Ship collision prevention facility for bridge pier and arrangement method of ship collision prevention facility

Abstract

The invention discloses a bridge pier ship collision prevention facility and an arrangement method thereof, and relates to the technical field of bridge pier ship collision prevention facilities, the specific structure comprises an A-type anti-collision fender and a B-type anti-collision fender, during arrangement, the anti-collision facility is transported to the vicinity of a bridge area and then is transported to the vicinity of a bridge bearing platform by a crane or a floating crane ship, a mounting bracket is erected around a bridge pier, and the bridge pier is mounted on the mounting bracket through the A-type anti-collision fender and the B-type anti-collision fender. A hanging basket is erected at the bearing platform, and a fender is installed after punching and steel bar planting; during installation, the B-type anti-collision fender is installed on the bearing platform. The impact force of the ship can be effectively reduced, damage to the ship is reduced while the bridge is protected, and the device has the advantages of being capable of achieving buffering and energy dissipation, environmentally friendly, resistant to corrosion and the like; and the arrangement method is simple, rapid and reliable.

Description

Technical Field

[0001] The invention relates to the technical field of bridge pier anti-ship collision facilities, in particular to a bridge pier anti-ship collision facility and a layout method thereof. Background Art

[0002] In order to solve the problem of ships hitting bridge piers, engineers have designed a variety of anti-collision systems. These systems usually need to have good energy absorption capabilities to reduce the damage to the bridge structure caused by the impact force. Early anti-collision devices included wooden fences, steel chains, pontoons, etc., while modern anti-collision devices tend to use more efficient and durable materials, such as composite anti-collision systems, which have the advantages of light weight, high strength, corrosion resistance, and simple maintenance.

[0003] Composite material anti-collision systems have been applied in many large bridge projects, such as the Hong Kong-Zhuhai-Macao Bridge, the Runyang Bridge, and the Humen Second Bridge. These applications have proven the effectiveness and reliability of composite material anti-collision systems. After research and testing, a bridge pier anti-collision device that is different from the existing anti-collision system and can achieve both buffering and energy dissipation as well as environmental protection and anti-corrosion is proposed. Summary of the invention

[0004] The present invention aims to provide a bridge pier anti-ship collision facility and a layout method thereof, and aims to provide a bridge pier anti-ship collision device that can achieve buffering and energy dissipation as well as environmental protection and corrosion resistance.

[0005] The present invention provides the following technical solutions to achieve the above purpose: A ship collision prevention facility for a bridge pier, comprising an A-type anti-collision fender, the A-type anti-collision fender comprising at least one anti-collision device; when a plurality of anti-collision devices are provided, they are arranged at vertical intervals, and adjacent anti-collision devices are connected by connecting members; the anti-collision device comprises an anti-collision device box, a sealing cover is provided on the top of the anti-collision device box, a reinforcing member 1 is provided inside the anti-collision device box; the interior of the anti-collision device box is filled with buffer foam; the anti-collision device box is connected to the bridge pier by bolts; It also includes a B-type anti-collision fender, which includes the structure of an A-type anti-collision fender, and the anti-collision device at the top of the A-type anti-collision fender is upwardly connected to an L-shaped anti-collision device installation box through a connecting piece, the rear part of the anti-collision device installation box is arranged beyond the rear part of the anti-collision device, and a mounting piece is arranged at the rear end of the anti-collision device installation box.

[0006] The aforementioned anti-ship collision facility for bridge piers, the reinforcement member 1 includes two bolt mounting members, the bolt mounting members include two circular hole plates, the two circular hole plates are connected by a plurality of circular hole plate stiffening plates; the two bolt mounting members are connected to the inner wall of the anti-collision device box body through steel tube stiffening plate 1 to the left and right sides respectively; the two bolt mounting members are connected by steel tube stiffening plate 3; the two bolt mounting members are vertically connected to the bottom of the inner wall of the anti-collision device box body through steel tube stiffening plate 2 at the bottom, and connected to the top of the inner wall of the anti-collision device box body through steel tube stiffening plate 4 at the top.

