Anti-collision device of bridge column pier and bridge

Abstract

The utility model discloses an anti-collision device of a bridge column pier and a bridge, the anti-collision device of the bridge column pier surrounds the outer side of the bridge column pier (1) in the horizontal direction, and the anti-collision device of the bridge column pier comprises an anti-collision retaining wall (2) arranged on the outer side of the bridge column pier (1) by a circle; the energy consumption layer (3) is arranged in a space defined by the anti-collision retaining wall (2) and the bridge column pier (1); an energy buffer layer (4) is further arranged on the outer side of the anti-collision retaining wall (2). According to the anti-collision device of the anti-collision retaining wall, the anti-collision capacity of the bridge column pier is remarkably improved, so that the service life of a bridge is prolonged, and it is ensured that the influence on the bridge column pier is small during falling stone collision.

Description

Technical Field

[0001] This application relates to the field of bridge pier protection, and more specifically, to a collision protection device for bridge piers and a bridge. Background Technology

[0002] Bridge piers are an important component of highway bridge structures, primarily used to support the bridge superstructure. Sections near elevated bridges often have steep slopes, making them prone to geological disasters such as landslides, collapses, and rockfalls. Landslides and collapses can cause large amounts of soil and rocks to accumulate around the bridge piers, increasing the lateral pressure on the piers and even directly impacting them, resulting in structural damage.

[0003] Currently, bridge pier protection includes using crash barriers and installing protective netting on slopes. Crash barriers, through their material elasticity and energy-absorbing properties, can mitigate the impact force of vehicles or falling rocks on the piers to some extent, thus reducing the risk of bridge structural damage. However, their protective capability is significantly insufficient when facing falling rocks from high-risk slopes. Because falling rocks from high-risk slopes often have large volumes and extremely high impact energy, crash barriers cannot completely absorb and disperse this energy, potentially leading to severe damage to the bridge piers. Protective netting, through its flexible structure and high-strength materials, can effectively intercept and disperse the impact energy of small falling rocks, reducing their threat to bridge piers. However, for large falling rocks with extremely high impact energy, the interception effect of protective netting is poor. Large falling rocks may directly breach the protective netting, even causing the netting structure to fail, thus failing to provide the intended protective function.

[0004] Therefore, how to provide a way to create a bridge pier with a collision protection system that can resist the impact of falling rocks around the pier has become a technical problem that needs to be solved in this field. Utility Model Content

[0005] In view of this, this application proposes an anti-collision device for bridge piers and a bridge.

[0006] According to the first aspect of this application, a collision protection device for a bridge pier is proposed, which surrounds the outside of the bridge pier in the horizontal direction. The collision protection device for the bridge pier includes: a collision barrier wall disposed around the outside of the bridge pier; and an energy dissipation layer disposed within the space defined by the collision barrier wall and the bridge pier; wherein an energy buffer layer is further disposed on the outside of the collision barrier wall.

[0007] Preferably, the crash barrier is fixed to the bridge pier, or the crash barrier is independently installed on the outside of the bridge pier, and the bottom of the crash barrier is fixed to the ground.

[0008] Preferably, the crash barrier includes: a straight wall section extending along the bridge layout direction; and a curved wall section connecting the straight wall sections on both sides to surround the bridge piers.

[0009] Preferably, the energy-consuming layer is one of the following: fine sand, foamed concrete, polyurethane foam, rubber particles, polystyrene foam, honeycomb aluminum, waste tire particles, glass fiber reinforced plastic, polymer energy-absorbing material, crushed stone, and gravel.

[0010] Preferably, the energy buffer layer is one of the following: foam material, rubber pad, rubber block, spring, or waste tire.

[0011] Preferably, the anti-collision device for the bridge pier further includes: a cover plate disposed on top of the energy consumption layer; and a seal disposed in the gap between the cover plate and the bridge pier.

[0012] Preferably, the anti-collision device for the bridge pier further includes: an anchor rod, which vertically spans the straight section of the anti-collision retaining wall and is detachably connected to the anti-collision retaining walls on both sides; and a drag-reducing agent, which is disposed on the outer surface of the bridge pier surrounding the anti-collision device.

