Ship collision prevention device for bridge pier

Abstract

The utility model discloses a bridge pier ship collision prevention device, which relates to the technical field of bridge pier ship collision prevention facilities and specifically structurally comprises at least one collision prevention device. When a plurality of anti-collision devices are arranged, the anti-collision devices are arranged at intervals in the vertical direction, and the adjacent anti-collision devices are connected through connecting pieces. The anti-collision device comprises an anti-collision device box body, a sealing cover is arranged on the top of the anti-collision device box body, and a first reinforcing piece is arranged in the anti-collision device box body. The inner part of the anti-collision device box body is filled with buffer foam; the anti-collision device box body is connected with the bridge pier through bolts. The impact force of the ship can be effectively reduced, damage to the ship is reduced while the bridge is protected, and the device has the advantages of being capable of achieving buffering and energy dissipation, environmentally friendly, resistant to corrosion and the like.

Description

Technical Field

[0001] This utility model relates to the technical field of bridge pier anti-ship collision facilities, specifically a bridge pier anti-ship collision device. Background Technology

[0002] To address the problem of ships colliding with bridge piers, engineers have designed various collision avoidance systems. These systems typically need to have good energy absorption capabilities to reduce the damage to the bridge structure from impacts. Early collision avoidance devices included wooden fences, steel chains, and floating boats, while modern collision avoidance devices tend to use more efficient and durable materials, such as composite material collision avoidance systems, which have advantages such as being lightweight, high-strength, corrosion-resistant, and easy to maintain.

[0003] Composite material collision avoidance systems have been applied in numerous large-scale bridge projects, such as the Hong Kong-Zhuhai-Macau Bridge, Runyang Bridge, and Humen Second Bridge. These applications have demonstrated the effectiveness and reliability of composite material collision avoidance systems. Through research and experimentation, a bridge pier collision avoidance device has been proposed that differs from existing systems, achieving both energy dissipation and environmental friendliness and corrosion resistance. Utility Model Content

[0004] The purpose of this utility model is to provide a bridge pier anti-ship collision device that can achieve buffering and energy dissipation while also being environmentally friendly and corrosion-resistant.

[0005] This utility model provides the following technical solution to achieve the above objectives:

[0006] A bridge pier anti-ship collision device includes at least one anti-collision device; when multiple anti-collision devices are installed, they are arranged at vertical intervals, and adjacent anti-collision devices are connected by connectors; each anti-collision device includes an anti-collision device housing, the top of which is provided with a sealing cover, and a reinforcing member is provided inside the housing; the interior of the housing is filled with cushioning foam; the housing is connected to the bridge pier by bolts.

[0007] The aforementioned anti-ship collision device for bridge piers includes a number of bottom plate longitudinal ribs and bottom plate transverse ribs that are staggered and arranged at the bottom of the inner wall of the anti-collision device box; it also includes a vertical stiffening plate arranged vertically on the inner wall of the anti-collision device box and a ring stiffening plate arranged horizontally on the inner wall of the anti-collision device box.

[0008] The aforementioned anti-ship collision device for bridge piers includes two bolt mounting components, each comprising two perforated plates connected by multiple perforated plate stiffening plates. The two bolt mounting components are connected to the inner wall of the anti-collision device housing from the left and right sides outwards via steel pipe stiffening plates. The two bolt mounting components are connected to each other via steel pipe stiffening plates. Vertically, the bottom of the two bolt mounting components is connected to the bottom of the inner wall of the anti-collision device housing via steel pipe stiffening plates, and the top is connected to the top of the inner wall of the anti-collision device housing via steel pipe stiffening plates.

[0009] The aforementioned anti-ship collision device for bridge piers has an L-shaped anti-collision device mounting box connected upwards to the top anti-collision device via a connector. The rear of the anti-collision device mounting box extends beyond the rear of the anti-collision device, and a mounting component is provided at the rear end of the anti-collision device mounting box.

[0010] The aforementioned anti-ship collision device for bridge piers includes a base plate with mounting holes; a mounting plate is provided at the angle between the base plate and the rear end of the anti-collision device mounting box.