[0007] The aforementioned anti-ship collision facility for bridge piers, the mounting member includes a bottom plate, the bottom plate is provided with mounting holes; a mounting plate is provided at the angle between the bottom plate and the rear end of the anti-collision device mounting box.

[0008] The aforementioned anti-ship collision facility for bridge piers has two reinforcement members arranged in the anti-collision device installation box, and the two reinforcement members include two vertical stiffening plates arranged vertically on the inner wall of the installation box and two annular stiffening plates arranged horizontally on the inner wall of the installation box.

[0009] The aforementioned anti-ship collision facility for bridge piers, the front corners of the anti-collision device box and / or the anti-collision device installation box are chamfered.

[0010] The aforementioned anti-ship collision facility for bridge piers, the connecting part includes a butt joint in the shape of a rectangular tube, with butt plates respectively arranged on the left and right sides of the butt joint, and stiffening plates respectively connected to the outer ends of the butt plates; it also includes a pin shaft and a high-strength bolt arranged in the left and right directions through the butt joint and the two butt plates.

[0011] The aforementioned anti-ship collision facility for bridge piers has a two-component polyurea coating on the outside of the anti-collision device box.

[0012] The aforementioned anti-ship collision facility for bridge piers, wherein the buffer foam is polyurethane closed-cell foam.

[0013] The above-mentioned arrangement method for bridge pier anti-collision facilities includes the following steps: producing type A anti-collision fenders and type B anti-collision fenders in advance; transporting the anti-collision facilities to the vicinity of the bridge area, and then transporting them to the vicinity of the bridge pier by a crane or a floating crane, setting up installation brackets around the bridge piers, setting up a hanging basket at the pier, and installing the fenders after drilling holes and planting reinforcement; during installation, installing type B anti-collision fenders on the piers, and the anti-collision device connected to the lowest part of the type B anti-collision fenders is lower than the lowest navigation water level at the bridge piers; installing type A anti-collision fenders on the towers, and the anti-collision device connected to the highest part of the type A anti-collision fenders is higher than the highest navigation water level at the bridge piers.

[0014] The present invention provides a ship collision prevention facility for bridge piers and a layout method thereof, which can effectively reduce the impact force of ships, protect bridges while also reducing damage to ships, and has the characteristics of being able to achieve buffering and energy dissipation as well as environmental protection and corrosion resistance; and the layout method of the present invention is simple, fast and reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 The structure of the B-type anti-collision fender of the present invention is shown in FIG. Figure 1 (The anti-collision device below and the connecting parts therebetween in the structure shown in the figure are type A anti-collision fenders); Figure 2 The structure of the present invention is schematically shown Figure 2 ; Figure 3 is a schematic diagram of the structure of the connecting piece; Figure 4 It is a three-view structural schematic diagram of the anti-collision device; Figure 5 This is a schematic diagram of the internal structure of the anti-collision device in the positive direction; Figure 6 A schematic diagram of the internal structure of the anti-collision device in a top-down direction; Figure 7 for Figure 5 Schematic diagram of the cross-sectional structure of AA; Figure 8 yes Figure 5 Schematic diagram of the cross-sectional structure of the middle BB; Fig. 9 yes Figure 5 Schematic diagram of the cross-sectional structure of the CC; Fig.10 yes Figure 5 Schematic diagram of the cross-sectional structure of DD; Fig.11 It is a structural schematic diagram of the anti-collision device installation box; Fig.12 yes Fig.11 Schematic diagram of the cross-sectional structure of EE; Fig.13 yes Fig.12 Schematic diagram of the cross-sectional structure of FF; Fig.14 It is a schematic diagram of the structure of the installation parts; Fig.15 It is a schematic diagram of the structure of the connecting parts; Fig.16 It is a design drawing of setting the present invention on Taihong Yangtze River Bridge; Fig.17 yes Fig.16 A schematic diagram of the arrangement structure of the present invention on the bridge tower No. ⑤ (front view); Fig.18 yes Fig.16 Schematic diagram of the arrangement structure of the present invention on the middle bridge pier No. ⑤ (right view); Fig.19 yes Fig.16 Schematic diagram of the arrangement structure of the present invention on the middle bridge pier No. ⑤ (top view); Figure numerals: 1, anti-collision device; 1-1, anti-collision device box; 1-2-sealing cover; 1-3-annular stiffening plate 1; 1-4-steel pipe stiffening plate 1; 1-5, bottom plate longitudinal ribs; 1-6, bottom plate transverse ribs; 1-7, steel pipe stiffening plate 2; 1-8, steel pipe stiffening plate 3; 1-9, steel pipe stiffening plate 4; 1-10, vertical stiffening plate 1; 1-11, circular hole plate; 1-12 circular hole plate stiffening plate; 2. Connecting parts; 2-1 stiffening plate; 2-2, butt plate; 2-3, butt joint; 2-4, high-strength bolt; 2-5, pin shaft; 3. Bolt holes; 4. Anti-collision device installation box; 4-1. Vertical stiffening plate 2; 4-2. Annular stiffening plate 2; 5. Mounting parts; 5-1. Base plate; 5-2. Mounting plate. DETAILED DESCRIPTION

