A collision-resistant energy dissipation structure and method for a triangular gate

Abstract

This invention discloses a collision-resistant energy dissipation structure and method for a triangular gate, comprising a collision-resistant plate and energy dissipation devices. Each energy dissipation device includes an energy dissipation cylinder and a fixed base. The fixed base is fixedly connected to the main beam, and a connecting rod is connected to the fixed base. The top of the energy dissipation cylinder has an opening for the connecting rod to pass through, and the energy dissipation cylinder is slidably fitted onto the connecting rod. The other end of the energy dissipation cylinder is fixedly connected to the collision-resistant plate, and multiple butterfly spring groups are provided inside the energy dissipation cylinder. This invention, by distributing multiple energy dissipation devices on the collision-resistant plate, ensures that the impact force is effectively dispersed through multi-point displacement and spring deformation during ship collisions, reducing the force on a single impact point, thereby reducing the risk of damage to the lock equipment. The butterfly springs in each energy dissipation device are combined differently according to the position, displacement, and stiffness requirements of the energy dissipation cylinder to ensure balanced reaction forces at each position and avoid local overload.

Description

Technical Field

[0001] This invention belongs to the field of lock protection technology, specifically relating to a collision-resistant energy dissipation structure and method for a triangular gate. Background Technology

[0002] The triangular gate panel and the gate pivot column form a specific angle, and the center of gravity of the gate is forward. The heavier panel is prone to causing the gate head to sag. The panel and the gate pivot column are connected by a spatial truss, making the structural stress relatively complex.

[0003] The working principle of a lock is to adjust the position of the gates to allow ships to pass through at different water levels. However, during the process of a ship entering or leaving the lock, although the lock gates are open, there is still a risk of the ship colliding with the gates due to the high speed of the ship passing through the lock. Such an impact may damage the lock gate and related equipment, or even cause a major safety accident.

[0004] To address the problems caused by ship collisions, anti-collision devices have become a crucial technology in lock systems. Existing anti-collision devices are mostly based on a single spring system, such as the one described in application number 2018217464083, entitled "Anti-collision Structure of a Triangular Gate." These systems cannot be adjusted to accommodate different impact forces and locations. Especially during a ship collision, the uneven force distribution on the energy dissipation device can lead to localized overloads, affecting the overall energy absorption capacity. Therefore, how to design energy dissipation devices at different locations to adapt to different impact conditions and achieve optimal performance is a critical issue that urgently needs to be addressed. Summary of the Invention

[0005] This technical solution proposes an anti-collision energy dissipation device based on a butterfly spring assembly, wherein the butterfly spring assembly in the energy dissipation device at each position is adjustable.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] An anti-collision energy dissipation structure for a triangular gate is installed on the truss system of the triangular gate. The energy dissipation structure includes an anti-collision plate and multiple energy dissipation devices. One end of the anti-collision plate is hinged to the gate pivot column of the triangular gate, and the other end is close to the panel and is a free end. The energy dissipation devices are installed between the main beam of the truss system and the anti-collision plate, and multiple energy dissipation devices are arranged at intervals.

[0008] Each energy dissipation device includes an energy dissipation cylinder and a fixed base. The fixed base is fixedly connected to the main beam and a connecting rod is provided on the fixed base. The end of the energy dissipation cylinder near the fixed base has an opening for the connecting rod to pass through. The energy dissipation cylinder is slidably fitted onto the connecting rod through the opening. The end of the energy dissipation cylinder away from the fixed base is fixedly connected to the anti-collision plate. Multiple butterfly spring groups are provided inside the energy dissipation cylinder.

[0009] The energy dissipation cylinder has an internal cavity for accommodating a set of butterfly springs. A compression spring block is fixed to a connecting rod inside the energy dissipation cylinder. The compression spring block is located at the top of the cavity, and a channel is provided at the bottom of the cavity for the connecting rod to pass through. This end of the connecting rod is always located in the channel. The outer diameter of the compression spring block is smaller than the inner diameter of the energy dissipation cylinder. Multiple sets of butterfly springs are sleeved on the connecting rod and located between the compression spring block and the bottom of the energy dissipation cylinder cavity.

