CN111088749A - Railway bridge passive anti-collision device and design method thereof - Google Patents
Railway bridge passive anti-collision device and design method thereof Download PDFInfo
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- CN111088749A CN111088749A CN201911378603.4A CN201911378603A CN111088749A CN 111088749 A CN111088749 A CN 111088749A CN 201911378603 A CN201911378603 A CN 201911378603A CN 111088749 A CN111088749 A CN 111088749A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/02—Piers; Abutments ; Protecting same against drifting ice
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02B—HYDRAULIC ENGINEERING
- E02B3/00—Engineering works in connection with control or use of streams, rivers, coasts, or other marine sites; Sealings or joints for engineering works in general
- E02B3/20—Equipment for shipping on coasts, in harbours or on other fixed marine structures, e.g. bollards
- E02B3/26—Fenders
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D2101/00—Material constitution of bridges
- E01D2101/30—Metal
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D2101/00—Material constitution of bridges
- E01D2101/40—Plastics
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A30/00—Adapting or protecting infrastructure or their operation
- Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways
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Abstract
The invention relates to a passive anti-collision device for a railway bridge and a design method thereof, belonging to the technical field of bridge engineering safety protection.A shipboard body consists of a steel outer plate and a steel back plate, wherein the outer wall of the steel outer plate is coated with a composite material coating; the steel clapboard and the corrugated plate are both arranged inside the shipboard body; the corrugated plates are provided with a plurality of layers which are all arranged in parallel to the steel back plate, and the adjacent two layers of corrugated plates are separated by the steel partition plate; the polyurethane foam filler fills the structural voids between the corrugated sheet and the steel spacer. The invention also relates to a method for designing the railway bridge passive anti-collision device based on the pier-passive anti-collision device-ship system collaborative design method. The passive anti-collision device disclosed by the invention has the advantages that the steel plate is combined with the flexible energy-absorbing composite material, so that the advantages of the steel plate and the flexible energy-absorbing composite material are fully exerted, the integral device is ensured to have enough rigidity and the capacity of buffering and energy consumption, and meanwhile, the internal corrugated plate and the polyurethane foam also have good buffering and energy-absorbing functions.
Description
Technical Field
The invention relates to a passive anti-collision device for a railway bridge and a design method thereof, belonging to the technical field of bridge engineering safety protection.
Background
The bridge crossing the river and the sea in China and having the navigation function has a rapid development trend in recent years, and in order to prevent the bridge from being directly impacted by a large ship in the operation process, the mounting of an anti-collision device at the position of a bridge pier of a navigation hole becomes a commonly adopted engineering measure. According to the investigation on the actual operation condition of the anti-collision device, the problems that the device is flushed away by flood, the connection part of the device is broken, the device is degraded in performance due to rusting, the ship is firstly broken due to strong impact and the like caused by unreasonable design and quality problems of the anti-collision device indicate that the design and the related structure of the anti-collision device are still required to be further optimized.
At present, the anti-collision device for the bridge pier is divided into the types of steel, concrete, wood, ropes, composite materials and combinations thereof according to the materials. The traditional steel fender anti-collision device adopts a thin steel plate as a panel, the impact resistance is limited, and the steel panel is punctured prematurely under the impact of a ship (particularly during the impact of a bulbous bow), so that the energy consumption of related components is limited, and the overall energy dissipation efficiency of the anti-collision device is low. On the other hand, the structure formed by the horizontal and vertical steel plates mainly consuming energy in the steel fender mostly has isotropic rigidity, the difference between the vertical rigidity and the horizontal rigidity is not large, unstable damage and buckling damage can occur under the action of ship collision, and the energy dissipation efficiency of the two damage modes is greatly different, so that the energy dissipation performance of the steel fender is unstable, and the effect of the steel fender in actual engineering cannot be predicted. The flexible anti-collision device made of all composite materials is not enough in rigidity, and is fragile after being collided by ships, so that the secondary collision of the ships to piers is possibly caused, the anti-collision effect is poor, and the difficulty of repairing the piers after collision is high.
At present, when the design of a bridge anti-collision device is developed, a scheme design drawing is often directly provided by a manufacturer in cooperation with a design unit, a detailed bridge anti-collision design considering the impact action, the damage process and the long-term service performance of different ship types is lacked, and an anti-collision design based on the comprehensive performance of a pier, the anti-collision device and a ship does not appear. Resulting in the related problems mentioned earlier in some of the pier collision preventing devices, failing to function sufficiently.
