Bridge anti-collision device

Abstract

The utility model discloses a bridge anti-collision device which comprises a plurality of sets of steel damping assemblies which are fixed to a bridge, protrude towards the outer side of the bridge and can be damaged step by step for damping, and a damping rod of each set of steel damping assembly is arranged in each damping box in a sliding fit mode. A vertical baffle for increasing the contact area with the ship body is fixed at the end part of the damping rod extending out of the damping box body; the damping box body of each steel damping assembly is a rectangular box body which extends in the width direction of the bridge and is closed, and a rectangular bottom plate is detachably connected with a box body. According to the structure capable of being damaged step by step, a plurality of transverse pull rods are arranged on a box body of the steel damping assembly, the lengths of the transverse pull rods are gradually reduced from front to back, the transverse pull rods are all inserted into long through holes of the damping rod, and the distance between the front hole wall of each long through hole and the corresponding transverse pull rod is gradually increased. The bridge anti-collision device is relatively simple in structure, relatively convenient to manufacture and mount, capable of compressing step by step, absorbing energy and buffering, and relatively high in sensitivity.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge engineering, in particular to a bridge anti-collision device. Background Art

[0002] There are many types of bridge anti-collision devices in the existing technology, and their structures are different, but they still have the following shortcomings:

[0003] 1. The structure is relatively complex, and the manufacturing and installation are relatively cumbersome.

[0004] 2. There is still room for improvement in the sensitivity of compression, energy absorption and cushioning, as well as the step-by-step compression energy absorption and cushioning.

[0005] 3. Generally used for collision prevention of bridge piers and guardrails or protective walls. There is no relevant literature or data on collision prevention devices for the outer side of bridge box girders, nor are there any reports of actual applications. For bridges in coastal areas, collisions between ships and the outer side of bridge box girders occasionally occur due to high tides, unfamiliarity with the waterway, and misjudgment of the ship's height. In particular, it is an objective fact that ships lose control due to typhoons or other reasons and collide with the outer side of bridge box girders. However, the existing bridge pier collision prevention devices, guardrail collision prevention devices, and protective wall collision prevention devices cannot be used for collision prevention on the outer side of bridge box girders. Utility Model Content

[0006] The technical problem to be solved by the utility model is to provide a bridge anti-collision device which has a relatively simple structure, is relatively convenient to manufacture and install, can be compressed step by step to absorb energy and buffer, and has relatively high sensitivity.

[0007] The technical solution of the present utility model is to provide a bridge anti-collision device, including a plurality of groups of steel damping components fixed on the bridge and protruding outward from the bridge and provided with a plurality of groups of steel damping components that can be destroyed step by step to provide damping. The damping rods of each group of steel damping components are slidably fitted in each damping box, and the ends of the damping rods extending out of the damping box are fixed with vertical baffles that increase the contact area with the hull.

[0008] With the above structure, the bridge anti-collision device of the utility model has the following advantages: a relatively simple structure, relatively easy manufacturing and installation, and the ability to perform step-by-step compression and energy absorption and buffering, with excellent compression, energy absorption, and buffering effects, transforming rigid collisions into flexible absorption and resolution. It also has relatively high sensitivity, and provides excellent collision prevention, impact protection, shock absorption, and vibration absorption, effectively protecting bridges and ships. Furthermore, it is easy to manufacture; installation is quick and easy, requiring only the screw hole in the box to be passed through the screw fixed to the bridge and the nut to be tightened.

[0009] Furthermore, the damping box of each set of steel damping assemblies is a closed rectangular box extending along the width of the bridge, wherein the rectangular bottom plate is detachably connected to the box body. The structure capable of progressive destruction is as follows: the steel damping assembly box body is provided with multiple transverse tie rods, the length of each transverse tie rod being gradually shortened from front to back. The multiple transverse tie rods are inserted into the elongated through-holes of the damping rods, and the distance between the front hole wall of each elongated through-hole and the respective transverse tie rod increases gradually. With this structure, each damping assembly is easy, quick, stable, and reliable to install as a whole. The enclosed and dustproof design prolongs its service life. The detachable connection of the rectangular bottom plate facilitates replacement of the internal damping components after an impact. Furthermore, this progressive destruction structure further ensures a simple structure and progressive compression energy absorption and buffering. It has excellent compression, energy absorption, and buffering effects, transforming rigid collisions into flexible absorption and buffering, and has relatively high sensitivity. It has excellent collision protection, impact resistance, shock absorption, and vibration absorption effects, effectively protecting bridges and ships, and is easy to manufacture and install.

