Ship collision prevention structure and ship collision prevention system for parallel bridges

Abstract

The utility model provides an anti-ship-collision structure and anti-ship-collision system for parallel bridges, which comprises a force transmission mechanism and two connecting components oppositely arranged at two ends of the force transmission mechanism, the force transmission mechanism is arranged between two bridge structures, the force transmission mechanism comprises a first force transmission part and two second force transmission parts oppositely arranged along the transverse bridge direction, the first force transmission parts and the second force transmission parts extend in the transverse bridge direction, the first force transmission part is fixed between the two second force transmission parts, the connecting assemblies are fixed to the ends, away from the first force transmission parts, of the second force transmission parts, and the second force transmission parts are fixedly connected with a bridge structure through the connecting assemblies. In this way, the two parallel bridge structures can jointly bear forward impact force through the force transmission mechanism when impact occurs, so that ship impact energy is consumed, the whole parallel bridge is protected, the structure can be prefabricated in advance, construction is convenient, the manufacturing cost of the whole structure is lower compared with dismantling and rebuilding, and the ship impact prevention capacity of the parallel bridge is effectively improved.

Description

Technical Field

[0001] The utility model relates to the technical field of bridges, in particular to an anti-ship collision structure and an anti-ship collision system for parallel bridges. Background Art

[0002] Bridge-ship collision accidents can cause damage to the bridge structure or even serious consequences such as collapse. High-grade waterway upgrading projects are imperative, and existing bridges that do not meet the waterway clearance requirements need to be demolished and rebuilt.

[0003] Due to the restrictions on traffic flow during the construction period, dismantling and rebuilding the bridge in sections has become the preferred demolition and reconstruction plan. The anti-collision capability of a single bridge is limited and cannot meet the requirements of waterway reconstruction and upgrading. Therefore, the overall anti-collision capability of parallel bridges is usually improved by adding anti-ship collision devices. However, the cost of adding new anti-ship collision devices is high, and when the bridge span is limited, it will also encroach on the navigation boundary.

[0004] In view of this, it is necessary to propose an anti-ship collision structure and an anti-ship collision system for a parallel bridge to solve or at least alleviate the above-mentioned defects. Utility Model Content

[0005] The main purpose of the utility model is to provide a ship collision prevention structure for a parallel bridge, so as to solve the problem that the ship collision device in the prior art has a high engineering cost and infringes on the navigation boundary under certain circumstances.

[0006] To achieve the above-mentioned purpose, the utility model provides a ship collision prevention structure for parallel bridges, comprising a force transmission mechanism and two connecting components arranged at two ends of the force transmission mechanism, wherein the force transmission mechanism is arranged between two bridge structures;

[0007] The force transmission mechanism includes a first force transmission part and two second force transmission parts arranged opposite to each other along the transverse bridge direction. The first force transmission part and the second force transmission part are both extended along the transverse bridge direction. The first force transmission part is fixed between the two second force transmission parts. The connecting component is fixed to one end of the second force transmission part away from the first force transmission part. The second force transmission part is fixedly connected to the bridge structure through the connecting component.

[0008] Preferably, the first force transmission part includes two first vertical steel plates arranged opposite to each other in the transverse direction and two first horizontal steel plates arranged opposite to each other in the vertical direction, and the first vertical steel plate is fixed between the two first horizontal steel plates and connected between the two second force transmission parts.

[0009] Preferably, each of the second force transmission parts includes two second vertical steel plates arranged opposite to each other in the transverse direction and two second horizontal steel plates arranged opposite to each other in the vertical direction, the second vertical steel plate is fixed between the two second horizontal steel plates, the second horizontal steel plate is arranged flush with the first horizontal steel plate, and one end of the second horizontal steel plate is fixedly connected to the first horizontal steel plate, and the other end of the second horizontal steel plate is fixedly connected to the connecting assembly.

[0010] Preferably, each of the connecting components includes an embedded base plate and a plurality of embedded bolts. The embedded base plate is fixed to an end of the second vertical steel plate away from the first vertical steel plate and is fixedly connected to the second horizontal steel plate. A plurality of bolt holes for the embedded bolts to pass through are provided on the embedded base plate, and the embedded base plate is fixedly connected to the bridge structure via the embedded bolts.

