Automatic tracking bridge ship collision intercepting system

Abstract

The embodiment of the invention discloses an automatic tracking bridge ship collision intercepting system which comprises an overwater fixed protection platform, a ship collision intercepting device, a ship collision intercepting device and a ship collision intercepting device. The overwater fixed protection platform comprises a steel pipe pile driven into a batholith and a buoy capable of sliding along the steel pipe pile. One end of the guide type intercepting net is connected with the rolling shaft sleeve, and the other end is connected with the unmanned ship; when a ship collision risk exists, the unmanned ship drags the guiding type interception net to unfold, interception is formed in front of the ship, and meanwhile the unmanned ship is anchored to fix the position; after the ship collision risk is eliminated, the unmanned ship retracts the anchor, the rolling shaft sleeve controls and retracts the guiding type intercepting net through a motor, and the unmanned ship is dragged to stop beside the overwater fixed protection platform again; the guide type interception net comprises a framework steel cable, a nylon rope grid and a rubber guide sleeve; when the ship collides with the guiding type intercepting net, the unmanned ship drags the anchor to consume ship energy, the rubber guiding sleeve guides the ship to turn the bow, the ship collides with the overwater fixed protection platform, and the anti-collision air bag in the buoy consumes ship energy.

Description

Technical Field

[0001] This invention relates to the field of bridge-vehicle collision interception technology, and in particular to an automatic tracking bridge-vehicle collision interception system. Background Technology

[0002] With the construction of long bridges and the increasing size of ships, the problem of ship collisions with bridges has become increasingly prominent. Bridge collision protection measures are generally divided into two types: active collision protection and passive collision protection. Passive collision protection is generally further divided into independent and attached types. In the early days, many independent collision protection measures were adopted abroad, such as independent crash barriers and crash islands. However, because ship collisions are often caused by subjective human factors and the impact location is random, the protection range of independent collision protection facilities is limited.

[0003] In recent years, attached collision protection devices have been proposed, generally divided into fixed fenders and self-floating rigid casings. Devices attached to bridge piers are typically a combination of rigid casings and flexible composite materials. Attached collision protection devices are generally installed on the piers on both sides of the main navigation channel; installing collision protection devices on long, non-navigable channels is costly. Currently, flexible interception systems have been applied to collision protection in some bridge non-navigable channels. Flexible interception devices consist of anchor blocks, floats, and arresting nets. The impact force is generated by the ship dragging the arresting nets, which in turn drags the anchor blocks to the bottom of the water to dissipate energy. Flexible interception devices are susceptible to damage from harsh environments, such as anchor dragging and corrosion.

[0004] To achieve intelligent bridge management, many bridges are planning upgrades to their collision avoidance systems. Currently, active collision avoidance mainly involves identifying, tracking, and issuing warnings for oversized and veer-off-course vessels. This is typically achieved through technologies such as Automatic Identification Systems (AIS), Vessel Traffic Services Systems (VTS), cameras, and radar to locate and track vessels, and to issue warnings via loudspeakers and flashing lights. For controllable vessels, active warning systems can issue warnings within an effective range to correct abnormal vessels; however, they are currently ineffective against out-of-control vessels.

[0005] Currently, interception systems with active prevention capabilities are lacking, resulting in insufficient emergency response capabilities for long, non-navigable bridges. Shifting from fixed, passive protection to active, self-tracking interception would significantly improve collision prevention capabilities, but current technology still has obvious limitations. Patent CN102587327A invented a height-adaptive ship interception method. When a ship collides with the trigger cable or net of the interception device, if the impact force exceeds the breaking strength of the trigger cable, the trigger cable triggers a retractable connecting mechanism to rise rapidly, pulling the interception net upwards to catch the bow of the ship. The ship moves towards the bridge along with the interception net, pulling a connected chain. The chain pulls a sinker to the bottom of the water. The sinker, dragged by the ship, moves through the silt at the bottom, generating drag resistance and effectively stopping the ship. The adaptive nature of this invention lies in the adjustment of the interception net's height, and this height adjustment is limited by the retractable mechanism, making it similar to commonly used flexible protective facilities.

