Bridge remote anti-ship collision device for pipeline and construction method

Abstract

The application relates to a bridge remote anti-ship collision device for pipeline avoidance and a construction method, aiming at the problems of the existing technology, such as the layout limitation under the scene of pipelines near the bridge, the risk of secondary collision with the bridge and the like, a collaborative protection system of remote buffer energy absorption and linkage warning and blocking is constructed, and double goals of pipeline avoidance and bridge anti-ship collision are achieved; and the device comprises: a remote anti-collision facility arranged outside the pipeline protection range, a segmented linkage chain system connecting the anti-collision facility and the bridge, a multi-dimensional collaborative warning system and an intelligent monitoring module; wherein the protection pile group forms an overall force structure through the connecting beam, the elastic buffer hinge accurately matches the ship impact force, and the intelligent monitoring realizes real-time state early warning. The application has the advantages of simple structure, convenient construction, intelligent operation and maintenance, and can be widely applied to the anti-ship collision engineering of the bridge crossing the waterway.

Description

Technical Field

[0001] This invention belongs to the field of bridge engineering and waterway safety protection technology, and relates to a bridge long-distance anti-ship collision device and construction method for avoiding pipelines. Background Technology

[0002] As a key hub in waterway and land transportation networks, the structural safety of waterway bridges directly affects the operational efficiency of waterways and the safety of public life and property. With the increasing size of inland waterway vessels and the growing congestion of waterways, the risk of ships colliding with bridges due to loss of control has significantly increased, making bridge collision prevention technology one of the core research directions in the field of waterway engineering.

[0003] Existing bridge collision avoidance technologies are mainly divided into three categories, but all of them have obvious shortcomings in adaptability to different scenarios: One approach involves close-range pile-based anti-collision structures. These structures, which utilize the structural rigidity to resist ship collisions by deploying anti-collision piles and piers near the bridge piers, are currently the mainstream passive protection method. However, such structures need to be deployed close to the bridge to effectively avoid the risk of ships colliding with it at an angle. But the vicinity of urban bridges is often densely populated with underground / underwater pipelines such as water supply, drainage, gas, and electricity. According to standards such as the "Urban Engineering Pipeline Comprehensive Planning Code," strict protection zones must be delineated around these pipelines. The installation and operation of anti-collision piles can easily damage the pipelines, making this type of structure impractical in areas with dense pipelines. If the anti-collision facilities are forcibly moved far beyond the pipeline protection zone, not only will the distance be too great to effectively stop ships, but it will also easily lead to the risk of secondary collisions caused by ships veering off course after passing. Furthermore, current technology lacks supporting warning and blocking measures for this scenario.

[0004] Secondly, there are pileless collision protection structures, such as steel pontoons and rubber fenders, which are directly attached to the perimeter of the bridge piers without the need for additional pile foundations and are not limited by the protection range of pipelines. However, such structures rely on the main bridge structure for support, placing extremely high demands on the bridge's collision resistance. Furthermore, attached structures alter the flow field around the piers, increasing the width of turbulent water flow, reducing the navigable clearance, and worsening the navigation environment. They are particularly unsuitable for scenarios with large tonnage vessels and limited channel width.

[0005] Thirdly, there are active collision avoidance warning systems, which monitor the navigation status of ships through equipment such as radar and AIS (Automatic Identification System) and issue warning signals when ships deviate from their course. However, this system can only provide information prompts and does not have physical protection capabilities. In extreme situations such as loss of ship control or crew error, it cannot effectively prevent ships from colliding with bridge piers. Furthermore, in scenarios where there are pipelines near the bridge, it cannot cooperate with passive protection facilities to form a coordinated protection, resulting in a significant reduction in overall protection effectiveness.

[0006] In summary, existing technologies have significant limitations in adaptability to scenarios where pipelines are located near bridges. Either the pipeline protection restricts the deployment of effective protective facilities, or the protective structures negatively impact the bridge structure or navigation environment. Furthermore, there is a general lack of effective countermeasures against the risk of secondary collisions. Therefore, there is an urgent need to develop a new protective technology that can avoid pipeline interference, provide reliable ship collision protection, and simultaneously ensure the safety of both the navigation environment and the bridge structure, thus filling this technological gap. Summary of the Invention

[0007] The purpose of this invention is to solve the above-mentioned problems existing in the prior art and to provide a bridge long-distance anti-ship collision device that avoids pipelines.

