Bridge anti-collision system based on active and passive fusion and use method

Abstract

The invention relates to the technical field of bridge collision avoidance, in particular to a bridge collision avoidance system based on active and passive fusion and a use method.The system recognizes potential ship collision with a bridge through a recognition module and makes a decision, so that an early warning module actively gives an alarm, and the ship collision avoidance system is controlled through a guide rail sliding block device and an ejection air bag device. The air bag is ejected on an abnormal ship collision path, a flexible buffer barrier is formed, collision is avoided, the collision impact force can be reduced even if collision occurs, and the damage degree of a bridge is reduced. According to the system, the steps of risk identification, early warning, buffer protection and the like can be completed without manual intervention, rapid response can be ensured in emergency, and the reliability and the safety of the system are improved; the system adapts to different ship sizes, speeds and collision angles, has good applicability in bridge water areas with busy shipping, torrential water flow or many emergencies, can be adjusted in a customized manner according to bridge structural characteristics, and is suitable for ship collision prevention requirements of various bridges.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge anti-collision technology, and in particular to a bridge anti-collision system based on active and passive fusion and a use method thereof. Background Art

[0002] Collisions caused by unmanned vessels dragging anchor (often coupled with extreme weather events) or losing power (for example, the ship collision on the Key Bridge in Baltimore, USA, on March 26, 2024, which occurred after a mechanical failure caused a power loss) are becoming increasingly prominent safety issues. Even if traditional early warning systems issue timely alerts after such incidents, they are still unable to effectively prevent subsequent collisions. Existing technologies are significantly inadequate in responding to sudden failures such as loss of control and power loss, especially in complex operating environments. Furthermore, existing passive protection technologies are typically deployed only within the waters surrounding one or more bridge piers, providing fixed protection for only a specific pier and unable to be adjusted to meet actual collision scenarios. This results in low protection efficiency and significant limitations. Furthermore, existing passive protection technology units are often exposed to the harsh, dry-wet environment, making it difficult to maintain long-term performance and resulting in high protection costs. It can be seen that the existing active warning technology and passive protection technology are separated from each other and have failed to be organically integrated to form a protective whole. As a result, they have significant limitations in dealing with the problem of ship collisions with bridges (especially in extreme or abnormal operating scenarios), and have failed to effectively solve the increasingly serious problem of bridge-ship collisions. It is urgent to develop more advanced technical means to improve the protection effect. Summary of the Invention

[0003] The purpose of the present invention is to provide a bridge collision avoidance system and method of use based on active and passive fusion, in view of the fact that the existing bridge collision avoidance technology in the prior art has obvious deficiencies in its ability to cope with sudden failures such as loss of ship control and power loss, and is difficult to solve the problem of ships colliding with bridges.

[0004] In order to achieve the above object, the technical solution adopted by the present invention is: In a first aspect, the present invention provides a bridge collision avoidance system based on active-passive fusion, comprising: The active warning subsystem includes an identification module and a warning module. The identification module is installed on the bridge and is used to detect abnormal ships around the bridge in real time and perform risk assessment. The warning module is electrically connected to the identification module. When the risk assessment result of the identification module exceeds a set threshold, the first signal is sent to the early warning module, and the early warning module receives the first signal and sends a second signal; The passive protection subsystem includes a guide rail and slider device and an ejection airbag device, wherein the guide rail and slider device is arranged along the length direction of the bridge, and the ejection airbag device is arranged on the guide rail and slider device; After the second signal is sent, the identification module continues to perform risk assessment. When the risk assessment result exceeds the set threshold, a third signal is sent to the passive protection subsystem. The passive protection subsystem receives the third signal, and the guide rail slider device drives the ejection airbag device to move to the corresponding position of the abnormal ship. The ejection airbag device ejects the airbag onto the impact path of the abnormal ship.

[0005] The bridge collision avoidance system based on active and passive fusion described in the present invention is adopted. The recognition module identifies potential ships colliding with the bridge and makes a decision, so that the early warning module actively alarms, and the guide rail slider device and the ejection airbag device eject the airbag to the abnormal ship collision path to form a flexible buffer barrier to avoid abnormal ships from colliding with the bridge. In extreme cases, even if a collision occurs, the impact force of the impact can be reduced and the degree of damage to the bridge can be reduced. The system can complete risk identification, early warning, buffer protection and other steps without human intervention, ensuring a rapid response in emergency situations and improving the reliability and safety of the system. The system is adaptable to different ship sizes, speeds and collision angles, and has good applicability in bridge waters with busy shipping, turbulent water flow or many emergencies. At the same time, the system can be customized according to the structural characteristics of the bridge and is suitable for the ship collision prevention needs of various types of bridges.

