Multi-compartment super lift

Abstract

This invention discloses a multi-compartment super ship lift, relating to the field of navigation technology for river water conservancy projects. It includes a lifting tower with an internal lifting channel and bridge compartments within the lifting channel. Several fixed pulleys are arranged on both sides of the lifting channel at the upper part of the lifting tower, aligned along the ship's entry and exit direction. Each pulley is connected to a steel wire rope, one end of which is connected to the bridge compartment via a bridge compartment gravity sensor, and the other end is connected to a counterweight via a balance weight sensor electronic crane scale. Chain lifting drives are installed inside both sides of the bridge compartments, with gears meshing with the chains. At least two parallel bridge compartments are arranged on the same navigation facility axis within the lifting tower. The bridge compartments are connected to each other via a bridge compartment docking compartment and a watertight compartment, and the waterway is controlled by a tilting door. Compared with existing technologies, this invention enables simultaneous navigation of multiple ships in multiple compartments, offering advantages such as small land area occupation, low investment, low energy consumption, and high navigation efficiency.

Description

Technical Field

[0001] This invention relates to the field of navigation technology for river water conservancy hubs, and in particular to a multi-compartment super ship lift. Background Technology

[0002] Currently, the country is vigorously developing the use of clean energy and constructing water conservancy dams on rivers for industrial and agricultural production, but this has also brought inconvenience to ship navigation in the waterways. To ensure ship navigation in the waterways, locks or ship lifts are usually built. The ship lift currently used includes two lifting towers located upstream and downstream of the dam, respectively. The upper parts of the two lifting towers are connected by a navigation channel. The lifting towers and the navigation channel are constructed of reinforced concrete. The lifting towers have ship entry and exit channels and lifting channels. The lifting channels have bridges for carrying ships, and the bridges have sealed doors at both ends corresponding to the ship entry and exit channels. On the upper part of the lifting towers, on both sides of the lifting channels, there are several fixed pulleys and several winches. The fixed pulleys and winches are arranged along the direction of ship entry and exit. Steel wire ropes are wound on the drums of the winches. One end of the steel wire rope passes over the corresponding fixed pulley and connects to the bridge, and the other end is connected to the counterweight. Upstream vessels enter the bridge chamber located at the bottom of the downstream elevator tower from the downstream channel via the vessel access passage. After securing the vessel inside, a winch raises the chamber to the appropriate height to align with the navigation channel. The vessel then navigates through the navigation channel into the bridge chamber located at the top of the upstream elevator tower. The winch then lowers the chamber to the appropriate height to align with the upstream channel, allowing the vessel to enter the upstream channel. Conversely, downstream vessels enter the bridge chamber located at the bottom of the upstream elevator tower from the upstream channel via the vessel access passage. After securing the vessel inside, a winch raises the chamber to the appropriate height to align with the navigation channel. The vessel then navigates through the navigation channel into the bridge chamber located at the top of the downstream elevator tower, allowing the vessel to enter the downstream channel.

[0003] This type of ship lift has the following shortcomings in operation: First, each lifting tower has only one lifting channel, and each channel can only accommodate one bridge chamber. This cannot meet the varying navigation needs of different numbers of ships, resulting in low throughput, long transit times for ships, low navigation efficiency, and high operating costs. Second, the weight of the bridge chamber must be significantly greater than the weight of the counterweight. The winch-driven lifting system consumes high energy, and the weight of the bridge chamber is not adjustable from the counterweight. If the counterweight exceeds the weight of the bridge chamber, a runaway accident will immediately occur. Summary of the Invention

[0004] This invention provides a multi-compartment super ship lift that can solve the problem that existing ship lifts cannot meet the simultaneous navigation needs of multiple ships with multiple compartments.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: It includes a lifting tower with a lifting channel and bridge carriages located within the lifting channel. Several fixed pulleys are arranged on both sides of the lifting channel at the upper part of the lifting tower, arranged along the direction of ship entry and exit. Each fixed pulley is connected to a balancing steel cable. One end of the balancing steel cable is connected to the bridge carriage via a bridge carriage gravity sensor, and the other end is connected to a counterweight via a counterweight electronic crane scale. A bridge carriage valve is located at the bottom of the bridge carriage, and the counterweight is equipped with a counterweight valve. At least two parallel bridge carriages are located on the same navigation facility axis within the lifting tower. The bridge carriages are connected to each other via a bridge carriage docking compartment and a bridge carriage watertight compartment. A tilting door controls the opening and closing of the waterway.