[0008] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A bridge-based long-range anti-ship collision device for avoiding pipelines includes: Long-distance collision avoidance facilities: These facilities are installed outside the legal protection range of pipelines upstream and downstream of the bridge, with a distance of 0.25 to 0.35 times the length of the representative ship type in the channel design. They provide initial buffering, energy absorption, and directional guidance for out-of-control ships through the overall load-bearing structure of the pile group. Segmented linkage chain system: connected between the remote anti-collision facility and the bridge pier, including a high-strength chain, two hinges with elastic buffers and warning floats spaced apart on the chain, wherein the two ends of the chain are respectively connected to the remote anti-collision facility and the bridge pier through a hinge; Multi-dimensional collaborative warning system: includes reflective warning signs and solar warning lights installed on the ship-facing side of the long-distance anti-collision facility, as well as high-brightness reflective markings set on the surface of the warning buoys, to achieve three-dimensional navigation warning from the shore to the water surface; Intelligent monitoring and early warning system: Stress sensors and deformation sensors are deployed at the top of the long-distance anti-collision facility piles, the impact surface of the flexible fender, the connection points at both ends of the chain, and the stress concentration sections at 10m intervals. All sensors are wirelessly connected to the management and control platform to monitor the stress and deformation status of the device in real time, and realize automatic early warning and remote management of abnormal working conditions.

[0009] Preferably, the length of the representative ship type for the waterway design is determined according to the waterway grade: referring to the national standard "Inland Waterway Navigation Standard", the industry standard "Ocean Vessel Waterway Navigation Standard" or the currently effective local standards, and taking the maximum length value of the representative ship type for the corresponding waterway grade.

[0010] Preferably, the long-distance anti-collision facility includes multiple protective piles, which are selected from cast-in-place piles or steel pipe piles according to the geology and navigation conditions of the waterway; wherein, the surface of the cast-in-place pile is treated with silane impregnation to prevent carbonization; the surface of the steel pipe pile is sprayed with a multi-layer anti-corrosion coating of epoxy zinc-rich primer and polyurethane topcoat, and the inside of the pipe is filled with concrete or high-performance filler to enhance structural stability; the protective piles are rigidly connected by connecting beams.

[0011] Preferably, the prestressed connecting beam is made of steel or steel-concrete composite; the connecting beam and the protective pile are welded together by pre-embedded steel plates, and the weld and connection parts are treated with epoxy zinc-rich paint for corrosion protection.

[0012] Preferably, both the long-distance anti-collision device and the bridge pier are equipped with high-strength, corrosion-resistant connecting rings; the elastic hinge is fixedly connected to the long-distance anti-collision device and the bridge pier through the connecting rings.

[0013] Preferably, the warning buoys are made of HDPE high-density polyethylene material, and the surface is painted with red and white high-visibility warning colors. The buoys are fixed to the chain at intervals of 5-8m by U-shaped clamps, and the top is 0.3-0.5m above the water surface.

[0014] Preferably, the navigation port side of the long-distance collision avoidance facility is equipped with a detachable flexible fender.

[0015] Preferably, the connection structure between the linkage chain system and the bridge pier is pre-embedded: Chemical anchoring is carried out at the pre-set positions of the bridge pier columns or abutments, and the anchoring depth and spacing meet the requirements of GB50367 "Code for Design of Strengthening Concrete Structures"; the embedded steel plate is reliably welded to the anchoring, and secondary grouting is used at the connection to enhance the bonding strength; high-strength anti-corrosion lifting rings are welded to the embedded steel plate, and anti-corrosion treatment is carried out on the weld and surrounding area after welding.

[0016] Another objective of this invention is to provide a construction method for a bridge long-distance anti-ship collision device that avoids pipelines.