[0011] The aforementioned anti-ship collision device for bridge piers includes a second reinforcing member installed inside the mounting box. The second reinforcing member includes a vertical stiffening plate installed vertically on the inner wall of the mounting box and a horizontal annular stiffening plate installed on the inner wall of the mounting box.

[0012] The aforementioned anti-ship collision device for bridge piers has a chamfered front corner on the anti-collision device housing and / or the anti-collision device mounting housing.

[0013] The aforementioned anti-ship collision device for bridge piers includes a connecting member with a rectangular tube shape, and mating plates are respectively provided on the left and right sides of the connecting member. Reinforcing plates are respectively connected to the outer ends of the mating plates. It also includes pins and high-strength bolts that pass through the connecting member and the two mating plates in the left and right directions.

[0014] The aforementioned anti-ship collision device for bridge piers has a two-component polyurea coating on the outside of the device housing.

[0015] The aforementioned anti-ship collision device for bridge piers uses polyurethane closed-cell foam as the buffer foam.

[0016] This utility model provides a bridge pier anti-ship collision device. This device can effectively reduce the impact force of ships, protect the bridge and reduce damage to ships. It has the characteristics of both buffering and energy dissipation, as well as being environmentally friendly and corrosion-resistant. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the present invention. Figure 1 ;

[0018] Figure 2 This is a schematic diagram of the structure of the present invention. Figure 2 ;

[0019] Figure 3 This is a structural schematic diagram of the connector;

[0020] Figure 4 This is a three-view structural diagram of the anti-collision device;

[0021] Figure 5 A schematic diagram of the internal structure of the anti-collision device viewed from the front.

[0022] Figure 6 A top-view diagram of the internal structure of the anti-collision device;

[0023] Figure 7 for Figure 5 Schematic diagram of the cross-sectional structure of AA;

[0024] Figure 8 yes Figure 5 Schematic diagram of the cross-sectional structure of BB;

[0025] Figure 9 yes Figure 5 A schematic diagram of the cross-sectional structure of the C-C section;

[0026] Figure 10 yes Figure 5 Schematic diagram of the cross-sectional structure of DD;

[0027] Figure 11 This is a structural diagram of the anti-collision device mounting box;

[0028] Figure 12 yes Figure 11 A cross-sectional view of the EE structure;

[0029] Figure 13 yes Figure 12 A cross-sectional view of the FF structure;

[0030] Figure 14 This is a structural diagram of the mounting components;

[0031] Figure 15 This is a structural schematic diagram of the connector;

[0032] Figure 16 This is a design drawing of this utility model installed on the Taihong Yangtze River Bridge;

[0033] Figure 17 yes Figure 16 A schematic diagram of the layout structure of this utility model on Bridge Tower No. 5 (front view);

[0034] Figure 18 yes Figure 16 A schematic diagram of the layout structure of this utility model on pier No. 5 (right view);

[0035] Figure 19 yes Figure 16 A schematic diagram (top view) of the layout structure of this utility model on pier No. 5 of the bridge.

[0036] Attached reference numerals: 1. Anti-collision device; 1-1. Anti-collision device housing; 1-2. Sealing cover; 1-3. Annular stiffening plate one; 1-4. Steel pipe stiffening plate one; 1-5. Longitudinal rib of bottom plate; 1-6. Transverse rib of bottom plate; 1-7. Steel pipe stiffening plate two; 1-8. Steel pipe stiffening plate three; 1-9. Steel pipe stiffening plate four; 1-10. Vertical stiffening plate one; 1-11. Perforated plate; 1-12. Perforated plate stiffening plate;

[0037] 2. Connecting parts; 2-1 Stiffening plate; 2-2 Butt joint plate; 2-3 Butt joint; 2-4 High-strength bolt; 2-5 Pin;

[0038] 3. Bolt holes;

[0039] 4. Anti-collision device installation box; 4-1. Vertical stiffening plate two; 4-2. Circular stiffening plate two;

[0040] 5. Installation components; 5-1. Base plate; 5-2. Mounting plate. Detailed Implementation

[0041] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0042] An embodiment of a bridge pier anti-ship collision device, involving structural reference Figure 1-15 As shown.