[0006] A more specific embodiment of the above technical solution is as follows: an electronic crane scale is installed on both sides of the lifting channel at the upper part of the lifting tower. A lifting chain is suspended from the electronic crane scale. The middle section of the lifting chain is engaged with a chain lifting drive installed in the U-shaped keel of the bridge beam. The bottom end of the lifting chain is connected to a reverse electronic crane scale. The reverse electronic crane scale is connected to a reverse tie rod fixedly installed on the foundation of the lifting tower.

[0007] Furthermore: Multiple U-shaped keels of the bridge carriage crossbeams are spaced apart on both sides of the bridge carriage facing the tower wall. The chain lifting drive includes a main drive wheel and two auxiliary wheels disposed within the U-shaped keel of the bridge carriage crossbeam. The auxiliary wheels are respectively disposed above and below the main drive wheel, forming a transverse isosceles triangle. The main drive wheel is driven by a motor and equipped with a braking mechanism, and the auxiliary wheels are also equipped with braking mechanisms. Chain running guides are provided on the U-shaped keel of the bridge carriage crossbeam on the side where the main drive wheel and each auxiliary wheel engage with the chain. The shape of the chain running guides is adapted to the running path of the main drive wheel and each auxiliary wheel on the side where they engage with the chain. The beginning of the chain running guide of the upper auxiliary wheel is vertically upward and parallel to the chain, and a short guide section is vertically disposed on the other side of this chain segment. The end of the chain running guide of the lower auxiliary wheel is vertically downward and parallel to the chain, and a short guide section is vertically disposed on the other side of this chain segment.

[0008] Furthermore: Each of the bridge carriages has corresponding slots spaced apart on its two opposing inner sides. These slots house steel boxes for mounting the bridge carriage ship conveyors. The front section of each steel box has a longitudinal opening, while the rear section is a cylindrical box perpendicularly connected to the front section. The steel box contains a bridge carriage ship conveyor, which includes a telescopic cylinder. The middle and rear sections of the telescopic cylinder are housed within the cylindrical box. A conveying drive wheel is installed at the front end of the telescopic cylinder, within the longitudinal opening. The wheel's rotation direction is consistent with the ship's direction of travel. A shock-absorbing spring is installed within the inner cavity of the telescopic cylinder, between the piston of the steel box support rod and the rear of the conveying drive wheel. A limiting hole is provided on the middle wall of the telescopic cylinder, and mooring bollards are located on the upper and lower sides of the front end of the telescopic cylinder, above and below the conveying drive wheel.

[0009] Furthermore: one side between the two adjacent bridge compartments is a bridge compartment docking compartment, and the other side is a bridge compartment watertight compartment. A tilting door is hinged to the top of each bridge compartment docking compartment and each bridge compartment watertight compartment, and its opening and closing are controlled by a tilting door cylinder. An electric suction cup U-shaped seal is installed inside each bridge compartment watertight compartment. The electric suction cup U-shaped seal has a U-shaped cross-section, with both sides of the U-shaped cross-section movably installed within the side walls of the bridge compartment. A groove is provided on the bottom side of the U-shaped cross-section facing the bridge compartment watertight compartment. An internal vertical telescopic cylinder is connected, the cylinder body of which is fixed to the watertight compartment of the bridge car. The telescopic rod of the telescopic cylinder is fixed to the groove of the electric suction cup U-shaped seal. A water-stop sealing strip is provided on the side of the bottom edge of the electric suction cup U-shaped seal facing the connection gap between the bridge cars. On the same navigation facility axis in the lifting channel, the watertight compartments of the first bridge car outlet and the last bridge car inlet are each hinged to a tilting door in the water above the bridge car floating vessel. The tilting door is controlled by a tilting door cylinder to open and close.

[0010] Furthermore: concave guide grooves are provided at intervals on both sides of the downstream and upstream channels. A channel guide is slidably installed in each concave guide groove. A channel vessel conveyor is arranged along the direction of ship operation in each channel guide. A channel guide amplitude regulating water is installed below the channel vessel conveyor in the channel guide. A channel guide valve is installed at the bottom of the guide. The valve is used to adjust the channel guide so that the channel vessel conveyor can adapt to the hull.

