Self-floating pier anti-collision device

Abstract

The utility model discloses a self-floating pier anti-collision device which comprises an anti-collision ring and an energy dissipation protection structure. The anti-collision ring comprises at least two first buoyancy unit bodies, and all the first buoyancy unit bodies are sequentially connected end to end and define a pier containing hole. The energy dissipation protection structure is arranged on the periphery of the anti-collision ring and connected to the side, away from the pier containing hole, of the first buoyancy unit body. When the self-floating bridge pier anti-collision device is used, a bridge pier is located at the bridge pier containing hole in the anti-collision ring, the anti-collision ring is located on the water surface, when a ship or a floating object moves towards the bridge pier, the ship or the floating object collides with the energy dissipation protection structure firstly, and the energy dissipation protection structure reduces the risk that the ship and the floating object directly collide with the anti-collision ring; the anti-collision ring has the advantages that the anti-collision ring can be prevented from being collided, ships or floaters can be buffered, accordingly, the impact degree of the ships or the floaters on the anti-collision ring can be relieved, the risk of collision damage of the anti-collision ring can be reduced, and the service life can be prolonged.

Description

Technical Field

[0001] This utility model relates to bridge pier anti-collision, and in particular to a self-floating bridge pier anti-collision device. Background Technology

[0002] To prevent damage to bridge piers from collisions with passing vessels or floating objects, anti-collision devices are typically installed around the piers at the water's surface. Some existing self-floating pier anti-collision devices include anti-collision rings installed around the pier's perimeter. These rings are formed by multiple buoyancy units connected end-to-end, allowing them to float on the water. However, current anti-collision rings are relatively susceptible to damage from impacts, and their lifespan is still insufficient. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a self-floating bridge pier anti-collision device, reducing the risk of the anti-collision ring being damaged by collisions and improving its service life.

[0004] According to an embodiment of the present invention, a self-floating bridge pier anti-collision device includes an anti-collision ring and an energy dissipation protection structure. The anti-collision ring includes at least two first buoyancy units, all of which are connected end-to-end in sequence to form a bridge pier receiving hole; the energy dissipation protection structure is disposed on the outer periphery of the anti-collision ring and is connected to the side of the first buoyancy units opposite to the bridge pier receiving hole.

[0005] The self-floating bridge pier anti-collision device according to the embodiments of this utility model has at least the following beneficial effects: When the self-floating bridge pier anti-collision device is in use, the bridge pier is located at the bridge pier receiving hole inside the anti-collision ring, and the anti-collision ring is located at the water surface. When a ship or floating object moves toward the bridge pier, the ship or floating object first collides with the energy dissipation protection structure. The energy dissipation protection structure reduces the risk of the ship and floating object directly hitting the anti-collision ring and plays a buffering role for the ship or floating object, thereby reducing the impact degree of the ship or floating object on the anti-collision ring, thereby reducing the risk of the anti-collision ring being damaged by collision and improving its service life.

[0006] According to some embodiments of the present invention, the energy dissipation protection structure is provided with at least two arranged at intervals around the outer periphery of the anti-collision ring, and each of the first buoyancy units is connected to at least one of the energy dissipation protection structures, and the energy dissipation protection structure is detachably installed on the first buoyancy unit.

[0007] According to some embodiments of the present invention, the energy dissipation and protection structure includes a protective box and a first energy-dissipating filler, the protective box being provided with a first receiving cavity, and the first energy-dissipating filler being located within the first receiving cavity.

[0008] According to some embodiments of the present invention, the protective box is provided with a first partition, the first partition is located in the first accommodating cavity, the first partition divides the first accommodating cavity into at least two first accommodating sub-cavities, and all the first accommodating sub-cavities are filled with the first energy-consuming filler.

[0009] According to some embodiments of the present invention, the protective box is provided with at least two first partitions, and the at least two first partitions are perpendicular to each other.

[0010] According to some embodiments of the present invention, the anti-collision ring further includes a partition structure located inside the pier receiving hole. Both ends of the partition structure are connected to the hole wall of the pier receiving hole and divide the pier receiving hole into two pier receiving holes.

[0011] According to some embodiments of the present invention, the separation structure includes at least two second buoyancy units, all of which are connected sequentially, and the second buoyancy units located at both ends of the separation structure are respectively connected to the first buoyancy unit.