Disclosure of Invention
In view of the above-mentioned shortcomings of the anti-collision device in terms of structural construction and design method, the invention aims to provide a passive anti-collision device for railroad bridges, namely a steel-corrugated sandwich composite fender type flexible anti-collision device, and provides a bridge-anti-collision device-ship collaborative design method based on performance under the action of ship impact forces with different override probabilities.
The purpose of the invention is realized by the following technical scheme:
a passive anti-collision device for a railway bridge is a steel-corrugated sandwich composite fender type flexible anti-collision device, which comprises a board body, a composite coating, a steel clapboard, a corrugated plate and a polyurethane foam filler;
the ship board body consists of a steel outer plate and a steel back plate, wherein the steel outer plate is integrally formed as a bottom plate and a side wall plate of the ship board body, the steel back plate is used as a top plate of the ship board body, and the top plate and the side wall plate are welded to form a closed structure; the steel back plate is connected with the protected bridge pier through a bolt structure; the outer wall of the steel outer plate is coated with the composite material coating;
the steel clapboard and the corrugated plate are both arranged inside the shipboard body; the corrugated plates are provided with a plurality of layers, the cross sections of the corrugated plates are corrugated, the corrugated plates are all arranged in parallel to the steel back plate, two adjacent layers of corrugated plates are separated by steel partition plates, and two ends of each corrugated plate are hinged with steel outer plates positioned on two sides of each corrugated plate; the steel partition plate and the steel back plate are arranged in parallel, and both ends of the steel partition plate are welded with the steel outer plates positioned on both sides of the steel partition plate;
the polyurethane foam filler fills the structural voids between the corrugated sheet and the steel spacer.
Furthermore, the steel outer plate is provided with round corners at the joints of the bottom plate and the side wall plates.
Further, the composite material coating is a glass fiber reinforced composite material.
Furthermore, the corrugated plate and the steel clapboard are not fixedly connected.
Further, the anti-collision fender is arranged in a plurality of rows in the vertical or transverse direction, and the end parts of the adjacent anti-collision fenders are in contact or not in contact.
Furthermore, the both ends of buckled plate are passed through articulated bolt and are connected the steel planking, and when the buckled plate atress warp, the tip of buckled plate is rotatory around articulated bolt.
Furthermore, the wave crest top of one layer of corrugated plate of the adjacent two layers of corrugated plates is the wave trough of the other layer of corrugated plate.
Furthermore, the buckled plate is provided with three layers, and the steel clapboard is provided with two layers.
A design method of a passive anti-collision device for a railway bridge comprises the following steps:
and 4, determining the plate thicknesses and the sizes of the steel outer plate, the steel partition plate and the steel back plate of the passive anti-collision device and the arrangement forms of the corrugated plates based on the determined performance targets, and achieving the performance requirements of the passive anti-collision device under the action of ship impact forces with different override probabilities through repeated adjustment and parameter analysis to complete structural design.
Further, the different performance requirements in step 3 are: under the action of the impact force of the ship, the passive anti-collision device keeps elasticity, the connection is not damaged, the structural integrity is intact, and the ship and the bridge pier are both intact; under the action of the designed ship impact force, the part of the passive anti-collision device is allowed to be slightly damaged, the use is not influenced, the damaged part is a certain single module and is easy to replace, and the ship and the bridge pier are intact; under rarely meeting boats and ships impact effect, passive buffer stop local plastic deformation appears, still keeps the wholeness, but the damage position is whole to be changed, and slightly repairable damage appears in boats and ships permission, and the pier still keeps elasticity, and the pier top displacement is in the range of standard allowed limit value, does not influence the bridge and goes upward driving.
The invention has the beneficial effects that:
the steel and corrugated sandwich composite fender type flexible anti-collision device provided by the invention reasonably combines steel and corrugated sandwich composite materials, an accidental ship collision effect is directly borne by an outer steel plate, meanwhile, the ship collision force is transmitted to an inner corrugated plate through the steel plate, the inner corrugated plate is freely deformed in the horizontal direction, and the outer surface force is converted into transverse deformation, so that the force can be better transmitted and dispersed, the anti-collision device has a stable and controllable resistance-displacement smooth curve and deformation mode, and the whole energy consumption component has a stable destruction mode and high-efficiency buffering and energy absorption capacity. The glass fiber reinforced composite coating of surface and the polyurethane foam of inside packing also have fine buffering energy-absorbing effect, consequently this buffer stop can prevent that boats and ships impact from transmitting for the pier too much, effectively avoid the pier energy-absorbing too much to take place to damage or even collapse, simultaneously through good buffering energy-absorbing effect such as glass fiber reinforced composite and polyurethane foam, reduce the reaction that the striking produced boats and ships, protection boats and ships and passengers' safety.
