Elastic constraint wind-resistant support

Abstract

The utility model discloses an elastic restraint wind-resistant support which comprises a support body arranged between a bridge tower and a main beam in the horizontal transverse direction, the support body comprises a base fixedly connected with the bridge tower and a rotating body, one end of the rotating body is connected with the base in a sliding mode and can slide in the horizontal plane relative to the bridge tower, and the other end of the rotating body is connected with the main beam. The other end of the rotating body abuts against the main beam and can slide in the vertical plane relative to the main beam, and a friction damper used for limiting transverse displacement of the main beam is arranged between the base and the rotating body. According to the utility model, the transverse displacement of the main beam can be effectively buffered, the bridge tower is prevented from being greatly impacted, and the safety of the bridge tower is improved, so that the stability of a bridge structure is ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge engineering, and particularly relates to an elastic restraint wind-resistant bearing. Background Art

[0002] In the structural system of a long-span cable-supported bridge (cable-stayed bridge or suspension bridge) where the tower, beam, cable and foundation jointly bear the load, it is the key to ensure the overall safety and reasonable performance of the bridge. The seismic performance of a long-span cable-supported bridge is directly related to its support system (longitudinal support system and transverse support system).

[0003] In the traditional design of cable-stayed bridges or suspension bridges, generally, a horizontal rigid bearing is set between the main beam and the main tower to restrain the relative movement between the tower and the beam. The lateral loads such as wind loads and seismic forces received by the main beam are directly transmitted to the main tower, and there is no device on the rigid bearing to buffer the lateral displacement of the main beam. In this way, the bridge tower directly bears the impact of the main beam, is easily damaged, has low safety, and the stability of the bridge is poor. Summary of the Utility Model

[0004] The purpose of the utility model is to provide an elastic restraint wind-resistant bearing, which can effectively buffer the lateral displacement of the main beam, avoid the large impact on the bridge tower, improve the safety of the bridge tower, and thus ensure the stability of the bridge structure.

[0005] To solve the above technical problems, the utility model adopts the following scheme:

[0006] An elastic restraint wind-resistant bearing includes a bearing body horizontally arranged between the bridge tower and the main beam. The bearing body includes a base fixedly connected to the bridge tower and a rotating body. One end of the rotating body is slidably connected to the base and can slide relative to the bridge tower in the horizontal plane, and the other end abuts against the main beam and can slide relative to the main beam in the vertical plane. A friction damper for restricting the lateral displacement of the main beam is arranged between the base and the rotating body.

[0007] Due to the adoption of the above technical solution, the support body is arranged horizontally in the transverse direction and is located between the bridge tower and the main girder. This is a key part of the bridge support system, responsible for transmitting and dispersing the loads from the bridge tower and the main girder. The base is fixedly connected to the bridge tower and serves as the fixed support point of the entire support. It needs to bear various loads from the bridge. One end of the rotating body is slidably connected to the base and can slide relative to the bridge tower in the horizontal plane. This design allows the bridge to generate a certain horizontal displacement when subjected to lateral loads (such as wind force), thereby reducing stress and preventing structural damage. The other end of the rotating body abuts against the main girder and can slide relative to the main girder in the vertical plane. This design allows the bridge to adjust its position by sliding when subjected to vertical loads, maintaining the stability and balance of the bridge. A friction damper is provided between the base and the rotating body to limit the lateral displacement of the main girder. The friction damper resists the lateral displacement by generating frictional force, thereby protecting the bridge structure from excessive stress and damage transmitted by the main girder. This design can allow a certain displacement while ensuring the stability of the bridge to adapt to different loads and climatic conditions. Through the rotating body and the friction damper, the support can allow the lateral displacement of the bridge to a certain extent, thereby reducing the stress impact on the structure. Since it can slide in the horizontal and vertical planes, the support can adapt to loads in different directions and magnitudes, maintaining the stability and balance of the bridge. The setting of the friction damper can effectively limit the lateral displacement of the main girder and improve the wind resistance performance of the bridge. The elastic constraint wind-resistant support has broad application prospects in bridge engineering, especially in areas with strong winds and complex climatic conditions. This support can significantly improve the stability and safety of the bridge, reducing the risk of structural damage and accidents caused by natural factors such as wind force. At the same time, while restricting the horizontal lateral movement of the main girder relative to the bridge tower, the friction damper consumes the lateral kinetic energy of the main girder, greatly reducing the seismic force transmitted to the bridge tower, and thus allowing the size of the bridge tower and the scale of the foundation to be reduced, ultimately reducing the overall cost of the bridge.

[0008] Optionally, a pelvic cavity is provided on the side of the base away from the bridge tower. One end of the rotating body away from the main girder is slidably sleeved in the pelvic cavity, and the friction damper is arranged outside the pelvic cavity.

