A type of horizontal plastic steel frame anti-collision device

Abstract

The present invention provides a lifting and horizontal plastic steel frame structure anti-collision device. The device includes a steel structure plane frame type lifting and horizontal plastic anti-collision steel frame composed of two supporting side columns, multiple horizontal anti-collision steel beams and multiple longitudinal beams, and a steel frame lifting mechanism and a lifting track; the two ends of each horizontal anti-collision steel beam of the anti-collision steel frame are respectively hinged to the two supporting side columns, and supporting wheels are provided at the two ends of the two supporting side columns; the lifting track includes two sets of tracks symmetrically arranged, each set of tracks includes a horizontal track arranged on the bottom surface of the cabin and a vertical track arranged on the inner wall of the main longitudinal beam of the cabin; when the ship passes through the cabin normally, the anti-collision steel frame is horizontally placed on the bottom surface of the cabin, and when the ship is intercepted, the anti-collision steel frame is driven by the lifting device to rise to a vertical state along the lifting. The present invention utilizes the plastic deformation energy of the steel frame to absorb the kinetic energy of the stalled ship, and protects the cabin door from being hit by the stalled ship when a ship stall accident occurs during the docking process of the ship lift cabin.

Description

Technical Field

[0001] The invention relates to the field of water conservancy and hydropower engineering, and in particular to a lifting and horizontal plastic steel frame anti-collision device for implementing safety interception when a ship stall accident occurs during the docking process of a ship lift cabin, so as to protect a cabin 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. At present, the vertical ship lifts used in my country's hydropower stations are counterweight vertical ship lifts. The protection against ship stall accidents is one of the important contents of the design of the safety assurance system of the counterweight ship lift.

[0003] The anti-collision device of the ship lift cabin is a safety device used to prevent the ship from losing control and hitting the cabin door, which may cause a large amount of water leakage in the cabin and cause a disaster. There are two main types of anti-collision devices on ship lifts at home and abroad: one is a wire rope anti-collision device that uses a tensioned wire rope to block the ship and absorbs the kinetic energy of the ship with a wire rope and a buffer cylinder, such as the Three Gorges, Xiangjiaba, Geheyan, and Luneburg ship lifts; the other is a steel beam anti-collision device that uses a steel beam to block the ship and converts the kinetic energy of the ship into the deformation energy of the steel beam, such as the Pengshui, Tingzikou, and Goupitan ship lifts. The navigable ship types of European ship lifts are basically barges of European standards, and there is no problem of incompatibility between the anti-collision device and the ship type. Although the anti-collision devices of domestic ship lifts are also designed according to the designed ship type, except for the Three Gorges Ship Lift and the Xiangjiaba Ship Lift, most of the other ship lifts have been in a state of suspension or semi-suspension since their construction due to reasons such as no ships can pass through and the downstream waterway is not navigable. The issue of whether the anti-collision devices match the navigable ship type has not yet been highlighted.

[0004] Among the ship types that meet the size requirements of the ship lift cabin, there are some ship types whose bow shapes are significantly different from the designed ship types, especially ships with bulbous bows. Since their bow shapes do not match the cabin anti-collision devices, in order to ensure the safety of the ship lift and navigable ships, the operating department stipulates that these ship types are not allowed to pass through the ship lift, which in turn has a certain impact on the operation frequency of the ship lift. Summary of the invention

[0005] The purpose of the present invention is to overcome the shortcomings of the above-mentioned background technology and propose a lifting and horizontal plastic steel frame structure anti-collision device for a ship lift cabin. The anti-collision device can adapt to any shape of bow, and utilize the plastic deformation energy of the steel frame to absorb the kinetic energy of the stalled ship. When a ship stall accident occurs during the docking process of the ship lift cabin, the cabin door is protected from being hit by the stalled ship.

[0006] In order to achieve the above technical objectives, the present invention provides a lifting and horizontal plastic steel frame structure anti-collision device, which is installed in the cabin of a vertical ship lift and is used to protect the cabin door in the event of a stall accident of a passing ship. It is characterized in that: the anti-collision device includes a lifting and horizontal plastic anti-collision steel frame and a lifting mechanism and a lifting track symmetrically arranged on both sides of the lifting and horizontal plastic anti-collision steel frame; the lifting and horizontal plastic anti-collision steel frame is a steel structure plane frame composed of two supporting side columns, multiple horizontal anti-collision steel beams and multiple longitudinal beams, the two ends of each horizontal anti-collision steel beam are respectively hinged to the two supporting side columns, and top end support wheels and bottom end support wheels are respectively provided at the two ends of the two supporting side columns. The lifting track includes two sets of tracks symmetrically arranged, each set of tracks includes a horizontal track arranged on the bottom surface of the cabin and a vertical track arranged on the inner wall of the main longitudinal beam of the cabin; the lifting mechanism includes a lifting device, a steering pulley group and a lifting wire rope, the lifting device is installed in the main longitudinal beams on both sides of the cabin, and is connected to the lifting and horizontal plastic anti-collision steel frame through the steering pulley group and the lifting wire rope; when the ship passes through the cabin normally, the lifting and horizontal plastic anti-collision steel frame is horizontally placed on the bottom surface of the cabin, and when the ship is intercepted, the lifting and horizontal plastic anti-collision steel frame is driven by the lifting device to rise to a vertical state along the horizontal track and the vertical track, and the vertical block is arranged in the ship passing channel of the cabin.