[0010] Furthermore, the two side plates of the box body are angle steels, and the two ends of the front transverse tie rod pass through the tie rod holes on the angle steel and are screwed and fixed by respective nuts. The transverse tie rod is the longest; a pair of L-shaped first ear plates, a pair of L-shaped second ear plates and a pair of L-shaped third ear plates are fixed on the inner wall of the top plate of the box body from front to back. The distance between the two L-shaped first ear plates is smaller than the distance between the two angle steels, the distance between the two L-shaped second ear plates is smaller than the distance between the two L-shaped first ear plates, and the distance between the two L-shaped third ear plates is smaller than the distance between the two L-shaped second ear plates; from front to back, the second transverse tie rod, the third transverse tie rod and the fourth transverse tie rod all pass through the tie rod holes on their respective L-shaped ear plates and are screwed and fixed by threads at both ends and nuts. After adopting the above structure, the longer the length of the transverse tie rod, the softer its nature is, and the shorter the length of the transverse tie rod, the greater the stiffness resistance. At the same time, the distance between the front hole wall of the long hole of the damping rod and the respective transverse tie rods becomes larger one by one, so the damping rod first contacts the first transverse tie rod, then the second, then the third, and then the fourth as described below, thus forming a gradient damage or step-by-step damage. The above two structures of the change in the length of the transverse vertical rod and the change in the distance between the front hole wall and the transverse vertical rod cooperate with each other to disperse the impact from point to surface, and change the impact from a single transverse tie rod to multiple transverse tie rods together. In this way, the degree of damage to each node is reduced, avoiding the four transverse tie rods in each damping box from being completely destroyed instantly, further ensuring the technical effects of good compression, energy absorption and buffering effects, changing rigid collisions into flexible absorption and resolution, and effectively protecting bridges and ships. In particular, after a collision, it is only necessary to disassemble the rectangular base plate, such as loosening the nut to remove the rectangular base plate, and then replace the transverse pull rod that is relatively soft compared to the angle steel or / and L-shaped ear plate that is bent step by step. The maintenance and replacement is very convenient and quick, which further improves the maintenance efficiency and reduces the maintenance cost.

[0011] Furthermore, the inner top wall of the housing body is provided with a downwardly convex longitudinal guide rail, and the top of the damping rod is provided with a longitudinal guide groove that slidably engages with the longitudinal guide rail. With this structure, the damping rod's sliding guidance and sensitivity are enhanced, and the damping assembly's operating reliability and stability are increased. This further ensures a simple structure and step-by-step compression energy absorption and buffering. The compression, energy absorption, and buffering effects are excellent, transforming rigid collisions into flexible absorption and resolution, and the relatively high sensitivity provides excellent collision prevention, impact protection, shock absorption, and vibration absorption, effectively protecting bridges and ships.

[0012] Furthermore, multiple sets of steel damping assemblies are installed on the bottom surface of the bridge box girder, the side of the cap beam, and / or the side of the pier. With this structure, the box girder, cap beam, and one side of the pier are all comprehensively protected, making the bridge anti-collision device more practical and adaptable to a wider range of situations.

[0013] Furthermore, the two side plates of the box body are angle steels, and the screw rods of the multiple first threaded fasteners fixed on the bridge pass through the screw rod holes of the angle steels and are then screwed and fixed by respective nuts. After adopting the above structure, the rectangular box body of the bridge anti-collision device can be installed horizontally at the bottom of the box beam or vertically at the side of the cap beam or / and the side of the pier, and the installation structure is simple, the installation is convenient, and it is firm, stable and reliable, further ensuring the simplicity of the structure and the step-by-step compression energy absorption and buffering. It has good compression, energy absorption and buffering effects, transforms rigid collision into flexible absorption and resolution, and has relatively high sensitivity, good anti-collision, anti-impact, shock absorption and shock absorption effects, and effectively protects the technical effects of bridges and ships.

[0014] Furthermore, multiple sets of steel damping assemblies are spaced along the length of the bridge's box girder, with steel linkage rods fixed to the outer ends of multiple damping rods. With this structure, the impacted damping rod quickly distributes the force to all damping rods via the steel linkage rod, allowing the multiple damping assemblies to work together. This bridge anti-collision device provides highly targeted and practical anti-collision capabilities for the outer side of the bridge's box girder, further ensuring excellent compression, energy absorption, and cushioning effects, transforming rigid collisions into flexible absorption and resolution, and effectively protecting the box girder and ships.