[0043] For ease of implementation in practical applications, this device is classified into Type A anti-collision fenders and Type B anti-collision fenders.

[0044] Type A anti-collision fenders include at least one anti-collision device 1; when multiple anti-collision devices 1 are installed, they are arranged at vertical intervals, and adjacent anti-collision devices 1 are connected by connectors 2; each anti-collision device 1 includes an anti-collision device housing 1-1, a sealing cover 1-2 is provided on the top of the anti-collision device housing 1-1, and a reinforcing member is provided inside the anti-collision device housing 1-1; the interior of the anti-collision device housing 1-1 is filled with cushioning foam; the anti-collision device housing 1-1 is connected to the bridge pier by bolts. In this implementation, three anti-collision devices 1 are installed. High-strength bolts made of 304 stainless steel are used. The sealing cover 1-2 is provided to facilitate the addition of cushioning foam to the anti-collision device housing 1-1; specifically, the sealing cover 1-2 is opened to fill the foam, and after filling, it is sealed by the sealing cover 1-2.

[0045] Type B anti-collision fenders include the aforementioned Type A anti-collision fenders, and the topmost anti-collision device 1 is connected upwards to an L-shaped anti-collision device mounting box 4 via a connector 2. The rear of the anti-collision device mounting box 4 extends beyond the rear of the anti-collision device 1, and a mounting component 5 is located at the rear end of the anti-collision device mounting box 4. The L-shaped anti-collision device mounting box 4 and the mounting component 5 facilitate the installation and fixation of this device. Specifically, the Type B anti-collision fender can be installed close to the bridge tower pier, adapting to the shape of the pier.

[0046] The reinforcing member includes several longitudinal ribs 1-5 and transverse ribs 1-6 staggered on the bottom of the inner wall of the anti-collision device housing 1-1; it also includes a vertical stiffening plate 1-10 vertically arranged on the inner wall of the anti-collision device housing 1-1 and a horizontally annular stiffening plate 1-3 annularly arranged on the inner wall of the anti-collision device housing 1-1. The longitudinal ribs 1-5, transverse ribs 1-6, and annular stiffening plate 1-3 provide better impact resistance for the anti-collision device housing 1-1.

[0047] The first reinforcing member includes two bolt mounting components, each comprising two perforated plates 1-11 connected by multiple perforated plate stiffening plates 12. The two bolt mounting components are connected to the inner wall of the anti-collision device housing 1-1 from the left and right sides via steel pipe stiffening plates 1-14. The two bolt mounting components are connected to each other via steel pipe stiffening plates 1-8. Vertically, the bottom of the two bolt mounting components is connected to the bottom of the inner wall of the anti-collision device housing 1-1 via steel pipe stiffening plates 1-7, and the top is connected to the top of the inner wall of the anti-collision device housing 1-1 via steel pipe stiffening plates 1-9. The two bolt mounting components provide the mounting positions for the bolts. The steel pipe stiffening plates at each position provide mounting strength in all directions (up, down, left, right) for the bolt mounting components, thus improving the impact resistance of the anti-collision device 1. Specifically, according to the attached drawings, the perforated plate stiffening plates 12 are arranged in four positions (up, down, left, right) at the perforated plates 1-11.

[0048] The mounting component 5 includes a base plate 5-1 with mounting holes; a mounting plate 5-2 is provided at the angle between the base plate 5-1 and the rear end of the anti-collision device mounting box 4. The base plate 5-1 is placed on top of the bridge pier and fixed by screwing bolts into the mounting holes.

[0049] The anti-collision device mounting box 4 is equipped with a second reinforcing member, which includes a vertical stiffening plate 4-1 vertically arranged on the inner wall of the mounting box 4 and a horizontal annular stiffening plate 4-2 horizontally arranged on the inner wall of the mounting box 4. The material and structure of the anti-collision device mounting box 4 are similar to those of the anti-collision device 1, and the vertical stiffening plate 4-1 and the annular stiffening plate 4-2 provide better impact resistance.

[0050] The front corners of the anti-collision device housing 1-1 and the anti-collision device mounting housing 4 are chamfered. The chamfering reduces damage to the ship after an impact.