[0009] Optionally, the rotating body includes a support seat and a spherical crown liner. The opposite sides of the spherical crown liner and the support seat are respectively a convex spherical surface and a concave spherical surface that are mutually adapted. One end of the support seat away from the main girder is slidably sleeved in the pelvic cavity. An installation plate is provided on the side of the spherical crown liner away from the bridge tower. The installation plate is bolted to the main girder. The spherical crown liner is in planar contact with the installation plate. A wear-resistant plate made of polytetrafluoroethylene is provided between the spherical crown liner and the installation plate. One end of the friction damper is connected to the support seat, and the other end is connected to the base.

[0010] Optionally, a first fixing plate located outside the pelvic cavity is provided on the base, a second fixing plate is provided on the side of the support seat, one end of the friction damper is connected to the first fixing plate, and the other end is connected to the second fixing plate.

[0011] Optionally, the friction damper includes a first steel plate and two parallel second steel plates. The two second steel plates are respectively located on both sides of the first fixing plate. The top ends of the second steel plates are higher than the top end of the first fixing plate. The lower ends of the two second steel plates are bolted to the first fixing plate. The upper end of the first steel plate is bolted to the second fixing plate. The lower end of the first steel plate is clamped between the two second steel plates. Waist-shaped holes are provided on the sides of the two second steel plates, and adjusting bolts for adjusting the clamping force on the first steel plate are passed through the waist-shaped holes.

[0012] Optionally, a limit opening is provided on the side of the first steel plate, and the adjusting bolt is passed through the limit opening, and there is a gap between the inner wall of the limit opening and the side wall of the adjusting bolt.

[0013] Optionally, a distance allowing the first steel plate and the second steel plate to relatively slide frictionally in the vertical direction is provided between the lower end of the first steel plate and the first fixing plate.

[0014] Optionally, a guiding bolt is provided between the first fixing plate and the side wall of the pelvic cavity. The guiding bolt transversely passes through the first fixing plate and is threadedly connected to the side wall of the pelvic cavity. The section of the guiding bolt located inside the side wall of the pelvic cavity is a threaded section, and the section located outside the side wall of the pelvic cavity is a smooth round section.

[0015] Optionally, an elastic element is provided inside the pelvic cavity. The elastic element is a disc spring or a spring. One end of the elastic element acts on the base, and the other end acts on the support seat.

[0016] Optionally, a fixing block is provided on the side wall of the spherical crown liner. A first stepped hole penetrating downward is provided on the top surface of the fixing block. A second stepped hole penetrating upward is provided on the bottom surface of the support seat. The first stepped hole corresponds to the second stepped hole. A locking bolt is passed through the first stepped hole and the second stepped hole. A locking nut is threadedly connected to the lower section of the locking bolt. A pre-tightening spring located outside the locking bolt is sleeved above the locking nut. A gasket located outside the locking bolt is provided below the nut of the locking bolt. A backing plate is provided above the gasket. The bottom surface of the backing plate is in spherical contact with the top surface of the gasket.

[0017] The beneficial effects of the present utility model are:

[0018] 1. In the present utility model, a friction damper is provided between the base and the rotating body to limit the lateral displacement of the main girder. The friction damper resists the lateral displacement by generating frictional force, thereby protecting the bridge structure from excessive stress and damage transmitted by the main girder. This design can, while ensuring the stability of the bridge, allow a certain amount of displacement to adapt to different loads and climatic conditions. Through the rotating body and the friction damper, the bearing can allow the lateral displacement of the bridge to a certain extent, thereby reducing the stress impact on the structure. Since it can slide in the horizontal and vertical planes, the bearing can adapt to loads in different directions and magnitudes, maintaining the stability and balance of the bridge. The setting of the friction damper can effectively limit the lateral displacement of the main girder and improve the wind resistance performance of the bridge. The elastic restraint wind-resistant bearing has broad application prospects in bridge engineering, especially in areas with strong winds and complex climatic conditions. This bearing can significantly improve the stability and safety of the bridge, reducing the risk of structural damage and accidents caused by natural factors such as wind. At the same time, while restraining the horizontal lateral movement of the bridge main girder relative to the bridge tower, the friction damper consumes the lateral kinetic energy of the bridge main girder, greatly reducing the seismic force transmitted to the bridge tower, and thus allowing the size and foundation scale of the bridge tower to be reduced, ultimately reducing the overall cost of the bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic semi-sectional structure view of the present utility model;

[0020] Figure 2 is Figure 1 the schematic top view semi-sectional structure view of;

[0021] Figure 3 is Figure 2 the enlarged partial structure view at position A in;

[0022] Figure 4 is Figure 2 the enlarged partial structure view at position B in.

