connecting rods. 3. Used to transfer the impact force of the ship to the water; several sliders 6, each corresponding to one of the connecting rods 3, are slidably connected to the anti-collision structure 1. The sliders 6 are rotatably connected to the adjacent connecting rods 3. A first elastic element 7 is fixedly connected between the sliders 6 and the anti-collision structure 1. A second elastic element 8 is fixedly connected between the sliders 6 and the adjacent connecting rods 3; several actuators, each corresponding to one of the guide support members 2, are used to drive the connecting rods 3 to rotate and cause the damping plate 5 to rotate together. A first pipe 9 and a second pipe 10 are connected between each actuator.

[0025] In this embodiment, the anti-collision structure 1 is a fiber-reinforced steel-clad composite material, which is corrosion-resistant in various harsh environments such as precipitation and seawater, and is lighter than a pure steel shell. The anti-collision structure 1 is also filled with energy-dissipating closed-cell foam material, which is mainly used to absorb the impact force during the collision to protect the ship and the pier 101 structure from damage.

[0026] In this embodiment, the guide support 2 is L-shaped, with a roller at the upper end that does not contact the water. It is used to flexibly contact the pier 101 and ensure the gap between the anti-collision structure 1 and the pier 101. This prevents the anti-collision structure 1 from colliding and scraping against the pier 101 due to water flow fluctuations, thereby damaging the composite material covering the outer side of the anti-collision structure 1, exposing its internal structure to external erosion and reducing its anti-collision performance. There is sliding damping between the guide support 2 and the anti-collision structure 1.

[0027] In this embodiment, the diaphragm 4 is made of an elastic material to isolate water from the environment.

[0028] In this embodiment, taking the water flow from right to left as an example, there are six damping plates 5, specifically two on the left and right and four in front and back. The two damping plates 5 on the left and right are perpendicular to the direction of water flow, and the four damping plates 5 in front and back are parallel to the direction of water flow, in order to meet the impact of the ship from different directions.

[0029] In this embodiment, the first elastic element 7 is a spring, used to reset the adjacent slider 6; the second elastic element 8 is a torsion spring, used to reset the adjacent connecting rod 3.

[0030] Specifically, by using the rollers at the upper end of the guide support 2 to maintain flexible contact with the pier 101, the anti-collision structure 1 is completely separated from the pier 101 during normal water level fluctuations, thereby completely eliminating the risk of the composite material being scratched and damaged, and reducing the hidden dangers of internal structure exposure and corrosion of the anti-collision structure 1. When a ship collides, the resistance of the water to the damping plate 5 is used to consume the ship's power and restrict the movement of the anti-collision structure 1, preventing the anti-collision structure 1 from moving to contact the pier 101 after being impacted, thereby transmitting the impact force to the pier 101 and destroying the structural stability of the pier 101.

[0031] In this embodiment, when the water level fluctuates, the anti-collision structure 1 and its parts move up and down with the water level. During this process, the rollers at the upper end of the support 2 are always in contact with the pier 101, ensuring that the anti-collision structure 1 does not make hard contact with the pier 101. This avoids damage to the composite layer of the anti-collision structure 1 and the outer side of the pier 101, thereby weakening the effective cross section of the pier 101 and reducing its load-bearing capacity and durability.

[0032] In this embodiment, when a ship collides with the anti-collision structure 1, the anti-collision structure 1 will have a displacement tendency. At this time, the damping plate 5, which was originally perpendicular to the displacement direction, will instantly bear huge water pressure. That is, the impact force is transmitted to the water body through the connecting rod 3 and the damping plate 5. In this way, the resistance of the water body is used to intercept the ship and prevent the anti-collision structure 1 from moving to contact the pier 101 after being impacted, thereby damaging the structure of the pier 101 and affecting its performance.

[0033] Please see Figures 3-9As shown, the actuator includes: a limiting member 11, hinged to the adjacent guide support member 2; a limiting block is provided on the side of the connecting rod 3 near the adjacent limiting member 11; the limiting member 11 is used to limit the adjacent connecting rod 3; a first cylinder 12, disposed within the anti-collision structure member 1, the first cylinder 12 being filled with a transmission medium; a first piston member 13, disposed adjacent to the connecting rod 3, the first piston member 13 sliding within the first cylinder 12 in a sealed manner to compress the transmission medium within the first cylinder 12; and a second cylinder 14, disposed adjacent to the connecting rod 3, the second... Cylinder 14 is filled with a transmission medium; a second piston 15 is slidably connected to the second cylinder 14 to squeeze the transmission medium inside the second cylinder 14; a third elastic element 16 is fixedly connected between the second piston 15 and the second cylinder 14; the first cylinder 12 and the second cylinder 14 are respectively connected to the first pipe 9 and the second pipe 10; the diameter of the second cylinder 14 is smaller than that of the first cylinder 12 to amplify the stroke of the second piston 15; an actuation component is disposed inside the anti-collision structure 1 to release the limiting member 11 from limiting the adjacent connecting rod 3.

