WO2022135194A1

WO2022135194A1 - Ship collision prevention device for above-water structure

Info

Publication number: WO2022135194A1
Application number: PCT/CN2021/137277
Authority: WO
Inventors: 杨黎明; 王永刚; 刘军; 陈国虞; 周风华
Original assignee: 宁波大学
Priority date: 2020-12-25
Filing date: 2021-12-11
Publication date: 2022-06-30
Also published as: CN112609636A; ZA202306355B; CN112609636B

Abstract

A ship collision prevention device for an above-water structure, the ship collision prevention device comprising two semi-elliptical structures (2), wherein two free ends of the two semi-elliptical structures (2) are connected via a hydraulic damper (3) to form a long elliptical collision prevention structure that can surround a bridge pier (1); each of the semi-elliptical structures (2) comprises a semi-elliptical inner steel enclosure (5) and a semi-elliptical outer steel enclosure (4), the enclosures having a closed cavity; and a plurality of energy absorption buffer rings (6) are connected between the inner steel enclosure (5) and the outer steel enclosure (4), with the number of the energy absorption buffer rings (6) arranged between the inner steel enclosure (5) and the outer steel enclosure (4) on one side of the collision prevention structure being greater than that of the energy absorption buffer rings (6) arranged between the inner steel enclosure (5) and the outer steel enclosure (4) on the other side of the collision prevention structure. The ship collision prevention device for an above-water structure can reduce the damage caused by huge kinetic energy of a ship during a ship collision, and can automatically move up and down along with the rise and fall of the water level, and thus is suitable for protecting an inclined bridge pier.

Description

Anti-collision device for water structures

Technical field:

The invention relates to an anti-collision device for preventing water sports objects from impacting large buildings, in particular to an anti-ship collision device for protecting bridge piers.

Background technique:

With the rapid economic development, a large number of bridges have been built on rivers, and even sea-crossing bridges have been built along the coast. At the same time, shipping has also developed rapidly. A large number of large and medium-sized ships are transported on rivers and oceans. Therefore, ships collide with bridge piers. accidents and increasing. Due to the large tonnage of the ship and the huge kinetic energy, once the ship hits the bridge pier, the ship and the bridge pier will be damaged in light, and the ship will sink and the bridge will be destroyed in serious cases, and the bridge pier on the water will be damaged. bring huge indirect economic losses. Therefore, attention is paid to the protection of bridges. In addition to the most primitive protection measures such as anti-collision or shoal set in front of the bridge piers, there is also a closed-structure anti-collision device, which is surrounded by annular inner and outer steel, and is surrounded by annular inner and outer steel. A plurality of evenly distributed energy-absorbing elastic rings arranged between the enclosures are connected as a whole, and directly surround the entire pier. When the ship hits the outer steel enclosure, the anti-collision device absorbs the impact energy. Some degree of protection, but there are still deficiencies, such as the problem of deflection of the ship, the impact of the inner steel enclosure on the pier, the up and down displacement of the anti-collision device with the rise and fall of the water level, and the unsuitability of the inclined (non-cylindrical) pier to be solved. The problem.

Invention content:

The purpose of the present invention is to disclose an anti-ship collision device which is suitable for inclined or non-column piers and makes it easier to deflect the colliding ship.

The technical solution for realizing the present invention is as follows: the two free ends of the two semi-elliptical structures are connected by hydraulic dampers to form an oblong anti-collision structure that can surround the pier, and the semi-elliptical structure includes a semi-elliptical structure with closed The outer steel enclosure and the inner steel enclosure of the cavity are connected with a plurality of energy-absorbing buffer rings, and the number of energy-absorbing buffer rings arranged between the inner and outer steel enclosures on one side of the anti-collision structure is greater than The number of energy-absorbing buffer rings set between the inner and outer steel enclosures on the other side.

There are two to six hydraulic dampers between each of the opposite free ends of the two semi-elliptical structures.

The liquid flow amount per unit time of the hydraulic damper is 1% to 5% of the total liquid amount.

In the anti-collision structure, the liquid flow per unit time of the hydraulic damper on the side with less energy absorbing buffer circles is 1%-2% larger than that of the hydraulic damper on the other side.

The distribution density of the energy-absorbing buffer ring on one side of the anti-collision structure is 50% to 90% of the distribution density on the other side.

The width of the outer steel enclosure is greater than the width of the inner steel enclosure.

The inner surfaces on both sides of the symmetrical center line of the inner steel enclosure are inclined surfaces.

