Dynamic adjusting method after ship chamber of launching type ship lift enters water

Abstract

The invention provides a dynamic adjusting method for a ship chamber of a launching type ship lift after entering water. The dynamic adjusting method comprises the following steps that the downstream water level (WD), the water depth (WX) of the ship chamber and the water entering depth (WR) are detected in real time through a sensor; adjusting is triggered based on predefined parameters (the standard water depth WXB of the ship chamber, the allowable fluctuation range WX delta M of the water depth, the maximum draft WCM of the ship and the maximum water entry depth WRM of the ship chamber); if WRM (descending condition) or WR is smaller than WRM-delta 2 (lifting condition), delta 1 and delta 2 take the design water depth + / -5%-10%; when descending is triggered, the main elevator runs to WX = WXB + WXdeltaM, and lifting is triggered in a similar way; the levelness (height difference is less than 1cm) of four corners of the ship chamber is monitored during adjustment; and after adjustment, if the WX is within the range of [WXB-WX delta M, WXB + WX delta M], the door is closed, otherwise, adjustment is repeated. According to the method, the ship chamber water depth is kept within an effective range through dynamic adjustment, and ship draft and ship lift operation safety are guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of waterway engineering navigation facilities, and particularly relates to a dynamic adjustment method for a ship chamber of a down-type ship lift after the ship chamber enters water. BACKGROUND

[0002] The ship lift is a common navigation facility for ship rapid passage over a dam, and the down-type ship lift is a typical ship lift form, in which a ship chamber can directly enter a navigation channel water area to adapt to a navigation water level amplitude and a rapid water level change rate. The down-type ship lift mainly has the following characteristics: the ship chamber can effectively adapt to a large navigation water level amplitude and a rapid water level change rate on an upstream or downstream side, and a lock gate is omitted, the ship chamber can enter water, and the navigation efficiency is improved.

[0003] The ship chamber operation control device includes a ship chamber control system, a main hoist control system, a detection system device, and the like.

[0004] The adaptation to the navigation water level amplitude and the water level change rate are two main capabilities of the down-type ship lift. Generally, the upstream or downstream water level amplitude is in a range of several meters to tens of meters, and the water level change rate is in a range of 0.1 m / h to 1.6 m / h. The water depth fluctuation range during the ship chamber lifting operation is generally only 0.1 m to 0.2 m, and the time for the ship to pass through the lock gate once is usually greater than 30 min. The ship chamber should take measures to adapt to the water level change and the water level change rate.

[0005] Generally, after the ship chamber of the down-type ship lift enters water, the real-time detection water depth data of the ship chamber are compared with the maximum effective navigation water depth and the minimum effective navigation water depth of the ship chamber, and static adjustment is adopted to adjust the water depth of the ship chamber to the effective navigation water depth range. When the real-time water depth of the ship chamber is greater than the maximum effective navigation water depth of the ship chamber, an alarm is given to prompt an operator to manually operate the ship chamber lifting. When the real-time water depth of the ship chamber is less than the minimum effective navigation water depth of the ship chamber, an alarm is given to prompt the operator to manually operate the ship chamber lowering. The above manual adjustment mode has the safety hidden danger of untimely operation. SUMMARY

[0006] The present application designs a reasonable dynamic adjustment method for the ship chamber of the down-type ship lift after the ship chamber enters water to overcome the influence of the navigation water level fluctuation on the ship chamber operation, and to dynamically adjust the ship chamber according to the navigation water level change through the collection of the operation state and the navigation water level of the ship chamber. The water depth in the ship chamber is always kept in the effective water depth range after the ship chamber enters water, the safe draft of the passing ship and the safe water entry depth of the ship chamber are ensured, and the safe operation of the ship and the ship lift is ensured.

[0007] The technical solution adopted to solve the above problems is as follows:

[0008] A dynamic adjustment method for a ship chamber of a ship lift after entering water, comprising the following steps:

[0009] (1) Real-time data acquisition: real-time detection of downstream water level W D , ship chamber water depth W X and ship chamber water entering depth W R by sensors;

[0010] (2) Parameter analysis and threshold judgment: triggering dynamic adjustment according to real-time data and predefined parameters, the predefined parameters including

[0011] standard water depth of ship chamber W XB , maximum fluctuation range of ship chamber water depth WX ΔM , maximum draft depth of allowed ship W CM and maximum water entering depth of ship chamber W RM ;

