An anti-collision system applied to a double-column pier

Abstract

This invention discloses an anti-collision system for double-column bridge piers, belonging to the field of bridge anti-collision technology. It includes: a floating tie beam positioned between the two piers of the double-column bridge, with arc-shaped grooves at both ends of the floating tie beam. These grooves are adapted to fit the piers and, when one pier is impacted, allow the non-impacting pier and pile foundation to participate in the impact deformation, achieving overall coordinated deformation and reducing the shear effect on the impacting pier; a thin steel plate positioned on the pier, between the arc-shaped grooves and the pier; and a performance monitoring module for real-time acquisition of the floating tie beam's status data, determining its performance parameters based on the status data, and performing maintenance and management of the floating tie beam according to the performance parameters.

Description

Technical Field

[0001] This invention belongs to the field of bridge anti-collision technology, specifically relating to an anti-collision system applied to double-column bridge piers. Background Technology

[0002] Double-column piers are a widely used structural form in bridge engineering due to their high permeability, convenient construction, and good economy, playing an important role in the construction of bridges over rivers, lakes, and nearshore areas. However, with the increasing volume of inland waterway and maritime transport, the risk of ship collisions with bridges has significantly increased. In the design of traditional double-column piers, the two columns often independently bear external loads, and their lateral connection is relatively weak or only serves a structural function, making it difficult to achieve effective load transfer and coordinated operation in the event of a ship collision.

[0003] When a ship collides with a traditional double-column bridge pier, the impact force is almost entirely borne independently by the single pier on the front side, while the pier on the rear side and its corresponding pile foundation contribute very little to the load, failing to form an effective overall resistance mechanism. This single-column concentrated load-bearing mode easily generates local stresses at the bottom of the front pier that far exceed design expectations, leading to brittle shear failure. This type of failure is characterized by its suddenness and insufficient ductility, seriously threatening the safety and durability of the bridge structure and posing significant challenges to subsequent repairs. Furthermore, due to the lack of an effective stress distribution and deformation coordination mechanism, traditional double-column bridge piers often suffer severe localized damage after an impact while retaining the overall structural bearing capacity, but repairs are costly and time-consuming.

[0004] Therefore, there is an urgent need for an anti-collision system for double-column bridge piers to solve the problems existing in the current technology. Summary of the Invention

[0005] In view of this, the present invention provides an anti-collision system for double-column bridge piers to solve the problems of insufficient anti-collision capacity of traditional double-column bridge piers and the tendency of single-column stress concentration to cause brittle failure.

[0006] To achieve the above objectives, the present invention provides an anti-collision system for double-column bridge piers, comprising: The floating tie beam is located between the two piers of the double-column bridge. Both ends of the floating tie beam are equipped with arc-shaped grooves that are adapted to the piers. When one pier is impacted, the non-impacting pier and the pile foundation participate in the impact deformation, achieving overall coordinated deformation and reducing the shear effect of the impacting pier. Thin steel plates are placed on the bridge piers, with the thin steel plates located between the arc-shaped groove and the bridge piers; The performance monitoring module is used to acquire the status data of the floating tie beam in real time, determine the performance parameters of the floating tie beam based on the status data, and perform maintenance and management of the floating tie beam based on the performance parameters.

[0007] As an embodiment of the present invention, the floating beam is provided with a suspension cavity, and multiple grid frames are arranged in parallel inside the suspension cavity, with several reinforcing ribs between two adjacent grid frames.

[0008] As an embodiment of the present invention, the performance monitoring module performs the following operations: Acquire real-time status data of the floating tie beam; the real-time status data includes: grid frame connection strength, draft, silo strength, and inclination angle; Calculate the performance parameters of the floating tie beam based on the state data; Determine if the performance parameter is less than the preset parameter value; if it is less, send an alarm to the administrator; if it is not less, re-acquire status data for judgment.

