Non-navigable hole bridge pier with additional inter-pier cable coordination anti-collision system

Abstract

The application provides a non-navigable hole bridge pier cooperative anti-collision system with additional inter-pier cables, which is arranged between the bent caps of adjacent non-navigable bridge piers, and forms an inter-pier cooperative force transmission anti-collision structure as a whole, comprising: a pre-buried corrugated pipe arranged between the bent caps of adjacent non-navigable hole bridge piers; a longitudinal constraint steel strand arranged in the pre-buried corrugated pipe and having exposed ends respectively extending out of the bent caps; an anchor pad and an anchor device fixed to the end of the bent cap and used for anchoring the longitudinal constraint steel strand; a conical anchor device clamping piece used in cooperation with the anchor device, which is wedged into the conical inner hole of the anchor device and clamps the longitudinal constraint steel strand, and is used for constraining the inward sliding of the longitudinal constraint steel strand; and a spiral rib arranged around the outer periphery of the pre-buried corrugated pipe in the anchoring area of the bent cap and used for enhancing the local compressive and splitting resistance of the concrete in the anchoring area. By adding the system to the bridge during construction, the risk resistance of the bridge can be improved.

Description

Technical Field

[0001] This invention belongs to the field of bridge anti-ship collision technology, specifically relating to a non-navigable span bridge pier collaborative anti-collision system with additional inter-pier cables. Background Technology

[0002] In recent decades, with the rapid increase in shipping and the growing number of cross-sea bridges, the potential risks and probability of ship-bridge collisions have continued to rise. Ship collisions often cause severe local damage to bridge piers and main beams, and the enormous inertial impact force generated can easily trigger continuous damage to the superstructure. The most fatal of these is beam collapse, especially in longitudinal collisions. Because bridges typically have weaker lateral stiffness in this direction, the main beam is very likely to slip off the supports, leading to the collapse of the entire span or even multiple spans of the bridge, posing an extreme threat to public safety.

[0003] Currently, traditional measures to prevent beam collapse mainly involve installing blocks and connecting beam devices. These measures are essentially based on the concept of "rigid protection," relying primarily on the strength of the materials and the structural stiffness to withstand impacts. However, under the immense impact force of a ship (especially longitudinal impact), these measures have significant limitations. Specifically, blocks, due to their poor ductility, are prone to brittle shear failure under impacts far exceeding design values, thus instantly losing their restraining function; while connecting beam devices (such as cables and connecting rods) may yield or even break first due to excessive deformation or internal forces caused by the impact. Traditional measures, relying solely on their own resistance to impact loads, are insufficient to efficiently dissipate the enormous impact energy. Once the impact force exceeds a critical threshold, the protective system will fail, making it unreliable to prevent beam collapse in extreme ship collisions. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a non-navigable span bridge pier collaborative anti-collision system with additional inter-pier cables to meet the need to improve the risk resistance of bridges.

[0005] To achieve the above objectives, the present invention provides the following technical solution: This invention provides a collaborative anti-collision system for non-navigable span bridge piers with additional inter-pier cables. The system is arranged between the cap beams of adjacent non-navigable span bridge piers, forming a collaborative force-transfer anti-collision structure between the piers. The system includes: a pre-embedded corrugated pipe, installed between the cap beams of adjacent non-navigable span bridge piers; longitudinal restraint steel strands, threaded within the pre-embedded corrugated pipe, with both ends extending beyond the exposed ends of the cap beams; anchor plates and anchorages, fixed to the ends of the cap beams and used to anchor the longitudinal restraint steel strands; conical anchorage wedges, used in conjunction with the anchorages, wedging into the conical inner hole of the anchorages and clamping the longitudinal restraint steel strands to restrain their inward sliding; and spiral reinforcement, installed in the anchorage area of ​​the cap beams and surrounding the pre-embedded corrugated pipes, used to enhance the local compressive and splitting resistance of the concrete in the anchorage area.

[0006] This invention provides a non-navigable span bridge pier collaborative anti-collision system with additional inter-pier cables. When a ship collides with a single-sided pier, the longitudinal restraint steel strands can quickly transfer the impact load to adjacent piers, achieving multi-pier collaborative force sharing, avoiding excessive internal forces and displacements of a single pier, reducing the risk of yielding failure of pile foundations and piers, and improving the bridge's risk resistance.

[0007] 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

[0008] 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 flowchart illustrating a specific example of a collaborative anti-collision system for non-navigable bridge piers with additional inter-pier cables, as described in this invention. Figure 2 This is a schematic diagram of the system in this invention, which is arranged between the cap beams of adjacent non-navigable bridge piers to form a pier-to-pier cooperative force transmission and anti-collision structure. Figure 3 This is a cross-sectional view of the system in this invention; Figure 4 This is a schematic diagram of the additional cable under the first working condition in this invention, along with simulation performance results. Figure 5 This is a schematic diagram of the additional cable under the second working condition in this invention, along with simulation performance results. Figure 6 This is a schematic diagram of the additional cable under the third working condition in this invention, along with simulation performance results. Figure 7 This is a schematic diagram of the additional cable under the fourth working condition in this invention, along with simulation performance results. Figure 8 This is a schematic diagram of the additional cable under the fifth working condition in this invention, along with simulation performance results. Figure 9 This is a schematic diagram of the additional cable under the sixth working condition in this invention, along with simulation performance results. Detailed Implementation

[0009] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0010] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can also refer to the internal connection of two components; and they can refer to a wireless connection or a wired connection. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0011] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0012] This invention provides a collaborative collision avoidance system for non-navigable bridge piers with additional inter-pier cables. The system is arranged between the cap beams of adjacent non-navigable bridge piers, forming a collaborative force-transfer collision avoidance structure between the piers. Figure 1 As shown, it includes: Pre-embedded corrugated pipe 1 is installed between the cap beams of adjacent non-navigable span bridge piers; Longitudinal restraint steel strand 2 is threaded inside the pre-embedded corrugated pipe, with both ends extending out of the exposed end of the cap beam; Anchor plate 3 and anchor 4 are fixed to the end of the cap beam and used to anchor the longitudinal restraint steel strands; The tapered anchor clamp 5 is used in conjunction with the anchor. The tapered anchor clamp is wedged into the tapered inner hole of the anchor and clamps the longitudinal restraint steel strand to restrain the longitudinal restraint steel strand from sliding inward. Spiral reinforcement 6 is placed in the anchorage zone of the cap beam and surrounds the outer periphery of the pre-embedded corrugated pipe to enhance the local compressive and splitting resistance of the concrete in the anchorage zone.

