CN111576344A - Bridge buffer stop and bridge - Google Patents
Bridge buffer stop and bridge Download PDFInfo
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- CN111576344A CN111576344A CN202010420988.2A CN202010420988A CN111576344A CN 111576344 A CN111576344 A CN 111576344A CN 202010420988 A CN202010420988 A CN 202010420988A CN 111576344 A CN111576344 A CN 111576344A
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- 238000005253 cladding Methods 0.000 claims abstract description 88
- 239000011248 coating agent Substances 0.000 claims abstract description 48
- 238000000576 coating method Methods 0.000 claims abstract description 48
- 239000000463 material Substances 0.000 claims abstract description 39
- 229910000831 Steel Inorganic materials 0.000 claims description 48
- 239000010959 steel Substances 0.000 claims description 48
- 238000010276 construction Methods 0.000 claims description 8
- 238000000034 method Methods 0.000 claims description 7
- 230000009471 action Effects 0.000 claims description 5
- 230000002265 prevention Effects 0.000 claims description 5
- 238000004806 packaging method and process Methods 0.000 abstract 1
- 239000010410 layer Substances 0.000 description 37
- 238000010521 absorption reaction Methods 0.000 description 7
- 238000009434 installation Methods 0.000 description 6
- 238000012423 maintenance Methods 0.000 description 5
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- 230000003139 buffering effect Effects 0.000 description 4
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- 230000001681 protective effect Effects 0.000 description 3
- 229910000851 Alloy steel Inorganic materials 0.000 description 2
- 239000011358 absorbing material Substances 0.000 description 2
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- 238000010586 diagram Methods 0.000 description 2
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- 230000000703 anti-shock Effects 0.000 description 1
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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
- E01D19/00—Structural or constructional details of bridges
- E01D19/02—Piers; Abutments ; Protecting same against drifting ice
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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
- E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
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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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- Engineering & Computer Science (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Architecture (AREA)
- General Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Environmental & Geological Engineering (AREA)
- Mechanical Engineering (AREA)
- Bridges Or Land Bridges (AREA)
Abstract
A bridge bump guard, comprising: the energy-absorbing and shockproof packaging structure comprises an inner side coating structure (1), an outer side coating structure (2) and an energy-absorbing and shockproof module, wherein the energy-absorbing and shockproof module is arranged in a space between the outer side coating structure (2) and the inner side coating structure (1); the energy-absorbing shockproof module comprises: the energy-absorbing buffer material (4) surrounds the outer side of the inner cladding structure (1), is positioned on the inner side of the outer cladding structure (2) and is spaced from the inner side of the outer cladding structure (2); the shock-proof spring (3) is arranged in a channel which is formed in the energy-absorbing buffer material (4) and extends outwards from the inner side cladding structure (1) in the radial direction.
Description
Technical Field
The invention relates to the technical field of bridge protection, in particular to a bridge anti-collision device and a bridge.
Background
Along with the improvement of the coverage degree of expressways in China, traffic engineering in a three-dimensional form is also rapidly developed, so that the number, span, earthquake-resistant grade requirements, pier height and the like of bridge structures are rapidly increased.
One widely used form of bridge is the highway bridge, which is designed to relieve traffic stress, but also carries a number of uncertainties. The bridge structure of the highway overpass bridge designed according to the traditional method at present not only can cause vehicle damage and even casualties under serious conditions once the bridge structure encounters impact, but also can cause large-area traffic paralysis and directly or indirectly cause huge economic loss because the overpass bridge is located at important nodes of a traffic network. According to the current report, accidents that vehicles running at home and abroad strike the overpass bridge of the expressway are discovered to happen occasionally.
In addition, many ships pass through a channel developed for water transportation, and the variety of the ships is various. Large tonnage ships, if hitting a pier, can cause severe damage: 1) the bridge with the damaged bridge pier can collapse or crack, even if the bridge pier does not collapse, the collided bridge pier can crack, the potential safety hazard is caused, the maintenance is required, and the maintenance cost is high; 2) the ship can be damaged, the ship can overturn and sink, and goods can be lost; 3) the collapse of the bridge can influence the traffic, and the traffic is blocked to cause huge economic loss.
In summary, bridges used as transportation hubs face a more and more serious threat to the traffic, namely the impact of vehicles and ships on the bridges.
