Collaboratively stressed independent anti-collision pier

Abstract

The utility model provides a collaboratively stressed independent anti-collision pier, which comprises a first pier group, a second pier group, a straining beam and an anti-collision pier, the first pier group is arranged on the upstream of the second pier group, the first pier group and the second pier group are connected through the straining beam, the anti-collision pier is arranged above the first pier group, the first pier group comprises a first bearing platform and a plurality of first foundation piers, and the first foundation piers are arranged on the first bearing platform. The first bearing platform is arranged at the tops of the multiple first foundation piers, and the anti-collision pier is vertically arranged at the top of the first bearing platform; the second pier set comprises a second bearing platform and a plurality of second foundation piers, and the second bearing platform is arranged at the tops of the second foundation piers. The first pier set is arranged at the upstream end, facing the ship sailing, of the pier, the second pier set is arranged at the downstream end, back to the ship sailing, of the pier, and when a ship collides with the anti-collision pier, the anti-collision pier transmits force to the first pier set and transmits the force to the second pier set through the tie beam, so that the first pier set and the second pier set are stressed at the same time; and the impact resistance is improved, and the damage is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge ship collision prevention engineering, in particular to an independent type collision prevention pier subjected to coordinated forces. Background Art

[0002] With the rapid development of my country's economic construction, the transportation industry has developed faster and faster, and the number of bridges built on rivers and lakes has increased year by year. After the bridges were built and opened to navigation, the problem of ship collisions when passing through the bridges became particularly prominent.

[0003] The anti-collision ability of a bridge mainly depends on its own structure. In order to reduce the risk of threatening the overall safety of the bridge structure due to ship collision, the existing anti-ship collision measures for bridges are generally to set up steel fenders or flexible material pontoons. However, the effectiveness of such anti-collision facilities is limited, and the resistance of the original bridge structure is far from meeting the ship collision force. Generally, it is necessary to set up independent anti-collision piers in front of the piers of the old bridge. There are usually two methods for conventional independent anti-collision piers. One is to set up a cap on the pile foundation, and set up an anti-collision wall on the cap. The other method is to set up a cap on the pile foundation, and set up anti-collision piles on the cap. Both structures have their own limitations. The first anti-collision structure greatly increases the water resistance of the bridge. For areas with high flood control requirements, this structure is difficult to implement; for the second anti-collision structure, the anti-collision piles on the cap are generally conventional steel structures or reinforced concrete structures. Under the action of large impact forces, they are easily destroyed and cannot play a good protective role. Therefore, the existing second anti-collision design for bridge piers with high flood control requirements and prone to ship collisions still cannot play a good protective role.

[0004] In summary, there is an urgent need for an independent crash pier that can bear coordinated forces to solve or at least partially solve the problems existing in the prior art. Utility Model Content

[0005] The utility model aims to provide an independent anti-collision pier with coordinated force, aiming to solve the problem that the existing design cannot achieve effective anti-collision effect. The specific technical solution is as follows:

[0006] A cooperatively stressed independent crash pier comprises a first pier group, a second pier group, a tie beam and a crash pier, wherein the first pier group is arranged upstream of the second pier group, the first pier group and the second pier group are connected by a tie beam, the crash pier is arranged above the first pier group, the first pier group comprises a first pedestal and a plurality of first foundation piers, the first pedestal is arranged on top of the plurality of first foundation piers; the second pier group comprises a second pedestal and a plurality of second foundation piers, the second pedestal is arranged on top of the plurality of second foundation piers; the crash pier is vertically arranged on top of the first pedestal.

[0007] Furthermore, a post-tensioning prestressed structure for applying prestress to the crash pier is provided in the middle of the crash pier, and the post-tensioning prestressed structure is arranged along the axial direction of the crash pier.

[0008] Furthermore, the post-tensioned prestressed structure includes a steel strand, a sleeve, an anchor and a locking piece. The anchor is pre-buried in the first pedestal. The steel strand is arranged axially along the crash pier, and one end of the steel strand is connected to the anchor. The other end of the steel strand passes through the crash pier and is fixedly connected to the locking piece. The sleeve is sleeved on the outside of the steel strand.