[0009] As one embodiment of the present invention, it also includes: The security monitoring module performs the following operations: During vessel passage, real-time navigation data and compression data are acquired; the real-time navigation data includes: AIS data, video image data, water level data, and flow velocity data; the compression data is the extrusion force between the floating tie beam and the steel plate; The probability of collision between the vessel to be passed and the bridge pier is calculated based on real-time navigation data; if the probability of collision is greater than the preset probability value, an alarm is issued. Determine if the compression data is greater than the preset pressure threshold; if not, determine that the vessel to be passed has not collided with the bridge pier; if it is greater, determine that the vessel to be passed has collided with the bridge pier, and obtain the event data packet based on the real-time navigation data within the preset time before the collision. The timeline of the impact process and the ship's trajectory are determined based on the event data packet, and an impact report is generated accordingly.

[0010] As one embodiment of the present invention, it also includes: The anomaly detection module performs the following operations: Acquire historical sensor data of various sensors on all floating beams within the same area; A floating beam is randomly selected as the target floating beam. A linear regression model for the target floating beam is constructed based on historical sensor data of all floating beams, as shown below: In the formula, Indicates in Time of the first On the first floating beam Measured values ​​of sensor-like devices, Indicates the regression intercept. This indicates the number of all floating tie beams within the same area. Indicates in Time except the first The first on the beam of the system Measured values ​​of sensor-like devices, Represents the regression coefficient; Acquire real-time sensor data from various sensors on all floating beams within the same area, input the real-time sensor data of all floating beams into the constructed linear regression model, and obtain the predicted sensor data of the target floating beam. The amplitude difference is calculated based on the predicted sensor data and the real-time sensor data. The dynamic threshold is determined based on the acquired historical amplitude differences, as shown below: In the formula, The standard deviation of historical amplitude differences Indicates the environmental correction factor; The sensor data of the target floating beam is determined to be normal based on the dynamic threshold, and the judgment result is obtained.

[0011] As one embodiment of the present invention, calculating the amplitude difference based on predicted sensor data and real-time sensor data includes: The residuals between the predicted sensor data and the real-time sensor data of the target floating beam are calculated as follows: In the formula, Represents the residual. This represents real-time sensor data for the target floating beam. The predicted sensor data represent the linear regression model of the target floating beam; The amplitude difference of the target floating beam is calculated based on the residuals, as shown below: In the formula, Indicates amplitude difference, This indicates that the residual mean is obtained based on historical sensor data. This represents the standard deviation of historical residuals.

[0012] As an embodiment of the present invention, the sensor data of the target floating beam is determined to be normal based on a dynamic threshold, and the determination result is obtained, including: like Determine the first On the first floating beam The real-time sensor data of the sensor type is normal, with no structural abnormalities; like or Determine the first On the first floating beam The real-time sensor data of this type of sensor is abnormal; If real-time sensor data shows abnormalities, and multiple types of sensors on multiple floating beams show abnormal data simultaneously at multiple times, it is determined that there is structural damage to the floating beam, and an alarm is issued to the administrator. If real-time sensor data is abnormal, and only the target floating beam exhibits abnormal sensor data at multiple times, then the first... On the first floating beam The sensor malfunctioned.

[0013] The beneficial effects of this invention are as follows: By setting a floating tie beam with an arc-shaped groove between two piers and optimizing local contact stress with thin steel plates, an overall impact-resistant system with coordinated double-column stress is constructed; when a pier on one side is impacted, the adaptive design of the arc-shaped groove and the pier can effectively transfer the load, allowing the non-impacting pier and its pile foundation to quickly participate in the overall deformation and bearing, realizing rapid distribution of impact force and coordinated deformation of the two columns, significantly reducing the shear effect and local stress peak of the impacting pier; at the same time, the introduction of the performance monitoring module enables the system to acquire the status data of the floating tie beam in real time and perform intelligent maintenance management based on performance parameters, ensuring the long-term reliability and maintainability of the impact-resistant system; it solves the problems of insufficient impact resistance of traditional double-column piers and the tendency of single-column stress concentration to cause brittle failure, and greatly improves the overall impact resistance, structural ductility and service safety of the piers.

