A method for detecting bridge anti-collision piers

Abstract

This application relates to the field of bridge inspection technology, and in particular to a method for inspecting bridge anti-collision piers, comprising the following steps: S1, using drone aerial photography and a handheld high-resolution camera to conduct a comprehensive inspection of the anti-collision pier's appearance; S2, using a multibeam echo sounder and 3D real-time sonar to accurately measure the spatial position of the anti-collision pier, while simultaneously using high-precision navigation for positioning; S3, using underwater exploration and high-frequency sonar for imaging to conduct a comprehensive survey of the underwater steel pipe pile's appearance; S4, using an inspection device to perform an appearance inspection of the anti-collision pier; S5, using an inspection device to perform corrosion detection on the anti-collision pier, with testers using handheld cutting equipment to sample broken piles, measure thickness, and detect the corrosion status of the steel pipe piles. The purpose of this application is to optimize the bridge inspection method steps, enabling personnel to cope with complex inspection environments during bridge inspections, while effectively improving the accuracy and precision of bridge inspection results.

Description

Technical Field

[0001] This application relates to the field of bridge inspection technology, and in particular to a method for inspecting bridge anti-collision piers. Background Technology

[0003] In related technologies, the difficulty of inspection is due to the turbidity of seawater, high mud content, low visibility, large tidal range, and strong winds and waves. Conventional inspection methods such as visual inspection, tool-assisted inspection, diver inspection, and multibeam sonar are insufficient to meet the accuracy and precision requirements. Therefore, there is an urgent need for a high-precision inspection method to effectively ensure the safe operation of the bridge structure. Summary of the Invention

[0004] This application provides a method for detecting bridge anti-collision piers, aiming to optimize the steps of bridge detection methods, enabling staff to cope with complex detection environments during bridge detection, and effectively improving the accuracy and precision of bridge detection results.

[0005] This application provides a method for detecting bridge anti-collision piers, which adopts the following technical solution: A method for detecting bridge anti-collision piers, characterized by the following steps: S1. Aerial photography by drones and high-resolution handheld cameras are used to conduct a comprehensive inspection of the appearance of the crash barriers, focusing on recording damaged areas and suspected impact marks. S2, multibeam echo sounding system and three-dimensional real-time sonar are used to accurately measure the spatial position of the crash barrier. At the same time, high-precision navigation is used for positioning and spatial position relationship map is drawn to ensure that the measurement accuracy reaches the centimeter level. S3, underwater exploration and high-frequency sonar are used to take pictures to conduct a comprehensive survey of the appearance of underwater steel pipe piles; S4. The detection device performs visual inspection of the crash barrier and conducts underwater investigation of the steel pipe piles under the tilted crash barrier. Divers use handheld high-frequency sonar to scan and locate any broken piles or abnormal deformations such as corners and wrinkles on the surface. S5. The testing device performs corrosion testing on the crash barrier. The tester uses a handheld cutting device to take samples from the broken pile, measure the thickness, and test the corrosion of the steel pipe pile.

[0006] By adopting the above-mentioned technical solution, this detection method combines multiple modern measurement techniques, which allows the detection results to corroborate and complement each other. At the same time, multi-source data fusion analysis is performed, resulting in a more complete structural assessment of the crash barrier and a more accurate safety assessment of the crash barrier. This effectively reduces errors in the detection process and helps improve the accuracy and precision of the detection results.

[0007] Preferably, the detection device includes a positioning component and a detection component, the positioning component and the detection component are divided into upper and lower layers, the positioning component is used to clamp and position the anti-collision block to be detected, and the detection component is used to perform appearance inspection and corrosion inspection on the anti-collision block, and the positioning component and the detection component are integrally connected by a connecting rod. The positioning component includes a first clamp and a second clamp, which are used to clamp and position anti-collision blocks of different shapes and sizes. The first clamp and the second clamp are connected by a drive box. The drive box is equipped with a first drive component and a second drive component. The first drive component and the second drive component are used to adjust the shape and size of the first clamp and the second clamp, respectively. A base is rotatably mounted on the bottom of the drive box. The detection component includes a slide rail and a sonar camera. The slide rail is horizontally positioned on top of the drive box. The connecting rod is fixed between the slide rail and the drive box. The sonar camera is slidably mounted on the slide rail.