The invention simultaneously considers the response of the bridge pier and the ship in the collision process, and provides a bridge-anti-collision device-ship collaborative design theory and a method based on performance. The anti-collision device designed by the method fully considers the cooperative anti-collision performance of the pier, the anti-collision device and the ship under the action of the ship impact forces with different override probabilities, can effectively protect the pier and the ship from being damaged by collision while fully exerting the working performance of the anti-collision device, and is actively adapted to large-scale piers in water in various forms and sizes through modular design. The invention relates to a performance-based pier-anti-collision device-ship system collaborative design method, which is a novel method which is not mentioned in the field of bridge-ship collision subjects at present, and realizes the optimized design of an anti-collision device by formulating the pier, the anti-collision device and the ship performance requirements under the action of ship collision forces with different exceeding probabilities in a grading manner.
Drawings
FIG. 1 is a schematic cross-sectional structure view of the passive anti-collision device for railroad bridges according to the present invention;
FIG. 2 is a schematic structural view of the steel backing plate of the present invention;
FIG. 3 is a schematic side elevation structure view of the passive anticollision device for railroad bridges according to the present invention;
FIG. 4 is a schematic flow chart of the design method of the passive anti-collision device for railroad bridges according to the present invention;
wherein, 1-steel outer plate; 2-composite material coating; 3-a steel separator plate; 4-a steel backing plate; 5-a corrugated plate; 6-polyurethane foam filler; 7-bolt hole.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The invention provides a passive anti-collision device for a railway bridge from the perspective of both rigidity and energy absorption and vibration reduction, which is a steel-corrugated sandwich composite fender type flexible anti-collision device, and comprises a board body, a composite material coating 2, a steel clapboard 3, a corrugated plate 5 and a polyurethane foam filler 6, as shown in figures 1-3.
The hull comprises a steel outer plate 1 and a steel back plate 4. The steel outer plate 1 is integrally formed as a bottom plate and a side wall plate of the hull and is made of thin-wall steel plates, and in order to avoid the phenomenon that a connecting angle punctures or damages a ship when collision occurs, the steel outer plate 1 is provided with round corners at the connecting positions of the bottom plate and the side wall plate. The steel back plate 4 is used as a top plate of the ship board body, and the top plate and the side wall plate are connected in a welding mode to form a closed structure. The steel back plate 4 is connected with the protected pier through a bolt structure, as shown in fig. 2, 8 bolt holes 7 are uniformly formed in the circumference of the steel back plate 4, in the embodiment, the steel back plate 4 is vertically fixed on the protected pier, as shown in fig. 3.
The outer wall of the steel outer plate 1 is coated with a composite material coating 2 to form a steel-composite material combined structure, and the composite material coating 2 can be selected from glass fiber reinforced composite materials. The glass fiber reinforced composite material has higher specific strength, but brittle unstable failure modes such as matrix delamination cracking, fiber fracture and the like are easy to occur in collision, the steel has higher plasticity and stable deformation mode and better crashworthiness, and the steel-composite material combined structure can exert respective mechanical advantages of the materials, so that the deformation resistance and specific energy absorption in collision are obviously improved. Therefore, the steel outer plate coated with the glass fiber reinforced composite material can absorb partial kinetic energy of the accident ship at the early stage of collision, and the damage degree of the anti-collision fender and the probability of the ship contacting with a pier are effectively reduced.
