A ship lift lifting double steel beam anti-collision system and redundant interception method thereof

Abstract

A ship lift lifting double steel beam anti-collision system comprises a double-barrier steel beam assembly, a supporting member assembly, a lifting drive device, a reversing device, a lifting connection assembly and a supporting structure; the lifting drive device is arranged inside the main longitudinal beam structure of the ship compartment on the side of the ship compartment structure, the lifting drive device is connected to the double-barrier steel beam assembly through the reversing device and the lifting connection assembly, and the double-barrier steel beam assembly can move up and down under the drive of the lifting drive device; the double-barrier steel beam assembly comprises an impact beam, a safety beam and an intermediate connection device, the impact beam and the safety beam are fixedly connected by the intermediate connection device, and the supporting structure is fixed on the ship compartment structure on the inner side of the safety beam; there is a large safety redundancy, which effectively reduces the collision force between the ship and the plastic beam, and reduces the adverse effect of the impact load of the ship hitting the anti-collision beam on the ship compartment structure; a detachable connection structure is adopted between the two-stage anti-collision beams, which is convenient for replacing the impact beam damaged by the impact; it can adapt to the interception needs of ships with bulbous bows.

Description

Technical Field

[0001] The present invention relates to a ship lift project in the field of water conservancy and hydropower engineering, and more specifically to a mechanical device for implementing safety interception when a ship stalls during docking of a ship lift to protect a ship door from being hit by the stalled ship. Background Art

[0002] As a navigation facility, vertical ship lifts are increasingly widely used in water conservancy hubs because of their short ship passing time and suitability for high dam navigation. The vertical ship lifts currently used in my country's hydropower stations are counterbalanced vertical ship lifts. Protection against ship stall accidents is one of the important contents of the design of the safety assurance system of the counterbalanced ship lift. Especially when the cabin is in a docking state with the upstream, the ship sails from the upstream waters to the cabin waters. If the cabin is not equipped with a blocking device, once the ship stalls and hits the cabin door, it will cause damage to the cabin door and the ship at the least, and cause a large amount of water leakage in the cabin or even a catastrophic accident at the worst. Therefore, the safety and reliability of the protection against the accident of the ship stalling and hitting the cabin door is very important to ensure the safety of the ship lift equipment and the ship passing through the machine.

[0003] The Geheyan ship lift, which was built earlier, adopted the solution of wire rope interception and buffer cylinder energy absorption. Its anti-collision energy absorption equipment includes wire rope, buffer cylinder, guide pulley, anti-collision bracket and other components, all of which are installed on the top of the cabin door. Since the sinking flat door used in the cabin door of the Geheyan ship lift has the risk of the door groove being blocked by debris in the water or falling objects from the ship, the cabin doors of the wire rope hoisting vertical ship lift built later mostly use lying doors, and the anti-collision system of the cabin door mostly adopts the anti-plastic steel beam energy absorption solution. This solution uses a single steel beam to intercept a stalled ship. When the ship hits the steel beam, the steel beam undergoes plastic deformation, and the kinetic energy of the ship is absorbed through the plastic deformation of the structure. The anti-collision steel beam is driven vertically by the cylinder installed in the main longitudinal beam of the cabin, and is in place at the interception position or storage position according to the requirements of the ship lift cabin docking process. This type of anti-collision device has a simple and compact structure, a small impact stroke, and saves space for cabin layout. Therefore, it is currently used in all counterweight wire rope winch vertical ship lifts. However, this anti-collision device also has shortcomings. That is, since the anti-collision beam works in the plastic stage, once it is damaged by impact, the anti-collision beam must be replaced immediately for safety reasons, causing the ship lift to stop sailing; due to the complexity of the physical process of the steel beam's plastic energy absorption during the impact process, the randomness of material properties, and the possibility of overspeed collision of the ship, in order to ensure that the steel beam does not break and lose its anti-collision ability, the cross-sectional size of the anti-collision beam is generally determined to be safe, so that the plastic strain of the steel beam is at a low level, which causes the stiffness of the steel beam to be still large, thereby making the impact force large. This may cause damage to the ship, and also increase the impact load of the cabin structure, increasing the difficulty of local structural design.

[0004] In the design of the 3,000-ton fully balanced rack and pinion climbing vertical ship lift at the Three Gorges Water Conservancy Project and the 1,000-ton fully balanced rack and pinion climbing vertical ship lift at the Xiangjiaba Hydropower Station, which were built and put into operation in recent years, the ship compartment anti-collision device adopts the wire rope blocking-buffer cylinder energy absorption technology solution. The anti-collision device is installed on the ship compartment structure and is not affected by the opening and closing of the gate. The collision between the gate and the wire rope will not cause damage to the gate structure. On the other hand, through the technical combination of wire rope blocking and hydraulic buffer energy absorption, the ship stall blocking process is a flexible collision energy absorption process, and the maximum collision force generated can be controlled by the overflow valve configured by the hydraulic cylinder control system, and can be designed and calculated through a simple energy conversion relationship. The controllability and technical certainty of this collision process make the ship compartment stall blocking technology have higher safety and reliability. However, this solution also has shortcomings. The anti-collision system cannot meet the needs of blocking ships with bulbous bows. In addition, for a ship with an excessively large bow tilt, the impact stroke will be too large, and the ship may hit the cabin door. Summary of the invention

[0005] In order to solve the above problems, the purpose of the present invention is to provide an anti-collision double plastic steel beam which can effectively reduce the collision force between the ship and the plastic beam, reduce the adverse effect of the impact load of the ship colliding with the anti-collision beam on the cabin structure and has a large safety redundancy, while also meeting the needs of intercepting and defending ships with bulbous bows.