[0006] Patent CN102644250A discloses an active ship interception method. First, an image monitoring system is installed on both sides of the bridge railing. Then, ship interception devices are installed on both sides of the non-navigable section of the bridge. When a ship deviates from its course and enters the designated interception net activation zone, the image monitoring system transmits an activation command to the control system. The control system then raises the interception net on the water surface. When the ship collides with the net, the net catches the ship's bow, and the ship pulls the net towards the bridge. The net separates from its support rod under the ship's movement, pulling a connected chain. This chain pulls a sinker in the silt at the bottom of the water, generating drag and effectively stopping the incoming ship. This invention places the interception net underwater and raises it upon detecting a ship. This method addresses the problem of the net becoming submerged and ineffective when pushed underwater by a ship, but it remains a fixed protection method and cannot adapt to the randomness of ship collision locations.

[0007] Patent CN10569524A invented a high-friction ship arresting method; patent CN109235367A invented a fixed-point mooring multi-stage dragging anchor energy dissipation ship arresting facility; patent CN114575290A invented a ship arresting system. These three different arresting systems are improvements on the float, anchor block and arresting net, respectively. Although they have improved the arresting efficiency of the arresting system to a certain extent, they still lack mobility and have insufficient emergency protection capabilities.

[0008] Patent CN105544439A discloses a mobile vessel interception method for long bridges. At least one mobile vessel interception device is installed at the effective interception distance of the non-navigable passage of the long bridge. A monitoring system and an alarm are installed on the long bridge. The monitoring system monitors the vessel's course, speed, and position in real time. When the monitoring system detects a vessel deviating from the channel, it sends the monitored vessel's course, speed, and position to the control system. The control system then activates the alarm to issue a warning. If the vessel continues to deviate from the channel, the control system controls the mobile vessel interception device to move to the desired interception position to achieve vessel interception. The moving mechanism consists of two independently controlled, automatically controlled mobile floating vessels, which are fixed to the water surface by gravity anchors carrying winches. Patent CN222948894U discloses a mobile interception device for runaway vessels. Two floating support units are supported by two mobile platforms on the water surface, and two interception nets are set between the two support units to intercept abnormal vessels. The above invention solves the problem of the movement of the interception system on the water surface. However, since the mass of the liftable gravity anchor carried by the unmanned vessel is limited, and the device needs to lift the gravity anchor before moving in the event of a collision, the emergency response time is limited. In addition, the anchor is prone to drifting and loss under the influence of harsh environments.

[0009] In summary, the main measure for preventing ship collisions in long, non-navigable channels is a flexible interception system. Some inventions have proposed combining multi-source data control, such as computer vision, to control the interception system, allowing it to actively move to a designated location for interception. However, the following shortcomings still exist:

[0010] (1) The interception system has insufficient dynamic emergency response capability and low interception efficiency.

[0011] Currently, flexible interception systems have a fixed interception range, while active monitoring and early warning systems can only track and monitor ships using technologies such as AIS and radar, and cannot actively intervene in out-of-control vessels. Existing mobile interception systems are driven by unmanned surface vessels (USVs). Under normal circumstances, the USVs are anchored on the water surface with gravity anchors. After the system issues an alert for an abnormal vessel, the mobile interception system needs to first retrieve the gravity anchors, then move to the designated location, and then re-anchor with gravity anchors, resulting in low interception efficiency. Furthermore, because the interception net is connected to the USVs by support poles on both sides, the bow of the ship can easily push over the interception net, causing the interception to fail.

[0012] (2) It is easily damaged and its performance fails due to complex environment, resulting in high long-term maintenance costs.

[0013] Bridges in the sea face complex typhoon currents, while bridges over rivers are affected by floods. Fixed interception systems are susceptible to corrosion and damage to their pontoons and nets due to prolonged exposure to harsh environments. Mobile interception systems are prone to anchoring failure or even being swept away and lost by currents under extreme conditions. Flexible interception systems require regular maintenance of the nets, and if pontoons anchor, they need to be re-anchored and the interception system's alignment adjusted, resulting in a significant burden of maintenance costs for bridges. Summary of the Invention

[0014] This invention provides an automatic bridge-tracking ship collision interception system to solve the above-mentioned technical problems.