[0007] The preferred technical solution of the present invention is as follows: the lifting device includes two winches symmetrically arranged in the main longitudinal beams on both sides of the cabin, a steering pulley block is installed on the walkway plate at the top of the main longitudinal beam on each side, and the lifting wire rope of each winch passes around the steering pulley block on the corresponding side and is connected to the top of the supporting side column of the corresponding side lifting horizontal plastic anti-collision steel frame.

[0008] The preferred technical solution of the present invention is as follows: the rising and horizontal plastic anti-collision steel frame includes two symmetrically arranged box-type supporting side columns, 4 to 6 horizontal anti-collision steel beams arranged laterally between the two supporting side columns, and 3 to 5 longitudinal beams arranged vertically between multiple horizontal anti-collision steel beams, the 4 to 6 horizontal anti-collision steel beams are equidistantly distributed along the height direction of the side columns, an array of rubber buffer blocks is arranged on the side flange of the horizontal anti-collision steel beam, a steel lattice plate is laid on the impact surface of the steel structure plane frame composed of the supporting side columns, the horizontal anti-collision steel beams and the longitudinal beams, and the steel lattice plate is hung on the steel structure plane frame.

[0009] The better technical solution of the present invention is as follows: the top supporting wheels and the bottom supporting wheels at both ends of the supporting side columns adopt cantilever fixed wheels that do not share a common track, and the two supporting wheels are suspended on different sides of the supporting side columns; the running track of the top supporting wheels of each side supporting side column corresponds to the slide rail surface of the vertical track on the corresponding side, and the running track of the bottom supporting wheels of each side supporting side column corresponds to the slide rail surface of the horizontal track on the corresponding side, and during the lifting process, the bottom supporting wheels run along the horizontal track, and the top supporting wheels run along the vertical track.

[0010] A further technical solution of the present invention is as follows: locking ear plates are respectively provided on the two supporting side columns of the lifting and horizontal plastic anti-collision steel frame, and hydraulic pinning devices are correspondingly provided on the main longitudinal beams on both sides of the ship cabin. When the lifting and horizontal plastic anti-collision steel frame is fully lifted to block the ship passage of the ship cabin, the fixing pin is inserted into the socket on the locking ear plate on the corresponding side through the hydraulic pinning device on the main longitudinal beam on each side to lock it.

[0011] The better technical solution of the present invention is as follows: a lying door niche of a lifting and horizontal plastic anti-collision steel frame is provided at a position on the bottom surface of the vertical ship lift cabin corresponding to the horizontal placement of the lifting and horizontal plastic anti-collision steel frame; when the ship passes through the cabin normally, the lifting and horizontal plastic anti-collision steel frame is horizontally placed in the lying door niche of the lifting and horizontal plastic anti-collision steel frame, and a horizontal track is arranged in the lying door niche of the lifting and horizontal plastic anti-collision steel frame.

[0012] The better technical solution of the present invention is as follows: the winch includes a three-in-one reducer, a drum and a frame, which is fixed in the main longitudinal beam of the cabin through the frame, one end of the lifting wire rope is fixed on the drum, and the motor of the three-in-one reducer is used to control the drum to rotate and reel in the lifting wire rope, thereby driving the lifting of the horizontal plastic anti-collision steel frame.

[0013] A more preferred technical solution of the present invention is that the laying area of ​​the steel lattice plate is larger than the maximum impact surface of the bow of a passing ship, and the steel lattice plate is a hexagonal honeycomb metal plate.

[0014] The preferred technical solution of the present invention is as follows: the vertical track is inclined upward from the bottom of the cabin, and its inclination angle is 78 to 82 degrees, and the starting section of the vertical track is provided with a gentle slope and a rounded corner; baffles are provided on both sides of the horizontal track, and wheel chocks are provided at the ends of the horizontal track, and the wheel chocks are set with a slope of 25 to 35 degrees.

