Passive safety system for bridge pier

Abstract

The passive safety system further comprises an anti-collision roller, the anti-collision roller comprises a rotating shaft and a buffer roller, the rotating shaft is rotatably arranged at the axis position of the buffer roller, and the two ends of the rotating shaft extend out of the buffer roller; the length direction of the rotating shaft is the same as that of the pier; the buffer roller is a roller with a buffer structure; at least three anti-collision rollers are arranged on one side of the pier; the distance between the buffering rollers of every two adjacent anti-collision rollers is smaller than 0.3 m; a buoyancy material is arranged in the buffer roller, and high-damping rubber is arranged on the periphery of the buoyancy material; the number of the anti-collision rollers is at least three, the anti-collision rollers are arranged around the pier, the upper ends of rotating shafts of every two adjacent anti-collision rollers are connected through a steel cable, the lower ends of the rotating shafts of every two adjacent anti-collision rollers are connected through a steel cable, and the anti-collision rollers arranged around the pier sequentially form a closed loop. The collision of the ship to the bridge pier is relieved through energy absorption and buffering of the anti-collision roller, meanwhile, the rolling characteristic of the anti-collision roller is used for guiding course deflection of the ship, finally, the ship is guided back to a normal navigation channel, and anti-collision protection on the bridge pier is achieved.

Description

Technical Field

[0001] The utility model relates to the field of bridge pier protection, in particular to a device for protecting bridge piers in water from being hit. Background Art

[0002] Ships hitting underwater bridge piers can not only easily cause accidents that damage the ship, but also cause structural damage to the piers to a certain extent, affecting the durability and bearing capacity of the piers. If the damage to the piers is severe, it will also affect the safety of the superstructure. Therefore, the protection of underwater bridge piers is very necessary.

[0003] The patent document with publication number CN117166349A discloses a device for protecting underwater bridge piers from collision and a manufacturing method thereof, comprising an annular anti-collision body and a steel strand for fixing the annular anti-collision body. The annular anti-collision body comprises an annular UHPC anti-collision frame and an airbag. The airbag is inserted into the hollow structure inside the UHPC anti-collision frame so that the UHPC anti-collision frame can float up and down in the water as the water level changes.

[0004] The above technical solution adopts the technical means of energy absorption and buffering. Once a ship hits a bridge pier, on the one hand, the anti-collision device needs to be replaced as a whole. On the other hand, even if the anti-collision body completely collapses to absorb energy and buffer, it is still difficult to avoid the ship hitting the bridge pier. Utility Model Content

[0005] The purpose of the utility model is to provide a passive safety system for bridge piers to solve the above technical problems.

[0006] The technical problem solved by the present invention can be achieved by adopting the following technical solutions:

[0007] The passive safety system of a bridge pier includes a bridge pier and an anti-collision roller. The anti-collision roller includes a rotating shaft and a buffer roller. The rotating shaft is rotatably arranged at the axial center of the buffer roller, and both ends of the rotating shaft extend out of the buffer roller. The length direction of the rotating shaft is arranged in the same direction as the length direction of the bridge pier. The buffer roller is a roller with a buffer structure. At least three anti-collision rollers are arranged on one side of the bridge pier. The spacing between the buffer rollers of two adjacent anti-collision rollers is less than 0.3m.

[0008] The utility model arranges a plurality of anti-collision rollers on one side of the bridge pier. The anti-collision rollers are composed of a rotating shaft and a buffer roller. The buffer roller is a deformable energy-absorbing cylinder that can rotate around the rotating shaft. When a ship collides with the bridge pier, it first collides with the buffer roller, which deforms and absorbs energy to buffer the impact force. At the same time, the buffer roller rotates around the rotating shaft to guide the impact force of the ship to the next anti-collision roller on the same side of the bridge pier along the waterway. The buffer roller of the second anti-collision roller deforms and absorbs energy, and the buffer roller rotates around the rotating shaft to continue to guide the deflection to the next anti-collision roller. Repeat the above scenarios, and finally guide the impact of the ship back to the normal navigation channel to avoid collision with the bridge pier.

[0009] During the entire impact guidance and deflection process, the first few anti-collision rollers that are impacted bear greater impact force. If there is any loss during the guidance and deflection process, only a few of the rollers need to be replaced, so the maintenance time is short and the cost is low.