[0015] An automatic bridge-tracking vessel collision interception system includes:

[0016] A fixed protective platform on water includes steel pipe piles driven into the rock foundation and a buoy that can slide along the steel pipe piles. The buoy is equipped with a roller sleeve and an anti-collision airbag.

[0017] A guide-type interception net is connected at one end to the roller sleeve and at the other end to an unmanned surface vessel (USV). When there is no risk of collision, the guide-type interception net is rolled up onto the roller sleeve, and the USV docks beside the fixed waterborne protection platform. When there is a risk of collision, the USV tows the guide-type interception net to unfold, forming an interception in front of the vessel, while the USV anchors to secure its position. After the risk of collision is eliminated, the USV anchors, and the roller sleeve, controlled by a motor, retracts the guide-type interception net and tows the USV back to dock beside the fixed waterborne protection platform.

[0018] The guiding interception net includes a skeleton steel cable and a nylon rope mesh. A rubber guide sleeve is fitted on the vertical steel cable of the skeleton steel cable. When a ship hits the guiding interception net, the unmanned vessel drags anchor and consumes the ship's energy. The rubber guide sleeve guides the ship to turn its bow. When the turned bow hits the buoy, the anti-collision airbag inside the buoy consumes the ship's energy.

[0019] Optionally, the directional interception net, after being deployed, forms a certain angle with the direction of the ship's bow;

[0020] The angle between the side closer to the fixed protective platform on the water is made obtuse, so as to guide the ship to gradually move along the guide-type interception net toward the fixed protective platform on the water and collide with the buoy. The anti-collision airbags in the buoy consume the ship's energy.

[0021] When the preferred angle cannot be achieved, the included angle on the side farther from the fixed water protection platform is made obtuse to guide the ship to gradually move away from the bridge along the guide-type interception net.

[0022] Optionally, the number and location of the fixed water protection platforms are determined based on the width of the water area and the scope of the non-navigable channel protection zone;

[0023] The length of the deployed directional interception net is within 150m.

[0024] Optionally, the pontoon is sleeved on the outside of the steel pipe pile, and a sliding rail is provided between the pontoon and the steel pipe pile; when the water level changes, the pontoon adaptively adjusts its elevation along the sliding rail.

[0025] Limiting blocks are provided on the upper and lower sides of the slide rail to prevent the pontoon from detaching from the steel pipe pile.

[0026] Optionally, the outer shell of the pontoon is made of polymer material, the interior of the pontoon is provided with a grid, and the anti-collision airbags are disposed in each independent space between the grid and the outer shell;

[0027] The anti-collision airbag includes an air valve and a rubber bladder body, wherein the air valve is used to control the air pressure inside the rubber bladder body.

[0028] Optionally, the unmanned vessel is equipped with a fixed support rod for the interception net, and the fixed support rod for the interception net is connected to the guide-type interception net by a mechanical bayonet.

[0029] Optionally, the unmanned vessel is equipped with a variety of sensors. After the mechanical gate is disconnected, the unmanned vessel can navigate independently and use the various sensors to complete bridge detection and environmental parameter monitoring.

[0030] Optionally, the bridge inspection includes the detection of displacement, cracks, and scour depth of the hidden structures of the beam.

[0031] The environmental parameter monitoring includes flow velocity, tide level, and wind speed monitoring.

[0032] Optional, also includes:

[0033] An abnormal vessel monitoring system is used to locate and track vessels entering the bridge identification zone using bridge-side sensors;

[0034] The control center is used to predict whether a vessel will veer off course into the warning zone or exceed altitude limits based on monitoring data. When it is predicted that a vessel is about to enter the warning zone or exceed altitude limits, the unmanned vessel's interception position is determined based on the veer trajectory.

[0035] Optionally, the top of the steel pipe pile is equipped with a navigation warning light and an information transmission control unit, which can interact with the control center;

[0036] The unmanned vessel is equipped with a monitoring and control unit, which can navigate autonomously and be anchored by gravity based on the interception location sent by the control center.

[0037] In summary, this embodiment provides an automatic bridge-tracking vessel collision interception system, which can achieve the following beneficial effects:

[0038] 1) An emergency collision avoidance self-tracking interception system for non-navigable bridges is provided, which mainly solves the problem that current active early warning systems cannot actively intervene in abnormally out-of-control vessels. Compared with the existing mobile adaptive interception system, this embodiment combines a fixed platform with an unmanned vessel's autonomous tracking mode, which has both mobility and stability.

