Pier anti-collision structure and t-shaped bridge

Abstract

The utility model relates to the technical field of anti -collision, specifically is a kind of pier anti -collision structure and T structure bridge, the pier anti -collision structure includes the ear-shaped anti -collision component of being set around several pier, the ear-shaped anti -collision component's foundation is embedded ground, at least one transverse connecting rod is connected between adjacent ear-shaped anti -collision component, steel mesh is connected between the transverse connecting rod and the ear-shaped anti -collision component, all ear-shaped anti -collision component is connected as a whole by distribution distribution formula net rack, the distribution distribution formula net rack close to pier is equipped with several anti -collision tires, the ear-shaped anti -collision component and pier between are equipped with several rows of anti -collision sandbag. The utility model pier anti -collision structure rigidity is high, and limiting capacity is strong, and anti -impact capacity is strong, and simple structure, convenient to use, effect is good.

Description

Technical Field

[0001] This utility model relates to the field of anti-collision technology, and in particular to an anti-collision structure for bridge piers and a T-shaped bridge. Background Technology

[0002] Bridge collision avoidance measures can generally be divided into two types: active collision avoidance and passive collision avoidance. Active collision avoidance mainly uses subjective collision avoidance methods, or uses collision avoidance signs, traffic warning lights, etc. to remind drivers; passive collision avoidance mainly involves setting up some collision avoidance devices, such as setting up height restriction gantry to prevent oversized vehicles from hitting the bridge superstructure, or setting up safety protection devices around the bridge piers to prevent vehicles from directly hitting the bridge piers.

[0003] There are two main methods for protecting bridge piers from collisions: First, by increasing the pier's own load-bearing capacity. This method is generally used when the space around the pier is limited and guardrails or collision-resistant structures cannot be installed, or in areas where the addition of collision-resistant devices narrows the driving area, making collisions more likely. This method is not suitable for construction work on underpasses of high-speed railway bridges because railway authorities do not allow construction work within specific areas of railway bridges, requiring a certain safety distance; therefore, reinforcing railway piers is impractical. Second, by installing independent collision-resistant structures around the pier. This prevents vehicles from directly impacting the pier, instead causing them to collide with the collision-resistant structures first, thus better protecting the pier from damage.

[0004] Currently, temporary collision protection measures for existing bridge piers during construction are relatively simple. Considering economic factors, these mainly involve erecting two or three rows of scaffolding around the existing piers and placing sandbags or water tanks. Because there hasn't been much research into the time-series changes in impact force and energy during a collision, these measures lack effective collision protection. The scaffolding itself has low rigidity and poor restraint capabilities, resulting in insufficient impact resistance. The sandbag placement is also unreasonable. Water tanks also experience issues such as insufficient filling or leakage. Furthermore, the order in which these measures function is unclear. Utility Model Content

[0005] The purpose of this utility model is to address the problems of existing technologies where temporary anti-collision measures for existing bridge piers during construction are relatively simple, mainly involving the erection of scaffolding around the existing bridge piers, which has low rigidity, poor limiting ability, and insufficient impact resistance. This utility model provides a bridge pier anti-collision structure and a T-shaped bridge.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows: In a first aspect, this utility model provides a bridge pier anti-collision structure, including a plurality of ear-shaped anti-collision components arranged around the bridge pier. The base of the ear-shaped anti-collision components is embedded in the ground. At least one transverse connecting rod is connected between adjacent ear-shaped anti-collision components. A wire mesh is connected between the transverse connecting rod and the ear-shaped anti-collision components. All the ear-shaped anti-collision components are connected as one unit by a distributed grid frame. A plurality of anti-collision tires are fitted on the distributed grid frame near the bridge pier. A plurality of rows of anti-collision sandbags are provided between the ear-shaped anti-collision components and the bridge pier.