[0010] Furthermore, the buffer structure of the buffer roller includes a high-damping rubber material; both ends of the rotating shaft are connected to the bridge piers through mounting brackets.

[0011] High damping rubber is a mass-produced rubber product with excellent shock-absorbing properties. It can deform and unload force during a ship collision, and with the support of the reaction force provided by the bridge pier, it can rotate the ship's forward direction and push it to the next anti-collision roller.

[0012] Furthermore, the mounting bracket includes a steel plate and an arm plate, the arm plate is fixed to the upper and lower ends of the steel plate, and the steel plate is connected to the bridge pier via a spring.

[0013] The steel plate and the bridge pier are connected by springs, which can absorb the impact force of the ship by shrinking, while also ensuring that the buffer roller has time to roll and respond.

[0014] Furthermore, a buoyancy material is arranged in the buffer drum, and a high damping rubber is arranged on the periphery of the buoyancy material, and the volume ratio of the buoyancy material and the high damping rubber is controlled within a range where the overall density of the buffer drum is less than the water density.

[0015] Buoyancy material is set in the buffer drum. By setting the ratio of buoyancy material and high damping rubber, the anti-collision drum can be adjusted to float on the water surface. The ideal floating state is three-fifths underwater and two-fifths on the water surface. This floating state is not easy to fall over and has more protection range for the bridge pier. The buoyancy materials that can be selected include polyurethane closed foam, or air bags, etc.

[0016] The anti-collision roller is set in the water. Its advantage is that the anti-collision roller can be adaptively adjusted with the changes in the rising and falling water level, maintaining the anti-collision roller always in the water surface position where the ship and the bridge pier collide.

[0017] Furthermore, there are at least three anti-collision rollers arranged around the bridge pier, the upper ends of the rotating shafts of every two adjacent anti-collision rollers are connected by a steel cable, and the lower ends of the rotating shafts of every two adjacent anti-collision rollers are connected by a steel cable, and the anti-collision rollers arranged around the bridge pier form a closed loop in sequence.

[0018] In order to ensure that the anti-collision rollers can play a protective role around the bridge piers, it is also necessary to use steel cables to connect the rotating shafts of adjacent anti-collision rollers, with their upper ends connected in pairs and their lower ends connected in pairs. All the anti-collision rollers arranged around the bridge piers will eventually form a closed loop connected end to end.

[0019] When a ship hits a bridge pier, it first contacts the surrounding anti-collision rollers. When hit by the ship, the anti-collision rollers will move toward and approach the bridge pier. At the same time, because each anti-collision roller is connected to the adjacent anti-collision rollers, it also pulls the adjacent anti-collision rollers closer to the bridge pier.

[0020] When the collision continues to the next moment, the impacted anti-collision roller deforms and absorbs energy under the squeeze of the ship and the bridge pier, but at the same time, the impacted anti-collision roller can also roll along the outline of the bridge pier. The rolling of the anti-collision roller guides and deflects the sailing direction of the ship, causing the ship to collide with the adjacent anti-collision roller. The second anti-collision roller continues to repeat the energy absorption and rolling of the first anti-collision roller, thus continuing to guide the ship and deflect the sailing direction of the ship. Repeat the above process until the ship is corrected to the normal navigation channel, thus completing the protection process of the bridge pier.

[0021] The utility model arranges anti-collision rollers around the bridge piers, utilizes the energy absorption and buffering of the anti-collision rollers to reduce the impact of ships on the bridge piers, and utilizes the rolling characteristics of the anti-collision rollers to guide the ship to deflect its course, and finally guides the ship back to the normal navigation channel, thereby realizing collision-free protection for the bridge piers; its beneficial effect is that after the anti-collision rollers are damaged, the maintenance time is short and the cost is low. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following briefly introduces the drawings required for the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor. Among them:

[0023] Figure 1 It is a schematic diagram of the installation of the utility model on a bridge pier;

[0024] Figure 2 It is a schematic diagram of the mounting bracket of the utility model;

[0025] Figure 3 It is a schematic diagram of the floating connection of the anti-collision roller of the utility model.