[0015] The lifting and horizontal plastic steel frame anti-collision device of the present invention is mainly composed of lifting and horizontal plastic anti-collision steel frame, supporting device and track, lifting mechanism, locking device and other components. A box-type side column structure is provided on each side of the anti-collision steel frame. The box-type structure side column has high rigidity. The impact force between the ship and the steel frame cross beam is transmitted to the side column for bearing, and the side column does not need to be replaced; the side column also serves as a supporting member in the lifting and horizontal process. A locking device is provided on the top of the side column. When the anti-collision steel frame is upright to block the ship, the locking device locks the steel frame. Most of the horizontal impact force and all the vertical impact components generated by the ship hitting the steel frame will be borne by the locking mechanism, and its force relationship is clear. The supporting device of the anti-collision steel frame adopts a cantilever fixed wheel. A set of cantilever fixed wheels is set at the top and bottom of the side column on the same side. The fixed wheels do not share the same track. The fixed wheels at the top of the side column can roll along the track arranged on the water side of the web plate inside the main longitudinal beam of the cabin under the drive of the lifting mechanism. The track is in an inclined state. The fixed wheels at the bottom of the side column run along the track arranged horizontally in the niche of the cabin head door. The starting section of the track is provided with a gentle slope and rounded corners to facilitate climbing. The end of the bottom horizontal track is provided with a wheel block and a gentle slope to facilitate the steel frame to switch from an upright state to a lying state. The lifting and lying operation of the anti-collision steel frame is driven by a fixed winch set in the main longitudinal beam of the cabin through the guide pulley and wire rope at the top of the main longitudinal beam. The fixed winch is composed of a three-in-one reducer (motor, reducer, brake), a drum, a frame and other components. When the anti-collision steel frame is in the upright ship blocking state, it is locked and supported by the locking device installed on the top of the side column. The impact force of the ship in the horizontal direction is transmitted to the cabin structure through the locking device and the bottom supporting cantilever fixed wheel. The vertical (upward or downward) component of force generated during the collision is borne by the locking device. The locking device consists of a locking lug plate installed on the top of the side column and a hydraulic pinning device installed on the top of the main longitudinal beam of the cabin.

[0016] The anti-collision steel frame of the present invention is connected by a plurality of horizontal anti-collision steel beams and longitudinal beams arranged vertically between the plurality of anti-collision steel beams. The side columns, the cross beams and the longitudinal beams form a plane frame. The plane frame is adapted to the bow shapes and collision ranges of various seaworthy ships, and can block the bows of various ships. The two ends of the plurality of horizontal anti-collision steel beams are respectively hinged with the two side columns. The anti-collision steel beams hinged at both ends are the core components for absorbing the kinetic energy of the stalled ship in the present invention. The plastic hinge (when plastic deformation occurs) characteristics of the beams are utilized to absorb most of the kinetic energy of the stalled ship. The plastic deformation energy absorption of the beams can greatly reduce the cross-sectional size of the anti-collision beams, reduce the length of the water area of ​​the ship compartment and the deadweight of the equipment; the two ends of the beams are connected to the rigid side columns through hinge shafts, which is also convenient for the installation and replacement of the beams. The anti-collision steel beams should be arranged with a plurality of rubber buffer blocks on the side flanges of the ship, which can play a certain buffering role when the ship collides with the anti-collision steel frame, prolong the collision impact time, and play a certain protective role on the bow structure. Hexagonal honeycomb metal plates (similar to steel lattice plates) are laid on the impact surface of the plane frame and the possible impact area of ​​the bow of the ship. The eccentric impact energy absorption characteristics of the honeycomb metal plates are used to absorb part of the kinetic energy of the ship during the collision, and to prevent the bow from hitting the longitudinal and transverse beams of the steel frame. When a stalled ship hits the anti-collision device, part of its kinetic energy is dissipated by the collapse of the hexagonal honeycomb metal plates laid in the impact area, and the remaining kinetic energy is converted into the bending deformation kinetic energy of the anti-collision steel beam. When the maximum stall ship allowed by the design (total kinetic energy 7.5×105Nm) hits the anti-collision device, the anti-collision steel beam will undergo plastic deformation. The cross section of the beam is designed according to the maximum stall kinetic energy of the ship during the collision. When the kinetic energy of the stalled ship is less than the maximum kinetic energy of the design, the ship collides with the anti-collision steel frame, which may only cause elastic deformation of the beam. At this time, only the metal honeycomb mesh needs to be replaced.

[0017] The beneficial effects of the present invention are as follows:

[0018] (1) The anti-collision device of the present invention intercepts a stalled ship through an interception plane formed by an anti-collision steel frame perpendicular to the water surface in the compartment. The interception plane takes into account the bow shapes and collision ranges of various seaworthy ships and can effectively adapt to different bow shapes including bulbous bows.

[0019] (2) The main load-bearing structure of the anti-collision steel frame of the present invention is hinged to the load-bearing side column structures on both sides through a pin shaft, which can not only absorb most of the kinetic energy of the stalled ship by the plastic hinge (when plastic deformation occurs) characteristics of the beam, but also greatly reduce the cross-sectional size of the anti-collision beam by using the plastic deformation energy absorption of the beam, reduce the length of the water area of ​​the ship compartment and the dead weight of the equipment, and also facilitate the installation and replacement of the anti-collision steel beam.