[0008] By adopting the above technical solution, the first driving component and the second driving component are used to adjust the shape and size of the first clamp and the second clamp, respectively. This enables the first clamp and the second clamp to adapt to crash barriers of different shapes and sizes, thereby improving the overall adaptability of the detection device. When facing crash barriers of different shapes and sizes, there is no need to replace the detection device, which further improves the efficiency of the detection device in detecting crash barriers.

[0009] After the positioning component positions the crash barrier, the sonar camera slides along the guide rail to inspect its appearance and corrosion. Specifically, the guide rail has a semi-circular structure. During the inspection of the crash barrier, two guide rails are joined together as a whole using corresponding clips to complete the inspection.

[0010] Preferably, the first clamp has a curved arc shape, and the first drive component is used to adjust the curvature of the first clamp. The second clamp consists of two symmetrically arranged plates, and the second drive component is used to adjust the distance between the two plates of the second clamp.

[0011] By adopting the above technical solution, the first driving component and the second driving component are used to adjust the shape and size of the first clamp and the second clamp, respectively. This enables the first clamp and the second clamp to adapt to crash barriers of different shapes and sizes, thereby improving the overall adaptability of the detection device. When facing crash barriers of different shapes and sizes, there is no need to replace the detection device, which further improves the efficiency of the detection device in detecting crash barriers.

[0012] Preferably, the drive box is equipped with a first drive gear, a first rack, a second rack, and a first drive motor. The first drive motor is fixed inside the drive box. The first drive gear is connected to the first drive motor. The first rack and the second rack are both horizontally arranged and distributed on the upper and lower sides of the first drive gear. The first drive gear meshes with the first rack and the second rack during rotation. The first rack and the second rack are respectively connected to the first drive assembly and the second drive assembly. Half of the circumference of the first drive gear is a smooth part, and the other half is a toothed part.

[0013] By adopting the above technical solution, the first and second racks are used to drive the first and second drive components respectively to adjust the shape and size of the first and second clamps. When the teeth of the first drive gear mesh with the first rack, the first drive gear drives the first rack to slide in the horizontal direction; when the teeth of the first drive gear mesh with the second rack, the first drive gear drives the second rack to slide in the horizontal direction.

[0014] Preferably, the first driving assembly includes a first driving plate, a driving rod, and a connector. The first driving plate is vertically arranged, and its sidewall is integrally connected to the first rack. The driving rod is horizontally arranged, with one end integrally connected to the first driving plate and the other end integrally connected to the connector. The connector is disposed within the first clamp, with the end of the driving rod penetrating through the first clamp and integrally connected to the connector. The end of the connector away from the driving rod is connected to the inner wall of the first clamp.

[0015] By adopting the above technical solution, when adjusting the curvature of the first clamp, the first rack drives the first drive plate and drive rod to slide away from the first clamp. During the sliding process, the drive rod drives the connecting piece to slide synchronously. During the sliding process, the connecting piece pulls the first clamp, and the curvature of the first clamp is adjusted by the pulling force of the connecting piece.

[0016] Preferably, the second driving assembly includes a second driving plate, a driving member, and two connecting plates. The second driving plate is vertically arranged, and the side wall of the second driving plate is integrally connected to the second rack. The driving member is horizontally arranged and fixed to the side wall of the second driving plate. The two connecting plates are respectively connected to the two plates of the second clamp. The driving member is used to drive the two connecting plates to slide in a direction away from each other.

[0017] By adopting the above technical solution, the two connecting plates simultaneously drive the two plates of the second clamp to slide during the sliding process, thereby enabling the second clamp to clamp and position anti-collision blocks of different sizes.

[0018] Preferably, both ends of the driving component are integrally formed with wedges, and the end of the connecting plate near the driving component is wedge-shaped, with the wedges and the corresponding connecting plates engaging in a wedge-shaped fit.

[0019] By adopting the above technical solution, during the sliding process of the second drive plate driving the drive component, the wedge blocks at the left and right ends of the drive component and the corresponding connecting plates engage in a wedge-shaped fit, thereby causing the two connecting plates to slide away from each other, thus enabling the second clamp to clamp and position anti-collision blocks of different sizes.

