Bridge anti-ship collision device impact force-impact depth model construction method

Abstract

The embodiment of the application discloses a bridge anti-ship collision device impact force-impact depth model construction method, comprising the following steps: determining the total potential energy of the system in the process of the barge impacting the anti-collision device, wherein the total potential energy comprises the plastic strain energy of the outer panel of the anti-collision device, the compression energy consumption of the internal structure of the anti-collision device, the energy absorption of the bow of the barge and the work of the external impact force; each item in the total potential energy is expressed as a function of the impact force and / or the impact depth of the anti-collision device; each function is substituted into the minimum potential energy principle equation satisfied by the total potential energy, and an impact force-impact depth model for representing the relationship between the impact force and the impact depth of the anti-collision device is obtained. The embodiment can establish a clear mechanism model for the dynamic response of the anti-collision device under the ship collision.

Description

Technical Field

[0001] This invention relates to the field of response analysis technology for bridge anti-collision devices, and in particular to a method for constructing an impact force-impact depth model for a bridge anti-ship collision device. Background Technology

[0002] With the rapid development of the maritime shipping industry, the number and tonnage of ships are both on the rise, and the problem of collisions between ships and bridges is becoming increasingly prominent. For older bridges, the risk of ship collisions was often not fully considered in the initial design phase, resulting in most bridges not being equipped with collision protection devices during construction. Furthermore, early collision protection design standards were relatively low and insufficient to meet current navigation needs, and there were also shortcomings in bridge site selection; for example, pile foundations were often located on soft soil layers or in the middle of the waterway, making them vulnerable to impacts.

[0003] Current research on the dynamic response of bridge components with anti-collision devices is still incomplete. Current studies mainly focus on the bridge's own response, anti-collision design, damage identification, and early warning systems, with less attention paid to the dynamic response and mechanism analysis of the anti-collision devices themselves. For example, patent CN117367733A proposes a "small-mass multiple impact-curve splicing method" to obtain the complete impact force-indentation curve of a steel anti-collision device, providing repeatable and high-precision experimental evidence for evaluating the dynamic energy dissipation performance of anti-collision devices.

[0004] However, given the changes in navigation conditions such as waterway upgrades and the increase in ship size, the impact resistance of early-built bridges and their collision protection devices cannot be assessed based on experimental data alone. Furthermore, without a clear mechanistic model, relying on data from a limited number of experiments for a general assessment raises questions about its accuracy. Therefore, establishing a clear mechanistic model for the dynamic response of collision protection devices under ship impact, and thus conducting reasonable and effective assessments of the impact resistance and protective effects of bridge collision protection devices, is an urgent problem to be solved. Summary of the Invention

[0005] This invention provides a method for constructing an impact force-impact depth model for a bridge anti-ship collision device to solve the above-mentioned technical problems.

[0006] In a first aspect, embodiments of the present invention provide a method for constructing an impact force-impact depth model for a bridge anti-ship collision device, including:

[0007] Determine the total potential energy of the system during the process of a barge colliding with a collision avoidance device. The total potential energy includes the plastic strain energy of the outer panel of the collision avoidance device, the compressive energy dissipated by the internal structure of the collision avoidance device, the energy absorbed by the barge bow, and the work done by the external impact force.

[0008] Each term in the total potential energy is expressed as a function of the impact force and / or the impact depth of the anti-collision device;

[0009] Substituting each function into the minimum potential energy principle equation satisfied by the total potential energy, we obtain the impact force-impact depth model used to characterize the relationship between impact force and impact depth of the anti-collision device.

[0010] In a second aspect, embodiments of the present invention provide an electronic device, the electronic device comprising:

[0011] One or more processors;

[0012] Memory, used to store one or more programs.

[0013] When the one or more programs are executed by the one or more processors, the one or more processors implement the impact force-impact depth model construction method of the bridge anti-ship collision device according to any embodiment.

[0014] Thirdly, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the impact force-impact depth model construction method for the bridge anti-ship collision device described in any embodiment.