[0007] In the technical solution adopted in this utility model, during the first stage of anti-collision process, the wire mesh and the transverse connecting rod form an impact surface. When impacted, the impact force is distributed to each of the ear-shaped anti-collision components. The ear-shaped anti-collision components provide a high-rigidity limit, bear most of the impact load, and transfer it to the foundation. The distributed grid frame can transfer the impact force borne by one impact surface to other ear-shaped anti-collision components, reduce the pressure on the impact surface, and make the impact force more dispersed and transferred to the ground.

[0008] When the impact force is too great, the second stage of the anti-collision process begins. The anti-collision sandbags piled behind the wire mesh play a role, and the impact kinetic energy is converted into the heat energy and kinetic energy of the anti-collision sandbags. At this time, the ear-shaped anti-collision component still bears the impact force and undergoes large deformation to dissipate energy.

[0009] With further impact force, entering the third stage of the anti-collision process, the ear-shaped anti-collision component tilts severely, and the anti-collision tire is compressed with the impact. During the compression process, the anti-collision tire plays a buffering role, increasing the contact time between the vehicle and the bridge pier. According to the impulse theorem, the impact force will decrease rapidly with the increase of contact time. Therefore, the anti-collision tire can minimize the impact of the vehicle on the existing bridge.

[0010] The bridge pier anti-collision structure described in this utility model improves load-bearing capacity and anti-collision capability through the structure of the ear-shaped anti-collision components. It possesses excellent deformation resistance and transfers the impact force to the foundation. Simultaneously, the deformation of the ear-shaped anti-collision components themselves during impact dissipates energy. By setting up the distributed grid structure, the impact force can be transferred to the ear-shaped anti-collision components on both sides and the rear side of the impact face, allowing the surrounding ear-shaped anti-collision components to share the impact force, improving overall anti-collision stability and reducing pressure on the impact face. By setting up the transverse connecting rods, the entire row of ear-shaped anti-collision components on the impact face can deform under impact, increasing the overall rigidity of the ear-shaped anti-collision components, increasing the impact contact surface, and preventing force generation during impact. The concentrated impact of the steel wire mesh reduces the release of destructive energy at a single point. It also provides protection against small impacts such as falling rocks, acting as a flexible safety barrier and preventing unauthorized personnel from climbing over the barriers to enter the bridge pier area. The sandbags behind the steel wire mesh convert kinetic energy into heat and kinetic energy upon impact, providing excellent cushioning. The distributed steel wire mesh also provides impact tires to prevent severe tilting of the ear-shaped impact components, ensuring sufficient cushioning and flexibility during impacts with the bridge piers. This increases the contact time between the vehicle and the pier, reducing impact damage and providing effective protection.

[0011] Preferably, the ear-shaped anti-collision component includes a column member, a cross brace member, and an ear-shaped member. The column member is connected to the foundation, and the ear-shaped member is located between the column member and the pier. The column member is connected to the ear-shaped member through a plurality of the cross braces.

[0012] More preferably, several of the horizontal bracing members on each column member are arranged at vertical intervals, with the upper part of the ear-shaped member being closer to the pier than the lower part.

[0013] More preferably, each column member is connected to five horizontal bracing members from top to bottom, and the spacing between the horizontal bracing members is S, S, S, W respectively, the length of the top horizontal bracing member is L1, and the length of the bottom horizontal bracing member is L2. L1=(1 / 6~1 / 4)×(3×S+W) L2 = (1 / 4 ~ 1 / 3) × L1.

[0014] More preferably, the top of the ear-shaped rod is an arc portion, which is tangential to the top cross brace, the radius of the arc portion R=L2, and the central angle of the arc portion θ=120°~135°.

[0015] Preferably, the column members, the horizontal bracing members, the ear-shaped members, the transverse connecting rods, and the distributed grid frame are all made of steel pipes.

[0016] Preferably, five transverse connecting rods are connected between adjacent ear-shaped anti-collision components, and a dense wire mesh is connected between adjacent transverse connecting rods.

[0017] Preferably, the anti-collision sandbags in adjacent layers are arranged in an alternating manner.