[0013] For example, the system is arranged between the cap beams of adjacent non-navigable bridge piers, forming a co-operative force-transfer and collision-prevention structure between the piers, such as... Figure 2 As shown, it includes the entire bridge and the anti-collision structure set between the cap beams of adjacent non-navigable piers. The cable connection between the cap beams of adjacent piers is realized through pre-embedded components, and a force transmission path for multi-pier collaborative force transmission is constructed.

[0014] Its cross-section is as follows Figure 3 As shown, it includes longitudinally restrained steel strands 2, anchor plates 3, anchors 4, and tapered anchor wedges 5.

[0015] In the non-navigable area of ​​the cross-river bridge, two adjacent reinforced concrete piers are selected as protective units. During the construction of the cap beams of the two piers, high-strength metal corrugated pipes are pre-embedded in the cap beams along the longitudinal direction of the bridge. The two ends of the corrugated pipe 1 extend to the transverse side of the two cap beams respectively. The pre-embedded positions avoid the main reinforcement area inside the cap beams.

[0016] A high-strength, low-relaxation longitudinally restrained steel strand 2 is threaded into the pre-embedded corrugated pipe 1 using a strand threading machine. Both ends of the steel strand 2 extend beyond the outer surface of the two side cap beams, with the exposed length controlled to 300mm to meet the space requirements for subsequent anchoring operations. In the side anchoring area of ​​the cap beam, a 20mm thick high-strength alloy steel anchor plate 3 is pre-embedded. The center opening of the anchor plate 3 is precisely aligned with the opening of the corrugated pipe 2 to ensure that the steel strand 2 can pass smoothly through the anchor plate 3. The matching anchor 4 can be any QVM15 series wedge-type anchor. The anchor has a conical inner hole. The multi-lobed conical anchor wedge is wedged into the conical inner hole of the anchor. The inner teeth of the wedge fully engage to longitudinally constrain the outer surface of the steel strand 2. When the steel strand 2 is subjected to a sliding tension towards the inside of the corrugated pipe 1, the conical wedge 6 will further wedge under the action of the tension, generating a self-anchoring effect, firmly constraining the inward sliding of the steel strand, and avoiding the problem of anchorage failure of the steel strand during the collision stress process.

[0017] Inside the anchorage area of ​​the cap beam, spiral reinforcement 6 is installed around the periphery of the pre-embedded corrugated pipe. The coverage of spiral reinforcement 6 extends from the back of the anchor plate to the inside of the corrugated pipe, and the spiral reinforcement is welded and fixed to the main reinforcement inside the cap beam. When the anchor applies tension to the steel strand, spiral reinforcement 6 can effectively restrain the lateral expansion deformation of the concrete in the anchorage area, greatly improving the local compressive strength and splitting resistance of the concrete in this area, and preventing cracking and spalling of the concrete in the anchorage area.

[0018] The basic structure of this embodiment can create a rigid connection force transmission path between adjacent piers. When one of the piers is hit by a ship, the impact force can be quickly transmitted to the adjacent piers through the longitudinal restraint steel strands, so that multiple piers can share the collision load and avoid overloading of a single pier.

[0019] Based on the above system, this embodiment presents the bridge collision resistance performance under different conditions using finite element simulation models and dynamic response analysis with additional cables, such as... Figures 4-8 The figures show simulations of the additional cable performance under four different operating conditions. Figure 4 The baseline control group was constructed under the following conditions: single-span cable, with a single cable area of ​​4666 m². Cable diameter 77mm; Figure 5 It is a cable with an ultra-large cross-section, and the working condition is: single span, total cable area 100×4666m. Cable diameter 770mm; Figure 6 The structure is multi-span, and the working condition is as follows: three spans of cable, with a single cable area of ​​4666m². Cable diameter 77mm; Figure 7 For a single span with a moderately large cross-section, the working condition is: single span, total cable area 10×4666m². Cable diameter 243mm; Figure 8 The reference cable type was changed, and the working condition was: single span, cable area 7850m². The cable diameter is 100mm. The above five working conditions quantify the influence of cable cross-section, number of spans, and tie beam restraint on the ship collision response. It can be seen that the change of working conditions can change the influence of ship collision response. Therefore, the solution proposed in this embodiment can ensure the collaborative working performance and structural durability of the entire restraint system under extreme working conditions such as ship collision or earthquake.

[0020] This invention provides a non-navigable span bridge pier collaborative anti-collision system with additional inter-pier cables. When a ship collides with a single-sided pier, the longitudinal restraint steel strands can quickly transfer the impact load to adjacent piers, achieving multi-pier collaborative force sharing, avoiding excessive internal forces and displacements of a single pier, reducing the risk of yielding failure of pile foundations and piers, and improving the bridge's risk resistance.

[0021] As an optional implementation, a longitudinal sliding gap or anti-corrosion lubrication layer is provided between the longitudinal restraint steel strand and the inner wall of the pre-embedded corrugated pipe, so that the longitudinal restraint steel strand remains unbonded and slidable relative to the grouting material and the cap beam. The system also includes: The first sensing and monitoring unit is fixedly installed on the exposed end of the longitudinal restraint steel strand or on the anchor plate, and is used to collect tension data of the longitudinal restraint steel strand and / or pressure data of the anchor plate in real time. The data acquisition and processing controller is communicatively connected to the first sensing and monitoring unit, and is used to receive tension data and / or pressure data, and output adjustment commands for the longitudinal restraint steel strand to the first active tensioning execution unit based on the tension data and / or pressure data. The first active tensioning actuator is detachably installed at the exposed end of the longitudinal restraint steel strand and is connected to the adjustment end of the anchorage for supplementary tensioning or release of the longitudinal restraint steel strand based on adjustment commands.