[0015] In summary, this invention provides a method for constructing an impact force-impact depth model for a bridge anti-ship collision device, providing a basis for evaluating the nonlinear crushing energy absorption characteristics of the device. This method uses barge parameters and the design parameters of the outer panel and core layer of the anti-ship collision device as inputs to accurately derive the impact force-impact depth curve of the device during barge impact. This provides a basis for determining the energy absorption ratio of the anti-ship collision device and assessing the degree of damage to bridge piers, ensuring the safe operation and maintenance of bridges. Specifically, this method has the following technical advantages:

[0016] 1) This method innovatively and systematically applies the principle of minimum potential energy to the calculation and prediction of impact force and impact depth in bridge anti-collision devices. Using the structural design parameters of the anti-collision device as input, it accurately calculates and predicts its energy absorption ratio and dynamic response, overcoming the limitations of traditional methods that rely solely on qualitative analysis through experiments and finite element simulations. Specifically, this method constructs an impact force-impact depth relationship model based on the principle of minimum potential energy, establishes a total potential energy expression for the system, and utilizes the minimum potential energy condition... An explicit relationship between impact force F and depth of impact δ is derived, enabling a precise description of the collision process from an energy perspective.

[0017] 2) This method innovatively introduces the bow energy absorption term in the calculation of total potential energy, realizing a complete physical description of the energy distribution mechanism of the "ship-collision protection device-bridge pier" system. Unlike the traditional theory's assumption of bow rigidity, this prediction method more realistically reflects the deformation behavior of the bow during actual collisions, making the prediction results more in line with engineering practice.

[0018] 3) This method has strong parameter sensitivity and engineering applicability. It clearly introduces multiple design parameters of the anti-collision device, and can systematically analyze the impact of each design parameter on the anti-collision performance, providing a theoretical basis and quantitative tools for the optimized design of the anti-collision device. Attached Figure Description

[0019] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a flowchart of a method for constructing an impact force-impact depth model for a bridge anti-ship collision device provided in an embodiment of the present invention;

[0021] Figure 2 This is a simplified schematic diagram of a barge collision avoidance device provided in an embodiment of the present invention;

[0022] Figure 3 This is an embodiment of the invention providing an impact force-bow impact depth curve during a barge collision process;

[0023] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0025] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] In the description of this invention, it should also 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0027] Figure 1 This is a flowchart illustrating a method for constructing an impact force-impact depth model for a bridge anti-ship collision device according to an embodiment of the present invention. The method is based on three assumptions: local indentation, a rigid-plastic panel, and a rigid bow with deformation energy. First, the deformation zone size of the anti-ship collision device is much smaller than the overall structural scale, ignoring overall bending and axial deformation. Second, the outer panel of the anti-ship collision device is an ideal rigid-plastic material with a constant thickness. Finally, since the main focus of this embodiment is the anti-ship collision device, and the internal deformation and local crushing of the bow are complex, their impact on the displacement field of the anti-ship collision device is relatively small. Therefore, the barge is considered rigid in the displacement field analysis, but the bow deformation energy absorption is considered to ensure calculation accuracy when calculating the total potential energy of the system. These three assumptions are satisfied in most bridge anti-ship collision devices. Specifically, this method is executed by electronic equipment, such as… Figure 1 As shown, the method specifically includes:

[0028] S110. Determine the displacement field of the anti-collision device under barge impact, wherein the displacement field is used to characterize the relationship between the displacement deformation of the anti-collision device at each height position under barge impact and the impact depth of the anti-collision device.

[0029] This step first solves for the displacement field of the anti-collision device to clarify the basic impact of barge collisions on the anti-collision device.

[0030] Optional, a simplified schematic diagram of a barge collision avoidance device is shown below. Figure 2 As shown, combined with Figure 2 In this embodiment, the impact depth δ of the anti-collision device refers to the impact depth (i.e., the displacement caused by the deformation of this part) generated by the part that directly contacts the bow of the barge. The impact influence area around this part does not directly contact the bow of the barge, and its displacement is not exactly the same as the impact depth δ.