[0006] The technical solution adopted by the present invention is:

[0007] A ship lift lifting double steel beam anti-collision system comprises a double-barrier steel beam assembly, a supporting member assembly, a lifting drive device, a reversing device, a lifting connection assembly and a supporting structure; the lifting drive device is arranged inside the main longitudinal beam structure of the ship compartment on the side of the ship compartment structure, the lifting drive device is connected to the double-barrier steel beam assembly through the reversing device and the lifting connection assembly, and the double-barrier steel beam assembly can move up and down under the drive of the lifting drive device; the double-barrier steel beam assembly comprises an impact beam, a safety beam and an intermediate connection device, the ends of the impact beam and the safety beam are fixedly connected in a detachable manner through the intermediate connection device, and the supporting structure is fixed on the ship compartment structure inside the safety beam.

[0008] Furthermore, the impact beam comprises an impact beam body and a rubber plate, and the rubber plate is connected to a flange plate of the impact beam body facing the ship through bolts.

[0009] Furthermore, the impact beam body adopts a box-shaped steel beam structure.

[0010] Furthermore, the safety beam comprises a safety beam body, a friction block and a slot, wherein the friction block is embedded in the thick plates at both ends of the safety beam body and fixed by screws, so that when the ship collides with the anti-collision beam, the friction block contacts the supporting member welded to the inner web of the main longitudinal beam of the ship compartment, and the vertical component of the collision force is transmitted through the friction force of the contact surface; the slot is a "concave"-shaped structure composed of three steel components;

[0011] The intermediate connection device includes a metal rubber gasket, a shear pin and a connecting bolt;

[0012] The safety beam is both a redundant protection component of the anti-collision system and a supporting component of the impact beam, that is, the end structure of the safety beam extends to the supporting area of ​​the end of the impact beam, so that the end of the impact beam can be supported on the end structure of the safety beam, and the bottom end of the impact beam is placed on the end of the safety beam, and is clamped in the clamping groove of the end of the safety beam through a metal rubber spring, thereby forming a continuous force transmission structure in which the collision force is transmitted from the impact beam to the cabin structure through the safety beam and the supporting structure, and the impact beam is connected to the end structure of the safety beam by connecting bolts, thereby forming a horizontal axial displacement constraint on the impact beam; the impact beam and the safety beam are connected with a locating pin to transmit the buoyancy of the impact beam in the water to the safety beam.

[0013] Furthermore, the safety beam body adopts a box-shaped steel beam structure.

[0014] Furthermore, one lifting connection assembly is arranged on each side, and each lifting connection assembly includes a wire rope, a cone sleeve and a lifting lug, and each lifting lug is connected to the cone sleeve of the wire rope assembly through a pin; corresponding to the four wire rope assemblies, four sets of pulleys are installed on the top of the main longitudinal beam of the cabin, one end of each wire rope is connected to the safety beam through the cone sleeve and the lifting lug, and the other end passes around the pulley, is fixed and wound on the drum of the lifting device.

[0015] Furthermore, the lifting drive device includes a three-in-one transmission device integrating an electric motor, a reducer and a brake, a drum group, a coupling and a frame; the lifting device drives the lifting and lowering movement of the double-barrier steel beam assembly by retracting and releasing the steel wire rope on the drum group, so that it reaches the barrier position or the sinking position according to the requirements of the ship lift operation.

[0016] The beneficial effects and features of the present invention are:

[0017] (1) Two levels of anti-collision beams are arranged front and back to form a two-level defense against stalled ships. The anti-collision beams are plastically designed steel beams, and the plastic deformation of the steel beams can be used to absorb the kinetic energy of the stalled ship. Each level of anti-collision beam has the ability to absorb all the kinetic energy of the ship alone; compared with a single plastic steel beam, the use of a double plastic beam solution produces a larger safety redundancy, so the cross-sectional size of a single beam can be reduced, thereby effectively reducing the collision force between the ship and the plastic beam, and reducing the adverse effects of the impact load of the ship hitting the anti-collision beam on the cabin structure.

[0018] (2) A detachable connection structure is used between the two levels of anti-collision beams. When a ship collides with the impact beam, it is easy to replace the damaged impact beam. If the collision is not serious, the impact beam does not need to be replaced temporarily. The system can continue to work and choose an appropriate time to replace the impact beam without affecting navigation.