[0015] Furthermore, the steel linkage rod is fixed to the steel rod at the outer end of each damping rod, or the steel wire rope is tensioned and fixed to the outer end of each damping rod. After adopting the above structure, the steel linkage rod has a simple structure and reliable and stable linkage.

[0016] Furthermore, each damping rod has a transverse groove on its outer end face that engages a steel linkage rod. The vertical baffle is secured with multiple screws, compressing the steel linkage rod there. This structure ensures reliable and stable linkage of the steel linkage rods, making them easy to install and remove for replacement, further improving maintenance efficiency and reducing costs.

[0017] Furthermore, the outer sides of the bridge are both outer sides of the bridge, and both outer sides of the bridge are equipped with bridge anti-collision devices. The bridge anti-collision devices on both outer sides of the bridge have the same structure, the same number of components, and are symmetrically arranged. With the above structure, both outer sides of the bridge have the same bridge anti-collision devices, both sides are equally protected, and both sides have the same technical effects as described above.

[0018] It is not difficult to understand that the technical solution described above for the bridge anti-collision device of the utility model can also be used for criss-cross overpasses. For example, if the rigid part of the cargo is super high and hits any side of the outer sides of the box girder of the horizontal bridge above, the bridge anti-collision device of the utility model also has the following technical effects: it plays the role of anti-collision, anti-impact, shock absorption and shock absorption over a wide area along the length direction of the box girder, has good compression, energy absorption and buffering effects, and changes rigid collision into flexible absorption and resolution, which can effectively protect the box girder and the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the structure of multiple steel damping components installed on the bridge in the preferred embodiment of the bridge anti-collision device of the utility model. Figure 1 .

[0020] Figure 2 yes Figure 1 Schematic diagram of the enlarged structure of A in the figure.

[0021] Figure 3 This is a schematic diagram of the structure of multiple steel damping components installed on the bridge in the preferred embodiment of the bridge anti-collision device of the utility model. Figure 2 (The vertical baffle at the rear is omitted).

[0022] Figure 4 yes Figure 3 Schematic diagram of the enlarged structure of B.

[0023] Figure 5 It is a schematic diagram of the explosion structure in which a damping box explodes to produce a rectangular bottom plate and a bolt in a preferred embodiment of the bridge anti-collision device of the present utility model.

[0024] Figure 6 It is a structural schematic diagram of the damping rod in the preferred embodiment of the bridge anti-collision device of the present invention showing the longitudinal guide groove, the elongated through hole and the transverse groove.

[0025] Figure 7 It is a structural schematic diagram of the box body in the preferred embodiment of the bridge anti-collision device of the present utility model showing the longitudinal guide rails on the fixed top plate.

[0026] Figure 8 yes Figure 6 Schematic diagram of the enlarged structure of C in the middle.

[0027] Figure 9 yes Figure 7 Schematic diagram of the enlarged structure of D in the middle.

[0028] Figure 10 It is an enlarged schematic diagram of the explosion structure in which the vertical baffle and the outer end of the damping rod in the bridge anti-collision device of the present invention are fixed by screws.

[0029] Figure 11 It is a structural schematic diagram of two symmetrical steel damping components in the bridge anti-collision device of the utility model sharing a box.

[0030] As shown in the figure:

[0031] 1. Bridge, 11. Bridge deck, 12. Box girder, 13. Cap beam, 14. Pier;

[0032] 2. Steel damping assembly, 21. Damping rod, 211. Elongated through hole, 2111. Front hole wall, 212. Horizontal groove, 213. Longitudinal guide groove, 214. First threaded hole, 22. Damping box, 221. Rectangular bottom plate, 2211. Bolt hole, 222. Box body, 2221. Ear plate, 22211. Second threaded hole, 2222. Angle steel, 2223. Longitudinal guide rail, 23. Horizontal tie rod, 231. First horizontal tie rod, 232. Second horizontal tie rod, 233. Third horizontal tie rod, 234. Fourth horizontal tie rod, 24. L-shaped first ear plate, 25. L-shaped second ear plate, 26. L-shaped third ear plate, 27. Vertical baffle, 271. Screw hole;

[0033] 3. Steel linkage rod;

[0034] 4. Threaded fastener, 41. First nut, 42. Screw, 43. Screw, 44. Bolt, 45. Second nut. DETAILED DESCRIPTION

[0035] The following further describes the specific embodiments of the present invention in conjunction with the accompanying drawings. It should be noted that the descriptions of these specific embodiments are intended to facilitate understanding of the present invention and do not constitute limitations of the present invention. Furthermore, the technical features involved in the various specific embodiments of the present invention described below may be combined with one another as long as they do not conflict with one another.