[0031] like Figure 2 As shown, ξ is the radius of influence of the impact zone, h is the thickness of the outer panel of the anti-collision device, h0 is the height of the barge bow, and the origin of the r-axis in the figure corresponds to the height of the center position of the barge bow impacting the anti-collision device, where r is the height difference between each height position and the center position. Based on these parameters, the displacement field δ(r) of the anti-collision device can be expressed as:

[0032]

[0033] At this point, δ is an unknown quantity. It should also be noted that... Figure 2 The anti-collision device above the origin also has displacement deformation, and its displacement field distribution is symmetrical with that below the origin. Although the upper part is not shown in the figure for simplification, the upper and lower parts are considered in the subsequent formula calculations and derivations.

[0034] S120. Determine the total potential energy of the system during the process of the barge colliding with the anti-collision device, wherein the total potential energy includes the plastic strain energy of the outer panel of the anti-collision device, the energy dissipated by the compression of the internal structure of the anti-collision device, the energy absorbed by the barge bow, and the work done by the external impact force.

[0035] At any moment during the barge's impact with the anti-collision device, the total potential energy of the entire system is... It can be represented as:

[0036]

[0037] Among them, U f U represents the plastic strain energy of the outer panel of the anti-collision device. c U represents the energy dissipation due to compression of the internal structure of the anti-collision device. v W represents the energy absorbed by the bow of the barge, and W represents the work done by the external impact force.

[0038] S130. Express each term in the total potential energy as a function of the impact force and / or the impact depth of the anti-collision device.

[0039] This step calculates the four types of energy in equation (2) respectively, expressing them as functions of the parameters of the anti-collision device itself, as well as the impact force F and / or δ.

[0040] In one specific embodiment, the plastic strain U of the outer panel of the anti-collision device is... f :

[0041] First, based on the material properties of the outer panel of the crash barrier, the plastic strain energy of the outer panel is expressed as a function of the axial strain of the crash barrier. Optional:

[0042]

[0043] In the formula, N0 represents the material strength of the all-plastic film per unit width of the outer panel of the anti-collision device. , σ f ε represents the yield stress of the outer panel of the anti-collision device, t0 represents the thickness of the outer panel; r Let be the axial tensile strain of the outer panel; where, , This indicates the width of the outer panel of the anti-collision device, in the width direction. Figure 2 The direction perpendicular to the paper.

[0044] Then, according to the theory of moderate deflection, the axial strain is expressed as a function of the impact depth of the anti-collision device. Specifically, according to the theory of moderate deflection, the axial strain consists of three parts: axial deformation u(r), deflection δ(r), and bending, i.e.:

[0045]

[0046] Based on the fundamental assumptions of this embodiment, axial deformation and bending are ignored, therefore:

[0047]

[0048] Finally, substituting function (5) into function (3), we obtain the function of the plastic strain of the outer panel of the anti-collision device with respect to the impact depth of the anti-collision device. Specifically, equations (3), (4), and (5) can be combined to obtain:

[0049]

[0050] In one specific embodiment, the compression energy U of the internal structure of the anti-collision device is... c Based on the displacement field and the average stress of the internal structure of the anti-collision device, the compressive energy dissipation of the internal structure can be expressed as a function of the impact depth of the anti-collision device. Specifically, considering that the internal structure of the anti-collision device does not have a significant yield plateau under out-of-plane impact loads, the average stress σ is selected. a σ serves as an important parameter for measuring structural energy absorption and is used in calculating structural compression energy dissipation. Optionally, when the internal structure employs a honeycomb structure, σ... a It can be calculated using equation (7).

