Bridge anti-collision device

Abstract

The utility model relates to the technical field of bridge ship collision prevention, and discloses a bridge anti-collision device which comprises a plurality of connecting plates and a plurality of shaft bodies, the connecting plates are evenly and fixedly connected to the peripheral side of a bridge pier column, an anti-collision barrel is connected between every two adjacent connecting plates, a gap is reserved between each anti-collision barrel and the bridge pier column, and the shaft bodies are arranged on the connecting plates. The shaft bodies are inserted into the axial centers of the anti-collision barrels in a one-to-one correspondence and penetrate through the axial centers of the anti-collision barrels, the shaft bodies are rotationally connected with the anti-collision barrels, the side walls of the upper ends and the lower ends of the shaft bodies are connected with a plurality of horizontally-arranged spring dampers correspondingly, the spring dampers extend in the directions of the two adjacent connecting plates correspondingly, and each spring damper comprises a barrel part and a telescopic part. The cylinder part is hinged to the connecting plate, and the telescopic part is hinged to the shaft body. A ship can be prevented from directly colliding with the pier column, and the impact kinetic energy of the ship is buffered, consumed and guided.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge anti-ship collision protection, in particular to a bridge anti-collision device. Background Art

[0002] The bridge collision problem is a long-term problem faced by existing and under-construction bridge projects at home and abroad. Bridge structures that cross water routes (such as river bridges and sea bridges) are frequently hit by ships, which can cause damage to cylindrical bridge piers and collapse of the entire bridge, posing a huge threat.

[0003] Most of the existing devices for bridge collision prevention are to enclose rigid panels to the position where the bridge piers are prone to collision. The panels are connected to the bridge piers through multiple dampers. When a ship collides, the kinetic energy of the ship is absorbed by the dampers and the panels and consumed in the form of internal energy.

[0004] However, when the bow of the ship hits the middle of the pier in a straight line, the direction of the impact kinetic energy applied by the ship to the coaming extends toward the center of the pier. Since it is difficult for the coaming to buffer the kinetic energy and offset the direction of the impact kinetic energy, it is difficult for the damper to quickly consume the larger impact kinetic energy, so that part of the impact kinetic energy still acts on the pier. Although it will not directly cause the pier to tip over or even collapse, it may cause damage to the internal structure of the pier and affect the overall stability of the bridge. Utility Model Content

[0005] The utility model provides a bridge anti-collision device, which can efficiently and quickly buffer and consume the impact kinetic energy of a ship, and can change the direction of the kinetic energy transmitted at the moment of the ship's collision, thereby greatly reducing the damage to the ship itself and the bridge pier after the collision.

[0006] The utility model provides a bridge anti-collision device, comprising: a plurality of connecting plates, a plurality of sleeves, and a plurality of shafts. The plurality of connecting plates are fixedly connected to the peripheral side of the bridge pier column along the vertical direction, and an anti-collision barrel is connected between two adjacent connecting plates. A spacing is left between the anti-collision barrel and the bridge pier column, and a plurality of sleeves are vertically penetrated and inserted at the center line of each anti-collision barrel in a one-to-one manner, and the sleeve is fixedly connected to the anti-collision barrel. A plurality of shafts are penetrated and inserted in each sleeve in a one-to-one manner, and the shaft is rotatably connected to the sleeve. The upper and lower end side walls of each shaft are connected to a plurality of horizontally arranged spring dampers, and the plurality of spring dampers extend respectively toward the direction of two adjacent connecting plates, and the spring damper comprises a cylinder part and a telescopic part, the cylinder part is hinged to the connecting plate, and the telescopic part is hinged to the shaft.

[0007] Preferably, the number of spring dampers connected to one end of each shaft is an even number.

[0008] Preferably, it also includes a filling liquid filled in each anti-collision barrel. The anti-collision barrel can undergo elastic deformation after being squeezed. A plurality of filling holes for pouring the filling liquid are opened along the axial direction above the anti-collision barrel, and it also includes a sealing member for sealing the filling holes.

[0009] Preferably, the spring damper also includes a damping spring, which is sleeved on the damping rod structure, with one end of the damping spring fixedly connected to the telescopic part and the other end fixedly connected to the cylinder part. When the damping spring is in an un-expanded state, a distance is left between the anti-collision barrel and the bridge pier.