[0036] like Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 、 Figure 8 、 Figure 9 、 Figure 10 and Figure 11 shown.

[0037] The conventional bridge 1 includes a plurality of piers 14 , a cap beam 13 connected to the piers 14 , a box beam 12 resting on the cap beam 13 , and a bridge deck 11 fixed on the box beam 12 .

[0038] A preferred embodiment of the bridge anti-collision device of the present invention includes a plurality of groups of steel damping components 2 fixed on the bridge 1 and protruding outward from the bridge 1 and provided with a plurality of groups of steel damping components 2 that can be gradually destroyed to provide damping. The damping rods 21 of each group of steel damping components 2 are slidably fitted in each damping box 22, and the ends of the damping rods 21 extending out of the damping box 22 are fixed with vertical baffles 27 that increase the contact area with the hull.

[0039] The damping box 22 of each steel damping assembly 2 is preferably a closed rectangular box extending along the width of the bridge, with a rectangular base plate 221 detachably connected to the rectangular box body 222. This detachable connection can be achieved using the following specific structure: the two side plates of the box body 222 of the damping box 22 are preferably angle steel 2222. The rectangular base plate 221 has multiple bolt holes 2211, through which multiple bolts 44 pass, screwed into the second threaded holes 22211 of the ear plates 2221 on the inner side of the angle steel 2222 on both sides of the box body 222. The bolts 44 can also be called screws.

[0040] The structure capable of being destroyed step by step is preferably as follows: the box body 222 of the steel damping assembly 2 is provided with multiple transverse tie rods 23, the length of each transverse tie rod 23 being gradually shortened from front to back, and each transverse tie rod 23 being inserted into the elongated through hole 211 of the damping rod 21. The distance between the front hole wall 2111 of each elongated through hole 211 and the respective transverse tie rod 23 is gradually increased. This allows the transverse tie rods 23 to be bent one by one from front to back when impacted.

[0041] The two side panels of the box body 222 are preferably angle steels 2222. The two ends of the front transverse tie rod 23 pass through the tie rod holes in the angle steel 2222 and are screwed in place by respective first nuts 41. This transverse tie rod, namely the first transverse tie rod 231, is the longest. A pair of L-shaped first lug plates 24, a pair of L-shaped second lug plates 25, and a pair of L-shaped third lug plates 26 are fixed, such as welded, to the inner wall of the top panel of the box body 222 from front to back. The distance between the two L-shaped first lug plates 24 is smaller than the distance between the two angle steels 2222, the distance between the two L-shaped second lug plates 25 is smaller than the distance between the two L-shaped first lug plates 24, and the distance between the two L-shaped third lug plates 26 is smaller than the distance between the two L-shaped second lug plates 25. From front to back, the second transverse tie rod 232 , the third transverse tie rod 233 and the fourth transverse tie rod 234 all pass through the tie rod through holes on their respective L-shaped ear plates and are screwed and fixed with nuts such as the first nut 41 through threads at both ends.

[0042] The inner top wall of the box body 222 preferably has a downwardly convex longitudinal guide rail 2223 , and the top of the damping rod 21 has a longitudinal guide groove 213 that slides with the longitudinal guide rail 2223 .

[0043] The plurality of steel damping assemblies 2 are preferably installed on the bottom surface of the box girder 12 , the side surface of the cap beam 13 and / or the side surface of the pier 14 of the bridge.

[0044] As described above, the two side plates of the box body 222 are preferably angle steels 2222 , and a plurality of screws 42 fixed on the bridge pass through the screw holes of the angle steels 2222 and are then screwed and fixed via respective nuts such as the second nut 45 .

[0045] A plurality of groups of steel damping assemblies 2 are arranged at intervals along the length direction of the box girder 12 of the bridge 1 , and steel linkage rods 3 are fixed to the outer ends of a plurality of damping rods 21 .