[0023] Reference numerals: 1 - bridge tower, 2 - embedded steel bar, 3 - elastic element, 4 - pelvic cavity, 5 - embedded steel plate, 6 - base, 7 - threaded section, 8 - smooth round section, 9 - second fixing plate, 10 - guiding bolt, 11 - support seat, 12 - spherical crown liner, 13 - mounting plate, 14 - main girder, 15 - wear-resistant plate, 16 - kidney-shaped hole, 17 - first steel plate, 18 - adjusting bolt, 19 - second steel plate, 20 - first fixing plate, 21 - spacing, 22 - limiting opening, 23 - nut, 24 - first stepped hole, 25 - fixing block, 26 - gasket, 27 - locking bolt, 28 - pre-tightening spring, 29 - locking nut, 30 - second stepped hole, 31 - backing plate. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0024] The present utility model will be further described in detail below in conjunction with embodiments and the accompanying drawings. However, the implementation manners of the present utility model are not limited thereto.

[0025] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "longitudinal", "lateral", "horizontal", "inner", "outer", "front", "rear", "top", "bottom", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of this utility model is usually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0026] In the description of the present utility model, it should also be noted that unless otherwise clearly specified and defined, terms such as "set", "provided with", "installed", "connected", "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0027] Embodiment

[0028] An elastic restraint wind-resistant bearing, comprising a bearing body horizontally and transversely arranged between a bridge tower 1 and a main girder 14. The bearing body includes a base 6 fixedly connected to the bridge tower 1 and a rotating body. One end of the rotating body is slidably connected to the base 6 and can slide relative to the bridge tower 1 in the horizontal plane, and the other end abuts against the main girder 14 and can slide relative to the main girder 14 in the vertical plane. A friction damper for restricting the lateral displacement of the main girder 14 is provided between the base 6 and the rotating body.

[0029] A bridge bearing is an important structural component connecting the upper and lower structures of a bridge. Generally, the bridge bearing is located vertically between the main girder 14 of the bridge and the piers and abutments. It can reliably transfer the load borne by the upper structure of the bridge to the lower structure of the bridge, effectively release temperature stress and adverse bending moments, and has the functions of earthquake resistance, vibration reduction, and even seismic isolation. It is an important force transmission device of the bridge. Not only in the vertical direction, but also in the horizontal direction, force transmission will occur between the main girder 14 of the bridge and the bridge tower 1 due to external forces such as wind load, temperature load, and earthquake. The present utility model provides a bridge lateral bearing that can take into account both wind load transmission and earthquake load transmission to ensure the stability and safety of the bridge structure.

[0030] In this embodiment, as Figure 1 andFigure 2 As shown, the support body is arranged horizontally in the transverse direction and is located between the bridge tower 1 and the main girder 14. This is a key part of the bridge support system, responsible for transmitting and dispersing the loads from the bridge tower 1 and the main girder 14. The base 6 is fixedly connected to the bridge tower 1 and serves as the fixed support point of the entire support. It needs to bear various loads from the bridge. One end of the rotating body is slidably connected to the base 6 and can slide relative to the bridge tower 1 in the horizontal plane. This design allows the bridge to generate a certain horizontal displacement when subjected to lateral loads (such as wind force), thereby reducing stress and preventing structural damage. The other end of the rotating body abuts against the main girder 14 and can slide relative to the main girder 14 in the vertical plane. This design allows the bridge to adjust its position by sliding when subjected to vertical loads, maintaining the stability and balance of the bridge. A friction damper is provided between the base 6 and the rotating body to limit the lateral displacement of the main girder 14. The friction damper resists lateral displacement by generating frictional force, thereby protecting the bridge structure from excessive stress and damage transmitted by the main girder 14. This design can allow a certain displacement while ensuring the stability of the bridge to adapt to different loads and climatic conditions. Through the rotating body and the friction damper, the support can allow the lateral displacement of the bridge to a certain extent, thereby reducing the stress impact on the structure. Since it can slide in the horizontal and vertical planes, the support can adapt to loads in different directions and magnitudes, maintaining the stability and balance of the bridge. The setting of the friction damper can effectively limit the lateral displacement of the main girder 14 and improve the wind resistance performance of the bridge. The elastic restraint wind-resistant support has broad application prospects in bridge engineering, especially in areas with strong winds and complex climatic conditions. The support can significantly improve the stability and safety of the bridge, reducing the risk of structural damage and accidents caused by natural factors such as wind force. At the same time, while restraining the horizontal lateral movement of the main girder 14 relative to the bridge tower 1, the friction damper consumes the lateral kinetic energy of the main girder 14, greatly reducing the seismic force transmitted to the bridge tower 1, and thus allowing the size and foundation scale of the bridge tower 1 to be reduced, ultimately reducing the overall cost of the bridge.