[0009] Furthermore, a plurality of crash piers are provided, a first connecting beam is provided between two adjacent crash piers, and the plurality of crash piers are connected by the plurality of first connecting beams.

[0010] Further, the plurality of first connection beams form a layer, and the first connection beams are arranged in multiple layers along the height direction of the crash pier.

[0011] Furthermore, five crash barriers are provided, one of which is provided in the middle of the upstream end, and the remaining four are provided downstream and located on both sides of the upstream crash barrier, so that the upstream end is arranged in a cone angle or an arc angle.

[0012] Furthermore, a grouting pipe is pre-buried in the first foundation pier, the grouting pipe is arranged axially along the first foundation pier, one end of the grouting pipe extends from the lower part of the first foundation pier, and the other end of the grouting pipe extends from the upper part of the first foundation pier.

[0013] Furthermore, a steel casing is provided on the outer side of the first foundation pier.

[0014] Furthermore, shear nails are arranged inside the steel casing, and the shear nails extend into the crash pier along the radial direction of the crash pier and are integrated with the crash pier.

[0015] Furthermore, a second connecting beam is connected between two adjacent first foundation piers, and a plurality of second connecting beams are arranged along the height direction of the first foundation piers.

[0016] The application of the technical solution of the utility model has the following beneficial effects:

[0017] A first pier group is arranged at the upstream end of the pier facing the navigation of ships, and a second pier group is arranged at the downstream end of the pier facing away from the navigation of ships, and the first pier group and the second pier group are connected by a tie beam, and a crash pier is arranged on the top of the first pier group. When a ship approaches the first pier group and collides with the crash pier, the crash pier transfers force to the first pier group and transfers it to the second pier group through the tie beam, so that the first pier group and the second pier group are subjected to force at the same time, thereby increasing the anti-collision performance and minimizing the damage to the crash pier and the first pier group and the second pier group.

[0018] In addition to the above-described purposes, features and advantages, the present invention has other purposes, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0020] Figure 1 It is a schematic diagram of the overall structure of an independent anti-collision pier that bears coordinated forces according to the utility model;

[0021] Figure 2 It is a schematic diagram of the overall structure of the first pier group and the crash pier in a cooperatively-forced independent crash pier of the utility model;

[0022] Figure 3 It is a partial structural schematic diagram of the first basic pier in a cooperatively-forced independent anti-collision pier of the utility model;

[0023] Figure 4 It is a top view of the overall structure of an independent anti-collision pier that is subjected to coordinated forces according to the utility model.

[0024] Among them, 1. the first pier group; 11. the first pedestal; 12. the first foundation pier; 121. the grouting pipe; 122. the steel casing; 1221. the shear nail; 123. the second connecting beam; 2. the second pier group; 21. the second pedestal; 22. the second foundation pier; 3. the tie beam; 4. the anti-collision pier; 41. the post-tensioning prestressed structure; 411. the steel strand; 412. the casing; 413. the anchor; 414. the locking piece; 42. the first connecting beam; 6. the bridge pier. DETAILED DESCRIPTION

[0025] In order to facilitate the understanding of the present invention, the present invention will be described more comprehensively below, and preferred embodiments of the present invention are given. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0027] Example:

[0028] See also Figure 1-Figure 4The present embodiment provides an independent crash pier that is subjected to coordinated forces, including a first pier group 1, a second pier group 2, a tie beam 3 and a crash pier 4. The first pier group 1 is arranged upstream of the second pier group 2, the first pier group 1 and the second pier group 2 are connected by the tie beam 3, the crash pier 4 is arranged above the first pier group 1, the first pier group 1 includes a first pedestal 11 and a plurality of first foundation piers 12, the first pedestal 11 is fixedly connected to the tops of the plurality of first foundation piers 12 at the same time; the second pier group 2 includes a second pedestal 21 and a plurality of second foundation piers 22, the second pedestal 21 is fixedly connected to the tops of the plurality of second foundation piers 22 at the same time; the crash pier 4 is vertically arranged on the top of the first pedestal 11.