[0034] The actuating components include: a rack 17, fixedly connected to the second piston 15; a gear 18, fixedly connected to the connecting rod 3, for engaging with the rack 17; a free stroke exists between the rack 17 and the adjacent gear 18, allowing the rack 17 to move a preset stroke and complete the limit unlocking before engaging with the adjacent gear 18; the transmission medium in the compression first cylinder 12 and the second cylinder 14 contains a gas medium, for flexibly driving the rack 17 to engage with the adjacent gear 18; a second limiting member 19, fixedly connected to the rack 17, for causing the limiting member 11 to rotate relative to the adjacent guide support 2; the second limiting member 19 is provided with an inclined area and a straight area for limiting the adjacent limiting member 11.

[0035] In one embodiment, a limiting plate is provided on one side of the limiting member 11 to be limited by the adjacent second limiting member 19.

[0036] In this embodiment, there are six first cylinders 12 and six second cylinders 14, which are arranged in a position corresponding to the damping plate 5. The transmission medium in the first cylinder 12 and the second cylinder 14 is hydraulic oil, and the first pipe 9 and the second pipe 10 are also filled with hydraulic oil. The gas medium in the transmission medium is an inert gas, which is used to flexibly drive the second piston 15.

[0037] In this embodiment, there are four first pipes 9, with the two first cylinders 12 on the left and right sides connected to the two first pipes 9, and the four first pipes 9 connected to the second cylinders 14 on the front and rear sides respectively; there are four second pipes 10, with the first cylinders 12 on the same side on the front and rear sides connected to the same two second pipes 10, and the four second pipes 10 connected to the second cylinders 14 on the left and right sides respectively.

[0038] The specific connection method is as follows: the upper side of the right first cylinder 12 is connected to the upper side of the two rear second cylinders 14 through the adjacent first pipe 9; the lower side of the right first cylinder 12 is connected to the upper side of the two front second cylinders 14 through the adjacent first pipe 9; the upper side of the left first cylinder 12 is connected to the lower side of the two rear second cylinders 14 through the adjacent first pipe 9; the lower side of the left first cylinder 12 is connected to the lower side of the two front second cylinders 14 through the adjacent first pipe 9; the upper side of the two front first cylinders 12 is connected to the lower side of the right second cylinder 14 through the adjacent second pipe 10; the lower side of the two front first cylinders 12 is connected to the lower side of the left second cylinder 14 through the adjacent second pipe 10; the upper side of the two rear first cylinders 12 is connected to the upper side of the right second cylinder 14 through the adjacent second pipe 10; the lower side of the two rear first cylinders 12 is connected to the upper side of the left second cylinder 14 through the adjacent second pipe 10.

[0039] In one embodiment, the third elastic element 16 is a spring, used to reset the adjacent second piston element 15.

[0040] Specifically, by using the damping plate 5 on one side to block the water, the anti-collision structure 1 and the corresponding connecting rod 3 and its parts move relative to each other. Then, the transmission medium drives the damping plates 5 in different areas to rotate synchronously, so that all the damping plates 5 are perpendicular to the impact direction. This increases the total area of ​​water blocking, significantly improving the interception force. It further prevents the anti-collision structure 1 from directly contacting the pier 101 due to the impact, thus preventing the impact force from being transmitted to the pier 101 and causing the pier 101 to be directly damaged by the impact force, reducing the performance of the pier 101. Since the speed of ships is usually not low, this kind of near "wall-banging" interception will not cause harm to the ship and crew, and also effectively avoids the damage that the impact may cause to the pier 101.