[0022] For example, this embodiment adds an unbonded sliding structure and an active tension monitoring function to the above embodiments to achieve real-time sensing and dynamic adjustment of the tension force of the steel strand. Before the longitudinally restrained steel strand is inserted into the pre-embedded corrugated pipe, a 1mm thick layer of anti-corrosion lubricating grease is uniformly applied to the outer surface of the steel strand, and then a high-density polyethylene sheath is fitted on the outside of the steel strand, so that a longitudinal sliding gap is formed between the steel strand and the inner wall of the pre-embedded corrugated pipe. After the unbonded special grout is injected into the corrugated pipe, the longitudinally restrained steel strand can still maintain an unbonded and sliding state relative to the grout and the cap beams on both sides. The force of the steel strand will not be directly transmitted to the concrete around the corrugated pipe, avoiding local stress cracking of the concrete.

[0023] A first sensing and monitoring unit is installed at the exposed end of the longitudinal restraint steel strand. This unit uses a high-precision string pressure sensor. The pressure-bearing surface of the sensor is completely in contact with the outer surface of the anchor plate. The sensor integrates a temperature compensation module, which can simultaneously collect real-time tension data of the longitudinal restraint steel strand and pressure data of the anchor plate. The acquisition frequency is set to 10Hz to ensure the real-time performance of the data.

[0024] A waterproof data acquisition and processing controller is installed on the side of the cap beam of the bridge pier. The controller integrates an ARM processing chip and a wireless communication module. It is connected to the first sensing and monitoring unit through a shielded signal cable to receive tension and pressure data collected by the sensor in real time.

[0025] The controller is pre-programmed with a tension threshold determination program. When the collected tension of the steel strand is lower than 90% of the initial design tension, a supplementary tensioning command is automatically generated; when the tension exceeds 95% of the design limit tension, a release command is automatically generated. A first active tensioning actuator unit is detachably installed at the exposed end of the longitudinally constrained steel strand. This unit uses a miniaturized electro-hydraulic jack. The piston head of the jack is connected to the adjusting end of the anchorage, and the hydraulic pump station of the jack is connected to the data acquisition and processing controller via a control line. When the controller outputs a supplementary tensioning command, the hydraulic pump station drives the jack piston to extend, applying a supplementary tensioning force to the steel strand and restoring its tension to the design value. When a release command is output, the return valve of the jack opens, slowly releasing the tension of the steel strand to prevent overload breakage.

[0026] This invention provides a collaborative anti-collision system for non-navigable span bridge piers with additional inter-pier cables. Sensors collect the tension of the steel strands in real time, enabling timely detection of long-term stress relaxation and changes in internal forces after impact, achieving full life-cycle status monitoring. The controller, in conjunction with the electric tensioning unit, automatically replenishes / releases tension, quickly restoring the design preload after the steel strands relax, maintaining an effective collaborative force transmission path throughout the entire process, eliminating the need for frequent manual on-site tensioning and maintenance. In case of overload, the system automatically releases tension to alleviate internal forces, preventing the steel strands from breaking beyond their limits and significantly improving the system's reliability under extreme impact conditions.

[0027] As an optional implementation, a non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables further includes: The upper anchoring component is embedded in the transverse sidewall of the cap beam; the lower anchoring component is embedded in the sidewall of the pier body or the top surface of the abutment of the same non-navigable span pier; the transverse restraint steel strand is laid between the cap beam and the pier body, with the upper end of the transverse restraint steel strand passing through the upper anchoring component and extending out of the sidewall of the cap beam to form an upper exposed end, and the lower end passing through the lower anchoring component and anchored in the pier body or abutment. The transverse restraint steel strand maintains an unbonded and sliding state relative to the cap beam and pier body concrete; the second sensing and monitoring unit is set at the upper exposed end of the transverse restraint steel strand to collect the tension data of the transverse restraint steel strand; the data acquisition and processing controller receives the acquisition signal from the second sensing and monitoring unit and outputs adjustment commands for the transverse restraint steel strand to the second active tensioning execution unit; the second active tensioning execution unit is used to perform supplementary tensioning or release of the transverse restraint steel strand based on the adjustment commands.

[0028] For example, this embodiment further incorporates finite element simulation models and dynamic response analyses based on the above embodiments, such as... Figure 9 As shown, the working conditions are: transverse bridge direction, single span, cable area 7850m² The cable diameter is 100mm, and a tie beam with a diameter of 2200mm is used. Two sets of comparisons are presented: one with Rx constraints and one without. It is evident that the overall performance with Rx constraints is superior to that without them. Therefore, based on the above embodiments, a lateral constraint structure can be further added to achieve stress coordination between the cap beam and the pier, improving the pier's lateral impact resistance. During the lateral construction stage of the cap beam, high-strength alloy steel upper anchorage components are pre-embedded. The upper anchorage components consist of an anchor plate and matching pre-embedded steel pipes, which extend diagonally downwards from the side of the cap beam to the bottom of the cap beam. On the upper side of the pier body of the same non-navigable span pier, lower anchorage components are pre-embedded. The pre-embedded steel pipes of the lower anchorage components extend diagonally downwards from the side of the pier body to the interior of the pier cap. The pre-embedded steel pipes of the upper and lower anchorage components are aligned vertically to form a complete cable-passing channel.