[0014] Other advantages, objectives, and features of the invention will be set forth in the following description and will be apparent to those skilled in the art in some respects, or may be learned by practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0015] To make the objectives, technical solutions, and beneficial effects of this invention clearer, the following figures are provided for illustration: Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram illustrating data simulation of different impact heights for the present invention; Figure 3 This is a schematic diagram illustrating the impact force and the working conditions of the floating tie beam at different heights according to the present invention; Figure 4 These are simulation diagrams for various operating conditions of the present invention; Figure 5 These are the dynamic response curves of the present invention under various operating conditions; Figure 6These are the dynamic response curves of the present invention under various operating conditions; Figure 7 These are simulation diagrams for various operating conditions of the present invention; Figure 8 These are the dynamic response curves of the present invention under various operating conditions; Figure 9 This is a flowchart illustrating the performance monitoring module of the present invention. Detailed Implementation

[0016] like Figure 1 and Figure 9 As shown, the present invention provides an anti-collision system for use on double-column bridge piers, comprising: Floating tie beam 1 is located between two piers of a double-column bridge. Both ends of the floating tie beam 1 are provided with arc-shaped grooves 2, which are adapted to the piers. When one pier is impacted, the non-impacting pier and the pile foundation participate in the impact deformation, so as to achieve overall coordinated deformation and reduce the shear effect of the impacting pier. Thin steel plate 3 is placed on the bridge pier, and thin steel plate 3 is located between the arc-shaped groove and the bridge pier; The performance monitoring module is used to acquire the status data of the floating tie beam 1 in real time, determine the performance parameters of the floating tie beam 1 based on the status data, and perform maintenance and management of the floating tie beam 1 based on the performance parameters. The floating beam 1 has a suspension cavity inside, and multiple grid frames 4 are arranged in parallel inside the suspension cavity. Several reinforcing ribs are provided between two adjacent grid frames 4. The working principle of the above technical solution is as follows: by setting a floating tie beam between the two piers of the double-column bridge, a lateral force transmission system is formed to achieve the coordinated force transmission of the two columns; the arc-shaped grooves opened at both ends of the floating tie beam are closely matched with the surface of the pier column, and the thin steel plate placed between the two ensures reliable contact between the tie beam and the pier column, while avoiding stress concentration damage to the surface of the pier column. When a ship accidentally collides with one of the bridge piers, the impact force is first borne by the pier facing the collision, and then rapidly transmitted to the non-impact pier on the other side through the rigid connection of the floating tie beam. This incentivizes the non-impact pier and its corresponding pile foundation to participate in structural deformation and resistance response simultaneously, achieving overall coordinated work of the two columns and one foundation, changing the traditional force-bearing mode of a single column independently bearing the impact load. At the same time, the floating cavity inside the tie beam provides buoyancy support for the tie beam in the water environment, effectively reducing the impact of additional loads on the pier. The parallel grid frame and reinforcing ribs inside the cavity form an efficient internal support network, greatly enhancing the structural stiffness and bending and torsional bearing capacity of the tie beam itself, ensuring that it can maintain structural integrity and efficiently transfer loads when subjected to complex impact force systems. A performance monitoring module is also provided to collect real-time data on the tie beam's strain, displacement, vibration, etc., and after analysis and processing, generate characteristic parameters reflecting its service performance, providing a basis for decision-making for subsequent preventive maintenance and safety early warning. The beneficial effects of the above technical solution are as follows: By setting a floating tie beam with an arc-shaped groove between the two piers and optimizing the local contact stress with thin steel plates, a double-column cooperative stress-bearing overall impact-resistant system is constructed. When a pier on one side is impacted, the adaptive design of the arc-shaped groove and the pier can effectively transfer the load, allowing the non-impacting pier and its pile foundation to quickly participate in the overall deformation and bearing capacity. This achieves rapid distribution of impact force and cooperative deformation of the two columns, significantly reducing the shear effect and local stress peak of the impacting pier. At the same time, the introduction of the performance monitoring module enables the system to acquire the status data of the floating tie beam in real time and perform intelligent maintenance management based on performance parameters, ensuring the long-term reliability and maintainability of the impact-resistant system. This solves the problems of insufficient impact resistance of traditional double-column piers and the tendency of single-column stress concentration to cause brittle failure, greatly improving the overall impact resistance, structural ductility, and service safety of the piers.