The free ends of the inner and outer steel enclosures have a non-watertight veneer structure extension.

The hydraulic damper is provided with a waterproof cover.

In the one side structure of the anti-collision structure, the distribution density of the energy-absorbing buffer ring at the front end is higher than that of the energy-absorbing buffer ring at the rear end.

In the technical scheme of the anti-ship collision device disclosed in the present invention, the asymmetry of the designed structure or strength makes the shape deformation and shrinkage deformation of one side of the anti-ship collision device easier when the ship collides, and because the front and rear in the same side The density of the energy-absorbing buffer ring at the end is different, which makes the moving ship more likely to produce sliding deflection, realizes the guiding function of the ship, greatly reduces the impact force or impact energy of the moving ship on the anti-ship collision device, and the ship itself takes away more It can reduce the destructive effect of the huge kinetic energy of the ship, especially when the ship hits the top of the elliptical anti-collision structure. Slide away. At the same time, the hydraulic damper set on the anti-ship collision device increases the instantaneous shrinkage and deformation of the anti-ship collision device without reducing the overall structural strength. The anti-collision structure is rigid as a whole. When affected by the tide level, the hydraulic damper can slowly expand and contract due to the change of the geometric size of the bridge pier with the elevation, so that the anti-collision device can automatically move up and down with the rise and fall of the water level, especially suitable for oblique placement. Protection of bridge piers.

Description of drawings:

FIG. 1 is a schematic structural diagram of the present invention arranged on a bridge pier.

FIG. 2 is a schematic structural diagram of the A-A section in FIG. 1 .

FIG. 3 is a schematic structural diagram of the B-B section in FIG. 2 .

FIG. 4 is a schematic structural diagram of the anti-ship collision device in a low water level state.

FIG. 5 is a schematic structural diagram of the anti-ship collision device in a high water level state.

FIG. 6 is a schematic structural diagram of the damper in a high water level state.

FIG. 7 is a schematic structural diagram of the damper in a low water level state.

Detailed ways:

The detailed description of the specific embodiments of the present invention is given in conjunction with the accompanying drawings. It should be pointed out that the detailed description of the present invention is to facilitate the understanding of the technical essence of the present invention, and should not limit the protection scope of the claims of the present invention.

Referring to FIGS. 1 to 7 , the technical solution of the specific embodiment of the present invention is: the two free ends of the two semi-elliptical structures 2 are connected by a hydraulic damper 3 to form an oblong anti-friction that can surround the bridge pier 1 The collision structure, the semi-elliptical structure 2 includes a semi-elliptical outer steel enclosure 4 and an inner steel enclosure 5 with a closed cavity, and a plurality of energy-absorbing buffer rings 6 are connected between the inner and outer steel enclosures (5, 4). The number of energy-absorbing buffer rings 6 arranged between the inner and outer steel enclosures (5, 4) on one side of the anti-collision structure is greater than the number of energy-absorbing buffers arranged between the inner and outer steel enclosures (5, 4) on the other side Number of circles 6. As shown in Figures 1 to 2, the anti-collision structure is installed on the bridge pier 1. When the anti-collision structure is at a high water level, as the water level drops, the anti-collision structure also moves downward under the action of its own weight, and the two semi-elliptical The shape structure 2 squeezes the hydraulic damper 3. On the contrary, when the water level rises, the two semi-elliptical structures 2 float up with the water level, and stretch the hydraulic damper 3 at the same time. The anti-collision structure maintains a preset matching with the bridge pier 1; of course, the above-mentioned anti-collision structure is elliptical, which is only a structure of the present invention, and the anti-collision structure can also be hexagonal, that is, the middle structure of the rectangular structure and the rectangular structure. Triangular structure at the end. In actual use, the long axis of the above-mentioned oblong anti-collision structure is approximately parallel to the direction of the water flow, or approximately parallel to the direction of the waterway (as shown in Figures 1 and 2). The number is different, resulting in different structural strengths on both sides, or different deformation capabilities on both sides. When the side with less energy-absorbing buffer rings 6 is hit by the ship (as shown in Figure 2), the impacted side The partial and/or overall deformation of the anti-collision structure is large, which makes the moving ship easier to deflect under the large deformation of the anti-collision structure. The deflection will greatly reduce the impact energy of the ship transmitted to the anti-collision structure, and the above-mentioned deflection will continue to increase, and finally the impact force on the bridge pier 1 will be greatly reduced. The larger deformation of the above-mentioned anti-collision structure comes from the local large deformation of the outer steel enclosure 4 under the support of less energy-absorbing buffer rings 6, and on the other hand, at the moment of the collision of the ship, the outer steel enclosure 4 is connected. The hydraulic damper 3 is compressed by the impact force with a small displacement in a very short period of time. The displacement reflects the overall deformation of the outer steel enclosure 4. The small displacement depends on the flow rate of the hydraulic damper , the larger the flow rate, the larger the displacement, the smaller the flow rate, the smaller the displacement, subject to the certain flow rate of the hydraulic damper 3 and the incompressibility of the liquid, the impact force of the ship is transmitted to the other semi-elliptical structure 2 through the hydraulic damper 3, Therefore, when the outer steel enclosure 4 is impacted, there is a local deformation or/and local continuous deformation and overall deformation or/and overall continuous deformation at the impact position, and the above-mentioned total deformation makes the impacting ship more likely to generate motion deflection or impact energy. This greatly reduces the protection performance of the present invention for the bridge pier 1, and even when the ship hits the water-facing front of the anti-collision structure, the asymmetrical arrangement of the structural strength on both sides will still cause the ship to deflect to the side with weak structural strength. .