[0039] 2) Traditional protective measures operate independently and cannot be combined in an orderly manner. To improve protective capabilities, this embodiment proposes an integrated active collision avoidance system combining interception, guidance, and isolation. This system incorporates three flexible energy dissipation mechanisms: energy dissipation through anchor dragging by the unmanned vessel, energy dissipation through rubber guide sleeves guiding the vessel to turn its bow, and energy dissipation through collision airbags when the vessel impacts the buoys during bow turning. By integrating multiple collision avoidance mechanisms, the system effectively enhances collision avoidance capabilities.

[0040] 3) Traditional interception systems expose their netting and floats to the atmosphere for extended periods, making them highly susceptible to corrosion and damage, resulting in high maintenance costs. This embodiment employs an "electric roller opening and closing" design. Under normal circumstances, the guide netting is rolled up in the floats, and the unmanned surface vessel (USV) is fixed to a surface protection platform. Upon detecting an abnormal vessel, the USV is triggered to tow the netting to a designated location and deploy a gravity anchor. After the interception mission concludes, a motor on the surface protection platform retracts the netting, towing the USV back to the platform. This method reduces the time the guide netting is directly exposed to the marine environment, extending its service life. Furthermore, the USV, normally fixed to the surface protection platform, does not require anchoring, eliminating the risk of anchor loss and increasing the system's reliability in extreme environments. It also reduces daily maintenance costs. Additionally, the USV does not need to retract its anchor after detecting an abnormal vessel, increasing emergency response time. Attached Figure Description

[0041] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0042] Figure 1 This is a schematic diagram of the overall layout of a self-tracking bridge-to-ship collision interception system provided in an embodiment of the present invention;

[0043] Figure 2 This is a schematic diagram of the structure of a self-tracking bridge-to-ship collision interception system provided in an embodiment of the present invention;

[0044] Figure 3 This is a front view of a self-tracking bridge-to-ship collision interception system provided in an embodiment of the present invention;

[0045] Figure 4 This is a top view of a self-tracking bridge-to-ship collision interception system provided in an embodiment of the present invention;

[0046] Figure 5 This is a schematic diagram illustrating the working principle of a self-tracking bridge-ship collision interception system provided in an embodiment of the present invention.

[0047] Figure 6 This is a schematic diagram illustrating the energy consumption mechanism of a self-tracking bridge-to-ship collision interception system provided in an embodiment of the present invention;

[0048] Figure 7 This is a schematic diagram of an angle for guiding a ship toward a fixed waterborne protection platform, provided by an embodiment of the present invention.

[0049] Figure 8 This is a schematic diagram of a multi-functional monitoring system for a self-tracking bridge-ship collision interception system provided in an embodiment of the present invention. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0051] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0052] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0053] This embodiment provides a self-tracking bridge collision interception system, which focuses on intercepting abnormal vessel maneuvers on bridges in non-navigable areas, and is equipped with multiple sensors to detect underwater and concealed bridge structures.

[0054] Combination Figures 1 to 8 This embodiment provides an automatic bridge-tracking vessel collision interception system, mainly comprising a fixed waterborne protection platform 1, a guide-type interception net 2, an unmanned vessel 3, and anti-collision airbags 4. The overall arrangement of each part is as follows: Figure 1 As shown.

[0055] The number and location of the fixed water protection platform 1 are determined according to the width of the water area and the range of the non-navigable channel protection zone. The length of the guide-type interception net 2 after it is deployed should be set within 150m to prevent the interception net from being too long and having too large a verticality, thus failing to achieve the interception effect.