[0006] As a preferred technical solution of the present invention, the identification module includes a sensor and an automatic identification system.

[0007] As a further preferred technical solution of the present invention, the sensor includes a laser radar and a high-definition camera.

[0008] As a preferred technical solution of the present invention, the early warning module includes an audible and visual alarm, a wireless signal transmitter and a remote communicator.

[0009] As a preferred technical solution of the present invention, the identification module and the early warning module are arranged on the guardrail of the bridge.

[0010] As a preferred technical solution of the present invention, the guide rail and slider device includes a guide rail and a slider; The guide rails are arranged along the entire length of the bridge; The slider includes at least one slider, which is slidably connected to the guide rail and can move along the guide rail.

[0011] As a further preferred technical solution of the present invention, the guide rail is arranged on the main beam of the bridge, and the guide rail is respectively provided on both sides of the main beam.

[0012] As a further preferred technical solution of the present invention, a driving mechanism is provided on the guide rail, and the driving mechanism drives the slider to move along the guide rail.

[0013] As a further preferred technical solution of the present invention, the ejection airbag device includes a mechanical ejection device, which is connected to the slider and can eject the airbag.

[0014] As a further preferred technical solution of the present invention, the mechanical ejection device is capable of ejecting the counterweight object and the airbag, and the airbag is connected to the counterweight object.

[0015] In a second aspect, the present invention further provides a method for using the bridge collision avoidance system based on active-passive fusion as described in any one of the above, comprising the following steps: S1. The recognition module monitors the dynamics of ships in the bridge waters in real time. When the recognition module detects that a ship has a potential risk of abnormal navigation trajectory, yaw, or abnormal speed, the recognition module identifies the ship's parameters and determines whether the ship has a risk of collision with the bridge. If the risk assessment result exceeds a set threshold, the recognition module sends the first signal to the early warning module. S2, the warning module receives the first signal and sends a second signal to issue a warning, alerting pedestrians and vehicles on the bridge, other ships under the bridge, abnormal ship drivers, the bridge management center, and regulatory authorities; S3. The identification module continues real-time monitoring. If the abnormal ship can avoid collision by making corrections after the warning, and the risk assessment result does not exceed the set threshold, the alarm is lifted. If the abnormal ship does not make corrections or collision cannot be avoided after corrections, and the risk assessment result still exceeds the set threshold, the identification module sends the third signal to the passive protection subsystem; S4. After the third signal is sent, the guide rail slider device drives the ejection airbag device to move to the position corresponding to the abnormal ship. The ejection airbag device ejects the airbag onto the collision path of the abnormal ship. The airbag is deployed to form a flexible buffer barrier.

[0016] The present invention provides a method for using a bridge collision avoidance system based on active and passive fusion, wherein the recognition module identifies potential ships colliding with the bridge and makes a decision, so that the early warning module actively alarms, and the guide rail slider device and the ejection airbag device eject the airbag toward the abnormal ship collision path to form a flexible buffer barrier to avoid collision between abnormal ships and bridges. In extreme cases, even if a collision occurs, the impact force of the collision can be reduced, and the degree of damage to the bridge can be reduced; the system can complete risk identification, early warning, buffer protection and other steps without human intervention, ensuring a rapid response in emergency situations and improving the reliability and safety of the system; the system is adaptable to different ship sizes, speeds and collision angles, and has good applicability in bridge waters with busy shipping, turbulent water flow or many emergencies. At the same time, the system can be customized according to the structural characteristics of the bridge, and is suitable for the ship collision prevention needs of various types of bridges.