[0012] According to some embodiments of the present invention, the first buoyancy unit includes a shell and a second energy-dissipating filler, the shell being provided with a second accommodating cavity, and the second energy-dissipating filler being located within the second accommodating cavity.

[0013] According to some embodiments of the present invention, the shell is made of steel-coated composite material, and connecting flanges and connecting compartments are provided at both ends of the shell. The connecting compartment has a hatch, and the connecting flange is located inside the connecting compartment. The connecting compartments of two adjacent first buoyancy units are connected through the hatch, and the connecting flanges of two adjacent first buoyancy units are connected. The inner wall of the connecting compartment is provided with an anti-corrosion layer, and the connecting compartment is isolated from the second accommodating cavity.

[0014] According to some embodiments of the present invention, the anti-collision ring is provided with a buffer and a wear-resistant component. One side of the buffer is connected to the wall of the pier receiving hole, and the wear-resistant component is connected to the other side of the buffer.

[0015] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0017] Figure 1This is a top view schematic diagram of the self-floating bridge pier anti-collision device according to an embodiment of the present utility model;

[0018] Figure 2 This is an embodiment of the present utility model. Figure 1 Schematic cross-section along the AA direction;

[0019] Figure 3 This is a schematic diagram of the energy dissipation and protection structure according to an embodiment of the present utility model;

[0020] Figure 4 This is a cross-sectional schematic diagram of the buffer and wear-resistant parts according to an embodiment of the present utility model.

[0021] Figure label:

[0022] 100 anti-collision ring, 101 pier receiving hole, 102 pier body receiving hole, 110 first buoyancy unit, 111 shell, 112 second energy-consuming filler, 113 connecting flange, 114 connecting compartment, 120 partition structure, 121 second buoyancy unit, 130 buffer, 140 wear-resistant part, 150 maintenance manhole;

[0023] Energy dissipation and protection structure 200, protective box 210, first partition 211, first energy dissipation filler 220;

[0024] The pier body is 300 meters long. Detailed Implementation

[0025] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0026] In the description of this utility model, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0027] In the description of this utility model, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of technical features or their sequential relationship.

[0028] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0029] Reference Figures 1 to 4 The self-floating bridge pier anti-collision device according to an embodiment of the present invention includes an anti-collision ring 100 and an energy dissipation protection structure 200. The anti-collision ring 100 includes two or more first buoyancy units 110, all of which are connected end to end in sequence to form a bridge pier receiving hole 101; the energy dissipation protection structure 200 is disposed on the outer periphery of the anti-collision ring 100 and is connected to the side of the first buoyancy unit 110 away from the bridge pier receiving hole 101.

[0030] When the self-floating pier anti-collision device is in use, the pier is located at the pier receiving hole 101 within the anti-collision ring 100, and the anti-collision ring 100 is located at the water surface. When a ship or floating object moves toward the pier, the ship or floating object first collides with the energy dissipation protection structure 200. The energy dissipation protection structure 200 reduces the risk of the ship or floating object directly impacting the anti-collision ring 100 and plays a buffering role for the ship or floating object, thereby reducing the impact degree of the ship or floating object on the anti-collision ring 100, thus reducing the risk of the anti-collision ring 100 being damaged by collision and improving its service life.

[0031] In the embodiment, the energy dissipation protection structure 200 is provided in two or more and arranged at intervals around the outer periphery of the anti-collision ring 100. Each first buoyancy unit 110 is connected to at least one energy dissipation protection structure 200, and the energy dissipation protection structure 200 is detachably installed on the first buoyancy unit 110.

[0032] Each first buoyancy unit 110 can be connected to one or more energy dissipation protection structures 200 on the side opposite to the pier receiving hole 101, which enhances the protection effect on each first buoyancy unit 110. When some energy dissipation protection structures 200 are damaged, the self-floating pier anti-collision device can also be maintained by disassembly and replacement, thereby improving the overall service life of the self-floating pier anti-collision device.

[0033] Specifically, in this embodiment, each energy dissipation protective structure 200 is installed on a first buoyancy unit 110. The anti-collision ring 100 has eight first buoyancy units 110 and twenty-four energy dissipation protective structures 200, with each first buoyancy unit 110 having three energy dissipation protective structures 200 installed on it. It is conceivable that in other embodiments, the number of energy dissipation protective structures 200 can be other numbers, such as two, three or more, and the number of first buoyancy units 110 can also be two, three or more, with each first buoyancy unit 110 connected to one, two or more energy dissipation protective structures 200. Those skilled in the art can choose according to actual needs.