[0017] In one embodiment, the performance monitoring module performs the following operations: Acquire real-time status data of the floating tie beam; the real-time status data includes: grid frame connection strength, draft, silo strength, and inclination angle; Calculate the performance parameters of the floating tie beam based on the state data; Determine if the performance parameter is less than the preset parameter value; if it is less, send an alarm to the administrator; if it is not less, re-acquire status data for judgment.

[0018] The working principle and beneficial effects of the above technical solution are as follows: By combining multiple physical sensors deployed at key parts of the floating tie beam with theoretical calculations, the service status of the tie beam can be perceived and evaluated in real time. Specifically, strain sensors are deployed at each connection node between the grid frame and the tie beam wall to directly collect micro-strain values; acceleration sensors are deployed on the surface of the tie beam to collect vibration response signals; and liquid level sensors are deployed on the side walls of the floating tie beam or the top of the suspension cavity to directly collect water level signals or water pressure values ​​and convert them into draft. The silo strength is calculated based on the original design strength index of the floating tie beam and its service time, combined with the strength degradation curve of the material system (PTFE curve) under long-term immersion environment to estimate the current remaining strength. An inclination sensor is deployed inside the suspension cavity to detect the inclination angle of the floating tie beam. The raw signals collected by the above sensors are conditioned and converted, then summarized by the data acquisition unit and transmitted in real time. At the data processing terminal, four parameters—grid frame connection strength index, draft depth safety index, silo strength index, and seabed adhesion thickness index—are assigned corresponding preset weight coefficients. After weighted summation, dimensionless performance parameters that comprehensively characterize the current safety status of the floating tie beam are obtained. Among them, the grid frame connection strength is the ratio of the maximum value of the strain sensor readings at all monitoring nodes to the yield strain threshold; the draft depth safety index is the ratio of the measured draft to the maximum allowable draft; and the silo strength index is the ratio of the current remaining strength of the floating tie beam to the original design strength. The terminal compares the calculated performance parameters with preset safety thresholds. If the performance parameters reach or exceed the preset safety thresholds, a safety hazard is identified and an immediate warning is issued. If the performance parameters are below the preset safety thresholds, the system is deemed to be in a safe state, and the system returns to collect the next round of status data, forming a dynamic closed loop of continuous monitoring.

[0019] In one embodiment, it also includes: The security monitoring module performs the following operations: During vessel passage, real-time navigation data and compression data are acquired; the real-time navigation data includes: AIS data, video image data, water level data, and flow velocity data; the compression data is the extrusion force between the floating tie beam and the steel plate; The probability of collision between the vessel to be passed and the bridge pier is calculated based on real-time navigation data; if the probability of collision is greater than the preset probability value, an alarm is issued. Determine if the compression data is greater than the preset pressure threshold; if not, determine that the vessel to be passed has not collided with the bridge pier; if it is greater, determine that the vessel to be passed has collided with the bridge pier, and obtain the event data packet based on the real-time navigation data within the preset time before the collision. The timeline of the impact process and the ship's trajectory are determined based on the event data packet, and an impact report is generated accordingly.