[0018] More preferably, the anti-collision sandbags are arranged in four or more layers, and the overall height of the anti-collision sandbags near the wire mesh is lower than the overall height of the anti-collision sandbags near the bridge pier.

[0019] Secondly, this utility model also provides a T-shaped bridge, including a pier, wherein the pier is provided with a pier anti-collision structure as described in any of the above.

[0020] In summary, due to the adoption of the above technical solution, the beneficial effects of this utility model are: The bridge pier anti-collision structure described in this utility model improves load-bearing capacity and anti-collision capability through the structure of the ear-shaped anti-collision components. It possesses excellent deformation resistance and transfers the impact force to the foundation. Simultaneously, the deformation of the ear-shaped anti-collision components themselves during impact dissipates energy. By setting up the distributed grid structure, the impact force can be transferred to the ear-shaped anti-collision components on both sides and the rear side of the impact face, allowing the surrounding ear-shaped anti-collision components to share the impact force, improving overall anti-collision stability and reducing pressure on the impact face. By setting up the transverse connecting rods, the entire row of ear-shaped anti-collision components on the impact face can deform under impact, increasing the overall rigidity of the ear-shaped anti-collision components, increasing the impact contact surface, and preventing force generation during impact. The concentrated impact of the steel wire mesh reduces the release of destructive energy at a single point. It also provides protection against small impacts such as falling rocks, acting as a flexible safety barrier and preventing unauthorized personnel from climbing over the barriers to enter the bridge pier area. The sandbags behind the steel wire mesh convert kinetic energy into heat and kinetic energy upon impact, providing excellent cushioning. The distributed steel wire mesh also provides impact tires to prevent severe tilting of the ear-shaped impact components, ensuring sufficient cushioning and flexibility during impacts with the bridge piers. This increases the contact time between the vehicle and the pier, reducing impact damage and providing effective protection. Attached Figure Description

[0021] Figure 1 A three-dimensional structural diagram of the anti-collision structure for bridge piers; Figure 2 A schematic diagram of the internal structure of the anti-collision structure for bridge piers; Figure 3 A three-dimensional structural diagram of the ear-shaped anti-collision component; Figure 4 This is a partial structural diagram of the ear-shaped anti-collision component.

[0022] The markings in the diagram are: 01-Ground, 02-Pier, 1-Ear-shaped anti-collision component, 11-Column member, 12-Horizontal brace member, 13-Ear-shaped member, 131-Circular arc section, 2-Foundation, 3-Wire mesh, 4-Distributed grid structure, 5-Horizontal connecting rod, 6-Anti-collision tire, 7-Anti-collision sandbag. Detailed Implementation

[0023] The present invention will be further described in detail below with reference to experimental examples and specific embodiments. However, this should not be construed as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments. All technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0024] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of this utility model is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the utility model solution or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on this utility model.

[0025] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0026] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0027] Furthermore, in the description of the embodiments of this utility model, "several", "multiple", and "several" represent at least two. The number can be any number, such as two, three, four, five, six, seven, eight, or nine, and can even exceed nine.

[0028] Furthermore, in the description of the technical solution of this utility model, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "equipped with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0029] Example 1 like Figures 1 to 4 As shown, the bridge pier anti-collision structure of this utility model includes an ear-shaped anti-collision component 1, a wire mesh 3, a distributed grid frame 4, a transverse connecting rod 5, anti-collision tires 6, and anti-collision sandbags 7.

[0030] like Figure 1 and Figure 2 As shown, the entire anti-collision structure is located around the pier 02 abutment, and several ear-shaped anti-collision components 1 are set around the pier 02. The ear-shaped anti-collision components 1 need to be embedded in the concrete foundation 2 of the ground 01 to ensure the overall stability of the ear-shaped anti-collision components 1.