[0011] Furthermore: the channel vessel conveyor includes a telescopic hydraulic cylinder, in which a conveying drive wheel is installed at the front end. The rotation direction of the conveying drive wheel is consistent with the running direction of the vessel. A shock-absorbing spring is installed in the inner cavity of the telescopic hydraulic cylinder between the piston of the steel box support rod and the rear of the conveying drive wheel. A limiting hole is provided on the middle wall of the telescopic hydraulic cylinder.

[0012] Furthermore, several winches are installed on both sides of the lifting channel at the upper part of the lifting tower. Each set of winches is matched with a fixed pulley. The lifting wire rope of the winch is connected to the bridge car through a winch gravity sensor.

[0013] By adopting the above technical solution, the present invention has the following beneficial effects compared with the prior art:

[0014] Because at least two parallel bridge chambers are installed in the lifting tower on the same navigation facility axis, and the bridge chambers are connected to each other through a bridge chamber docking compartment and a bridge chamber watertight compartment, the watertight compartment and the bridge chamber docking compartment can be automatically separated or connected by the hydraulic cylinder to change the combination operation of the waterway, so as to achieve the purpose of multiple carriages and multiple ships navigating at the same time; at the same time, the bridge chamber and the counterweight are equipped with valves respectively. By opening the valves to release water in the bridge chamber or the counterweight, the gravity water of the bridge chamber and the counterweight can be adjusted in both directions, so that the chain lifting drive can achieve the purpose of energy-saving and consumption-reducing operation. It also solves the technical bottleneck problem that restricts the construction of water transportation in the implementation plan of the "Outline for Building a Transportation Power". Attached Figure Description

[0015] Figure 1 This is a top view illustrating the structure of Embodiment 1 of the present invention.

[0016] Figure 2 yes Figure 1 AA sectional view.

[0017] Figure 3 yes Figure 1 BB cross-sectional view.

[0018] Figure 4 yes Figure 1 CC section view.

[0019] Figure 5 yes Figure 1 DD sectional view.

[0020] Figure 6 yes Figure 1 EE sectional view.

[0021] Figure 7 yes Figure 1 FF sectional view.

[0022] Figure 8 This is a schematic top view of the structure of the inner bridge carriage of the lifting tower of the present invention.

[0023] Figure 9 yes Figure 8 GG cross-sectional view.

[0024] Figure 10 yes Figure 8 The H-direction view.

[0025] Figure 11 yes Figure 8 KK sectional view.

[0026] Figure 12 yes Figure 10 Sectional view B1-B1.

[0027] Figure 13 yes Figure 10 Sectional view B2-B2.

[0028] Figure 14 yes Figure 10 Sectional view B3-B3.

[0029] Figure 15 yes Figure 10 Sectional view B4-B4.

[0030] Figure 16 yes Figure 8 Section II.

[0031] Figure 17 yes Figure 8 JJ sectional view.

[0032] Figure 18 This is a schematic diagram of the chain lifting driver of the present invention.

[0033] Figure 19 yes Figure 18 LL sectional view.

[0034] Figure 20 yes Figure 18 MM section view.

[0035] Figure 21 This is a schematic diagram of the structure of the bridge-type ship conveyor of the present invention.

[0036] Figure 22 yes Figure 21 The right view.

[0037] Figure 23 yes Figure 22 Top view.

[0038] Figure 24 yes Figure 23 PP sectional view.

[0039] Figure 25 This is a schematic diagram of the watertight compartment of the bridge chamber of the present invention.

[0040] Figure 26 yes Figure 25 A QQ cross-sectional view.

[0041] Figure 27 This is a schematic diagram of the channel guide of the present invention.

[0042] Figure 28 This is a schematic diagram of the structure of the waterway vessel conveyor of the present invention.

[0043] Figure 29 yes Figure 28 A bottom view.

[0044] Figure 30 yes Figure 28 YY sectional view.

[0045] Figure 31 This is a schematic cross-sectional view of the water level variation in the waterway according to the present invention. Figure 1 .

[0046] Figure 32 This is a schematic cross-sectional view of the water level variation in the waterway according to the present invention. Figure 2 .

[0047] Figure 33 This is a schematic diagram of the interconnected structure of the bridge chamber watertight compartment and the bridge chamber docking compartment of the present invention.