The existing pier anti-collision device can be divided into a rigid protective structure and a flexible protective structure according to different contact and collision modes of an impact body and the protective structure. The rigid protection structure achieves the purpose of completely protecting the pier by arranging the protection structure with higher shock resistance on a collision path of the pier possibly encountering an impact body, and the flexible protection structure reduces the contact local rigidity through the protection structure based on the short-time high peak characteristic of the impact load to achieve the purpose of prolonging the contact time and reducing the peak value of the impact load. The rigid protection structure has certain disadvantage in economy due to the defects of space limitation, difficult replacement and the like, and the flexible protection structure is more widely applied due to the advantages of light weight, good protection efficiency and good replaceability.
For example: a bridge anti-collision box (CN201810263636.3) is characterized in that a guide strip moves relative to the side surface of an outer box, so that when a ship collides with a pier, the guide strip can change the impact direction of the ship on the pier, the impact force of the ship is effectively reduced, and the outer box floats on the water surface all the time, so that a bridge is protected; a bridge anti-collision device (CN201711310727.X) comprises a position adjusting mechanism and an anti-collision device assembly, wherein water-swelling rubber is arranged in an annular box body according to the position of the adjusting mechanism which can freely rise and fall of a water level, and the rubber is used for resisting external impact force. The 2 devices can adjust the position of the anti-collision device according to the rise and fall of the water level of the river channel, but the buoyancy tank and the rubber material are both light materials, so that the device is fundamentally difficult to effectively resist the larger ship impact force.
For another example, a bridge collision avoidance device (CN201710336839.6) includes an inner ring layer and an outer ring layer, where the inner ring layer is an annular structure, and the outer ring layer is composed of a single-block collision avoidance panel and a buffer component. Although the structural design of the outer ring layer is convenient to assemble and maintain, the structure is easy to be damaged due to the fact that the structural design is unfavorable for collision avoidance caused by external impact in a non-positive direction.
However, several flexible protection structures at present form an anti-collision cushion layer by using single-layer rubber or form a complex deformation connecting mechanism by using expensive novel materials, the single-layer rubber has limited protection efficiency, the protection effect on the pier stud is not good, the anti-collision measures of the deformation mechanism constructed by the novel materials are often high in manufacturing cost, and although the purpose of deformation energy absorption protection of the pier stud can be better achieved, the devices are difficult to be used for the pier studs of medium and small bridges due to the expensive manufacturing cost.
Disclosure of Invention
The invention aims to provide a buffer anti-collision device for a bridge pier stud, which has the characteristics of both a rigid protection structure and a flexible protection structure, and is low in cost and good in protection effect.
One aspect of the present invention provides a bridge collision prevention device, including: an inboard cladding structure disposed around a circumferential surface of the bridge load bearing structure; the outer side coating structure is arranged along the outer side of the inner side coating structure and has a certain interval with the inner side coating structure, so that a space with certain height and width is formed between the outer side coating structure and the inner side coating structure; the bridge anti-collision device further comprises an energy-absorbing and shockproof module, and the energy-absorbing and shockproof module is arranged in a space between the outer side coating structure and the inner side coating structure; the energy-absorbing shockproof module comprises: the energy-absorbing buffer material surrounds the outer side of the inner cladding structure, is positioned on the inner side of the outer cladding structure and is spaced from the inner side of the outer cladding structure; and the anti-seismic spring is arranged in a channel which is formed in the energy-absorbing buffer material and extends outwards from the inner side cladding structure in the radial direction.
In one embodiment, one end of each anti-seismic spring is fixedly connected with the inner side cladding structure, the other end of each anti-seismic spring is convenient to abut against the inner side of the outer side cladding structure through a baffle fixedly arranged at the end part of each anti-seismic spring, the angle interval between every two adjacent anti-seismic springs on the same layer is within 30-45 degrees, and each layer is provided with 8-12 anti-seismic springs.
In one embodiment, the channels are formed within the energy absorbing material to extend horizontally radially outward from the inner wrap structure such that the anti-shock spring is less prone to misalignment.
In one embodiment, the bridge collision avoidance device further comprises: the bottom plate is fixedly connected with the bottom of the inner side coating structure, and the outer side coating structure is separated from the bottom plate.
In one embodiment, the bridge collision avoidance device further comprises: the cover plate in the bridge device is connected with the inner side cladding structure but separated from the outer side cladding structure. The outer side coating structure can move integrally under the action of impact, so that impact force is dispersed and acts on the anti-seismic spring and the energy-absorbing buffer material, and the contact area between the outer side coating structure and a pier is increased through the inner side coating structure. So that the acting force finally acting on the pier is remarkably reduced.