[0051] The connector 2 includes a rectangular tube-shaped butt joint 2-3, with mating plates 2-2 on both the left and right sides of the butt joint 2-3. Reinforcing plates 2-1 are connected to the outer ends of the mating plates 2-2. It also includes pins 2-5 and high-strength bolts 2-4 that pass through the butt joint 2-3 and the two mating plates 2-2 from left to right. In the connector 2, the butt joint 2-3 and the mating plates 2-2 are connected by high-strength bolts 2-5; the pins 2-4 serve to fix and transmit power; and the reinforcing plates 2-1 welded to the mating plates 2-2 on both sides enhance the stability and load-bearing capacity of the connector 2.

[0052] The exterior of the anti-collision device housing 1-1 is coated with a two-component polyurea coating. This two-component polyurea coating provides excellent corrosion resistance, resisting chemical corrosion in acidic, alkaline, chloride-containing, and humid environments. The anti-collision device mounting housing 4 also uses the same coating.

[0053] Preferably, other structures are also coated accordingly to ensure the corrosion resistance of the device. The specific coating system is as follows:

[0054] For the outer surface of the enclosure, the pretreatment is: sandblasting Sa2.5; the anti-oxidation layer is: two-component polyurea, layer / total thickness (μm): 9 / 3000; the topcoat is: epoxy resin reflective paint, layer / total thickness (μm): 1 / 25.

[0055] For the inner surface of the box, the surface of the stiffening plate and other internal components, the pretreatment is as follows: sandblasting Sa2.5; primer: epoxy zinc rich, layer / total thickness (μm): 1 / 40; intermediate paint: epoxy micaceous iron oxide, layer / total thickness (μm): 1 / 40; topcoat: acrylic polyurethane, layer / total thickness (μm): 1 / 35.

[0056] The corresponding painting requirements are:

[0057] Painting requirements:

[0058] 1) Environmental conditions should be tested before construction. The temperature should be between 5-38℃, the relative humidity should not exceed 85%, and the steel plate temperature should be more than 3℃ above the dew point before construction can proceed. Otherwise, measures should be taken or painting should be stopped (because different paints have different environmental requirements, the specific technical parameters of the paint product shall prevail).

[0059] 2) Check the name, model, batch number, mixing ratio, mixing method, pot life, and recoating time of the paint and thinner. Before mixing two-component paints, first stir the base material evenly, then add the hardener, and then add the thinner according to the ratio. Use a pneumatic or electric mixer to stir thoroughly until the color is uniform and there is no sediment at the bottom. The prepared paint should be used within its pot life; paint that has exceeded its pot life must not be used.

[0060] 3) Before large-area spraying, pre-coating should be carried out on the corners, welds, weld holes, the back of stiffening ribs, and areas that are difficult to reach with the spray gun or the junction of two coating systems. Pre-coating can be done by brushing or roller coating.

[0061] 4) The spraying distance should be kept at about 350mm and the spraying angle should be 80~90°. When spraying, the spray gun should be moved at a constant speed parallel to the surface of the workpiece.

[0062] 5) The minimum and maximum interval between each coat of paint should meet the requirements of the paint instructions. If the maximum interval is exceeded, the next coat of paint can only be applied after the necessary surface treatment is carried out as required by the paint service provider.

[0063] 6) Do not expose the coating to rain within 4 hours after application. The coating can only be stored outdoors after it is dry.

[0064] The cushioning foam is polyurethane closed-cell foam. This device buffers the impact force of ships and ensures the safety of the bridge structure by adding polyurethane closed-cell foam to the anti-collision device housing 1-1. The mechanical performance requirements of polyurethane closed-cell foam are: water absorption rate of closed-cell core material: ≤4.0%; flat compressive strength of closed-cell core material: ≥0.15Pa; flat compressive elastic modulus of closed-cell core material: ≥6MPa; polyurethane closed-cell foam filling requirements:

[0065] During the injection process, it is necessary to control the injection volume and filling position of the polyurethane material, and fill it in layers from bottom to top, with each layer being 100mm-200mm thick, to ensure that the internal filling is uniform and dense, and that there are no quality problems such as leakage. The filling material should be selected according to the mechanical performance requirements to provide better damage resistance and impact absorption capacity. The filling of closed-cell energy-dissipating material should be carried out after the inner surface of the box, the surface of the vertical support plate, and other internal components have been sandblasted and anti-corrosion completely dried and there are no residues of thinner and curing agent. Before filling, a test should be carried out to test the appropriate time after the anti-corrosion layer has dried before filling the closed-cell energy-dissipating material.