[0011] Preferably, the second force transmission part also includes two horizontal stiffening ribs arranged opposite to each other in the vertical direction and two longitudinal stiffening ribs arranged opposite to each other in the vertical direction, the horizontal stiffening ribs are arranged flush with the second horizontal steel plate, and the horizontal stiffening ribs are connected between the embedded base plate and the second horizontal steel plate; the longitudinal stiffening ribs are vertically arranged on the side of the second horizontal steel plate away from the second vertical steel plate, and are connected between the embedded base plate and the second horizontal steel plate.

[0012] Preferably, the force transmission mechanism is arranged between two main piers of the bridge structure.

[0013] Preferably, the length of the first vertical steel plate is 4.2m to 4.5m.

[0014] Preferably, surfaces of the first force transmission part and the second force transmission part are coated with an anti-corrosion layer.

[0015] Preferably, the first vertical steel plate is fixed between the two first horizontal steel plates by welding.

[0016] The present application also provides an anti-ship collision system, which also includes a plurality of anti-ship collision structures for parallel bridges as described above, wherein the plurality of anti-ship collision structures for parallel bridges are arranged between two bridge structures at intervals along the longitudinal direction of the bridge.

[0017] Compared with the prior art, the utility model provides the following beneficial effects:

[0018] The utility model provides an anti-ship collision structure and an anti-ship collision system for parallel bridges, including a force transmission mechanism and two connecting components relatively arranged at both ends of the force transmission mechanism, the force transmission mechanism is arranged between two bridge structures, the force transmission mechanism includes a first force transmission part and two second force transmission parts relatively arranged along the transverse direction of the bridge, the first force transmission part and the second force transmission part are both extended along the transverse direction of the bridge, the first force transmission part is fixed between the two second force transmission parts, the connecting component is fixed to one end of the second force transmission part away from the first force transmission part, and the second force transmission part is fixedly connected to the bridge structure through the connecting component. In this way, when a collision occurs, the two parallel bridge structures can jointly bear the positive impact force through the force transmission mechanism, thereby consuming the energy of the ship collision, and also play a protective role for the parallel bridge as a whole, and the structure can be prefabricated in advance, the construction is convenient, the cost of the entire structure is less than that of demolition and reconstruction, and the anti-ship collision ability of the parallel bridge is effectively improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0020] Figure 1 It is a schematic elevation diagram of an application scenario of the overall structure in one embodiment of the utility model;

[0021] Figure 2 for Figure 1 A local enlarged schematic diagram of the middle A;

[0022] Figure 3 for Figure 1 Schematic diagram of the cross section along BB.

[0023] The purpose, features and advantages of the present invention will be further described in conjunction with the embodiments and with reference to the accompanying drawings.

[0024] Description of Figure Numbers:

[0025] 10. Force transmission mechanism; 110. First force transmission part; 111. First vertical steel plate; 112. First horizontal steel plate; 120. Second force transmission part; 121. Second vertical steel plate; 122. Second horizontal steel plate; 123. Horizontal stiffening ribs; 124. Longitudinal stiffening ribs; 20. Connection assembly; 210. Embedded base plate; 220. Embedded bolts; 30. Bridge structure. DETAILED DESCRIPTION

[0026] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0027] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0028] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back...) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0029] In addition, the descriptions of "first", "second", etc. in the present utility model are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in this field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present utility model.

[0030] Please refer to the attached Figure 1-3 In one embodiment, the utility model provides an anti-ship collision structure for parallel bridges, comprising a force transmission mechanism 10 and two connecting components 20 relatively arranged at both ends of the force transmission mechanism 10, and the force transmission mechanism 10 is arranged between two bridge structures 30. First of all, it should be noted that the longitudinal bridge direction in the present application refers to the extension direction along the bridge, and the transverse bridge direction refers to the width direction between the two bridge structures 30; which is different from the prior art in which the overall anti-collision capability of parallel bridges is improved by adding anti-ship collision devices, and the engineering cost of adding new anti-ship collision devices is relatively high, and it will also infringe on the navigation boundary when the bridge span is limited. The present application solves the above-mentioned defects in the prior art by providing an anti-ship collision structure for parallel bridges. The details are as follows:

[0031] The force transmission mechanism 10 includes a first force transmission part 110 and two second force transmission parts 120 arranged opposite to each other along the transverse bridge direction. The first force transmission part 110 and the second force transmission part 120 are both extended along the transverse bridge direction. The first force transmission part 110 is fixed between the two second force transmission parts 120. The connecting component 20 is fixed to one end of the second force transmission part 120 away from the first force transmission part 110. The second force transmission part 120 is fixedly connected to the bridge structure 30 via the connecting component 20.

