Bridge pier vehicle collision preventing device capable of achieving multi-stage buffering energy consumption

Abstract

The utility model relates to the technical field of bridge pier collision prevention, in particular to a bridge pier vehicle collision prevention device capable of achieving multi-stage buffering energy consumption. Comprising a bridge pier, a base is arranged in the circumferential direction of the bridge pier, anti-collision units are arranged in the circumferential direction of the bridge pier, the anti-collision units are connected through bolts, each anti-collision unit comprises a first steel plate, a second steel plate and a third steel plate, the first steel plates and the second steel plates are connected through first stiffening plates, and first mounting cavities are formed by the first steel plates, the second steel plates and the first stiffening plates; a fire-resistant heat-insulating filler is arranged in the first mounting cavity; the second steel plate and the third steel plate are connected through a second stiffening plate, the second steel plate, the third steel plate and the second stiffening plate form a second mounting cavity, and buffering energy dissipation filler is arranged in the second mounting cavity. According to the utility model, through the arrangement of the buffer energy consumption filler, when the pier is impacted, the third steel plate and the buffer energy consumption filler are pressed and deformed, so that the speed of a vehicle is reduced, the impact contact time is prolonged, and the impact force or impact energy of a moving vehicle acting on the pier is greatly reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge pier anti-collision, in particular to a bridge pier anti-vehicle collision device with multi-stage buffering and energy consumption. Background Art

[0002] With the rapid development of my country's transportation construction, the intersection of routes has become more and more dense and complex. With the increasing number of vehicles, accidents of vehicles hitting bridge piers occur frequently. In serious cases, it will cause the collapse of bridge piers, fire of vehicles, and the death of vehicles, bringing irreparable losses. The common protection of highway overpass piers is just a simple treatment of the piers. This simple treatment method is to build cement isolation piers around the bottom of the overpass piers to reduce the damage to the piers caused by vehicles during collision. However, the isolation piers occupy a large space and often affect the road design. In addition, since the isolation piers are made of cement, the damage to the vehicles will be great. Utility Model Content

[0003] The technical problem to be solved by the utility model is to provide a bridge pier anti-vehicle collision device with multi-level buffering energy consumption, which is used to reduce the impact on the bridge pier and reduce the danger to the vehicle driver when the vehicle collides with the bridge pier.

[0004] The technical solution adopted by the utility model to solve its technical problems is a multi-stage buffering and energy-absorbing bridge pier anti-collision device, including a bridge pier, a base is arranged in the circumference of the bridge pier, and a plurality of anti-collision units are arranged along the circumference of the bridge pier, and two adjacent anti-collision units are connected by bolts, and the anti-collision unit includes a first steel plate, a second steel plate is arranged on the outer side of the first steel plate, and a third steel plate is arranged on the outer side of the second steel plate, and the first steel plate and the second steel plate are connected by a plurality of first stiffening plates, and the first steel plate, the second steel plate and the first stiffening plate form a first installation cavity, and a fire-resistant and heat-insulating filler is arranged in the first installation cavity; the second steel plate and the third steel plate are connected by a plurality of second stiffening plates, and the second steel plate, the third steel plate and the second stiffening plate form a second installation cavity, and a buffering and energy-absorbing filler is arranged in the second installation cavity.

[0005] Furthermore, the thicknesses of the first steel plate, the second steel plate and the third steel plate decrease in sequence.

[0006] Furthermore, two adjacent anti-collision units are connected by a first connecting arc plate and a second connecting arc plate, the first connecting arc plate smoothly transitions with the outer side surface of the third steel plate, the second connecting arc plate smoothly transitions with the inner side surface of the first steel plate, the first connecting arc plate, the anti-collision unit and the second connecting arc plate form a connecting cavity, the first connecting arc plate and the second connecting arc plate are both connected to the anti-collision unit by bolts, and the bolts are located inside the connecting cavity.

[0007] Furthermore, a cover plate is provided on the top of the anti-collision unit, and a mounting hand hole communicating with the connecting cavity is provided on the cover plate.

[0008] Furthermore, a cushion strip is provided on the side wall of the first steel plate close to the pier.

[0009] Furthermore, the outer side of the anti-collision unit and the outer side of the bridge pier above the anti-collision unit are both provided with a fire-retardant coating.

[0010] Furthermore, the fire retardant coating is an aerogel coating.

[0011] Furthermore, the base is made of high-toughness, low-shrinkage and high-cracking-resistant fiber concrete, the buffer energy-absorbing filler is made of foamed aluminum, and the fire-resistant and heat-insulating filler is made of asbestos.

[0012] Furthermore, warning signs are provided on the outer side of the fire retardant coating on the pier and the outer side of the fire retardant coating on the anti-collision unit.