[0031] like Figures 1 to 3 As shown, the ear-shaped anti-collision component 1 includes a column member 11, a horizontal brace member 12, and an ear-shaped member 13. The column member 11 is connected to the foundation 2, and the ear-shaped member 13 is located between the column member 11 and the pier 02. The column member 11 is connected to the ear-shaped member 13 through several horizontal brace members 12. Several horizontal brace members 12 on each column member 11 are arranged vertically at intervals. The upper part of the ear-shaped member 13 is closer to the pier 02 than the lower part. In a specific embodiment, such as... Figure 3 and Figure 4As shown, each column member 11 is connected to five horizontal bracing members 12 from top to bottom, and the spacing between the horizontal bracing members 12 is S, S, S, W respectively. The length of the top horizontal bracing member 12 is L1, and the length of the bottom horizontal bracing member 12 is L2. The top of the ear-shaped member 13 is a circular arc portion 131, which is tangent to the top horizontal bracing member 12. The radius of the circular arc portion 131 is R=L2, and the central angle of the circular arc portion 131 is θ=120°~135°. L1=(1 / 6~1 / 4)×(3×S+W), L2=(1 / 4~1 / 3)×L1. The circular arc portion 131 can prevent the column member 11 from causing puncture damage to the pier 02 when it is seriously tilted.

[0032] like Figures 1 to 3 As shown, at least one transverse connecting rod 5 connects adjacent ear-shaped anti-collision components 1, and a wire mesh 3 connects the transverse connecting rod 5 and the ear-shaped anti-collision component 1. In one specific embodiment, as... Figure 3 As shown, five transverse connecting rods 5 are connected between adjacent ear-shaped anti-collision components 1, and dense wire mesh 3 is connected between adjacent transverse connecting rods 5.

[0033] like Figure 1 and Figure 2 As shown, all the ear-shaped anti-collision components 1 are connected as a whole by a distributed grid frame 4. Several anti-collision tires 6 are fitted onto the distributed grid frame 4 near the pier 02. Depending on the specific structural form of the pier 02, the distributed grid frame 4 near the pier 02 is rectangular, hexagonal, or octagonal. In a specific embodiment, such as... Figure 1 and Figure 2 As shown, the distributed grid structure 4 includes horizontal bars, vertical bars and diagonal bars. In this embodiment, the distributed grid structure 4 near the pier 02 is connected into a hexagon by the horizontal bars and the diagonal bars.

[0034] like Figure 2 As shown, several rows of anti-collision sandbags 7 are provided between the ear-shaped anti-collision component 1 and the bridge pier 02. Each row of anti-collision sandbags 7 has several layers from bottom to top, and the anti-collision sandbags 7 in adjacent layers are staggered. In a specific embodiment, the anti-collision sandbags 7 are arranged in four or more rows, and the overall height of the anti-collision sandbags 7 near the wire mesh 3 is lower than the overall height of the anti-collision sandbags 7 near the bridge pier 02.

[0035] In one specific embodiment, the column member 11, the horizontal brace member 12, the ear-shaped member 13, the transverse connecting rod 5, and the distributed grid frame 4 are all made of steel pipe.

[0036] During the construction of the underpass bridge for high-speed railway, construction machinery and vehicles (heavy machinery such as concrete mixer trucks and truck cranes) may have accidents when crossing the existing high-speed railway bridge, impacting the existing high-speed railway pier 02 and seriously affecting the operational safety of the railway bridge. When the machinery and vehicles lose control and crash into the anti-collision structure, in the first stage of anti-collision process, the wire mesh 3 and the transverse connecting rod 5 form the impact surface. When impacted, the impact force is distributed to each of the ear-shaped anti-collision components 1. The ear-shaped anti-collision component 1 provides a high-rigidity limit, bears most of the impact load and transfers it to the foundation 2. The distributed grid structure 4 can transfer the impact force borne by one impact surface to other ear-shaped anti-collision components 1, reducing the pressure on the impact surface and making the impact force more dispersed and transferred to the ground 01.