[0020] Preferably, a return spring is installed on the side of each of the two connecting plates that is far apart from each other in the horizontal direction.

[0021] By adopting the above technical solution, a return spring is used to assist the second clamp in resetting.

[0022] Preferably, a second drive motor is installed on the side wall of the slide rail, a second drive gear is connected to the top of the second drive motor in the horizontal direction, a toothed ring is installed inside the slide rail in the circumferential direction, the side wall of the toothed ring is toothed, the second drive gear and the toothed ring are meshed and connected, and the sonar camera is installed on the top of the toothed ring.

[0023] By adopting the above technical solution, specifically when inspecting the crash barrier, the second drive motor drives the second drive gear to rotate. During the rotation of the second drive gear, it meshes with the gear ring and drives the gear ring to rotate. The gear ring drives the sonar camera to rotate on the slide rail, thereby completing the appearance and corrosion inspection of the crash barrier.

[0024] In summary, this application includes at least one of the following beneficial technical effects: 1. This detection method combines multiple modern measurement techniques, which allows the detection results to corroborate and complement each other. At the same time, it performs multi-source data fusion analysis, which makes the structural assessment of the crash barrier more complete and the safety assessment of the crash barrier more accurate. This can effectively reduce errors in the detection process and improve the accuracy and precision of the detection results. 2. The first drive assembly and the second drive assembly are respectively used to adjust the shape and size of the first clamp and the second clamp, which enables the first clamp and the second clamp to adapt to crash barriers of different shapes and sizes, thereby improving the overall adaptability of the detection device. When facing crash barriers of different shapes and sizes, there is no need to replace the detection device, which further improves the efficiency of the detection device in detecting crash barriers. 3. Specifically, when inspecting the crash barrier, the second drive motor drives the second drive gear to rotate. During the rotation of the second drive gear, it meshes with the gear ring and drives the gear ring to rotate. The gear ring drives the sonar camera to rotate on the slide rail, thereby completing the appearance and corrosion inspection of the crash barrier. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application; Figure 2 This is a schematic diagram illustrating the positional relationship of the first drive plate, drive rod, connector, second drive plate, drive component, connecting plate, first drive gear, first rack, second rack, and first drive motor in this embodiment of the application. Figure 3 This is a structural schematic diagram illustrating the positional relationship between the wedge and the reset spring in an embodiment of this application; Figure 4 This is a structural schematic diagram illustrating the positional relationship between the second drive motor, the second drive gear, and the gear ring in an embodiment of this application.

[0026] Reference numerals: 1. Positioning component; 11. First clamp; 12. Second clamp; 2. Detection component; 21. Slide rail; 22. Sonar camera; 3. Connecting rod; 4. Drive box; 5. First drive assembly; 51. First drive plate; 52. Drive rod; 53. Connector; 6. Second drive assembly; 61. Second drive plate; 62. Drive component; 63. Connecting plate; 7. Base; 8. First drive gear; 9. First rack; 10. Second rack; 13. First drive motor; 14. Wedge; 15. Return spring; 16. Second drive motor; 17. Second drive gear; 18. Gear ring. Detailed Implementation

[0027] The following is in conjunction with the appendix Figure 1 - Appendix Figure 4 This application will be described in further detail below.

[0028] Example: This application discloses a method for detecting bridge anti-collision piers, referring to... Figure 1 This includes the following steps: S1. Aerial photography by drones and high-resolution handheld cameras are used to conduct a comprehensive inspection of the appearance of the crash barriers, focusing on recording damaged areas and suspected impact marks. S2, multibeam echo sounding system and three-dimensional real-time sonar are used to accurately measure the spatial position of the crash barrier. At the same time, high-precision navigation is used for positioning and spatial position relationship map is drawn to ensure that the measurement accuracy reaches the centimeter level. S3, underwater exploration and high-frequency sonar are used to take pictures to conduct a comprehensive survey of the appearance of underwater steel pipe piles; S4. The detection device performs visual inspection of the crash barrier and conducts underwater investigation of the steel pipe piles under the tilted crash barrier. Divers use handheld high-frequency sonar to scan and locate any broken piles or abnormal deformations such as corners and wrinkles on the surface. S5. The testing device performs corrosion testing on the crash barrier. The tester uses a handheld cutting device to take samples from the broken pile, measure the thickness, and test the corrosion of the steel pipe pile.