[0031] Furthermore, a pelvic cavity 4 is provided on the side of the base 6 away from the bridge tower 1. One end of the rotating body away from the main girder 14 is adaptively and slidably sleeved in the pelvic cavity 4, and the friction damper is arranged outside the pelvic cavity 4.

[0032] Specifically, as Figure 1As shown, the base 6 is arranged horizontally in the transverse direction and is fixedly connected to the embedded steel plate 5 inside the bridge tower 1. The embedded steel plate 5 is welded to the embedded steel bars 2 inside the bridge tower 1, which can ensure the overall stability of the bearing. On one side of the base 6 away from the bridge tower 1, there is a pelvic cavity 4. This design provides a space for the lateral sliding of the rotating body. The pelvic cavity 4 is a space adapted to the sliding of the rotating body, located on one side of the base 6 and away from the bridge tower 1. The shape and size of the pelvic cavity 4 match those of the rotating body to ensure that the rotating body can slide smoothly therein. One end of the rotating body is slidably connected to the pelvic cavity 4 of the base 6 and can slide relative to the bridge tower 1 in the horizontal plane. This design allows the bridge to generate a certain horizontal displacement when subjected to lateral loads to relieve structural stress. The other end of the rotating body abuts against the main beam 14 and can slide relative to the main beam 14 in the vertical plane. This design allows the bridge to adjust its position by sliding when subjected to vertical loads to maintain the stability and balance of the bridge. The friction damper is arranged outside the pelvic cavity 4, between the base 6 and the rotating body. Such an arrangement enables the friction damper to effectively limit the sliding of the rotating body in the pelvic cavity 4, that is, the lateral displacement of the main beam 14. The friction damper resists the sliding of the rotating body in the pelvic cavity 4 by generating frictional force, thereby limiting the lateral displacement of the main beam 14. This design can allow a certain displacement while ensuring the stability of the bridge to adapt to different loads and climatic conditions. The design of this elastic restraint wind-resistant bearing combines the pelvic cavity 4 of the base 6, the sliding connection of the rotating body, and the limiting effect of the friction damper, providing good wind resistance and stability for the bridge. This design can not only adapt to loads in different directions and magnitudes but also adjust its position by sliding to maintain the stability and balance of the bridge, having a wide range of application prospects.

[0033] Further, the rotating body includes a support seat 11 and a spherical crown liner 12. The opposite sides of the spherical crown liner 12 and the support seat 11 are respectively a convex spherical surface and a concave spherical surface that are mutually adapted. One end of the support seat 11 away from the main beam 14 is slidably sleeved in the pelvic cavity 4. On one side of the spherical crown liner 12 away from the bridge tower 1, there is a mounting plate 13. The mounting plate 13 is bolted to the main beam 14. The spherical crown liner 12 is in plane contact with the mounting plate 13. There is a wear-resistant plate 15 made of polytetrafluoroethylene between the spherical crown liner 12 and the mounting plate 13. One end of the friction damper is connected to the support seat 11, and the other end is connected to the base 6.

[0034] Specifically, as Figure 2As shown, the support base 11 is the main body part of the rotating body. One end of it far from the main beam 14 is slidably sleeved with the pelvic cavity 4 of the base 6. This design allows the rotating body to slide smoothly within the pelvic cavity 4 to adapt to the lateral displacement of the bridge. The side of the spherical crown liner 12 opposite to the support base 11 is a convex spherical surface, while the side of the support base 11 in contact with the spherical crown liner 12 is a concave spherical surface. This convex-concave spherical surface design enables the two to fit closely and at the same time achieve flexible rotation in multiple directions. The mounting plate 13 is arranged on the side of the spherical crown liner 12 away from the bridge tower 1 and is welded to the embedded steel plate 5 in the main beam 14 and then connected by bolts. This ensures a stable connection between the rotating body and the main beam 14. The wear-resistant plate 15 made of polytetrafluoroethylene is located between the spherical crown liner 12 and the mounting plate 13. This material has good wear resistance and a low friction coefficient, which can reduce the friction between the rotating body and the mounting plate 13 and extend the service life of the bearing. One end of the friction damper is connected to the support base 11 and the other end is connected to the base 6. This layout enables the friction damper to effectively limit the sliding of the rotating body within the pelvic cavity 4, that is, the lateral displacement of the main beam 14. The friction damper resists the sliding of the rotating body by generating frictional force, thereby restricting the lateral displacement of the main beam 14. At the same time, this design allows the bridge to generate a certain horizontal displacement when subjected to lateral loads to relieve the structural stress. The design of this elastic restraint anti-wind bearing combines the pelvic cavity 4 of the base 6, the convex-concave spherical surface design of the rotating body, the use of the mounting plate 13 and the wear-resistant plate 15, and the limiting effect of the friction damper. These design elements jointly provide good anti-wind performance and stability for the bridge, and at the same time allow the bridge to generate a certain displacement when subjected to loads to maintain the stability and balance of the structure. This bearing has broad application prospects, especially in areas with strong winds and complex climatic conditions.