[0034] In this embodiment, the energy dissipation protection structure 200 includes a protective box 210 and a first energy-dissipating filler 220. The protective box 210 has a first receiving cavity, and the first energy-dissipating filler 220 is located within the first receiving cavity. The protective box 210 is filled with the first energy-dissipating filler 220, which gives the energy dissipation protection structure 200 a better ability to absorb kinetic energy, reducing the impact of ships or floating objects on the anti-collision ring 100. The structure is relatively compact, and the protective box 210 facilitates the fixation of the position of the first energy-dissipating filler 220. Specifically, the first energy-dissipating filler 220 is polyurethane foam, which has good elasticity and low density, and can improve the buoyancy of the energy dissipation protection structure 200, allowing the anti-collision ring 100 to float better on the water surface. It is conceivable that the first energy-dissipating filler 220 can also be other types of foamed fillers, such as ethylene vinyl acetate copolymer foam, or the first energy-dissipating filler 220 can also be a corrugated pipe or a spring, which dissipates the impact kinetic energy of ships and floating objects through elastic deformation.

[0035] In this embodiment, the protective box 210 is provided with a first partition 211 located within the first accommodating cavity. The first partition 211 divides the first accommodating cavity into at least two first accommodating sub-cavities, all of which are filled with a first energy-dissipating filler 220. The first partition 211 can separate the first energy-dissipating filler 220 within the protective box 210 and helps to improve the overall structural strength of the protective box 210, thereby improving the impact resistance of the energy-dissipating protective structure 200. It exhibits high structural strength and good overall performance.

[0036] Specifically, the first partition 211 can divide the first accommodating cavity into two, three, four or more first accommodating sub-cavities, which can be selected by those skilled in the art according to actual needs.

[0037] In this embodiment, the protective box 210 is provided with three first partitions 211, at least two of which are perpendicular to each other. Specifically, two of the first partitions 211 are arranged vertically and the other first partition 211 is arranged horizontally, so that some of the first partitions 211 are perpendicular to each other, thereby significantly improving the overall structural strength of the protective box 210 and resulting in a high overall structural strength of the energy dissipation and protection structure 200.

[0038] It is conceivable that the protective box 210 may also be provided with one, two or more first partitions 211, and the layout of the first partitions 211 may also be in other ways, which can be selected by those skilled in the art according to actual needs.

[0039] In this embodiment, the anti-collision ring 100 further includes a partition structure 120 located within the pier receiving hole 101. Both ends of the partition structure 120 are connected to the hole wall of the pier receiving hole 101, dividing the pier receiving hole 101 into two pier receiving holes 102. Since some piers have two pier bodies, dividing the pier receiving hole 101 into two pier receiving holes 102 by the partition structure 120 allows each pier body to receive high levels of anti-collision protection. Furthermore, the anti-collision ring 100 can be associated with both pier bodies, improving the protective performance of the anti-collision ring 100 for the entire pier.

[0040] In this embodiment, the partition structure 120 includes two second buoyancy units 121, all of which are connected sequentially. The second buoyancy units 121 located at both ends of the partition structure 120 are connected to the first buoyancy unit 110, respectively. By using two second buoyancy units 121 connected sequentially to form the partition structure 120, the second buoyancy units 121 can further provide buoyancy to the anti-collision ring 100, and the structure is relatively simple.

[0041] In this embodiment, the first buoyancy unit 110 includes a shell 111 and a second energy-dissipating filler 112. The shell 111 has a second accommodating cavity, and the second energy-dissipating filler 112 is located within the second accommodating cavity. By placing the second energy-dissipating filler 112 within the second accommodating cavity of the shell 111, the first buoyancy unit 110 has a better ability to absorb kinetic energy, reducing the impact of ships or floating objects on the bridge piers. The structure is relatively compact, and the shell 111 facilitates the fixation of the position of the second energy-dissipating filler 112. Specifically, the material of the second energy-dissipating filler 112 is the same as that of the first energy-dissipating filler 220, that is, the second energy-dissipating filler 112 is also polyurethane foam, which has good elasticity and low density, and can improve the buoyancy of the first buoyancy unit 110, allowing the anti-collision ring 100 to float better on the water surface. It is conceivable that the second energy-dissipating filler 112 could also be other types of foamed fillers, such as ethylene vinyl acetate copolymer foam, or the second energy-dissipating filler 112 could also be a corrugated pipe or a spring, which would dissipate the impact kinetic energy of the ship and floating objects through elastic deformation.