[0066] The above structure is made of Q355B steel, which has better durability and impact resistance than fiberglass shell.

[0067] In the aforementioned device, the mounting holes on the base plate 5-1 and the holes on the perforated plate 1-11 are bolt holes 3. The installation method is as follows: the anti-collision device mounting box 4 is placed on the top edge of the pier, the three anti-collision devices are placed against the side of the pier, and then the device is fixed to the pier by screwing bolts into the bolt holes 3. Choosing to install and fix the device to the pier using bolt holes 3 also has the advantages of convenient disassembly, installation, and adjustment.

[0068] When arranging the aforementioned anti-ship collision devices for bridge piers, the quantity of these devices, the number of anti-ship collision devices 1, and whether to install anti-ship collision device mounting boxes 4 can be determined based on water level changes and the types of vessels navigating the area. This ensures the safety of the bridge tower and prevents localized scraping of the pier body. Furthermore, in the event of a ship collision, the priority is to ensure that the bridge tower does not suffer major damage, allowing only the anti-ship collision device components to be damaged, enabling rapid repair work. These anti-ship collision devices are installed close to the bridge tower pier cap, adapting to the cap's dimensions and facilitating the protection of the pier from damage. Subsequent maintenance and repairs can be carried out simultaneously with the main bridge structure, making it convenient and quick.

[0069] This device solves the problem of damage caused by ship collisions with bridge piers. By effectively reducing the impact force of ships, it protects the bridge while minimizing damage to the vessel. The design of this anti-collision device can prevent the ship's impact force from being transmitted to the bridge structure, or extend the collision time by buffering and dissipating energy, thus reducing the impact force. In the event of a ship collision, it prioritizes preventing major damage to the bridge towers, ensuring that only the anti-collision device is damaged. Damage to individual anti-collision devices is easy to repair and replace, allowing for rapid repair and reducing maintenance and repair costs.

[0070] When implementing the above structure, the preferred method is as follows: Produce Type A and Type B anti-collision fenders in advance; transport the anti-collision facilities to the vicinity of the bridge area, then use a crane or floating crane to transport them to the vicinity of the bridge abutment; erect installation supports around the piers; set up a suspended basket at the abutment; drill holes and install reinforcing bars; during installation, install Type B anti-collision fenders on the abutment, with the anti-collision device 1 connected to the lowest part of the Type B anti-collision fender being lower than the lowest navigable water level at the pier; install Type A anti-collision fenders on the tower column, with the anti-collision device 1 connected to the highest part of the Type A anti-collision fender being higher than the highest navigable water level at the pier.

[0071] When applying the anti-ship collision facilities of this bridge pier to the Taihong Yangtze River Bridge using the above method, they are used for bridge towers ④ and ⑤. (Refer to...) Figure 16 As shown, taking bridge tower No. 5 as an example, the specific layout can be found by referring to [reference needed]. Figure 17-19 As shown.

[0072] Implementation results:

[0073] 1. Placing anti-collision fenders on bridge towers ④ and ⑤ can effectively reduce the impact force of ships to below the resistance of the bridge towers, ensuring bridge safety and preventing local scraping of the piers;

[0074] 2. The anti-collision fenders are easy to install and have a large effective protection range, providing protection under various water levels:

[0075] 3. This collision avoidance system is suitable for most ship types and can provide protection for ships of the same tonnage and below.

[0076] 4. The anti-collision fender can use traffic red RAL3020. The anti-collision fender can buffer and dissipate energy, and also serve as a warning.

[0077] 5. In the event of a ship collision, the first priority is to ensure that the bridge towers are not severely damaged, and that only the fenders are damaged, so that repairs can be completed quickly.