[0010] By arranging multiple energy dissipation devices on the crash barrier, the impact force is dispersed and absorbed by multiple energy dissipation cylinders and disc spring assemblies during an impact, avoiding the risk of failure of traditional single-point energy dissipation devices due to local overload. This design allows the impact force to be evenly distributed over a wider area, significantly improving the impact resistance and stability of the lock.

[0011] Each energy dissipation device contains a butterfly spring assembly composed of multiple individual butterfly springs. The appropriate number of butterfly springs is selected for each device based on its rotation angle, deformation, and required stiffness coefficient. By adjusting the number and arrangement of the butterfly springs, consistent reaction forces are ensured, thus guaranteeing force balance across all energy dissipation devices. This adaptive spring assembly not only adapts to different impact conditions but also adjusts its energy dissipation capacity according to the magnitude of the impact force, ensuring optimal energy absorption.

[0012] By precisely calculating the position, displacement, and deformation of each energy dissipation device, and optimizing the design of the butterfly spring assembly within each energy dissipation cylinder, the reaction force of each energy dissipation device is made equal. This achieves precise control of the impact force, avoids localized overload of the lock equipment during ship collisions, and improves the stability and durability of the structure.

[0013] Furthermore, the energy dissipation cylinder is provided with vent holes, which are connected to the channel.

[0014] The vent design on the energy dissipation cylinder allows air to circulate, helping the spring assembly to better restore its shape, ensuring the spring assembly's resilience, avoiding energy loss due to excessive friction or resistance, and improving system efficiency.

[0015] A design method for a triangular gate anti-collision energy dissipation structure includes the following steps:

[0016] Step 1: Determine the basic parameters of the crash barrier;

[0017] a) Determine the total length of the crash barrier. L and the distance between each energy dissipation device and the hinge point of the crash barrier. L n The number of energy dissipation devices is n;

[0018] b) Determine the maximum rotation angle θ of the crash barrier, which is determined through stress analysis or structural design;

[0019] c) Obtain the location of the ship's impact crash barrier based on experimental simulation or actual observation data;

[0020] Step 2: Calculate the impact force on the ship;

[0021] a) Based on the ship's mass m and speed v, estimate the momentum P = m × v when the ship collides with the crash barrier;

[0022] b) Calculate the impact force F=P / t based on the impact time, where P is the momentum of the ship and t is the impact duration;

[0023] Step 3: Calculate the deformation and reaction force of the spring assembly in each energy dissipation device;

[0024] a) Calculate the linear displacement, or deformation, of the energy dissipation device at each location. This displacement is determined by the rotation angle of the crash barrier and the distance Ln from the energy dissipation device to the hinge point, using the following formula:

[0025] Δ x n = L n ×θ;

[0026] b) Calculate the reaction force of the spring assembly at each position. N n = F / n, and based on the spring compression and spring constant formula, calculate the required spring constant, i.e., the equivalent spring constant, for each position. k n :

[0027] k n = N n / Δ x n ;

[0028] The equivalent stiffness of the spring assembly at the nth position is: k n The compression amount is Δ x n The reaction force of the spring assembly is N n ;

[0029] Step 4, Selecting the right disc spring assembly;

[0030] Step 5: Based on the selected disc spring, and based on the maximum load capacity F of a single disc spring. max_single and the reaction force of the spring assembly at each position N n First, use bearing capacity constraints to estimate the lower limit of the number of composite structures. m nThe number of spring assemblies stacked in each energy dissipation device is the same, and the number of assemblies is calculated based on the following relationship:

[0031]

[0032] in, m n This represents the number of stacked components in the disc spring assembly. i n This represents the number of mating parts in the disc spring assembly. k s This is the spring constant of a single disc spring.

[0033] By calculating the ship's impact force, the energy dissipation device's reaction force, and the deformation of the spring assembly, scientific calculations and designs are used to ensure that the energy dissipation device can play its best role in practical applications and effectively absorb impact energy.

[0034] Preferably, the method for selecting the disc spring assembly in step 4 is as follows: find several candidate disc spring models, and read the spring constant of each model's individual disc spring. k s Effective compression h0 and maximum load capacity F of a single disc spring max_single The following methods can be used for selection:

[0035] (1) Select the parallel candidate range, usually starting from 1, and in engineering, it is often taken as 1–4;

[0036] (2) For each candidate m, calculate the theoretical cascade number:

[0037] ;

[0038] (3) Take the nearest integer up: ;

[0039] It is the theoretical number of series connections required to achieve the design stiffness; i This is the actual number of series connections used; m It is the number of parallel connections, or the number of superimposed connections.