[0029] The transverse restraint steel strands are threaded into the pre-embedded steel pipes between the cap beam and the pier. The upper end of the steel strand passes through the upper anchoring component and extends out of the side of the cap beam to form the upper exposed end. The lower end passes through the lower anchoring component and is anchored inside the pier cap using a compression anchor. The outer surface of the transverse restraint steel strands is also coated with anti-corrosion lubricant and fitted with a polyethylene sheath, so that the steel strands remain unbonded and slippery relative to the concrete of the cap beam and the pier, avoiding direct damage to the pier concrete from the stress on the steel strands.

[0030] A second sensing and monitoring unit is installed at the upper exposed end of the transversely restrained steel strand. This unit uses a string-type tension sensor of the same model as the first sensing and monitoring unit to collect tension data of the transversely restrained steel strand in real time. The collected data is transmitted to the data acquisition and processing controller via a signal cable. The controller has a pre-written transverse tension control program that automatically determines whether tension adjustment is needed based on the collected transverse tension data. A second active tensioning execution unit is also installed at the upper exposed end of the transversely restrained steel strand. This unit also uses a small electric hydraulic jack and is connected to the controller. When the controller outputs an adjustment command, the second active tensioning execution unit can quickly perform supplementary tensioning or release operations on the transversely restrained steel strand.

[0031] This invention provides a non-navigable span bridge pier collaborative anti-collision system with additional inter-pier cables. When a ship impacts the bridge from the side, the unbonded steel strands in the lateral direction form a reverse couple, which restricts the torsion of the cap beam around the X-axis, effectively replacing the torsional resistance of the large-volume concrete tie beam, reducing the lateral displacement of the pier top, the bending moment of the pier body and the pile bottom, and preventing the pile foundation from entering the yield zone.

[0032] As an optional implementation, a non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables also includes: a third sensing and monitoring unit, located upstream and downstream of the bridge, for monitoring the operation of passing ships; The data acquisition and processing controller, connected to the third sensing and monitoring unit, is used to output adjustment commands for the longitudinal and / or transverse restraint steel strands to the first active tensioning execution unit based on the ship's operating conditions and in combination with tension and / or pressure data. Based on the ship's operating conditions, and in conjunction with tension and / or pressure data, adjustment commands for the longitudinal and / or transverse restraint strands are output to the first active tensioning actuator, including: Based on the ship's position, heading, and speed in the ship's operational status, predict the ship's trajectory within a preset time period and determine whether the trajectory intersects with the preset collision avoidance zone of the bridge pier. If the trajectory intersects with the preset collision avoidance zone, calculate the collision probability. If the collision probability is not lower than the preset probability threshold, determine the impact direction based on the intersection point of the trajectory and the preset collision avoidance zone, and determine the impact force components in the longitudinal and / or transverse directions based on the ship's tonnage and speed in the ship's operational status. Based on the impact force components in the longitudinal and / or transverse directions, and the arrangement parameters of the longitudinal and / or transverse constraint steel strands, obtain the corresponding longitudinal and / or transverse target tension forces. Compare the longitudinal and / or transverse target tension forces with the tension data of the longitudinal and / or transverse constraint steel strands, and generate supplementary tensioning commands, release commands, or maintenance locking commands based on the comparison results.

[0033] For example, a third sensing and monitoring unit is formed by installing high-definition radar and AIS signal receivers on both the upstream and downstream sides of the bridge. The monitoring range covers a 2km stretch of water upstream and downstream of the bridge, collecting real-time operational data such as the position, course, and speed of passing vessels. The data acquisition frequency is set to once per second to ensure continuous tracking of vessel movement. The third sensing and monitoring unit is connected to a data acquisition and processing controller via fiber optic communication lines, transmitting vessel operational data to the controller in real time. The controller is pre-programmed with vessel trajectory prediction and collision avoidance determination procedures, the specific execution steps of which are as follows: The first step is to predict the ship's trajectory within the next 300 seconds based on the real-time position, heading, and speed of the ship collected by the third sensor monitoring unit, combined with the current water flow speed and wind direction parameters. The predicted trajectory is then compared with the pre-defined bridge pier collision avoidance zone to determine whether the trajectory intersects with the collision avoidance zone.

[0034] The second step is to automatically calculate the collision probability between the ship and the bridge pier if the predicted trajectory intersects with the preset collision avoidance zone of the bridge pier. When the collision probability is not lower than the preset 30% probability threshold, the active protection control process is initiated.

[0035] The third step is to determine the direction of the ship's impact based on the intersection of the predicted trajectory and the collision avoidance zone. Then, by combining the ship's real-time tonnage and speed parameters, the impact force components in the longitudinal and transverse directions are obtained through dynamic calculations.

[0036] The fourth step involves calculating the longitudinal and transverse impact force components based on the obtained calculations, and combining parameters such as the spacing, nominal strength, and design elongation of the longitudinal and transverse restraint strands. This is done through structural mechanics calculations to determine the required longitudinal and transverse target tensile forces.

[0037] The fifth step is to compare the calculated target tension with the real-time tension of the steel strand collected by the sensor. If the real-time tension is lower than 90% of the target tension, a supplementary tensioning command is generated to drive the corresponding active tensioning execution unit to tension the steel strand. If the real-time tension is higher than 110% of the target tension, a release command is generated to release the excess tension. If the real-time tension is within the reasonable range of the target tension, a hold-lock command is generated to keep the current tension unchanged.

[0038] This invention provides a non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables. Relying on radar and AIS to monitor the position, speed, and course of ships in real time, it predicts navigation trajectories and collision risks in advance. Unlike traditional protective structures that only passively resist impacts, this system achieves early warning-based active protection. It distinguishes between longitudinal and transverse impact force components, calculates target tension in the longitudinal and transverse cables separately, accurately matches the impact load direction, and increases the pretension of the corresponding cables as needed, balancing protective performance with cable stress levels under normal operating conditions. Tension adjustment is only initiated when the collision probability exceeds a threshold; when there are no dangerous ships, a low pretension state is maintained, reducing long-term fatigue wear of the steel strands and extending the system's service life.