[0016] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0017] Embodiment, a ship collision prevention device for a bridge pier, involving a structure reference Figure 1-15 shown.

[0018] This facility includes Type A anti-collision fenders and Type B anti-collision fenders.

[0019] Type A anti-collision fender includes at least one anti-collision device 1; when multiple anti-collision devices 1 are provided, they are provided at vertical intervals, and adjacent anti-collision devices 1 are connected by connectors 2; the anti-collision device 1 includes an anti-collision device box 1-1, a sealing cover 1-2 is provided on the top of the anti-collision device box 1-1, and a reinforcing member 1 is provided inside the anti-collision device box 1-1; the interior of the anti-collision device box 1-1 is filled with buffer foam; the anti-collision device box 1-1 is connected to the bridge pier by bolts. When this device is implemented, three anti-collision devices 1 are provided. High-strength bolts made of 304 stainless steel are selected as bolts. Among them, the sealing cover 1-2 is provided to facilitate the addition of buffer foam to the anti-collision device box 1-1, specifically, the sealing cover 1-2 is opened to fill it, and after the buffer foam is filled, it is sealed by the sealing cover 1-2.

[0020] The B-type anti-collision fender includes the aforementioned A-type anti-collision fender, and the anti-collision device 1 at the top is upwardly connected to an L-shaped anti-collision device installation box 4 through a connecting piece 2, the rear of the anti-collision device installation box 4 is arranged beyond the rear of the anti-collision device 1, and a mounting piece 5 is arranged at the rear end of the anti-collision device installation box 4. The L-shaped anti-collision device installation box 4 and the mounting piece 5 facilitate the installation and fixing of the device, and specifically, the B-type anti-collision fender can be arranged close to the bridge tower abutment and adapt to the abutment shape.

[0021] The reinforcement member 1 includes a plurality of bottom plate longitudinal ribs 1-5 and bottom plate transverse ribs 1-6 staggeredly arranged at the bottom of the inner wall of the anti-collision device box 1-1; it also includes a vertical stiffening plate 1-10 vertically arranged at the inner wall of the anti-collision device box 1-1 and an annular stiffening plate 1-3 horizontally annularly arranged at the inner wall of the anti-collision device box 1-1. The bottom plate longitudinal ribs 1-5, the bottom plate transverse ribs 1-6 and the annular stiffening plate 1-3 provide better impact resistance for the anti-collision device box 1-1.