[0010] Preferably, the sealing member is a pressure relief valve, and a circular ring is connected above the filling hole. The axial direction of the circular ring is the same as the axial direction of the anti-collision barrel and the two are fixedly connected. A flange ring is fixedly extended to the outer side of the upper opening of the circular ring, and the projection of the flange ring along the horizontal direction on both sides are isosceles trapezoidal. The pressure relief valve includes a sleeve end cover with an opening at the lower end, which is used to be sleeved on the circular ring. The inner wall of the sleeve end cover has multiple layers of concave annular grooves matching the shape of the flange ring, and the sleeve end cover is made of a plastic material with an elastic modulus.

[0011] Preferably, the filling liquid is a viscous fluid or water having viscosity.

[0012] Preferably, the connecting plate is connected to the pier column by high-strength bolts, the length extension direction of the connecting plate is perpendicular to the ground, and each connecting plate is fixedly connected to a slide rail with the same length extension direction, and a sliding member is slidably connected to the slide rail. The cylinder part is connected to the connecting plate and also includes high-strength bolts for fixing the sliding member on the slide rail. The slide rail is provided with screw holes, and a plurality of screw holes are provided along the length extension direction of the slide rail.

[0013] Preferably, the outer wall of the crash bucket is provided with a protective layer, which includes a plurality of anti-wear pads, each of which is evenly distributed around the circumference of the crash bucket to reduce the wear on the outer surface of the crash bucket when a ship collides.

[0014] Preferably, the height of the anti-wear pad is the same as the axial length of the anti-collision barrel.

[0015] Compared with the prior art, the beneficial effect of the utility model is that the anti-collision barrel is set as the first barrier to resist the impact force of the ship. When the anti-collision barrel is subjected to the extrusion force, it will be deformed to prevent the impact force from directly acting on the bridge pier column, thereby ensuring the structural integrity of the bridge pier column. At the same time, since the anti-collision barrel and the shaft body are rotatably connected, when the hull collides with the anti-collision barrel, even if the anti-collision barrel is deformed, it will guide the ship to the side away from the bridge pier column, and the kinetic energy direction of the impact can be guided and offset, gradually turning it into a tangential force, further reducing the impact force. After being squeezed, the anti-collision barrel can transfer the kinetic energy to each spring damper through the shaft body, and rely on the spring damper to achieve the buffering and effect of the impact kinetic energy, and also provide time for the anti-collision barrel to guide the steering of the hull. In summary, the device can quickly buffer and consume the impact kinetic energy of the ship, and can change the direction of the ship when it collides, greatly reducing the damage to the ship itself and the bridge pier column after the collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic structural diagram of a bridge anti-collision device provided by an embodiment of the utility model;

[0017] Figure 2 A partial structural schematic diagram of a bridge anti-collision device provided by an embodiment of the utility model;

[0018] Figure 3 A partial structural schematic diagram of a bridge anti-collision device provided by an embodiment of the utility model;

[0019] Figure 4 A partial structural schematic diagram of a bridge anti-collision device provided by an embodiment of the utility model;

[0020] Figure 5 A partial structural schematic diagram of a bridge anti-collision device provided by an embodiment of the utility model;

[0021] Figure 6 A schematic diagram of the internal structure of an anti-collision barrel in a bridge anti-collision device provided by an embodiment of the utility model;

[0022] Figure 7 for Figure 6 A partial enlarged view of part A.

[0023] Description of reference numerals:

[0024] 1. Connecting plate; 2. Anti-collision barrel; 21. Filling hole; 3. Axle body; 4. Spring damper; 41. Cylinder body; 42. Telescopic part; 43. Damping spring; 6. Circular ring; 7. Flange ring; 8. Sleeve end cover; 81. Annular groove; 9. Slide rail; 91. Screw hole; 10. Sliding part; 11. Anti-wear pad; 12. Casing; 100. Pier column. DETAILED DESCRIPTION

[0025] A specific implementation of the present utility model is described in detail below in conjunction with the accompanying drawings, but it should be understood that the protection scope of the present utility model is not limited by the specific implementation mode.