[0020] (3) The present invention lays a honeycomb steel plate mesh and a rubber block on the ship-facing side of the anti-collision steel frame to reduce the impact force, and utilizes the skew-impact energy absorption characteristics of the honeycomb metal plate to absorb a portion of the kinetic energy of the ship during collision, and avoids the bow side from colliding with the longitudinal and transverse beams of the steel frame, thereby increasing the service life of the anti-collision steel frame. The metal honeycomb mesh is fixed to the steel frame by a hanging plate connection method, which is easy to replace; the rubber block can play a certain buffering role when the ship collides with the anti-collision steel frame, prolong the collision impact time, and play a certain protective role on the bow structure.

[0021] (4) The rise of the anti-collision steel frame of the present invention is controlled by a fixed winch, and the sinking and lying is controlled by utilizing gravity to make the rollers at both ends run along the folding guide rails until they lie flat on the door niche; the fixed winch and the guide fixed pulley are both arranged on the main longitudinal beam walkway plate of the cabin or inside the main longitudinal beam, the mechanism is not immersed in water, has high reliability and is easy to maintain.

[0022] (5) The supporting device of the anti-collision steel frame in the present invention adopts a cantilever fixed wheel. A set of cantilever fixed wheels is arranged at the top and bottom of the same side column. The fixed wheels do not share the same track. The starting section of the track is provided with a gentle slope and rounded corners to facilitate climbing. The end of the bottom horizontal track is provided with a wheel block and a gentle slope to facilitate the conversion of the steel frame from an upright state to a lying state. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the lying state of the lifting and horizontal plastic steel frame in the present invention;

[0024] Figure 2 It is a schematic diagram of the lifting state of the horizontal plastic steel frame in the present invention;

[0025] Figure 3 It is a side schematic diagram of the state of the lifting and horizontal plastic steel frame blocking the ship in the present invention;

[0026] Figure 4 It is a front view schematic diagram of the state of the lifting and horizontal plastic steel frame blocking the ship in the present invention;

[0027] Figure 5 It is a force diagram of the horizontal anti-collision steel beam of the anti-collision steel frame;

[0028] Figure 6 It is a force diagram of the side column supported by the anti-collision steel frame;

[0029] Figure 7 It is a schematic diagram of the cross section of the horizontal anti-collision steel beam and supporting side columns.

[0030] In the figure: 1-carriage, 100-main longitudinal beam, 2-carriage door, 3-lifting horizontal plastic anti-collision steel frame, 300-supporting side column, 301-horizontal anti-collision steel beam, 302-longitudinal beam, 303-rubber buffer block, 304-steel lattice plate, 4-lifting device, 5-horizontal track, 500-wheel block, 6-vertical track, 7-lifting wire rope, 8-support wheel, 9-ship, 10-locking ear plate, 11-steering pulley block, 12-fixing pin, 13-lifting horizontal plastic anti-collision steel frame lying door niche, 14-water level in the compartment, 15-lying door niche of the cabin door. DETAILED DESCRIPTION

[0031] The present invention will be further described below in conjunction with the accompanying drawings and embodiments. Figures 1 to 4 The drawings are all of embodiments, which are drawn in a simplified manner and are only used for the purpose of clearly and concisely illustrating the embodiments of the present invention. The technical solutions shown in the following drawings are specific solutions of the embodiments of the present invention and are not intended to limit the scope of the invention claimed for protection. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0032] In the description of the present invention, it should be understood that the terms "upper", "lower", "inside", "outside", "left", "right", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are directions or positional relationships in which the product of the invention is usually placed when in use, or are directions or positional relationships commonly understood by those skilled in the art. These directions or positional relationships are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0033] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms such as "setting" and "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] The embodiment provides a lifting and horizontal plastic steel frame structure anti-collision device, such as Figures 1 to 3Installed in the vertical ship lift cabin 1, it is used to protect the cabin door 2 in the event of a ship stall accident. The anti-collision device is located upstream of the cabin door 2. The anti-collision device includes a lifting and horizontal plastic anti-collision steel frame 3 and a lifting mechanism and lifting rails symmetrically arranged on both sides of the lifting and horizontal plastic anti-collision steel frame 3. Support wheels are respectively arranged on the top and bottom of the lifting and horizontal plastic anti-collision steel frame 3. When a ship 9 passes through the cabin 1 normally, if Figure 1 As shown, the lifting and horizontal plastic anti-collision steel frame 3 is horizontally placed on the bottom surface of the ship compartment 1. When intercepting the ship 9, Figure 2 and Figure 3 As shown, the lifting device 4 drives the lifting and horizontal plastic anti-collision steel frame 3 to rise to a vertical state along the lifting track, and the vertical block is set in the ship passage of the cabin 1. In order to prevent the lifting and horizontal plastic anti-collision steel frame 3 from affecting the normal passage of the ship, a lifting and horizontal plastic anti-collision steel frame lying door niche 13 is provided at the bottom of the vertical ship lift cabin 1 corresponding to the position where the lifting and horizontal plastic anti-collision steel frame 3 is horizontally placed. When the ship 9 passes through the cabin 1 normally, the lifting and horizontal plastic anti-collision steel frame 3 is horizontally placed in the lifting and horizontal plastic anti-collision steel frame lying door niche 13.