[0022] The reinforcement member 1 includes two bolt mounting members, and the bolt mounting members include two circular hole plates 1-11, and the two circular hole plates 1-11 are connected by multiple circular hole plate stiffening plates 12; the two bolt mounting members are connected to the inner wall of the anti-collision device box 1-1 through steel pipe stiffening plates 1-14 respectively on the left and right sides; the two bolt mounting members are connected by steel pipe stiffening plates 3-8; the two bolt mounting members are vertically connected to the bottom of the inner wall of the anti-collision device box 1-1 through steel pipe stiffening plates 2-1-7 at the bottom, and connected to the top of the inner wall of the anti-collision device box 1-1 through steel pipe stiffening plates 4-1-9 at the top. The two bolt mounting members are used to provide installation positions for the bolts. The steel pipe stiffening plates at various positions provide installation strength in all directions, up and down, left and right, for the bolt mounting members, and also improve the impact resistance of the anti-collision device 1. Specifically, according to the attached drawings, the circular hole plate stiffening plates 12 of the device are set at the circular hole plates 1-11 in four pieces, up and down, left and right.

[0023] The mounting member 5 comprises a bottom plate 5-1, on which a mounting hole is provided; a mounting plate 5-2 is provided at the angle between the bottom plate 5-1 and the rear end of the anti-collision device mounting box 4. The bottom plate 5-1 is placed on the top of the bridge pier and fixed by bolts screwed into the mounting holes.

[0024] The anti-collision device installation box 4 is provided with a reinforcement member 2, which includes a vertical stiffening plate 2 4-1 vertically arranged on the inner wall of the installation box 4 and an annular stiffening plate 2 4-2 horizontally arranged on the inner wall of the installation box 4. The material and structure of the anti-collision device installation box 4 are similar to those of the anti-collision device 1, and the vertical stiffening plate 2 4-1 and the annular stiffening plate 2 4-2 provide better impact resistance.

[0025] The front corners of the anti-collision device box 1-1 and the anti-collision device installation box 4 are chamfered to reduce damage to the ship after collision.

[0026] The connector 2 includes a butt joint 2-3 in the shape of a rectangular tube, with butt plates 2-2 disposed on the left and right sides of the butt joint 2-3, and stiffening plates 2-1 connected to the two outer ends of the butt plates 2-2; and also includes a pin 2-5 and a high-strength bolt 2-4 disposed in the left and right directions through the butt joint 2-3 and the two butt plates 2-2. In the connector 2, the butt joint 2-3 and the butt plates 2-2 are connected by the high-strength bolt 2-5; the pin 2-4 plays the role of fixing and transmitting power; and the stiffening plates 2-1 welded on the butt plates 2-2 on both sides play the role of enhancing the stability and bearing capacity of the connector 2.

[0027] The anti-collision device housing 1-1 is provided with a two-component polyurea coating on the outside. The two-component polyurea coating is applied on the outer surface of the anti-collision device housing 1-1. The two-component polyurea coating has good corrosion resistance and can resist chemical corrosion in acid, alkali, chloride salt and humid environments. The anti-collision device installation housing 4 also uses the same coating.

[0028] Preferably, other structures are sprayed accordingly to ensure the anti-corrosion effect of the facility. The specific spraying system is: For the outer surface of the box, pre-treatment: sandblasting Sa2.5; anti-oxidation layer: two-component polyurea, layer / total thickness (μm): 9 / 3000; topcoat: epoxy resin reflective paint, layer / total thickness (μm): 1 / 25.

[0029] For the inner surface of the box, the surface of the stiffening plate and other internal components, pre-treatment: sandblasting Sa2.5; primer: epoxy zinc-rich, layer / total thickness (μm): 1 / 40; intermediate paint: epoxy micaceous iron, layer / total thickness (μm): 1 / 40; topcoat: acrylic polyurethane, layer / total thickness (μm): 1 / 35.