The steel clapboard 3 and the corrugated plate 5 are both arranged inside the ship board body. Corrugated plate 5 is equipped with a plurality of layers, sets up three-layer corrugated plate 5 in this embodiment, the cross section of corrugated plate 5 is the corrugate, and three-layer corrugated plate 5 all is on a parallel with steel backplate 4 sets up vertical arranging promptly, separates through steel baffle 3 between the adjacent two-layer corrugated plate 5, the one deck is lacked than 5 layers of buckled plate in the number of the layers that set up of steel baffle 3 usually, is provided with two-layer steel baffle 3 in this embodiment. The steel clapboard 3 and the steel back plate 4 are arranged in parallel and vertically, and both ends of the steel clapboard 3 are connected with the steel outer plates 1 at both sides of the steel clapboard 3 in a welding way. Fixed connection is not established between buckled plate 5 and preceding, the back steel baffle 3 to make the buckled plate when receiving face external force, can produce more abundant transverse deformation, more consumption striking energy. The both ends of buckled plate 5 are located through articulated bolt articulated connection the steel planking 1 of 5 both sides of buckled plate, buckled plate 5 are when the atress warp, the tip of buckled plate 5 is rotatory around articulated bolt for under the prerequisite that possesses necessary restraint, can guarantee the freedom of buckled plate deformation as far as, make the deformation of buckled plate more abundant, give play to the outstanding buffering energy-absorbing effect of ripple structure better. The crest top of one of them layer buckled plate 5 of adjacent two-layer buckled plate 5 is the trough of another layer buckled plate 5, as shown in figure 1, adopts this kind of mode of alignment, can form good support effect between each layer ripple bent plate to improve buffer stop overall structure's crashworthiness. Through setting up multilayer buckled plate 5, separate through steel baffle 3 between the adjacent two-layer buckled plate 5, and the equal fixed mode in both ends of steel baffle and buckled plate can guarantee whole passive buffer stop's structure steadiness simultaneously under the prerequisite of buckled plate buffering energy-absorbing effect, just the outside impact that receives of buffer stop is through multilayer structure buffering energy-absorbing to effectively protect the inside pier of buffer stop.
The polyurethane foam filler 6 is filled in the structural gap between the corrugated plate 5 and the steel clapboard 3, so that a compact energy-absorbing structure is formed in the shipboard body, and a large amount of energy generated by impact is absorbed; meanwhile, polyurethane foam filler is coated outside the corrugated plate and the steel partition plate, concentrated force can be well and uniformly dispersed on the corrugated plate, stress of an impact point is more uniformly distributed compared with that of a traditional stiffened plate structure, and therefore failure damage of a local structure is reduced, and the whole energy-consuming component has a stable damage mode and high-efficiency energy absorption capacity.
The corrugated plate 5 is also made of a steel plate. It can be seen that the hull interior is a steel-corrugated sandwich composite structure consisting of corrugated plates 5, steel spacers 3 and polyurethane foam filler 6.
The anti-collision fender is arranged in a plurality of rows along the vertical or transverse direction, the end parts of the adjacent anti-collision fenders are in contact or not in contact, a better combined anti-collision energy absorption effect is achieved, and the safety of bridges, ships and personnel is protected.
The anti-collision device disclosed by the invention has the advantages that the steel plate is combined with the flexible energy-absorbing composite material, so that the advantages of the steel plate and the flexible energy-absorbing composite material are fully exerted, the integral device is ensured to have enough rigidity and energy consumption buffering capacity, and the steel-composite material flexible anti-collision fender effectively protects a ship by the characteristics of large deformation, energy absorption and good durability. Meanwhile, the anti-collision device fully considers the installation convenience of the anti-collision device and the easy replacement of later-stage operation and maintenance.
After the basic structural form of the passive anti-collision device of the railroad bridge is determined, the concrete design of the anti-collision device structure is further realized by a performance-based pier-anti-collision device-ship system collaborative design method, as shown in fig. 4, the method comprises the following steps:
And 2, simulating dynamic response of the passive anti-collision device, the ship and the bridge pier under the impact action of the ship by adopting transient impact dynamics analysis software (such as ANSYS LS-DYNA and the like), wherein the dynamic response mainly comprises force and displacement, so that the distribution of the impact force of the ship is determined.
And 4, determining the plate thicknesses and the sizes of the steel outer plate, the steel partition plate and the steel back plate of the passive anti-collision device and the arrangement forms of the corrugated plates based on the determined performance targets, and achieving the performance requirements of the passive anti-collision device under the action of ship impact forces with different override probabilities through repeated adjustment and parameter analysis to complete structural design.