[0012] When any of the following conditions is met, dynamic adjustment is triggered:

[0013] If W X W CM +Δ1, the ship chamber needs to be lowered;

[0014] If W R W RM -Δ2, the ship chamber needs to be raised;

[0015] Wherein, Δ1 and Δ2 are safety margin constants set according to the project;

[0016] (3) Dynamic adjustment of ship chamber:

[0017] Lowering operation: when the lowering condition is triggered, the main hoist starts to run downward until W X =W XB +W XΔM ; Raising operation: when the raising condition is triggered, the main hoist starts to run upward until W X =W XB +W XΔM ; During the adjustment process, the levelness of the ship chamber is monitored in real time by the static level detectors at the four corners of the ship chamber to ensure that the height difference at the four corners is less than 1 cm;

[0018] (4) Verification of closing of ship chamber door:

[0019] After the adjustment is completed, if W XB -W XΔM ≤W X ≤W XB +W XΔM , the ship chamber door is closed and the over-dam operation process is entered; otherwise, step (3) is repeated.

[0020] Further, the sensor in step (1) includes an ultrasonic water level meter, a pressure water level meter and a ship compartment position sensor for multi-source data fusion to detect the downstream water level W D , the ship compartment water depth W X and the ship compartment water entry depth W R .

[0021] Further, Δ1 and Δ2 in step (2) are the maximum error water depths that the ship compartment can adapt, which refers to the deviation of the actual water depth of the ship compartment from the designed water depth caused by water level measurement error, water fluctuation and incomplete drainage during the operation of the ship compartment, and the value is ±5%-10% of the designed water depth of the ship compartment, which is caused by water level measurement error, water fluctuation or incomplete drainage.

[0022] Further, in step (3), the ship compartment leveling adopts a 4-point position high-pursuit tracking method.

[0023] The heights of the four corners of the ship compartment are detected to determine the highest point.

[0024] The height differences of the remaining three points from the highest point are calculated as the control signals of the electro-hydraulic proportional valve.

[0025] The positions of the three lifting points are synchronously adjusted to realize dynamic horizontal correction.

[0026] Further, the predefined parameters in step (2) satisfy the following relationship:

[0027] W XB -Δ3<W XB -W XΔM <W XB <W XB +W XΔM <W XB +Δ4

[0028] Wherein, Δ3 and Δ4 are safety margin constants set according to the project.

[0029] Further, Δ3 and Δ4 are the maximum error water depths that the electrical system can adapt, and the value is 2-5% of the designed water depth of the ship compartment.

[0030] Further, in step (3), a pre-torque needs to be applied before the main hoist is operated, and the safety system is released; when the operation is stopped, the safety system is locked to ensure the mechanical safety of the adjustment process.

[0031] Further, in step (4), the maximum allowable fluctuation range W XΔM of the ship compartment water depth is 0.1m-0.2m, which is determined by the ship safety draft and the safety requirements of the ship compartment structure.

[0032] Further, when the water level of the channel changes at a rate of more than 0.1m / h-1.6m / h, the system adjusts the position of the ship cabin in advance through a prediction model to avoid the risk of ship collision caused by delayed response.

[0033] Further, when the method is applied to the ship launching type ship lift of Goupitan, the standard water depth W XB =2.5m, the fluctuation range WX ΔM =0.1m, the maximum water depth W RM =3.5m, the maximum draft of the ship W CM =1.6m, Δ1=Δ2=0.6m, and Δ3=Δ4=0.3m.

[0034] The present application aims at the above-mentioned deficiencies of the adaptive dynamic water level adjustment mode, and designs a reasonable dynamic adjustment method for the ship cabin after entering the water of the ship launching type ship lift, so as to overcome the influence of the fluctuation of the navigation water level on the operation of the ship cabin.

[0035] 1. Dynamic self-adaptive adjustment

[0036] Real-time closed-loop control: real-time data acquisition through high-precision water level sensors and ship attitude monitoring equipment, combined with engineering parameters, dynamic calculation of the best water compensation amount by the system, and control of the driving mechanism to adjust the position of the ship cabin. Rate adaptability: for rapid water level changes (such as 10cm / min rate caused by flood discharge), the algorithm adjusts the ship cabin in advance to avoid the risk of ship collision caused by delayed response.

[0037] Effect: The traditional static error water depth tolerance (±10%-15%) is compressed to a dynamic error range (such as ±2%-5%), which significantly reduces the influence of water level fluctuation.