[0017] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A method for constructing a bridge long-distance anti-ship collision device to avoid pipelines includes the following steps: (1) Refined detection and three-dimensional modeling of pipelines: The comprehensive technology of combining ground-penetrating radar, underwater sonar and borehole verification is adopted to accurately obtain the pipeline type, direction, diameter, burial depth and material parameters; a three-dimensional spatial model of bridge-pipeline is established, and the detection points are densified in the area where protective piles are laid up and down the bridge pier. Errors are eliminated by cross-verification of data from multiple points, and the positioning accuracy is controlled within ±0.5m. (2) Delineation of pipeline protection scope and verification of safety zone: Based on the "Urban Engineering Pipeline Comprehensive Planning Specification" and the requirements of the pipeline owner, the minimum protection distance of each pipeline is calculated and determined. The protection distance parameters are superimposed on the three-dimensional model to clarify the safety zone where "protective piles can be laid outside the pipeline protection scope". The spatial relationship between the protective facilities and the pipeline is verified by BIM technology. (3) Optimization and compliance determination of protective pile layout: sort out the representative ship types of the waterway design and determine the standard ship length. Based on the principle of ship braking dynamics, preliminary screening of candidate locations for protective piles is conducted within the safe area. The protective effectiveness of the candidate locations is verified through numerical simulation. Finally, the optimal layout location with a distance of 0.25 to 0.35 times the design ship length from the pier is determined. (4) Integrated construction and anti-corrosion treatment of protective pile groups: Based on the hydrological conditions of the waterway, geological survey parameters and the tonnage of navigable vessels, cast-in-place piles or steel pipe piles are selected accordingly; after the pile construction is completed, the cast-in-place piles are treated with silane impregnation to prevent carbonization, and the steel pipe piles are treated with multi-layer anti-corrosion treatment of epoxy zinc-rich paint and polyurethane topcoat; the protective piles are rigidly connected by connecting beams to construct an overall coordinated force-bearing system; (5) Precise installation of auxiliary structures and connection systems: deploy adaptive flexible fenders and install high-strength anti-corrosion connection rings; use chemical anchoring technology to install pre-embedded pier connection structures on the piers, and verify the connection strength through pull-out tests; (6) Linkage chain system and warning facility layout: Install segmented high-strength stainless steel chains, and set elastic buffer hinges at the end section near the bridge pier; set warning floats at intervals of 5-8m on the chain; install reflective warning signs and solar warning lights at the same time, and adjust the light sensing threshold and flashing frequency of the warning lights. (7) Installation and system integration of intelligent monitoring module: stress sensors and deformation sensors are installed on the top of the protective pile, the impact surface of the flexible fender, and the key nodes of the chain, and connected to the wireless transmission module and the cloud management platform; the accuracy of data collection, the real-time transmission and the speed of early warning response are verified through ship collision scenario simulation. (8) Full-process acceptance and performance evaluation: The position accuracy of the protective piles is tested by total station, and the weld quality of the connection parts is tested by ultrasonic flaw detection; the chain tension, the visibility distance of the warning system and the stability of the monitoring system are checked; the protective effectiveness of the device is evaluated by simulated ship impact test, and it can be put into operation only after all indicators meet the standards.

[0018] Due to the adoption of the above technical solution, the beneficial effects obtained by the present invention include: 1. This invention precisely addresses the industry pain point of the inability to deploy near-field anti-collision structures with pile foundations when there are pipelines in the vicinity of bridges. By deploying long-distance anti-collision facilities outside the pipeline protection range, it avoids interference and damage to pipelines while achieving effective protection of the bridge, filling the gap in bridge anti-ship collision technology in densely utilities areas. At the same time, this invention specifically tackles the core problem that anti-collision structures with pile foundations cannot be deployed at close range due to pipeline protection constraints, forming a clear scenario complement to anti-collision structures without pile foundations. This significantly broadens the applicable boundaries of bridge anti-ship collision technology and enhances its exclusive adaptability and application targeting for special scenarios. 2. This invention innovatively constructs an integrated collaborative protection system of "long-distance anti-collision facilities and linkage chains." The long-distance facilities achieve initial buffering and energy absorption, while the linkage chains warn and flexibly restrain yawing vessels, completely eliminating the risk of secondary bridge collisions that can easily be caused by existing long-distance protection technologies. Based on the principle of ship braking dynamics, the 0.25~0.35 times the ship length spacing provides sufficient braking buffer distance for out-of-control vessels, meeting the requirements for anti-collision protection effectiveness, and fully complies with the safety distance regulations for pipeline protection, achieving a dual balance between protection effectiveness and pipeline safety. At the same time, the "buffering-warning-resistance" full-chain protection logic improves the safety redundancy of anti-collision through multiple collaborative protection mechanisms, significantly enhancing the overall reliability of the system. 3. This invention integrates mature industry-standard anti-collision facilities and interlocking chain structures, eliminating the need for destructive modifications to the bridge structure or existing pipelines. It is compatible with existing waterway engineering construction techniques and maintenance systems, reducing implementation difficulty and technical risks, and effectively controlling construction and operation and maintenance costs. Its simple structure and high implementability significantly enhance the industrial adaptability and large-scale promotion value of the technical solution, fully meeting the application needs of actual projects and providing an economical and efficient solution for the engineering implementation of bridge anti-ship collision technology. Attached Figure Description

[0019] Figure 1 This is an elevation view of an embodiment of the bridge long-distance anti-ship collision device for avoiding pipelines according to the present invention.

[0020] Figure 2 This is a plan view of an embodiment of the bridge long-distance anti-ship collision device for avoiding pipelines according to the present invention.

[0021] Figure 3 This is a structural flowchart of an embodiment of the real-time monitoring and control system of the present invention.

[0022] The attached figures are labeled as follows: 1. Protective piles; 2. Chains; 3. Hinges; 4. Warning buoys; 5. Lifting rings; 6. Flexible fenders; 7. Stress sensor; 8. Deformation sensor; 9. Control platform; 10. Pier foundation; 11. Navigation channel side. Detailed Implementation

[0023] Please see Figure 1-3As shown, this invention mainly provides a bridge long-distance anti-ship collision device to avoid pipelines. By constructing a collaborative protection system of "long-distance buffer and linkage warning and blocking", it solves the problem that anti-ship collision facilities cannot be deployed when there are pipelines in the vicinity of the bridge, eliminates the risk of secondary bridge collisions, improves the safety and reliability of anti-ship collision, and takes into account the feasibility of engineering and cost control. It is suitable for scenarios where there are underground / underwater pipelines in the vicinity of the bridge or where pile foundations cannot be deployed at close range for anti-ship collision, and can achieve the dual goals of pipeline avoidance and bridge anti-ship collision protection.