The respective performance requirements provided for the pier-anti-collision device-ship system under the action of ship impact forces with different override probabilities are the design method of the anti-collision device based on the performance. When the ship collision force action with different exceeding probabilities is considered, the invention carries out multi-level design on the anti-collision device through different performance targets, thereby realizing the performance-based design of the bridge pier, the ship and the anti-collision device. The provided pier-anti-collision device-ship system collaborative design method based on the performance can also be applied to the design of other types of passive anti-collision devices. The performance-based pier-anti-collision device-ship system collaborative design method represents a new direction for designing future bridge anti-collision devices, and by determining the performance requirements of the pier-anti-collision device-ship systems under different ship collision force levels, refined performance-based design is developed, so that the performance of the anti-collision device can be accurately regulated and controlled under the action of different ship collision forces, and the structural safety of the pier and the ship can be ensured.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A passive anti-collision device for a railway bridge is a steel-corrugated sandwich composite fender type flexible anti-collision device and is characterized by comprising a fender body, a composite coating (2), a steel clapboard (3), corrugated plates (5) and polyurethane foam fillers (6);
the ship board body is composed of a steel outer plate (1) and a steel back plate (4), wherein the steel outer plate (1) is used as a bottom plate and a side wall plate of the ship board body to be integrally formed, the steel back plate (4) is used as a top plate of the ship board body, and the top plate and the side wall plate are connected in a welding mode to form a closed structure; the steel back plate (4) is connected with the protected bridge pier through a bolt structure; the outer wall of the steel outer plate (1) is coated with the composite material coating (2);
the steel clapboard (3) and the corrugated plate (5) are arranged inside the shipboard body; the corrugated plates (5) are provided with a plurality of layers, the cross sections of the corrugated plates are corrugated, the corrugated plates (5) are all arranged in parallel to the steel back plate (4), two adjacent layers of corrugated plates (5) are separated by steel partition plates (3), and the two ends of each corrugated plate (5) are hinged to steel outer plates (1) positioned on the two sides of each corrugated plate (5); the steel clapboard (3) and the steel back plate (4) are arranged in parallel, and both ends of the steel clapboard (3) are welded and connected with the steel outer plates (1) positioned at both sides of the steel clapboard (3);
the polyurethane foam filler (6) is filled in the structural gap between the corrugated plate (5) and the steel clapboard (3).
2. The passive anticollision device for railroad bridges according to claim 1, characterized in that the steel outer plate (1) is provided with rounded corners at the joints of the bottom plate and the side wall plates.
3. The passive railroad bridge impact protection device according to claim 1, characterized in that the composite coating (2) is a glass fiber reinforced composite.
4. The passive anticollision device for railroad bridges according to claim 1, characterized in that there is no fixed connection between the corrugated plate (5) and the steel spacer plate (3).
5. The passive crash barrier for railroad bridges according to claim 1, wherein the crash barriers are arranged in a plurality of rows in the vertical or lateral direction with or without contact between the ends of adjacent crash barriers.
6. The passive anticollision device for railroad bridges according to claim 1, characterized in that both ends of the corrugated plate (5) are connected to the steel outer plate (1) by means of hinge bolts, and when the corrugated plate (5) is deformed by force, the ends of the corrugated plate (5) rotate around the hinge bolts.
7. The passive anticollision device for railroad bridges according to claim 1, characterized in that the tops of the wave crests of one of the corrugated plates (5) of two adjacent layers are the wave troughs of the other layer of corrugated plate (5).
8. Passive anticollision device according to claim 1, characterized in that said corrugated plate (5) is provided with three layers and said steel partition plate (3) is provided with two layers.
9. A design method of a passive anti-collision device for a railway bridge is characterized by comprising the following steps:
step 1, determining ship calculation parameters through statistical data acquired by an automatic ship identification system, wherein the ship calculation parameters comprise ship type distribution, ton-level distribution, average ship speed, different exceeding probability navigational speeds and ship impact angles;
step 2, simulating dynamic response of a passive anti-collision device, a ship and a bridge pier under the action of ship collision by adopting transient impact dynamics analysis software, and determining distribution of ship collision force;
step 3, according to the distribution of the ship impact force, different performance requirements are provided for the pier-passive anti-collision device-ship system;
and 4, determining the plate thicknesses and the sizes of the steel outer plate, the steel partition plate and the steel back plate of the passive anti-collision device and the arrangement forms of the corrugated plates based on the determined performance targets, and achieving the performance requirements of the passive anti-collision device under the action of ship impact forces with different override probabilities through repeated adjustment and parameter analysis to complete structural design.
10. The design method of the passive anti-collision device for railway bridges as claimed in claim 9, wherein the different performance requirements in step 3 are as follows: under the action of the impact force of the ship, the passive anti-collision device keeps elasticity, the connection is not damaged, the structural integrity is intact, and the ship and the bridge pier are both intact; under the action of the designed ship impact force, the part of the passive anti-collision device is allowed to be slightly damaged, the use is not influenced, the damaged part is a certain single module and is easy to replace, and the ship and the bridge pier are intact; under rarely meeting boats and ships impact effect, passive buffer stop local plastic deformation appears, still keeps the wholeness, but the damage position is whole to be changed, and slightly repairable damage appears in boats and ships permission, and the pier still keeps elasticity, and the pier top displacement is in the range of standard allowed limit value, does not influence the bridge and goes upward driving.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114459306A (en) * | 2022-01-13 | 2022-05-10 | 北京理工大学 | Corrugated annular flexible composite explosion-proof device |
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