The number of hydraulic dampers 3 connected between the free ends of the two semi-elliptical structures 2 is four to twelve or more, that is, the number of hydraulic dampers 3 between each opposite free end is two to six , to ensure that there is at least one hydraulic damper 3 at the free ends of the inner and outer steel enclosures (5, 4). There are two between them, and six between the outer steel enclosures 4, so that the various properties of the anti-collision structure can achieve a good balance, such as the connection strength performance, the balanced performance of the force, etc. In order to further improve the technical effect and function of the technical solution of the present invention, the liquid flow rate per unit time of each hydraulic damper 3 mentioned above is 1% to 5% of the total liquid amount. The setting ensures the overall small deformation of the anti-collision structure, so that the anti-collision structure has a small deformation at the moment of impact, which is equivalent to being flexible. The impact structure as a whole has overall rigidity in the process of continuous impact, and the setting of the above-mentioned liquid flow does not affect the expansion and contraction of the hydraulic damper 3 of the anti-collision structure at all when the water level rises or falls, so that the entire anti-collision structure is always connected to the bridge pier. 1Keep the preset match. In the anti-collision structure, the liquid flow per unit time of the hydraulic damper 3 on the side with fewer energy-absorbing buffer rings 6 is 1% to 2% larger than the liquid flow per unit time of the hydraulic damper 3 on the other side. %, so that the deformation of one side can be better adjusted as required, so as to increase the expected deflection of the colliding ship.

Due to the diversity of bridges across rivers or seas and the limitation of the tonnage of ships passing under the bridges, anti-collision structures with different strength properties are required. Therefore, the distribution density of the energy-absorbing buffer ring 6 on one side of the anti-collision structure is another The distribution density of the side is 50% to 970% of the distribution density. Too low distribution density is not conducive to the structural strength of the anti-collision ring, and high distribution density is not conducive to the expected deformation of the anti-collision structure, resulting in insufficient deflection of the moving ship. According to the impact theory and test, the above-mentioned distribution density is preferably 60% to 80%, which can basically adapt to the impact of ships of different tonnages.

In order to further improve the anti-collision effect of the present invention, the width of the outer steel enclosure 4 is greater than the width of the inner steel enclosure 5, and the width described here is the semi-annular inner and outer steel enclosures ( 5, 4), or the distance between the upper and lower edges of the inner and outer steel enclosures (5, 4); since the width of the outer steel enclosure 4 is greater than the width of the inner steel enclosure 5, when in use (as shown in Figure 3 ), the part of the outer steel enclosure 4 wider than the inner steel enclosure 5 forms a semi-annular enclosure, when the impact occurs, the outer steel enclosure 4 produces a movement or displacement under the action of the impact force, and the above-mentioned semi-annular enclosure The water body enclosed by the enclosure has a hindering effect on the movement or displacement of the steel enclosure 4, so a part of the impact energy hitting the ship must be transferred to the water body, which reduces the impact energy of the anti-collision structure and improves the anti-collision structure. Protection for pier 1. The part of the above-mentioned outer steel enclosure 4 wider than the inner steel enclosure 5 has the same structure as the outer steel enclosure 4 (shown in Figure 3), or is a single-plate structure (not shown in the figure), and can also enclose more water bodies .