The invention also provides a construction method of the bridge anti-collision device, which comprises the following steps:
s1: arranging a bottom plate around a bridge stand column bearing structure, and further fixedly arranging an inner side coating structure around the circumferential surface of the bridge stand column bearing structure;
s2: an anti-seismic spring in the energy-absorbing anti-seismic module is arranged along the outer side of the inner side cladding structure;
s3: an outer cladding structure is movably arranged along the outer side of the inner cladding structure;
s4: and filling energy-absorbing buffer materials in the energy-absorbing and shockproof modules into a space between the inner side cladding structure and the outer side cladding structure layer by layer.
In one embodiment, further comprising the steps of:
s6: and a cover plate which is glued with the inner side coating structure but separated from the outer side coating structure (2) is arranged above the inner side coating structure (1).
The rigid structure formed by the peripheral steel plates enables the impact force to be dispersed to the whole body under external impact, the buffering capacity of the whole device is fully exerted, the impact kinetic energy of the impact body is absorbed, the local contact rigidity is reduced, and the impact load peak value is reduced, so that the aim of protecting the bridge pier stud is fulfilled. Meanwhile, the buffer layer formed by the energy-absorbing material and the anti-seismic spring device is combined, so that the using performance of the device is improved, the device can automatically recover without replacement after small-amplitude scraping and collision, and the later maintenance cost is reduced. The energy-absorbing and shockproof module adopts a shock-proof and buffer composite structure combining energy-absorbing buffer materials and shock-proof springs. The anti-seismic spring has the advantages that the anti-seismic spring plays a role of restraining the steel plate of the outer side coating structure besides the effect of bearing impact acting force by the aid of the auxiliary energy-absorbing buffer material, so that the steel plate of the outer side coating structure is stabilized at an initial position under the action of no external load, and the steel plate of the outer side coating structure can automatically return to the initial position under the action of spring force after small-amplitude acting force, and replacement and maintenance are avoided.
In addition, the energy-absorbing and shock-proof module has the energy-absorbing and shock-proof material serving as both the main impact bearing body and the shock-proof spring fixing carrier. The anti-seismic spring can not droop due to self weight only when transversely placed in a groove hole reserved in the energy-absorbing buffer material 4, the opening direction of the groove hole also determines the deformation of the spring, namely the direction of the acting force is certain, and the phenomenon of dislocation cannot occur. The spring and the buffer material complement each other to play a role together.
When collision happens, the steel plate of the outer cladding structure is separated from the cover plate and the bottom plate, so that the steel plate can freely move in the horizontal direction. The impact of the structure on a certain point can be changed into the integral movement of the steel plate of the outer cladding structure, so that the impact force acting surface is greatly increased, considerable protection acting force is exerted on the pier, meanwhile, a buffer layer with a larger range is driven to participate in the energy absorption effect, and the energy absorption capacity of the device is fully exerted.
Drawings
Fig. 1 is a schematic side view of a bridge provided with a collision avoidance apparatus according to the present invention.
Fig. 2 is a schematic diagram of a transverse structure of a bridge provided with a collision avoidance device according to the present invention.
Fig. 3 is a schematic diagram of a spring structure of the bridge anti-collision device described in the invention.
Wherein, 1-inner side coating structure; 2-an outer cladding structure; 3-anti-vibration spring; 4-energy absorbing buffer material; 5-cover plate; 6-pier upright columns; 7-a bottom plate; 8-bridge pier foundation; 9-inner side welding point of spring; 10-baffle plate.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments. In the following description, characteristic details such as specific configurations and components are provided only to help the embodiments of the present invention be fully understood. Thus, it will be apparent to those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the invention. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.
It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In various embodiments of the present invention, it should be understood that the sequence numbers of the following processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
It should be understood that the term "and/or" herein is merely one type of association relationship that describes an associated object, meaning that three relationships may exist, e.g., a and/or B may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.
In the embodiments provided herein, it should be understood that "B corresponding to a" means that B is associated with a from which B can be determined. It should also be understood that determining B from a does not mean determining B from a alone, but may be determined from a and/or other information.
The invention particularly relates to a bridge anti-collision device and a bridge with the same.
As shown in fig. 1 and 2, a bridge is usually erected above the pier stud 6, and the pier stud 6 transmits the received gravity downward through the pier foundation 8. The pier stud 6 is exposed above the foundation, which is also an important structure for supporting the bridge, and it is often a place where collision occurs, and thus the bridge impact prevention apparatus described in the present invention is disposed around the periphery of the pier stud 6.