[0026] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the technical solution of the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0027] refer to Figure 1 , Figure 3 and Figure 5 The utility model provides a bridge anti-collision device, including: multiple connecting plates, multiple sleeves, and multiple shafts. The multiple connecting plates are vertically fixedly connected to the peripheral sides of the bridge pier columns, and anti-collision barrels are connected between two adjacent connecting plates. A spacing is left between the anti-collision barrels and the bridge pier columns. Multiple sleeves are vertically penetrated and inserted at the center lines of each anti-collision barrel in a one-to-one manner. The sleeves are fixedly connected to the anti-collision barrels. Multiple shafts are penetrated and inserted in each sleeve in a one-to-one manner. The shafts are rotatably connected to the sleeves. The upper and lower end side walls of each shaft are connected to multiple horizontally arranged spring dampers, and the multiple spring dampers extend respectively toward the directions of the two adjacent connecting plates. The spring damper includes a cylinder part and a telescopic part. The cylinder part is hinged to the connecting plate, and the telescopic part is hinged to the shaft.

[0028] In the above embodiments, the shaft body is made of alloy steel, a stepped circular hole is opened on the front of the connecting plate, and a high-strength bolt is passed through the stepped circular hole to be detachably fixedly connected with the bridge pier column. The anti-collision barrel is provided as the first barrier to resist the impact force of the ship. When the anti-collision barrel is subjected to the extrusion force, it will be deformed to prevent the impact force from directly acting on the bridge pier column, thereby ensuring the structural integrity of the bridge pier column. At the same time, since the anti-collision barrel and the shaft body are rotatably connected, when the hull collides with the anti-collision barrel, even if the anti-collision barrel is deformed, the ship will be Guiding it to the side away from the pier column can guide the direction of the kinetic energy of the impact to be offset and gradually converted into a tangential force, further reducing the impact force. After being squeezed, the anti-collision barrel can transfer the kinetic energy to each spring damper through the shaft, and rely on the spring damper to achieve the buffering and effect of the impact kinetic energy, and also provide time for the anti-collision barrel to guide the turning of the hull. In summary, the device can quickly buffer and consume the impact kinetic energy of the ship, and can change the direction of the ship when it collides, greatly reducing the damage to the ship itself and the pier column after the collision.

[0029] Further, refer to Figure 1 and Figure 5 , the number of spring dampers connected to one end of each shaft body is an even number.

[0030] In the above embodiments, considering the practical application and cost, it is preferred that the number of spring dampers connected to one end of the shaft is two.

[0031] Further, refer to Figure 1 , and also includes a filling liquid filled in each anti-collision barrel. The anti-collision barrel can undergo elastic deformation after being subjected to extrusion force. A plurality of filling holes for filling the filling liquid are opened along the axial direction above the anti-collision barrel, and also includes a sealing member for sealing the filling holes. Specifically, the filling liquid is a viscous fluid with viscosity or water.

[0032] In the above embodiments, specifically, the material of the crash bucket is FRP material, which has a certain strength and an elastic modulus. When it is collided and squeezed by a ship, it can undergo corresponding deformation, thereby squeezing the filling liquid. When the force is large, the filling liquid is used to break open the sealing piece to spray out the force through the filling hole. In this process, the kinetic energy of the hull is consumed when it is transferred to the crash bucket. At the same time, the provided filling hole can facilitate the user to inject the filling liquid. Specifically, the filling liquid is preferably viscous glue, which has viscosity and provides a better impedance effect. Considering the cost, water can also be selected as the filling liquid.

[0033] Further, refer to Figure 2 and Figure 5The spring damper also includes a damping spring, which is sleeved on the damping rod structure. One end of the damping spring is fixedly connected to the telescopic part, and the other end is fixedly connected to the cylinder part. When the damping spring is in an un-expanded state, a distance is left between the anti-collision barrel and the bridge pier column.

[0034] In the above embodiments, specifically, the spring damper belongs to the existing conventional damper, and its cylinder part, telescopic part and damping spring are all part of the spring damper. The spring damper can preferably be a hydraulic spring damper. By limiting that the damping spring is in an un-telescopic state, a spacing is left between the anti-collision barrel and the bridge pier column to indicate that the radius size of the anti-collision barrel is limited. Even when the damping spring in the spring damper is in a compressed state after a ship collision, the anti-collision barrel will not collide with the bridge pier column. Of course, in this process, the impact force can be effectively buffered and consumed, which provides time for guiding the hull to deflect and provides safety protection for the bridge pier column.