[0029] This detection method combines multiple modern measurement techniques, allowing the detection results to corroborate and complement each other. Simultaneously, multi-source data fusion analysis leads to a more complete structural assessment of the crash barriers and a more accurate safety assessment. This effectively reduces errors during the detection process and improves the accuracy and precision of the results.

[0030] Reference Figure 1 The detection device includes a positioning component 1 and a detection component 2, which are divided into upper and lower layers. The positioning component 1 is located below the detection component 2. The positioning component 1 is used to clamp and position the crash barrier to be detected, effectively ensuring the stability of the detection component 2 during the detection process. After the positioning component 1 has positioned the crash barrier, the detection component 2 immediately begins to perform visual and corrosion inspections on the crash barrier. The positioning component 1 and the detection component 2 are integrally connected by a vertically placed connecting rod 3.

[0031] Specifically, refer to Figure 1 and Figure 2 The positioning component 1 includes a first clamp 11 and a second clamp 12. The first clamp 11 is used to clamp and position circular crash barriers, and the second clamp 12 is used to clamp and position square crash barriers. This allows the first clamp 11 and the second clamp 12 to clamp and position crash barriers of different structural shapes, thereby improving the overall adaptability of the positioning component 1 and facilitating safety inspection of crash barriers of different structural shapes. The first clamp 11 and the second clamp 12 are connected by a drive box 4. The drive box 4 contains a first drive component 5 and a second drive component 6. The first drive component 5 and the second drive component 6 are used to adjust the shape and size of the first clamp 11 and the second clamp 12, respectively. This allows the first clamp 11 and the second clamp 12 to adapt to crash barriers of different shapes and sizes, thereby improving the overall adaptability of the detection device. When faced with crash barriers of different shapes and sizes, there is no need to change the detection device, further improving the efficiency of the detection device in inspecting crash barriers.

[0032] At the same time, refer to Figure 1 and Figure 2The bottom of the drive box 4 is rotatably mounted with a base 7, and rotating the base 7 can adjust the position of the first clamp 11 and the second clamp 12.

[0033] Specifically, refer to Figure 1 and Figure 2 The detection component 2 includes a slide rail 21 and a sonar camera 22. The slide rail 21 is horizontally positioned above the drive box 4, and a connecting rod 3 is fixed between the slide rail 21 and the drive box 4, connecting the slide rail 21 and the drive box 4 into a single unit. The sonar camera 22 is slidably mounted on the slide rail 21. After the positioning component 1 positions the crash barrier, the sonar camera 22 slides on the slide rail 21 to complete the appearance and corrosion detection of the crash barrier. Specifically, the slide rail 21 has a semi-circular structure. When detecting the crash barrier, the two slide rails 21 are spliced ​​together as a single unit using corresponding clips to complete the detection of the crash barrier.

[0034] Specifically, the first clamp 11 has a curved arc-shaped structure for clamping the crash barrier. When clamping and positioning a circular crash barrier, two sets of first clamps 11 are used. The first drive assembly 5 adjusts the overall curvature of the first clamp 11 to accommodate crash barriers of different shapes and sizes. The second clamp 12 consists of two symmetrically arranged plates. When clamping and positioning a square crash barrier, two sets of second clamps 12 are used. The second drive assembly 6 adjusts the distance between the two rectangular plates of the second clamp 12 to accommodate crash barriers of different shapes and sizes.

[0035] Specifically, when clamping and positioning the corresponding crash barriers, after the two first clamps 11 or the two second clamps 12 are positioned, they are connected as a whole by corresponding buckles and bandages. After the crash barriers are inspected, the buckles and bandages can be released.

[0036] Specifically, refer to Figure 1 and Figure 2 The drive box 4 contains a first drive gear 8, a first rack 9, a second rack 10, and a first drive motor 13. The first drive motor 13 is fixed inside the drive box 4. The first drive gear 8 is connected to the first drive motor 13. The first drive gear 8 is vertically mounted and rotates using the first drive motor 13. The first rack 9 and the second rack 10 are both horizontally positioned and distributed on the upper and lower sides of the first drive gear 8. During rotation, the first drive gear 8 meshes with the first rack 9 and the second rack 10.