[0017] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: The bridge collision avoidance system and method of use based on active-passive fusion described in the present invention identifies potential ship collisions with bridges and makes decisions through the identification module, so that the early warning module actively alarms, and ejects the airbags onto the collision path of abnormal ships through the guide rail slider device and the ejection airbag device to form a flexible buffer barrier to avoid collisions between abnormal ships and bridges. In extreme cases, even if a collision occurs, the impact force of the collision can be reduced, and the degree of damage to the bridge can be reduced; the system can complete risk identification, early warning, buffer protection and other steps without human intervention, ensuring a rapid response in emergency situations and improving the reliability and safety of the system; the system is adaptable to different ship sizes, speeds and collision angles, and has good applicability in bridge waters with busy shipping, turbulent water flow or many emergencies. At the same time, the system can be customized according to the structural characteristics of the bridge, and is suitable for the ship collision prevention needs of various types of bridges. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of the three-dimensional structure of the bridge anti-collision system; Figure 2 This is a schematic diagram of the top view of the bridge anti-collision system; Figure 3 This is a side structural diagram of the bridge anti-collision system; Figure 4 This is a schematic flow diagram of Example 2; Figure 5 Schematic diagram of the process of Example 3.

[0019] Markings in the figure: 100-identification module; 200-early warning module; 300-guide rail and slider device, 310-guide rail, 320-slider; 400- ejection airbag device, 410- mechanical ejection device, 420- airbag, 430- counterweight; 500-bridge; 600- Abnormal Ship. DETAILED DESCRIPTION

[0020] The present invention will be further described in detail below in conjunction with test examples and specific embodiments. However, this should not be understood as limiting the scope of the present invention to the following embodiments, and all technologies implemented based on the present invention fall within the scope of the present invention.

[0021] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or positional relationship, such as "upper", "lower", "left", "right", "center", "inside", and "outside", are based on the expressions of the orientation or positional relationship shown in the accompanying drawings, or are the orientation or positional relationship in which the invented product / device / apparatus is placed when it is conventionally used. These terms of orientation or positional relationship are merely for the purpose of facilitating the description of the scheme of the present invention or simplifying the description of the specific embodiments to facilitate the rapid understanding of the scheme by technicians, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship, and therefore should not be understood as limiting the present invention.

[0022] In addition, if the terms "horizontal", "vertical", "overhanging", "parallel" and the like appear, it does not mean that the corresponding devices / components / elements are required to be absolutely horizontal or vertical or overhanging or parallel, but may be slightly tilted or have deviations. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but may be slightly tilted. Alternatively, it can be simply understood that the corresponding devices / components / elements are set in directions such as "horizontal", "vertical", "overhanging", and "parallel", and can have an error / deviation of ±10% relative to the corresponding direction setting, more preferably an error / deviation within ±8%, more preferably an error / deviation within ±6%, more preferably an error / deviation within ±5%, and more preferably an error / deviation within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its role in the solution of the present invention.

[0023] In addition, the expressions “first”, “second”, “third”, etc. in the terms are merely used to distinguish the description of the same or similar components, and should not be understood as emphasizing or implying the relative importance of specific components.

[0024] In addition, in the description of the embodiments of the present invention, "several," "plurality," and "a number" represent at least two. It can also be any number such as two, three, four, five, six, seven, eight, nine, or even more than nine.

[0025] Furthermore, in the description of the technical solution of the present invention, unless otherwise expressly specified, defined, or limited, the terms "disposed," "installed," "connected," "connected," "provided with," "laid," and "arranged" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections. They may be welded, riveted, bolted, threaded, or other commonly used connection methods in the art. Such connections may be mechanical, electrical, or communicative; they may be direct, indirect via an intermediate medium, or internally connected between two components.

[0026] In the related art, current anti-collision technologies are mainly divided into two categories: passive protection measures based on physical isolation or energy dissipation (such as anti-collision fenders, anti-collision piles, artificial islands, etc.) and active early warning measures that rely on monitoring and identification technology. Passive protection measures have high reliability, but have shortcomings such as high cost, poor durability, increased water-blocking area, and difficulty in reuse. In addition, the quality of related products on the market is uneven, and the actual service performance is difficult to guarantee. Active early warning measures can identify potential risks in advance, but their effectiveness depends on the normal operation of the ship's power system and the timely response of the driver. Although this technology has reduced the probability of ship collision accidents to a certain extent in recent years, for collision accidents caused by ship loss of power or anchoring (such as the Baltimore Key Bridge ship collision accident in the United States in 2024), even if the early warning system issues an alarm, it is still difficult to avoid accidents. Through statistical analysis of collision accidents in recent years, it can be seen that traditional early warning technologies have limited effect in dealing with such complex situations and cannot effectively prevent sudden collision incidents. For this reason, the technical solution of the present application was produced, and the following is combined with Figures 1 to 5 To elaborate.

