WO2020237752A1 - 一种桥墩智能综合防撞系统及方法 - Google Patents

一种桥墩智能综合防撞系统及方法 Download PDF

Info

Publication number
WO2020237752A1
WO2020237752A1 PCT/CN2019/091907 CN2019091907W WO2020237752A1 WO 2020237752 A1 WO2020237752 A1 WO 2020237752A1 CN 2019091907 W CN2019091907 W CN 2019091907W WO 2020237752 A1 WO2020237752 A1 WO 2020237752A1
Authority
WO
WIPO (PCT)
Prior art keywords
steel
collision
bridge pier
welded
bridge
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/091907
Other languages
English (en)
French (fr)
Inventor
杨则英
曲建波
李术才
张庆松
葛智
丁晓岩
刘洪武
赵凤金
善玉辉
范效斌
张鹏
席兴华
王有志
侯和涛
田利
武科
曲永业
张亚磊
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shandong University
Original Assignee
Shandong University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shandong University filed Critical Shandong University
Priority to GB2117807.4A priority Critical patent/GB2599524B8/en
Priority to JP2021570730A priority patent/JP7223381B2/ja
Priority to US16/969,125 priority patent/US11795635B2/en
Publication of WO2020237752A1 publication Critical patent/WO2020237752A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D22/00—Methods or apparatus for repairing or strengthening existing bridges ; Methods or apparatus for dismantling bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/16—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from steel
    • E01B3/26—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from steel combined with inserts of wood artificial stone or other material
    • 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
    • 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
    • E01D2101/20—Concrete, stone or stone-like material
    • E01D2101/24—Concrete
    • E01D2101/26—Concrete reinforced
    • 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
    • E01D2101/20—Concrete, stone or stone-like material
    • E01D2101/24—Concrete
    • E01D2101/26—Concrete reinforced
    • E01D2101/268—Composite concrete-metal
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02B—HYDRAULIC ENGINEERING
    • E02B17/00—Artificial islands mounted on piles or like supports, e.g. platforms on raisable legs or offshore constructions; Construction methods therefor
    • E02B17/0017—Means for protecting offshore constructions
    • E02B17/003—Fenders
    • 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
    • E02B3/28—Fender piles
    • 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