[0035] like Figure 4As shown, the lifting and horizontal plastic anti-collision steel frame 3 in the embodiment includes two symmetrically arranged box-type supporting side columns 300, four horizontal anti-collision steel beams 301 arranged horizontally between the two supporting side columns 300, and three longitudinal beams 302 arranged vertically between the four horizontal anti-collision steel beams 301. The supporting side columns 300 are box-type steel beams, and the longitudinal beams 302 are steel beams. The four horizontal anti-collision steel beams 301 are equidistantly distributed along the height direction of the side columns 300. The two ends of each horizontal anti-collision steel beam 301 are respectively connected to the two supporting side columns 300 through a pin shaft component. Hinged, three longitudinal beams 302 are equidistantly distributed along the length direction of the horizontal anti-collision steel beam 301, two supporting side columns 300, four horizontal anti-collision steel beams 301 and three longitudinal beams 302 form a square steel structure plane frame, which serves as the main structure of the anti-collision device. It can not only absorb most of the kinetic energy of the stalled ship by the plastic hinge (when plastic deformation occurs) characteristics of the beam, but also use the plastic deformation of the beam to absorb energy, which can greatly reduce the cross-sectional size of the anti-collision beam, reduce the length of the water area of ​​the ship compartment and the dead weight of the equipment, and also facilitate the installation and replacement of the anti-collision steel beam. An array of rubber buffer blocks 303 are arranged on the side flange of the horizontal anti-collision steel beam 301, and a steel lattice plate 304 is laid on the impact surface of the steel structure plane frame composed of the supporting side column 300, the horizontal anti-collision steel beam 301 and the longitudinal beam 302. The laying area of ​​the steel lattice plate 304 is larger than the maximum impact surface of the bow of the passing ship 9. The steel lattice plate 304 is a hexagonal honeycomb metal plate and is hung on the steel structure plane frame. The hexagonal metal honeycomb net laid on the anti-collision steel frame facing the ship absorbs part of the kinetic energy of the stalled ship by utilizing its eccentric impact collapse energy absorption characteristics when it is hit by the bow of the stalled ship; the metal honeycomb net is fixed on the steel frame by a hanging plate connection method, which is easy to replace. The rubber block installed on the surface of the facing flange of the anti-collision steel frame cross beam can play a certain buffering role when the ship collides with the anti-collision steel frame, prolong the collision impact time, and play a certain protective role on the bow structure.

[0036] like Figures 1 to 3As shown, the lifting track in the embodiment includes two groups of tracks symmetrically arranged, each group of tracks includes a horizontal track 5 arranged on the bottom surface of the cabin 1 and a vertical track 6 arranged on the inner wall of the main longitudinal beam 100 of the cabin, the vertical track 6 is inclined upward from the bottom surface of the cabin 1, and its inclination angle is 80°, and the starting section of the vertical track 6 is provided with a gentle slope and a rounded corner, and the inclination angle of the gentle slope is 30°; baffles are provided on both sides of the horizontal track 5, and a wheel block 500 is provided at the end of the horizontal track 5, and the wheel block 500 is set with a slope of 30°. Top supporting wheels 8 and bottom supporting wheels 800 are respectively provided at both ends of the two supporting side columns 300 of the lifting and horizontal plastic anti-collision steel frame 3. The top supporting wheels 8 and bottom supporting wheels 800 at both ends of the supporting side columns 300 on each side adopt cantilever fixed wheels without sharing a common track, and the two supporting wheels are suspended on different sides of the supporting side columns 300; the running track of the top supporting wheel 8 of the supporting side column 300 on each side corresponds to the sliding rail surface of the vertical track 6 on the corresponding side, and the running track of the bottom supporting wheel 800 of the supporting side column 300 on each side corresponds to the sliding rail surface of the horizontal track 5 on the corresponding side, and during the lifting process, the bottom supporting wheel 800 runs along the horizontal track 5, and the top supporting wheel 8 runs along the vertical track 6.

[0037] like Figures 1 to 4 As shown, the lifting mechanism in the embodiment includes a lifting device 4, a steering pulley block 11 and a lifting wire rope 7. The lifting device 4 includes two winches symmetrically arranged in the main longitudinal beams 100 on both sides of the cabin 1. A steering pulley block 11 is installed on the walkway board at the top of the main longitudinal beam 100 on each side. The lifting wire rope 7 of each winch passes around the steering pulley block 11 on the corresponding side and is connected to the top of the supporting side column 300 of the corresponding side lifting horizontal plastic anti-collision steel frame 3. The winch includes a three-in-one reducer, a drum and a frame, which is fixed in the main longitudinal beam 100 of the cabin 1 through the frame. One end of the lifting wire rope 7 is fixed on the drum, and the motor of the three-in-one reducer controls the drum to rotate and reel in the lifting wire rope 7, thereby driving the lifting horizontal plastic anti-collision steel frame 3 to lift. Locking ear plates 10 are respectively provided on the two supporting side columns 300 of the lifting and horizontal plastic anti-collision steel frame 3, and hydraulic pinning devices are correspondingly provided on the main longitudinal beams 100 on both sides of the cabin. When the lifting and horizontal plastic anti-collision steel frame 3 is fully lifted to block the ship passage of the cabin 1, the fixing pin 12 is inserted into the insertion hole on the locking ear plate 10 on the corresponding side through the hydraulic pinning device on the main longitudinal beam 100 on each side to lock it.