[0032] Specifically, the anti-ship collision structure in the present application includes a force transmission mechanism 10 and two connecting components 20. The force transmission mechanism 10 is used to bear and transmit the impact force, and the connecting component 20 is used as a connecting part of the force transmission mechanism 10. The two connecting components 20 are relatively arranged at both ends of the force transmission mechanism 10 to connect the two ends of the force transmission mechanism 10 with two parallel bridge structures 30 respectively, so that there is a system between the two parallel bridge structures 30 that can transmit the impact force to each other. Therefore, the force transmission mechanism 10 is arranged between the two bridge structures 30.

[0033] Among them, the force transmission mechanism 10 includes a first force transmission part 110 and two second force transmission parts 120 arranged opposite to each other along the transverse direction of the bridge. The first force transmission part 110 serves as the main intermediate force transmission component, which is fixed between the two second force transmission parts 120, and its bearing capacity and strength are greater than those of the second force transmission parts 120; and the second force transmission part 120 is used for the installation and connection of the first force transmission part 110 and serves as an auxiliary force transmission component. After the first force transmission part 110 and the two second force transmission parts 120 are connected as one, they are fixedly connected to the bridge structure 30 through the connecting assembly 20, so that the entire anti-ship collision structure extends along the transverse direction of the bridge and is fixed between the two bridge structures 30, so as to achieve the effect of bearing and transmitting the impact force.

[0034] As a preferred embodiment of the present invention, the first force transmission part 110 includes two first vertical steel plates 111 arranged opposite to each other in the transverse direction and two first horizontal steel plates 112 arranged opposite to each other in the vertical direction. The first vertical steel plate 111 is fixed between the two first horizontal steel plates 112 and connected between the two second force transmission parts 120.

[0035] It should be noted that the first force transmission part 110 is composed of two first vertical steel plates 111 and two first horizontal steel plates 112 to form a rectangular cross-section, so it has good conduction force and a stable structure. Here, horizontal refers to being placed flat, and vertical refers to being placed vertically perpendicular to the horizontal, and the first vertical steel plates 111 and the first horizontal steel plates 112 are both extended along the transverse direction; the entire first force transmission part 110 is formed of steel plates to form a steel structure, which has a large structural bearing capacity and does not require a casting formwork required by a concrete structure. It can be directly installed after hoisting, and the construction is convenient; it is worth mentioning that since the first force transmission part 110 is the main force transmission component, the size and thickness of the first vertical steel plate 111 and the first horizontal steel plate 112 in the first force transmission part 110 need to be larger than those of the other components to ensure sufficient force transmission bearing stiffness.

[0036] As a preferred embodiment of the utility model, each of the second force transmission parts 120 includes two second vertical steel plates 121 arranged opposite to each other in the transverse direction and two second horizontal steel plates 122 arranged opposite to each other in the vertical direction, the second vertical steel plate 121 is fixed between the two second horizontal steel plates 122, the second horizontal steel plate 122 is arranged flush with the first horizontal steel plate 112, and one end of the second horizontal steel plate 122 is fixedly connected to the first horizontal steel plate 112, and the other end of the second horizontal steel plate 122 is fixedly connected to the connecting assembly 20.

[0037] It should be noted that, similar to the first force transmission part 110, the rectangular cross-section formed by combining two second vertical steel plates 121 and two second horizontal steel plates 122 has good bearing stiffness and conduction force; it should be noted that when connecting, the second vertical steel plates 121 need to be set one-to-one with the first vertical steel plates 111, and the second horizontal steel plates 122 need to be set one-to-one with the first horizontal steel plates 112. The one-to-one setting here means that they are located under the same transverse axis line and connected to each other, so as to facilitate stable connection and maximize the force transmission efficiency.