[0037] The first rack 9 and the second rack 10 are respectively connected to the first drive assembly 5 and the second drive assembly 6. The first rack 9 and the second rack 10 drive the first drive assembly 5 and the second drive assembly 6 respectively to adjust the shape and size of the first clamp 11 and the second clamp 12.

[0038] The first drive gear 8 has a smooth portion on one side and a toothed portion on the other side. When the toothed portion of the first drive gear 8 meshes with the first rack 9, the first drive gear 8 drives the first rack 9 to slide in the horizontal direction; when the toothed portion of the first drive gear 8 meshes with the second rack 10, the first drive gear 8 drives the second rack 10 to slide in the horizontal direction.

[0039] Specifically, refer to Figure 1 and Figure 2 The first drive assembly 5 includes a first drive plate 51, a drive rod 52, and a connector 53. The first drive plate 51 is vertically arranged, and its side wall is integrally connected to the first rack 9. The drive rod 52 is horizontally arranged, with one end integrally connected to the first drive plate 51 and the other end integrally connected to the connector 53. The connector 53 is located inside the first clamp 11, with the end of the drive rod 52 penetrating through the first clamp 11 and integrally connected to the connector 53. The end of the connector 53 away from the drive rod 52 is connected to the inner wall of the first clamp 11.

[0040] When adjusting the curvature of the first clamp 11, the first rack 9 drives the first drive plate 51 and the drive rod 52 to slide away from the first clamp 11. During the sliding process, the drive rod 52 drives the connector 53 to slide synchronously. During the sliding process, the connector 53 pulls the first clamp 11, and the curvature of the first clamp 11 is adjusted by the pulling force of the connector 53.

[0041] In this embodiment, both the connector 53 and the first clamp 11 are made of elastic material, which facilitates the deformation of the connector 53 and the first clamp 11.

[0042] Specifically, refer to Figure 1 and Figure 2 The second drive assembly 6 includes a second drive plate 61, a drive member 62, and two connecting plates 63. The second drive plate 61 is vertically arranged, and its sidewall is integrally connected to the second rack 10. The drive member 62 is horizontally arranged and welded to the sidewall of the second drive plate 61. The two connecting plates 63 are respectively connected to the two plates of the second clamp 12. The drive member 62 is used to drive the two connecting plates 63 to slide in a direction away from each other. During the sliding process, the two connecting plates 63 synchronously drive the two plates of the second clamp 12 to slide, thereby enabling the second clamp 12 to clamp and position anti-collision blocks of different sizes.

[0043] Specifically, refer to Figure 2 and Figure 3 Both ends of the driving component 62 are integrally formed with wedges 14, and the end of the connecting plate 63 near the driving component 62 is wedge-shaped, with the wedges 14 and the corresponding connecting plates 63 engaging in a wedge-shaped fit. During the sliding process of the driving component 62 driven by the second driving plate 61, the wedges 14 at both ends of the driving component 62 and the corresponding connecting plates 63 engage in a wedge-shaped fit, thereby causing the two connecting plates 63 to slide in a direction away from each other, thus enabling the second clamp 12 to clamp and position anti-collision blocks of different sizes.

[0044] Furthermore, referring to Figure 2 and Figure 3 Both connecting plates 63 are equipped with a return spring 15 on the side that is far apart from each other, and the return spring 15 is used to assist the second clamp 12 in resetting.

[0045] Specifically, refer to Figure 1 and Figure 4 A second drive motor 16 is installed on the side wall of the slide rail 21. The second drive motor 16 is covered by a corresponding waterproof cover. A second drive gear 17 is connected to the top of the second drive motor 16 in a horizontal direction. A toothed ring 18 is installed inside the slide rail 21 along its circumference. The side wall of the toothed ring 18 is toothed. The second drive gear 17 and the toothed ring 18 are meshed and connected. The sonar camera 22 is installed on the top of the toothed ring 18.

[0046] Specifically, when inspecting the crash barrier, the second drive motor 16 drives the second drive gear 17 to rotate. During the rotation of the second drive gear 17, it meshes with the gear ring 18 and drives the gear ring 18 to rotate. The gear ring 18 drives the sonar camera 22 to rotate on the slide rail 21, thereby completing the appearance and corrosion inspection of the crash barrier.