[0040] (4) Calculate the stiffness and error:

[0041]

[0042] (5) Calculate the deformation and reaction force of a single disc spring:

[0043]

[0044] (6) Check constraints:

[0045] whetherf ≤ f max And F per ≤F max_single And the error is within the allowable range, taking into account the installation height; among which, f This represents the deformation of a single disc spring. f max F represents the maximum compression of a single disc spring and the reaction force of a single disc spring. max_single It is the maximum load-bearing capacity of a single disc spring;

[0046] (7) In all cases where the constraints are satisfied ( m , i In the combination, select the model of the disc spring according to the following priority:

[0047] Prioritize satisfying the minimum error or Not less than k n ;

[0048] priority m Small value;

[0049] priority i It's not too big.

[0050] The beneficial effects of this invention are:

[0051] This invention utilizes multiple energy dissipation devices distributed on the anti-collision plate to effectively disperse the impact force during a ship collision through multi-point displacement and spring deformation, reducing the force on a single impact point and thus lowering the risk of damage to the lock equipment. The disc springs within the energy dissipation devices can be combined in different numbers according to the location, displacement, and stiffness requirements of the energy dissipation devices, ensuring balanced reaction forces at each location and preventing localized overload.

[0052] This invention enables the energy dissipation device to adaptively adjust according to the magnitude of the impact force and the impact angle of the ship, achieving dynamic adjustment and further improving the adaptability and stability of the energy dissipation device. Attached Figure Description

[0053] Figure 1 A schematic diagram of the layout of the triangular gate of the ship lock;

[0054] Figure 2 A schematic diagram of a ship colliding with a triangular gate;

[0055] Figure 3 A simplified diagram for calculating the forces acting on the energy dissipation device;

[0056] Figure 4 This is a schematic diagram of the energy dissipation device layout;

[0057] Figure 5 This is a three-dimensional structural diagram of an energy dissipation device;

[0058] Figure 6 This is a cross-sectional view of the energy dissipation device.

[0059] In the diagram: 1. Energy dissipation device; 2. Fixed base; 3. Energy dissipation cylinder; 4. Support base; 5. Connecting rod; 6. Butterfly spring assembly; 7. Channel; 8. Ventilation hole; 9. Anti-collision plate; 10. Panel; 11. Truss system; 12. Main beam; 13. Compression spring block. Detailed Implementation

[0060] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0061] Example 1: As Figure 1 , 2 4. A triangular gate anti-collision energy dissipation structure, including an anti-collision plate 9 and an energy dissipation device 1. One end of the anti-collision plate 9 is hinged to the gate pivot column, and the other end is close to the panel 10 and is a free end. The energy dissipation device 1 is arranged between the main beam 12 of the truss system 11 and the anti-collision plate 9. Multiple energy dissipation devices 1 are arranged at intervals.

[0062] like Figure 5 , 6 As shown, the energy dissipation device includes an energy dissipation cylinder 3 and a fixed base 2. The fixed base is welded and fixed to the main beam 12. A connecting rod 5 is fixedly installed on the fixed base. The top of the energy dissipation cylinder 3 has an opening for the connecting rod to pass through. The energy dissipation cylinder is slidably fitted onto the connecting rod 5 through the opening, and the connecting rod 5 extends into the energy dissipation cylinder 3. The other end of the energy dissipation cylinder 3 is welded and fixed to the anti-collision plate 9. When the anti-collision plate is impacted and rotates towards the main beam, it drives the energy dissipation cylinder 3 to slide towards the fixed base 2 on the connecting rod. Because the anti-collision plate rotates at a small angle, the movement of the energy dissipation cylinder 3 relative to the connecting rod is approximately linear sliding. To reduce friction, a sufficient gap can be left between the energy dissipation cylinder 3 and the connecting rod.