[0046] The steel linkage rod 3 is a steel rod or steel round bar fixed to the outer end of each damping rod 21, or a steel wire rope that is tensioned and fixed to the outer end of each damping rod. If both ends of the steel wire rope are tensioned and fixed to the outer ends of the damping rods at both ends, such as by welding, the remaining sections of the steel wire rope can be screwed to the outer ends of the damping rods via multiple screws and vertical baffles.

[0047] like Figure 10 As shown, the outer end surface of each damping rod 21 has a transverse groove 212 that engages the steel linkage rod 3. The vertical baffle 27 is screwed and fixed with multiple screws 43, thereby compressing the steel linkage rod 3, such as a steel round bar, at this location. Specifically, the vertical baffle 27 has multiple screw holes 271, and the outer end of the damping rod 21 has multiple first threaded holes 214. The multiple screws 43 are passed through their respective screw holes 271 and tightened into their respective first threaded holes 214.

[0048] Of course, you can also Figure 1 、 Figure 2 、 Figure 3 and Figure 4 As shown, the vertical baffle 27 can also be welded and fixed to the outer end of the damping rod 21. The steel round bar of the steel linkage rod 3 after the collision can be cut off and the transverse groove 212 can be pulled out from the side, and the replaced straight steel round bar can also be inserted from the side.

[0049] The outer side of the bridge is preferably the two outer sides of the bridge 1, and the two outer sides of the bridge 1 are provided with bridge anti-collision devices, and the bridge anti-collision devices on the two outer sides of the bridge 1 have the same structure, the same number of parts, and are symmetrically arranged. Figure 3 As shown, although they are both arranged on the outside of the bridge 1, they are respectively facing forward and backward.

[0050] Of course, in some specific environments, if only one side of the bridge is at risk of being hit, while the other side does not have this possibility, then only installing the bridge anti-collision device of the present invention on one side of the bridge is also within the scope of protection of the present invention.

[0051] The box body 222 can also be called the box body. The transverse pull rod 23 is a pull rod arranged transversely. The longitudinal guide groove 213 can be a U-shaped groove, and the longitudinal guide rail 2223 can be a rectangular guide rail.

[0052] The outer side of the box beam 12, such as the outer sides of the box beam 12, can have two situations. One is Figure 1 and Figure 3 The method shown in the figure uses multiple box beams 12, which refers to the respective outer sides of the two outer box beams 12. The other method is to use an integral box beam not shown in the figure, and the two outer sides of the box beam refer to the two outer sides of the integral box beam.

[0053] It is not difficult to understand that the screw rods 42 fixed to the box girder 12, the cap beam 13 and / or the pier 14 can adopt the following two specific structures. If the box girder 12 is made of steel, the screw rods can be welded or the stepped screw rods can be screwed in after drilling. If the box girder 12 is a reinforced concrete structure, expansion bolts can be used. If the cap beam 13 is made of steel, the screw rods can be welded or the stepped screw rods can be screwed in after drilling. If the cap beam 13 is a reinforced concrete structure, expansion bolts can be used. If the pier 14 is made of steel, the screw rods can be welded or the stepped screw rods can be screwed in after drilling. If the pier 14 is a reinforced concrete structure, expansion bolts can be used. It is not difficult to understand. All parts of the steel damping assembly 2 are made of steel. For ease of description, the first nut 41, the screw rod 42, the screw 43, the bolt 44 and the second nut 45 are collectively referred to as the threaded fastener 4, and the threaded fastener 4 is all made of steel. The pier 14 in the figure is not installed with the bridge anti-collision device of the present invention.

[0054] The installation steps of the preferred embodiment of the bridge anti-collision device of the present invention are roughly as follows.

[0055] First install the utility model bridge anti-collision device on one side:

[0056] 1. Fix the damping boxes 22 of multiple steel damping assemblies 2 one by one to the bottom of the box beam 12, or / and the side of the cap beam 13, or / and the side of the pier 14 via multiple screws 42 and second nuts 45, and each damping rod 21 extends out of its respective damping box 22.

[0057] Second, a steel linkage rod 3, such as a round steel bar, is embedded in the transverse groove 212 on the outer end surface of each damping rod 21 of each steel damping assembly 2 installed on the box girder 12, and fixed to the vertical baffle 27 by multiple screws 43 or welding, and the steel linkage rod 3, such as a round steel bar, is fixed in the transverse groove.