[0013] Preferably, the seal is at least one of asphalt wood, rubber, polyurethane sealant, foam sealing strip, and polytetrafluoroethylene seal.

[0014] Preferably, the drag-reducing agent is one of polytetrafluoroethylene, graphene-based drag-reducing agents, silicone-based drag-reducing agents, lithium-based grease, petrolatum-based drag-reducing agents, and composite material drag-reducing agents.

[0015] According to a second aspect of this application, a bridge is proposed that includes the aforementioned anti-collision device for bridge piers.

[0016] According to the anti-collision device for bridge piers in this application, an anti-collision retaining wall is used to resist the impact force of falling rocks and prevent falling rocks from impacting the bridge piers; the energy buffer layer set on the outside of the anti-collision retaining wall can consume the kinetic energy of falling rocks and reduce the impact force of falling rocks on the bridge piers; the energy consumption layer can consume the kinetic energy of the anti-collision retaining wall during deformation through deformation, preventing direct impact force on the bridge piers and helping to reduce the damage caused by impact to the bridge pier structure; thereby significantly improving the anti-collision capability of the bridge piers, extending the service life of the bridge, and ensuring that the impact on the bridge piers is minimal when falling rocks hit.

[0017] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application, and the illustrative embodiments and descriptions thereof are used to explain this application. In the drawings:

[0019] Figure 1 This is a cross-sectional schematic diagram of a collision avoidance device according to a preferred embodiment of this application.

[0020] Figure 2 This is a plan view of a collision avoidance device according to a preferred embodiment of the present application.

[0021] Figure 3 This is a frontal view of a collision avoidance device according to a preferred embodiment of the present application.

[0022] Figure 4 This is a schematic diagram of the grouting reinforcement of the anti-collision device according to a preferred embodiment of this application. Detailed Implementation

[0023] The technical solution of this application will now be described in detail with reference to the accompanying drawings and embodiments.

[0024] When highways cross mountains, hills, deep valleys, or rivers, elevated bridges are often necessary due to terrain constraints. The bridge piers are crucial components supporting the superstructure, ensuring the bridge's stability and safety. In mountainous or hilly areas, the area around the bridge piers is typically a slope, posing risks of slope collapse, rockfalls, and landslides, severely impacting routine bridge maintenance. Currently, protective netting is used to intercept falling rocks, while crash barriers are used around the bridge piers. However, protective netting is insufficient to intercept large rocks, and crash barriers have limited impact energy dissipation for larger rocks; therefore, the use of crash barriers still carries the risk of damage to the bridge piers from impacts by large rocks.

[0025] Therefore, as Figure 1 and Figure 3 As shown, according to the first aspect of this application, a collision protection device for a bridge pier is proposed. The collision protection device surrounds the outside of the bridge pier 1 in the horizontal direction. The collision protection device for the bridge pier includes: a collision barrier 2, which is disposed around the outside of the bridge pier 1; an energy dissipation layer 3, which is disposed within the space defined by the collision barrier 2 and the bridge pier 1; wherein, an energy buffer layer 4 is also disposed on the outside of the collision barrier 2.

[0026] The aforementioned crash barrier 2 primarily relies on its own strength to resist the powerful impact of falling rocks. The crash barrier 2 is made of concrete with a grade of at least C30. To enhance its impact resistance and structural stability, the crash barrier 2 is at least 100mm thick. A thicker wall simplifies maintenance and repair processes and reduces costs, thereby improving road durability.

[0027] The height of the aforementioned crash barrier 2 is determined by calculation using theoretical formulas or by analyzing the highest point of the rockfall trajectory using rockfall motion simulation software such as Rockfall. After the collapsed rocks impact the ground, according to kinematic principles, the equation of their trajectory is:

[0028]

[0029] In the formula, γ is the reflection angle. λ is the instantaneous friction coefficient, which is usually taken as 0.4, and ρ is the coefficient of restitution, which is usually taken as 0.3. For reflection speed, ν R y is the velocity of the rock impacting the ground; y is the vertical height after bouncing; x is the horizontal distance after bouncing; φ is the slope and angle of incidence.