[0029] Specifically, the first pier group 1 is arranged at the upstream end of the pier 6 facing the ship, the second pier group 2 is arranged at the downstream end of the pier 6 facing away from the ship, and the crash pier 4 is arranged on the top of the first pier group 1. When a ship hits the pier 6 during navigation, it will first hit the crash pier 4 and stop under the blockage of the crash pier 4, thereby preventing the ship from directly hitting the pier 6 and causing greater damage to the pier 6. For ease of understanding, Figure 1 The direction of the ship's journey is indicated in the chart.

[0030] It can be understood that when a ship hits the crash pier 4, the impact force of the ship is transmitted to the first pier group 1, and then transmitted to the second pier group 2 through the tie beam 3. The first pier group 1 and the second pier group 2 are connected by the tie beam 3, so that the crash pier 4 can be subjected to force at the same time during the collision of the ship, thereby increasing the impact resistance of the crash pier 4 and reducing the damage to the crash pier 4, the first pier group 1 and the second pier group 2 during the collision of the ship. Because the second pier is facing away from the direction of the ship's navigation, it is not easy to collide with the ship, so there is no need to set the crash pier 4, saving construction materials and reducing construction costs.

[0031] Furthermore, a post-tensioned prestressed structure 41 for applying prestress to the crash pier 4 is provided in the middle of the crash pier 4, and the post-tensioned prestressed structure 41 is arranged axially along the crash pier 4. The post-tensioned prestressed structure 41 applies prestress along the axial direction of the crash pier 6 to the crash pier 6, so that the crash pier 4 is subjected to compressive stress along the axial direction, thereby improving the ability of the crash pier 4 to resist bending when a collision occurs (the crash pier 4 will bend when a collision occurs. Under normal circumstances, one side of the crash pier 4 is compressed and the other side is stretched after bending. For cement materials, the stretched side is more likely to crack and be damaged). After the prestress is applied, the crash pier 6 is not easy to bend under the action of the prestress, so that when the crash pier 4 collides, the stretched side is not easy to be stretched and cracked, so that the crash pier 6 has better crash resistance.

[0032] Furthermore, the post-tensioning prestressed structure 41 includes a steel strand 411, a sleeve 412, an anchor 413 and a locking member 414. When the first cap 11 is constructed, the anchor 413 is first embedded in the first cap 11. After the first cap 11 is constructed, the anchor 413 is anchored in the first cap 11. The steel strand 411 is arranged axially along the crash pier 4, and one end of the steel strand 411 is connected to the anchor 413, and the other end of the steel strand 411 passes through the crash pier 4 and is fixedly connected to the locking member 414. After the construction of the crash pier 4 is completed, the steel strand 411 is stretched from the top by a stretching device to cause the steel strand 411 to be elastic. The steel strand 411 is deformed to generate a tensile force. When the tensile force reaches the set value, the locking member 414 locks the end of the steel strand 411 to prevent the steel strand 411 from shrinking. The prestress is provided by the elastic force of the steel strand 411. The sleeve 412 is sleeved on the outside of the steel strand 411. Before the concrete is poured on the crash pier 4, the sleeve 412 needs to be sleeved on the outer periphery of the steel strand 411 to isolate the concrete from the steel strand 411, so that the steel strand 411 is deformed along the axis of the crash pier 4 when the steel strand 411 is stretched, and the steel strand 411 is prevented from directly contacting the concrete and being unable to be pulled. It should be noted that in other embodiments, the steel strand 411 can also be a component or structure such as threaded steel, carbon fiber cable, etc. that can produce a large elastic force after an elastic phase change.

[0033] Furthermore, multiple crash piers 4 are provided, specifically, five crash piers 4 are provided, one of which is arranged at the upstream end facing the ship's heading, and four are arranged at the downstream end along the ship's direction, and the four are arranged on both sides of the upstream crash pier 4, and are arranged at a cone angle at the upstream end facing the ship's heading. When the ship collides with the crash pier 4, the ship can be guided to change direction, thereby reducing the impact force of the ship on the crash pier 4, so as to reduce the damage to the crash pier 4 during the collision. It should be noted that the crash pier 4 can also be three less than five, and of course it can also be seven more than five, or more. The number of crash piers 4 can be adjusted according to the design needs. In addition, in other embodiments, the upstream end of the crash pier 4 facing the ship's heading can also be arranged in an arc shape to guide and change the direction of the ship's navigation when colliding with the ship, so as to reduce the damage caused by the collision.