[0042] Specifically, a second partition is provided inside the housing 111. The second partition separates the second energy-consuming filler 112 in the second accommodating cavity. The second partition can improve the structural strength of the housing.

[0043] In this embodiment, the shell 111 is made of steel-coated composite material. Both ends of the shell 111 are provided with connecting flanges 113 and connecting compartments 114. The connecting compartments 114 have hatches. The connecting flanges 113 are located inside the connecting compartments 114. The connecting compartments 114 of two adjacent first buoyancy units 110 are connected through the hatches. The connecting flanges 113 of two adjacent first buoyancy units 110 are connected. The inner wall of the connecting compartment 114 is provided with an anti-corrosion layer. The connecting compartment 114 is isolated from the second accommodating cavity. The shell 111 is made of steel-clad composite material, which is a composite material layer set on the surface of a steel plate. The composite material layer can be fiber-reinforced composite material with low density, high strength and corrosion resistance, and soft texture, which makes the shell 111 structurally strong, corrosion-resistant, and has good cushioning performance. Two adjacent first buoyancy units 110 are connected by connecting flanges 113, and the connecting flanges 113 are located inside the connecting compartment 114. The walls of the connecting compartment 114 can protect the connecting flanges 113, and the inner wall of the connecting compartment 114 has an anti-corrosion layer. When the anti-collision ring 100 floats on the water surface, water can easily enter the connecting compartment 114. Therefore, the anti-corrosion layer can provide anti-corrosion protection for the interior of the connecting compartment 114, improving the durability of the shell 111.

[0044] Specifically, the connecting flange 113 can be a flange plate or other types of flange structures, which are not limited here. The anti-corrosion coating can be paint or composite material, which are not limited here.

[0045] Specifically, the shell 111 isolates the second accommodating cavity from the connecting chamber 114 through a watertight plate, so that water will not enter the second accommodating cavity through the connecting chamber 114, reducing the risk of water entering the second accommodating cavity.

[0046] In this embodiment, the anti-collision ring 100 is provided with a buffer 130 and a wear-resistant component 140. One side of the buffer 130 is connected to the wall of the pier receiving hole 101, and the wear-resistant component 140 is connected to the other side of the buffer 130. Under the action of wind and waves, the wall of the pier receiving hole 101 of the anti-collision ring 100 is prone to contact and friction with the pier, causing wear to the inner side of the anti-collision ring 100 and making it susceptible to damage. Therefore, a buffer 130 is provided at the hole wall of the pier receiving hole 101 of the anti-collision ring 100. The buffer 130 can reduce the direct contact friction between the first buoyancy unit 110, the second buoyancy unit 121 and the pier, thereby reducing the wear risk of the first buoyancy unit 110 and the second buoyancy unit 121. In addition, the buffer 130 is also provided with a wear-resistant part 140. The wear-resistant part 140 improves the wear resistance of the inner side of the anti-collision ring 100, thereby reducing the risk of wear of the buffer 130 and extending the service life of the anti-collision ring 100.

[0047] Specifically, the buffer 130 is provided with multiple buffers arranged around the hole wall of the pier body receiving hole 102, and the first buoyancy unit 110 and the second buoyancy unit 121 are both connected to the buffer 130.

[0048] Specifically, the buffer 130 is made of elastic rubber or other polymer materials, capable of absorbing the collision kinetic energy between the anti-collision ring 100 and the bridge pier. This not only reduces the impact between the anti-collision ring 100 and the bridge pier but also reduces the impact of ships or floating objects on the bridge pier. Optionally, the buffer 130 may have a cavity inside, thereby improving the buffering performance of the buffer 130.

[0049] Specifically, the wear-resistant part 140 can be made of polymer materials or directly from discarded tires, which has a relatively low cost, good performance and is energy-saving and environmentally friendly; or it can be made of plastic buckets, etc.

[0050] Specifically, the second buoyancy unit 121 has the same structure as the first buoyancy unit 110, which will not be described in detail here. The first buoyancy unit 110 and the second buoyancy unit 121 are also connected by a connecting flange 113, and a connecting compartment 114 is also provided on the outside of the connecting flange 113.