Definitions

  • the present disclosure relates to the technical field of bridge pier anti-collision technology, in particular to an intelligent comprehensive anti-collision system and method for bridge piers.
  • bridge piers in non-navigable areas have relatively weaker strength and slightly insufficient anti-collision capabilities.
  • non-navigable areas have larger spans and are more prone to collisions. Therefore, bridge pier collision avoidance research There is a great need.
  • the bridge pier anti-collision is mainly divided into active anti-collision and passive anti-collision.
  • Passive collision avoidance refers to the installation of blocking and pier protection devices around the bridge piers.
  • Active collision avoidance refers to increasing the distance of the navigable channel or issuing a warning before hitting the bridge pier, but this can only play a supplementary role and cannot be fundamentally solved.
  • the pier was hit.
  • Most of the common anti-collision measures are passive defense, which is the last line of defense for the bridge piers, and there are few studies on active anti-collision facilities.
  • the purpose of the implementation of this specification is to provide a bridge pier intelligent integrated anti-collision system, which can automatically recognize the approach of a ship, actively protect the bridge pier, eliminate the collision kinetic energy, better protect the bridge pier, and arrange passive anti-collision measures under the active anti-collision measures , Eliminate collision kinetic energy, fully protect the bridge piers.
  • the sailing ship can be pushed away from the pier in time to protect the ship and reduce or avoid casualties.
  • Radar sensing equipment installed at the junction of bridge pier and box girder, image acquisition equipment, control system, hydraulic system and execution equipment installed around the bridge pier;
  • the radar sensing device and the image acquisition device transmit the collected signals to a control system, and the control system uses a hydraulic system to control and execute device actions;
  • the execution equipment is arranged in the middle of the bridge pier and includes multiple steel-reinforced rubber concrete beams connected end to end.
  • the connection between the beam and the beam adopts a pulley connection.
  • the hydraulic system can drive the pulley to rotate, so that the multiple beams are on the same horizontal line.
  • An energy consuming device is provided at the end of the, to realize the energy consumption of the energy generated by the impact when the object hits the energy consuming device.
  • a passive anti-collision device is also provided at the middle and lower part of the bridge pier.
  • the control system controls the hydraulic system to drive the pulley to rotate, so that the multiple beams are on the same horizontal line;
  • the energy generated by the impact when the object hits the energy consuming device is realized.
  • the present disclosure automatically recognizes the approach of a ship through radar sensing equipment, actively protects the bridge piers, eliminates collision kinetic energy, and better protects the bridge piers, and adopts passive anti-collision measures under the active anti-collision measures to eliminate collision kinetic energy and comprehensively protect the bridge piers.
  • the sailing ship can be pushed away from the pier in time to protect the ship and reduce or avoid casualties.
  • the active anti-collision measures of the present disclosure are the main, and the passive anti-collision measures are supplemented.
  • the active anti-collision and passive anti-collision are combined to fully protect the bridge piers.
  • Figure 1 is a plan view of an active collision avoidance system of an embodiment of the present disclosure
  • Figure 2 is a cross-sectional view of a steel-reinforced rubber concrete beam of an embodiment of the present disclosure
  • Figure 3 is a plan view of a steel plate and rubber damping block of an embodiment of the present disclosure
  • Figure 4 is a diagram of a rubber steel structure fender of an embodiment of the present disclosure
  • 1 is a radar sensing device
  • 2 is a high-definition camera
  • 3 control system 4 hydraulic system
  • 5 steel rubber concrete 6 pulleys
  • 7 hydraulic cylinders 9 steel plates
  • 10 rubber damping blocks 11 steel structure fenders
  • 12 Rubber fender 12 Rubber fender.
  • This embodiment discloses an intelligent integrated collision avoidance system for bridge piers.
  • the sensing device is set at the junction of the bridge pier and the box girder.
  • a certain number of high-definition cameras are set 360° around the pier.
  • the high-definition cameras adjust the inclination according to the radar setting range. , Adjust the inclination angle so that the camera can shoot to the edge of a safe distance, the high-definition camera does continuous shooting, and the radar sensor device receives the signal.
  • the sensing device can also be set elsewhere, as long as it senses the safe distance of the ship.
  • U The average flow velocity of the channel inflow.
  • the signals collected by the high-definition camera and radar sensing equipment are transmitted to the control system 3, and the control system sends instructions to the hydraulic system 4 after receiving the signals.
  • the control system receives signals and issues instructions. Placed at the lower edge of the box girder near the pier, and welded with steel plates on the periphery.
  • the nervous system and the hydraulic system are arranged in a welded steel box, and anchor bolts are used to anchor the steel box to the lower edge of the box beam.
  • anchor bolts are used to anchor the steel box to the lower edge of the box beam.
  • a channel should be reserved, and the ladder is welded from the upper edge to the lower edge of the main beam, and welded with the channel to facilitate the diesel engine refueling.
  • the power element in the hydraulic system adopts a diesel engine, accepts instructions and starts to work.
  • the diesel engine converts the chemical energy of diesel into mechanical energy, and then converts the mechanical energy into hydraulic energy through a hydraulic pump.
  • the actuator in the hydraulic system is a hydraulic cylinder, which is connected to the actuator to guide the operation of the actuator.
  • the power component, the actuator, the hydraulic pump, and the distribution valve constitute the entire hydraulic system, and the entire working component except the actuator is placed Beside the nervous system at the lower edge of the box girder, a steel box is welded on the periphery and a passage is reserved.
  • the ladder is welded from the upper edge to the lower edge of the main girder and welded to the passage.