[0035] Furthermore, a first fixing plate 20 is provided on the base 6 outside the pelvic cavity 4, and a second fixing plate 9 is provided on the side of the support base 11. One end of the friction damper is connected to the first fixing plate 20 and the other end is connected to the second fixing plate 9.

[0036] Specifically, as Figure 1 and Figure 2As shown, a first fixing plate 20 is provided on the base 6 and is located outside the pelvic cavity 4. This fixing plate provides a connection point for fixing one end of the friction damper. A second fixing plate 9 is provided on the side surface of the support seat 11. This fixing plate corresponds to the first fixing plate 20 and also provides a connection point for fixing the other end of the friction damper. One end of the friction damper is connected to the first fixing plate 20, and the other end is connected to the second fixing plate 9. This connection method ensures that the friction damper can effectively limit the sliding of the rotating body within the pelvic cavity 4, that is, the lateral displacement of the main steel beam. The friction damper is located outside the pelvic cavity 4 of the base 6 and connects the first fixing plate 20 and the second fixing plate 9. Its main function is to resist the sliding of the rotating body by generating friction, thereby limiting the lateral displacement of the main steel beam. At the same time, this design allows the bridge to generate a certain horizontal displacement when subjected to lateral loads to relieve structural stress. The design of this elastic restraint wind-resistant bearing effectively limits the lateral displacement of the main steel beam through the combination of the first fixing plate 20, the second fixing plate 9, and the friction damper, improving the wind resistance performance and stability of the bridge. At the same time, the design of the friction damper allows the bridge to generate a certain displacement when subjected to loads to maintain the stability and balance of the structure. This design has important application value in bridge engineering.

[0037] Furthermore, the friction damper includes a first steel plate 17 and two parallel second steel plates 19. The two second steel plates 19 are respectively located on both sides of the first fixing plate 20. The top ends of the second steel plates 19 are higher than the top end of the first fixing plate 20. The lower ends of the two second steel plates 19 are bolted to the first fixing plate 20. The upper end of the first steel plate 17 is bolted to the second fixing plate 9. The lower end of the first steel plate 17 is clamped between the two second steel plates 19. Waist-shaped holes 16 are provided on the side surfaces of the two second steel plates 19, and adjusting bolts 18 for adjusting the clamping force on the first steel plate 17 are inserted through the waist-shaped holes 16.

[0038] Specifically, as Figure 1 and Figure 3As shown in the figure, the first steel plate 17 is one of the main components of the friction damper. Its upper end is connected to the second fixing plate 9 by bolts, and its lower end is clamped between two second steel plates 19. The two parallel second steel plates 19 are respectively located on both sides of the first fixing plate 20. The tops of these two steel plates are higher than the top of the first fixing plate 20, forming a certain space to accommodate the first steel plate 17. The lower ends of the second steel plates 19 are connected to the first fixing plate 20 by bolts, ensuring the overall stability of the friction damper. Waist-shaped holes 16 are provided on the sides of the two second steel plates 19. The design of the waist-shaped holes 16 allows the adjusting bolt 18 to move horizontally to adapt to different clamping requirements. The adjusting bolt 18 passes through the waist-shaped hole 16 and is used to adjust the clamping force on the first steel plate 17. By adjusting the adjusting bolt 18, the friction force between the first steel plate 17 and the second steel plate 19 can be changed, thereby adjusting the damping effect of the damper. When the main steel beam is subjected to a lateral load, the rotating body will slide in the pelvic cavity 4 of the base 6, driving the first steel plate 17 to slide relative to the second steel plate 19. During this process, the friction force between the first steel plate 17 and the second steel plate 19 will produce a damping effect, restricting the lateral displacement of the main steel beam. By adjusting the adjusting bolt 18, the clamping force between the first steel plate 17 and the second steel plate 19 can be changed, and then the damping effect of the damper can be adjusted. This design enables the damper to be adjusted according to actual needs to meet the anti-wind requirements of different bridges. The friction damper has a unique design and realizes flexible adjustment of the damping effect through the structure of the adjusting bolt 18 and the waist-shaped hole 16. This design not only improves the anti-wind performance and stability of the bridge but also enables the damper to adapt to the actual needs of different bridges. It has important application value in bridge engineering.

[0039] Furthermore, a limiting port 22 is provided on the side of the first steel plate 17. The adjusting bolt 18 passes through the limiting port 22, and there is a gap between the inner wall of the limiting port 22 and the side wall of the adjusting bolt 18.