[0030] The corresponding painting requirements are: Painting requirements: 1) Before construction, the environmental conditions should be tested. The temperature should be between 5-38℃, the relative humidity should not be higher than 85%, and the steel plate temperature should be higher than the dew point by more than 3℃ before construction. Otherwise, measures should be taken or painting should be stopped (because various paints have different requirements for the environment, the specific technical parameters of the paint products should be used as the basis).

[0031] 2) Check the name, model, batch number, mixing ratio, proportioning method, applicable period and recoating time of the paint and thinner. Before mixing two-component paint, the base material should be stirred evenly, then the curing agent should be added, and then the thinner should be added in proportion. Use a pneumatic or electric mixer to stir thoroughly until the color is consistent and there is no precipitation at the bottom. The prepared paint should be used up within the applicable period. It is strictly forbidden to use paint that has exceeded the applicable period.

[0032] 3) Before spraying a large area, pre-coating should be carried out on the corners, welds, weld holes, back of stiffening ribs, and areas that are difficult to reach with the spray gun or the junction of two coating systems. The pre-coating should be done by brushing or roller.

[0033] 4) The spraying distance should be kept at about 350mm, and the spraying angle should be 80~90°: When spraying, the spray gun should move at a uniform speed parallel to the surface of the workpiece.

[0034] 5) The minimum and maximum painting intervals between each coat of paint should meet the requirements of the paint instructions. If the maximum interval is exceeded, necessary surface treatment should be carried out as required by the paint service provider before the next coat of paint can be applied.

[0035] 6) Do not expose to rain within 4 hours after painting, and the coating can be stored outdoors only after it is dry.

[0036] The buffer foam is polyurethane closed-cell foam. This device buffers the impact of ships and ensures the safety of the bridge structure by adding polyurethane closed-cell foam in the anti-collision device box 1-1. The mechanical performance requirements of polyurethane closed-cell foam are: water absorption rate of closed-cell sandwich material: ≤4.0%; flat compression strength of closed-cell sandwich material: ≥0.15Pa; flat compression elastic modulus of closed-cell sandwich material: ≥6MPa; polyurethane closed-cell foam filling requirements: During the injection process, it is necessary to control the injection amount and filling position of the polyurethane material, and fill in layers from bottom to top, with each layer of 100mm-200mm, to ensure that the internal filling is uniform and dense, and there will be no quality problems such as leakage. The filling material is selected according to the mechanical performance requirements to provide better damage resistance and impact absorption capacity: the filling of closed-cell energy-absorbing materials should be carried out after the inner surface of the box, the surface of the vertical support plate and other internal components are sandblasted and the anti-corrosion is completely dry and there is no residue of diluent and curing agent. Before filling, a test should be carried out to test the anti-corrosion layer and fill it with closed-cell energy-absorbing materials at an appropriate time after it is dried.

[0037] In the above structure, Q355B steel is used. Compared with the fiberglass shell, the steel shell and its welded steel components have better durability and impact resistance.

[0038] In the above device, the mounting hole on the bottom plate 5-1 and the hole on the circular hole plate 1-11 are the bolt holes 3; the installation method is that the anti-collision device mounting box 4 is placed on the top edge of the bridge pier, the three anti-collision devices are placed against the side of the bridge pier, and then the device is fixedly mounted on the bridge pier by bolts inserted into the bolt holes 3. The bolt holes 3 are selected to be installed and fixed on the bridge pier, and the device also has the characteristics of convenient disassembly, installation and adjustment.

[0039] When arranging the above-mentioned anti-ship collision facilities for bridge piers, the number of devices used, the number of anti-collision devices 1 and whether to set up anti-collision device installation boxes 4 can be determined according to the water level changes and the types of navigable ships, so as to ensure the safety of the bridge tower and avoid local scratches on the pier body. At the same time, once a ship collision accident occurs, first ensure that the bridge tower does not suffer major damage, and only the anti-collision device components are damaged, so that the repair work can be completed quickly; this anti-ship collision device is set close to the bridge tower pedestal, adapted to the pedestal shape and size, and is conducive to protecting the bridge pier from damage; the later maintenance can be carried out simultaneously with the main structure of the bridge, which is convenient and fast.