[0038] The anti-collision device in the embodiment realizes the interception of the bow of the ship by supporting the side column 300, the horizontal anti-collision steel beam 301 and the longitudinal beam 302. The interception height of the steel structure plane frame is 2.2m, the part above the water surface is 0.65m, and the plane width is 4-6m (the range of possible collision of the bow), which can effectively adapt to different bow shapes including the bulbous bow. When a stalled ship hits the anti-collision device, part of its kinetic energy is dissipated by the collapse of the hexagonal honeycomb metal plate laid in the impact area, and the remaining kinetic energy is converted into the bending deformation potential energy of the anti-collision steel beam. When the maximum stalled ship allowed by the design (total kinetic energy 7.5×105N m) hits the anti-collision device, the anti-collision steel beam will undergo plastic deformation. When the anti-collision steel frame is in an upright ship-blocking state, it is locked and supported by the locking ear plate 10 arranged on the top of the supporting side column 300. The impact force of the ship in the horizontal direction is transmitted to the cabin structure through the locking ear plate 10 and the bottom supporting cantilever fixed wheel, and the vertical (upward or downward) component force generated during the collision is borne by the locking ear plate 10.

[0039] In the anti-collision device in the embodiment, under normal conditions, the lifting and horizontal plastic anti-collision steel frame 3 lies flat in the lifting and horizontal plastic anti-collision steel frame lying door niche 13 at the bottom of the cabin 1; when it is necessary to block an out-of-control ship, the lifting and horizontal plastic anti-collision steel frame 3 is controlled by the lifting device 4 to be lifted along the horizontal track 5 and the vertical track 6. When the lifting and horizontal plastic anti-collision steel frame 3 is lying flat, the supporting wheels at the bottom ends of the supporting side columns 300 on both sides are placed in the horizontal track 5, and the top supporting wheels 8 are placed at the starting end of the vertical track 6. The starting section of the vertical track 6 is provided with a 30° gentle slope and rounded corners, which is conducive to climbing. When the lifting device 4 controls the lifting of the lifting and horizontal plastic anti-collision steel frame 3, the supporting wheels at the bottom ends of the supporting side columns 300 on both sides move along the horizontal track 5, and the top supporting wheels 8 move along the vertical track 6, thereby driving the lifting and horizontal plastic anti-collision steel frame 3 to lift. The lengths of the horizontal track 5 and the vertical track 6 match the length of the lifting and horizontal plastic anti-collision steel frame 3. When the lifting and horizontal plastic anti-collision steel frame 3 is lifted to a vertical state, the top supporting wheels 8 of the supporting side columns 300 on both sides are just placed at the top ends of the vertical track 6, and wheel blocks are provided at the top ends to prevent the top supporting wheels 8 from leaving the track. The bottom supporting wheels 800 of the supporting side columns on both sides are just placed at the terminal ends of the horizontal track 5, and wheel blocks 500 with a slope of 30° are provided at the terminal ends of the horizontal track 5, which is beneficial for the steel frame to transform from an upright state to a lying state.

[0040] The present invention is used to be installed in a cabin 1 of a vertical ship lift, the cabin is docked with the upper lock head, horizontal pressure is filled in the gap, the anti-collision steel frame of the upper cabin head is in a lying state, the cabin door of the upper cabin head and the lying door of the upper lock head are opened, the anti-collision steel frame of the lower cabin head is controlled to be in an upright state and locked, and the ship enters the cabin. When the ship is operating normally, the ship entering the compartment should be moored in the permitted berthing area in compartment 1 (the area in the length direction of the water area that does not hinder the lifting and lying operation of the anti-collision steel frame); when the ship loses control and collides with the anti-collision steel frame, the ship will be stopped by the anti-collision steel frame. After the anti-collision steel frame works, the ship in the accident should first be reversed to the permitted berthing area and moored and moored, and then the damage of the anti-collision steel frame after the collision should be checked. If the anti-collision steel frame has not undergone plastic deformation, or has undergone plastic deformation but can still be raised or laid normally, the anti-collision steel frame can be laid down and the compartment can be operated to move up / down to exit the compartment; if the inspection finds that the anti-collision steel frame has undergone plastic deformation exceeding the allowable value and cannot be raised or laid normally, the ship in the current compartment should exit the compartment and repair or replace the damaged anti-collision steel frame.