  • the execution equipment adopts three small steel-reinforced rubber concrete beams.
  • the first beam is close to the pier, and the first beam, the second beam and the third beam are sorted in sequence.
  • steel reinforced concrete has better seismic performance and faster construction speed.
  • rubber concrete has better compression resistance and impermeability.
  • Reinforcing steel bars are pre-embedded on the bridge piers, and the joint construction method of bolted and welded joints is adopted at the joints with the first section of beams.
  • a large pulley is used to connect the beam to the beam.
  • the end of the front section of the beam is welded to the pulley shaft and reinforced with an anchor rod.
  • the front end of the next section of the beam is welded and reinforced with the steel bar and the pulley.
  • One end of the hydraulic cylinder is welded to the pulley shaft, and the other end is hinged to the pulley of the next section.
  • the other end of the hydraulic cylinder connected with the first pulley is welded to the reserved steel bar of the bridge pier.
  • the first beam section is welded and reinforced with the pre-embedded steel bars in the pier, and the other end of the beam is welded to the pulley shaft and reinforced with anchor rods.
  • One end of the second section beam is welded and strengthened with the pulley (6), and the other end is also welded and strengthened with the pulley shaft.
  • One end of the third section beam is welded and strengthened with the pulley (6). For exposed steel bars, rust prevention must be done.
  • the hydraulic pressure is distributed to the hydraulic cylinder (7) through the hydraulic system, and the hydraulic energy is converted into mechanical energy.
  • One end of the hydraulic oil cylinder (7) is welded with the reserved steel bars of the bridge pier, and the other end is hinged with the pulley (6).
  • One end of the other hydraulic oil cylinder (7) is welded with the pulley shaft, and the other end is hinged with the other pulley (6). It can be seen that corresponding hydraulic oil cylinders are arranged on both sides of the two pulleys (6).
  • the hydraulic cylinder (7) starts to work and drives the pulley (6) to rotate, and then the second beam section and the third beam section are successively lifted so that the three beams are on the same horizontal line, and the same horizontal line can maximize the length of the anti-collision arm.
  • a steel plate of a certain thickness is provided, bolts are embedded at the end of the beam section, and round holes are reserved for the steel plate (9).
  • a rubber damping block (10) is provided on the outer side of the steel plate with a round hole, and a steel plate (9) is provided on the outer side of the rubber damping block (10) with a round hole.
  • the embedded bolts pass through the reserved round holes of the steel plate (9), the rubber damping quick (10), and the steel plate (9) in sequence, and the outermost steel plate is fixed with a nut. If the ship collides with the active anti-collision facility, the rubber damping block (10) and the steel plate (9) work together to consume energy. The entire anti-collision arm is set near the normal water level.
  • a steel plate, a rubber damping block, and a steel plate are sequentially installed at the end of the third section of beam.
  • the combined effect of the three parts can better dissipate the kinetic energy of the collision.
  • the entire active collision avoidance facility includes concrete arms, damping blocks, and steel plates.
  • the final anti-collision measure adopts the rubber steel structure fender.
  • the steel structure fender is installed on the periphery of the bridge pier, and the steel structure is welded with the reserved steel bar of the bridge pier, and then the rubber fender is installed and anchored with the steel structure.
  • the rubber steel structure fender is composed of a rubber fender (12) and a steel structure fender (11).
  • the steel structure fender (11) is composed of horizontal plates, outer plates and stiffeners. Weld the stiffener and the reserved steel bars of the pier, and then weld the horizontal plate and the outer plate to fix the steel fender (11) on the periphery of the pier.
  • the anchor rod is welded to the steel structure fender stiffener, the rubber fender (12) is hoisted, the chain is connected at the center of the rubber fender section, and the chain is welded and fixed, and then the nut is installed.
  • the nut and the anchor rod are welded and fixed, and the exposed steel bars are treated with rust prevention.
  • the kinetic energy of collision is dissipated through elastic deformation such as compression, bending and shearing of rubber and compression bending, buckling and fracture of steel members.
  • the present disclosure can automatically recognize the approach of the ship, actively protect the bridge piers, eliminate the collision kinetic energy, and better protect the bridge piers.
  • Passive anti-collision measures are arranged under the active anti-collision measures to eliminate the collision kinetic energy and fully protect the bridge piers.
  • the sailing ship can be pushed away from the pier in time to protect the ship and reduce or avoid casualties.
  • This embodiment discloses an intelligent comprehensive collision avoidance method for bridge piers.
  • the method can be implemented based on the above-mentioned embodiment, but is not limited to the system of the above-mentioned specific embodiment.
  • the control system controls the hydraulic system to drive the pulley to rotate, so that the multiple beams are on the same horizontal line;
  • the energy generated by the impact when the object hits the energy consuming device is realized.
  • the steel bars are pre-embedded on the pier, and the bolt-welding combined joint construction method is adopted at the joint joint with the first section of the beam;
  • One end of the hydraulic cylinder is welded to the pulley shaft, the other end is hinged to the pulley of the next section, and the other end of the hydraulic cylinder connected to the first pulley is welded to the reserved steel bars of the bridge pier.
  • a steel structure fender is provided on the bridge pier, and the steel structure fender is composed of horizontal plates, outer plates, and stiffeners.
  • the anchor rod is welded to the steel structure fender stiffener, the rubber fender is hoisted, the chain is connected at the center of the rubber fender section, and the chain is welded and fixed, and then the nut is installed.
  • the anchor rods are welded and fixed, and the exposed steel bars are treated with rust prevention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