[0051]

[0052] In the formula, M0 is the plastic bending moment per unit length. ;σ y The yield strength of the internal structural material can be taken as 220 MPa; I represents the initial included angle of each hinge; i For the integral term of angle change, in ; h iH, r, t, and L are all geometric parameters of the internal structure. For details, please refer to the paper Zhai, J., Zhang, D., Li, M., Cui, C., & Cai, J. Out-of-plane energy absorption and crush behavior of origami honeycomb[J]. Thin-Walled Structures, 2022, 181: 109966. The meaning and algorithm of each variable in formula (7) are consistent with those in the paper.

[0053] Finally, the internal structure compresses and dissipates energy U. c It can be represented as:

[0054]

[0055] Where dV represents the infinitesimal volume change of the internal structure during compression, dV=bδ(r)dr.

[0056] In one specific embodiment, the energy absorption U at the bow of the barge is... v , can be represented as:

[0057]

[0058] Where Δ represents the bow impact depth, i.e., the bow deformation. It is important to distinguish that the impact depth δ of the anti-collision device is different from the bow impact depth Δ, because under the same impact force F, the stiffness of the anti-collision device and the bow are different, and therefore their deformations are also different.

[0059] The impact force-bow impact depth curve during a barge collision can be calculated as follows: Figure 3 The curve shown is calculated, where:

[0060]

[0061]

[0062] in, This is the turning point in the curve, and m represents the unit meter. Figure 3 The first half of the curve is The slope is It is important to emphasize that the entire "barge-collision protection device-pier" system is coupled together by the impact force. Therefore, in the F-δ curve of the collision protection device, F follows the same trend as the barge. When δ reaches the curve inflection point (also known as the critical value) δy, δy and... Correspondingly, F reaches its maximum value F.max Therefore, it is known that the F-δ curve lies in the latter half of the critical value δy, i.e., keeping the constant value F max There is no need to solve for the F-δ curve. However, when δ is less than the critical value δy, the F-δ curve may not show the same linear growth trend of F with δ as the F-Δ curve (it may also show a curvilinear growth). Therefore, the F-δ curve in the 0~δy segment is the focus of this prediction method. When calculating the barge energy absorption in the 0~δy segment, the F-Δ curve is taken accordingly in the 0~Δy segment, and the final bow energy absorption U is calculated. v It can be represented as:

[0063]

[0064] In one specific implementation, the work W done by the external impact force can be expressed as a function of F and δ as follows:

[0065]

[0066] S140. Substitute each function into the minimum potential energy principle equation satisfied by the total potential energy to obtain the impact force-impact depth model used to characterize the relationship between impact force and impact depth of the anti-collision device.

[0067] Substituting the above functions into equation (2), we obtain the total potential energy. :

[0068]

[0069] Based on the principle of minimum potential energy, the total potential energy of the system at this time must satisfy... ,Right now:

[0070]

[0071] make An approximate solution can be obtained as follows:

[0072]

[0073] and Therefore:

[0074]

[0075] We can obtain:

[0076]

[0077] This is the impact force-impact depth model used in this embodiment to characterize the relationship between the impact force F and the impact depth δ of the anti-collision device.

[0078] Furthermore, based on this model, the energy absorption ratio E of the anti-collision device during the entire impact process can be obtained:

[0079]

[0080] Where m and v0 are the barge mass and initial velocity, respectively.

[0081] In practical applications, by substituting the various design parameters of the anti-collision device to be evaluated into the model (18), the relationship between the impact depth and impact force corresponding to the anti-collision device to be evaluated can be obtained, i.e. Under a specific time-varying curve of ship impact force, the maximum can be obtained. corresponding ,Should The greatest damage to the anti-collision device will be the damage that meets the requirements, and whether this damage meets the requirements is an important aspect of evaluating the performance of the anti-collision device.

[0082] At the same time, Substituting into equation (19), the energy absorption ratio of the collision avoidance device to be evaluated under a specific barge impact can be obtained. This energy absorption ratio reflects the energy absorption effect of the collision avoidance device and can also serve as a basis for evaluating the performance or design parameters of the collision avoidance device.