It should be understood that although the present application shows pier stud 6 having a cylindrical pattern, it should be understood by those skilled in the art that the present invention is not dependent on the external form of pier stud, and other types of studs and protection of bridge load-bearing structures such as piers according to the essence of the present invention are also within the scope of the present invention.
The construction method of the bridge anti-collision device can comprise the following steps:
s1: arranging a bottom plate (7) around a bridge stand column bearing structure, and further fixedly arranging an inner side cladding structure (1) around the circumferential surface of the bridge stand column bearing structure;
s2: an anti-seismic spring (3) in the energy-absorbing anti-seismic module is arranged along the outer side of the inner side cladding structure (1);
s3: an outer cladding structure (2) is movably arranged along the outer side of the inner cladding structure (1);
s4: and filling energy-absorbing buffer materials (4) in the energy-absorbing and shockproof modules into a space between the inner side cladding structure (1) and the outer side cladding structure (2) layer by layer.
Further steps may be included:
s6: and a cover plate (5) which is glued with the inner side coating structure (1) but separated from the outer side coating structure (2) is arranged above the inner side coating structure (1).
The detailed structure and methods are described further below:
inner cladding structure
The bridge impact prevention apparatus of the present invention is disposed around the periphery of a bridge load-bearing structure, such as pier stud 6. Specifically, the bridge protection device includes an inner cladding structure 1 disposed around a circumferential surface of a bridge load-bearing structure (e.g., pier stud 6). As shown in fig. 1 and 2, when the illustrated cylindrical pier stud 6 is used, the inner cladding structure 1 is disposed around the surface of the cylinder. The typical inner cladding structure 1 can use a steel plate, and the pier column 6 is wrapped by the steel plate in a tightly attached manner around the pier column 6 and within a certain height range (for example, a gap between the steel plate and the pier column 6 can be filled with building materials such as cement paste), so that the structure can ensure that the pier column 6 has enough area to resist the impact force and the friction force of the ship impact when bearing the impact, and prevent the pier column 6 from cracking, deforming or breaking damage after the ship impact.
Further, a bottom plate 7 may be provided below the inner cladding structure 1, so that the installation of the inner cladding structure 1 can be facilitated, and other components of the bridge impact prevention device (which will be described in detail below) may be supported above the bottom plate 7. Typically, the bottom plate 7 is made of low alloy steel with good impact resistance and the thickness of the low alloy steel is 8-10 mm. During construction, the bottom plate 7 is firstly processed and then placed around the bottom of the pier and connected in a butt welding mode, and paint or other protective coatings are coated on the surface, in contact with the ground, of the bottom plate 7 to prevent corrosion. After the bottom plates 7 are spliced, steel plates of the inner side coating structure 1 with the first layer height are placed to be close to the piers. And the steel plate of the inner cladding structure 1 is the same type of steel plate as the bottom plate 7. The steel plates of the inner side coating structure 1 are spliced upwards in a layered mode from the surface of the pier foundation. The total number of layers depends on the required height of the device, and the number of the layers is at least 3, and each layer is 1.0-1.5 m. According to the diameter of the pier, the steel plates of the coating structure 1 in each layer can be welded by 4-6 pieces. The steel plates of the inner side cladding structure 1 with the first layer height are all connected in a butt welding mode and are connected with the bottom plate 7 in a fillet welding mode. And after all the steel plates with the same height are welded, starting to splice the steel plates with the height of the previous layer.
Outer cladding structure
Outside the inner cladding structure 1, an outer cladding structure 2 is provided at a certain interval along the inner cladding structure 1. A space having a certain height and width is formed between the outer and inner cladding structures 2 and 1 to accommodate an energy-absorbing and shock-absorbing module (described in detail below). The outer side cladding structure 2 is not fixed with the bottom plate, and the bottom plate 7 is used for separating the steel plate of the outer side cladding structure 2 from the ground and the pier foundation 8 to prevent collision and ensure the steel plate of the outer side cladding structure 2 to move freely.
Typically, the outer cladding structure 2 may be a steel plate. The splicing mode and the specification and the size of the steel plates of the outer cladding structure 2 are similar to those of the steel plates of the inner cladding structure 1. The total number of layers depends on the required height of the device, and the number of the layers is at least 3, and each layer is 1.0-1.5 m. The steel plate of the outer side cladding structure 2 is not welded with the bottom plate 7 and is kept to be separated from the bottom plate, and the outer side of the joint of the steel plate and the bottom plate is sealed and waterproof by a water stop adhesive tape. The construction sequence of the steel plates of the outer side cladding structure 2 is consistent with that of the inner side cladding structure 1, and the steel plates are upwards spliced layer by layer.