[0038] As a preferred embodiment of the utility model, each of the connecting components 20 includes an embedded base plate 210 and a plurality of embedded bolts 220. The embedded base plate 210 is fixed to an end of the second vertical steel plate 121 away from the first vertical steel plate 111, and is fixedly connected to the second horizontal steel plate 122. The embedded base plate 210 is provided with a plurality of bolt holes for the embedded bolts 220 to pass through. The embedded base plate 210 is fixedly connected to the bridge structure 30 via the embedded bolts 220.

[0039] It is worth mentioning that the embedded base plate 210 and the embedded bolts 220 can be embedded in the bridge structure 30 in advance during construction, and the embedded base plate 210 can be fixed to the bridge structure 30 by the embedded bolts 220. In this way, when constructing the force transmission mechanism 10, the second horizontal steel plate 122 and the second vertical steel plate 121 in the second force transmission part 120 can be directly hoisted, and the second vertical steel plate 121 and the second horizontal steel plate 122 are fixedly connected to the embedded base plate 210 by welding. Since the embedded base plate 210 has been fixed to the bridge structure 30, after the second force transmission part 120 and the embedded base plate 210 are welded and fixed, the second force transmission part 120 can also be indirectly fixed to the bridge structure 30, and then the various components of the first force transmission part 110 can be hoisted and installed and connected with the second force transmission part 120.

[0040] As a preferred embodiment of the utility model, the second force transmission part 120 also includes two horizontal stiffening ribs 123 arranged vertically opposite to each other and two longitudinal stiffening ribs 124 arranged vertically opposite to each other, the horizontal stiffening ribs 123 and the second horizontal steel plate 122 are arranged flush, and the horizontal stiffening ribs 123 are connected between the embedded base plate 210 and the second horizontal steel plate 122; the longitudinal stiffening ribs 124 are vertically arranged on the side of the second horizontal steel plate 122 away from the second vertical steel plate 121, and are connected between the embedded base plate 210 and the second horizontal steel plate 122.

[0041] It is worth noting that, considering the connection stability near the embedded base plate 210, horizontal stiffening ribs 123 and vertical stiffening ribs are added to maintain the local stability of the component connection and improve the connection stability. The longitudinal stiffening ribs 124 can further improve the stability and torsional resistance of the connection of the second force transmission part 120 and increase the bearing strength of the connection. After the second horizontal steel plate 122 and the second vertical steel plate 121 are constructed, the horizontal stiffening ribs 123 and the longitudinal stiffening ribs 124 can be hoisted and installed and connected by welding to make the structure stable.

[0042] Furthermore, the force transmission mechanism 10 is disposed between two main piers of the bridge structure 30 .

[0043] It should be noted that in the present application, the force transmission mechanism 10 is arranged between the main beam sides of the two bridge structures 30, and the force transmission mechanism 10 can be adjusted and selected vertically according to the force transmission needs of the structure. In another preferred embodiment, when the bearing capacity of the main piers in the partial parallel bridge is more fragile, the force transmission mechanism 10 can also be arranged between the main piers of the two bridge structures 30.

[0044] Furthermore, the length of the first vertical steel plate 111 is 4.2 m to 4.5 m.

[0045] It should be understood that the length of the first vertical steel plate 111 can be set according to the distance between the parallel bridges, and also needs to be determined according to different ship impact forces in different waterway environments and the ship impact forces that need to be transmitted. In a preferred embodiment, the length of the first vertical steel plate 111 can be set to 4.2m~4.5m, preferably, it can be set to 4.5m.

[0046] Furthermore, surfaces of the first force transmission part 110 and the second force transmission part 120 are coated with an anti-corrosion layer.

[0047] It should be noted that since the first force transmission part 110 and the second force transmission part 120 in the present application are both made of steel structural components, anti-corrosion coating is required on the surface in consideration of the service life and the use environment. The anti-corrosion layer can be made of anti-corrosion paint, anti-corrosion coating, etc., and anti-corrosion treatment is performed by coating.

[0048] Furthermore, the first vertical steel plate 111 is fixed between the two first horizontal steel plates 112 by welding.

[0049] It should be noted that, for steel structure components, welding connection is convenient to construct and has stable connection. Similar to the connection between the first vertical steel plate 111 and the first horizontal steel plate 112, the second vertical steel plate 121, the second horizontal steel plate 122, the horizontal stiffening ribs 123, the vertical stiffening ribs, and the embedded base plate 210 can all be connected by welding.