本公开提出了一种桥墩智能综合防撞系统及方法，包括：设置在桥墩与箱梁连接处的雷达感应设备、围绕桥墩周围设置的图像采集设备、控制系统、液压系统及执行设备；所述雷达感应设备及图像采集设备将采集的信号传输至控制系统，所述控制系统利用液压系统控制执行设备动作；所述执行设备设置在桥墩的中部，包括首尾相连的多段钢骨橡胶混凝土梁，梁与梁之间连接采用滑轮连接，液压系统能够带动滑轮转动，继而使得多段梁处于同一水平线上，最后梁段的末端设置有耗能装置，实现在物体撞至耗能装置时对撞击所产生的能量的耗能。

Description

一种桥墩智能综合防撞系统及方法 技术领域
本公开涉及桥墩防撞技术领域，特别是涉及一种桥墩智能综合防撞系统及方法。
背景技术
近年来随着我国经济的高速发展，跨海、跨河大桥不断修建，并且在未来会涌现出更多的桥梁。随着交通运输业的发展，水运会越来越繁忙，船舶日益增多，货物运输量增多，船舶整体吨位越来越高。随着大桥的增多，很多非通航区域也变成了通航区域，增加了船舶通行难度，因此桥墩防撞被人们重点关注。
最近几年，世界上由于桥墩被撞导致的桥梁坍塌事故非常之多，据统计，1960～2007年，世界上有34座重要桥梁因船撞而倒塌，造成了346人死亡。
桥梁的非通航区域桥墩相较于通航区域桥墩，桥墩的强度相对较弱，抗撞能力稍显不足，并且在大型桥梁中，非通航区域跨度较大，更容易发生撞击，因此桥墩防撞研究有很大的必要性。
发明人在研究中发现，桥墩防撞主要分为主动防撞和被动防撞。被动防撞是指在桥墩周围设置阻拦和护墩装置，主动防撞是指增加通航航道距离，或者是在撞击桥墩之前，船舶发出警告，但是这仅仅能起到辅助作用，不能从根本上解决桥墩受到撞击。常见的防撞措施大部分都是被动防御，是桥墩的最后防线，而对于主动防撞设施的研究现在很少。
发明内容
本说明书实施方式的目的是提供一种桥墩智能综合防撞系统，其能够自动识别船舶靠近，主动保护桥墩，消除碰撞动能，更好的保护桥墩，并在主动防撞措施下布置被动防撞措施，消除碰撞动能，全面保护桥墩。同时可以及时将航行船舶推离桥墩，保护船舶，减少或避免人员伤亡。
本说明书实施方式提供一种桥墩智能综合防撞系统，通过以下技术方案实现：
包括：
设置在桥墩与箱梁连接处的雷达感应设备、围绕桥墩周围设置的图像采集设备、控制系统、液压系统及执行设备；
所述雷达感应设备及图像采集设备将采集的信号传输至控制系统，所述控制系统利用液压系统控制执行设备动作；
所述执行设备设置在桥墩的中部，包括首尾相连的多段钢骨橡胶混凝土梁，梁与梁之间连接采用滑轮连接，液压系统能够带动滑轮转动，继而使得多段梁处于同一水平线上，最后梁段的末端设置有耗能装置，实现在物体撞至耗能装置时对撞击所产生的能量的耗能。
进一步的技术方案，所述桥墩的中下部还设置有被动防撞装置。
本说明书实施方式提供一种桥墩智能综合防撞方法，通过以下技术方案实现：
包括：
采集靠近桥墩的物体距离该桥墩的距离信号及图像信号并传输至控制器系统；
控制系统控制液压系统带动滑轮转动，继而使得多段梁处于同一水平线上；
当物体撞至梁段的末端设置的耗能装置时，实现在物体撞至耗能装置时对撞击所产生的能量的耗能。
与现有技术相比，本公开的有益效果是：
本公开通过雷达感应设备自动识别船舶靠近，主动保护桥墩，消除碰撞动能，更好的保护桥墩，并在主动防撞措施下布置被动防撞措施，消除碰撞动能，全面保护桥墩。同时可以及时将航行船舶推离桥墩，保护船舶，减少或避免人员伤亡。
本公开主动防撞措施为主，被动防撞措施为辅，将主动防撞与被动防撞结合，全面保护桥墩。
附图说明
构成本公开的一部分的说明书附图用来提供对本公开的进一步理解，本公开的示意性实施例及其说明用于解释本公开，并不构成对本公开的不当限定。
图1是本公开实施例子的主动防撞系统平面图；
图2是本公开实施例子的钢骨橡胶混凝土梁截面图；
图3是本公开实施例子的钢板及橡胶阻尼块平面图；
图4是本公开实施例子的橡胶钢结构护舷图；
图中，1为雷达感应设备，2为高清摄像头，3控制系统，4液压系统，5钢骨橡胶混凝土，6滑轮，7液压油缸，9钢板，10橡胶阻尼块，11钢结构护舷，12橡胶护舷。
具体实施方式
应该指出，以下详细说明都是例示性的，旨在对本公开提供进一步的说明。除非另有指明，本文使用的所有技术和科学术语具有与本公开所属技术领域的 普通技术人员通常理解的相同含义。
需要注意的是，这里所使用的术语仅是为了描述具体实施方式，而非意图限制根据本公开的示例性实施方式。如在这里所使用的，除非上下文另外明确指出，否则单数形式也意图包括复数形式，此外，还应当理解的是，当在本说明书中使用术语“包含”和/或“包括”时，其指明存在特征、步骤、操作、器件、组件和/或它们的组合。
实施例子一
该实施例公开了一种桥墩智能综合防撞系统，参见附图1所述，感应设备设置在桥墩与箱梁连接处，高清摄像头围绕桥墩360°设置一定数量，高清摄像头根据雷达设置范围调整倾角，调整倾角使摄像头能拍摄到安全距离边缘，高清摄像头进行不间断拍摄，同时雷达感应设备接收信号。
在一实施例子中，感应设备也可以设置在别的地方，只要感应到船舶的安全距离就可以。
将雷达感应设备感应范围根据经验公式设置为桥墩安全距离，雷达感应设备感应范围根据经验公式
D＝(0.56B+0.26)U 0.35
B——桥墩特征宽度；
U——航道入流的平均流速。
高清摄像头及雷达感应设备采集的信号传递至控制系统3，控制系统接受信号后向液压系统4发出指示。
控制系统接受信号并发出指示。放置在箱梁下缘靠近桥墩处，外围焊接钢板。