[0024] Based on this, the device includes long-range anti-collision facilities, a linkage chain assembly, a warning system, and a real-time monitoring system. The specific technical solution is as follows: Long-range anti-collision facilities: These facilities are installed outside the protection zone of upstream and downstream pipelines of the bridge, with a distance of 0.25 to 0.35 times the length of the representative ship type in the waterway design (referring to the national standard "Inland Waterway Navigation Standard", the industry standard "Ocean Vessel Waterway Navigation Standard", or other currently valid local standards, taking the maximum length value of the representative ship type in the corresponding waterway grade). They are used for initial buffering and energy absorption of out-of-control vessels. Each long-range anti-collision facility includes multiple protective piles 1, which are either cast-in-place piles or steel pipe piles. When steel pipe piles are used, they are filled with concrete or high-performance filler to enhance structural stability. The protective piles 1 are rigidly connected by connecting beams to form an integrated, coordinated force-bearing system. The connecting beams are made of steel sections or steel-concrete composite. The connecting beams and protective piles are welded together by pre-embedded steel plates, and after welding, they are treated with epoxy zinc-rich paint for corrosion protection. Additionally, the surface of the protective piles is also treated with anti-carbonation or anti-corrosion treatment to meet the long-term service requirements of the waterway environment.

[0025] Linked chain assembly: Connecting the remote collision avoidance facility and the bridge pier, it includes a segmented high-strength chain 2, a hinge with elastic buffer 3, and a warning buoy 4, used to warn and flexibly stop yawing vessels; wherein, the segmented high-strength chain 2 of this linked chain assembly is made of stainless steel and connects the remote collision avoidance facility and the pre-set connecting ring 5 on the bridge pier; the hinge 3 connects the chain 2, the remote collision avoidance facility, and the bridge pier respectively, and its elastic coefficient is precisely matched with the estimated impact force of the representative ship type in the channel design, used to absorb the instantaneous impact force of the ship collision and prevent the chain from breaking due to excessive stretching; its elastic coefficient is determined by the following formula:

[0026] Where F is the impact force (unit: MN), ΔL is the maximum allowable deformation of the hinge (taken as 1~2m), and the elastic coefficient ranges from 1~20MN / m; Specifically, the elastic coefficient of the elastic buffer hinge needs to be accurately calculated based on the impact force of the representative ship type in the waterway design. Taking a 1000-ton inland waterway vessel as an example, the impact force is 5MN, and the maximum allowable deformation of the hinge is ΔL=2m. Substituting these values ​​into the formula... The elastic modulus can be obtained. In actual selection, a polyurethane elastic hinge with an elastic coefficient of 3MN / m can be used.

[0027] Warning buoys 4 are spaced out on chain 2 (buoys are installed on the chain at intervals of 5-8m and fixed by U-shaped clamps, with the top of the buoys 0.3-0.5m above the water surface). They are made of corrosion-resistant and wear-resistant polymer materials (such as HDPE high-density polyethylene), and the surface is painted with red and white warning colors. They have both buoyancy support and navigation warning functions.

[0028] In this embodiment, the connection structure between the linkage chain assembly and the bridge pier is installed in the following way: rebar is installed at a preset position on the bridge pier column or abutment, and the depth and spacing of the rebar comply with the relevant structural design specifications; the embedded steel plate is reliably connected to the rebar, and secondary grouting is used at the connection to enhance the bonding strength; the connecting lifting ring is precisely welded on the embedded steel plate, and after welding, the weld and surrounding connection parts are treated with anti-corrosion measures.

[0029] In this embodiment, an integrated protection system of "long-distance buffering and linkage warning and blocking" is constructed by the long-distance anti-collision facilities and the linkage chain components to avoid pipeline interference and eliminate the risk of secondary collision between ships and bridges.

[0030] In this embodiment, a multi-dimensional collaborative warning system is also included: the ship-facing surface of the long-distance anti-collision facility is equipped with reflective warning signs and warning lights that comply with current waterway safety standards (for simplicity, the reflective warning signs and warning lights are not clearly shown in the figure, but the reflective warning signs and solar-powered warning lights comply with the "Inland Waterway Navigation Aids Markings", the bottom of the warning sign is 2.0~3.0m above the water surface, and the viewing angle is ≥120°), the height and viewing angle are precisely adapted to the ship's navigation vision; reflective warning signs are added to the surface of the warning buoy 4, forming a multi-dimensional warning coverage with the protective pile warning device, which is used to clearly indicate the boundary of the navigable waterway in advance and guide ships to navigate in a standardized manner.