[0030] Rockfall and other rockfall simulation software can analyze in detail the kinetic energy, velocity, and bounce height envelope of falling rocks on slopes, and can also predict the location of the final rolling point of the falling rocks.

[0031] The highest point of the falling rock trajectory should not exceed the upper 1 / 3 of the height of the crash barrier 2, generally 5m-10m above the ground. To prevent water accumulation inside the crash barrier 2 from damaging the structural stability, drainage holes are also provided on the wall of the crash barrier 2. The spacing of the drainage holes is 2m-3m, arranged in a quincunx pattern.

[0032] The aforementioned crash barrier 2 can be installed adjacent to the bridge pier 1. To provide a certain safety buffer in the event of an impact and prevent the impact force on the crash barrier 2 from being directly transmitted to the bridge pier 1, a certain space, generally 100-200mm, is left between the crash barrier 2 and the bridge pier 1 in this application. The aforementioned energy buffer layer 4 is placed directly in this space, in close contact with the crash barrier 2 and the bridge pier 1. It can absorb some of the energy generated during the collision through deformation, compression, or other means, reducing the impact force from being directly transmitted from the crash barrier 2 to the bridge pier 1. It also avoids the risk of the crash barrier 2 cracking, deforming, or even collapsing during an impact, thereby reducing the repair and maintenance costs of the bridge pier 1 or the crash barrier 2.

[0033] To prevent falling rocks from directly impacting the crash barrier 2, an energy buffer layer 4 is installed on the outside of the crash barrier 2. The energy buffer layer 4 is made of elastic material. The deformation of the energy buffer layer 4 consumes the kinetic energy of the falling rocks, thereby reducing the impact force on the crash barrier 2 and the possibility of structural damage. The energy buffer layer 4 can also slow down the rebound speed of the falling rocks after impact, reduce the risk of secondary impact, and thus improve the safety of the overall crash barrier device.

[0034] The anti-collision device for bridge piers proposed in this application firstly consumes the kinetic energy of falling rocks through the deformation of the energy buffer layer 4; then it uses the strength of the concrete anti-collision retaining wall to resist the impact force of falling rocks; when the impact force causes the anti-collision retaining wall to deform, the energy buffer layer set behind the anti-collision retaining wall consumes the kinetic energy of falling rocks through its deformation capacity, thereby reducing or preventing the impact force of falling rocks from being transmitted to the bridge piers, thus ensuring the stability and safety of the bridge piers.

[0035] To enhance the overall structural stability of the anti-collision device, preferably, the anti-collision retaining wall 2 can be fixed to the bridge pier 1. In this application, it is preferable that the anti-collision retaining wall 2 can be independently installed on the outside of the bridge pier 1, with the bottom of the anti-collision retaining wall 2 fixed underground. The bottom of the anti-collision retaining wall 2 is buried at a depth of not less than 1.5m underground to ensure its stability. The bottom of the anti-collision retaining wall 2 adopts an enlarged foundation, extending 260cm and 140cm beyond the inner and outer sides of the anti-collision retaining wall 2 respectively, to improve the wall's resistance to overturning and sliding when subjected to falling rocks.

[0036] According to a preferred embodiment of this application, the aforementioned crash barrier 2 can be of a suitable shape, such as cylindrical or rectangular. In this application, the crash barrier 2 can include: a straight wall section 21 extending along the bridge's layout direction; and a curved wall section 22 connecting the straight wall sections 21 on both sides to enclose the bridge pier 1. Enclosing the bridge pier 1 within the crash barrier 2 can resist impacts from falling rocks from different directions. When impacted, the straight wall section 21 can disperse impact energy from different directions; the curved wall section 22 can evenly distribute the impact force, avoiding energy concentration; thus providing multi-directional protection for the bridge pier 1.