[0063] The energy dissipation cylinder 3 has a cavity inside that accommodates the butterfly spring assembly 6. A compression spring block 13 is fixedly connected to the connecting rod inside the energy dissipation cylinder. The compression spring block is located at the top of the cavity and is not connected to the cavity. A channel 7 is opened at the bottom of the cavity for the connecting rod to pass through. One end of the connecting rod is always located in the aforementioned channel. A vent hole 8 is opened radially in the energy dissipation cylinder and communicates with the channel. The outer diameter of the compression spring block 13 is slightly smaller than the inner diameter of the energy dissipation cylinder to ensure that the compression spring block will not rub against the inner wall of the energy dissipation cylinder. Multiple butterfly spring assemblies 6 are arranged between the compression spring block and the bottom of the energy dissipation cylinder cavity. The butterfly spring assemblies 6 are sleeved on the connecting rod, and there is also a sufficient gap between the butterfly spring assemblies and the connecting rod.

[0064] The energy dissipation cylinder 3 can be designed to consist of two symmetrical fixed parts. When the lock is under annual inspection, the ship hits the lock gate, or the disc spring assembly in the energy dissipation cylinder needs to be changed, the energy dissipation cylinder can be opened to facilitate the installation and replacement of the disc spring.

[0065] The channel serves to guide the connecting rod, and the length of channel 7 is designed to meet the displacement distance of the connecting rod under maximum compression.

[0066] The fixed base 2 is welded and fixed to the main beam 12. The energy dissipation cylinder 3 is welded and fixed to the anti-collision plate 9 at one end, which is called the support base 4.

[0067] Example 2: Figure 2 , 3 As shown, there are four energy dissipation devices, evenly distributed on the crash barrier. When the crash barrier is not impacted by a ship (the crash barrier is not subjected to force), the springs inside the energy dissipation cylinders are in a free state. When the crash barrier is impacted, it rotates at a small angle along its axis. Through rotation, the crash barrier compresses the energy dissipation cylinders and disc springs at various positions, causing the disc springs to be compressed and displaced. The compression of the disc spring assembly within each energy dissipation device is different, and energy is gradually absorbed at different positions. The design of the energy dissipation device converts the ship's kinetic energy into the elastic potential energy of the disc springs.

[0068] The aforementioned four energy dissipation devices contain different combinations of disc springs. Each disc spring in the energy dissipation device is installed along the linear displacement direction at that position. When the anti-collision plate is impacted at a certain position, the anti-collision plate rotates. Due to the installation limitations of the triangular gate, the rotation angle is small. Simultaneously, the compression of the disc spring groups at each position is different, and there is a certain relationship between their compression amounts. Furthermore, there is also a certain relationship between the number and arrangement of the disc spring combinations. Specifically:

[0069] like Figure 3 As shown, the analysis is performed using a planar force system. The crash barrier is simplified to a rigid rod with one end free and the other end hinged. Let the total length of the rod be... L According to length L Arrangement n The energy dissipation devices are mounted on the rod, and the distance between each energy dissipation device and the hinge point is... L n A concentrated force is applied at a certain location on the member. F Its position of action is b away from the hinge point. Due to the concentrated force, the rod undergoes a small-angle rotation with a maximum angle of θ (in radians). At this time, the linear displacement Δ of each butterfly spring assembly is... x n It can be approximated as the arc length at that point, i.e., Δ x n = L n ×θ, therefore the linear displacement Δ at each position x n and L n Proportional.

[0070] Ship impact force F This momentum can be obtained from prototype or simulation tests, or estimated based on the impact time. According to past prototype observation data, when a ship unloads its moorings and sails near the lock gate, the speed of a heavily loaded ship is typically between 0.5 m / s and 1.2 m / s. Its momentum is given by the formula P = m × v, where P is the ship's momentum, expressed in units of... m represents the overall mass of the ship, in units of... kg v is the ship's speed in m / s. Assuming the time of the ship's impact is t, then F = P / t.

[0071] Each energy dissipation device contains a different number of combinations of disc springs. To ensure that the characteristics of the disc spring combinations are coordinated with the anti-collision system, the deformation of a single disc spring is assumed to be... f Let the spring constant of a single disc spring be... k s The deformation of a single disc spring f and stiffness coefficient k s The springs are constant, and each position uses a combination of these disc springs, in the following combination method: i n Combination, m n Group superposition, let the first group be... n The equivalent stiffness of the spring assembly at each position is k n The compression amount is Δ x n Spring reaction force N n = k n ×Δ x n The torque arm of the equivalent reaction force to the axis of rotation is L n The compression of the disc spring assembly at this position is Δ. x n = i n × f Number of groups i n and L n Proportional. The spring constant of the disc spring assembly at this position. k n = m n × k s / i n Spring reaction force N n = kn ×Δ x n =m n × k s × f To ensure that the reaction forces of each energy dissipation device are equal, the number of stacked groups at each location must be increased. m n same.