[0027] Example 1 like Figures 1 to 4 As shown, the bridge collision avoidance system based on active and passive fusion described in the present invention includes an active warning subsystem and a passive protection subsystem.

[0028] The active warning subsystem includes an identification module 100 and an early warning module 200 . The identification module 100 and the early warning module 200 are arranged on the bridge 500 , and specifically can be arranged on the guardrail of the bridge 500 .

[0029] The recognition module 100 uses multi-sensor fusion recognition technology. The recognition module 100 includes sensors (such as lidar and high-definition cameras) and an automatic identification system (such as AIS). The recognition module 100 is used to detect abnormal ships 600 around the bridge 500 in real time and perform risk assessment, that is, to detect the potential risk of ships colliding with the bridge 500 around the bridge 500 in real time.

[0030] The early warning module 200 is electrically connected to the identification module 100. The early warning module 200 is used to issue early warning information when a risk is identified. The early warning module 200 includes an audible and visual alarm, a wireless signal transmitter and a remote communicator to issue an alarm to pedestrians and vehicles on the bridge 500, other ships under the bridge 500, the driver of the abnormal ship 600, the bridge 500 management center, and the regulatory department.

[0031] That is, when the risk assessment result of the identification module 100 exceeds the set threshold, the identification module 100 sends a first signal to the early warning module 200 , and the early warning module 200 receives the first signal and sends a second signal.

[0032] The passive protection subsystem includes a guide rail slider device 300 and an ejection airbag device 400 . The guide rail slider device 300 is arranged along the length direction of the bridge 500 , and the ejection airbag device 400 is arranged on the guide rail slider device 300 .

[0033] The guide rail slider device 300 includes a guide rail 310 and a slider 320. The guide rail 310 is arranged along the entire length of the bridge 500. The guide rail 310 can be specifically arranged on the main beam of the bridge 500, and the guide rail 310 is respectively provided on both sides of the main beam; each of the sliders 320 on the guide rail 310 includes at least one, and the slider 320 is slidably connected to the guide rail 310, and the slider 320 can move along the guide rail 310.

[0034] In some optional embodiments, a driving mechanism is provided on the guide rail 310, and the driving mechanism drives the slider 320 to move along the guide rail 310. For example, a rack is provided on the guide rail 310, and the slider 320 is connected to a gear, and the gear is engaged with the rack. The driving mechanism includes a motor, and the motor is connected to the gear via a reducer. The motor drives the gear to rotate, and the gear can move along the rack, thereby driving the slider 320 to move along the guide rail 310; or for example, driving wheels are provided at both ends of the bridge 500, and a pull rope is wound around the driving wheel. The driving mechanism includes a motor, and the motor is connected to the driving wheel via a reducer. The motor at one end drives the driving wheel. The pull rope is wound around the slider 320, and the pull rope pulls the slider 320 to move along the guide rail 310, while the driving wheel at the other end releases the rope; or for example, a driving wheel is set at one end of the bridge 500, and a driven wheel is set at the other end, and a pull rope is set between the driving wheel and the driven wheel, similar to a belt mechanism, and the driving mechanism includes a motor, and the motor is connected to the driving wheel through a reducer, and the pull rope is connected to the slider 320, and the driving wheel is driven by the motor to rotate, driving the pull rope to pull the slider 320 to move along the guide rail 310. A sprocket mechanism can also be used here. It can be seen that if there is only one slider 320 on the guide rail 310, it can be set in the above three ways. If there are multiple sliders 320 on the guide rail 310, each slider 320 needs to correspond to one driving mechanism.

[0035] The ejection airbag device 400 includes a mechanical ejection device 410, which is connected to the slider 320. The mechanical ejection device 410 can eject the airbag 420 and the airbag 420 is connected to the counterweight object 430. The counterweight object 430 ensures that the landing point of the airbag 420 is accurate.

[0036] After the second signal is sent, the identification module 100 continues to perform risk assessment. When the risk assessment result exceeds the set threshold, a third signal is sent to the passive protection subsystem. The passive protection subsystem receives the third signal, and the guide rail slider device 300 drives the ejection airbag device 400 to move to the corresponding position of the abnormal ship 600. The ejection airbag device 400 ejects the airbag 420 and the counterweight object 430 onto the impact path of the abnormal ship 600, effectively providing physical protection for the bridge 500 and its related facilities.