[0019] (3) It can meet the needs of intercepting ships with bulbous bows; it occupies relatively little space and basically does not affect the effective water area size of the ship compartment. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the top view of the structure of a preferred embodiment of the present invention (only the left side components are drawn, and the right side components are symmetrical and therefore omitted);

[0021] Figure 2 for Figure 1 The schematic diagram of the structure is enlarged at the dotted line;

[0022] Figure 3 for Figure 2 Schematic diagram of the structure of the AA section (the impact beam outline is represented by a thin line);

[0023] Figure 4 It is a front view structural schematic diagram of a preferred embodiment of the present invention (only the left side component is drawn, and the right side component is symmetrical and therefore omitted);

[0024] Figure 5 It is a side view structural schematic diagram of a preferred embodiment of the present invention;

[0025] Figure 6 for Figure 5 The schematic diagram of the structure is enlarged at the middle dotted line;

[0026] Figure 7 This is a schematic diagram of the application structure of a preferred embodiment of the present invention in a lying door;

[0027] Figure 8 A schematic diagram of the mechanical model of the anti-collision beam of a preferred embodiment of the present invention;

[0028] Fig. 9 The stress-strain relationship test curve and power-law constitutive relationship curve of Q345;

[0029] Fig.10 It is a schematic diagram of the box section of the anti-collision beam;

[0030] Fig.11 is the stress distribution diagram of the beam section;

[0031] Fig.12 It is the structural schematic diagram of the slot and the stress distribution diagram;

[0032] The numbers in the figure represent: 1-double-barrier steel beam assembly, 11-impact beam, 111-impact beam body, 112-rubber plate, 12-safety beam, 121-safety beam body, 122-friction block, 123-cage, 13-intermediate connecting device, 131-metal rubber gasket, 132-shear pin, 133-connecting bolt, 134-locating pin, 2-supporting member assembly, 3-lifting drive device, 31-three-in-one transmission device, 32-reel group, 33-coupling, 34-frame, 4-reversing device, 5-lifting connection assembly, 51-wire rope, 52-cone sleeve, 53-lifting ear, 6-supporting structure, 7-carriage door, 8-carriage structure, 81-carriage structure, 9-bulb nose bow, 10-carriage bottom bunk. DETAILED DESCRIPTION

[0033] The present invention will be further described below in conjunction with the accompanying drawings:

[0034] The present invention is suitable for protecting the cabin door of a vertical ship lift in a water conservancy hub under the condition of a ship stall accident, so as to prevent the cabin door from being damaged by a ship collision in the case of a ship stall accident, thereby causing a large amount of water leakage in the cabin. The system mainly uses two-level plastic steel beams to block the stalled ship, forming redundant safety protection for the cabin door, thereby ensuring the safety of the cabin door.

[0035] Please refer to Figure 1-2 A ship lift lifting double steel beam anti-collision system comprises a double-barrier steel beam assembly 1, a supporting member assembly 2, a lifting drive device 3, a reversing device 4, a lifting connection assembly 5 and a supporting structure 6; the lifting drive device 3 is arranged inside the main longitudinal beam structure of the cabin on the side of the ship cabin structure, the lifting drive device 3 is connected to the double-barrier steel beam assembly 1 through the reversing device 4 and the lifting connection assembly 5, and the double-barrier steel beam assembly 1 can move up and down under the drive of the lifting drive device 3; the double-barrier steel beam assembly 1 comprises an impact beam 11, a safety beam 12 and an intermediate connecting device 13, the ends of the impact beam 11 and the safety beam 12 are fixedly connected in a detachable manner through the intermediate connecting device 13, and the supporting structure 6 is fixed on the cabin structure inside the safety beam 12.

[0036] The intermediate connection device 13 includes a metal rubber gasket 131 , a shear pin 132 , a rubber block 133 and a positioning pin 134 .

[0037] The impact beam 11 includes an impact beam body 111 and a rubber plate 112. The rubber plate 112 is connected to the flange plate of the impact beam body facing the ship through bolts. The impact beam body is the main energy-absorbing component of the system. The plastic deformation energy generated by its collision can absorb the total kinetic energy of the ship's stall. The role of the rubber plate is to reduce the impact load of the ship and the impact beam through the buffering of the rubber material. It is worth noting that the energy absorption of the system mainly relies on the plastic deformation of the structure, and the energy absorbed by the rubber is very small. The role of the rubber is to reduce the peak load of the impact and play a buffering role. Because the steel material is harder, it will generate a large impact contact force when it impacts and contacts each other.