[0072] The total torque of the spring assembly on the shaft is:

[0073]

[0074] Define the resultant force F as the algebraic sum of the reactions of the spring system at each position, then we have

[0075]

[0076] If we consider the resultant force F of the external load as a single resultant force acting on the lever arm b, then the external torque is M. 外力 =F×b. The equilibrium condition (external torque and spring torque are balanced) is:

[0077]

[0078] Therefore, the following relationship must be satisfied when selecting and designing a disc spring assembly:

[0079]

[0080] Once the size and type of the triangular gate are determined, the maximum turning angle θ and the length of the anti-collision plate can be determined. L Based on the triangular gate truss structure, the number n of support points used to support the crash barrier and the distance of each point from the hinge point can be determined. L n The impact force of a ship can be calculated through experimental simulation or based on the time of impact. F By testing or predicting the location of a ship collision b This allows us to determine all the parameters required for the energy dissipation device.

[0081] Example 3: This example verifies the design effectiveness of the above-mentioned anti-collision energy dissipation device through an application case. A single-stage large ship lock has a lock chamber size of 280m × 34m × 5.6m (length × width × sill water depth), designed for 2000-ton vessels. The lock withstands bidirectional water head, with a maximum design head of 4.98m in the forward direction and -3.80m in the reverse direction. The water conveyance system adopts a short-channel centralized water conveyance type. The working gates at both the upper and lower lock heads are triangular gates, the water conveyance valves are steel lifting flat gates, and the maintenance gates are steel floating maintenance gates. Both the gate and valve opening and closing mechanisms are hydraulic direct-push type opening and closing mechanisms.

[0082] The lock has the anti-collision structure described in Example 1 arranged on the ram's horn side of the triangular gate.

[0083] The design hull type is subjected to an impact at a speed of 1 m / s, and comes to rest after the impact. The impact time is 1 s. The impact force (F) when the ship hits the crash barrier can be estimated using the following formula: F = P / t = (2 × 10⁻⁶ m / s) / t. 6 ×1) / 1=2×10 6 N。 Figure 2 The most likely collision scenarios for the ship are given, assuming a very small impact area of ​​2m. 2 Assuming uniform stress distribution within this region, the average stress of the crash barrier is approximately (2 × 10⁻⁶). 6 N ) / 2m 2 =100MPa.

[0084] When the energy dissipation method of the present invention is used, the length of the anti-collision plate is... L=18100mm The maximum rotation angle θ = 0.035 rad, and n = 4, is used to install 4 energy dissipation devices, such as... Figure 3 As shown, the four energy dissipation devices are named Energy Dissipation Device 1, Energy Dissipation Device 2, Energy Dissipation Device 3, and Energy Dissipation Device 4, respectively. The distance of each energy dissipation device from the hinge point is... L 1 =3620mm L 2 =7240mm L 3 =10860mm L 4 =14480mm. Under small angle conditions, a linear approximation Δ is used. x 1 = L 1 ×θ=0.126m, and the deformation at other locations is Δ x 2 =0.253m, Δ x 3 = 0.380m, Δ x 4 = 0.506m, the distance of the impact point b = 10m.

[0085] Because the energy dissipation device makes the reaction force equal at all locations, the force on the energy dissipation device at each location is:

[0086] N i = F / 4 = 5×10 5 N

[0087] The required stiffness coefficient for the disc spring assembly of the energy dissipation device at position 1. k 1 = N 1 / Δ x =3.968×10 6 N / m Similarly, the stiffness coefficient required for position 2 is k 2 =1.976×10 6 N / m The stiffness coefficient required for position 3 is k 3 =1.315×10 6 N / m The stiffness coefficient required for position 4 is k 4 =0.988×10 6 N / m The calculation here yields the equivalent stiffness coefficient required at each position, which is used to subsequently determine the number of disc spring assemblies to be stacked.