[0037] To prevent the crash barrier 2 from deforming and impacting the bridge pier 1 after being hit, the energy dissipation layer 3 is preferably one of the following: fine sand, foamed concrete, polyurethane foam, rubber granules, polystyrene foam, honeycomb aluminum, waste tire granules, glass fiber reinforced plastic, polymer energy-absorbing materials, crushed stone, and gravel. In this application, fine sand is preferred. The aforementioned fine sand is conventional fine sand; fine sand has low cost, is easy to construct, has good environmental adaptability, stability, and energy absorption performance. The small particle size of fine sand results in greater friction between fine sand particles, allowing the impact force to be dispersed over a wider range, avoiding concentrated impact. Fine sand can also maintain its stability during long-term use, unaffected by environmental changes; it has good permeability, effectively preventing water accumulation and helping to maintain the stability of the crash barrier layer; fine sand also has a certain degree of elasticity and flexibility, providing corresponding energy absorption effects according to different impact intensities.

[0038] To reduce the kinetic energy of falling rocks impacting the crash barrier 2, the energy buffer layer 4 is preferably one of foam material, rubber pads, rubber blocks, springs, or used tires. In this application, used tires are preferred. Used tires have high elasticity and toughness, which can effectively absorb and disperse impact energy. The deformation of the tires can also recover quickly, thereby reducing the impact on the crash barrier 2. They can also convert the kinetic energy generated by the impact into internal energy, slowing down the rebound speed of the falling rocks and reducing the possibility of secondary collisions. Using used tires also conforms to the current concept of environmental protection and sustainable development. It also reduces construction costs and has strong durability. Used tires can be evenly distributed on the outer surface of the crash barrier 2. In this application, in order to ensure the aesthetics of the crash barrier device and reduce the amount of used tires, the size of each used tire is 100cm × 30cm, with a horizontal net spacing of 100cm and a vertical net spacing of 30cm on the outer surface of the crash barrier 2.

[0039] like Figure 2 As shown, to prevent rainwater infiltration from causing fine sand to harden or be lost, the anti-collision device for the bridge pier can preferably include: a cover plate 5, which is disposed on top of the energy-consuming layer 3; and a sealant 6, which is disposed in the gap between the cover plate 5 and the bridge pier 1. The cover plate 5 and sealant 6 effectively prevent rainwater infiltration, avoid the hardening or loss of the fine sand layer, thereby maintaining the stability and long-term energy absorption effect of the energy-consuming layer 3. The cover plate 5 provides a physical barrier, and the sealant 6 ensures that moisture does not enter through the gap, reducing maintenance needs, extending service life, and improving the overall stability and safety of the anti-collision device. This effectively reduces maintenance costs, simplifies the construction process, and improves the durability and functionality of the overall structure. To further prevent rainwater infiltration, waterproofing treatments such as applying waterproofing material or laying waterproof membrane can be applied between the sealant 6 and the bridge pier 1 and the cover plate 5. The aforementioned waterproofing material is a conventional waterproofing material, such as polyurethane waterproof coating. The aforementioned waterproof membrane is a conventionally used waterproof membrane, such as SBS modified bitumen waterproof membrane. The aforementioned cover plate 5 is formed by sealing with C20 concrete. Using concrete sealing allows it to fit the top surface of the crash barrier 2, which varies in shape and size. Furthermore, the concrete seal provides good sealing and a degree of waterproofing. The use of the sealing element 6 also prevents the crash barrier from forming an integrated structure with the bridge pier 1, thus avoiding the transmission of impact force. Additionally, when the crash barrier is severely damaged, or if internal fine sand is lost or the structure becomes severely compacted, requiring replacement, the cover plate 5 can be easily opened for replacement or repair. The sealing element 6 is at least one of asphalt wood, rubber, polyurethane sealant, foam plastic sealing strips, and polytetrafluoroethylene (PTFE) sealing elements, preferably asphalt wood. The asphalt layer effectively prevents moisture penetration, extends the service life of the wood, and enhances its corrosion resistance and durability, making it suitable for humid or extreme climatic conditions.