在具体实施例子中，神经系统以及液压系统设置在焊接钢箱内，采用锚栓将钢箱锚固在箱梁下缘。对于液压系统的钢箱，应预留通道，主梁上缘至下缘焊接爬梯，并与通道焊接，便于柴油机加油。
上述方案中，液压系统中动力元件采用柴油机，接受指示并开始工作。柴油机将柴油的化学能转化为机械能，而后通过液压泵将机械能转化为液压能。
上述方案中，液压系统中执行元件为液压油缸，与执行设备相连，指导执行设备工作，动力元件、执行元件与液压泵、分配阀等构成整个液压系统，将除执行元件外的整个工作元件放置在箱梁下缘神经系统旁，外围焊接钢箱，预留通道，主梁上缘至下缘焊接爬梯,，并与通道焊接。
上述方案中，参见附图2所示，执行设备采用3段小型钢骨橡胶混凝土梁。靠近桥墩的为第一段梁，第一段梁、第二段梁及第三段梁依次排序。在工字钢周围配置钢筋并浇筑橡胶混凝土，使工字钢部分与钢筋混凝土部分成为一体。钢骨混凝土相较于钢筋混凝土抗震性能更好，施工速度更快。橡胶混凝土相较于普通混凝土抗压性能、抗渗性能更好。
在桥墩上预埋钢筋，在与第一段梁拼接节点处，采用栓焊组合节点施工方式。梁与梁之间连接采用大型滑轮，前一段梁的末端与滑轮轴进行焊接，并采用锚杆进行加固，下一段梁的前端将钢筋与滑轮焊接并加固。将液压油缸一端与滑轮轴焊接，另一端与下一段的滑轮铰接。与第一个滑轮相连的液压缸另一端与桥墩预留钢筋焊接。
预制钢骨橡胶混凝土梁5段时，在两端预留部分钢骨架，以便于后续连接。
具体实施时，第一梁段与桥墩中预埋钢筋焊接加固，梁另一端与滑轮轴焊接，并用锚杆加固。第二段梁一端与滑轮(6)焊接加固，另一端同样与滑轮轴 焊接加固。第三段梁一端与滑轮(6)焊接加固。对于外露钢筋，要做好防锈工作。
通过液压系统把液压分配到液压油缸(7)，将液压能转化为机械能。液压油缸(7)一端与桥墩预留钢筋焊接，另一端与滑轮(6)铰接。另一个液压油缸(7)一端与滑轮轴焊接，另一端与另一个滑轮(6)铰接。可见，在两个滑轮(6)两侧均布置相应的液压油缸。
液压油缸(7)开始工作，带动滑轮(6)转动，随后第二梁段和第三梁段陆续被抬起，使三段梁处于同一水平线上，同一水平线能够使防撞臂长度最大。
在最后梁段的末端，提供了一定厚度的钢板，在梁段末端预埋螺栓，钢板(9)预留圆孔。钢板外侧提供橡胶阻尼块(10)，预留圆孔，橡胶阻尼块(10)外侧提供钢板(9)，预留圆孔。预埋螺栓从钢板(9)、橡胶阻尼快(10)、钢板(9)预留圆孔中依次穿过，在最外侧钢板采用螺帽固定。若船舶撞到主动防撞设施，橡胶阻尼块(10)和钢板(9)联合作用，起到耗能的作用。整个防撞臂设置在常水位以上附近。
参见附图3所示，在第三段梁的末端依次安装钢板、橡胶阻尼块、钢板。三个部分联合作用，能更好的起到耗散碰撞动能的作用。整个主动防撞设施绕桥墩对称分布4个，全方位保护桥墩。整个主动防撞设施包括混凝土臂以及阻尼块，钢板。
上述方案中，最后防撞措施采用橡胶钢结构护舷，在桥墩外围先安装钢结构护舷，与桥墩预留钢筋焊接，而后安装橡胶护舷，与钢结构锚固。
在具体实施例子中，参见附图4所示，橡胶钢结构护舷由橡胶护舷(12)和钢结构护舷(11)组成。钢结构护舷(11)由水平板、外板、加劲肋组成。将 加劲肋与桥墩预留钢筋焊接，而后焊接水平板、外板，使钢结构护舷(11)固定在桥墩外围。钢结构护舷安装完成后，加锚杆与钢结构护舷加劲肋焊接，吊装橡胶护舷(12)，在橡胶护舷断面中心处采用链条连接，并将链条焊接固定，而后安装螺帽，螺帽与锚杆加焊固定，对于外露钢筋进行防锈处理。通过橡胶的压、弯和剪等弹性变形以及钢构件的压弯、屈曲和断裂来耗散碰撞动能。
本公开能够自动识别船舶靠近，主动保护桥墩，消除碰撞动能，更好的保护桥墩，并在主动防撞措施下布置被动防撞措施，消除碰撞动能，全面保护桥墩。同时可以及时将航行船舶推离桥墩，保护船舶，减少或避免人员伤亡。
实施例子二
该实施例公开了一种桥墩智能综合防撞方法，该方法可以基于上述实施例子来实现，但并不限于上述具体的实施例子的系统。
具体包括：
采集靠近桥墩的物体距离该桥墩的距离信号及图像信号并传输至控制器系统；
控制系统控制液压系统带动滑轮转动，继而使得多段梁处于同一水平线上；
当物体撞至梁段的末端设置的耗能装置时，实现在物体撞至耗能装置时对撞击所产生的能量的耗能。
在具体实施例子中，将多段梁设置在桥墩上时，在桥墩上预埋钢筋，在与第一段梁拼接节点处，采用栓焊组合节点施工方式；
梁与梁之间连接采用大型滑轮，前一段梁的末端与滑轮轴进行焊接，并采用锚杆进行加固，下一段梁的前端将钢筋与滑轮焊接并加固；
将液压油缸一端与滑轮轴焊接，另一端与下一段的滑轮铰接，与第一个滑轮 相连的液压缸另一端与桥墩预留钢筋焊接。
在具体实施例子中，桥墩上设置有钢结构护舷，钢结构护舷由水平板、外板、加劲肋组成，
将加劲肋与桥墩预留钢筋焊接，而后焊接水平板、外板，使钢结构护舷固定在桥墩外围；
钢结构护舷安装完成后，加锚杆与钢结构护舷加劲肋焊接，吊装橡胶护舷，在橡胶护舷断面中心处采用链条连接，并将链条焊接固定，而后安装螺帽，螺帽与锚杆加焊固定，对于外露钢筋进行防锈处理。
可以理解的是，在本说明书的描述中，参考术语“一实施例”、“另一实施例”、“其他实施例”、或“第一实施例～第N实施例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
以上所述仅为本公开的优选实施例而已，并不用于限制本公开，对于本领域的技术人员来说，本公开可以有各种更改和变化。凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。