[0088] First, find several candidate disc spring models from GB / T1972 or the manufacturer's manual, and then read the spring constant of each model for a single disc spring. k s Effective compression h0, maximum load capacity F of a single disc spring max_single The following methods can be used for selection:

[0089] 1. Select the parallel candidate range, usually starting from 1. In engineering, 1-4 is often used. If the load is large, a higher value can be selected, but the more parallel connections there are, the greater the cost / volume.

[0090] 2. For each candidate m, calculate the theoretical cascade number (real number):

[0091]

[0092] 3. Round up to the nearest integer:

[0093] .

[0094] 4. Calculate the stiffness and error:

[0095]

[0096] 5. Calculate the deformation and reaction force of a single disc spring:

[0097]

[0098] 6. Check constraints: Prioritize using the same m as other locations (reduce the number of part types).

[0099] Is f≤f max And F per ≤F max_single Furthermore, the error is within the allowable range, and the feasibility of the installation height is also considered.

[0100] 7. Among all (m,i) combinations that satisfy the constraints, select the model of the disc spring according to the following priority:

[0101] Prioritize satisfying the minimum error (or Not less than k n (to avoid insufficient stiffness)

[0102] Prioritize smaller m values ​​(too many parallel connections make manufacturing / maintenance inconvenient);

[0103] Prioritize that i is not too large (to avoid assembly complexity and overall height issues);

[0104] Prioritize using the same m as other locations (reducing the number of part types).

[0105] According to GB / T 1972, select Series A, Category 3 disc springs (D=250mm, d=127mm), and determine the maximum load capacity F of a single disc spring. max_single 3.25×10 5 N, the spring constant of a single disc spring. k s =5.42×10 7 N / m.

[0106] According to the reaction force N n First, estimate the lower limit of the number of composite layers using bearing capacity constraints:

[0107] m≥N n / F max_single = (5×10) 5 N ) / (3.25× 10 5 N =1.538, take m 1 =2, then m 1 = m 2 = m 3 = m 4 =2, i 1 = m1 × k s / k 1 =27.31, take i 1 =28. For the remaining positions, when selecting the same model of disc spring, the following relationship exists:

[0108] Δ x n Δ x 2 Δ x 3 Δ x 4 = L 1 : L 2 : L 3 : L 4 =1:2:3:4

[0109] Therefore, the number of pairs in the remaining positions i 2 = 2 i 1 = 56, and so on. i 3=84、 i 4 = 112.

[0110] Thus, with this optimized arrangement of the energy dissipation device, the reaction forces generated by the energy dissipation structures at different locations on the crash barrier tend to be balanced, effectively dispersing and transferring concentrated impact loads from the ship. By employing the energy dissipation device, the enormous kinetic energy generated during a ship's impact can be absorbed collaboratively by multiple energy dissipation units and primarily converted into the elastic potential energy of the internal springs. This energy conversion process significantly reduces the direct impact force on the main structure, improves the structure's crashworthiness, and ultimately achieves the safety protection purpose of effective energy dissipation and buffering against impacts.

[0111] The number and arrangement of the disc springs inside the energy dissipation cylinder can be adjusted according to the stress conditions of the crash barrier to ensure effective energy absorption. Changes in the stress conditions of the crash barrier mean changes in the ship's impact position. This invention is designed based on the average reaction force, independent of the impact position, and only related to the magnitude of the impact force, which is determined by the ship's mass, speed, and impact time. Furthermore, because the impact force is calculated based on the designed ship's mass and the original observation speed of the ship leaving the lock, and the disc spring calculations are rounded up to ensure sufficient reaction force, changing only the impact position without altering the ship's shape will not affect the design of the device.