[0038] The safety beam 12 includes a safety beam body 121 and a friction block 122. The friction block 122 is embedded in the thick plates at both ends of the safety beam body 121 and fixed by screws (the friction block 122 is made of copper-based powder metallurgy material, which is a high-specific-pressure and high-friction material. The main purpose is to transmit the vertical load through friction. Because many bows have an inclination angle, the collision process will produce a downward component, and the vertical load component is transmitted to the supporting structure through the high-friction material). When the ship collides with the anti-collision beam, the friction block 122 contacts the supporting member welded to the inner web of the main longitudinal beam of the ship, and the vertical component of the collision force is transmitted through the friction force of the contact surface. The slot 123 is a "concave"-shaped structure composed of three steel components (such as Fig.12 );

[0039] The intermediate connection device 13 includes a metal rubber gasket 131, a shear pin 132, and a connecting bolt 133; the safety beam 12 is not only a redundant protection component of the anti-collision system, but also a supporting component of the impact beam 11, that is, the end structure of the safety beam extends to the end support area of ​​the impact beam 11, so that the end of the impact beam 11 can be supported on the end structure of the safety beam 12, and the bottom end of the impact beam is placed on the end of the safety beam 12, and is clamped in the clamping groove 123 at the end of the safety beam 12 through the metal rubber gasket 131, thereby forming a continuous force transmission structure in which the collision force is transmitted from the impact beam to the cabin structure 81 through the safety beam 12 and the supporting structure, and the impact beam 11 is connected to the end structure of the safety beam through the connecting bolt 133, so as to form a horizontal axial displacement constraint on the impact beam; to avoid the two ends of the impact beam shrinking to the middle due to large deflection bending after the impact, thereby reducing the end support length; the force received by the impact beam in the water is transmitted to the safety beam, so as to realize the overall lifting movement of the double beam system;

[0040] When the ship collides with the impact beam, the damaged impact beam is replaced; since the connection structure between the impact beam and the safety beam is detachable, it is easy to replace; the operation process of replacing the impact beam is relatively simple, the shear pin and the end connecting bolt at the end of the impact beam are removed, the metal rubber gasket 131 is taken out, and the damaged impact beam is removed by a temporary lifting device; the spare impact beam is installed in place by the temporary lifting device, the metal rubber gasket is filled in the end installation gap between the impact beam and the safety beam, and then the shear pin is inserted, and the connecting bolts at the end of the impact beam and the safety beam are installed and pre-tightened.

[0041] Please refer to Figure 3 The impact beam body 111 and the safety beam body 121 both adopt a box-shaped steel beam structure.

[0042] Please refer to Figure 4-Figure 7 The lifting connection assembly 5 is arranged one on each side, and each lifting connection assembly includes a wire rope 51, a cone sleeve 52 and a lifting lug 53. There are four lifting lugs 53, which are arranged at the four corners of the end structure of the safety beam. Each lifting lug is connected to the cone sleeve of the wire rope assembly through a pin; corresponding to the four wire rope assemblies, four sets of reversing devices (such as pulleys) are installed on the top of the main longitudinal beam of the cabin. One end of each wire rope is connected to the safety beam through the cone sleeve and the lifting lug, and the other end bypasses the reversing device and is connected to the lifting drive device 3.

[0043] The lifting drive device 3 includes a three-in-one transmission device 31 integrating an electric motor, a reducer and a brake, a drum group 32, a coupling 33 and a frame 34; the lifting device drives the lifting and lowering movement of the double-barrier steel beam assembly 1 by retracting and releasing the wire rope on the drum group 32, so that it reaches the barrier position or the sinking position according to the requirements of the ship lift operation.

[0044] The redundant interception and prevention method of the ship lift lifting double steel beam anti-collision system comprises:

[0045] When a ship enters the ship compartment from upstream or downstream waters and during the lifting and lowering of the ship compartment, for a ship without a bulbous bow, the dual plastic steel beam assembly 1 is raised above the water surface, forming an interception state for the moving ship; when the ship stalls, it collides with the impact beam 11, thereby causing the impact beam 11 to undergo plastic deformation; the safety beam 12 forms a safety redundancy for the protection of the cabin door, and even if the impact beam is broken by the stalled ship and loses its interception function, the safety beam 12 still continues to absorb the remaining ship kinetic energy through plastic deformation with the same ability, thereby protecting the cabin door 7 from the impact of the stalled ship;

[0046] For ships with bulbous bow 9, the ship lift centralized control system sends a lifting distance setting instruction to the electrical control system of the anti-collision system drive device through the height position information of the bulbous bow of the ship to be passed, so that the center line of the impact beam is basically flush with the bow tip, and the elevation difference does not exceed 100mm, so as to form an effective interception of the bulbous bow; the position of the ship's bulbous bow relative to the water surface (or the interception position of the double beam group) is filled in by the ship owner when submitting the application for passing the machine; at the same time, relevant detection devices are set to verify the information. When the position of the bulbous bow exceeds the adaptation range of the double beam group, it is not allowed to pass the dam through the ship lift.