Claims (9)

  1. 一种桥墩智能综合防撞系统，其特征是，包括：
    设置在桥墩与箱梁连接处的雷达感应设备、围绕桥墩周围设置的图像采集设备、控制系统、液压系统及执行设备；
    所述雷达感应设备及图像采集设备将采集的信号传输至控制系统，所述控制系统利用液压系统控制执行设备动作；
    所述执行设备设置在桥墩的中部，包括首尾相连的多段钢骨橡胶混凝土梁，梁与梁之间连接采用滑轮连接，液压系统能够带动滑轮转动，继而使得多段梁处于同一水平线上，最后梁段的末端设置有耗能装置，实现在物体撞至耗能装置时对撞击所产生的能量的耗能。
  2. 如权利要求1所述的一种桥墩智能综合防撞系统，其特征是，所述执行设备采用3段小型钢骨橡胶混凝土梁，所述钢骨橡胶混凝土梁为在工字钢周围配置钢筋并浇筑橡胶混凝土，使工字钢部分与钢筋混凝土部分成为一体的结构。
  3. 如权利要求1所述的一种桥墩智能综合防撞系统，其特征是，所述桥墩的中下部还设置有被动防撞装置。
  4. 如权利要求1所述的一种桥墩智能综合防撞系统，其特征是，
    液压系统包括两个液压油缸，一个液压油缸一端与桥墩预留钢筋焊接，另一端与滑轮铰接；另一个液压油缸一端与另一个滑轮轴焊接，另一端与滑轮铰接。
  5. 如权利要求2所述的一种桥墩智能综合防撞系统，其特征是，在最后梁段的末端，设置有一定厚度的钢板，在梁段末端预埋螺栓，钢板预留圆孔，钢板外侧设置有橡胶阻尼块，预留圆孔，橡胶阻尼块外侧提供钢板，预留圆孔，预埋螺栓从钢板、橡胶阻尼快、钢板预留圆孔中依次穿过，在最外侧钢板采用 螺帽固定。
  6. 如权利要求3所述的一种桥墩智能综合防撞系统，其特征是，被动防撞装置由橡胶护舷和钢结构护舷组成，所述钢结构护舷和橡胶护舷由内之外依次布置在桥墩的外周表面。
  7. 一种桥墩智能综合防撞方法，其特征是，包括：
    采集靠近桥墩的物体距离该桥墩的距离信号及图像信号并传输至控制器系统；
    控制系统控制液压系统带动滑轮转动，继而使得多段梁处于同一水平线上；
    当物体撞至梁段的末端设置的耗能装置时，实现在物体撞至耗能装置时对撞击所产生的能量的耗能。
  8. 如权利要求7所述的一种桥墩智能综合防撞方法，其特征是，将多段梁设置在桥墩上时，在桥墩上预埋钢筋，在与第一段梁拼接节点处，采用栓焊组合节点施工方式；
    梁与梁之间连接采用大型滑轮，前一段梁的末端与滑轮轴进行焊接，并采用锚杆进行加固，下一段梁的前端将钢筋与滑轮焊接并加固；
    将液压油缸一端与滑轮轴焊接，另一端与下一段的滑轮铰接，与第一个滑轮相连的液压缸另一端与桥墩预留钢筋焊接。
  9. 如权利要求7所述的一种桥墩智能综合防撞方法，其特征是，桥墩上设置有钢结构护舷，钢结构护舷由水平板、外板、加劲肋组成，
    将加劲肋与桥墩预留钢筋焊接，而后焊接水平板、外板，使钢结构护舷固定在桥墩外围；
    钢结构护舷安装完成后，加锚杆与钢结构护舷加劲肋焊接，吊装橡胶护舷， 在橡胶护舷断面中心处采用链条连接，并将链条焊接固定，而后安装螺帽，螺帽与锚杆加焊固定，对于外露钢筋进行防锈处理。
PCT/CN2019/091907 2019-05-30 2019-06-19 一种桥墩智能综合防撞系统及方法 Ceased WO2020237752A1 (zh)