[0039] As an optional implementation, if the trajectory intersects with a preset collision avoidance zone, the collision probability is calculated, including: Extract the ship's historical heading angle data within a preset historical time period, and determine the standard deviation of the heading angle based on the historical heading angle data; Based on the heading angle of the ship entering the preset collision avoidance zone, and with that heading angle as the center and the standard deviation as the increment reference, multiple motion modes are generated, including the straight-ahead mode, the left-turn mode, and the right-turn mode; Predict the geometric landing point and the two-dimensional Gaussian distribution covariance matrix of each motion mode; Using the geometric landing point of each motion mode as the mean and the covariance matrix as the distribution parameter, a two-dimensional Gaussian probability density function is constructed. Numerical integration is then performed over the preset collision avoidance zone to obtain the sub-collision probabilities for each corresponding mode. The collision probability is obtained by summing the sub-collision probabilities of each mode according to the weight coefficients.

[0040] For example, when the predicted trajectory intersects with the bridge pier's collision avoidance zone, the program first extracts the ship's historical heading angle data from the past 10 minutes using AIS, performs statistical analysis on the historical heading angle data, and calculates the standard deviation of the heading angle. This standard deviation reflects the ship's navigation stability; the larger the standard deviation, the greater the fluctuation in the ship's navigation trajectory. Specifically: in, Standard deviation This is the arithmetic mean of the historical heading angles. This represents the total number of historical heading data sampling points. The heading angle at data sampling point i; With the current heading angle Centered on, with standard deviation As an incremental benchmark, construct The motion modes include: Straight-line mode: Left turn mode: Right turn mode: ; Weighting coefficients for each mode The weighting coefficients are allocated according to the normal distribution probability density function. The straight-going mode has the largest weighting coefficient, while the left-turning mode and right-turning mode have equal weighting coefficients and are both smaller than the straight-going mode weighting coefficient. The sum of all weighting coefficients is 1. When the number of historical heading data sampling points is less than the preset minimum, the standard deviation Take the nominal value of the AIS heading measurement accuracy; For each motion mode The following sub-steps are performed respectively: Obtain the ship's current position distance from the pier center, current speed, preset AIS positioning accuracy, speed measurement accuracy, heading measurement accuracy, environmental disturbance parameters, and the standard deviations of acceleration and turning rate; predict the arrival time based on the current speed; determine the geometric landing point of each motion mode based on each motion mode and the predicted arrival time; determine the variance of the geometric landing point of each motion mode in the longitudinal and transverse directions based on the preset AIS positioning accuracy, speed measurement accuracy, heading measurement accuracy, environmental disturbance parameters, and the actual standard deviations of acceleration and turning rate; construct a two-dimensional Gaussian distribution covariance matrix for the corresponding motion mode based on the variances of the geometric landing points in the longitudinal and transverse directions.

[0041] Specifically, based on the ship's current position Distance from the center of the bridge pier and current speed Calculate the predicted arrival time ,when At m / s, Truncate to the preset maximum value; Extrapolating from uniform linear motion, we obtain the geometrically predicted landing point coordinates under mode K: ; ; Let be the predicted landing point coordinates of the ship along the bridge in the k-th motion mode. Let be the transverse coordinates of the predicted landing point of the ship in the k-th motion mode. Let be the ship's heading angle corresponding to the k-th motion mode.

[0042] Extract the ship's speed and heading sequences from the past preset historical time period, and calculate the actual standard deviation of acceleration for each. and actual standard deviation of steering rate .

[0043] Based on the preset AIS positioning accuracy Accuracy of speed measurement Heading measurement accuracy Environmental disturbance parameters and the standard deviation of acceleration and standard deviation of steering rate Calculate the variance of the predicted landing point in the longitudinal direction under this mode using the following formula. variance in the transverse direction : ; ; in, The term originates from the discretized model of position-driven acceleration process noise. The term originates from the geometric approximation of lateral displacement caused by heading angle deviation; when historical data is insufficient, and Take the preset conservative lower limit value.

[0044] Next, the two-dimensional Gaussian distribution covariance matrix for this mode is constructed: Predicting landing point using geometry The mean is represented by the covariance matrix. Assuming the distribution parameters, a two-dimensional Gaussian probability density function is constructed, and the function is applied to the half-width of the bridge from the pier along the bridge direction. And the bridge to half width Defined rectangular collision avoidance zone By performing numerical integration, the sub-collision probabilities in this mode are obtained: Numerical integration employs the two-dimensional composite rectangle rule to discretize the integration region into... Each grid is a single grid, and the product of the probability density value of the center point of each grid and the grid area is accumulated. The sub-collision probabilities of each mode are weighted according to the coefficients. We obtain the overall collision probability by weighted summation: The above process integrates multiple error sources such as AIS positioning, speed, heading measurement accuracy, water flow and wind direction environmental disturbances, and ship acceleration / turning rate deviations to construct independent variances in the longitudinal and transverse directions, accurately quantifying the uncertainty of the predicted ship landing point; based on speed and distance, the ship's arrival time at the bridge pier is calculated, and combined with various motion modes, the accurate impact prediction point is obtained, providing a reliable time reference for the tension adjustment timing; the position error terms corresponding to acceleration and turning rate are separated, distinguishing between two types of interference: ship autonomous speed change and external water flow disturbances, and the covariance matrix more closely matches the actual motion error characteristics of the ship.

[0045] Based on the calculation of the overall collision probability in this embodiment, the landing point is predicted geometrically based on each mode. The relative positional relationship with the bridge pier's collision avoidance zone is determined by a weighted voting method to determine the main impact direction, which includes the longitudinal direction, transverse direction, and diagonal direction. Based on the ship's tonnage in its operational status and speed Calculate the equivalent impact force And based on the angle between the main impact direction and the pier boundary. The equivalent impact force is decomposed into longitudinal impact force components. and the transverse impact force component .