[0037] In some optional embodiments, the airbag 420 adopts a delayed inflation method. Specifically, the airbag 420 includes an airbag body, a delay component and an inflation component. The delay component and the inflation component are connected to the airbag body. After the mechanical ejection device 410 ejects the airbag 420, it triggers the delay component to start and delays the start of the inflation component. Generally speaking, the delay time is almost equal to the time it takes for the airbag body to reach the water surface, which is conducive to the inflation and expansion of the airbag body on the water surface.

[0038] In some optional embodiments, the airbag 420 adopts the technical principle of an inflatable life jacket. After falling into the water, the airbag 420 is immersed in water, causing the water-sensitive element in the automatic device to soften, the firing pin to lose its obstruction, and the spring to stretch and push the firing pin to pierce the sealing membrane of the gas cylinder. CO2 or inert gas is filled into the airbag 420 to generate buoyancy, so that the airbag 420 can automatically inflate and expand after being ejected into the water.

[0039] The bridge collision avoidance system based on active and passive fusion described in the present invention identifies potential ship collisions with the bridge 500 through the recognition module 100 and makes a decision, so that the early warning module 200 actively issues an alarm. It adopts multi-sensor fusion technologies such as lidar, high-definition camera, AIS, etc., and can monitor the movement status of the ship in real time, identify potential collision risks in advance, and issue alarms in time, so that ship drivers and bridge management departments can take effective avoidance measures, thereby reducing the probability of ships colliding with the bridge 500 from the source.

[0040] The bridge anti-collision system based on active-passive fusion described in the present invention can quickly deploy the airbag 420 to the optimal buffer position on the expected impact path of the ship through the guide rail slider device 300 and the ejection airbag device 400, greatly reducing the response time of the protective device, ensuring that the deployment is completed before the ship approaches the bridge 500, and improving the adaptability and reliability of the anti-collision system.

[0041] In the bridge anti-collision system based on active and passive fusion described in the present invention, the airbag 420 is rapidly deployed and inflated before a ship impacts, forming a flexible buffer barrier. The viscous energy dissipation effect of the airbag 420 and the solid-state coupling of the water flow, as well as the inertial damping provided by the counterweight 430, can effectively absorb and dissipate the kinetic energy of the ship, thereby preventing the ship from impacting the bridge 500. Even in extreme cases of impact, the system can still significantly reduce the impact force and minimize damage to the bridge 500. The bridge collision avoidance system based on active-passive fusion described in the present invention can complete risk identification, early warning, buffer protection and other steps without human intervention, ensuring a rapid response in emergency situations and improving the reliability and safety of the system.

[0042] The bridge collision avoidance system based on active and passive fusion described in the present invention can adapt to different ship sizes, speeds and collision angles, and has good applicability in bridge waters with busy shipping, turbulent water flow or many emergencies. At the same time, the system can be customized according to the structural characteristics of the bridge 500, and is suitable for the ship collision prevention needs of various types of bridges 500.

[0043] Example 2 like Figures 1 to 4 As shown, the method for using the bridge collision avoidance system based on active and passive fusion described in the present invention utilizes the bridge collision avoidance system based on active and passive fusion as described in Example 1, and the method includes the following steps: S1. The recognition module 100 monitors the dynamics of ships in the waters around the bridge 500 in real time. When the recognition module 100 detects that a ship has a potential risk of an abnormal navigation trajectory, yaw, or abnormal speed, the recognition module 100 identifies the ship's parameters (e.g., ship speed, ship height, tonnage, etc.) and uses a judgment model to determine whether the ship has a risk of collision with the bridge 500. Once it is confirmed that the ship is a potential threat, that is, if the risk assessment result exceeds a set threshold, the recognition module 100 sends the first signal to the early warning module 200 (e.g., real-time collection of the ship's position information, heading, speed, and other key parameters, forming a panoramic view of the ship's motion status after preprocessing and data fusion, and comparing the actual track with the preset safe channel and safety threshold. Once yaw, abnormal track, or abnormal speed caused by human error or abnormal behavior is detected, the decision model in the recognition module 100 initiates a risk assessment program to perform real-time quantitative analysis of the potential risk of collision between the ship and the bridge).