[0041] In this embodiment, taking the collision of a ship from right to left with the anti-collision structure 1 as an example, after the ship hits the anti-collision structure 1, the anti-collision structure 1 begins to move to the left. At this time, due to the obstruction of the water and the action of inertia, the right damping plate 5 and the right connecting rod 3 and their parts are almost stationary. The anti-collision structure 1 slides relative to the right slider 6, and the adjacent first elastic element 7 is compressed. The anti-collision structure 1 drives the first cylinder 12 to move to the left together. The right first cylinder 12 slides relative to the right first piston 13. The right first piston 13 squeezes the transmission medium in the right first cylinder 12. Then the transmission medium enters the two second cylinders 14 on the front (rear) side through the first pipe 9 on the lower (upper) side of the right first cylinder 12. Subsequently, the transmission medium begins to squeeze the adjacent second piston 15. The front (rear) second piston 15 slides relative to the adjacent second cylinder 14, and the adjacent third elastic element 16 is compressed.

[0042] During the movement of the second piston 15 on the front (rear) side, the second piston 15 drives the adjacent rack 17 to move together, and the second limiting member 19 moves together with the adjacent rack 17. At this time, the rack 17 is not engaged with the adjacent gear 18. During the process, the inclined area of ​​the second limiting member 19 presses the adjacent limiting member 11 upward. The limiting member 11 begins to deflect upward and gradually loses its limiting effect on the upper limit block of the adjacent connecting rod 3. After the limiting member 11 completely loses its limiting effect on the upper limit block of the adjacent connecting rod 3, the rack 17 engages with the adjacent gear 18.

[0043] Since the inert gas in the transmission medium is compressed first, the pressure of this part first gently drives the adjacent second piston 15 to move. The second piston 15 drives the adjacent rack 17 to move together. During the process, the driving force of the rack 17 is small, so as to prevent the rack 17 from violently colliding with the adjacent gear 18, thereby causing damage to the rack 17 and the gear 18.

[0044] As the impact continues, once the inert gas is compressed to its limit, the transmission medium intervenes. The rack 17 moves continuously and drives the adjacent gear 18 to rotate. The gear 18 drives the adjacent damping plate 5 to rotate together through the adjacent connecting rod 3. This causes the damping plate 5, which is normally parallel to the impact direction, to rotate to be perpendicular to the impact direction, thereby increasing the blocking area of ​​the water and further accelerating the dissipation of impact energy. This strengthens the protection of the pier 101 while ensuring the interception strength against the ship. During the process, the connecting rod 3 rotates relative to the adjacent slider 6 and the adjacent first piston 13. The adjacent second elastic element 8 deforms. The connecting rod 3 drives the adjacent second cylinder 14 and its parts to rotate together. During the process, the straight area of ​​the adjacent second limiting element 19 always limits the adjacent limiting element 11.

[0045] After the impact, the transmission medium loses its driving force, and then the third elastic element 16, which was compressed on the front (rear) side, begins to reset. The adjacent second piston 15 resets together and squeezes the transmission medium in the adjacent area. The transmission medium flows back into the first cylinder 12 on the right side. During the process, the second piston 15 drives the adjacent rack 17 to reset together. The rack 17 drives the adjacent gear 18 to reset. The gear 18 drives the adjacent connecting rod 3 and its parts to reset together. The second elastic element 8 gradually returns to its original state.

[0046] After the rack 17 disengages from the adjacent gear 18, the connecting rod 3 is fully reset. The rack 17 continues to reset, and the rack 17 drives the adjacent second limiting member 19 to continue to reset. The flat area of ​​the second limiting member 19 slides relative to the adjacent limiting member 11. After sliding to the point where the inclined area of ​​the second limiting member 19 contacts the adjacent limiting member 11, as the second limiting member 19 continues to reset, the second limiting member 19 gradually loses its limiting effect on the adjacent limiting member 11. Under the action of its own gravity, the limiting member 11 begins to deflect downward until it is fully reset. At this time, the limiting member 11 limits the limiting block on the adjacent connecting rod 3 again.

[0047] After the impact, the anti-collision structure 1 loses its tendency to move, and then the compressed first elastic element 7 begins to reset. The first elastic element 7 drives the anti-collision structure 1 to move away from the pier 101. During the process of the transmission medium flowing back into the first cylinder 12 on the right, the transmission medium simultaneously squeezes the first cylinder 12 away from the pier 101. The first cylinder 12 drives the anti-collision structure 1 to move together until all parts are completely reset. The same principle applies to impacts in other directions, which will not be elaborated on here.

[0048] Please see Figure 2 and Figure 3 As shown, it also includes: a fourth elastic element 20, which corresponds one-to-one with the guide support 2 and is fixedly connected between the guide support 2 and the anti-collision structure 1.