[0046] According to the longitudinal impact force component The longitudinal target tensile force value is calculated by converting the arrangement parameters of the longitudinal restraint steel strands. ; and / or, based on the transverse impact force component of the bridge The transverse target tensile force value is calculated by converting the arrangement parameters of the transverse restraint steel strands. .

[0047] This invention provides a collaborative collision avoidance system for non-navigable span bridge piers with additional inter-pier cables. Based on the historical standard deviation of heading angles, it distinguishes three navigation modes: straight, left turn, and right turn, covering all real navigation disturbance scenarios such as ship drift and turning, avoiding the underestimation of collision risk by a single straight-line trajectory. Each mode independently constructs a two-dimensional Gaussian distribution integral to solve for the sub-collision probability, comprehensively considering the positional uncertainty caused by positioning, heading measurement errors, and water flow disturbances, thereby improving the accuracy of collision probability calculation.

[0048] As an optional implementation, the acquisition of the standard deviation of acceleration and the standard deviation of steering rate includes: Based on the AIS ship type, the corresponding prior distributions of acceleration and steering are retrieved from the preset ship motion characteristic library. The ship motion characteristic library is classified according to ship type, and each type of ship corresponds to a set of prior distribution parameters of acceleration and steering rate. Extract the ship's speed sequence within a preset historical time period, calculate the first difference of the speed sequence to obtain the instantaneous acceleration sequence, use the called acceleration prior distribution as the prior probability, use the instantaneous acceleration sequence as the observed data, perform Bayesian update to obtain the acceleration posterior distribution, and take the standard deviation of the acceleration posterior distribution as the actual standard deviation of acceleration. Extract the ship's heading sequence within a preset historical time period, calculate the first difference of the heading sequence to obtain the instantaneous turning rate sequence; use the called turning rate prior distribution as the prior probability, use the instantaneous turning rate sequence as the observed data, perform Bayesian update to obtain the turning rate posterior distribution, and take the standard deviation of the turning rate posterior distribution as the actual standard deviation of the turning rate.

[0049] For example, the controller pre-stores a database of ship motion characteristics. This database is categorized according to different ship types, such as bulk carriers, container ships, and dangerous goods vessels. Each ship type corresponds to a set of prior distribution parameters for acceleration and steering, obtained through statistical analysis of extensive historical data. When the system detects a target ship, it first retrieves the corresponding prior distribution parameters from the database based on the ship type identifier in the AIS signal. It then extracts the ship's AIS speed sequence data from the past 15 minutes, performs first-order difference calculations on the speed sequence to obtain the ship's instantaneous acceleration sequence, uses the previously retrieved prior acceleration distribution as the prior probability for Bayesian updates, and uses the calculated instantaneous acceleration sequence as the observed data for Bayesian posterior updates. Finally, it obtains the ship's posterior acceleration distribution and takes the standard deviation of the posterior distribution as the actual standard deviation of the acceleration. Using the same method, the AIS heading sequence data of the ship in the past 15 minutes was extracted, and the first difference was calculated on the heading sequence to obtain the instantaneous turning rate sequence of the ship. The calling turning rate prior distribution was used as the prior probability, and the instantaneous turning rate sequence was used as the observation data for Bayesian update to obtain the turning rate posterior distribution. The standard deviation of the posterior distribution was taken as the actual standard deviation of the turning rate.

[0050] This invention provides a collaborative collision avoidance system for non-navigable bridge piers with additional inter-pier cables. It employs Bayesian updates to obtain the actual standard deviations of ship acceleration and turning rate, and can retrieve corresponding prior distributions according to ship type, differentiating the handling characteristics of different ships such as cargo ships and container ships. The basic parameters conform to the inherent motion laws of ships. Instantaneous acceleration and turning rate observation data are obtained using real-time AIS speed and heading sequence differences, and Bayesian updates correct the prior distributions to obtain a posterior standard deviation suitable for the current target ship. Ship handling fluctuation parameters are dynamically updated, and the standard deviation is automatically amplified when wind and waves are high or the ship is out of control, conservatively predicting collision risks and avoiding underestimating the ship's drift amplitude.

[0051] As an optional implementation, when the third sensing monitoring unit detects that multiple ships simultaneously enter the preset collision avoidance zone, the data acquisition and processing controller performs the following steps: The collision probability of each ship with the bridge pier is calculated to obtain a collision probability sequence. The threat weight of each ship is calculated based on its tonnage, speed and distance from the bridge pier. The collision probability sequence is sorted from high to low according to the threat weight to generate a priority sequence. Adjustment instructions are generated in sequence according to the priority sequence. When there is a resource conflict between the target pull demand of high-priority ships and the target pull demand of low-priority ships, the pull demand of high-priority ships is given priority, and the lock-up or release instructions are executed for low-priority ships.

[0052] For example, when the third sensing monitoring unit detects that two or more vessels simultaneously enter the bridge's collision warning zone, the data acquisition and processing controller automatically initiates the multi-vehicle collaborative control program. The program first calculates the corresponding collision probability for each vessel entering the warning zone according to the method described above, generating a sequence containing the collision probabilities of all vessels. Then, based on three parameters—real-time tonnage, real-time speed, and current distance to the bridge pier—a weighted calculation method is used to obtain the threat weight for each vessel. The tonnage weight accounts for 0.5, the speed weight for 0.3, and the distance weight for 0.2. Vessels with larger tonnage, faster speed, and closer distance have higher threat weights.

[0053] The collision probability sequence is reordered according to threat weight from high to low to generate a ship protection priority sequence. The controller generates corresponding tension adjustment commands sequentially according to the priority sequence from high to low. When a resource conflict arises between the target tension requirements of high-priority ships and low-priority ships, the system prioritizes meeting the tension requirements of the high-priority ships, and executes commands to maintain the current locked state or appropriately release tension for the low-priority ships, ensuring the protection priority of high-risk ships. This implementation method can prioritize the protection capability of the most dangerous ship in extreme scenarios where multiple ships simultaneously approach a bridge pier, avoiding system failure caused by multi-target protection conflicts.