[0038] 2. Improved safety performance

[0039] Multi-sensor data fusion (such as ultrasonic wave + pressure type water level gauge) eliminates single point failure, and when an out-of-limit deviation (such as water level mutation>30cm) is detected, an emergency brake is triggered and the adjustment function is started to prevent accidents.

[0040] Effect: Compared with manual adjustment, the accident risk (such as misoperation and delayed response) is reduced by more than 90%, which is reflected in the actual operation of the ship lift. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 is the overall layout of the ship launching type ship lift according to an embodiment of the present application;

[0042] Figure 2 is a schematic view of the dynamic adjustment method for the ship cabin after entering the water of the ship launching type ship lift according to an embodiment of the present application;

[0043] Flow chart. DETAILED DESCRIPTION

[0044] To make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work belong to the scope of protection of the present application.

[0045] Please participate Figure 1 and Figure 2 The embodiments of the present application provide a dynamic adjustment method for a ship chamber of a ship lift after entering water, comprising the following steps.

[0046] Real-time data acquisition: real-time detection of downstream water level W D , ship chamber water depth W X and ship chamber water entry depth W R by sensors;

[0047] When the ship chamber is lowered to the standard water depth value and the real-time navigation water level value, the main hoist stops the ship chamber lowering operation, and the safety mechanism is closed. At this time, the ship chamber door is opened, the real-time water depth value W X =W XB =C1 (design value, constant), the real-time water entry depth value W R =C2 (design value, constant), and the ship in the ship chamber can leave the ship chamber, and then the channel ship can enter the ship chamber.

[0048] With the change of the channel water level, W X and W R will change accordingly.

[0049] When W X W CM , it will directly affect the safety of ship running. Therefore, when the channel water level changes and has a trend of affecting the safe water depth of the ship, the position of the ship chamber should be adjusted (the ship chamber is lowered) so that W X＞ W CM , to ensure the safety of the ship entering and leaving the ship chamber and the ship in the ship chamber.

[0050] When W R W RM , it will affect the safety of the ship chamber and the ship chamber equipment. Therefore, when the channel water level changes and W R has a trend of being greater than the maximum allowable ship chamber water entry depth, the position of the ship chamber should be adjusted (the ship chamber is raised) so that W R is always within the allowable ship chamber water entry depth range.

[0051] Therefore, the dynamic adjustment after the cabin enters the water includes the processes of lowering and raising the cabin.

[0052] When W X <W CM When +Δ1, it can be converted to W. X <W XB -Δ3, the cabin needs to be lowered. The adjustment process is as follows: the main hoist applies pre-torque, the safety system releases the brake, the main hoist starts running, and the cabin is lowered; when W X =W XB +W XΔM At that time, the main hoist stops operating and the safety system engages.

[0053] When W R <W RM When -Δ2, it can be converted to W X >W XB +Δ4, the cabin needs to be lifted. The adjustment process is as follows: the main hoist applies pre-torque, the safety system releases the brake, the main hoist starts running, and the cabin is lifted; when W X =W XB -W XΔM At that time, the main hoist stops operating and the safety system engages.

[0054] When ships need to pass through a dam, the first step should be to determine the water level in the ship's compartment, ensuring it meets the W standard. XB -W XΔM ≤W X ≤W XB +W XΔM At that time, close the cabin door and begin the process of lifting the cabin to pass under the dam. If W is not met... XB -W XΔM ≤W X ≤W XB +W XΔM Then we have W X >W XB +W XΔM and W X <W XB -W XΔM Two scenarios. When W X >W XB +W XΔM The ship's cabin should be raised to meet W requirements. XB -W XΔM ≤W X ≤W XB +W XΔM Then close the cabin door and begin the process of lifting the cabin to pass under the dam; when W X <W XB -W XΔM The ship's compartment should be lowered to meet W requirements. XB -WXΔM ≤W X ≤W XB +W XΔM Then the ship compartment door is closed and the ship compartment is put into the lifting process. The operation process is shown in Figure 2

[0055] Related parameters:

[0056] W D : downstream real-time water level value.

[0057] W X : real-time water depth value of the ship compartment.

[0058] W XB : standard water depth value of the ship compartment (design water depth).

[0059] W XΔ : allowable fluctuation range of the water depth of the ship compartment (generally 0.1m~0.2m).

[0060] W XΔM : maximum allowable fluctuation value of the water depth of the ship compartment.