[0047] When an accident occurs between a ship and a strike beam, check the extent of damage to the strike beam. If the strike beam is slightly damaged, it is not necessary to replace the strike beam for the time being, and it can be replaced when the ship lift enters the maintenance period; if the strike beam is severely damaged (such as obvious visible cracks, and the overall deflection of the beam exceeds 1 / 5 of the calculated deflection under the rated load); and the ship lift is not busy, you can consider replacing it. To replace the damaged strike beam, you only need to pull out the shear pin connecting the strike beam and the safety beam, remove the metal rubber gasket 311, and then remove it by temporary lifting equipment. The new strike beam assembly is also hoisted into place by temporary lifting equipment, and the metal rubber gasket is filled in the end installation gap between the strike beam and the safety beam, and then the shear pin is inserted;

[0048] If the navigation cannot be stopped due to busy navigation, the damaged impact beam and the safety beam can be used together to form a blocking system to continue working until the busy operation period ends and the ship lift enters the maintenance period, and the damaged impact beam 11 is replaced; if the ship lift is too busy to be interrupted, the damaged impact beam 11 and the safety beam 12 can be used together to form a blocking system so that the ship lift will not be interrupted due to a ship collision accident;

[0049] For the curved door of the cabin, the opening and closing operation trajectory of the cabin has little effect on the arrangement of the supporting components along the height, so it is easier to arrange the supporting components in a certain height range without increasing the total length of the cabin (see Figure 1 to Figure 7 ); However, for the lying door, in order to adapt to the collision prevention of bulbous bow ships, the arrangement of the supporting components along the height needs to avoid the running track of the outer contour of the lying door during the opening and closing process to avoid interference. This will increase the distance between the double-beam component and the cabin door. When the effective size of the cabin is constant, the total length of the cabin will increase, affecting the economic performance of the ship lift; therefore, if the ship passing the ship lift includes a ship with a bulbous bow, it is not appropriate to use a combination of a lying door and a double-beam anti-collision system, but a combination of an arc door and a double-beam anti-collision system. For ship lifts for ships without bulbous bows passing through dams, when the cabin door 7 adopts a lying door, a fixed height prevention form can be adopted (currently all ship lifts adopt this prevention method), and the prevention structure can adopt a double steel beam anti-collision system, so as not to increase the total length of the cabin;

[0050] In the non-intercepting state (i.e., the cabin door is open), the double-intercepting steel beam assembly 1 sinks to the door niche position (such as Figure 5 A in the middle), thus forming a navigation channel for the ship to enter the cabin.

[0051] The ship lift lifting double steel beam anti-collision system, the design method of the box-section beams of the impact beam body 111 and the safety beam body 121 includes:

[0052] Maximum plastic strain condition

[0053] In the formula, the parameters related to the material Q345 steel are n = 0.21, A = 873.7N / mm 2 ; [ε] is the maximum allowable plastic strain, which can be taken as 0.02; T max is the kinetic energy of the stalled ship; ξ=h / H is the ratio of the box beam web height h to the beam height H; L is the support span of the impact beam and safety beam; Sd is the converted area of ​​the box section, calculated as follows:

[0054]

[0055] Where t is the web thickness, h is the web width, δ is the flange thickness, and b is the flange width. Fig.10 ;

[0056] The maximum deflection condition is:

[0057]

[0058] In the formula, l b is the distance between the impact beam and the safety beam;

[0059] Maximum collision force condition

[0060] Where [P] is the collision force allowed for the local strength calculation of the supporting members and the cabin structure.

[0061] Calculation process of plastic anti-collision beam design formula

[0062] 1. Basic mechanical model and stress distribution

[0063] The anti-collision beam and safety beam of the Three Gorges Ship Lift adopt box-shaped sections (section as Fig.10 The main cross-sections of the two beams are the same, and they differ only in the end structures. Therefore, for the sake of convenience, only the anti-collision beam is used as an example. For the convenience of analysis, please refer to Figure 8 The calculation model of the anti-collision beam is assumed to be simply supported at both ends, and the middle section bears the ship impact force P. Since the plastic deformation of the steel beam is considered to absorb the kinetic energy of the ship, the stress-strain relationship of the steel beam material adopts the power function constitutive relationship.

[0064] The form of the power function elastoplastic constitutive relation is as follows:

[0065] σ = Aε n (1)

[0066] In the formula, ζ is the stress, ε is the strain, and A and n are constants characterizing the material properties, and their values can be determined by certain characteristic points of the actual stress-strain curve of the material used. Fig. 9 It is the material stress-strain relationship curve of steel Q345D. The dotted line is the measured stress-strain curve of Q345 steel. According to two groups of data extracted from the measured curve, when ε1 = 1.1375%, ζ1 = 341.1 N / mm 2 ; when ε2 = 6%, ζ2 = 484 N / mm 2 ; the power-law constitutive relation parameters of Q345 can be obtained as: n = 0.21; A = 873.7 N / mm 2 . Therefore, the corresponding power-law constitutive relation is shown in Fig. 9 , and its constitutive relation curve is like the dotted curve in Fig. 9 .