[0054] This invention provides a collaborative anti-collision system for non-navigable bridge piers with additional inter-pier cables. It simultaneously calculates the collision probability of multiple ships, constructs threat weights based on tonnage, speed, and distance, and automatically distinguishes between high-risk and low-risk ships, prioritizing protection resources for high-risk targets. When the tension requirements of multiple ships conflict, priority is given to ensuring the target tension requirements of high-threat ships, while low-risk ships maintain their original tension or are moderately relaxed, preventing insufficient protective stiffness and failure when multiple ships collide.

[0055] As an optional implementation, the data acquisition and processing controller also performs the following steps: Based on the predicted arrival time of the ships at each pier, a tension adjustment timing table for each pier is generated. When the tension adjustment of the longitudinal restraint steel strands of adjacent piers overlaps in time, the tension adjustment sequence of each pier is coordinated according to the transmission relationship of the ship impact force between adjacent piers, so that the preceding pier releases part of the tension first and the subsequent pier is tensioned in advance.

[0056] For example, the data acquisition and processing controller automatically generates a tension adjustment schedule for the longitudinal constraint steel strands of each non-navigable span pier along the bridge, based on the predicted arrival time of each approaching vessel. This schedule specifies the tensioning start time, tensioning rate, and target tension value for each set of steel strands. When the tension adjustment times of the longitudinal constraint steel strands of two adjacent piers overlap, the program performs collaborative optimization of the tensioning sequence based on the transmission path and delay of the vessel's impact force between adjacent piers. When the preceding pier is subjected to force before the vessel's impact, a portion of the steel strand tension is released, allowing the steel strands to absorb some of the collision energy through elongation and deformation. Simultaneously, the following piers, located further from the impact point, initiate tensioning operations earlier, quickly establishing a high-tension state. This ensures that the impact force can be efficiently transmitted to the following piers, with multiple piers sharing the collision load. This "pre-sequence energy absorption and subsequent coordination" timing control mode can improve the coordinated force-bearing efficiency of adjacent piers by more than 50%, avoid the concentrated release of collision energy at a single pier, and further enhance the overall collision resistance of the entire non-navigable channel area.

[0057] This invention provides a collaborative anti-collision system for non-navigable bridge piers with additional inter-pier cables. The system generates an independent adjustment sequence for the cables of each pier based on the predicted arrival time of the ship, accurately matching the time of impact and completing stiffness reinforcement in advance. When the tensioning times of adjacent piers overlap, the coordinated timing allows the pier before the impact to release tension appropriately, absorbing the impact energy through the elastic deformation of the steel strands. The pier after the impact is tensioned in advance to establish high tension and quickly share the impact load.

[0058] 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 collaborative collision avoidance system for non-navigable span bridge piers with additional inter-pier cables, characterized in that, The system is positioned between the cap beams of adjacent non-navigable bridge piers, forming a coordinated force-transfer and collision-prevention structure between the piers, including: Pre-embedded corrugated pipes are installed between the cap beams of adjacent non-navigable piers; The longitudinally restrained steel strands are threaded through the pre-embedded corrugated pipes, with both ends extending out of the exposed ends of the cap beam; Anchor plates and anchorages are fixed to the ends of the cap beam and used to anchor the longitudinal restraint steel strands; The tapered anchor clamp is used in conjunction with the anchor. The tapered anchor clamp is wedged into the tapered inner hole of the anchor and clamps the longitudinal restraint steel strand to restrain the longitudinal restraint steel strand from sliding inward. Spiral reinforcement is placed in the anchorage zone of the cap beam and surrounds the pre-embedded corrugated pipe to enhance the local compressive and splitting resistance of the concrete in the anchorage zone.

2. The non-navigable span bridge pier collaborative anti-collision system with additional inter-pier cables according to claim 1, characterized in that, A longitudinal sliding gap or anti-corrosion lubrication layer is provided between the longitudinal restraint steel strand and the inner wall of the pre-embedded corrugated pipe, so that the longitudinal restraint steel strand remains unbonded and slidable relative to the grouting material and the cap beam. The system also includes: The first sensing and monitoring unit is fixedly installed on the exposed end of the longitudinal restraint steel strand or on the anchor plate, and is used to collect tension data of the longitudinal restraint steel strand and / or pressure data of the anchor plate in real time. The data acquisition and processing controller is communicatively connected to the first sensing and monitoring unit, and is used to receive tension data and / or pressure data, and output adjustment commands for the longitudinal restraint steel strand to the first active tensioning execution unit based on the tension data and / or pressure data. The first active tensioning actuator is detachably installed at the exposed end of the longitudinal restraint steel strand and is connected to the adjustment end of the anchorage for supplementary tensioning or release of the longitudinal restraint steel strand based on adjustment commands.

3. A non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables as described in claim 1 or 2, characterized in that, Also includes: The upper anchoring components are pre-embedded in the transverse side wall of the cap beam; The lower anchoring components are pre-embedded in the side wall of the pier body or the top surface of the pier cap of the same non-navigable pier. The transverse restraint steel strand is laid between the cap beam and the pier body. The upper end of the transverse restraint steel strand passes through the upper anchoring component and extends out of the side wall of the cap beam to form the upper exposed end. The lower end passes through the lower anchoring component and is anchored in the pier body or pile cap. The transverse restraint steel strand remains unbonded and can slide relative to the concrete of the cap beam and the pier body. The second sensing and monitoring unit is located at the upper exposed end of the transverse restraint steel strand and is used to collect tension data of the transverse restraint steel strand. The data acquisition and processing controller receives the acquisition signals from the second sensing and monitoring unit and outputs adjustment commands for the transverse constraint steel strands to the second active tensioning execution unit. The second active tensioning unit is used to perform supplementary tensioning or release of the transversely constrained steel strands based on adjustment commands.