[0049] In this embodiment, the fourth elastic element 20 is a tension spring, which is used to reset the adjacent guide support 2. When an impact occurs, the anti-collision structure 1 slides relative to the guide support 2 on the adjacent impact surface, and the adjacent fourth elastic element 20 is stretched to provide resistance and consume the impact force. At the same time, after the impact ends, the fourth elastic element 20 resets and drives the anti-collision structure 1 away from the pier 101 to ensure the gap between the anti-collision structure 1 and the pier 101 at all times and prevent scraping.

[0050] Please see Figure 4As shown, it also includes: an intermediate plate 21, which corresponds one-to-one with the first cylinder 12 and is fixedly connected to the adjacent first cylinder 12; the intermediate plate 21 is provided with a plurality of through holes to obstruct the passage of the transmission medium; the through holes are spiral-shaped to consume the energy of the transmission medium.

[0051] In this embodiment, the spiral orientation of each through hole is different, which is used to cause the flowing transmission medium to disturb each other, increase the flow resistance, and further consume the impact force.

[0052] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A composite material bridge anti-collision facility, characterized in that, include: A collision protection structure for intercepting ships, the outer side of which is covered with a composite material; Several guide supports are slidably connected to the anti-collision structure to maintain the gap between the anti-collision structure and the bridge pier. There are several connecting rods, all of which are installed on the anti-collision structure. A diaphragm is provided between the connecting rods and the anti-collision structure to isolate the water environment. Damping plates, which are several in number, are fixedly connected to adjacent connecting rods to transfer the impact force of the ship to the water. There are several sliders, each corresponding to one of the connecting rods, all slidably connected to the anti-collision structure. The sliders are rotatably connected to the adjacent connecting rods. A first elastic element is fixedly connected between the sliders and the anti-collision structure, and a second elastic element is fixedly connected between the sliders and the adjacent connecting rods. There are several actuators, each corresponding to one of the guide support members, used to drive the connecting rod to rotate and cause the damping plate to rotate together. The actuators are connected by a first pipe and a second pipe.

2. The composite material bridge anti-collision facility according to claim 1, characterized in that, The implementing agencies include: A limiting member is hinged to the adjacent guide support member, and a limiting block is provided on the side of the connecting rod near the adjacent limiting member. The limiting member is used to limit the adjacent connecting rod. The first cylinder is located inside the anti-collision structure and is filled with a transmission medium. A first piston is disposed adjacent to the connecting rod, and the first piston slides in a sealed manner within the first cylinder to compress the transmission medium within the first cylinder; The second cylinder is located adjacent to the connecting rod and is filled with a transmission medium. The second piston is slidably connected to the second cylinder to squeeze the transmission medium inside the second cylinder. A third elastic element is fixedly connected between the second piston and the second cylinder. The first cylinder and the second cylinder are respectively connected to the first pipe and the second pipe; An action component, disposed within the anti-collision structure, is used to release the limiting member from restricting the adjacent connecting rod.

3. The composite material bridge anti-collision facility according to claim 2, characterized in that, The diameter of the second cylinder is smaller than that of the first cylinder, which is used to increase the stroke of the second piston.

4. The composite material bridge anti-collision facility according to claim 2, characterized in that, The action components include: A rack is fixedly connected to the second piston component; A gear is fixedly connected to the connecting rod for engaging with the rack; The second limiting member is fixedly connected to the rack and is used to allow the limiting member to rotate relative to the adjacent guide support member.

5. The composite material bridge anti-collision facility according to claim 4, characterized in that, The second limiting member has an inclined area and a straight area, which are used to limit the adjacent limiting members.

6. The composite material bridge anti-collision facility according to claim 4, characterized in that, There is a free travel between the rack and the adjacent gear, which allows the rack to move before the adjacent gear.

7. The composite material bridge anti-collision facility according to claim 6, characterized in that, The transmission medium in the first cylinder and the second cylinder contains a gas medium to flexibly drive the rack to mesh with the adjacent gear.

8. The composite material bridge anti-collision facility according to claim 1, characterized in that, Also includes: The fourth elastic element corresponds one-to-one with the guide support and is fixedly connected between the guide support and the anti-collision structure.

9. The composite material bridge anti-collision facility according to claim 2, characterized in that, Also includes: The intermediate plate corresponds one-to-one with the first cylinder and is fixedly connected to the adjacent first cylinder; Several through holes are provided on the intermediate plate to prevent the passage of the transmission medium.

10. The composite material bridge anti-collision facility according to claim 9, characterized in that, The through-hole is spiral-shaped and is used to dissipate the energy of the transmission medium.

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