[0020] The working principle and beneficial effects of the above technical solution are as follows: During ship passage, real-time navigation environment data and compression data are acquired through the data perception layer. The navigation environment data includes ship position, speed, heading, and tonnage information collected by the AIS receiving antenna; video images of the navigation area collected by a high-definition PTZ camera; real-time water level data collected by a water level gauge; and water flow velocity and direction data collected by a current meter. Compression data is collected in real-time by pressure sensors installed at the contact points between the floating tie beam and the steel plate. First, real-time ship motion parameters are obtained by fusing AIS and radar data, and environmental corrections are made to the speed and heading using water level and current velocity data to predict the ship's trajectory within a future time window. Then, the nearest encounter distance and nearest encounter time between this predicted trajectory and the preset danger zone around the bridge pier are calculated and mapped to a collision probability value between 0 and 1 using a preset risk function. When this probability exceeds a preset threshold, the system issues a warning. Simultaneously, the compression data is continuously compared with a preset pressure threshold. If the pressure does not exceed the threshold, the system will issue a warning. If the threshold is exceeded, it is determined that no actual collision has occurred and the system maintains normal monitoring status. If the threshold is exceeded, a collision is determined to have occurred, and navigation data within a preset time period before the collision is automatically extracted and packaged into an event data packet. Subsequently, the data packet is parsed to reconstruct the timeline of the collision process and the ship's trajectory, and a collision report is automatically generated. Specifically, the timestamps of AIS data, radar data, and video stream in the event data packet are uniformly converted to the same time base to form a unified time axis. Then, based on the abrupt change in the peak time of the squeezed data, the precise time of the collision is determined. On this basis, the radar coordinates, AIS latitude and longitude coordinates, and video image pixel coordinates are converted to the same geodetic reference coordinate system. Based on the same time axis and the same geodetic reference coordinate system, the system generates the continuous navigation trajectory of the target ship within a preset time interval before and after the collision time, and calculates the ship's heading angle, speed, and impact angle relative to the bridge pier at the time of the collision. A collision report containing an event summary, ship track map, keyframe image screenshots, and the original data packet is generated. The above technical solution establishes a complete safety monitoring chain, from "determining whether a collision will occur" to "confirming whether a collision has occurred" and then to "reconstructing the collision process," by setting up a safety monitoring module. At the same time, by automatically extracting navigation data before and after the collision and performing multi-source data fusion analysis, the timeline of the collision process and the ship's trajectory can be quickly reconstructed, generating a complete and traceable collision report, providing objective and timely data support for management personnel to make decisions on the maintenance of collision avoidance facilities.