[0034] Furthermore, a first connecting beam 42 is provided between two adjacent crash piers 4, and five crash piers 4 are connected by a plurality of first connecting beams 42. After the five crash piers 4 are connected by the first connecting beams 42, when one of the crash piers 4 collides with a ship, the force can be transmitted to the remaining crash piers 4 through the first connecting beam 42, so that each crash pier 4 can have better resistance when colliding with a ship, and the crash pier 4 is not easily damaged. It should be noted that the first connecting beam 42 set obliquely is also connected between some of the spaced crash piers 6, and the first connecting beam 42 set obliquely and the adjacent first connecting beam 42 form a triangular structure, which further improves the stability between the crash piers 4. It should be noted that the crash pier 4 and the first connecting beam 42 are both cast by combining C30 concrete and steel cage. C30 has higher strength than ordinary concrete, higher bearing capacity at the same size, and smaller volume at the same bearing capacity. In this way, the crash pier 4 can be made thinner while ensuring that the crash pier 4 can meet the crash protection requirements, so that when a flood comes, the barrier to the flood is smaller. Secondly, the plurality of first connecting beams 42 form a layer, and the first connecting beams 42 are arranged in multiple layers along the height direction of the crash pier 4. The connection strength between the crash piers 4 is further enhanced, and the overall crash protection performance is improved.

[0035] Furthermore, a grouting pipe 121 is pre-buried in the first foundation pier 12, and the grouting pipe 121 is arranged along the axial direction of the first foundation pier 12, and one end of the grouting pipe 121 extends from the lower part of the first foundation pier 12, and the other end of the grouting pipe 121 extends from the upper part of the first foundation pier 12. It can be understood that when the first foundation pier 12 is constructed, the soil at the bottom of the foundation pier is not compacted and the soil is relatively loose, so the bearing capacity of the soil at the bottom of the first foundation pier 12 is relatively weak. If the first foundation pier 12 is directly constructed, the first foundation pier 12 may slowly sink over time. Therefore, when pouring the first foundation pier 12, a grouting pipe 121 is pre-buried in the first foundation pier 12, and the grouting pipe 121 extends to the bottom of the first foundation pier 12. After the first foundation pier 12 is poured, cement mortar is injected into the grouting pipe 121 from the top, and the cement mortar enters the grouting pipe 121 and is pressed out from the bottom of the first foundation pier 12, and penetrates into the soil around the bottom of the first foundation pier 12. The cement mortar combines with the bottom soil layer of the first foundation pier 12 to improve the soil quality around the bottom of the first foundation pier 12. The soil infiltrated with the cement mortar becomes hard after the cement mortar solidifies, and the bearing capacity is enhanced to prevent the first foundation pier 12 from sinking. It can be understood that what can be injected through the first grouting pipe 121 can be cement mortar, and of course it can also be other substances that can combine with the soil to make the soil hard and increase the strength, such as pure cement slurry.

[0036] Furthermore, a steel casing 122 is provided on the outer side of the first foundation pier 12, and the steel casing 122 is wrapped around the outer periphery of the first foundation pier 12. When a ship collides with the anti-collision pier 4, the force of the impact is transmitted to the first foundation pier 12, causing the first foundation pier 12 to bend and deform. After the steel casing 122 is provided on the outer periphery of the first foundation pier 12, the steel casing 122 improves the ability of the first foundation pier 12 to resist bending deformation, thereby improving the ability of the first foundation pier 12 to resist bending deformation.

[0037] Furthermore, a shearing nail 1221 is provided inside the steel casing 122, and the shearing nail 1221 extends into the crash pier 4 along the radial direction of the crash pier 4, and is integrated with the crash pier 4. By providing the shearing nail 1221, the bonding force between the steel casing 122 and the first foundation pier 12 is improved, and the first foundation pier 12 is prevented from being separated from the steel casing 122 due to shear force during the bending process of the first foundation pier 12. The provision of the shearing nail 1221 improves the bonding performance between the first foundation pier 12 and the steel casing 122.