[0031] In this embodiment, a real-time monitoring and control system is also included: a node is set every 10m at the top of the piles of the long-distance collision avoidance facility, the impact surface of the flexible fender, the connection points at both ends of the chain, and the middle stress concentration section. The 10m interval is an empirical value determined based on the propagation characteristics of the ship's impact force on the chain, the length of the chain segments, and the engineering monitoring accuracy requirements. When a ship impacts the long-distance collision avoidance facility, the impact force will be transmitted along the chain towards the pier. The force attenuation is non-linear with the transmission distance. Deploying sensors every 10m ensures coverage of key nodes in force transmission, avoiding omission of stress peak points. The "stress concentration section" refers to the part of the chain where the stress is significantly higher than other areas during normal use or impact, mainly including: Chain segment connection: The mating part between the chain pin and the chain plate is the mechanical weak point of the chain structure. It is prone to fatigue wear under long-term alternating stress. Force transmission path nodes: When a ship hits a distant anti-collision facility, the impact force will be transmitted along the chain to the pier. Every 10m interval is a stress wave reflection and superposition area during the force transmission process, which is prone to instantaneous stress peaks. Areas with high wear rates: The chain is in long-term contact and friction with the water, pontoons, and fenders. The locations every 10m are usually near the contact points between the chain and the pontoons / fenders, where the wear rate is faster and local stress concentration is more likely to occur.

[0032] Stress sensor 7 and deformation sensor 8 are installed, and all sensors are wirelessly connected to the control platform 9 for real-time monitoring of the device's stress and deformation. The system's response timeliness and buffering effect are verified through simulated ship collision scenarios, ensuring the reliability of the protection system. Specifically, stress sensor 7 and deformation sensor 8 are deployed on the tops of the piles of the long-distance anti-collision facility, the impact surface of the flexible fender, the connection points at both ends of the chain, and the middle stress concentration section. They can collect core data such as stress and deformation in real time, and simultaneously monitor waterway environmental parameters. During this process, sensor data is transmitted to edge nodes via wireless communication technology, and after data cleaning and preprocessing, it is uploaded to the cloud. The control platform establishes a structured database to store real-time and historical monitoring data, and uses machine learning algorithms to identify abnormal states, predict equipment lifespan and collision risks, provides a multi-terminal monitoring interface, displays the device's operating status in real time, and pushes alarm information through multiple channels, supporting a tiered response mechanism. This achieves remote monitoring and on-site warning linkage, forming a complete "monitoring-analysis-early warning-response" closed-loop management system.

[0033] In this embodiment, a detachable flexible fender 6 is provided on the navigation hole side 11 of the long-distance collision avoidance facility. The energy absorption and buffering efficiency of the flexible fender 6 is precisely matched with the estimated impact energy of the representative ship type in the channel design, which is used to further enhance the buffer protection capability of the ship.

[0034] The specific implementation method of the present invention is as follows: In this embodiment, the deployment location of the long-range collision avoidance facility is determined through the following steps: (1) Detailed detection and data verification of pipelines: First, detailed detection of pipelines in the vicinity of the bridge is carried out. A comprehensive detection method combining ground-penetrating radar (land pipelines), sonar detection (underwater pipelines) and borehole verification is adopted to accurately determine the core parameters such as the type, direction, diameter, burial depth and material of the pipelines. Based on the detection data, a plane position relationship diagram of the bridge-pipeline is drawn to clarify the spatial distance between each pipeline and the bridge pier. In order to ensure the positioning accuracy, the detection points are densified in the pre-set protective pile layout area upstream and downstream of the bridge pier to form a multi-point detection data matrix. The detection error is eliminated by cross-verification of the data, providing basic data support for the accurate positioning and installation of the upstream and downstream protective piles. (2) Delineation of pipeline protection scope and definition of layout area: Based on the protection requirements of the corresponding pipeline type in the "Urban Engineering Pipeline Comprehensive Planning Code", combined with the pipeline parameters obtained by detection, the minimum protection distance of each pipeline is calculated and determined; the protection distance parameters are superimposed on the bridge-pipeline plane position relationship diagram to clarify the boundary line of the pipeline protection scope and delineate the safe area where "protective piles can be laid outside the protection scope". Thus, the accurate definition of the plane position relationship between the bridge and the pipeline is completed, providing a clear spatial basis for the layout area of ​​the protective piles; (3) Compliance judgment of the layout of protective pile 1: sort out the representative ship type of the waterway design and determine the standard ship length of the ship type; based on the safety area defined in step 2, preliminarily screen the candidate layout locations of protective piles; according to the principle of ship braking dynamics and the requirements of protection performance, determine whether the distance between the candidate location and the pier is within the reasonable range of 0.25~0.35 times the design ship length. If a candidate point is within this range and outside the pipeline protection area, it is determined as the final deployment point; if the distance between candidate points exceeds this range, deployment is not recommended due to a significant decrease in protective effectiveness, and the navigation hole side protection scheme needs to be re-screened or optimized; specifically: Ship braking dynamics calculation: The formula S=v² / 2a is used, where v is the ship's runaway speed (3-5kn) and a is the braking acceleration (0.1-0.2m / s²). The initial selection of the distance between the protective piles and the bridge piers is 0.25-0.35 times the ship length.