[0047] The implementation principle of the bridge anti-collision pier detection method in this application embodiment is as follows: S1. Aerial photography by drones and high-resolution handheld cameras are used to conduct a comprehensive inspection of the appearance of the crash barriers, focusing on recording damaged areas and suspected impact marks. S2, multibeam echo sounding system and three-dimensional real-time sonar are used to accurately measure the spatial position of the crash barrier. At the same time, high-precision navigation is used for positioning and spatial position relationship map is drawn to ensure that the measurement accuracy reaches the centimeter level. S3, underwater exploration and high-frequency sonar are used to take pictures to conduct a comprehensive survey of the appearance of underwater steel pipe piles; S4. The detection device performs visual inspection of the crash barrier and conducts underwater investigation of the steel pipe piles under the tilted crash barrier. Divers use handheld high-frequency sonar to scan and locate any broken piles or abnormal deformations such as corners and wrinkles on the surface. S5. The testing device performs corrosion testing on the crash barrier. The tester uses a handheld cutting device to take samples from the broken pile, measure the thickness, and test the corrosion of the steel pipe pile.

[0048] This detection method combines multiple modern measurement techniques, allowing the detection results to corroborate and complement each other. Simultaneously, multi-source data fusion analysis leads to a more complete structural assessment of the crash barriers and a more accurate safety assessment. This effectively reduces errors during the detection process and improves the accuracy and precision of the results.

[0049] The testing device includes a positioning component 1 and a testing component 2, which are divided into upper and lower layers. The positioning component 1 is located below the testing component 2. The positioning component 1 is used to clamp and position the crash barrier to be tested, effectively ensuring the stability of the testing component 2 during the testing process. After the positioning component 1 positions the crash barrier, the testing component 2 immediately begins to perform visual and corrosion inspections on the crash barrier. The positioning component 1 and the testing component 2 are integrally connected by a vertically placed connecting rod 3.

[0050] Specifically, the positioning component 1 includes a first clamp 11 and a second clamp 12. The first clamp 11 is used to clamp and position circular crash barriers, and the second clamp 12 is used to clamp and position square crash barriers. This allows the first clamp 11 and the second clamp 12 to clamp and position crash barriers of different structural shapes, thereby improving the overall adaptability of the positioning component 1 and facilitating safety inspection of crash barriers of different structural shapes. The first clamp 11 and the second clamp 12 are connected by a drive box 4. The drive box 4 contains a first drive component 5 and a second drive component 6. The first drive component 5 and the second drive component 6 are used to adjust the shape and size of the first clamp 11 and the second clamp 12, respectively. This allows the first clamp 11 and the second clamp 12 to adapt to crash barriers of different shapes and sizes, thereby improving the overall adaptability of the detection device. When faced with crash barriers of different shapes and sizes, there is no need to change the detection device, further improving the efficiency of the detection device in inspecting crash barriers.

[0051] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A method for detecting anti-collision piers of bridges, characterized in that: Includes the following steps: S1. Aerial photography by drones and high-resolution handheld cameras are used to conduct a comprehensive inspection of the appearance of the crash barriers, focusing on recording damaged areas and suspected impact marks. S2, multibeam echo sounding system and three-dimensional real-time sonar are used to accurately measure the spatial position of the crash barrier. At the same time, high-precision navigation is used for positioning and spatial position relationship map is drawn to ensure that the measurement accuracy reaches the centimeter level. S3, underwater exploration and high-frequency sonar are used to take pictures to conduct a comprehensive survey of the appearance of underwater steel pipe piles; S4. The detection device performs visual inspection of the crash barrier and conducts underwater investigation of the steel pipe piles under the tilted crash barrier. Divers use handheld high-frequency sonar to scan and locate any broken piles or abnormal deformations such as corners and wrinkles on the surface. S5. The testing device performs corrosion testing on the crash barrier. The tester uses a handheld cutting device to take samples from the broken pile, measure the thickness, and test the corrosion of the steel pipe pile.