[0026] Explanation of symbols:

[0027] 1. Bridge pier; 2. Anti-collision roller; 3. Mounting bracket; 4. Spring; 5. Steel cable; 21. Rotating shaft; 22. Buffer roller. DETAILED DESCRIPTION

[0028] In order to make the above-mentioned purposes, features and advantages of the present invention more understandable, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0029] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0030] Secondly, the present invention is described in detail with reference to the schematic diagram. When describing the embodiments of the present invention, for the sake of convenience, the cross-sectional diagrams showing the device structure will not be partially enlarged according to the general proportion, and the schematic diagrams are only examples, which should not limit the scope of protection of the present invention. In addition, in actual production, the three-dimensional dimensions of length, width and depth should be included.

[0031] Secondly, the "one embodiment" or "embodiment" referred to herein refers to a specific feature, structure or characteristic that can be included in at least one implementation of the utility model. The "in one embodiment" that appears in different places in this specification does not refer to the same embodiment, nor is it a separate or selective embodiment that is mutually exclusive with other embodiments.

[0032] Embodiment 1:

[0033] Reference Figure 1 , Figure 2 As shown, the passive safety system of the pier 1 includes the pier 1 and the anti-collision roller 2. The anti-collision roller 2 includes a rotating shaft 21 and a buffer roller 22. The rotating shaft 21 is rotatably arranged at the axial center position of the buffer roller 22, and both ends of the rotating shaft 21 extend out of the buffer roller 22. The length direction of the rotating shaft 21 is arranged in the same direction as the length direction of the pier 1. The buffer roller 22 is a roller with a buffer structure. At least three anti-collision rollers 2 are arranged on one side of the pier 1. The spacing between the buffer rollers 22 of two adjacent anti-collision rollers 2 is less than 0.3m.

[0034] In this embodiment, the utility model sets a plurality of anti-collision rollers 2 on one side of the pier 1. The anti-collision roller 2 is composed of a rotating shaft 21 and a buffer roller 22. The buffer roller 22 is a deformable energy-absorbing cylinder that can rotate around the rotating shaft 21. When a ship collides with the pier 1, it first collides with the buffer roller 22. The buffer roller 22 deforms and absorbs energy to buffer the impact force. At the same time, the buffer roller 22 rotates around the rotating shaft 21 to guide the impact force of the ship to the next anti-collision roller 2 on the same side of the pier 1 along the waterway. The buffer roller 22 of the second anti-collision roller 2 deforms and absorbs energy, and the buffer roller 22 rotates around the rotating shaft 21 to continue to guide the deflection to the next anti-collision roller 2. Repeat the above scenario, and finally guide the impact of the ship back to the normal navigation channel to avoid collision with the pier 1.

[0035] In this embodiment, during the entire impact guide deflection process, the first few anti-collision rollers 2 that are impacted are subjected to greater impact force. If there is any loss during the guide deflection process, only a few of the rollers are replaced, and the maintenance time is short and the cost is low.

[0036] The buffer structure of the buffer roller 22 includes a high-damping rubber material; both ends of the rotating shaft 21 are connected to the bridge pier 1 through the mounting bracket 3.

[0037] High damping rubber is a mass-produced rubber product with excellent shock-absorbing properties. It can deform and unload force during a ship collision, and with the support of the reaction force provided by the pier 1, it can rotate the ship's forward direction to push it to the next anti-collision roller 2.

[0038] The mounting bracket 3 includes a steel plate and an arm plate. The arm plate is fixed to the upper and lower ends of the steel plate. The steel plate is connected to the pier 1 via a spring 4.

[0039] In this embodiment, the steel plate and the bridge pier 1 are connected by a spring 4, which can absorb the impact force of the ship by shrinking, while also ensuring that the buffer roller 22 has time for rolling response.

[0040] Embodiment 2:

[0041] The buffer drum 22 is provided with a buoyancy material, and high damping rubber is provided on the periphery of the buoyancy material. The volume ratio of the buoyancy material and the high damping rubber is controlled within a range where the overall density of the buffer drum is less than the density of water.

[0042] In this embodiment, a buoyancy material is arranged in the buffer drum 22. By setting the ratio of the buoyancy material and the high damping rubber, the anti-collision drum 2 can be adjusted to float on the water surface. The ideal floating state is three-fifths underwater and two-fifths above the water surface. This floating state is not easy to fall over and has a wider protection range for the bridge pier. The buoyancy material that can be selected includes polyurethane closed foam, or airbags, etc.