[0021] In one embodiment, it also includes: The anomaly detection module performs the following operations: Acquire historical sensor data of various sensors on all floating beams within the same area; A floating beam is randomly selected as the target floating beam. A linear regression model for the target floating beam is constructed based on historical sensor data of all floating beams, as shown below: In the formula, Indicates in Time of the first On the first floating beam Measured values ​​of sensor-like devices, Indicates the regression intercept. This indicates the number of all floating tie beams within the same area. Indicates in Time except the first The first on the beam of the system Measured values ​​of sensor-like devices, Represents the regression coefficient; Acquire real-time sensor data from various sensors on all floating beams within the same area, input the real-time sensor data of all floating beams into the constructed linear regression model, and obtain the predicted sensor data of the target floating beam. The amplitude difference is calculated based on the predicted sensor data and the real-time sensor data. The dynamic threshold is determined based on the acquired historical amplitude differences, as shown below: In the formula, The standard deviation of historical amplitude differences Indicates the environmental correction factor; The sensor data of the target floating beam is determined to be normal based on the dynamic threshold, and the judgment result is obtained. The calculation of amplitude differences based on predicted sensor data and real-time sensor data includes: The residuals between the predicted sensor data and the real-time sensor data of the target floating beam are calculated as follows: In the formula, Represents the residual. This represents real-time sensor data for the target floating beam. The predicted sensor data represent the linear regression model of the target floating beam; The amplitude difference of the target floating beam is calculated based on the residuals, as shown below: In the formula, Indicates amplitude difference, This indicates that the residual mean is obtained based on historical sensor data. Indicates the standard deviation of historical residuals; Among them, the sensor data of the target floating beam is judged to be normal based on the dynamic threshold, and the judgment result is obtained, including: like Determine the first On the first floating beam The real-time sensor data of the sensor type is normal, with no structural abnormalities; like or Determine the first On the first floating beam The real-time sensor data of this type of sensor is abnormal; If real-time sensor data shows abnormalities, and multiple types of sensors on multiple floating beams show abnormal data simultaneously at multiple times, it is determined that there is structural damage to the floating beam, and an alarm is issued to the administrator. If real-time sensor data is abnormal, and only the target floating beam exhibits abnormal sensor data at multiple times, then the first... On the first floating beam The sensor malfunctioned; The working principle of the above technical solution is as follows: In practical use, floating tie beams are applied to double-column piers. Generally, there are multiple double-column piers in the same area, and their environments are similar. Therefore, the system pre-collects historical data from various sensors on all floating tie beams in the same area under healthy operating conditions. For each type of sensor and each target tie beam, a linear regression model is established using historical data from similar sensors on other tie beams. This model can accurately describe the inherent statistical relationship between the sensor readings of the target tie beam and the sensor readings of other tie beams under normal conditions. During actual monitoring, the system acquires the current readings of all types of sensors on all tie beams in real time, substitutes them into the pre-trained regression model, calculates the predicted value of the target tie beam under the current environmental conditions, and then subtracts the predicted value from the actual measured value to obtain the residual. To eliminate the impact of dimensional differences between different sensor types and varying degrees of dispersion in historical data, the system further standardizes the residuals by subtracting the historical residual mean and dividing by the historical residual standard deviation to obtain a dimensionless amplitude difference value. The system then generates a dynamic threshold by multiplying the standard deviation of the historical amplitude difference by a fixed factor and combining it with an environmental correction coefficient. When the amplitude difference value of a sensor falls within the dynamic threshold range, the sensor data is considered normal; when the amplitude difference value exceeds the dynamic threshold range, the sensor data is considered abnormal. In a specific implementation scenario, such as in the collision avoidance project of a cross-river bridge, eight floating tie beams are deployed, each equipped with a strain sensor, tilt sensor, and vibration sensor. When the upstream flow increases, causing the overall water level of all tie beams to rise, the strain sensor readings of each tie beam rise synchronously. However, because all tie beams change synchronously, the predicted value of the regression model also rises synchronously, so the amplitude difference values ​​of each sensor remain within the dynamic threshold range, and the system does not report false alarms. Conversely, when a certain tie beam... When a tie beam experiences additional and continuous eccentric loading due to obstruction by floating objects, the strain sensor readings of this tie beam become inconsistent with those of other tie beams, and the amplitude difference exceeds the dynamic threshold. Based on this, the system identifies an anomaly in the tie beam. For sensor data determined to be abnormal, the system further introduces spatiotemporal correlation analysis: if only a single sensor on a single tie beam shows an anomaly for multiple consecutive moments while other types of sensors on the same tie beam show normal readings, it is determined that the sensor itself has malfunctioned; if multiple types of sensors on the same tie beam simultaneously show anomalies for multiple consecutive moments, it is determined that the tie beam has suffered actual structural damage, and the system issues a structural alarm to the administrator; if multiple types of sensors on multiple tie beams simultaneously show anomalies for multiple consecutive moments, it is determined that a regional extreme environmental event has occurred, the system activates the emergency plan, and notifies the administrator for manual verification. The environmental correction coefficient is obtained as follows: historical environmental data of the monitoring area at different times are collected, including three types of environmental parameters: wind and wave level, ocean current velocity, and tidal level. Amplitude difference data of all floating beam sensors under normal operating conditions in the corresponding time period area are collected simultaneously. Then, multiple environmental operating condition intervals are divided, and environmental operating condition evaluation indicators are constructed after normalizing the wind, wave, ocean current, and tidal parameters. For each environmental operating condition interval, the dispersion of all normal amplitude differences in the interval is statistically analyzed. Then, the standard deviation of amplitude difference under the benchmark operating conditions of calm wind, advection, and low tide is used as the benchmark value. The standard deviation of amplitude difference under the other operating conditions is compared with the benchmark value to obtain the basic correction coefficient corresponding to each operating condition. Finally, the wind, wave, ocean current, and tidal data output by the environmental monitoring equipment in the current area are read in real time, matched with the corresponding operating condition interval, and the basic correction coefficient of the interval is retrieved as the current real-time environmental correction coefficient. Generally, the more severe the sea conditions, the larger the coefficient value. The dynamic threshold interval is amplified simultaneously to offset the data fluctuation interference caused by strong environmental conditions. The above technical solution accurately distinguishes between sensor hardware faults and beam structure damage through multi-temporal coupling verification logic. It avoids misidentifying equipment problems such as loose sensors, poor wiring connections, and aging components as structural failures, accurately locates the number and type of faulty sensors, and reduces maintenance losses caused by indiscriminate inspections.

[0022] To verify the rationality of erecting floating tie beams between double-column piers, this invention conducted a simulation, as shown below: The finite element model of the bridge piers used in this study is the same as the existing finite element analysis model for double-column bridge piers, including the main components such as the impact vehicle, double-column bridge piers, pile foundations, and abutments. The difference lies in the scenario of high water level impacting the piers, and the addition of a floating tie beam between the two piers. The simulation primarily addresses two scenarios: one where the impact force acts precisely at the center of the floating tie beam, such as... Figure 2 As shown in Table 1, the impact damage of the reinforced pier columns under different impact heights is analyzed. Table 1 Simulated Operating Conditions Another factor is that at the same water level, due to differences in ship weight and draft, the impact force acts at different heights on the floating girder, such as... Figure 3 As shown.