[0067] σ = 873.7ε 0.21 (2)

[0068] Since the deflection of the anti-collision beam is small relative to the beam span, for the convenience of analysis, it is assumed that the anti-collision beam satisfies the small deformation hypothesis. At this time, the length of the neutral axis does not change. Assume that the radius of curvature of the anti-collision beam at x is R(x), and at this point, a micro-segment dx is taken, and the strain of the beam fiber at a distance y from the neutral axis can be obtained as:

[0069]

[0070] In formula (3), κ(x) = 1 / R(x) is the curvature of the neutral axis of the beam, and θ is the rotation angle corresponding to the micro-segment dx and the curvature.

[0071] Substitute formula (3) into formula (1), and we get

[0072] σ = Aκ(x) n z n (4)

[0073] The distribution of stress along the beam height is as shown in Fig.11 as follows

[0074] 2. Section moment of the plastic steel beam

[0075] The section moment is

[0076]

[0077] According to the Taylor expansion formula, when h << x,

[0078]

[0079] In the above formula, R n is the remainder. Substituting (x / 2)n+2 for f(x) in the above formula, we can get

[0080]

[0081]

[0082] Substituting formula (6) into formula (5), we can get

[0083] M(x)=Dκ(x) n (7)

[0084] In the above formula

[0085]

[0086] make

[0087] but

[0088] S d is the reduced area of ​​the box beam.

[0089] 3. Plastic strain energy of steel beam

[0090] For the plastic anti-collision beam, the impact mass is determined according to the load of the designed ship type, and the width of the designed ship type is only slightly smaller than the effective width of the ship. Therefore, it is reasonable to assume that the impact force acts on the middle section. Since the anti-collision beam is simply supported at both ends, when x≤L / 2, its section bending moment is also

[0091]

[0092] In the above formula, P is the impact force between the ship and the anti-collision beam. Substituting formula (7) into formula (11), we can get

[0093]

[0094] Substituting the above formula into formula (3), we get

[0095]

[0096] The plastic strain energy of the anti-collision beam is the integral of the strain energy density over the entire volume V of the beam:

[0097] W = ∫ V σεdV (14)

[0098] Considering the symmetry of the structure, the plastic strain energy of the anti-collision beam is

[0099]

[0100] Assuming that the designed ship (maximum displacement) hits the anti-collision beam at the maximum speed allowed by the design, the maximum impact force P generated between the anti-collision beam and the anti-collision beam is max , the maximum stress or maximum strain is generated at the outermost side (z = H / 2) of the cross section (x = L / 2). Assume that the strain is ε max , then according to formula (13), the maximum strain is

[0101]

[0102] According to formula (16), the maximum impact force can be calculated as

[0103]

[0104] The P represented by formula (17) max The value replaces the impact force P in equation (15), and the maximum strain energy of the anti-collision beam is obtained as

[0105]

[0106] According to formula (10)

[0107]

[0108] ξ=h / H is the ratio of the web height of the box beam to the beam height.

[0109] Substituting formula (19) into formula (18), we get

[0110]

[0111] 4. Design control conditions for cross-sectional dimensions of steel beams

[0112] During the collision, it is assumed that the kinetic energy of the ship's stall is completely converted into the elastic-plastic strain energy of the anti-collision beam, that is: T = W max , then according to formula (20)

[0113]

[0114] The maximum strain of the anti-collision beam is

[0115]

[0116] The design control condition is: max ≤[ε] (23)

[0117] In formula (23), [ε] is the maximum allowable plastic strain. It can be seen from the full range curve of engineering stress-strain of Q345 steel given in the existing technical literature that the plastic strain of this steel reaches 60% at the time of fracture. In order to ensure that the steel beam does not break, the maximum allowable plastic strain should be much smaller than the plastic strain corresponding to the strength limit of the steel. It is recommended that the maximum allowable plastic strain does not exceed 2%.

[0118] The collision force in equation (17) can be changed as follows:

[0119]

[0120] 5. Maximum deflection of anti-collision beam

[0121] According to the assumption of small deformation of the anti-collision beam, from formula (12)

[0122]

[0123] Integrating the above formula with respect to x, we can obtain

[0124]

[0125]

[0126] The anti-collision beam is a simply supported beam under symmetrical loads, and its boundary conditions are zero rotation angle in the middle and zero deflection at the ends. According to the zero rotation angle in the middle, we can get

[0127]

[0128] According to the condition that the end deflection is zero, we can obtain

[0129] C2=0 (29)

[0130] Substituting equation (28) and equation (29) into equation (27), we can obtain

[0131]

[0132] The maximum deflection of the beam occurs in the middle (x = L / 2). Substituting x = L / 2 and P = Pmax into equation (30), the maximum deflection of the impact beam is obtained as:

[0133]

[0134] According to formula (24)

[0135]

[0136] Substituting formula (32) into formula (31), we get

[0137]

[0138] Design and calculation of a specific example of the double plastic steel beam barrier for the Three Gorges ship lift