[0013] The beneficial effect of the utility model is that by arranging the buffer energy-absorbing filler in the second installation cavity, when the bridge pier is hit, the third steel plate and the buffer energy-absorbing filler are compressed and deformed, the vehicle speed is reduced, the impact contact time is prolonged, and the impact force or impact energy of the moving vehicle on the bridge pier is greatly reduced. The base first plays the role of vehicle buffering and wheel guiding, realizing the first-level buffering; the second installation cavity formed by the second steel plate, the third steel plate and the second stiffening plate will deform at the first time to slow down the impact of the vehicle, realizing the second-level buffering; after the second installation cavity is deformed, the buffer energy-absorbing filler can absorb the kinetic energy brought by the vehicle, realizing the third-level buffering; when the impact force is large, the first installation cavity formed by the first steel plate, the second steel plate and the first stiffening plate will deform to slow down the impact of the vehicle, realizing the fourth-level buffering, and after the first installation cavity is deformed, the fire-resistant heat-insulating filler can absorb the kinetic energy brought by the vehicle, realizing the fifth-level buffering, effectively protecting the bridge pier; at the same time, because the base and the anti-collision unit realize the energy consumption of the impact force, the kinetic energy of the vehicle will also be reduced, the inertia of the personnel will also be reduced, and the personnel will be safer. If a vehicle collides and catches fire, the fire-resistant and heat-insulating filler will block the heat and reduce the impact of the combustion on the bridge pier. The utility model can reduce the impact force and impact damage caused by vehicle collision, form energy consumption mechanisms at different levels, effectively protect bridge piers, and reduce damage to vehicles and personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a structural schematic diagram of the utility model;

[0015] Figure 2 yes Figure 1 A top view of

[0016] Figure 3 yes Figure 2 sectional view of .

[0017] Figure markings: 1-base; 2-pier; 3-anti-collision unit; 301-first stiffening plate; 302-second stiffening plate; 303-first installation cavity; 304-second installation cavity; 4-first steel plate; 5-second steel plate; 6-third steel plate; 7-fire-resistant and heat-insulating filler; 8-buffering energy-absorbing filler; 9-first connecting arc plate; 10-second connecting arc plate; 11-connecting cavity; 12-cover plate; 13-installation hand hole; 14-pad; 15-fire-retardant coating; 16-warning sign. DETAILED DESCRIPTION

[0018] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0019] like Figure 1-Figure 3 As shown, the utility model is a multi-stage buffering energy-absorbing bridge pier anti-collision device, comprising a bridge pier 2, wherein a base 1 is arranged circumferentially of the bridge pier 2, and a plurality of anti-collision units 3 are arranged along the circumference of the bridge pier 2, and two adjacent anti-collision units 3 are connected by bolts, and the anti-collision unit 3 comprises a first steel plate 4, a second steel plate 5 is arranged on the outer side of the first steel plate 4, and a third steel plate 6 is arranged on the outer side of the second steel plate 5, and the first steel plate 4 and the second steel plate 5 are connected by a plurality of first stiffening plates 301, and the first steel plate 4, the second steel plate 5 and the first stiffening plate 301 form a first installation cavity 303, and a fire-resistant heat-insulating filler 7 is arranged in the first installation cavity 303; the second steel plate 5 and the third steel plate 6 are connected by a plurality of second stiffening plates 302, and the second steel plate 5, the third steel plate 6 and the second stiffening plate 302 form a second installation cavity 304, and a buffering energy-absorbing filler 8 is arranged in the second installation cavity 304.