[0035] Further, refer to Figure 6 and Figure 7 The sealing part is a pressure relief valve, a circular ring is connected above the filling hole, the axial direction of the circular ring is the same as the axial direction of the anti-collision barrel and the two are fixedly connected, a flange ring is fixedly extended outside the upper opening of the circular ring, and the projection of the flange ring along the horizontal direction on both sides are isosceles trapezoidal, the pressure relief valve includes a sleeve end cover with an opening at the lower end, which is used to be sleeved on the circular ring, the inner wall of the sleeve end cover has multiple layers of concave annular grooves matching the shape of the flange ring, and the sleeve end cover is made of plastic material with an elastic modulus.

[0036] In the above embodiments, specifically, the annular groove is provided with two layers, the first layer is close to the opening on the circular ring, and the second layer is far from the opening on the circular ring. When installing, the sleeve end cover can be hammered and sleeved on the circular ring by hammering, so that the flange ring on the circular ring is clamped in the first layer of annular groove. When the hull collides, the anti-collision barrel is deformed, and the impact force is transmitted to the filling liquid. When the impact kinetic energy is too large, the filling liquid will flow into the filling hole and give the sleeve end cover an upward push force. At this time, the sleeve end cover will move from the first layer of annular groove to the second layer of moving layer, and the consumption of impact kinetic energy is also achieved at this time.

[0037] Further, refer to Figure 1 and Figure 4 The connecting plate is connected to the pier column by high-strength bolts. The length extension direction of the connecting plate is perpendicular to the ground, and each connecting plate is fixedly connected with a slide rail in the same length extension direction. The slide rail is slidably connected with a sliding member. The cylinder part is connected to the connecting plate and also includes high-strength bolts for fixing the sliding member on the slide rail. The slide rail is provided with screw holes, and multiple screw holes are provided along the length extension direction of the slide rail.

[0038] In the above embodiments, by setting the slide rails and sliding parts, it is possible to flexibly adapt to shafts of different lengths to achieve the connection and installation of anti-collision barrels of different lengths. At the same time, the sliding parts can be fixed in position with the slide rails through high-strength bolts. Each time the installation is adjusted, it is only necessary to remove the high-strength bolts. A corresponding light hole is also opened on one side of the specific sliding part corresponding to the screw hole, so that the high-strength bolts can penetrate and extend into the screw hole of the corresponding height. All high-strength bolts in the device are made of alloy steel to ensure their own strength and stability during connection, thereby providing connection guarantee for the overall structure.

[0039] Further, refer to Figure 1 and Figure 2 The outer wall of the crash barrel is provided with a protective layer, which includes a plurality of anti-wear pads, each of which is evenly distributed around the circumference of the crash barrel to reduce the wear on the outer surface of the crash barrel when a ship collides, and the height of the anti-wear pad is the same as the axial length of the crash barrel.

[0040] In the above embodiments, specifically, the anti-wear pad is made of asphalt material, and can also be made of metal steel. The anti-wear pad on the anti-collision barrel is wavy along the vertical projection, and the number of anti-wear pads fixed on the outer wall of each anti-collision barrel is an even number of petals, preferably 8 petals. Specifically, the connection interface between the anti-wear pad and the anti-collision barrel is bonded with epoxy resin glue to ensure that it has sufficient shear strength.

[0041] In summary, the anti-wear pad can have good bonding effect and impact resistance by bonding with the anti-collision barrel of FRP material using epoxy resin glue. The anti-wear pad on each anti-collision barrel has an 8-petal wavy appearance. After being hit by external force, the anti-wear pad and the anti-collision barrel rotate stably along the axis, the anti-collision barrel is compressed and deformed, the pressure in the barrel increases, and the pressure reaches the threshold. The filling liquid in the barrel gives an upward force to the sleeve end cover. Even when the impact force is too large, the filling liquid will spray out from the filling hole to release the pressure, and the spring damper buffers the remaining impact force to achieve the purpose of energy dissipation and collision prevention.

[0042] The device adopts modular design. For post-use or later maintenance, only a single device or damaged components can be replaced. It has the characteristics of simple installation and maintenance and good economy.

[0043] Specifically, this device is only a single part of the entire anti-ship collision structure for the construction and protection of a bridge pier. In actual engineering applications, multiple devices are used around the lower structure of the bridge that needs to be protected to form a layer of anti-ship collision structure. According to engineering requirements, multiple layers can be set to build an anti-ship collision system for the lower structure of the bridge to ensure that it has enough rotation space after being stressed, and to ensure that the collision ship corrects its direction after collision. In actual engineering, the size, quantity and spacing of the device of the present invention need to be determined according to actual conditions and needs.