[0040] According to a preferred embodiment of this application, the anti-collision device for the bridge pier may further include: an anchor rod 7, which vertically spans the straight wall section 21 of the anti-collision retaining wall 2 and is detachably connected to the anti-collision retaining walls 2 on both sides; the detachable connection may be in an appropriate manner, and in this application, it is not connected by threaded engagement. The anchor rod 7 is a tie rod, which can enhance the integrity and stability of the anti-collision retaining wall 2 and ensure that the anti-collision retaining wall is not easily displaced or collapsed during a collision. At the same time, the detachable design of the anchor rod 7 facilitates future maintenance and adjustment, improving the adaptability and operability of the anti-collision retaining wall 2. The anchor rod 7 also enhances the durability and seismic resistance of the anti-collision retaining wall 2 and optimizes construction efficiency; in order to reduce the friction between the fine sand and the bridge pier 1, a drag-reducing agent is also applied to the outer surface of the bridge pier 1, and the drag-reducing agent is disposed on the outer surface of the bridge pier 1 surrounding the anti-collision device. The use of drag-reducing agents can reduce friction, improve the flowability and energy absorption efficiency of fine sand, and prevent fine sand from caking or accumulating, thereby enhancing the stability and long-term effectiveness of the anti-collision device. It can also reduce wear, lower maintenance requirements, and optimize the response capability of the anti-collision device, ensuring that it absorbs impact energy more smoothly and efficiently during collisions, thus extending the service life of the anti-collision device. The aforementioned drag-reducing agent can be in a suitable form. In this application, the drag-reducing agent is one of polytetrafluoroethylene, graphene-based drag-reducing agents, silicone-based drag-reducing agents, lithium-based grease, petrolatum-based drag-reducing agents, or composite material drag-reducing agents, preferably petrolatum-based drag-reducing agents. Petrolatum-based drag-reducing agents have a low coefficient of friction, which can effectively reduce the friction between fine sand and bridge pier 1, improving the flowability and energy absorption efficiency of the fine sand. Petrolatum-based drag-reducing agents not only maintain good lubricity but also possess good durability and stability, enabling them to function effectively for a long time under different temperature and climatic conditions, reducing the caking or accumulation of fine sand and ensuring the long-term effectiveness and reliability of the anti-collision device.

[0041] According to a second aspect of this application, a bridge is proposed that includes the aforementioned anti-collision device for bridge piers.

[0042] The construction method for bridge anti-collision devices is as follows:

[0043] (1) Grouting reinforcement of the foundation within the foundation area of ​​the crash barrier 2 (e.g.) Figure 4 As shown), the reinforcement range is 50cm beyond the foundation of the anti-collision retaining wall on each side. Ordinary cement grout is used for grouting. The grouting holes are 9 in diameter with a spacing of 1.0m and arranged in a rectangular pattern. The grouting reinforcement radius is 50cm. The reinforcement depth is determined according to the geological conditions and is generally 2-3m.

[0044] (2) Construct retaining wall foundation 8, with the bottom of retaining wall foundation 8 buried at a depth of not less than 1.5m.

[0045] (3) Construct reinforced concrete crash barrier 2. The crash barrier 2 is arranged transversely along the bridge, with a net distance of 100mm from the bridge pier 1. Drainage holes are set in the wall body, and PVC pipes with a diameter of 100mm are pre-embedded in the holes. The drainage holes are spaced 2m-3m apart in a staggered pattern, with the bottom of the lowest drainage hole 30cm above the ground. After the wall body is built above the ground, the excavated part at the toe of the wall is backfilled and compacted, and a 4% outward drainage slope is made to prevent water seepage.

[0046] (4) The space between the crash barrier 2 and the pier shall be filled with fine sand. During the backfilling process, the fine sand shall be backfilled evenly, symmetrically, and in layers with a layer thickness of 20cm to prevent adverse effects on the pier due to asymmetrical backfilling. At the same time, the pier shall be coated with drag-reducing agent within the fine sand backfilling area.