[0020] The cross section of the pier 2 can be circular or rectangular. The pier 2 is set on the ground. The base 1 is set around the pier 2. The base 1 is partially deep underground. The base 1 is made of concrete. The shape of the base 1 is consistent with the lower collision surface of the New Jersey guardrail. The plane is set around the pier 2. It can be set to a ring or anti-collision island shape close to the pier 2 according to the spatial conditions of the location of the pier 2. High-toughness, low-shrinkage, and high-cracking fiber concrete is used to play the role of vehicle buffering, wheel guidance, and fire resistance. The bottom of the anti-collision unit 3 is in contact with the base 1. When the cross section of the pier 2 is circular, the number of anti-collision units 3 is at least 2. When the cross section of the pier 2 is rectangular, the number of anti-collision units 3 is 4. The function of the anti-collision unit 3 is to reduce the impact force received by the pier 2 when the vehicle hits the wall, and to buffer and absorb energy. To facilitate disassembly and replacement, two adjacent anti-collision units 3 are connected by bolts; the first stiffening plate 301 is made of steel, and is respectively connected to the first steel plate 4 and the second steel plate 5 by welding, and multiple first stiffening plates 301 are cross-arranged to form a mesh structure, which can improve the structural strength of the anti-collision unit 3; the first steel plate 4, the second steel plate 5 and the first stiffening plate 301 form a first installation cavity 303, and the refractory heat-insulating filler 7 is filled in the first installation cavity 303. The refractory heat-insulating filler 7 can be made of ceramic fiber or diatomaceous earth brick. The refractory heat-insulating filler 7 can not only prevent the flame from damaging the pier 2 when the vehicle catches fire, but also buffer and absorb energy. The second stiffening plate 302 is made of steel, and is respectively connected to the second steel plate 5 and the third steel plate 6 by welding. A plurality of second stiffening plates 302 are cross-arranged to form a mesh structure, which can improve the structural strength of the anti-collision unit 3; the second steel plate 5, the third steel plate 6 and the second stiffening plate 302 form a second installation cavity 304, and a buffering energy-absorbing filler 8 is filled in the second installation cavity 304. The buffering energy-absorbing filler 8 can be made of polystyrene foam plastic, and the function of the buffering energy-absorbing filler 8 is to absorb energy. When hit by a vehicle, the base 1 first serves as a vehicle buffer and wheel guide to achieve a first-level buffer; the second installation cavity 304 formed by the second steel plate 5, the third steel plate 6 and the second stiffening plate 302 will deform immediately to reduce the impact of the vehicle to achieve a second-level buffer; after the second installation cavity 304 is deformed, the buffer energy-absorbing filler 8 can absorb the kinetic energy brought by the vehicle to achieve a third-level buffer; when the impact force is very large, the first installation cavity 303 formed by the first steel plate 4, the second steel plate 5 and the first stiffening plate 301 will deform to reduce the impact of the vehicle to achieve a fourth-level buffer, and after the first installation cavity 303 is deformed, the fire-resistant and heat-insulating filler 7 can absorb the kinetic energy brought by the vehicle to achieve a fifth-level buffer, effectively protecting the pier 2; at the same time, since the base 1 and the anti-collision unit 3 realize energy consumption of the impact force, the kinetic energy of the vehicle will also be reduced, the inertia of the personnel will also be reduced, and the personnel will be safer.

[0021] The thickness of the first steel plate 4, the second steel plate 5 and the third steel plate 6 can be the same, but in actual use, the third steel plate 6 will be thinner, so that the second installation cavity 304 can be more easily deformed. The first steel plate 4 should be thicker than the third steel plate 6, so that the first steel plate 4 has great strength and is not easily deformed when impacted, thereby avoiding affecting the bridge pier 2. Therefore, the thickness of the first steel plate 4, the second steel plate 5 and the third steel plate 6 decreases successively.

[0022] Two adjacent anti-collision units 3 can be directly connected by bolts. When the cross section of the pier 2 is rectangular, the connection between the two adjacent anti-collision units 3 is inconvenient due to the existence of a corner. Figure 3 Two adjacent anti-collision units 3 are connected by a first connecting arc plate 9 and a second connecting arc plate 10. The first connecting arc plate 9 and the outer side surface of the third steel plate 6 have a smooth transition, and the second connecting arc plate 10 and the inner side surface of the first steel plate 4 have a smooth transition. The first connecting arc plate 9, the anti-collision unit 3 and the second connecting arc plate 10 form a connecting cavity 11. The first connecting arc plate 9 and the second connecting arc plate 10 are both connected to the anti-collision unit 3 by bolts, and the bolts are located inside the connecting cavity 11. Setting the bolts inside the connecting cavity 11 can prevent the early failure of the bolts, and can also prevent the bolts from being placed on the outside of the anti-collision unit 3 and causing scratches on the vehicle.

[0023] In order to prevent rainwater from entering the first installation cavity 303 and the second installation cavity 304, further see Figure 1 The top of the anti-collision unit 3 is provided with a cover plate 12, and the cover plate 12 is provided with a mounting hand hole 13 connected with the connection cavity 11. The connection between the cover plate 12 and the anti-collision unit 3 can be bolted, and the width of the cover plate 12 is greater than the thickness of the anti-collision unit 3. In order to facilitate workers to enter the connection cavity 11, the mounting hand hole 13 is provided on the cover plate 12, and the mounting hand hole 13 is circular or square.

[0024] In order to reduce the friction loss between the first steel plate 4 and the bridge pier 2, further, see Figure 1-Figure 3 , a pad 14 is arranged on the side wall of the first steel plate 4 close to the pier 2. The pad 14 is made of a polymer rubber and plastic pad 14, which can be adhered to the inner steel plate surface by epoxy adhesive, or a U-shaped frame is welded on the inner steel plate surface, and the pad 14 is arranged in the U-shaped frame. At the same time, the pad 14 also plays a role in buffering and absorbing energy, realizing six-level buffering.