[0056] The main structure of the fixed protective platform 1 on the water is a steel pipe pile 11 driven into the bedrock. A pontoon is fitted around the outside of the steel pipe pile 11, and a sliding rail 12 is provided between the pontoon and the steel pipe pile 11. The pontoon can adaptively adjust its elevation according to changes in water level and the sliding rail 12. Limit blocks are located on the upper and lower sides of the sliding rail 12 to prevent the pontoon from detaching from the steel pipe pile 11. An information transmission control unit 13 is installed on the top of the steel pipe pile 11, which can interact with the remote control center on the bridge side. A navigational warning light 14 is also installed on the top of the steel pipe pile 11. Two roller sleeves 15 are installed inside the pontoon, fixed between the upper and lower end faces of the pontoon, and can be opened and closed by a motor control to guide the interception net 2. The outer shell 16 of the pontoon is made of polymer material, and a grid 17 is installed inside. Each independent space between the grid and the outer shell is equipped with an anti-collision airbag 4. The anti-collision airbag 4 includes an air valve 41 and a rubber bladder 42. The air valve 41 can control the air pressure of the rubber bladder 42.

[0057] The guide-type interception net 2 includes a skeleton steel cable 21 and a nylon rope mesh 22. The skeleton steel cable 21 includes horizontal steel cables and vertical steel cables. A rubber guide sleeve 23 is fitted on the vertical steel cable, and the rubber guide sleeve 23 can rotate around the vertical steel cable. The nylon rope mesh 22 can be a dense polymer nylon rope mesh.

[0058] The unmanned surface vessel 3 is equipped with a monitoring and control unit 31, which can autonomously navigate by receiving target positioning information from the bridge-side control center and is fixed by a gravity anchor 33. The unmanned surface vessel 3 is equipped with a net fixing support rod, which is connected to the guide net 2 via a mechanical bayonet 32.

[0059] Furthermore, this embodiment also deploys sensors on the bridge side to establish an abnormal vessel monitoring system. This system includes sensors such as cameras, laser altimeters, and AIS systems to locate and track vessels entering the identification zone and determine their navigation status in real time. Monitoring data is sent to the bridge-side control center, which generates the vessel's future trajectory in real time based on its historical position, determining whether the vessel has veered off course into the warning zone or exceeded its altitude limit. Simultaneously, the bridge-side control center communicates with the vessel and issues a warning. If the vessel is already out of control or cannot correct its course in time, the bridge-side control center determines the unmanned vessel's interception position based on the generated vehicular trajectory. After the unmanned vessel 3 is in position, it deploys a gravity anchor to intercept the abnormal vessel. After the interception mission is completed, the guide net 2 is retrieved by the motor of the fixed water protection platform 1. The unmanned vessel 3 is equipped with a signal receiver, which allows it to communicate with the bridge-side control center to control its route and also to perform detection and short-term anchoring monitoring operations under the bridge. The entire workflow is as follows: Figure 5 As shown.

[0060] Furthermore, the self-tracking bridge-vehicle collision interception system in this embodiment is a multi-mode energy-consuming system of "interception-guidance-isolation", such as... Figure 6 As shown, after the abnormal vessel monitoring system identifies an abnormal vessel, the control center predicts the interception location information of the abnormal vessel based on historical flight paths and sends it to the fixed protection platform 1 and the unmanned vessel 3. Upon receiving the control signal, the unmanned vessel 3 autonomously navigates to the interception location using the guide net 2 and anchors, causing the guide net 2 to open and form an interception. After the vessel collides with the guide net 2, the unmanned vessel 3 dissipates energy by dragging anchor, while the rubber guide sleeves on the guide net 2 guide the vessel to deviate from the bridge's course. When the deflected vessel collides with the fixed anti-collision platform 1, energy can be dissipated through the buoys filled with anti-collision airbags 4. All three energy dissipation methods are flexible energy dissipation modes, ensuring both the bridge's interception efficiency and maximizing the structural safety of the vessel. Specifically, the guide net 2, after opening, can form a certain angle with the bow direction, and the angle on the side closer to the fixed protection platform 1 is an obtuse angle. Figure 7 As shown in the diagram, the dashed arrows represent the direction of the ship's bow. This angle is more conducive to guiding the ship's bow towards the side where the fixed protective platform 1 is located, and the guide net 2 provides continuous linear guidance for the ship, which will gradually sail along the guide net 2 towards the fixed protective platform 1, utilizing the energy dissipation function of the anti-collision airbags 4. However, if due to space constraints, the guide net 2 cannot make the angle between the side closer to the fixed protective platform 1 and the side farther from the fixed protective platform 1 obtuse, it can also make the angle between the side farther from the fixed protective platform 1 obtuse, guiding the ship along the guide net 2 towards a direction away from the bridge.