[0041] The inventor of the present application also calculated the load-bearing capacity of the plastic anti-collision steel frame in the embodiment through a simplified mechanical model, as follows:

[0042] For a ship with the designed ship type, the area where the bow hits the anti-collision steel frame is basically near the mid-span of the beam. There are three beams arranged in the height direction of the steel frame anti-collision area. The position where the bow hits is randomly distributed in the height direction. According to the most unfavorable principle, consider hitting the mid-span of one of the horizontal anti-collision steel beams. The force diagram of the horizontal anti-collision steel beam is as follows: Figure 5 shown.

[0043] Since the horizontal anti-collision steel beam 301 is connected to the steel structure box-type supporting side column 300 through a pin shaft, when the anti-collision steel frame is in the ship-blocking state, the top of the supporting side column 300 is supported by a locking mechanism and the bottom is supported by a cantilever wheel. Considering that the inclination angle of most bows is about 70°, the horizontal impact force of the ship is greater than the vertical downward pressure. At this stage, the beam section is estimated only according to the maximum horizontal impact force, and the vertical impact force is borne by the structural margin. The force diagram of the supporting side column 300 is as follows: Figure 6 When the impact occurs on the first horizontal anti-collision steel beam, the top support A has the maximum reaction force. When the impact occurs on the third horizontal anti-collision steel beam, the supporting side column has the maximum bending moment and the bottom support B has the maximum reaction force.

[0044] Main calculation parameters:

[0045] Ship kinetic energy: Tmax = 7.5 × 10 5 N·m (based on the maximum ship stall kinetic energy of the Three Gorges ship lift anti-collision device). Main material of anti-collision steel frame: Q355B welded parts. The side columns and horizontal beams of the anti-collision steel frame are box-shaped sections. Figure 7As shown. The support spacing is L = 18m, the cross-sectional dimensions of the steel beam are H = 660mm, h = 560mm, t = 40mm, δ = 50mm, b = 500mm. Due to the use of Q355 material, A = 873.7N / mm 2 , n = 0.21. The side column also adopts a box section, and the cross-sectional dimensions are the same as those of the anti-collision steel beam. The following parameters are calculated using the above parameters:

[0046] Maximum plastic strain condition

[0047] Maximum deflection condition

[0048] Maximum collision force condition

[0049] Where, T max is the kinetic energy of the stalled ship,

[0050] Substituting each parameter into the above formula, the result is as follows:

[0051] ε max =0.0106≤[ε]=1.5%,w max =385mm, P max =1946kN

[0052] According to the above parameters, the maximum reaction force, maximum bending moment, stress and deflection of the side column are calculated as follows:

[0053] ①Maximum reaction force

[0054] The impact occurs at the first beam: R B =0

[0055] When the collision occurs on the third beam: R A =540.6kN, R Bmax =432.4kN

[0056] ②Maximum bending moment

[0057] When the collision occurs on the third beam: M max =1.08×10 9 Nmm

[0058] ③Stress on side columns

[0059] Maximum normal stress (Ignore the axial stress caused by the gravity of the beam)

[0060] Maximum shear stress

[0061] ④ Deflection on side columns

[0062] f 2 =0.74mm, f 3 =1.51mm

[0063] The main material of the side columns is Q355B, and the stress and stiffness calculated above meet the requirements.

[0064] The above is only one embodiment of the present invention, and its description is relatively specific and detailed, but it cannot be understood as limiting the scope of the present invention. It should be pointed out that a person skilled in the art can make several modifications and improvements without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the attached claims.