[0139] 1. Basic design conditions

[0140] The maximum displacement of the Three Gorges Ship Lift is 3,000 tons, and the ship travels at a speed of 0.5 m / s in the cabin. According to the formula (6.7.7-1) of the Ship Lift Design Code, the calculated kinetic energy of the ship when it stalls is

[0141]

[0142] In the above formula, m is the total mass of the ship and its attached water body. The attached water mass is the equivalent mass that considers the hydrodynamic pressure on the ship caused by the attached water body during the ship collision, thereby increasing the kinetic energy of the ship. According to the experimental research results in the prior art, the work done by the ship lift anti-collision equipment is close to the kinetic energy calculated according to the total mass of the ship (excluding the attached water body). The reasons for this are both equipment deformation and mechanical friction. It also explains the effect of the water pressure generated by the water boundary conditions (the cabin door is close to the front of the ship) and the water pressure generated by the inertia of the attached water body during the ship collision. However, the overall results show that the water pressure does not contribute much to the increase in the kinetic energy of the ship. However, for safety reasons, the total mass of the ship and its attached water body in formula (34) is taken as twice the total mass of the ship (including the mass of the load). Based on this, the calculated kinetic energy of the ship calculated according to (34) is 750kNm.

[0143] 2. Calculation of main parameters

[0144] The support distance of the anti-collision beam is L = 18m, and the cross-sectional dimensions of the steel beam are H = 660mm, h = 560mm, t = 40mm, δ = 50mm, and b = 760mm. Due to the use of Q345 material, A = 873.7N / mm2, and n = 0.21.

[0145] According to formula (9)

[0146]

[0147]

[0148] According to formula (22)

[0149] Maximum strain

[0150]

[0151] According to formula (24), the maximum collision load

[0152]

[0153] According to formula (33)

[0154]

[0155] Based on the principle that a single steel beam independently absorbs all the kinetic energy of the ship, the spacing between the two steel beams is 0.39m.

[0156] Calculation of weld seams of supporting components

[0157] Consider two steel plates with four welds bearing a single-sided load of 1×106N, a weld height of 24mm, a weld length of 400mm, and a weld shear stress of

[0158]

[0159] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the structural relationship and principle of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A ship lift lifting double steel beam anti-collision system, characterized in that: The invention comprises a double-barrier steel beam assembly (1), a supporting member assembly (2), a lifting drive device (3), a reversing device (4), a lifting connection assembly (5) and a supporting structure (6); the lifting drive device (3) is arranged inside the main longitudinal beam structure of the ship compartment on the side of the supporting ship compartment structure; the lifting drive device (3) is connected to the double-barrier steel beam assembly (1) through the reversing device (4) and the lifting connection assembly (5); the double-barrier steel beam assembly (1) can move up and down under the drive of the lifting drive device (3); the double-barrier steel beam assembly (1) comprises an impact beam (11), a safety beam (12) and an intermediate connection device (13); the impact beam (11) and the safety beam (12) are connected to the supporting member assembly (6); The ends of the beam (12) are fixedly connected in a detachable manner by an intermediate connecting device (13), and the supporting structure (6) is fixed to the cabin structure inside the safety beam (12); The impact beam (11) comprises an impact beam body (111) and a rubber plate (112), wherein the rubber plate (112) is connected to a flange plate of the impact beam body facing the ship through bolts; The lifting connection assembly (5) is arranged one on each side, and each lifting connection assembly comprises a steel wire rope (51), a cone sleeve (52) and a lifting lug (53). There are four lifting lugs (53) arranged at the four corners of the end structure of the safety beam, and each lifting lug is connected to the cone sleeve of the steel wire rope assembly through a pin shaft; corresponding to the four steel wire rope assemblies, four sets of reversing devices are installed on the top of the main longitudinal beam of the ship compartment, one end of each steel wire rope is connected to the safety beam through the cone sleeve and the lifting lug, and the other end bypasses the reversing device and is connected to the lifting drive device (3).

2. The ship lift lifting double steel beam anti-collision system according to claim 1, characterized in that: The impact beam body (111) adopts a box-shaped steel beam structure.

3. The ship lift lifting double steel beam anti-collision system according to claim 1, characterized in that: The safety beam (12) comprises a safety beam body (121), a friction block (122) and a clamping groove (123); the friction block (122) is embedded in the thick plates at both ends of the safety beam body (121) and fixed by screws, so that when the ship collides with the anti-collision beam, the friction block (122) contacts the supporting member welded to the inner web of the main longitudinal beam of the ship compartment, and the vertical component of the collision force is transmitted through the friction force of the contact surface; the clamping groove (123) is a "concave"-shaped structure composed of three steel components; The intermediate connection device (13) comprises a metal rubber gasket (131), a shear pin (132), and a connection bolt (133); The safety beam (12) is both a redundant protection component of the anti-collision system and a supporting component of the impact beam (11), that is, the end structure of the safety beam extends to the end support area of ​​the impact beam (11), so that the end of the impact beam (11) can be supported on the end structure of the safety beam (12), and the bottom end of the impact beam is placed on the end of the safety beam (12) and is clamped in the clamping groove structure (123) of the end of the safety beam (12) through a metal rubber gasket (131), thereby forming a continuous force transmission structure in which the collision force is transmitted from the impact beam to the cabin structure (81) through the safety beam (12) and the supporting structure, and the impact beam (11) is connected to the end structure of the safety beam through a connecting bolt (133), thereby forming a horizontal axial displacement constraint on the impact beam.