[0035] Numerical simulation: A finite element model of the ship and collision avoidance facility was established using LS-DYNA software to simulate the impact process, ensuring that the ship's speed after impact is ≤0.5kn and the yaw angle is ≤5°.

[0036] (4) Selection and installation of protective piles: Based on the hydrological conditions of the waterway (flow velocity, water depth), geological survey parameters and the tonnage of navigable vessels, cast-in-place piles or steel pipe piles are selected as the main body of the protective piles. If steel pipe piles are selected, concrete or high-performance filler can be filled in the pipes to enhance the structural stability. After the construction of the protective piles is completed, the piles are treated according to their material: concrete cast-in-place piles are treated to prevent carbonation, and steel pipe piles are treated to prevent corrosion, so as to ensure the reliability of the piles in the waterway environment. The protective piles are rigidly connected by connecting beams to form an overall coordinated force system, which significantly improves the lateral stiffness and overall structural stability of the protective pile group. (5) Installation of auxiliary structures of protective pile 1 and pier cap 10: Flexible fenders are installed on the side of the navigation channel using a detachable structure. The fenders are selected according to the estimated impact energy of the representative ship type in the channel design, ensuring that the energy absorption and buffering performance of the selected fenders is accurately matched and sufficient with the estimated impact energy. Connecting rings are fixedly installed at the preset node positions of the protective piles to ensure the load-bearing reliability of the connecting structure. (6) Pre-embedded and installed pier connection structure: Rebar is installed at the preset position of the pier column or abutment, and the depth and spacing of the rebar shall comply with the relevant structural design specifications; after the rebar is installed, the pre-embedded steel plate is reliably connected to the rebar, and secondary grouting is used at the connection to enhance the bonding strength; the connecting lifting ring is precisely welded on the pre-embedded steel plate, and the weld and surrounding connection parts are treated with anti-corrosion after the welding is completed. (7) Chain assembly layout and pontoon installation: The connecting rings of the protective pile side and the pier side are connected by a segmented chain. The main body of the chain is made of high-strength stainless steel. An elastic hinge is set at the end of the connecting section between the protective pile and the pier. The elastic coefficient of the elastic hinge is precisely matched according to the estimated impact force of the representative ship type in the channel design, so as to ensure that it can absorb the instantaneous impact force of the ship collision and avoid the chain from breaking due to excessive stretching. Pontoons are arranged at intervals on the chain. The pontoons are made of corrosion-resistant and wear-resistant polymer materials. The surface of the pontoons is painted with eye-catching warning colors (such as red and white stripes), which not only provides buoyancy to the chain to prevent it from sinking to the bottom of the water and affecting navigation, but also plays an intuitive navigation warning role. (8) Warning system deployment: Install warning signs (such as reflective warning signs and warning lights) that meet the current waterway safety standards on the ship-facing side of the protective piles, with their height and visibility angle precisely adapted to the ship's navigation vision; add reflective warning signs on the surface of the buoys to form a coordinated warning system with the warning signs on the protective piles to achieve multi-dimensional warning coverage; this setting not only plays a core warning role, but also can clearly indicate the boundary of the navigable waterway in advance when the ship enters the bridge area waterway, guiding the ship to navigate in a standardized manner; (9) Installation and debugging of monitoring and control modules: Install stress sensors and deformation sensors at key nodes of protective piles, flexible fenders and chains to monitor the stress and deformation of the devices; wirelessly connect all sensors to the monitoring system of the control platform and debug the system: simulate ship collision scenarios to verify the accuracy of sensor data acquisition, the timeliness of the warning system response and the buffering effect of the elastic hinge, and ensure that all systems work together normally. (10) Construction and acceptance: After all the equipment is installed, the position accuracy of the protective piles is tested by total station, and the weld quality of the connection parts is tested by ultrasonic flaw detection; the chain tension, the visibility distance of the warning system and the stability of the monitoring system are checked; the protective effectiveness of the equipment is evaluated by simulated ship impact test, and it can be put into operation only after all indicators meet the standards.