[0047] (5) Use C20 concrete to seal the top cover plate 5 of the wall. At the junction with the bridge pier, fill with asphalt wood board and do a good job of waterproofing to prevent rainwater from seeping in.

[0048] (6) Tie rods are installed on the straight section 21 of the crash barrier 2. The anchor rods 7 are made of HRB400 steel bars with a tensile strength design value of 360 N / mm². 2 The steel bars are 25mm in diameter and coated with epoxy resin or polyurethane for corrosion protection. Tensioning and locking can only proceed after the fine sand inside the crash barrier 2 has been backfilled to 1.0m below the anchor rod 7.

[0049] (7) The outer side of the anti-collision barrier 2 is covered with waste tires as energy buffer layer 4. The waste tires are cut and flattened, with a single piece size of 100cm×30cm, a horizontal net spacing of 100cm, and a vertical net spacing of 30cm.

[0050] The preferred embodiments of this application have been described in detail above. However, this application is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this application, various simple modifications can be made to the technical solution of this application, and these simple modifications all fall within the protection scope of this application.

[0051] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this application will not describe the various possible combinations separately.

[0052] Furthermore, various different embodiments of this application can be combined in any way, as long as they do not violate the spirit of this application, they should also be regarded as the content disclosed by this invention.

Claims

1. A bridge pier collision prevention device that surrounds the outside of a bridge pier (1) in the horizontal direction, characterized by, The bridge pier anti-collision device comprises: An anti-collision barrier (2) arranged around the outside of the bridge pier (1); An energy consumption layer (3) arranged in the space defined by the anti-collision barrier (2) and the bridge pier (1); wherein The outside of the anti-collision barrier (2) is further provided with an energy buffer layer (4).

2. A bridge column crash barrier as claimed in claim 1, wherein, The anti-collision barrier (2) is fixed to the bridge pier (1), or The anti-collision barrier (2) is independently arranged on the outside of the bridge pier (1), and the bottom of the anti-collision barrier (2) is fixed to the ground.

3. A bridge column crash barrier as claimed in claim 2, wherein, The anti-collision barrier (2) comprises: a straight wall section (21) extending along the arrangement direction of the bridge; A curved wall section (22) connecting the straight wall sections (21) on both sides to surround the bridge pier (1).

4. The bridge column crash-worthiness device according to claim 1, wherein The energy consumption layer (3) is one of fine sand, foamed concrete, polyurethane foam, rubber particles, polystyrene foam, honeycomb aluminum, waste tire particles, glass fiber reinforced plastic, high molecular energy absorption material, gravel, and gravel.

5. The bridge column crash-worthiness device according to claim 1, wherein The energy buffer layer (4) is one of a foam material, a rubber pad, a rubber block, a spring, and a waste tire.

6. A bridge column crash barrier according to any one of claims 1 to 5, wherein, The bridge pier anti-collision device further comprises: a cover plate (5) arranged on the top of the energy consumption layer (3); A sealing member (6) arranged in the gap between the cover plate (5) and the bridge pier (1).

7. A bridge column crash barrier as claimed in claim 6, wherein The bridge pier anti-collision device further comprises: an anchor rod (7) vertically crossing the straight wall section (21) of the anti-collision barrier (2) and being detachably connected to the anti-collision barriers (2) on both sides; A drag reduction agent arranged on the outer surface of the bridge pier (1) surrounded by the anti-collision device.

8. A bridge column crash barrier as claimed in claim 6, wherein The sealing member (6) is at least one of asphalt wood, rubber, polyurethane sealant, foamed plastic sealing strip, and polytetrafluoroethylene sealing member.

9. The bridge column crash-worthiness device according to claim 7, wherein The drag reduction agent is one of polytetrafluoroethylene, graphene-based drag reduction agent, silicon grease-based drag reduction agent, lithium-based lubricating grease, vaseline-based drag reduction agent, and composite material drag reduction agent.

10. A bridge, characterized by The bridge comprises the bridge pier anti-collision device according to any one of claims 1-9.

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