Since the anti-collision structure with buoyancy moves up and down with the change of the water level when the water level rises or falls, in order to adapt to the shapes of the different piers 1 such as the piers arranged obliquely (as shown in FIG. 1 ), the inner steel enclosure 5 The inner surfaces on both sides of the symmetrical center line are inclined surfaces. The inner surfaces on both sides of the symmetrical center line here are actually the inner surfaces of the curved parts at both ends of the long axis of the crash ring. This inclined curved surface corresponds to the surface of the bridge pier 1. Matching, not only facilitates the up and down displacement of the anti-collision structure, but also avoids the uneven bearing force of the inner steel enclosure 5 . In order to protect the hydraulic damper 3 provided between the aforementioned two semi-elliptical structures 2, the free ends of the inner and outer steel enclosures (5, 4) have a non-watertight veneer structure extension 7. There is an overlap between the above-mentioned extended sections 7 of the free ends of the two semi-elliptical structures 2, so that the outer surface of the outer steel enclosure 4 forms an annular whole. In essence, when the ship hits a semi-elliptical structure 2 , as mentioned above, the semi-elliptical structure 2 has a small deformation or displacement as a whole, and as the aforementioned part of the outer steel enclosure 4 wider than the inner steel enclosure 5 will exert a force on the enclosed water body and make the Part of the water body is displaced accordingly, and the above-mentioned overlapping extension sections 7 seal the enclosed water body, which increases the blocking effect of the water body on the semi-semi-elliptical structure 2, that is, increases the impact energy transferred to the water body. In order to prevent the aforementioned hydraulic damper 3 from being corroded after being immersed in water for a long time, a waterproof cover (not shown in the figure) or other waterproof structure is provided on the hydraulic damper 3 .

In the one-side structure of the anti-collision structure, the distribution density of the energy-absorbing buffer ring 6 at the front end is higher than that of the energy-absorbing buffer ring 6 at the rear end. The rear end refers to the end that intersects with the ship in the same motion at a later time. The above structure can make the rigidity or structural strength of the front end slightly greater than the rigidity or structural strength of the rear end of the structure on one side, which makes the collision avoidance. While the deformation ability of one side of the structure remains unchanged, the anti-collision structure further improves the deflection ability of the ship.

Claims

An anti-collision device of a water structure, characterized in that two free ends of two semi-elliptical structures (2) are connected by a hydraulic damper (3) to form an oblong anti-collision that can surround a bridge pier (1). Structure, the semi-elliptical structure (2) comprises a semi-elliptical outer steel enclosure (4) and an inner steel enclosure (5) with a closed cavity, and a plurality of suction pipes are connected between the inner and outer steel enclosures (5, 4). The number of energy-absorbing buffer rings (6) arranged between the inner and outer steel enclosures (5, 4) on one side of the anti-collision structure is greater than that of the inner and outer steel enclosures (5, 4) on the other side. 4) The number of energy-absorbing buffer rings (6) set between them.
The anti-ship collision device of the water structure according to claim 1 is characterized in that there are two to six hydraulic dampers (3) between each of the opposite free ends of the two semi-elliptical structures (2).
The water structure anti-collision device according to claim 1 or 2 is characterized in that the liquid flow per unit time of the hydraulic damper (3) is 1% to 5% of the total liquid amount.
The anti-collision device for a water structure according to claim 4, characterized in that the liquid flow per unit time of the hydraulic damper (3) on the side with less energy-absorbing buffer rings (6) in the anti-collision structure The amount is 1% to 2% larger than the fluid flow per unit time of the hydraulic damper (3) on the other side.
The anti-ship collision device of an aquatic structure according to claim 4 is characterized in that the distribution density of the energy-absorbing buffer ring (6) on one side of the anti-collision structure is 50% to 90% of the distribution density on the other side .
The anti-ship collision device of an aquatic structure according to claim 5 is characterized in that the width of the outer steel enclosure (4) is greater than the width of the inner steel enclosure (5).
The anti-ship collision device of an aquatic structure according to claim 6 is characterized in that the inner surfaces on both sides of the symmetrical center line of the inner steel enclosure (5) are inclined surfaces.
The anti-ship collision device of the water structure according to claim 7 is characterized in that the free ends of the inner and outer steel enclosures (5, 4) have a non-watertight veneer structure extension (7).
The anti-ship collision device of the water structure according to claim 8 is characterized in that the hydraulic damper (3) is provided with a waterproof cover.
The anti-collision device of the water structure according to claim 9, characterized in that in the one side structure of the anti-collision structure, the distribution density of the energy-absorbing buffer ring (6) at the front end is higher than that of the energy-absorbing buffer ring (6) at the rear end. 6) The distribution density is large.