[0043] The anti-collision roller 2 is arranged in the water, which has the advantage that the anti-collision roller 2 can be adaptively adjusted with the change of the rising and falling water level, so as to maintain the anti-collision roller 2 always in the water surface position where the ship and the pier 1 collide.

[0044] There are at least three anti-collision rollers 2 arranged around the bridge pier 1, and the upper ends of the rotating shafts 21 of every two adjacent anti-collision rollers 2 are connected by a steel cable 5, and the lower ends of the rotating shafts 21 of every two adjacent anti-collision rollers 2 are connected by a steel cable 5. The anti-collision rollers 2 arranged around the bridge pier 1 form a closed loop in sequence.

[0045] In order to ensure that the anti-collision roller 2 can play a protective role around the bridge pier 1, it is also necessary to use a steel cable 5 to connect the rotating shafts 21 of adjacent anti-collision rollers 2, with their upper ends connected in pairs and their lower ends connected in pairs, so that all the anti-collision rollers 2 arranged around the bridge pier 1 will eventually form a closed loop connected end to end.

[0046] In this embodiment, when a ship hits the bridge pier 1, it first contacts the surrounding anti-collision rollers 2. When the anti-collision rollers 2 are hit by the ship, they will move toward and approach the bridge pier 1. At the same time, because each anti-collision roller 2 is connected to the adjacent anti-collision rollers 2, it also pulls the adjacent anti-collision rollers 2 closer to the bridge pier 1.

[0047] When the collision continues to the next moment, the impacted anti-collision roller 2 deforms and absorbs energy under the squeeze of the ship and the bridge pier 1, but at the same time, the impacted anti-collision roller 2 will roll along the outline of the bridge pier 1, and the rolling of the anti-collision roller 2 guides and deflects the sailing direction of the ship, causing the ship to collide with the adjacent anti-collision roller 2. The second anti-collision roller 2 continues to repeat the energy absorption and rolling of the first anti-collision roller 2, thus continuing to guide the ship and deflect the sailing direction of the ship. Repeat the above process until the ship is corrected to the normal navigation channel, and the protection process of the bridge pier 1 is completed.

[0048] Furthermore, in order to provide a concise description of exemplary embodiments, all features of an actual embodiment may not be described, i.e., those features that are not relevant to the best mode presently contemplated for carrying out the invention or those features that are not relevant to implementing the invention.

[0049] It should be understood that in the development of any actual implementation, as in any engineering or design project, numerous implementation-specific decisions may be made. Such a development effort may be complex and time-consuming, but for those of ordinary skill having the benefit of this disclosure, the development effort will be a routine task of design, fabrication, and production without undue experimentation.

[0050] It should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A passive safety system for a bridge pier, comprising a bridge pier, characterized in that: It also includes an anti-collision roller, which includes a rotating shaft and a buffer roller. The rotating shaft is rotatably arranged at the axis center of the buffer roller, and both ends of the rotating shaft extend out of the buffer roller. The length direction of the rotating shaft is arranged in the same direction as the length direction of the bridge pier; The buffer roller is a roller with a buffer structure; At least three anti-collision rollers are installed on one side of the pier; The distance between the buffer rollers of two adjacent anti-collision rollers is less than 0.3m; The buffer drum is provided with a buoyancy material, and a high damping rubber is provided on the periphery of the buoyancy material; There are at least three anti-collision rollers arranged around the bridge pier, the upper ends of the rotating shafts of every two adjacent anti-collision rollers are connected by a steel cable, and the lower ends of the rotating shafts of every two adjacent anti-collision rollers are connected by a steel cable. The anti-collision rollers arranged around the bridge pier form a closed loop in sequence.

2. The passive safety system for bridge piers according to claim 1, characterized in that: The buffer structure of the buffer roller includes a high damping rubber material; Both ends of the rotating shaft are connected to the bridge piers through mounting brackets.

3. The passive safety system for bridge piers according to claim 2, characterized in that: The mounting bracket comprises a steel plate and an arm plate, the arm plate is fixed on the upper end and the lower end of the steel plate, and the steel plate is connected to the bridge pier through a spring.

Images