[0038] Furthermore, a second connecting beam 123 is connected between two adjacent first foundation piers 12, and a plurality of second connecting beams 123 are arranged along the height direction of the first foundation pier 12. It can be understood that the second connecting beam 123 connects the plurality of first foundation piers 12 into a whole, thereby improving the overall force bearing capacity of the first foundation pier 12. The second connecting beam 123 is made of steel material, and the second connecting beam 123 is directly fixed to the steel casing 122 outside each first foundation pier 12 by welding.

[0039] The working principle and effect of the technical solution of this embodiment are as follows: when a ship collides with the crash pier 4, on the one hand, the impact force is quickly transmitted to other crash piers 4 through the first connecting beam 42, and the force is synergistically received, so that the crash pier 4 can withstand a larger impact force. In addition, the impact force is transmitted to the first pier group 1, and the impact force is transmitted to the second pier group 2 through the tie beam 3. The first pier group 1 and the second pier group 2 jointly bear the impact force, so that the first pier group 1 and the second pier group 2 have better bearing performance and improve the stability of the first pier group 1 and the second pier group 2.

[0040] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. An independent crash pier with coordinated force, characterized in that: The invention comprises a first pier group (1), a second pier group (2), a tie beam (3) and a collision pier (4), The first pier group (1) is arranged upstream of the second pier group (2), the first pier group (1) and the second pier group (2) are connected via a tie beam (3), the crash pier (4) is arranged above the first pier group (1), The first pier group (1) comprises a first cap (11) and a plurality of first foundation piers (12), wherein the first cap (11) is arranged on top of the plurality of first foundation piers (12); The second pier group (2) comprises a second cap (21) and a plurality of second foundation piers (22), wherein the second cap (21) is arranged on top of the plurality of second foundation piers (22); The crash pier (4) is vertically arranged on the top of the first supporting platform (11).

2. The independent crash pier with coordinated force according to claim 1, characterized in that: A post-tensioning prestressing structure (41) for applying prestress to the crash pier (4) is provided in the middle of the crash pier (4), and the post-tensioning prestressing structure (41) is arranged axially along the crash pier (4).

3. The independent crash pier with coordinated force according to claim 2, characterized in that: The post-tensioning prestressed structure (41) comprises a steel strand (411), a sleeve (412), an anchor (413) and a locking piece (414); the anchor (413) is pre-buried in the first support platform (11); the steel strand (411) is axially arranged along the crash pier (4); one end of the steel strand (411) is connected to the anchor (413); the other end of the steel strand (411) passes through the crash pier (4) and is fixedly connected to the locking piece (414); the sleeve (412) is sleeved on the outside of the steel strand (411).

4. The independent crash pier with coordinated force according to claim 1, characterized in that: A plurality of the crash piers (4) are provided, a first connecting beam (42) is provided between two adjacent crash piers (4), and the plurality of crash piers (4) are connected via the plurality of first connecting beams (42).

5. The independent crash pier with coordinated force according to claim 4, characterized in that: A plurality of first connection beams (42) form a layer, and the first connection beams (42) are arranged in multiple layers along the height direction of the crash pier (4).

6. The independent crash pier with coordinated force according to claim 1, characterized in that: Five crash piers (4) are provided, one of which is provided in the middle of the upstream end, and the remaining four are provided downstream and located on both sides of the upstream crash pier (4), so that the upstream end is arranged in a cone angle or an arc angle.

7. The independent crash pier with coordinated force according to claim 1, characterized in that: A grouting pipe (121) is pre-buried in the first foundation pier (12), and the grouting pipe (121) is arranged along the axial direction of the first foundation pier (12), and one end of the grouting pipe (121) extends from the lower part of the first foundation pier (12), and the other end of the grouting pipe (121) extends from the upper part of the first foundation pier (12).

8. The independent crash pier with coordinated force according to claim 1, characterized in that: A steel casing (122) is provided on the outer side of the first foundation pier (12).

9. The independent crash pier with coordinated force according to claim 8, characterized in that: The steel casing (122) is provided with shear nails (1221) inside. The shear nails (1221) extend into the crash pier (4) along the radial direction of the crash pier (4) and are integrated with the crash pier (4).

10. The independent crash pier with coordinated force according to claim 1, characterized in that: A second connecting beam (123) is connected between two adjacent first foundation piers (12), and a plurality of the second connecting beams (123) are arranged along the height direction of the first foundation piers (12).

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