[0044] S2. The early warning module 200 receives the first signal and sends a second signal for early warning. It can issue an alarm to pedestrians and vehicles on the bridge 500, other ships under the bridge 500, the driver of the abnormal ship 600, the bridge 500 management center, and the regulatory department through sound and light alarms, wireless signal transmission or remote communication, and remind them to take avoidance measures.

[0045] The identification module 100 continues real-time monitoring. If the abnormal vessel 600 can avoid collision by making corrections after the early warning, and the risk assessment result does not exceed the set threshold, the alarm is lifted.

[0046] The data recording and analysis module also records sensor data, risk assessment parameters, warning signals, and responses throughout the entire warning process, providing a scientific basis for subsequent accident analysis and system optimization. Through this process, the active warning subsystem promptly identifies, issues warnings, and provides corrective intervention when a vessel deviates from its normal course due to human error, effectively reducing the risk of collision between the vessel and the bridge.

[0047] In this embodiment, the safety threshold is established by integrating multiple parameters such as the heading deviation angle and abnormal speed, with the help of a large amount of historical data as a reference to form a comprehensive judgment system for determining whether the ship is in an abnormal state and may pose a risk of collision with the bridge 500.

[0048] The present invention provides a method for using a bridge collision avoidance system based on active-passive fusion. The identification module 100 identifies a potential ship collision with a bridge 500 and makes a decision, so that the warning module 200 issues an active alarm. The system can complete risk identification, warning and other steps without human intervention, ensuring a rapid response in an emergency and improving the reliability and safety of the system.

[0049] Example 3 like Figures 1 to 5 As shown, the method for using the bridge collision avoidance system based on active and passive fusion according to the present invention, based on Example 2, further includes the following steps: S3. The identification module 100 continues real-time monitoring. If the abnormal ship 600 has not been corrected or the collision cannot be avoided after correction, and the risk assessment result still exceeds the set threshold, the identification module 100 sends the third signal to the passive protection subsystem.

[0050] S4. After the third signal is transmitted, the guide rail slider assembly 300 drives the airbag ejection assembly 400 to the position corresponding to the abnormal vessel 600. The airbag ejection assembly 400 ejects the airbag 420 and the counterweight 430 toward the impact path of the abnormal vessel 600. The airbag 420 deploys to form a flexible buffer barrier. Once the airbag 420 enters the water, the counterweight 430 ensures that the airbag 420 remains stably suspended at the predetermined position under the influence of the water flow, preventing it from shifting due to interference from the water flow.

[0051] The entire protection process is fully automated by an intelligent control system, which records key data (such as ship dynamics, airbag deployment location, and collision energy absorption) in real time, providing a scientific basis for subsequent accident analysis and protection system optimization. Through these improvements, this embodiment effectively enhances the reliability of the passive protection subsystem in complex water flow environments, ensuring that the buffer protection barrier can be accurately deployed and stably perform its protective function, thereby further reducing damage to the bridge 500 structure caused by ship collisions.

[0052] In this embodiment, after the airbag 420 and the counterweight 430 are launched to the optimal buffer position along the vessel's predicted impact path, the counterweight 430 is anchored to the bottom of the water flow by gravity, ensuring that the airbag 420 maintains a stable position despite the disturbances of the water flow. After the abnormal vessel 600 impacts the airbag 420, the vessel, the airbag 420, and the counterweight 430 form a single moving unit. During this process, the vessel's kinetic energy is gradually dissipated through the viscous energy dissipation effect generated by the solid-state coupling between the airbag 420 and the water flow, as well as the inertial damping provided by the counterweight 430.

[0053] The present invention describes a method for using a bridge collision avoidance system based on active-passive fusion. Through the guide rail slider device 300 and the ejection airbag device 400, the airbag 420 is ejected toward the collision path of the abnormal ship 600 to form a flexible buffer barrier, reduce the impact force of the collision, and reduce the degree of damage to the bridge 500. The system can complete risk identification, early warning, buffer protection and other steps without human intervention, ensuring a rapid response in an emergency and improving the reliability and safety of the system. The system is adaptable to different ship sizes, speeds and collision angles, and has good applicability in bridge waters with busy shipping, turbulent waters or more emergencies. At the same time, the system can be customized according to the structural characteristics of the bridge and is suitable for the ship collision prevention needs of various types of bridges.