[0083] In addition, equations (18) and (19) explicitly express the relationship between various design parameters of the anti-collision device and the effect of the anti-collision device. When the performance of the anti-collision device is poor, the influence of each parameter on the performance of the device can be determined based on the explicit expression, providing direction for which design parameters to be adjusted.

[0084] In summary, this embodiment provides a method for constructing an impact force-impact depth model for a bridge anti-ship collision device, providing a basis for evaluating the nonlinear crushing energy absorption characteristics of the device. The method takes the barge parameter h0 and the design parameters of the outer panel and core layer of the anti-ship device as inputs. The outer panel design parameters include the outer panel width b, the outer panel thickness t0, and the outer panel yield strength σ. f The core layer design parameters include the yield strength σ of the impact-resistant material. y and H, r, L, t1, θ, Key geometric parameters, such as the impact force peak and impact force-depth curve of the anti-collision device during barge impact, can be accurately obtained, effectively determining the energy absorption ratio of the anti-collision device, thereby assessing the degree of pier damage and ensuring the safe operation and maintenance of the bridge. Specifically, this method has the following technical advantages:

[0085] 1) This method innovatively and systematically applies the principle of minimum potential energy to the calculation and prediction of impact force and impact depth in bridge anti-collision devices. Using the structural design parameters of the anti-collision device as input, it accurately calculates and predicts its energy absorption ratio and dynamic response, overcoming the limitations of traditional methods that rely solely on qualitative analysis through experiments and finite element simulations. Specifically, this method constructs an impact force-impact depth relationship model based on the principle of minimum potential energy, establishes a total potential energy expression for the system, and utilizes the minimum potential energy condition... An explicit relationship between impact force F and depth of impact δ is derived, enabling a precise description of the collision process from an energy perspective.

[0086] 2) This method innovatively introduces the bow energy absorption term in the calculation of total potential energy, realizing a complete physical description of the energy distribution mechanism of the "ship-collision protection device-bridge pier" system. Unlike the traditional theory's assumption of bow rigidity, this prediction method more realistically reflects the deformation behavior of the bow during actual collisions, making the prediction results more in line with engineering practice.

[0087] 3) This method exhibits strong parameter sensitivity and engineering applicability, explicitly incorporating the outer panel width, thickness, yield strength, and internal material geometric parameters (such as H, r, L, t, θ, ...). (etc.), which can systematically analyze the impact of various design parameters on collision avoidance performance, and provide theoretical basis and quantitative tools for the optimized design of collision avoidance devices.

[0088] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention, such as... Figure 4 As shown, the device includes a processor 60, a memory 61, an input device 62, and an output device 63; the number of processors 60 in the device can be one or more. Figure 4 Taking a processor 60 as an example; the processor 60, memory 61, input device 62, and output device 63 in the device can be connected via a bus or other means. Figure 4 Taking the example of a connection between China and Israel via a bus.

[0089] The memory 61, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the impact force-impact depth model construction method of the bridge anti-ship collision device in this embodiment of the invention. The processor 60 executes various functional applications and data processing of the device by running the software programs, instructions, and modules stored in the memory 61, thereby realizing the aforementioned impact force-impact depth model construction method of the bridge anti-ship collision device.

[0090] The memory 61 may primarily include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a given function; the data storage area may store data created based on terminal usage. Furthermore, the memory 61 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory, or other non-volatile solid-state storage device. In some instances, the memory 61 may further include memory remotely located relative to the processor 60, which can be connected to the device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0091] Input device 62 can be used to receive input digital or character information, and to generate key signal inputs related to user settings and function control of the device. Output device 63 may include display devices such as a display screen.

[0092] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the impact force-impact depth model construction method for the bridge anti-ship collision device of any embodiment.

[0093] The computer storage medium of this invention can be any combination of one or more computer-readable media. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0094] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0095] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0096] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as C or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0097] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of the present invention.