[0025] In order to improve the fire resistance of the anti-collision unit 3, when a fire occurs after the car collides with the bridge pier 2, the flames will jump upwards, and the height of the flames may exceed the height of the anti-collision unit 3. Figure 1-Figure 3 The outer side of the anti-collision unit 3 and the outer side of the bridge pier 2 above the anti-collision unit 3 are both provided with a fire-proof coating 15, and the fire-proof coating 15 is an aerogel coating.

[0026] Furthermore, the base 1 is made of high-toughness, low-shrinkage and high-crack-resistant fiber concrete, the buffer energy-absorbing filler 8 is made of foamed aluminum, and the fire-resistant heat-insulating filler 7 is made of asbestos.

[0027] For further information, see Figure 1 The outer side of the fireproof coating 15 on the pier 2 and the outer side of the fireproof coating 15 on the anti-collision unit 3 are both provided with warning signs 16. The warning signs 16 can be fluorescent warning signs, which can emit light at night, so that drivers can clearly understand the position of the pier 2 at night.

[0028] The embodiments of this specific implementation method are all preferred embodiments of the utility model, and are not intended to limit the protection scope of the utility model. Therefore, all equivalent changes made based on the structure, shape, and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A multi-stage buffering and energy dissipation bridge pier anti-vehicle collision device, comprising a bridge pier (2), wherein a base (1) is arranged in the circumference of the bridge pier (2), and characterized in that: The bridge pier (2) is provided with a plurality of anti-collision units (3) along its circumference, and two adjacent anti-collision units (3) are connected by bolts. The anti-collision unit (3) comprises a first steel plate (4), a second steel plate (5) is provided on the outer side of the first steel plate (4), a third steel plate (6) is provided on the outer side of the second steel plate (5), the first steel plate (4) and the second steel plate (5) are connected by a plurality of first stiffening plates (301), the first steel plate (4), the second steel plate (5) and the first stiffening plate (301) form a first installation cavity (303), and a fire-resistant heat-insulating filler (7) is provided in the first installation cavity (303); the second steel plate (5) and the third steel plate (6) are connected by a plurality of second stiffening plates (302), the second steel plate (5), the third steel plate (6) and the second stiffening plate (302) form a second installation cavity (304), and a buffering energy-absorbing filler (8) is provided in the second installation cavity (304).

2. A multi-stage buffering energy dissipation bridge pier anti-vehicle collision device as claimed in claim 1, characterized in that: The thicknesses of the first steel plate (4), the second steel plate (5) and the third steel plate (6) decrease in sequence.

3. The multi-stage buffering energy dissipation bridge pier anti-vehicle collision device as claimed in claim 1, characterized in that: Two adjacent anti-collision units (3) are connected by a first connecting arc plate (9) and a second connecting arc plate (10); the first connecting arc plate (9) and the outer side surface of the third steel plate (6) are smoothly transitioned, and the second connecting arc plate (10) and the inner side surface of the first steel plate (4) are smoothly transitioned; the first connecting arc plate (9), the anti-collision unit (3) and the second connecting arc plate (10) form a connecting cavity (11); the first connecting arc plate (9) and the second connecting arc plate (10) are both connected to the anti-collision unit (3) by bolts, and the bolts are located inside the connecting cavity (11).

4. A multi-stage buffering and energy dissipation bridge pier anti-vehicle collision device as claimed in claim 3, characterized in that: A cover plate (12) is provided on the top of the anti-collision unit (3), and a mounting hand hole (13) communicating with the connecting cavity (11) is provided on the cover plate (12).

5. The multi-stage buffering energy dissipation bridge pier anti-vehicle collision device as claimed in claim 1, characterized in that: A cushion strip (14) is provided on the side wall of the first steel plate (4) close to the pier (2).

6. The multi-stage buffering energy dissipation bridge pier anti-vehicle collision device as claimed in claim 1, characterized in that: The outer side of the anti-collision unit (3) and the outer side of the bridge pier (2) above the anti-collision unit (3) are both provided with a fireproof coating (15).

7. A multi-stage buffering and energy dissipation bridge pier anti-vehicle collision device as claimed in claim 6, characterized in that: The fireproof coating (15) is an aerogel coating.

8. The multi-stage buffering energy dissipation bridge pier anti-vehicle collision device as claimed in claim 1, characterized in that: The base (1) is made of high-toughness, low-shrinkage and high-crack-resistant fiber concrete, the buffer energy-absorbing filler (8) is made of foamed aluminum, and the fire-resistant heat-insulating filler (7) is made of asbestos.

9. The multi-stage buffering energy dissipation bridge pier anti-vehicle collision device as claimed in claim 1, characterized in that: Warning signs (16) are provided on the outer side of the fireproof coating (15) on the bridge pier (2) and on the outer side of the fireproof coating (15) on the anti-collision unit (3).

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