[0040] Specifically, as Figure 3As shown, a limit opening 22 is provided on the side of the first steel plate 17, and the limit opening 22 is designed to accommodate the adjusting bolt 18. The shape and size of the limit opening 22 need to be precisely designed to ensure that the adjusting bolt 18 can pass through smoothly and can move horizontally therein. The adjusting bolt 18 is inserted into the limit opening 22 to adjust the clamping force on the first steel plate 17. By rotating the adjusting bolt 18, the position of the bolt in the limit opening 22 can be changed, thereby changing the clamping degree of the first steel plate 17. There is a gap between the inner wall of the limit opening 22 and the side wall of the adjusting bolt 18. The existence of this gap is to allow the adjusting bolt 18 to have a certain amount of movable space in the limit opening 22, so that the adjustment process is more flexible and smooth. At the same time, the gap can also prevent the adjusting bolt 18 from damaging the inner wall of the limit opening 22 when it is subjected to excessive pressure. When the damping effect needs to be increased, the adjusting bolt 18 can be rotated to increase the clamping force on the first steel plate 17 and improve the friction. On the contrary, when the damping effect needs to be reduced, the adjusting bolt 18 can be rotated to reduce the clamping force on the first steel plate 17 and reduce the friction. The design of the limit opening 22 ensures that the adjusting bolt 18 will not be separated from the limit opening 22 during the movement, thereby ensuring the stability and reliability of the damper. This friction damper design with the limit opening 22 not only improves the adjustment flexibility of the damper, but also ensures the stability and reliability during the adjustment process. By adjusting the position of the adjusting bolt 18 in the limit opening 22, the damping effect can be precisely controlled to meet the requirements of different bridges for wind resistance performance.

[0041] Furthermore, a gap 21 is provided between the lower end of the first steel plate 17 and the first fixing plate 20 to allow the first steel plate 17 and the second steel plate 19 to slide relative to each other in the vertical direction by friction.

[0042] Specifically, Figure 3 As shown, a specific spacing 21 is provided between the lower end of the first steel plate 17 and the first fixed plate 20. This spacing 21 allows the first steel plate 17 and the two second steel plates 19 to perform relative friction sliding upward on the cross bridge. The friction sliding produces a damping effect, which helps the bridge to remain stable when subjected to vibration or impact, provides all-round protection for the bridge, and enhances the wind resistance, earthquake resistance and other performance of the bridge.

[0043] Furthermore, a guide bolt 10 is provided between the first fixing plate 20 and the side wall of the pelvic cavity 4. The guide bolt 10 transversely passes through the first fixing plate 20 and is threadedly connected to the side wall of the pelvic cavity 4. A section of the guide bolt 10 located inside the side wall of the pelvic cavity 4 is a threaded section 7, and a section located outside the side wall of the pelvic cavity 4 is a smooth circular section 8.

[0044] Specifically, Figure 1As shown, the guiding bolt 10 passes horizontally through the first fixed plate 20 and is threadedly connected to the side wall of the pelvic cavity 4. The guiding bolt 10 is divided into two parts: one part is inside the side wall of the pelvic cavity 4, and this part is the threaded section 7, which is threadedly connected to the side wall of the pelvic cavity 4; the other part is outside the side wall of the pelvic cavity 4, and this part is the smooth round section 8 without threads. The threaded section 7 of the guiding bolt 10 is threadedly connected to the side wall of the pelvic cavity 4, ensuring a firm connection between the guiding bolt 10 and the side wall of the pelvic cavity 4, preventing the guiding bolt 10 from loosening or displacing when subjected to external forces. The smooth round section 8 of the guiding bolt 10 is outside the side wall of the pelvic cavity 4, and the smooth round section 8 is sleeved with the first fixed plate 20. In this way, when the support base 11 undergoes a lateral displacement of the main beam 14, the support base 11 and the base 6 can slide along the length direction of the guiding bolt 10, playing a role in buffering and energy dissipation.

[0045] Furthermore, an elastic element 3 is provided inside the pelvic cavity 4. The elastic element 3 is a disc spring or a spring. One end of the elastic element 3 acts on the base 6, and the other end acts on the support base 11.