Claims

1. A method for constructing an impact force-impact depth model for a bridge anti-ship collision device, characterized in that, include: Determine the total potential energy of the system during the process of a barge colliding with a collision avoidance device. : ， Among them, U f U represents the plastic strain energy of the outer panel of the anti-collision device. c U represents the energy dissipation due to compression of the internal structure of the anti-collision device. v W represents the energy absorbed by the bow of the barge, and W represents the work done by the external impact force. Each term in the total potential energy is expressed as a function of the impact force and / or the impact depth of the anti-collision device; Substituting each function into the minimum potential energy principle equation satisfied by the total potential energy... This yields a force-depth model that characterizes the relationship between impact force and impact depth of the anti-collision device: ， Where δ represents the impact depth of the anti-collision device, F represents the impact force, and σ f Let t0 be the yield stress of the outer panel of the anti-collision device, and t0 be the thickness of the outer panel. σ represents the width of the outer panel of the anti-collision device. a F represents the average stress. max This represents the maximum value of F, and h0 is the height of the barge's bow.

2. The method according to claim 1, characterized in that, The step of expressing each term in the total potential energy as a function of the impact force and / or the impact depth of the anti-collision device includes: Based on the material properties of the outer panel of the anti-collision device, the plastic strain energy of the outer panel of the anti-collision device can be expressed as a function of the axial strain of the anti-collision device; According to the theory of moderate deflection, the axial strain is expressed as another function of the impact depth of the anti-collision device; Substituting the other function into the first function yields the function of the plastic strain of the outer panel of the anti-collision device with respect to the impact depth of the anti-collision device.

3. The method according to claim 1, characterized in that, The step of expressing each term in the total potential energy as a function of the impact force and / or the impact depth of the anti-collision device includes: Determine the displacement field of the anti-collision device under barge impact, wherein the displacement field is used to characterize the relationship between the displacement deformation of the anti-collision device at each height position under barge impact and the impact depth of the anti-collision device; Based on the displacement field and the average stress of the internal structure of the anti-collision device, the compressive energy dissipation of the internal structure of the anti-collision device is expressed as a function of the impact depth of the anti-collision device.

4. The method according to claim 1, characterized in that, The step of expressing each term in the total potential energy as a function of the impact force and / or the impact depth of the anti-collision device includes: Impact force-bow impact depth curve during the process of activating the barge's impact anti-collision device; Integrating the product of the impact force and the bow impact depth during the impact force ascent stage in the impact force-bow impact depth curve yields the function of the barge bow energy absorption during the impact force ascent stage.

5. The method according to claim 4, characterized in that, Integrating the product of the impact force and the bow impact depth during the impact force ascent phase in the impact force-bow impact depth curve yields a function of the barge bow energy absorption during the impact force ascent phase, including: The following formula is used to generate the energy absorption at the bow of the barge during the impact force rise phase of the impact force-bow impact depth curve. Regarding impact force Functions: ， Where Δ represents the bow impact depth, Indicates the maximum impact force.

6. The method according to claim 1, characterized in that, The step of expressing each term in the total potential energy as a function of the impact force and / or the impact depth of the anti-collision device includes: The work W done by the external impact force can be expressed as a function of the impact force F and the impact depth δ of the anti-collision device: 。 7. The method according to claim 1, characterized in that, After obtaining the impact force-impact depth model used to characterize the relationship between impact force and impact depth of the anti-collision device, the following is also included: Substitute the design parameters of the anti-collision device to be evaluated into the impact force-impact depth model to obtain the relationship between the impact depth and impact force of the anti-collision device to be evaluated. Based on the aforementioned relationship, the maximum damage and / or energy absorption ratio of the anti-collision device to be evaluated under a specific barge impact is calculated to assess its anti-collision performance.

8. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs. When the one or more programs are executed by the one or more processors, the one or more processors implement the impact force-impact depth model construction method for the bridge anti-ship collision device according to any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the impact force-impact depth model construction method for the bridge anti-ship collision device according to any one of claims 1-7.

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