[0050] The present application also provides an anti-ship collision system, further comprising a plurality of anti-ship collision structures for parallel bridges as described above, wherein the plurality of anti-ship collision structures for parallel bridges are arranged between two bridge structures 30 at intervals along the longitudinal direction of the bridge.

[0051] It can be understood that, since the parallel bridges have a long extension length along the longitudinal direction, considering that the anti-ship collision structure is arranged at a certain distance, it can ensure that the entire parallel bridges have a good anti-ship collision effect. Therefore, a plurality of the anti-ship collision structures are arranged between the two bridge structures 30 along the longitudinal direction. For details, please refer to the attached Figure 3 .

[0052] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the specification and drawings of the present invention, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A ship collision prevention structure for a parallel bridge, characterized in that: It comprises a force transmission mechanism and two connecting components arranged at two ends of the force transmission mechanism, wherein the force transmission mechanism is arranged between two bridge structures; wherein, The force transmission mechanism includes a first force transmission part and two second force transmission parts arranged opposite to each other along the transverse bridge direction. The first force transmission part and the second force transmission part are both extended along the transverse bridge direction. The first force transmission part is fixed between the two second force transmission parts. The connecting component is fixed to one end of the second force transmission part away from the first force transmission part. The second force transmission part is fixedly connected to the bridge structure through the connecting component.

2. The ship collision prevention structure for parallel bridges according to claim 1, characterized in that: The first force transmission part includes two first vertical steel plates arranged opposite to each other along the transverse direction and two first horizontal steel plates arranged opposite to each other along the vertical direction. The first vertical steel plate is fixed between the two first horizontal steel plates and connected between the two second force transmission parts.

3. The ship collision prevention structure for parallel bridges according to claim 2, characterized in that: Each of the second force transmission parts includes two second vertical steel plates arranged opposite to each other in the transverse direction and two second horizontal steel plates arranged opposite to each other in the vertical direction. The second vertical steel plate is fixed between the two second horizontal steel plates. The second horizontal steel plate is arranged flush with the first horizontal steel plate, and one end of the second horizontal steel plate is fixedly connected to the first horizontal steel plate, and the other end of the second horizontal steel plate is fixedly connected to the connecting assembly.

4. The ship collision prevention structure for parallel bridges according to claim 3, characterized in that: Each of the connecting components includes an embedded base plate and a plurality of embedded bolts. The embedded base plate is fixed to an end of the second vertical steel plate away from the first vertical steel plate and is fixedly connected to the second horizontal steel plate. The embedded base plate is provided with a plurality of bolt holes for the embedded bolts to pass through. The embedded base plate is fixedly connected to the bridge structure via the embedded bolts.

5. The ship collision prevention structure for parallel bridges according to claim 4, characterized in that: The second force transmission part also includes two horizontal stiffening ribs arranged opposite to each other in the vertical direction and two longitudinal stiffening ribs arranged opposite to each other in the vertical direction. The horizontal stiffening ribs are arranged flush with the second horizontal steel plate, and the horizontal stiffening ribs are connected between the embedded base plate and the second horizontal steel plate; the longitudinal stiffening ribs are vertically arranged on the side of the second horizontal steel plate away from the second vertical steel plate, and are connected between the embedded base plate and the second horizontal steel plate.

6. The ship collision prevention structure for parallel bridges according to claim 1, characterized in that: The force transmission mechanism is arranged between two main piers of the bridge structure.

7. The ship collision prevention structure for parallel bridges according to claim 2, characterized in that: The length of the first vertical steel plate is 4.2m to 4.5m.

8. The ship collision prevention structure for parallel bridges according to claim 1, characterized in that: The surfaces of the first force transmission part and the second force transmission part are both coated with an anti-corrosion layer.

9. The ship collision prevention structure for parallel bridges according to claim 2, characterized in that: The first vertical steel plate is fixed between the two first horizontal steel plates by welding.

10. A ship collision prevention system, characterized in that: It also comprises a plurality of anti-ship collision structures for parallel bridges as described in any one of claims 1 to 9, wherein the plurality of anti-ship collision structures for parallel bridges are arranged between two bridge structures at intervals along the longitudinal direction of the bridge.

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