[0046] Specifically, as Figure 1 and Figure 2 shown, the elastic element 3 provided inside the pelvic cavity 4 is a disc spring or a spring. Both of these two types of elements have good elasticity and recoverability, and can effectively provide support and buffering effects. One end of the elastic element 3 acts on the base 6, and the other end acts on the support base 11. This design enables the elastic element 3 to deform when the bridge is subjected to external forces, thereby absorbing and dispersing part of the impact force and reducing the burden on the bridge structure. At the same time, the deformation of the elastic element 3 can also provide a certain degree of displacement space for the bridge, allowing the bridge to generate a certain horizontal or vertical displacement when subjected to loads to maintain the stability and balance of the structure. The disc spring or spring as the elastic element 3 has the characteristics of simple structure, convenient installation, high reliability, etc. They can select appropriate models and specifications according to actual needs to meet the load-bearing and deformation requirements of different bridges. Disc springs usually have a large deformation capacity and a high load-bearing capacity, and are suitable for large bridges or occasions that require a large displacement space, while springs have a small deformation capacity and a low load-bearing capacity, and are suitable for small bridges or occasions that require a small displacement space. The elastic element 3 (disc spring or spring) provided inside the pelvic cavity 4 provides effective support and buffering effects for the bridge through its good elasticity and recoverability. They can absorb and disperse the impact force, reduce the burden on the bridge structure, and allow the bridge to generate a certain displacement when subjected to loads to maintain the stability and balance of the structure. This design has important application value in bridge engineering.

[0047] Further, a fixing block 25 is provided on the side wall of the spherical crown liner 12. A first stepped hole 24 penetrating downward is provided on the top surface of the fixing block 25. A second stepped hole 30 penetrating upward is provided on the bottom surface of the support seat 11. The first stepped hole 24 corresponds to the second stepped hole 30. A locking bolt 27 is inserted into the first stepped hole 24 and the second stepped hole 30. A locking nut 29 is threadedly connected to the lower section of the locking bolt 27. A preloading spring 28 located outside the locking bolt 27 is sleeved above the locking nut 29. A gasket 26 sleeved outside the locking bolt 27 is provided below the nut 23 of the locking bolt 27. A backing plate 31 is provided above the gasket 26. The bottom surface of the backing plate 31 is in spherical contact with the top surface of the gasket 26.

[0048] Specifically, as Figure 2 and Figure 4As shown, a fixing block 25 is welded or integrally formed on the side wall of the spherical crown liner 12. A first stepped hole 24 penetrating downward is provided on the top surface of the fixing block 25. The upper end of the first stepped hole 24 is large and the lower end is small. At the same time, a second stepped hole 30 penetrating upward is provided on the bottom surface of the support seat 11. The lower end of the second stepped hole 30 is large and the upper end is small. When the spherical crown liner 12 and the support seat 11 are assembled, the first stepped hole 24 corresponds to the second stepped hole 30, forming a through hole passing through both. The locking bolt 27 passes through the first stepped hole 24 and the second stepped hole 30 from top to bottom, and then a locking nut 29 is threadedly connected to the lower end of the locking bolt 27. The locking bolt 27 is used to connect the spherical crown liner 12 and the support seat 11. The lower section of the locking bolt 27 is provided with threads for threaded connection with the locking nut 29. The locking nut 29 is used to fix the locking bolt 27 and apply a pre-tightening force by tightening the nut to ensure a firm connection between the spherical crown liner 12 and the support seat 11. Above the locking nut 29, a pre-tightening spring 28 sleeved on the outside of the locking bolt 27 is provided. The function of the pre-tightening spring 28 is to provide an additional pre-tightening force after the locking bolt 27 is tightened to ensure a tighter connection and be able to provide a certain buffer during vibration or impact. Below the nut 23 of the locking bolt 27, a gasket 26 sleeved on the outside of the locking bolt 27 is provided. The function of the gasket 26 is to increase the contact area between the locking bolt 27 and the support seat 11 and reduce the pressure per unit area, thereby preventing indentation or damage. Above the gasket 26, a backing plate 31 is provided. The bottom surface of the backing plate 31 is in spherical contact with the top surface of the spherical crown liner 12. This design allows the spherical crown liner 12 to perform self-adaptive spherical adjustment within a certain range when subjected to a load, thereby maintaining the stability and tightness of the connection. The fixing structure between the spherical crown liner 12 and the support seat 11 is jointly realized by components such as the fixing block 25, stepped holes, locking bolt 27, locking nut 29, pre-tightening spring 28, gasket 26 and backing plate 31. This design not only ensures the firmness and stability of the connection, but also provides additional buffering and self-adaptive capabilities through the design of the pre-tightening spring 28 and the spherical backing plate 31, making the entire connection structure more reliable and durable. This structure has important application value in fields such as bridge engineering that need to withstand large loads or vibrations.

[0049] The above is only a preferred embodiment of the present invention, and does not impose any form of limitation on the present invention. According to the technical essence of the present invention, any simple modification, equivalent replacement and improvement made to the above embodiments within the spirit and principle of the present invention still belong to the protection scope of the technical solution of the present invention.