2. The method for detecting bridge anti-collision piers according to claim 1, characterized in that: The detection device includes a positioning component (1) and a detection component (2). The positioning component (1) and the detection component (2) are divided into upper and lower layers. The positioning component (1) is used to clamp and position the anti-collision block to be detected. The detection component (2) is used to perform appearance inspection and corrosion inspection on the anti-collision block. The positioning component (1) and the detection component (2) are connected by a connecting rod (3). The positioning component (1) includes a first clamp (11) and a second clamp (12). The first clamp (11) and the second clamp (12) are used to clamp and position anti-collision blocks of different shapes and sizes. The first clamp (11) and the second clamp (12) are connected by a drive box (4). The drive box (4) is equipped with a first drive component (5) and a second drive component (6). The first drive component (5) and the second drive component (6) are used to adjust the shape and size of the first clamp (11) and the second clamp (12). A base (7) is rotatably installed at the bottom of the drive box (4). The detection component (2) includes a slide rail (21) and a sonar camera (22). The slide rail (21) is arranged horizontally on the top of the drive box (4). The connecting rod (3) is fixed between the slide rail (21) and the drive box (4). The sonar camera (22) is slidably mounted on the slide rail (21).

3. The method for detecting bridge anti-collision piers according to claim 2, characterized in that: The first clamp (11) has a curved arc shape structure. The first drive component (5) is used to adjust the curvature of the first clamp (11). The second clamp (12) is composed of two symmetrically arranged plates. The second drive component (6) is used to adjust the distance between the two plates of the second clamp (12).

4. The method for detecting bridge anti-collision piers according to claim 3, characterized in that: The drive box (4) is equipped with a first drive gear (8), a first rack (9), a second rack (10), and a first drive motor (13). The first drive motor (13) is fixed inside the drive box (4). The first drive gear (8) is connected to the first drive motor (13). The first rack (9) and the second rack (10) are both horizontally arranged. The first rack (9) and the second rack (10) are distributed on the upper and lower sides of the first drive gear (8). The first drive gear (8) meshes with the first rack (9) and the second rack (10) during rotation. The first rack (9) and the second rack (10) are respectively connected to the first drive assembly (5) and the second drive assembly (6). Half of the periphery of the first drive gear (8) is a smooth part and the other half is a toothed part.

5. The method for detecting bridge anti-collision piers according to claim 4, characterized in that: The first drive assembly (5) includes a first drive plate (51), a drive rod (52), and a connector (53). The first drive plate (51) is vertically arranged, and the side wall of the first drive plate (51) is integrally connected to the first rack (9). The drive rod (52) is horizontally arranged, and one end of the drive rod (52) is integrally connected to the first drive plate (51). The other end of the drive rod (52) is integrally connected to the connector (53). The connector (53) is located inside the first clamp (11). The end of the drive rod (52) passes through the first clamp (11) and is integrally connected to the connector (53). The end of the connector (53) away from the drive rod (52) is connected to the inner wall of the first clamp (11).

6. The method for detecting bridge anti-collision piers according to claim 5, characterized in that: The second drive assembly (6) includes a second drive plate (61), a drive member (62), and two connecting plates (63). The second drive plate (61) is vertically arranged, and the side wall of the second drive plate (61) is integrally connected to the second rack (10). The drive member (62) is horizontally arranged and fixed to the side wall of the second drive plate (61). The two connecting plates (63) are respectively connected to the two plates of the second clamp (12). The drive member (62) is used to drive the two connecting plates (63) to slide in a direction away from each other.

7. The method for detecting bridge anti-collision piers according to claim 6, characterized in that: Both ends of the drive member (62) are integrally formed with wedges (14), and the end of the connecting plate (63) near the drive member (62) is wedge-shaped, with the wedges (14) and the corresponding connecting plate (63) in a wedge fit.

8. The method for detecting bridge anti-collision piers according to claim 7, characterized in that: Both of the two connecting plates (63) are equipped with a return spring (15) in the horizontal direction on the side that is far apart from each other.

9. The method for detecting bridge anti-collision piers according to claim 8, characterized in that: A second drive motor (16) is installed on the side wall of the slide rail (21). A second drive gear (17) is connected to the top of the second drive motor (16) in the horizontal direction. A toothed ring (18) is installed inside the slide rail (21) along its circumferential direction. The side wall of the toothed ring (18) is toothed. The second drive gear (17) and the toothed ring (18) are meshed and connected. The sonar camera (22) is installed on the top of the toothed ring (18).

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