[0040] The use of this device solves the problem of damage caused by ships hitting bridge piers. The anti-collision device effectively reduces the impact force of the ship, protecting the bridge while also reducing damage to the ship. The design of this anti-collision device can prevent the impact force of the ship from being transmitted to the bridge structure, or extend the collision time of the ship by buffering and dissipating energy, reducing the impact force of the ship. In the event of a ship collision accident, first ensure that the bridge tower does not suffer major damage, and only damage the anti-collision device. After the unit anti-collision device is damaged, it is easy to repair and replace, and the repair work can be completed quickly, reducing maintenance and repair costs.

[0041] When the above structure is implemented specifically, it is preferably carried out according to the following method: produce type A anti-collision fenders and type B anti-collision fenders in advance; transport the anti-collision facilities to the vicinity of the bridge area, and then transport them to the vicinity of the bridge pier by a crane or a floating crane, set up installation brackets around the piers, set up a hanging basket at the piers, and install the fenders after drilling holes and planting reinforcement; during installation, install type B anti-collision fenders on the piers, and the anti-collision device 1 connected to the lowest part of the type B anti-collision fenders is lower than the lowest navigable water level at the piers; install type A anti-collision fenders on the tower columns, and the anti-collision device 1 connected to the highest part of the type A anti-collision fenders is higher than the highest navigable water level at the piers.

[0042] When the bridge pier anti-ship collision facility is used in Taihong Yangtze River Bridge according to the above method, it is used for bridge towers ④ and ⑤. Fig.16 As shown, taking the bridge tower No. ⑤ as an example, the specific layout method is referenced Figure 17-19 shown.

[0043] Implementation effect: 1. Arranging anti-collision fenders on the ④ and ⑤ bridge towers can effectively reduce the impact force of ships to below the resistance of the bridge towers, ensure the safety of the bridge, and avoid local scratches on the pier body; 2. Anti-collision fenders are easy to arrange, with a large effective protection range, and can play a protective role under all water levels: 3. This anti-collision system is suitable for most ship types and can protect ships of fortified tonnage and below: 4. The anti-collision fender can be made of traffic red RAL3020. The anti-collision fender can buffer and dissipate energy, and can also serve as a warning: 5. Once a ship collision occurs, first ensure that the bridge tower does not suffer major damage, and only the fender is damaged, so that the repair work can be completed quickly; 6. The anti-collision fender is set close to the bridge tower cap and adapts to the outer dimensions of the cap: 7. Later maintenance can be carried out simultaneously with the main structure of the bridge, which is convenient and quick.

[0044] The above is only a preferred specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can make equivalent substitutions or changes according to the technical solution and concept of the present application within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

1. A ship collision prevention facility for bridge piers, characterized in that: The invention comprises an A-type anti-collision fender, wherein the A-type anti-collision fender comprises at least one anti-collision device (1); when a plurality of the anti-collision devices (1) are provided, they are arranged at vertical intervals, and adjacent anti-collision devices (1) are connected via a connecting member (2); the anti-collision device (1) comprises an anti-collision device box (1-1), a sealing cover (1-2) is provided on the top of the anti-collision device box (1-1), and a reinforcing member 1 is provided inside the anti-collision device box (1-1); the interior of the anti-collision device box (1-1) is filled with buffer foam; and the anti-collision device box (1-1) is connected to the bridge pier via bolts; The invention also comprises a B-type anti-collision fender, wherein the B-type anti-collision fender comprises the structure of the A-type anti-collision fender, and an anti-collision device (1) at the top of the A-type anti-collision fender is connected upwardly to an L-shaped anti-collision device installation box (4) through a connecting piece (2), the rear part of the anti-collision device installation box (4) is arranged beyond the rear part of the anti-collision device (1), and a mounting piece (5) is arranged at the rear end of the anti-collision device installation box (4).