[0078] 6. The anti-collision fender is installed close to the bridge tower pier cap to adapt to the outer dimensions of the pier cap:

[0079] 7. Post-construction maintenance and upkeep can be carried out simultaneously with the main bridge structure, which is convenient and quick.

[0080] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this application, based on the technical solution and concept of this application, should be included within the scope of protection of this application.

Claims

1. A bridge pier anti-ship collision device, characterized in that: It includes at least one anti-collision device (1); when multiple anti-collision devices (1) are provided, they are arranged at vertical intervals, and adjacent anti-collision devices (1) are connected by connectors (2); the anti-collision device (1) includes an anti-collision device housing (1-1), the top of the anti-collision device housing (1-1) is provided with a sealing cover (1-2), and a reinforcing member is provided inside the anti-collision device housing (1-1); the inside of the anti-collision device housing (1-1) is filled with cushioning foam.

2. The anti-ship collision device for bridge piers according to claim 1, characterized in that: The first reinforcing member includes several bottom plate longitudinal ribs (1-5) and bottom plate transverse ribs (1-6) that are staggered on the bottom of the inner wall of the anti-collision device box (1-1); it also includes a vertical stiffening plate (1-10) that is vertically arranged on the inner wall of the anti-collision device box (1-1) and a ring stiffening plate (1-3) that is horizontally arranged in a ring shape on the inner wall of the anti-collision device box (1-1).

3. The anti-ship collision device for bridge piers according to claim 2, characterized in that: The first reinforcing member includes two bolt mounting members, each consisting of two round hole plates (1-11). The two round hole plates (1-11) are connected by multiple round hole plate stiffening plates (12). The two bolt mounting members are connected to the inner wall of the anti-collision device box (1-1) from the left and right sides to the outside via steel pipe stiffening plates (14). The two bolt mounting members are connected to each other via steel pipe stiffening plates (1-8). In the vertical direction, the bottom of the two bolt mounting members is connected to the bottom of the inner wall of the anti-collision device box (1-1) via steel pipe stiffening plates (1-7), and the top is connected to the top of the inner wall of the anti-collision device box (1-1) via steel pipe stiffening plates (1-9).

4. The anti-ship collision device for bridge piers according to claim 1, characterized in that: The topmost anti-collision device (1) is connected upward to an L-shaped anti-collision device mounting box (4) via a connector (2). The rear of the anti-collision device mounting box (4) extends beyond the rear of the anti-collision device (1), and a mounting component (5) is provided at the rear end of the anti-collision device mounting box (4).

5. The anti-ship collision device for bridge piers according to claim 4, characterized in that: The mounting component (5) includes a base plate (5-1) with mounting holes; a mounting plate (5-2) is provided at the angle between the base plate (5-1) and the rear end of the anti-collision device mounting box (4).

6. The anti-ship collision device for bridge piers according to claim 4, characterized in that: The anti-collision device mounting box (4) is provided with a second reinforcing member. The second reinforcing member includes a vertical stiffening plate (4-1) vertically arranged on the inner wall of the mounting box (4) and a horizontal annular stiffening plate (4-2) annularly arranged on the inner wall of the mounting box (4).

7. The anti-ship collision device for bridge piers according to claim 4, characterized in that: The front corners of the anti-collision device housing (1-1) and / or the anti-collision device mounting housing (4) are chamfered.

8. The anti-ship collision device for bridge piers according to any one of claims 1-7, characterized in that: The connector (2) includes a rectangular tube-shaped butt joint (2-3), with butt plates (2-2) respectively provided on the left and right sides of the butt joint (2-3), and stiffening plates (2-1) respectively connected to the outer ends of the butt plates (2-2); it also includes pins (2-5) and high-strength bolts (2-4) that pass through the butt joint (2-3) and the two butt plates (2-2) in the left and right directions.

9. The anti-ship collision device for bridge piers according to any one of claims 1-7, characterized in that: The exterior of the anti-collision device housing (1-1) is coated with a two-component polyurea coating.

10. The anti-ship collision device for bridge piers according to any one of claims 1-7, characterized in that: The cushioning foam is a closed-cell polyurethane foam.

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