[0054] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A bridge collision avoidance system based on active and passive fusion, characterized in that: include: An active warning subsystem comprises an identification module (100) and an early warning module (200), wherein the identification module (100) is arranged on a bridge (500), the identification module (100) is used to detect abnormal ships (600) around the bridge (500) in real time and perform risk assessment, and the early warning module (200) is electrically connected to the identification module (100); when the risk assessment result of the identification module (100) exceeds a set threshold, a first signal is sent, and the early warning module (200) receives the first signal and sends a second signal for early warning; The passive protection subsystem comprises a guide rail slider device (300) and an ejection airbag device (400), wherein the guide rail slider device (300) is arranged along the length direction of the bridge (500), and the ejection airbag device (400) is arranged on the guide rail slider device (300); after the second signal is sent, the identification module (100) continues to perform risk assessment, and sends a third signal after the risk assessment result exceeds a set threshold value. The passive protection subsystem receives the third signal, and the guide rail slider device (300) drives the ejection airbag device (400) to move to the corresponding position of the abnormal ship (600), and the ejection airbag device (400) ejects the airbag (420) onto the collision path of the abnormal ship (600).

2. The bridge collision avoidance system based on active and passive fusion according to claim 1 is characterized in that: The identification module (100) includes a sensor and an automatic identification system.

3. The bridge collision avoidance system based on active and passive fusion according to claim 2 is characterized in that: The sensors include laser radar and high-definition cameras.

4. The bridge collision avoidance system based on active and passive fusion according to claim 1 is characterized in that: The early warning module (200) comprises an audible and visual alarm, a wireless signal transmitter and a remote communicator.

5. The bridge collision avoidance system based on active and passive fusion according to claim 1 is characterized in that: The identification module (100) and the early warning module (200) are arranged on the guardrail of the bridge (500).

6. The bridge collision avoidance system based on active and passive fusion according to any one of claims 1 to 5, characterized in that: The guide rail and slider device (300) comprises: A guide rail (310) is provided along the entire length of the bridge (500); The slider (320) includes at least one slider (320), which is slidably connected to the guide rail (310) and can move along the guide rail (310).

7. The bridge collision avoidance system based on active and passive fusion according to claim 6 is characterized in that: The guide rail (310) is arranged on the main beam of the bridge (500), and the guide rail (310) is respectively arranged on both sides of the main beam.

8. The bridge collision avoidance system based on active and passive fusion according to claim 6 is characterized in that: The ejection airbag device (400) includes a mechanical ejection device (410), the mechanical ejection device (410) is connected to the slider (320), and the mechanical ejection device (410) is capable of ejecting the airbag (420).

9. The bridge collision avoidance system based on active and passive fusion according to claim 8 is characterized in that: The mechanical ejection device (410) is capable of ejecting the counterweight object (430) and the airbag (420), and the airbag (420) is connected to the counterweight object (430).

10. A method for using the bridge collision avoidance system based on active-passive fusion according to any one of claims 1 to 9, characterized in that: The following steps are involved: S1, the identification module (100) monitors the dynamics of ships in the waters of the bridge (500) in real time. When the identification module (100) detects that a ship has a potential risk of abnormal navigation trajectory, yaw or abnormal speed, the identification module (100) identifies the parameters of the ship and determines whether the ship has a risk of collision with the bridge (500). If the risk assessment result exceeds a set threshold, the identification module (100) sends the first signal to the early warning module (200); S2, the warning module (200) receives the first signal and sends a second signal to issue a warning, thereby issuing an alarm to pedestrians and vehicles on the bridge (500), other ships under the bridge (500), the driver of the abnormal ship (600), the bridge (500) management center, and the regulatory department; S3, the identification module (100) continues real-time monitoring, and if the abnormal ship (600) can avoid collision by making corrections after the warning, and the risk assessment result does not exceed the set threshold, the alarm is lifted; If the abnormal ship (600) has not been corrected or the collision cannot be avoided after correction, and the risk assessment result still exceeds the set threshold, the identification module (100) sends the third signal to the passive protection subsystem; S4. After the third signal is sent, the guide rail slider device (300) drives the ejection airbag device (400) to move to a position corresponding to the abnormal ship (600), and the ejection airbag device (400) ejects the airbag (420) onto the collision path of the abnormal ship (600), and the airbag (420) is deployed to form a flexible buffer barrier.

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