4. The ship lift lifting double steel beam anti-collision system according to claim 3, characterized in that: The safety beam body (121) adopts a box-shaped steel beam structure.

5. The ship lift lifting double steel beam anti-collision system according to claim 1, characterized in that: The lifting drive device (3) comprises a three-in-one transmission device (31) integrating an electric motor, a reducer and a brake, a drum group (32), a coupling (33) and a frame (34); the lifting device drives the lifting movement of the double-barrier steel beam assembly (1) by retracting and releasing the steel wire rope on the drum group (32), so that the double-barrier steel beam assembly (1) reaches the barrier position or the sinking position according to the requirements of the ship lift operation.

6. The redundant blocking method of the ship lift lifting double steel beam anti-collision system according to any one of claims 1 to 5, characterized in that: When a ship enters the ship compartment from upstream or downstream waters and during the lifting and lowering of the ship compartment, for a ship without a bulbous bow, the dual plastic steel beam assembly (1) is raised above the water surface to form an interception state for the moving ship; when the ship stalls, it collides with the impact beam (11), thereby causing the impact beam (11) to undergo plastic deformation; the safety beam (12) forms a safety redundancy for the protection of the ship compartment door, and even if the impact beam is broken by the stalled ship and loses its interception function, the safety beam (12) still continues to absorb the remaining ship kinetic energy through plastic deformation with the same ability, thereby protecting the ship compartment door (7) from the impact of the stalled ship; For a ship with a bulbous bow (9), the ship lift centralized control system sends a lifting distance setting instruction to the electrical control system of the anti-collision system drive device based on the height position information of the bulbous bow of the ship to be passed, so that the difference between the center line of the impact beam and the elevation of the bow nose tip does not exceed 100 mm, so as to form an effective interception of the bulbous bow; When an accident occurs between a ship and a collision beam, check the damage of the collision beam; if the collision beam is slightly damaged, it may not be replaced for the time being, and it may be replaced when the ship lift enters the maintenance period; if the collision beam is severely damaged, and the ship lift is not busy, but the ship cannot be stopped due to busy navigation, the damaged collision beam and the safety beam may be used together to form a blocking system to continue working until the busy operation period ends and the ship lift enters the maintenance period, and the damaged collision beam is replaced; if the ship lift is too busy to be interrupted, the damaged collision beam and the safety beam may be used together to form a blocking system to prevent the ship lift from being interrupted due to a ship collision accident; For the curved door of the cabin, the opening and closing trajectory of the cabin has little effect on the arrangement of the supporting components along the height, so it is easier to arrange the supporting components within a certain height range without increasing the total length of the cabin; but for the lying door, in order to adapt to the collision prevention of bulbous bow ships, the arrangement of the supporting components along the height needs to avoid the running trajectory of the outer contour of the lying door during the opening and closing process to avoid interference, which will increase the distance between the double-beam component and the cabin door. Under the condition of a certain effective size of the cabin, the total length of the cabin will be increased, affecting the economic performance of the ship lift; therefore, if the ship passing the ship lift includes ships with bulbous bows, it is not appropriate to use a combination of lying doors and double-beam anti-collision systems, but a combination of curved doors and double-beam anti-collision systems. For ship lifts for ships without bulbous bows passing through dams, when the cabin door adopts a lying door, a fixed height prevention form can be adopted (currently all ship lifts adopt this prevention method), and the prevention structure can adopt a double steel beam anti-collision system, so as not to increase the total length of the cabin; In the non-intercepting state, the double-barrier steel beam assembly (1) sinks to the door niche position, thereby forming a navigation channel for the ship to enter the cabin.

7. The ship lift lifting double steel beam anti-collision system according to claim 2 or 4, characterized in that: The design method of the box-section beams of the impact beam body (111) and the safety beam body (121) comprises: Maximum plastic strain condition In the formula, the parameters related to the material Q345 steel are n = 0.21, A = 873.7N / mm 2 ; [ε] is the maximum allowable plastic strain, which can be taken as 0.02; T max is the kinetic energy of the stalled ship; ξ=h / H is the ratio of the box beam web height h to the beam height H; L is the support span of the impact beam and safety beam; Sd is the converted area of ​​the box section, calculated as follows: Where, t is the web thickness, h is the web width, δ is the flange thickness, and b is the flange width; The maximum deflection condition is: In the formula, l b is the distance between the impact beam and the safety beam; Maximum collision force condition Where [P] is the collision force allowed for the local strength calculation of the supporting members and the cabin structure.

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