Claims

1. A design method of a triangular gate anti-collision energy dissipation structure, characterized by: The energy dissipation structure is arranged on the truss system of the triangular gate, and includes a fender plate and a plurality of energy dissipation devices. One end of the fender plate is hingedly connected to a gate shaft column of the triangular gate, and the other end is close to a panel and is a free end. The energy dissipation devices are arranged between the main beam of the truss system and the fender plate, and are arranged at intervals. Each energy dissipation device includes an energy dissipation cylinder and a fixed base. The fixed base is fixedly connected to the main beam, and is provided with a connecting rod. The energy dissipation cylinder has an opening through which the connecting rod penetrates, and is slidably sleeved on the connecting rod. One end of the energy dissipation cylinder, away from the fixed base, is fixedly connected to the fender plate. The energy dissipation cylinder is internally provided with a plurality of butterfly spring groups. The energy dissipation cylinder is internally provided with a cavity for accommodating the butterfly spring groups. A pressing spring block is fixedly connected to the connecting rod in the energy dissipation cylinder. The pressing spring block is located at the top end of the cavity. A passage is formed at the bottom end of the cavity for the connecting rod to penetrate. The end of the connecting rod is always located in the passage. The outer diameter of the pressing spring block is smaller than the inner diameter of the energy dissipation cylinder. The plurality of butterfly spring groups are sleeved on the connecting rod and located between the pressing spring block and the bottom end of the cavity of the energy dissipation cylinder. The design method comprises the following steps: Step 1, determining the basic parameters of the fender plate; a) determining the total length of the crash panel L and the distance of each energy absorption device from the hinge point of the crash panel L n , the number of energy absorption devices being n; b) determining the maximum rotation angle θ of the fender plate, which is determined through force analysis or structural design; c) obtaining the position of the ship impacting the fender plate based on test simulation or actual observation data; Step 2, calculating the impact force of the ship; a) estimating the momentum P of the ship when impacting the fender plate according to the mass m and speed v of the ship; b) calculating the impact force F=P / t through the impact time, wherein P is the momentum of the ship and t is the impact duration; Step 3, calculating the deformation and counterforce of the spring group in each energy dissipation device; a) calculating the linear displacement of the energy dissipation device, i.e. the deformation, at each position, which is a function of the rotation angle of the fender and the distance of the energy dissipation device from the hinge point L n determined, the formula being: Δ x n = L n ×θ; b) Calculate the counter force of each spring set at each position N n =F / n, and according to the compression amount of the spring and the stiffness coefficient formula, calculate the required stiffness coefficient at each position, i.e. equivalent stiffness k n : k n = N n / Δ x n ; Wherein, the equivalent stiffness of the spring group at the nth position is k n , the compression amount is Δ x n , and the spring group counterforce is N n ; Step 4, selecting the butterfly spring group; Step 5, according to the selected disc spring, according to the maximum load capacity F of the single disc spring max_single and the counter force of each position spring group N n , first use the load capacity constraint to estimate the lower limit of the number of overlaps m n The number of overlaps in each energy dissipation device is the same, and the number of overlaps is calculated according to the following relationship: ； wherein, m n is the number of overlaps in the flat spring set, i n is the number of inversions in the flat spring set, k s is the stiffness coefficient of a single flat spring.

2. The design method of a triangular gate anti-collision and energy dissipation structure according to claim 1, characterized in that: The method for selecting the disc spring set in step 4 is to find several candidate disc spring types, read the stiffness coefficient of each type of disc spring k s , the effective compression amount h0, and the maximum load bearing capacity F of the single disc spring max_single , and the selection is made by the following method: (1) selecting a parallel candidate range, usually starting from 1, and commonly taking 1-4 in engineering; (2) calculating the theoretical series number for each candidate m; ； (3) the number of series connections required to achieve the design stiffness in theory; the nearest integer up; ; is the number of series connections required to achieve the design stiffness in theory; i is the number of series connections actually selected; m is the number of parallel connections, i.e. the number of laminations (4) calculating the stiffness and error; ； (5) calculating the deformation and counterforce of a single disc spring; ； (6) checking the constraints; whether f ≤ f max and F per ≤ F max_single , and the error is within the allowable range, and the installation height is considered; wherein, f is the deformation of a single disc spring, f max is the maximum compression of a single disc spring, is the counterforce of a single disc spring, F max_single is the maximum bearing capacity of a single disc spring; (7) selecting the (m, i) combination according to the following priority in all combinations that meet the constraints: satisfy the error minimum or not less than k n ; priority m smaller value Priority i Not too big.

3. The design method of a triangular gate crashworthiness and energy-dissipation structure according to claim 1, wherein The energy dissipation cylinder is provided with a vent hole in communication with the passage.

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