[0058] 3. Repeat steps 1 and 2 above to install the symmetrical bridge anti-collision device on the other side of the bridge 1 at the bottom of the box beam 12, or / and the side of the cap beam 13, or / and the side of the pier 14.

[0059] like Figure 11 As shown, it is not difficult to understand that the two symmetrical steel damping components 2 can share a damping box, so that the installation of one damping box is reduced for every two symmetrical steel damping components 2, but the structure and function in the damping box of the steel damping component 2 are symmetrically separated and do not interfere with each other. Figure 3 、 Figure 5 and Figure 7 As shown, the symmetrical steel damping components 2 are still their own damping boxes 22 .

[0060] Parts, structures, quantities, etc. not marked above are not shown in the drawings, and some parts are not marked in the drawings. The drawings are for illustration only. If there is any inconsistency between the drawings and the text description or between the drawings, the text description shall prevail.

[0061] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A bridge anti-collision device, characterized in that: It includes multiple groups of steel damping components that are fixed on the bridge and protrude toward the outside of the bridge and are capable of being destroyed step by step to provide damping. The damping rods of each group of steel damping components are slidably fitted in each damping box. The ends of the damping rods extending out of the damping box are fixed with vertical baffles that increase the contact area with the hull.

2. The bridge anti-collision device according to claim 1, characterized in that: The damping box of each set of steel damping components is a rectangular box that extends and is closed along the width of the bridge, wherein the rectangular bottom plate and the box body are detachably connected; the structure that can be destroyed step by step is: a plurality of transverse tie rods are provided on the box body of the steel damping component, and the length of the transverse tie rods is gradually shortened from front to back, and the plurality of transverse tie rods are all inserted into the elongated through holes of the damping rods, and the distance between the front hole wall of each elongated through hole and the respective transverse tie rods increases one by one.

3. The bridge anti-collision device according to claim 2, characterized in that: The two side plates of the box body are angle steels, and both ends of the front transverse tie rod pass through the tie rod holes on the angle steel and are screwed and fixed by their own nuts. This transverse tie rod is the longest; a pair of L-shaped first ear plates, a pair of L-shaped second ear plates and a pair of L-shaped third ear plates are fixed on the inner wall of the top plate of the box body from front to back. The distance between the two L-shaped first ear plates is smaller than the distance between the two angle steels, the distance between the two L-shaped second ear plates is smaller than the distance between the two L-shaped first ear plates, and the distance between the two L-shaped third ear plates is smaller than the distance between the two L-shaped second ear plates; from front to back, the second transverse tie rod, the third transverse tie rod and the fourth transverse tie rod all pass through the tie rod holes on their respective L-shaped ear plates and are screwed and fixed with nuts through threads at both ends.

4. The bridge anti-collision device according to claim 2, characterized in that: A downwardly convex longitudinal guide rail is provided on the inner top wall of the box body, and a longitudinal guide groove which is slidably matched with the longitudinal guide rail is provided on the top of the damping rod.

5. The bridge anti-collision device according to claim 1, characterized in that: A plurality of steel damping components are installed on the bottom surface of the box girder, the side surface of the cap beam or / and the side surface of the pier of the bridge.

6. The bridge anti-collision device according to claim 5, characterized in that: The two side plates of the box body are angle steels, and the screw rods of a plurality of first threaded fasteners fixed on the bridge pass through the screw rod holes of the angle steels and are then screwed and fixed via respective nuts.

7. The bridge anti-collision device according to claim 5, characterized in that: A plurality of groups of steel damping components are arranged at intervals along the length direction of the box girder of the bridge, and steel linkage rods are fixed to the outer ends of a plurality of damping rods.

8. The bridge anti-collision device according to claim 7, characterized in that: The steel linkage rod is a steel rod fixed to the outer end of each damping rod, or a steel wire rope that is tensioned and fixed to the outer end of each damping rod.

9. The bridge anti-collision device according to claim 7, characterized in that: The outer end surface of each damping rod is provided with a transverse groove for engaging the steel linkage rod. The vertical baffle is fixed by screwing with a plurality of screws and presses the steel linkage rod there.

10. The bridge anti-collision device according to any one of claims 1 to 9, characterized in that: The outer sides of the bridge are the two outer sides of the bridge, and bridge anti-collision devices are provided on both outer sides of the bridge. The bridge anti-collision devices on the two outer sides of the bridge have the same structure, the same number of parts, and are symmetrically arranged.

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