[0061] Furthermore, to maximize the effectiveness of the self-tracking bridge collision interception system in this embodiment, the system functions can be expanded. During routine maintenance, the guide net 2 is retracted into the roller sleeve 15, and the unmanned vessel 3 is fixed to both sides of the fixed protection platform 1 on the water. The unmanned vessel 3 and the guide net 2 are connected via a mechanical latch 32. After the mechanical latch 32 is disconnected, the unmanned vessel 3 can operate independently. An interactive network is formed between the control center, the monitoring and control unit 31 on the unmanned vessel 3, and the information transmission and control unit 13 on the fixed protection platform 1 on the water, allowing control of the unmanned vessel 3 to anchor to the bridge for detection. The unmanned vessel 3 can be equipped with sensors such as cameras, lidar, and multibeam echo sounders to monitor displacement, cracks, and scour depth of hidden structures such as the lower part of the beam, piers, supports, and pile foundations. Simultaneously, the unmanned vessel 3 can also monitor environmental parameters such as current velocity, tide level, and wind speed. Figure 8 As shown.

[0062] In summary, this embodiment provides an automatic bridge-tracking vessel collision interception system, which can achieve the following beneficial effects:

[0063] 1) An emergency collision avoidance self-tracking interception system for non-navigable bridges is provided, which mainly solves the problem that current active early warning systems cannot actively intervene in abnormally out-of-control vessels. Compared with the existing mobile adaptive interception system, this embodiment combines a fixed platform with an unmanned vessel's autonomous tracking mode, which has both mobility and stability.

[0064] 2) Traditional protective measures operate independently and cannot be combined in an orderly manner. To improve protective capabilities, this embodiment proposes an integrated active collision avoidance system combining interception, guidance, and isolation. This system incorporates three flexible energy dissipation mechanisms: energy dissipation through anchor dragging by the unmanned vessel, energy dissipation through rubber guide sleeves guiding the vessel to turn its bow, and energy dissipation through collision airbags when the vessel impacts the buoys during bow turning. By integrating multiple collision avoidance mechanisms, the system effectively enhances collision avoidance capabilities.

[0065] 3) Traditional interception systems expose their netting and floats to the atmosphere for extended periods, making them highly susceptible to corrosion and damage, resulting in high maintenance costs. This embodiment employs an "electric roller opening and closing" design. Under normal circumstances, the guide netting is rolled up in the floats, and the unmanned surface vessel (USV) is fixed to a surface protection platform. Upon detecting an abnormal vessel, the USV is triggered to tow the netting to a designated location and deploy a gravity anchor. After the interception mission concludes, a motor on the surface protection platform retracts the netting, towing the USV back to the platform. This method reduces the time the guide netting is directly exposed to the marine environment, extending its service life. Furthermore, the USV, normally fixed to the surface protection platform, does not require anchoring, eliminating the risk of anchor loss and increasing the system's reliability in extreme environments. It also reduces daily maintenance costs. Additionally, the USV does not need to retract its anchor after detecting an abnormal vessel, increasing emergency response time.

[0066] 4) The condition of the bridge substructure and beam bottom generally requires regular inspection with specialized equipment, which is difficult to perform. The fixed water protection platform and unmanned vessel in this embodiment have flexible mobility and can be equipped with multiple sensors to achieve multi-functional structural inspection, thereby improving system efficiency, indirectly reducing operation and maintenance costs, and providing multi-functional monitoring capabilities while intercepting ship collisions.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of the present invention.