[0051] Specifically, both the first buoyancy unit 110 and the second buoyancy unit 121 have maintenance manholes 150 on their upper sides, and each manhole 150 is fitted with a sealing cover. By providing the maintenance manholes 150 and sealing covers, when maintenance is required on the first buoyancy unit 110 or the second buoyancy unit 121, maintenance personnel can open the sealing covers and enter the first buoyancy unit 110 or the second buoyancy unit 121 through the maintenance manholes 150 to perform maintenance. After maintenance is completed, the sealing covers are closed again to prevent water from accidentally entering the first buoyancy unit 110 or the second buoyancy unit 121.

[0052] This utility model's self-floating bridge pier anti-collision device features a flexible overall structure, high buffering and energy absorption efficiency, excellent corrosion resistance, durability, impact resistance, and fatigue resistance. It is cost-effective, lightweight, easy to transport, install, and replace, and environmentally friendly. When coated with a specific color, it can also serve as a warning.

[0053] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0054] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A self-floating pier fender apparatus, characterized by, The application relates to a bridge pier protection device. The bridge pier protection device comprises a fender ring (100) and energy dissipation protection structures (200). The fender ring (100) comprises at least two first buoyancy units (110), and all the first buoyancy units (110) are sequentially connected in a head-to-tail mode and enclose a bridge pier accommodating hole (101).

2. The self-floating pier fender apparatus of claim 1, wherein: The energy dissipation protection structures (200) are arranged on the outer periphery of the fender ring (100), and the energy dissipation protection structures (200) are connected to the side of the first buoyancy units (110) away from the bridge pier accommodating hole (101).

3. The self-floating pier fender system of claim 1, wherein: The energy dissipation protection structures (200) are arranged on the outer periphery of the fender ring (100) and are spaced apart from each other, each of the first buoyancy units (110) is connected to at least one of the energy dissipation protection structures (200), and the energy dissipation protection structures (200) are detachably arranged on the first buoyancy units (110).

4. The self-floating pier fender of claim 3, wherein: The energy dissipation protection structures (200) comprise protection boxes (210) and first energy dissipation fillers (220), the protection boxes (210) are provided with first accommodating cavities, and the first energy dissipation fillers (220) are arranged in the first accommodating cavities.

5. The self-floating pier fender of claim 4, wherein: The protection boxes (210) are provided with first partitions (211), the first partitions (211) are arranged in the first accommodating cavities, and the first partitions (211) divide the first accommodating cavities into at least two first accommodating sub-cavities, and the first accommodating sub-cavities are filled with the first energy dissipation fillers (220).

6. The self-floating pier fender apparatus of claim 1, wherein: The protection boxes (210) are provided with at least two first partitions (211), and the at least two first partitions (211) are perpendicular to each other.

7. The self-floating pier fender of claim 6, wherein: The fender ring (100) further comprises a separation structure (120), the separation structure (120) is arranged in the bridge pier accommodating hole (101), and the separation structure (120) is connected to the hole wall of the bridge pier accommodating hole (101) at both ends and divides the bridge pier accommodating hole (101) into two pier body accommodating holes (102).

8. The self-floating pier fender apparatus of claim 1, wherein: The separation structure (120) comprises at least two second buoyancy units (121), and all the second buoyancy units (121) are sequentially connected, and the second buoyancy units (121) at both ends of the separation structure (120) are connected to the first buoyancy units (110) respectively. The first buoyancy units (110) comprise shells (111) and second energy dissipation fillers (112), the shells (111) are provided with second accommodating cavities, and the second energy dissipation fillers (112) are arranged in the second accommodating cavities.

9. The self-floating pier fender system of claim 8, wherein: The shell (111) is made of steel clad composite material, the shell (111) is provided with a connecting flange (113) and a connecting cabin (114) at both ends, the connecting cabin (114) has a hatch, the connecting flange (113) is located in the connecting cabin (114), the connecting cabins (114) of two adjacent first buoyancy unit bodies (110) are butt jointed through the hatch, the connecting flanges (113) of two adjacent first buoyancy unit bodies (110) are connected, the inner wall of the connecting cabin (114) is provided with an anticorrosive layer, and the connecting cabin (114) is isolated from the second accommodating cavity.

10. The self-floating pier fender apparatus of claim 1, wherein: The anti-collision ring (100) is provided with a buffer (130) and a wear-resistant piece (140), one side of the buffer (130) is connected to the hole wall of the pier accommodating hole (101), and the wear-resistant piece (140) is connected to the other side of the buffer (130).

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