Priority Applications (3)

Application Number Priority Date Filing Date Title
GB2117807.4A GB2599524B8 (en) 2019-05-30 2019-06-19 Intelligent integrated anti-collision system and method for pier
JP2021570730A JP7223381B2 (ja) 2019-05-30 2019-06-19 橋脚のインテリジェント総合衝突防止システム及び方法
US16/969,125 US11795635B2 (en) 2019-05-30 2019-06-19 Intelligent integrated anti-collision system and method for pier

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201910463926.7 2019-05-30
CN201910463926.7A CN110080089B (zh) 2019-05-30 2019-05-30 一种桥墩智能综合防撞系统及方法

Publications (1)

Publication Number Publication Date
WO2020237752A1 true WO2020237752A1 (zh) 2020-12-03

Family

ID=67422704

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2019/091907 Ceased WO2020237752A1 (zh) 2019-05-30 2019-06-19 一种桥墩智能综合防撞系统及方法

Country Status (5)

Country Link
US (1) US11795635B2 (zh)
JP (1) JP7223381B2 (zh)
CN (1) CN110080089B (zh)
GB (1) GB2599524B8 (zh)
WO (1) WO2020237752A1 (zh)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113006002A (zh) * 2021-03-19 2021-06-22 南昌大学 一种适用于桥墩防撞自浮式缓冲装置
CN114016394A (zh) * 2021-10-20 2022-02-08 中交一公局第二工程有限公司 固定式crf防撞护舷预埋钢板安装方法
CN114738018A (zh) * 2022-04-11 2022-07-12 普洛德(常州)液压科技有限公司 一种锚索装置
CN115217076A (zh) * 2021-10-01 2022-10-21 河北胜特科技有限公司 一种自适应型桥墩防撞装置
CN115311901A (zh) * 2022-10-12 2022-11-08 中交第二公路工程局有限公司 一种跨海桥梁承台防船撞预警装置

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113152266A (zh) * 2021-04-30 2021-07-23 成都大学 一种基于机器视觉智能转向的人行天桥桥墩防车撞装置
CN114319083B (zh) * 2022-01-27 2023-04-18 武汉理工大学 一种桥梁防撞装置及方法
US20250382762A1 (en) * 2024-06-18 2025-12-18 Stanton Delano Marsland Systems and methods for protecting bridges over maritime shipping channels
CN119686273B (zh) * 2025-01-26 2025-10-14 中铁大桥勘测设计院集团有限公司 一种桥墩防撞系统及其设计方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4072022A (en) * 1975-10-11 1978-02-07 Tokyo Fabric Kogyo Kabushiki Kaisha Apparatus for protecting bridge pillars
JPH0820932A (ja) * 1994-07-08 1996-01-23 Mitsubishi Heavy Ind Ltd 衝突防護設備
CN103195023A (zh) * 2013-03-25 2013-07-10 上海交通大学 一种用于桥墩防撞击的预警和防护方法
CN203307775U (zh) * 2013-06-14 2013-11-27 大连理工大学 一种桥梁防船撞主动保护装置
CN205259117U (zh) * 2015-12-14 2016-05-25 新疆交通职业技术学院 一种基于雷达的桥梁通行防撞装置
CN107358818A (zh) * 2017-07-28 2017-11-17 祖小鸿 一种桥梁防撞预警系统及方法
CN109555010A (zh) * 2019-01-14 2019-04-02 长安大学 一种桥墩主动防撞装置及其工作方法

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100955644B1 (ko) * 2010-01-25 2010-05-06 (주)동부기술단 충격흡수 기능이 있는 배전용 지주
KR101429983B1 (ko) * 2012-12-28 2014-08-18 재단법인 포항산업과학연구원 충격흡수구조
KR20170105303A (ko) * 2016-03-09 2017-09-19 주식회사 수성엔지니어링 다지점 듀얼스프링 완충구조를 갖는 표지판
CN205530134U (zh) * 2016-04-18 2016-08-31 招商局重庆交通科研设计院有限公司 桥墩防撞装置
CN205975346U (zh) * 2016-08-27 2017-02-22 浙江实强建设有限公司 一种桥梁防撞装置
GB2558528A (en) * 2016-09-05 2018-07-18 Intelligent Engineering Bahamas Ltd Impact resistant structures
CN106971631A (zh) * 2017-04-19 2017-07-21 上海新海信通信息技术有限公司 一种铁路桥梁防撞雷达预警系统
CN108239966B (zh) * 2017-12-26 2019-12-03 同济大学 一种桥梁主动防撞系统
CN108625279B (zh) * 2018-04-03 2021-03-12 江南大学 一种防撞击的组合式桥墩
CN108708351A (zh) * 2018-06-04 2018-10-26 佛山科学技术学院 一种桥梁桥墩防撞结构
CN109410649A (zh) * 2018-11-30 2019-03-01 上海神添实业有限公司 一种桥梁主动防撞预警系统及方法