[0023] Numerical model analysis was performed using the methods described above, and the following results were obtained: Figure 4 The study demonstrates the final failure states of bridge piers at different impact heights. When a ship impacts a bridge pier at different vertical heights, the morphology, development mechanism, and failure characteristics of shear failure differ significantly. For example, when impacting the pier base, this area is a rigid connection between the pier and the abutment, with strong constraints and weak section bending moment effect; the shear effect dominates the failure (conditions 1, 3, and 5). Damage is concentrated on the impacting pier, while non-impacting piers and pile foundations only show minor damage. This failure mode is sudden, has poor ductility, and after failure, the entire pier tilts, with significant misalignment between the pier base and the abutment, rapid load loss, and a high risk of bridge superstructure collapse. As the impact height increases, the bending effect intensifies, and the impact force causes significant flexural deformation of the pier body (condition 7), leading to concrete cracking. Bending cracks appear before shear cracks, exhibiting a bending-shear failure mode. After SFTB reinforcement, the non-impact piers and pile foundations participate in the deformation, achieving overall coordinated deformation. The non-impact piers exhibit flexural-shear damage or bending damage, while the pile foundations experience bending damage. At the same time, the shear effect of the impact piers is reduced, and the bending effect is enhanced, making bending failure the dominant failure. Ultimately, severe shear failure is transformed into flexural-shear failure or bending failure. This failure mode has good ductility, long warning time, and significant bending deformation of the pier column after failure, with relatively small shear slippage, thus avoiding the instantaneous collapse of the superstructure. Figure 5 and Figure 6The diagram compares the dynamic response of reinforced and unreinforced bridge piers at different impact heights. By using floating tie beams to coordinate the impact resistance of the two piers, the stiffness is improved, the impact force drops sharply to zero after reaching its peak, and the impact duration is short. The impact force after reinforcement is approximately double that before reinforcement. Figure 5 (a)~(d) In addition, the impact point displacement of the reinforced pier was significantly reduced, and the impact shear force at the bottom of the pier was also reduced accordingly. The peak values ​​of each response are shown in Table 2. The peak value of the impact point displacement can be reduced by up to 78.21%, and the peak value of the shear force can be reduced by up to 46.42%.

[0024] Table 2 Summary of peak response and failure modes under various operating conditions Analysis of Numerical Simulation Results for Operating Conditions 9-12 Figure 7 The final damage results for conditions 9-12 are shown. Similar to the damage in condition 6, no severe shear failure was observed. However, it can be seen that as the distance from the impact point to the bottom of the SFTB decreases, the shear damage at the bottom of the impacted pier becomes more obvious. This is because the closer to the bottom of the pier, the stronger the constraint of the pile foundation. Figure 8 The dynamic response comparison diagram for each working condition shows that the impact force and impact point displacement do not change significantly under each condition, but the shear force at the pier base increases significantly as the distance from the impact location to the bottom of the SFTB decreases. This is the reason for the significant shear damage at the bottom of the impacted pier. The peak response values ​​for each working condition are plotted in Table 3.

[0025] Table 3 Summary of peak response and failure modes under various operating conditions Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made to it in form and detail without departing from the scope defined by the claims of the present invention.

Claims

1. A collision protection system applied to double-column bridge piers, characterized in that, include: The floating tie beam is located between the two piers of the double-column bridge. Both ends of the floating tie beam are equipped with arc-shaped grooves that are adapted to the piers. When one pier is impacted, the non-impacting pier and the pile foundation participate in the impact deformation, achieving overall coordinated deformation and reducing the shear effect of the impacting pier. Thin steel plates are placed on the bridge piers, with the thin steel plates located between the arc-shaped groove and the bridge piers; The performance monitoring module is used to acquire the status data of the floating tie beam in real time, determine the performance parameters of the floating tie beam based on the status data, and perform maintenance and management of the floating tie beam based on the performance parameters.