[0044] The above disclosures are only several specific embodiments of the present invention. However, the embodiments of the present invention are not limited thereto. Any changes that can be conceived by those skilled in the art should fall within the protection scope of the present invention.

Claims

1. A bridge anti-collision device, characterized in that: include: A plurality of connection plates (1) are vertically fixedly connected to the peripheral side of the bridge pier column (100), and an anti-collision barrel (2) is connected between two adjacent connection plates (1), and a spacing is left between the anti-collision barrel (2) and the bridge pier column (100); A plurality of sleeves (12) are inserted vertically and correspondingly through the center line of each of the crash buckets (2), and the sleeves (12) are fixedly connected to the crash buckets (2); A plurality of shaft bodies (3) are inserted through each of the sleeves (12) in a one-to-one correspondence, and the shaft bodies (3) are rotatably connected to the sleeves (12). The upper and lower end side walls of each of the shaft bodies (3) are connected to a plurality of horizontally arranged spring dampers (4), and the plurality of spring dampers (4) extend respectively toward two adjacent connecting plates (1). The spring dampers (4) include a barrel portion (41) and a telescopic portion (42), the barrel portion (41) is hinged to the connecting plate (1), and the telescopic portion (42) is hinged to the shaft body (3).

2. A bridge anti-collision device as claimed in claim 1, characterized in that: The number of spring dampers (4) connected to one end of each shaft body (3) is an even number.

3. A bridge anti-collision device as claimed in claim 1 or 2, characterized in that: It also includes a filling liquid filled in each of the anti-collision barrels (2), and the anti-collision barrels (2) can be elastically deformed after being subjected to a squeezing force. A plurality of filling holes (21) for filling the filling liquid are opened along the axial direction of the top of the anti-collision barrel (2), and a sealing member for sealing the filling holes (21).

4. A bridge anti-collision device as claimed in claim 3, characterized in that: The spring damper (4) further comprises a damping spring (43), wherein the damping spring (43) is sleeved on the damping rod structure, wherein one end of the damping spring (43) is fixedly connected to the telescopic portion (42), and the other end of the damping spring (43) is fixedly connected to the cylindrical portion (41), and when the damping spring (43) is in an un-telescopic state, a spacing is left between the anti-collision barrel (2) and the bridge pier column (100).

5. A bridge anti-collision device as claimed in claim 4, characterized in that: The blocking member is a pressure relief valve. A circular ring (6) is connected above the liquid filling hole (21). The axial direction of the circular ring (6) is the same as the axial direction of the anti-collision barrel (2) and the two are fixedly connected. A flange ring (7) is fixedly extended outside the upper opening of the circular ring (6). Both sides of the projection of the flange ring (7) in the horizontal direction are isosceles trapezoidal. The pressure relief valve includes a sleeve end cover (8) with an opening at the lower end, which is used to be sleeved on the circular ring (6). The inner wall of the sleeve end cover (8) is multi-layered concave annular grooves (81) matching the shape of the flange ring (7). The sleeve end cover (8) is made of a plastic material with an elastic modulus.

6. A bridge anti-collision device as claimed in claim 5, characterized in that: The filling liquid is a viscous fluid or water with viscosity.

7. A bridge anti-collision device as claimed in claim 1, characterized in that: The connecting plate (1) is connected to the pier column (100) by high-strength bolts, the length extension direction of the connecting plate (1) is perpendicular to the ground, and each connecting plate (1) is fixedly connected to a slide rail (9) having the same length extension direction, and the slide rail (9) is slidably connected to a slide member (10), the barrel portion (41) is connected to the connecting plate (1), and also includes a high-strength bolt for fixing the slide member (10) to the slide rail (9), the slide rail (9) is provided with a screw hole (91), and a plurality of screw holes (91) are provided along the length extension direction of the slide rail (9).

8. The bridge anti-collision device according to claim 1, characterized in that: The outer wall of the crash bucket (2) is provided with a protective layer, and the protective layer includes a plurality of anti-wear pads (11). The anti-wear pads (11) are evenly distributed in the circumference of the crash bucket (2) to reduce the wear on the outer surface of the crash bucket (2) when a ship collides.

9. A bridge anti-collision device as claimed in claim 8, characterized in that: The height of the anti-wear pad (11) is the same as the axial length of the anti-collision barrel (2).

Images