[0037] When the impact force is too great, during the second stage of the anti-collision process, after the mechanical vehicle further impacts the wire mesh 3 by a certain distance (10cm to 20cm), the anti-collision sandbags 7 piled behind the wire mesh 3 come into play. The impact kinetic energy is converted into the heat energy and kinetic energy of the anti-collision sandbags 7. The anti-collision sandbags 7 are generally arranged in more than four rows to maximize the consumption of the vehicle's impact kinetic energy. The height of the first two rows should be less than the height of the last two rows. This ensures that after the anti-collision sandbags 7 in front are knocked away, the anti-collision sandbags 7 in the back can still provide obstruction. At this time, the ear-shaped anti-collision component 1 still bears the impact force and undergoes large deformation to consume energy.

[0038] With further impact force, entering the third stage of the anti-collision process, the ear-shaped anti-collision component 1 tilts severely, and the anti-collision tire 6 is compressed with the impact. During the compression process, the anti-collision tire 6 plays a buffering role, increasing the contact time between the vehicle and the bridge pier 02. According to the impulse theorem, the impact force will decrease rapidly with the increase of contact time. Therefore, the anti-collision tire 6 can minimize the impact of the vehicle on the existing bridge.

[0039] Furthermore, when construction machinery (such as truck cranes and pile drivers) is working next to the existing railway bridge pier 02, there is a possibility of overturning and collapsing. In this case, the machinery will directly crash into the existing railway bridge pier 02. Therefore, the height of the anti-collision structure (the height of the column member 11) should be set to more than 3 / 4 of the highest height of the machinery that may be used during construction. If encountering sloping terrain, the influence of the distance between the road surface height on the higher side of the slope and the bridge pier 02 abutment also needs to be considered. The vertical spacing of the transverse connecting rods 5 is generally 1m to 1.2m. When machinery crashes into the anti-collision structure, its anti-collision function functions as described in the previous paragraph, and will not be elaborated here.

[0040] The installation sequence of this anti-collision structure is as follows: (1) First, the foundation 2 of the ear-shaped anti-collision component 1 is poured with concrete. Then, the mounting hole of the column member 11 is reserved. Then, the ear-shaped anti-collision component 1 is installed in place, and the mounting hole is grouted with mortar.

[0041] (2) Then install the transverse connecting rod 5 and the wire mesh 3 to make the ear-shaped anti-collision component 1 form a whole, and reserve the entry and exit position for the installation of internal protective measures.

[0042] (3) Install the distributed grid frame 4 and at the same time set up the anti-collision tires 6.

[0043] (4) After the anti-collision sandbags 7 are installed, the reserved entry and exit positions are closed.

[0044] The bridge pier anti-collision structure described in this utility model significantly improves the load-bearing capacity and anti-collision capability of the steel pipe through the specific structural form of the ear-shaped anti-collision component 1. This greatly increases the ability of the ear-shaped anti-collision component 1 to resist impacts from engineering machinery, providing excellent deformation resistance and transferring the impact force to the foundation 2. Simultaneously, the deformation of the ear-shaped anti-collision component 1 itself during the impact process also dissipates energy. By setting the distributed grid frame 4, the impact force can be transferred to the ear-shaped anti-collision components 1 on both sides and the back side of the impact face, allowing the surrounding ear-shaped anti-collision components 1 to share the impact force, improving the overall stability of the anti-collision system and reducing the pressure on the impact face. By setting the transverse connecting rod 5, the overall impact force deformation of the row of ear-shaped anti-collision components 1 on the impact face can be achieved, increasing the overall stiffness of the ear-shaped anti-collision components 1 and enhancing their overall rigidity. The impact contact surface prevents the force from concentrating upon impact, reducing the release of destructive energy at a single point. The wire mesh 3 provides protection against small impact objects such as falling rocks, acting as a flexible guardrail while preventing unauthorized personnel from climbing over the anti-collision measures and entering the area of ​​the bridge pier 02. The anti-collision sandbags 7 installed behind the wire mesh 3 convert the kinetic energy of a vehicle impacting the sandbags into heat and kinetic energy, providing excellent cushioning. The anti-collision tires 6 installed on the distributed grid frame 4 provide sufficient cushioning and flexibility to prevent severe tilting of the ear-shaped anti-collision component 1 when it impacts the bridge pier 02, increasing the contact time between the vehicle and the pier 02 and reducing impact damage, thus providing excellent protection.