Energy-absorbing and shock-proof module
The energy-absorbing and shockproof module is arranged in a space between the outer cladding structure 2 and the inner cladding structure 1 and comprises energy-absorbing and buffering materials 4 which surround the outer side of the inner cladding structure 1 and are positioned on the inner side of the outer cladding structure 2 and shockproof springs 3 which are arranged in a channel which is formed inside the energy-absorbing and buffering materials 4 and extends outwards in the radial direction.
In particular, the energy-absorbing cushioning material 4 surrounding the outside of the inner cladding structure 1 has a relatively large thickness and height, which is the main load carrier for energy absorption.
The energy-absorbing cushion material 4 is provided internally with a radially outwardly extending channel around the inner cladding structure 1, inside which a corresponding anti-seismic spring 3 is arranged. As shown in fig. 3, one end of the anti-seismic spring 3 is welded to the steel plate of the inner cladding structure 1, and the other end is fixedly provided with a baffle, so that the anti-seismic spring can be abutted against the steel plate of the outer cladding structure 2 to play roles of energy absorption, buffering and resetting.
For the sake of easy installation, the actual length of the energy-absorbing cushion 4 is considered to be 2cm shorter than the length of the anti-seismic spring 3 (i.e., smaller than the inner distance between the steel plate of the inner cladding structure 1 and the steel plate of the outer cladding structure 2), and 5cm shorter in the width direction. The total layer number vision device can keep consistent with the inner side steel plate, at least 3 layers are formed, and each layer is 1.0-1.5 m. After the steel plate at the inner side, the steel plate at the outer side and the anti-seismic spring 3 are installed, the energy-absorbing buffer material 4 can be installed. The upper end surface of the bottom plate 7 should be coated with engine oil to lubricate the steel plate of the outer cladding structure 2. The size of the energy-absorbing buffer material 4 is customized according to the horizontal distance between the adjacent anti-seismic springs 3 and the height of each layer, and the energy-absorbing buffer material 4 is stuffed layer by layer from the bottom. When each layer of the buffer material 4 is installed, the buffer material should be dislocated for 5cm leftwards or rightwards at the same time, and the anti-seismic spring 3 is ensured to be above the buffer material 4 so as to support the anti-seismic spring 3.
The length of the anti-seismic spring 3 can be set to be 20-50 cm according to the requirement of energy absorption performance. 8-12 anti-seismic springs 3 are arranged in the same layer height, and the angle interval is about 30-45 degrees. The installation sequence of the anti-seismic springs 3 is the same as that of the steel plates of the inner side cladding structure 1, and the anti-seismic springs 3 with the same height layer are installed first and then the installation with the height of the previous layer is started. According to the arrangement of the anti-seismic spring 3, one end of the anti-seismic spring 3 is firstly spot-welded on the steel plate of the inner cladding structure 1. The baffle 10 of the anti-seismic spring 3 is generally 3 multiplied by 3cm long and wide and is welded at the other end of the spring. It should be noted that the baffle 10 of the anti-seismic spring 3 has a hole of about 1cm with the steel plate of the outer cladding 2 to facilitate the installation of the steel plate of the outer cladding 2.
The energy-absorbing buffer material 4 is a main bearing body which plays a role of absorbing energy, and plays a role of fixing the anti-seismic spring 3, so that the spring is prevented from generating, deviating in direction and the like. The anti-seismic spring 3 and the energy-absorbing buffer material 4 are stressed together under the impact action, and the anti-seismic spring is a secondary bearing body which plays a role in energy absorption. When no external load acts, the steel plate of the outer side cladding structure 2 is restrained by the anti-seismic spring 3 and is stabilized at an initial position; after the impact force with small amplitude acts, the steel plate of the outer cladding structure 2 can automatically reset without replacement through the free extension and retraction of the anti-seismic spring 3, and the maintenance cost is reduced.
Cover plate
For preventing rainwater and sunshine from shining, a cover plate 5 can be arranged on the bridge anti-collision device, and the cover plate 5 is supported above the inner side cladding structure 1 and the outer side cladding structure 2.