4. A non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables as described in claim 3, characterized in that, It also includes a third sensor monitoring unit, which is set up upstream and downstream of the bridge to monitor the operation of passing ships; The data acquisition and processing controller, connected to the third sensing and monitoring unit, is used to output adjustment commands for the longitudinal and / or transverse restraint steel strands to the first active tensioning execution unit based on the ship's operating conditions and in combination with tension and / or pressure data. Based on the ship's operating conditions, and in conjunction with tension and / or pressure data, adjustment commands for the longitudinal and / or transverse restraint strands are output to the first active tensioning actuator, including: Based on the ship's position, course, and speed during operation, predict the ship's trajectory within a preset time period and determine whether the trajectory intersects with the bridge pier's preset collision avoidance zone. If the trajectory intersects with the preset collision avoidance zone, the collision probability is calculated; If the collision probability is not lower than the preset probability threshold, the collision direction is determined based on the intersection of the trajectory and the preset collision avoidance zone, and the components of the impact force in the longitudinal and / or transverse directions are determined based on the ship's tonnage and speed during operation. Based on the impact force components along the longitudinal and / or transverse directions, and the arrangement parameters of the longitudinal and / or transverse restraint strands, the corresponding longitudinal and / or transverse target tensile forces are obtained. The longitudinal target tension and / or lateral target tension are compared with the tension data of the longitudinal constraint steel strand and / or lateral constraint steel strand, and a supplementary tensioning command, a release command, or a maintenance locking command is generated based on the comparison results.

5. A non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables as described in claim 4, characterized in that, If the trajectory intersects with the preset collision avoidance zone, the collision probability is calculated, including: Extract the ship's historical heading angle data within a preset historical time period, and determine the standard deviation of the heading angle based on the historical heading angle data; Based on the heading angle of the ship entering the preset collision avoidance zone, and with that heading angle as the center and the standard deviation as the increment reference, multiple motion modes are generated, including the straight-ahead mode, the left-turn mode, and the right-turn mode; Predict the geometric landing point and the two-dimensional Gaussian distribution covariance matrix of each motion mode; Using the geometric landing point of each motion mode as the mean and the covariance matrix as the distribution parameter, a two-dimensional Gaussian probability density function is constructed. Numerical integration is then performed over the preset collision avoidance zone to obtain the sub-collision probabilities for each corresponding mode. The collision probability is obtained by summing the sub-collision probabilities of each mode according to the weight coefficients.

6. A non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables as described in claim 5, characterized in that, Predict the geometric landing points and the two-dimensional Gaussian distribution covariance matrix of each motion mode, including: The system obtains the distance of the ship's current position from the center of the bridge pier, the current speed, the preset AIS positioning accuracy, speed measurement accuracy, heading measurement accuracy, environmental disturbance parameters, as well as the standard deviation of acceleration and the standard deviation of turning rate. Based on the current speed, the estimated arrival time is; Based on each motion mode and the predicted arrival time, the geometric landing point of each motion mode is determined; Based on the preset AIS positioning accuracy, airspeed measurement accuracy, heading measurement accuracy, environmental disturbance parameters, as well as the actual standard deviation of acceleration and the actual standard deviation of turning rate, the variance of the geometric landing point of each motion mode in the longitudinal direction and the variance in the transverse direction are determined. Based on the variances of the geometric landing points along the longitudinal and transverse directions of the bridge, a two-dimensional Gaussian distribution covariance matrix for the corresponding motion modes is constructed.

7. A non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables as described in claim 6, characterized in that, The acquisition of the standard deviation of acceleration and the standard deviation of steering rate includes: Based on the AIS ship type, the corresponding prior distributions of acceleration and steering are retrieved from the preset ship motion characteristic library. The ship motion characteristic library is classified according to ship type, and each type of ship corresponds to a set of prior distribution parameters of acceleration and steering rate. Extract the ship's speed sequence within a preset historical time period, calculate the first difference of the speed sequence to obtain the instantaneous acceleration sequence, use the called acceleration prior distribution as the prior probability, use the instantaneous acceleration sequence as the observed data, perform Bayesian update to obtain the acceleration posterior distribution, and take the standard deviation of the acceleration posterior distribution as the actual standard deviation of acceleration. Extract the ship's heading sequence within a preset historical time period, calculate the first difference of the heading sequence to obtain the instantaneous turning rate sequence; use the called turning rate prior distribution as the prior probability, use the instantaneous turning rate sequence as the observed data, perform Bayesian update to obtain the turning rate posterior distribution, and take the standard deviation of the turning rate posterior distribution as the actual standard deviation of the turning rate.

8. A non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables as described in claim 4, characterized in that, When the third sensor monitoring unit detects that multiple ships simultaneously enter the preset collision avoidance zone, the data acquisition and processing controller performs the following steps: The collision probability of each ship with the bridge pier is calculated separately to obtain the collision probability sequence; The threat weight of each vessel is calculated based on its tonnage, speed, and distance from the bridge pier. The collision probability sequences are sorted from high to low according to the threat weight to generate a priority sequence; Adjustment commands are generated sequentially according to priority sequence. When there is a resource conflict between the target thrust demand of high-priority vessels and the target thrust demand of low-priority vessels, the thrust demand of high-priority vessels is given priority, and the command to maintain lock or release tension is executed for low-priority vessels.

9. A non-navigable span bridge pier collaborative collision avoidance system with additional inter-pier cables as described in claim 6, characterized in that, The data acquisition and processing controller also performs the following steps: Based on the predicted arrival time of the ships at each pier, a tension adjustment timing table for each pier is generated. When the tension adjustment of the longitudinal restraint steel strands of adjacent piers overlaps in time, the tension adjustment sequence of each pier is coordinated according to the transmission relationship of the ship impact force between adjacent piers, so that the preceding pier releases part of the tension first and the subsequent pier is tensioned in advance.

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