[0045] Example 2 like Figure 1 and Figure 2As shown, the present invention provides a T-shaped bridge, including a pier 02. The pier 02 is provided with a pier anti-collision structure as described in Embodiment 1, and the pier anti-collision structure surrounds the bottom of the pier 02.

[0046] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A bridge pier anti-collision structure, characterized in that, The system includes several ear-shaped anti-collision components (1) arranged around the pier (02). The base (2) of the ear-shaped anti-collision component (1) is embedded in the ground (01). At least one transverse connecting rod (5) is connected between adjacent ear-shaped anti-collision components (1). A wire mesh (3) is connected between the transverse connecting rod (5) and the ear-shaped anti-collision component (1). All the ear-shaped anti-collision components (1) are connected as one unit by a distributed grid frame (4). Several anti-collision tires (6) are fitted on the distributed grid frame (4) near the pier (02). Several rows of anti-collision sandbags (7) are arranged between the ear-shaped anti-collision components (1) and the pier (02).

2. The anti-collision structure for bridge piers according to claim 1, characterized in that, The ear-shaped anti-collision component (1) includes a column member (11), a cross brace member (12), and an ear-shaped member (13). The column member (11) is connected to the foundation (2), and the ear-shaped member (13) is located between the column member (11) and the pier (02). The column member (11) is connected to the ear-shaped member (13) through a plurality of the cross brace members (12).

3. The anti-collision structure for bridge piers according to claim 2, characterized in that, Several of the horizontal bracing members (12) on each column member (11) are arranged vertically at intervals, and the upper part of the ear-shaped member (13) is closer to the pier (02) than the lower part.

4. The anti-collision structure for bridge piers according to claim 3, characterized in that, Each column member (11) is connected to five horizontal bracing members (12) from top to bottom, and the spacing of the horizontal bracing members (12) is S, S, S, W respectively. The length of the top horizontal bracing member (12) is L1, and the length of the bottom horizontal bracing member (12) is L2. L1=(1 / 6~1 / 4)×(3×S+W) L2 = (1 / 4 ~ 1 / 3) × L1.

5. The anti-collision structure for bridge piers according to claim 4, characterized in that, The top of the ear-shaped rod (13) is a circular arc (131), which is tangent to the horizontal support rod (12) at the top. The radius of the circular arc (131) is R=L2, and the central angle of the circular arc (131) is θ=120°~135°.

6. The anti-collision structure for bridge piers according to claim 5, characterized in that, The column members (11), the horizontal bracing members (12), the ear-shaped members (13), the horizontal connecting rods (5), and the distributed grid frame (4) are all made of steel pipes.

7. The anti-collision structure for bridge piers according to claim 1, characterized in that, Five transverse connecting rods (5) are connected between adjacent ear-shaped anti-collision components (1), and a dense wire mesh (3) is connected between adjacent transverse connecting rods (5).

8. The anti-collision structure for bridge piers according to any one of claims 1-7, characterized in that, The anti-collision sandbags (7) of adjacent layers are staggered.

9. The anti-collision structure for bridge piers according to claim 8, characterized in that, The anti-collision sandbags (7) are arranged in four or more layers, and the overall height of the anti-collision sandbags (7) near the wire mesh (3) is lower than the overall height of the anti-collision sandbags (7) near the bridge pier (02).

10. A T-shaped bridge, comprising piers (02), characterized in that, The bridge pier (02) is provided with a bridge pier anti-collision structure as described in any one of claims 1-9.

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