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4072022A (en) * 1975-10-11 1978-02-07 Tokyo Fabric Kogyo Kabushiki Kaisha Apparatus for protecting bridge pillars
JPH0820932A (ja) * 1994-07-08 1996-01-23 Mitsubishi Heavy Ind Ltd 衝突防護設備
CN103195023A (zh) * 2013-03-25 2013-07-10 上海交通大学 一种用于桥墩防撞击的预警和防护方法
CN203307775U (zh) * 2013-06-14 2013-11-27 大连理工大学 一种桥梁防船撞主动保护装置
CN205259117U (zh) * 2015-12-14 2016-05-25 新疆交通职业技术学院 一种基于雷达的桥梁通行防撞装置
CN107358818A (zh) * 2017-07-28 2017-11-17 祖小鸿 一种桥梁防撞预警系统及方法
CN109555010A (zh) * 2019-01-14 2019-04-02 长安大学 一种桥墩主动防撞装置及其工作方法

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113006002A (zh) * 2021-03-19 2021-06-22 南昌大学 一种适用于桥墩防撞自浮式缓冲装置
CN115217076A (zh) * 2021-10-01 2022-10-21 河北胜特科技有限公司 一种自适应型桥墩防撞装置
CN114016394A (zh) * 2021-10-20 2022-02-08 中交一公局第二工程有限公司 固定式crf防撞护舷预埋钢板安装方法
CN114738018A (zh) * 2022-04-11 2022-07-12 普洛德(常州)液压科技有限公司 一种锚索装置
CN115311901A (zh) * 2022-10-12 2022-11-08 中交第二公路工程局有限公司 一种跨海桥梁承台防船撞预警装置

Also Published As

Publication number Publication date
GB2599524B (en) 2023-03-22
JP7223381B2 (ja) 2023-02-16
GB202117807D0 (en) 2022-01-26
CN110080089A (zh) 2019-08-02
CN110080089B (zh) 2020-05-22
GB2599524A8 (en) 2024-10-09
GB2599524A (en) 2022-04-06
GB2599524B8 (en) 2024-11-27
US11795635B2 (en) 2023-10-24
US20230146650A1 (en) 2023-05-11
JP2022535221A (ja) 2022-08-05

Similar Documents

Publication Publication Date Title
WO2020237752A1 (zh) 一种桥墩智能综合防撞系统及方法
CN201924321U (zh) 一种可改变船只撞击方向的桥墩防撞结构
CN109356096B (zh) 一种悬浮式防船撞多层耗能装置
CN102644250B (zh) 一种主动式船舶拦截方法
CN108589656A (zh) 一种水域桥墩防撞结构
CN106836265A (zh) 一种带裙板的重力式筒型基础及其施工方法
CN111893979A (zh) 一种升船机升降式双钢梁防撞系统及其冗余拦防方法
CN110847081A (zh) 一种装配式多级柔性消能限高架
CN110485251A (zh) 一种全桥一体化顶推的钢结构桥梁及其施工方法
CN215165055U (zh) 一种多级耗能缓冲拦截装置及其阻尼器
CN112431120A (zh) 一种浮动式钢覆复合材料的桥梁防撞设施
CN214939859U (zh) 一种新型材料浮基分级走锚消能船舶拦截设施
CN212316875U (zh) 一种升船机升降式双钢梁防撞系统
CN108978583A (zh) 一种高桩码头结构
CN217758554U (zh) 一种装配式钢结构码头
CN107326792B (zh) 一种模块化钢桥主桥体结构及其施工方法
CN114575290A (zh) 一种船舶拦截系统及其应用
CN207211024U (zh) 连接杆耗能桥墩防撞缓冲系统
CN204510153U (zh) 一种复合材料漂浮式网状拦截系统
CN115726322A (zh) 悬挂式钢梁与橡胶结合的碰创消能结构及其安装方法
CN209835445U (zh) 一种龙门吊防风用锚锭装置
CN223838006U (zh) 一种桥梁组合多级式耗能缓冲装置
CN119243661B (zh) 一种桥梁组合多级式耗能缓冲装置
CN216339020U (zh) 一种阻拦效果多样的桥梁护栏
CN115897435B (zh) 基于计算机视觉和作动器的桥梁超高碰撞防护方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19930366

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2021570730

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 202117807

Country of ref document: GB

Kind code of ref document: A

Free format text: PCT FILING DATE = 20190619

WWE Wipo information: entry into national phase

Ref document number: 2117807.4

Country of ref document: GB

122 Ep: pct application non-entry in european phase

Ref document number: 19930366

Country of ref document: EP

Kind code of ref document: A1

WWG Wipo information: grant in national office

Ref document number: 2117807.4

Country of ref document: GB