[0061] W R : real-time value of the water entry depth of the ship compartment.

[0062] W RM : maximum allowable water entry depth value of the ship compartment.

[0063] W CM : maximum allowable draft depth of the ship.

[0064] Δ1Δ2Δ3Δ4: constant values determined according to the actual engineering.

[0065] The above parameters satisfy the following relationship:

[0066] W XB -Δ3<W XB -W XΔM <W XB <W XB +W XΔM <W XB +Δ4.

[0067] According to this method, the ship compartment is dynamically adjusted, so that the safety of the ship berthing and sailing can be always guaranteed after the ship compartment enters the water, and the operation safety of the ship compartment and equipment is also guaranteed.

[0068] The following is an engineering practice example of automatic adjustment of the ship compartment after entering the water of the Goupitan ship lift:

[0069] (1) Related parameters:

[0070] W XB ​: The standard water depth value of the ship's hold (design water depth). W XB = 2.5 m

[0071] W XΔ : The allowable fluctuation range of the water depth of the ship's hold (-0.1 m ~ +0.1 m)

[0072] W XΔM : The maximum allowable fluctuation value of the water depth of the ship's hold. W XΔM = 0.1 m

[0073] W RM : The maximum allowable water depth value of the ship's hold. W RM = 3.5 m (where 3.5 is taken)

[0074] W CM : The maximum allowable draft of the ship. W CM = 1.6 m

[0075] Δ1, Δ2, Δ3, Δ4: Constant values determined according to the actual engineering. Δ1 = 0.6 m; Δ2 = 0.6 m; (0.6 is taken) Δ3 = 0.3 m; Δ4 = 0.3 m

[0076] (2) Automatic adjustment after the ship's hold enters the water:

[0077] When W X < W XB - Δ3 = 2.5 m - 0.3 = 2.2 m (W X < W CM + Δ1), lower the ship's hold until W X = 2.5 m + 0.1 m, stop lowering.

[0078] When W X > W XB + Δ4 = 2.5 m + 0.3 m = 2.8 m (W R < W RM - Δ2), raise the ship's hold until W X = 2.5 m - 0.1 m, stop raising;

[0079] Satisfy W XB - Δ3 < W XB - W XΔM < W XB < W XB + W XΔM < W XB + Δ4.

[0080] Where:

[0081] W XB - Δ3 = 2.5 - 0.3 = 2.2 m

[0082] WXB - W XΔM = 2.5 - 0.1 = 2.4 m

[0083] W XB = 2.5 m

[0084] W XB + W XΔM = 2.5 + 0.1 = 2.6 m

[0085] W XB + Δ4 = 2.5 + 0.3 = 2.8 m.

[0086] The present application has the following beneficial effects:

[0087] 1. Full-automatic dynamic adjustment, eliminating safety hazards:

[0088] By real-time detection of water level and ship compartment state, automatic triggering of lifting operation, replacing traditional manual point adjustment, avoiding the risk of insufficient ship draft or over-deep ship compartment caused by operation delay.

[0089] Example effect: In the application of Goupitan ship lift, the ship compartment water depth control error is reduced from ±0.3m of manual operation to ±0.1m, and the safety accident rate is reduced by 90%. The above improvement effect data comes from the actual navigation management statistics of Goupitan ship lift, and is obtained by comparing other same type ship lifts.

[0090] 2. Double safety threshold protection:

[0091] Synchronous monitoring of ship draft (W X > W CM ) and ship compartment water depth (W R < W RM ), ensuring the safety of ship navigation and equipment structure.

[0092] Innovation: For the first time, ship draft and ship compartment structure safety are included in the same dynamic adjustment logic, solving the adaptive control problem under water level variation rate (0.1~1.6 m / h).

[0093] 3. High-precision horizontal leveling control:

[0094] Using 4-point high tracking method, the height difference of lifting point (<1cm) is corrected in real time through electro-hydraulic proportional valve, avoiding ship grounding or equipment wear caused by ship compartment inclination.

[0095] Technical advantage: The horizontal adjustment speed is improved by 50% compared with traditional method, and the leveling time is shortened from 5 minutes to 2 minutes.

[0096] 4. Improve navigation efficiency:

[0097] Dynamic adjustment realizes the real-time response of the ship compartment to the water level, the single lock time is shortened to 25 minutes (the traditional method needs more than 30 minutes), and the annual navigation capacity is increased by 20%.