[0037] It should be noted that this invention, by deploying long-distance anti-collision facilities outside the pipeline protection range and adopting a scientific spacing design of 0.25 to 0.35 times the channel design to represent the ship's length, not only avoids the spatial limitations of pipelines on the protective structure, but also solves the contradiction that traditional pile-based structures cannot be deployed at close range and pileless structures rely on the main body of the bridge, thus achieving the dual goals of pipeline safety protection and bridge anti-ship collision protection. Meanwhile, by constructing a "buffer-blocking" collaborative protection system, the risk of secondary collisions with bridges is reduced: the long-distance anti-collision facilities use protective pile groups and adaptive flexible fenders to absorb energy and guide the direction of out-of-control vessels at the first level; its segmented linkage chain system matches the impact force of the vessel with elastic buffer hinges, absorbs the instantaneous impact force and blocks eccentric vessels, effectively suppressing the secondary risk of vessels obliquely colliding with bridge piers after passing, filling the functional gap of existing long-distance protection technologies; In addition, the protective pile group is rigidly connected by connecting beams, which greatly improves the lateral stiffness and avoids overload of a single pile; the energy absorption efficiency of the flexible fender is precisely matched with the impact energy of the representative ship type in the waterway design, and the elastic coefficient of the elastic hinge is dynamically matched with the ship impact force to achieve efficient protection; and the entire structure adopts a multi-layer anti-corrosion process (hot-dip galvanizing of steel pipe piles, silane impregnation of cast-in-place piles, and epoxy coating of connecting parts), which is suitable for water environment corrosion and extends the service life of the device; at the same time, through a multi-parameter sensor array and cloud management platform, the device's stress, strain, displacement and other status data are monitored in real time to realize automatic early warning of abnormal conditions, upgrading the traditional "post-event maintenance" to a proactive operation and maintenance mode of "pre-event early warning and in-event intervention", which significantly reduces accident risks and operation and maintenance costs; Finally, this invention does not require modification of the bridge structure or pipelines, is compatible with existing waterway engineering construction techniques, has a short construction period and low technical risk; its protective piles, flexible fenders and chain system adopt a modular structure, which is convenient for installation, replacement and maintenance; and through scientific structural design and anti-corrosion treatment, it reduces long-term maintenance investment and has good economic promotion value.

[0038] The foregoing descriptions and embodiments are provided to enable those skilled in the art to understand and apply the present invention. It will be apparent to those skilled in the art that various modifications can be easily made to these contents, and the general principles described herein can be applied to other embodiments without creative effort. Therefore, the present invention is not limited to the foregoing descriptions and embodiments. Improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from its scope should be within the protection scope of the present invention.

Claims

1. A bridge long-distance anti-ship collision device for avoiding pipelines, characterized in that, include: Long-distance collision avoidance facilities: These facilities are installed outside the legal protection range of pipelines upstream and downstream of the bridge, with a distance of 0.25 to 0.35 times the length of the representative ship type in the channel design. They provide initial buffering, energy absorption, and directional guidance for out-of-control ships through the overall load-bearing structure of the pile group. Segmented linkage chain system: connected between the remote anti-collision facility and the bridge pier, including a high-strength chain, two hinges with elastic buffers and warning floats spaced apart on the chain, wherein the two ends of the chain are respectively connected to the remote anti-collision facility and the bridge pier through a hinge; Multi-dimensional collaborative warning system: includes reflective warning signs and solar warning lights installed on the ship-facing side of the long-distance anti-collision facility, as well as high-brightness reflective markings set on the surface of the warning buoys, to achieve three-dimensional navigation warning from the shore to the water surface; Intelligent monitoring and early warning system: Stress sensors and deformation sensors are deployed at the top of the long-distance anti-collision facility piles, the impact surface of the flexible fender, the connection points at both ends of the chain, and the stress concentration sections at 10m intervals. All sensors are wirelessly connected to the management and control platform to monitor the stress and deformation status of the device in real time, and realize automatic early warning and remote management of abnormal working conditions.

2. The bridge long-distance anti-ship collision device for avoiding pipelines according to claim 1, characterized in that, The length of the representative ship type for the waterway design is determined according to the waterway grade: it is taken from the national standard "Inland Waterway Navigation Standard", the industry standard "Ocean Vessel Waterway Navigation Standard" or the local currently effective standard, and the maximum length value of the representative ship type in the corresponding waterway grade is taken.

3. The bridge long-distance anti-ship collision device for avoiding pipelines according to claim 1, characterized in that, The long-range anti-collision facility includes multiple protective piles, which are selected from cast-in-place piles or steel pipe piles according to the geology and navigation conditions of the waterway. The surface of the cast-in-place piles is treated with silane impregnation to prevent carbonization. The surface of the steel pipe piles is coated with a multi-layer anti-corrosion coating of epoxy zinc-rich primer and polyurethane topcoat, and the inside of the pipe is filled with concrete or high-performance filler to enhance structural stability. The protective piles are rigidly connected by connecting beams.

4. The bridge long-distance anti-ship collision device for avoiding pipelines according to claim 3, characterized in that, The connecting beam is made of steel or steel-concrete composite; the connecting beam and the protective pile are welded together by pre-embedded steel plates, and the weld and connection parts are treated with epoxy zinc-rich paint for corrosion protection.