Claims

1. An automatic bridge-tracking vessel collision interception system, characterized in that, include: The fixed protective platform (1) on the water includes steel pipe piles (11) driven into the rock foundation, and a pontoon that can slide along the steel pipe piles (11), wherein the pontoon is provided with a roller sleeve (15) and an anti-collision airbag (4). A guide-type interception net (2) is connected at one end to the roller sleeve (15) and at the other end to the unmanned vessel (3). When there is no risk of collision, the guide-type interception net (2) is rolled up on the roller sleeve (15), and the unmanned vessel (3) is moored next to the fixed water protection platform (1). When there is a risk of collision, the unmanned vessel (3) pulls the guide-type interception net (2) to unfold, forming an interception in front of the ship, and at the same time, the unmanned vessel (3) anchors to a fixed position. After the risk of collision is eliminated, the unmanned vessel (3) anchors, and the roller sleeve (15) is controlled by a motor to retract the guide-type interception net (2) and pull the unmanned vessel (3) back to moor next to the fixed water protection platform (1). The guide-type interception net (2) includes a skeleton steel cable (21) and a nylon rope mesh (22). A rubber guide sleeve (23) is fitted on the vertical steel cable of the skeleton steel cable (21). When the ship hits the guide-type interception net (2), the unmanned vessel (3) drags anchor and consumes the ship's energy. The rubber guide sleeve (23) guides the ship to turn its bow. When the turned bow hits the buoy, the anti-collision airbag (4) inside the buoy consumes the ship's energy.

2. The automatic bridge-tracking vessel collision interception system according to claim 1, characterized in that: The guide-type interception net (2) is deployed at a certain angle to the direction of the bow of the ship; The angle between the side closer to the fixed protective platform (1) is made obtuse, so as to guide the ship to gradually sail along the guide net (2) toward the fixed protective platform (1) and collide with the buoy. The anti-collision airbag (4) in the buoy consumes the ship's energy. When the preferred angle cannot be achieved, the included angle on the side farther from the fixed water protection platform (1) is made obtuse, so as to guide the ship to gradually sail away from the bridge along the guide-type interception net (2).

3. The automatic bridge-tracking vessel collision interception system according to claim 1, characterized in that: The number and location of the fixed water protection platforms (1) are determined based on the width of the water area and the scope of the non-navigable channel protection zone.

4. The automatic bridge-tracking vessel collision interception system according to claim 1, characterized in that: The pontoon is sleeved on the outside of the steel pipe pile (11), and a slide rail (12) is provided between the pontoon and the steel pipe pile (11); when the water level changes, the pontoon adaptively adjusts its elevation along the slide rail (12); Limiting blocks are provided on the upper and lower sides of the slide rail (12) to prevent the pontoon from detaching from the steel pipe pile (11).

5. The automatic bridge-tracking vessel collision interception system according to claim 1, characterized in that: The outer shell (16) of the pontoon is made of polymer material, and the interior of the pontoon is provided with a grid (17). The anti-collision airbags (4) are disposed in the independent spaces between the grid and the outer shell. The anti-collision airbag (4) includes an air valve (41) and a rubber bladder (42), wherein the air valve (41) is used to control the air pressure inside the rubber bladder (42).

6. The automatic bridge-tracking vessel collision interception system according to claim 1, characterized in that: The unmanned vessel (3) is equipped with a fixed support rod for the interception net, and the fixed support rod for the interception net is connected to the guide-type interception net (2) through a mechanical bayonet (32).

7. The automatic bridge-tracking vessel collision interception system according to claim 6, characterized in that: The unmanned boat (3) is equipped with a variety of sensors. After the mechanical gate (32) is disconnected, the unmanned boat (3) can navigate independently and use the sensors to complete bridge detection and environmental parameter monitoring.

8. The automatic bridge-tracking vessel collision interception system according to claim 7, characterized in that: The bridge inspection includes the detection of displacement, cracks, and scour depth of the hidden structures of the beam. The environmental parameter monitoring includes flow velocity, tide level, and wind speed monitoring.

9. The automatic bridge-tracking vessel collision interception system according to claim 1, characterized in that, Also includes: An abnormal vessel monitoring system is used to locate and track vessels entering the bridge identification zone using bridge-side sensors; The control center is used to predict whether a vessel will veer off course into the warning zone or exceed altitude limits based on monitoring data. When it is predicted that a vessel is about to enter the warning zone or exceed altitude limits, the unmanned vessel's interception position is determined based on the veer trajectory.

10. The automatic bridge-tracking vessel collision interception system according to claim 9, characterized in that: The top of the steel pipe pile (11) is equipped with a navigation warning light (14) and an information transmission control unit (13), which can interact with the control center; The unmanned vessel (3) is equipped with a monitoring and control unit (31), which can navigate autonomously and be fixed by a gravity anchor (33) according to the interception position sent by the control center.

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