The cover plate 5 may be a polyethylene plate for installation convenience. And the cover plate 5 can be installed after the construction of the steel plate of the outer cladding structure 2 is finished. The cover plate 5 is glued with the steel plate of the inner side coating structure 1, separated from the steel plate of the outer side coating structure 2 and extends out of the outer end of the steel plate of the outer side coating structure 2 by more than 3 cm. When the cover plate 5 is installed, enough space should be reserved between the cover plate 5 and the inner-layer energy-absorbing buffer material 4, so that the cover plate 5 is prevented from being bulged and damaged due to transverse deformation of the energy-absorbing buffer material 4 in the working process of the device.
The covering range of the cover plate 5 is required to be larger than that of the lower device, mainly to protect the energy-absorbing buffer material 4 and the anti-seismic spring 3, prevent aging caused by rainwater, sunshine and the like, and separate from the steel plate of the outer cladding structure 2 to ensure the steel plate of the outer cladding structure 2 to move freely.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the invention has been described in detail with reference to the foregoing illustrative embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (6)
1. A bridge bump guard, comprising: the inner side cladding structure (1), the inner side cladding structure (1) is fixedly arranged around the circumferential surface of the bridge upright post bearing structure;
the outer side coating structure (2) is movably arranged along the outer side of the inner side coating structure (1) and has a certain interval with the inner side coating structure (1), so that a space with certain height and width is formed between the outer side coating structure (2) and the inner side coating structure (1), and the inner side coating structure (1) and the outer side coating structure (2) both adopt steel plate materials with certain thickness to form a double-layer protection structure;
the method is characterized in that: the bridge anti-collision device further comprises an energy-absorbing and shockproof module, wherein the energy-absorbing and shockproof module is arranged in a space between the outer side coating structure (2) and the inner side coating structure (1);
the energy-absorbing shockproof module comprises:
the energy-absorbing buffer material (4) surrounds the outer side of the inner cladding structure (1), is positioned on the inner side of the outer cladding structure (2) and is spaced from the inner side of the outer cladding structure (2);
the anti-seismic spring (3) is arranged in a channel which is formed in the energy-absorbing buffer material (4) and extends outwards in the radial direction of the inner side cladding structure (1), and the energy-absorbing buffer material (4) is arranged according to the angle interval of the anti-seismic spring (3).
2. The bridge anti-collision device according to claim 1, characterized in that one end of each anti-collision spring (3) is fixedly connected with the inner side cladding structure (1), the other end of each anti-collision spring is abutted against the inner side of the outer side cladding structure (2) through a baffle fixedly arranged at the end part of each anti-collision spring (3), the angular interval between the adjacent anti-collision springs (3) on the same layer is within 30-45 degrees, and 8-12 anti-collision springs (3) are arranged on each layer.
3. The bridge impact protection according to claim 1, characterized in that the channels formed inside the energy absorbing and cushioning material (4) extend horizontally radially outwards from the inner cladding structure (1), so that the anti-seismic springs (3) are not prone to misalignment.
4. The bridge anticollision device according to the claim, characterized in that the bridge anticollision device is characterized in that the cover plate (5) is connected with the inner cladding structure (1) but disconnected from the outer cladding structure (1); the outer side coating structure can move integrally under the action of impact, so that impact force is dispersed and acts on the anti-seismic spring (3) and the energy-absorbing buffer material (4), and the contact area between the outer side coating structure and a pier is increased through the inner side coating structure (1).
5. A construction method of a bridge anti-collision device comprises the following steps:
s1: arranging a bottom plate (7) around a bridge stand column bearing structure, and further fixedly arranging an inner side cladding structure (1) around the circumferential surface of the bridge stand column bearing structure;
s2: an anti-seismic spring (3) in the energy-absorbing anti-seismic module is arranged along the outer side of the inner side cladding structure (1);
s3: an outer cladding structure (2) is movably arranged along the outer side of the inner cladding structure (1);
s4: and filling energy-absorbing buffer materials (4) in the energy-absorbing and shockproof modules into a space between the inner side cladding structure (1) and the outer side cladding structure (2) layer by layer.
6. The construction method of the bridge collision prevention device according to claim 5, further comprising the steps of:
s6: and a cover plate (5) which is glued with the inner side coating structure (1) but separated from the outer side coating structure (2) is arranged above the inner side coating structure (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010420988.2A CN111576344A (en) | 2020-05-18 | 2020-05-18 | Bridge buffer stop and bridge |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010420988.2A CN111576344A (en) | 2020-05-18 | 2020-05-18 | Bridge buffer stop and bridge |
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| CN111576344A true CN111576344A (en) | 2020-08-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010420988.2A Pending CN111576344A (en) | 2020-05-18 | 2020-05-18 | Bridge buffer stop and bridge |
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