2. The anti-ship collision facility for bridge piers according to claim 1, characterized in that: The reinforcement member 1 comprises a plurality of bottom plate longitudinal ribs (1-5) and bottom plate transverse ribs (1-6) staggeredly arranged at the bottom of the inner wall of the anti-collision device box body (1-1); and also comprises a vertical stiffening plate 1 (1-10) vertically arranged at the inner wall of the anti-collision device box body (1-1) and an annular stiffening plate 1 (1-3) horizontally annularly arranged at the inner wall of the anti-collision device box body (1-1).

3. The anti-ship collision facility for bridge piers according to claim 2 is characterized in that: The reinforcement member 1 comprises two bolt mounting members, the bolt mounting members comprise two circular hole plates (1-11), the two circular hole plates (1-11) are connected via a plurality of circular hole plate stiffening plates (12); the two bolt mounting members are connected to the inner wall of the anti-collision device box (1-1) on the left and right sides respectively via steel tube stiffening plate 1 (14); the two bolt mounting members are connected via steel tube stiffening plate 3 (1-8); the two bolt mounting members are vertically connected at the bottom to the bottom of the inner wall of the anti-collision device box (1-1) via steel tube stiffening plate 2 (1-7), and at the top to the top of the inner wall of the anti-collision device box (1-1) via steel tube stiffening plate 4 (1-9).

4. The ship collision prevention device for bridge piers according to claim 1, characterized in that: The mounting member (5) comprises a bottom plate (5-1) on which a mounting hole is provided; a mounting plate (5-2) is provided at an angle between the bottom plate (5-1) and the rear end of the anti-collision device mounting box (4).

5. The ship collision prevention device for bridge piers according to claim 1 is characterized in that: A second reinforcement member is arranged in the anti-collision device installation box (4), and the second reinforcement member comprises a second vertical reinforcement plate (4-1) vertically arranged on the inner wall of the installation box (4) and a second annular reinforcement plate (4-2) horizontally annularly arranged on the inner wall of the installation box (4).

6. The ship collision prevention device for bridge piers according to claim 1, characterized in that: The front corners of the anti-collision device box (1-1) and / or the anti-collision device installation box (4) are chamfered.

7. The ship collision prevention device for bridge piers according to claim 1, characterized in that: The connecting member (2) comprises a butt joint (2-3) in the shape of a rectangular tube, with butt joint plates (2-2) respectively arranged on the left and right sides of the butt joint (2-3), and stiffening plates (2-1) respectively connected to the outer ends of the butt joint plates (2-2); and also comprises a pin shaft (2-5) and a high-strength bolt (2-4) arranged to pass through the butt joint (2-3) and the two butt joint plates (2-2) in the left and right directions.

8. The ship collision prevention device for bridge piers according to claim 1, characterized in that: The exterior of the anti-collision device box (1-1) is provided with a two-component polyurea coating.

9. The ship collision prevention device for bridge piers according to claim 1, characterized in that: The cushioning foam is a polyurethane closed-cell foam.

10. The method for arranging bridge pier anti-ship collision facilities according to any one of claims 1 to 9, characterized in that: The steps include: The A-type anti-collision fender and the B-type anti-collision fender are produced in advance; the anti-collision facilities are transported to the vicinity of the bridge area, and then transported to the vicinity of the bridge pier by a crane or a floating crane, and installation brackets are set up around the bridge piers, and a hanging basket is set up at the piers, and the fenders are installed after drilling holes and planting reinforcement; during installation, the B-type anti-collision fender is installed on the pier, and the anti-collision device (1) connected to the lowest part of the B-type anti-collision fender is lower than the lowest navigation water level at the bridge pier; the A-type anti-collision fender is installed on the tower column, and the anti-collision device (1) connected to the highest part of the A-type anti-collision fender is higher than the highest navigation water level at the bridge pier.

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