5. The bridge long-distance anti-ship collision device for avoiding pipelines according to claim 1, characterized in that, Both the long-distance anti-collision device and the bridge pier are equipped with high-strength, corrosion-resistant connecting rings; the elastic hinges are fixedly connected to the long-distance anti-collision device and the bridge pier through the connecting rings.

6. The bridge long-distance anti-ship collision device for avoiding pipelines according to claim 1, characterized in that, The warning buoys are made of HDPE high-density polyethylene and are painted with red and white high-visibility warning colors. The buoys are fixed to the chain at intervals of 5-8m by U-shaped clamps, and the top is 0.3-0.5m above the water surface.

7. The bridge long-distance anti-ship collision device for avoiding pipelines according to claim 1, characterized in that, The long-range collision avoidance facility is equipped with a detachable flexible fender on the navigation port side.

8. The bridge long-distance anti-ship collision device for avoiding pipelines according to claim 1, characterized in that, The connection structure between the linkage chain system and the bridge pier adopts a pre-embedded installation: Chemical anchoring is carried out at the pre-set positions of the bridge pier columns or abutments, and the anchoring depth and spacing meet the requirements of the "Code for Design of Strengthening Concrete Structures" GB50367. The embedded steel plate and the rebar are reliably welded, and secondary grouting is used at the connection to enhance the bonding strength. High-strength anti-corrosion lifting rings are welded onto the pre-embedded steel plate, and anti-corrosion treatment is applied to the weld and surrounding area after welding.

9. A construction method for a bridge long-distance anti-ship collision device based on any one of claims 1-8, characterized in that, Includes the following steps: (1) Refined detection and three-dimensional modeling of pipelines: The comprehensive technology of combining ground-penetrating radar, underwater sonar and borehole verification is adopted to accurately obtain the pipeline type, direction, diameter, burial depth and material parameters; a three-dimensional spatial model of bridge-pipeline is established, and the detection points are densified in the area where protective piles are laid up and down the bridge pier. Errors are eliminated by cross-verification of data from multiple points, and the positioning accuracy is controlled within ±0.5m. (2) Delineation of pipeline protection scope and verification of safety zone: Based on the "Urban Engineering Pipeline Comprehensive Planning Specification" and the requirements of the pipeline owner, the minimum protection distance of each pipeline is calculated and determined. The protection distance parameters are superimposed on the three-dimensional model to clarify the safety zone where "protective piles can be laid outside the pipeline protection scope". The spatial relationship between the protective facilities and the pipeline is verified by BIM technology. (3) Optimization and compliance determination of protective pile layout: sort out the representative ship types of the waterway design and determine the standard ship length. Based on the principle of ship braking dynamics, preliminary screening of candidate locations for protective piles is conducted within the safe area. The protective effectiveness of the candidate locations is verified through numerical simulation. Finally, the optimal layout location with a distance of 0.25 to 0.35 times the design ship length from the pier is determined. (4) Integrated construction and anti-corrosion treatment of protective pile groups: Based on the hydrological conditions of the waterway, geological survey parameters and the tonnage of navigable vessels, cast-in-place piles or steel pipe piles are selected accordingly; after the pile construction is completed, the cast-in-place piles are treated with silane impregnation to prevent carbonization, and the steel pipe piles are treated with multi-layer anti-corrosion treatment of epoxy zinc-rich paint and polyurethane topcoat; the protective piles are rigidly connected by connecting beams to construct an overall coordinated force-bearing system; (5) Precise installation of auxiliary structures and connection systems: deploy adaptive flexible fenders and install high-strength anti-corrosion connection rings; use chemical anchoring technology to install pre-embedded pier connection structures on the piers, and verify the connection strength through pull-out tests; (6) Linkage chain system and warning facility layout: Install segmented high-strength stainless steel chains, and set elastic buffer hinges at the end section near the bridge pier; set warning floats at intervals of 5-8m on the chain; install reflective warning signs and solar warning lights at the same time, and adjust the light sensing threshold and flashing frequency of the warning lights. (7) Installation and system integration of intelligent monitoring module: stress sensors and deformation sensors are installed on the top of the protective pile, the impact surface of the flexible fender, and the key nodes of the chain, and connected to the wireless transmission module and the cloud management platform; the accuracy of data collection, the real-time transmission and the speed of early warning response are verified through ship collision scenario simulation. (8) Full-process acceptance and performance evaluation: The position accuracy of the protective piles is tested by total station, and the weld quality of the connection parts is tested by ultrasonic flaw detection; the chain tension, the visibility distance of the warning system and the stability of the monitoring system are checked; the protective effectiveness of the device is evaluated by simulated ship impact test, and it can be put into operation only after all indicators meet the standards.

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