2. The anti-collision system applied to a double-column bridge pier according to claim 1, characterized in that, The floating beam has a suspension cavity inside, and multiple grid frames are arranged in parallel inside the suspension cavity. Several reinforcing ribs are provided between two adjacent grid frames.

3. The anti-collision system applied to a double-column bridge pier according to claim 1, characterized in that, The performance monitoring module performs the following operations: Acquire real-time status data of the floating tie beam; the real-time status data includes: grid frame connection strength, draft, silo strength, and inclination angle; Calculate the performance parameters of the floating tie beam based on the state data; Determine if the performance parameter is less than the preset parameter value; if it is less, send an alarm to the administrator; if it is not less, re-acquire status data for judgment.

4. The anti-collision system applied to a double-column bridge pier according to claim 1, characterized in that, Also includes: The security monitoring module performs the following operations: During vessel passage, real-time navigation data and compression data are acquired; the real-time navigation data includes: AIS data, video image data, water level data, and flow velocity data; the compression data is the extrusion force between the floating tie beam and the steel plate; The probability of collision between the vessel to be passed and the bridge pier is calculated based on real-time navigation data; if the probability of collision is greater than the preset probability value, an alarm is issued. Determine if the compression data is greater than the preset pressure threshold; if not, determine that the vessel to be passed has not collided with the bridge pier; if it is greater, determine that the vessel to be passed has collided with the bridge pier, and obtain the event data packet based on the real-time navigation data within the preset time before the collision. The timeline of the impact process and the ship's trajectory are determined based on the event data packet, and an impact report is generated accordingly.

5. The anti-collision system applied to a double-column bridge pier according to claim 1, characterized in that, Also includes: The anomaly detection module performs the following operations: Acquire historical sensor data of various sensors on all floating beams within the same area; A floating beam is randomly selected as the target floating beam. A linear regression model for the target floating beam is constructed based on historical sensor data of all floating beams, as shown below: In the formula, Indicates in Time of the first On the floating beam, the first Measured values ​​of sensor-like devices, Indicates the regression intercept. This indicates the number of all floating tie beams within the same area. Indicates in Time except the first The first on the beam of the system Measured values ​​of sensor-like devices, Represents the regression coefficient; Acquire real-time sensor data from various sensors on all floating beams within the same area, input the real-time sensor data of all floating beams into the constructed linear regression model, and obtain the predicted sensor data of the target floating beam. The amplitude difference is calculated based on the predicted sensor data and the real-time sensor data. The dynamic threshold is determined based on the acquired historical amplitude differences, as shown below: In the formula, The standard deviation of historical amplitude differences Indicates the environmental correction factor; The sensor data of the target floating beam is determined to be normal based on the dynamic threshold, and the judgment result is obtained.

6. The anti-collision system applied to a double-column bridge pier according to claim 5, characterized in that, The amplitude difference is calculated based on the predicted sensor data and the real-time sensor data, including: The residuals between the predicted sensor data and the real-time sensor data of the target floating beam are calculated as follows: In the formula, Represents the residual. This represents real-time sensor data for the target floating beam. The predicted sensor data represent the linear regression model of the target floating beam; The amplitude difference of the target floating beam is calculated based on the residuals, as shown below: In the formula, Indicates amplitude difference, This indicates that the mean residual is obtained based on historical sensor data. This represents the standard deviation of historical residuals.

7. The anti-collision system applied to a double-column bridge pier according to claim 5, characterized in that, Based on the dynamic threshold, the sensor data of the target floating beam is determined to be normal, and the judgment result is obtained, including: like Determine the first On the floating beam, the first The real-time sensor data of the sensor type is normal, with no structural abnormalities; like or Determine the first On the floating beam, the first The real-time sensor data of this type of sensor is abnormal; If real-time sensor data shows abnormalities, and multiple types of sensors on multiple floating beams show abnormal data simultaneously at multiple times, it is determined that there is structural damage to the floating beam, and an alarm is issued to the administrator. If real-time sensor data is abnormal, and only the target floating beam exhibits abnormal sensor data at multiple times, then the first... On the floating beam, the first The sensor malfunctioned.

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