Claims

1. A horizontal plastic steel frame structure anti-collision device, installed in a vertical ship lift cabin (1), used to protect the cabin door (2) in the event of a ship stall accident, characterized in that: The anti-collision device comprises a lifting and horizontal plastic anti-collision steel frame (3) and a lifting mechanism and a lifting track symmetrically arranged on both sides of the lifting and horizontal plastic anti-collision steel frame (3); the lifting and horizontal plastic anti-collision steel frame (3) is a steel structure plane frame composed of two supporting side columns (300), a plurality of horizontal anti-collision steel beams (301) and a plurality of longitudinal beams (302), the two ends of each horizontal anti-collision steel beam (301) are respectively connected to the two supporting side columns (300) by hinges, and the two ends of the two supporting side columns (300) are respectively provided with a top supporting wheel (8) and a bottom supporting wheel (800); the lifting track comprises two sets of tracks symmetrically arranged, each set of tracks comprises a horizontal track (5) arranged on the bottom surface of the cabin (1) and a longitudinal track (800) arranged on the main longitudinal surface of the cabin. The lifting mechanism comprises a lifting device (4), a steering pulley block (11) and a lifting wire rope (7); the lifting device (4) is installed in the main longitudinal beams (100) on both sides of the cabin (1), and is connected to the lifting and horizontal plastic anti-collision steel frame (3) through the steering pulley block (11) and the lifting wire rope (7); when the ship (9) passes through the cabin (1) normally, the lifting and horizontal plastic anti-collision steel frame (3) is horizontally placed on the bottom surface of the cabin (1); when the ship (9) is intercepted, the lifting device (4) drives the lifting and horizontal plastic anti-collision steel frame (3) to rise to a vertical state along the horizontal track (5) and the vertical track (6), and the vertical block is arranged in the ship passing passage of the cabin (1); The lifting device (4) comprises two winches symmetrically arranged in the main longitudinal beams (100) on both sides of the cabin (1), a steering pulley block (11) is installed on the walkway plate at the top of the main longitudinal beam (100) on each side, and the lifting wire rope (7) of each winch passes around the steering pulley block (11) on the corresponding side and is connected to the top of the supporting side column (300) of the corresponding side lifting horizontal plastic anti-collision steel frame (3); The top supporting wheels (8) and bottom supporting wheels (800) at both ends of the supporting side column (300) are cantilever fixed wheels that do not share a common track, and the two supporting wheels are suspended on different sides of the supporting side column (300); the running track of the top supporting wheel (8) of each side supporting side column (300) corresponds to the sliding track surface of the vertical track (6) on the corresponding side, and the running track of the bottom supporting wheel (800) of each side supporting side column (300) corresponds to the sliding track surface of the horizontal track (5) on the corresponding side, and during the lifting process, the bottom supporting wheel (800) runs along the horizontal track (5) and the top supporting wheel (8) runs along the vertical track (6); The ascending and horizontal plastic anti-collision steel frame (3) comprises two symmetrically arranged box-type supporting side columns (300), 4 to 6 horizontal anti-collision steel beams (301) arranged transversely between the two supporting side columns (300), and 3 to 5 longitudinal beams (302) arranged vertically between the plurality of horizontal anti-collision steel beams (301), wherein the 4 to 6 horizontal anti-collision steel beams (301) are equidistantly distributed along the height direction of the side columns (300), a plurality of rubber buffer blocks (303) are arranged on the flange of the horizontal anti-collision steel beams (301) facing the ship, and a steel lattice plate (304) is laid on the impact surface of the steel structure plane frame composed of the supporting side columns (300), the horizontal anti-collision steel beams (301) and the longitudinal beams (302), wherein the steel lattice plate (304) is hung on the steel structure plane frame.

2. The anti-collision device of a lifting and horizontal plastic steel frame structure according to claim 1 is characterized in that: Locking ear plates (10) are respectively provided on the two supporting side columns (300) of the lifting and horizontal plastic anti-collision steel frame (3), and hydraulic pinning devices are correspondingly provided on the main longitudinal beams (100) on both sides of the ship compartment. When the lifting and horizontal plastic anti-collision steel frame (3) is fully lifted to block the ship passage of the ship compartment (1), the fixing pin (12) is inserted into the insertion hole on the locking ear plate (10) on the corresponding side through the hydraulic pinning device on the main longitudinal beam (100) on each side to lock it.

3. The anti-collision device of a lifting and horizontal plastic steel frame structure according to claim 1 is characterized in that: A lifting and horizontal plastic anti-collision steel frame lying door niche (13) is provided on the bottom surface of the vertical ship lift cabin (1) at a position corresponding to the horizontal placement of the lifting and horizontal plastic anti-collision steel frame (3); when the ship (9) passes through the cabin (1) normally, the lifting and horizontal plastic anti-collision steel frame (3) is horizontally placed in the lifting and horizontal plastic anti-collision steel frame lying door niche (13), and the horizontal track (5) is arranged in the lifting and horizontal plastic anti-collision steel frame lying door niche (13).

4. The anti-collision device of a lifting and horizontal plastic steel frame structure according to claim 1 is characterized in that: The winch comprises a three-in-one reducer, a drum and a frame, and is fixed in the main longitudinal beam (100) of the cabin (1) via the frame. One end of a lifting wire rope (7) is fixed on the drum, and the motor of the three-in-one reducer controls the drum to rotate and reel in the lifting wire rope (7), thereby driving the lifting horizontal plastic anti-collision steel frame (3) to be lifted.

5. The anti-collision device of a lifting and horizontal plastic steel frame structure according to claim 2 is characterized in that: The laying area of ​​the steel lattice plate (304) is larger than the maximum impact surface of the bow of the passing ship (9), and the steel lattice plate (304) is a hexagonal honeycomb metal plate.

6. The anti-collision device of a lifting and horizontal plastic steel frame structure according to claim 1 is characterized in that: The vertical track (6) is inclined upward from the bottom surface of the cabin (1), and its inclination angle is 78-82 degrees. The starting section of the vertical track (6) is provided with a gentle slope and a rounded corner. Baffles are provided on both sides of the horizontal track (5), and a wheel block (500) is provided at the end of the horizontal track (5), and the wheel block (500) is set with a slope of 25-35 degrees.

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