[0098] The above merely illustrates the specific embodiments of the present application, but the protection scope of the present application is not limited thereto, any change or replacement within the technical range disclosed by the present application can be easily thought by any person skilled in the art, and should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method of dynamic adjustment of a ship chamber of a ship lift after entering the water, characterized in that: Comprising the following steps: (1) Real-time data acquisition: real-time detection of downstream water level W D , ship compartment water depth W X and ship compartment water entry depth W R by sensors; (2) Parameter analysis and threshold judgment: triggering dynamic adjustment according to real-time data and pre-defined parameters, the pre-defined parameters including Ship hold standard water depth W XB , Ship hold water depth allowable maximum fluctuation range WX ΔM , Allowable maximum draft depth of the ship W CM and Ship hold maximum water entry depth W RM ; Triggering dynamic adjustment when any of the following conditions is met: If W X < W CM + Δ1, the cabin needs to be lowered; If W R < W RM - Δ2, the ship's hold needs to be raised; Wherein, Δ1, Δ2 are safety margin constants set according to the project; (3) Dynamic adjustment of the ship compartment: Down operation: When the down condition is triggered, the main hoist starts the down operation until W X =W XB +W XΔM ; Lift operation: When the lift condition is triggered, the main hoist starts the lift operation until W X =W XB +W XΔM ; During the adjustment process, the ship compartment level is monitored in real time by the static level detector at the four corners of the ship compartment to ensure that the height difference at the four corners is less than 1 cm; (4) Verification of the closing of the ship compartment door: After the adjustment, if W XB -W XΔM ≤ W X ≤ W XB +W XΔM , the ship's hatch is closed and the overpass operation process is entered; otherwise, step (3) is repeated.

2. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 1, characterized in that: The sensors in step (1) include ultrasonic water level meter, pressure water level meter and ship compartment position sensor, which are used for multi-source data fusion detection of downstream water level W D , ship compartment water depth W X and ship compartment water entry depth W R .

3. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 1, characterized in that: The Δ1, Δ2 in step (2) are the maximum misloading water depth that the ship compartment can adapt to, which refers to the deviation of the actual water depth of the ship compartment from the designed water depth in the running process due to water level measurement error, water fluctuation, and incomplete drainage, and the value is ±5%~10% of the designed water depth of the ship compartment, which is caused by water level measurement error, water fluctuation, or incomplete drainage.

4. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 1, characterized in that: In step (3), the ship compartment leveling adopts a 4-point position high tracking method: Detect the height of the four corners of the ship compartment and determine the highest point; Calculate the height difference between the remaining three points and the highest point as the control signal of the electro-hydraulic proportional valve; Synchronously adjust the positions of the three lifting points to realize dynamic horizontal correction.

5. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 1, characterized in that: The pre-defined parameters in step (2) satisfy the relationship: W XB -Δ3 < W XB -W XΔM < W XB < W XB + W XΔM < W XB + Δ4; Wherein, Δ3, Δ4 are safety margin constants set according to the project.

6. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 5, characterized in that: The Δ3, Δ4 are the maximum misloading water depth that the electrical system can adapt to, and the value is 2-5% of the designed water depth of the ship compartment.

7. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 1, characterized in that: In step (3), a pre-torque needs to be applied before the main hoist runs, and the safety system is released; when stopping running, the safety system is braked to ensure the mechanical safety of the adjustment process.

8. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 1, characterized in that: The maximum fluctuation range W of the water depth in the ship compartment in step (4) XΔM 0.1m - 0.2m, determined by the ship safety draft and the safety requirement of the ship compartment structure.

9. The method of dynamic adjustment of the ship chamber of the ship chamber ship lift after its entry into water according to claim 1, characterized in that: When the water level variation rate of the channel exceeds 0.1m / h-1.6m / h, the system adjusts the position of the ship compartment in advance through the prediction model to avoid the risk of ship collision caused by lag response.

10. The method of dynamic adjustment of the ship chamber of the waterway ship lift after the ship chamber enters water according to any one of claims 1-9, characterized in that: The method is applied to the ship lift of Goupitan, the standard water depth of the ship cabin is W XB =2.5m, the fluctuation range is WX ΔM =0.1m, the maximum water depth is W RM =3.5m, the maximum draft of the ship is W CM =1.6m, Δ1=Δ2=0.6m, Δ3=Δ4=0.3m.

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