Claims

1. An elastic restraint wind-resistant bearing, comprising a bearing body horizontally and transversely arranged between a bridge tower (1) and a main beam (14), characterized in that, The bearing body includes a base (6) fixedly connected to the bridge tower (1) and a rotating body. One end of the rotating body is slidably connected to the base (6) and can slide relative to the bridge tower (1) in the horizontal plane, and the other end abuts against the main beam (14) and can slide relative to the main beam (14) in the vertical plane. A friction damper for restricting the lateral displacement of the main beam (14) is provided between the base (6) and the rotating body.

2. The elastic constraint wind-resistant bearing according to claim 1, characterized in that, A pelvic cavity (4) is provided on one side of the base (6) away from the bridge tower (1). One end of the rotating body away from the main beam (14) is slidably sleeved in the pelvic cavity (4), and the friction damper is arranged outside the pelvic cavity (4).

3. The elastic constraint wind-resistant bearing according to claim 2, characterized in that, The rotating body includes a support seat (11) and a spherical crown lining plate (12). The opposite side surfaces of the spherical crown lining plate (12) and the support seat (11) are respectively a convex spherical surface and a concave spherical surface that are mutually adapted. One end of the support seat (11) away from the main beam (14) is slidably sleeved in the pelvic cavity (4). An installation plate (13) is provided on one side of the spherical crown lining plate (12) away from the bridge tower (1). The installation plate (13) is bolted to the main beam (14). The spherical crown lining plate (12) is in plane contact with the installation plate (13). A wear-resistant plate (15) made of polytetrafluoroethylene is provided between the spherical crown lining plate (12) and the installation plate (13). One end of the friction damper is connected to the support seat (11), and the other end is connected to the base (6).

4. The elastic restraint wind-resistant bearing according to claim 3, characterized in that, A first fixing plate (20) located outside the pelvic cavity (4) is provided on the base (6). A second fixing plate (9) is provided on the side surface of the support seat (11). One end of the friction damper is connected to the first fixing plate (20), and the other end is connected to the second fixing plate (9).

5. An elastic restraint wind-resistant bearing according to any one of claims 1-4, characterized in that, The friction damper includes a first steel plate (17) and two parallel second steel plates (19). The two second steel plates (19) are respectively located on both sides of the first fixing plate (20). The top ends of the second steel plates (19) are higher than the top end of the first fixing plate (20). The lower ends of the two second steel plates (19) are bolted to the first fixing plate (20). The upper end of the first steel plate (17) is bolted to the second fixing plate (9). The lower end of the first steel plate (17) is clamped between the two second steel plates (19). Waist-shaped holes (16) are provided on the side surfaces of the two second steel plates (19), and adjusting bolts (18) for adjusting the clamping force on the first steel plate (17) are inserted through the waist-shaped holes (16).

6. The elastic restraint wind-resistant bearing according to claim 5, wherein A limiting opening (22) is provided on the side surface of the first steel plate (17). The adjusting bolt (18) is inserted through the limiting opening (22), and there is a gap between the inner wall of the limiting opening (22) and the side wall of the adjusting bolt (18).

7. The elastic constraint wind-resistant bearing according to claim 6, wherein A spacing (21) allowing the first steel plate (17) and the second steel plates (19) to relatively slide frictionally in the vertical direction is provided between the lower end of the first steel plate (17) and the first fixing plate (20).

8. The elastic constraint wind-resistant bearing according to claim 4, characterized in that, A guiding bolt (10) is provided between the first fixing plate (20) and the side wall of the pelvic cavity (4). The guiding bolt (10) passes horizontally through the first fixing plate (20) and is threadedly connected to the side wall of the pelvic cavity (4). A threaded section (7) is provided on the section of the guiding bolt (10) located inside the side wall of the pelvic cavity (4), and a smooth round section (8) is provided on the section located outside the side wall of the pelvic cavity (4).

9. The elastic constraint wind-resistant bearing according to claim 3, characterized in that, An elastic element (3) is arranged in the pelvic cavity (4). The elastic element (3) is a conical spring or a spring. One end of the elastic element (3) acts on the base (6), and the other end acts on the support seat (11).

10. The elastic restraint wind-resistant bearing according to claim 3, characterized in that, A fixing block (25) is arranged on the side wall of the spherical crown lining plate (12). A first stepped hole (24) penetrating downward is arranged on the top surface of the fixing block (25). A second stepped hole (30) penetrating upward is arranged on the bottom surface of the support seat (11). The first stepped hole (24) corresponds to the second stepped hole (30). A locking bolt (27) is inserted into the first stepped hole (24) and the second stepped hole (30). A locking nut (29) is threadedly connected to the lower section of the locking bolt (27). A pre-tightening spring (28) located outside the locking bolt (27) is sleeved above the locking nut (29). A gasket (26) sleeved outside the locking bolt (27) is arranged below the nut (23) of the locking bolt (27). A backing plate (31) is arranged above the gasket (26). The bottom surface of the backing plate (31) is in spherical contact with the top surface of the gasket (26).

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