[0048] Figure 34 This is a schematic diagram of the structure of the watertight compartment and the bridge docking compartment of the present invention.

[0049] Figure 35 This is a top view of the bridge-mounted ship conveyor of the present invention clamping and fixing the ship.

[0050] Figure 36 yes Figure 35 Sectional view A2-A2.

[0051] Figure 37 This is a schematic diagram of the structure of Embodiment 2 of the present invention.

[0052] Figure 38 This is a schematic diagram of a lifting operation cycle for multi-cabin, multi-ship navigation according to the present invention. Figure 1 .

[0053] Figure 39 This is a schematic diagram of a lifting and lowering working cycle for multi-cabin, multi-ship navigation according to the present invention. Figure 2 .

[0054] Figure 40 This is a schematic diagram of a lifting and lowering working cycle for multi-cabin, multi-ship navigation according to the present invention. Figure 3 .

[0055] Figure 41 This is a schematic diagram of a lifting and lowering working cycle for a single-cabin, single-ship navigation system according to the present invention. Figure 1 .

[0056] Figure 42This is a schematic diagram of a lifting and lowering working cycle for a single-cabin, single-ship navigation system according to the present invention. Figure 2 .

[0057] Figure 43 This is a schematic diagram of a lifting and lowering working cycle for a single-cabin, single-ship navigation system according to the present invention. Figure 3 .

[0058] The names of each serial number are as follows:

[0059] 001 Central Control Room; 002 Lifting Tower; 003 Fixed Pulley; 005 Electronic Crane Scale; 006 Winch; 007 Balance Wire Rope; 008 Lifting Chain; 009 Lifting Wire Rope; 010 Tilting Door; 011 Channel Ship Conveyor; 012 Upstream Channel Docking Compartment Panel; 013 Water Retaining Wall; 014 Lifting Guide Rail; 015 Counterweight Gravity Sensor Electronic Crane Scale; 016 Counterweight; 017 Bridge Carriage Gravity Sensor; 018 Winch Gravity Sensor; 019 Lifting Guide; 020 Chain Lifting Drive; 021 Bridge 022 Cargo Conveyor; 023 Bridge Cargo; 024 Bridge Cargo Floating Water; 025 Bridge Cargo Valve; 026 Load-bearing Wall Column; 027 Reverse Electronic Crane Scale; 028 Reverse Tie Rod; 029 Lifting Tower Foundation; 030 Water Collection Pool; 031 Electronic Crane Scale Rod; 032 Downstream Channel; 033 Downstream Channel Water; 034 Channel Guide; 035 Channel Guide; 036 Downstream Channel Docking Compartment; 037 Safety Passage; 038 Hollow Thin-walled Tower Column Chamber; 040 Upstream channel docking compartment; 041 Upstream channel water; 042 Upstream channel; 043 Bridge compartment; 044 Bridge compartment; 045 Concave guide groove; 047 Bridge compartment watertight compartment; 048 Bridge compartment docking compartment; 049 Bridge compartment watertight compartment; 050 Bridge compartment watertight compartment; 051 Electric suction cup U-shaped seal; 052 Water-stop sealing strip; 053 Tilting door cylinder; 054 Telescopic cylinder; 057 Chain running guide rail; 058 Short guide rail; 059 Guide rail; 060 Auxiliary wheel; 061 Main drive wheel; 062 Body; 063 Bridge compartment crossbeam U-shaped keel; 064 Bearing support terminal; 065 Bearing; 066 Auxiliary shaft; 067 Brake disc; 068 Brake pad; 069 Brake support; 070 Drive shaft; 071 Reducer; 072 Hydraulic motor; 074 Channel guide valve; 075 Channel guide luffing regulating water; 076 Ship; 077 Ship; 078 Mooring bollard; 079 Conveyor drive wheel; 080 Driver; 081 Limit hole; 082 Steel box support rod; 083 Telescopic cylinder; 084 Shock absorber spring; 087 Counterweight valve; 088 Bridge gravity sensor connection hole; 089 Winch gravity sensor connection hole; 095 Bridge carriage lifting limit sensor; 096 Bridge carriage ship conveying limit sensor; 097 Bridge carriage ship conveying limit sensor; 098 Bridge carriage ship conveying limit sensor; 099 Bridge carriage ship conveying limit sensor; 100 Downstream channel ship conveying sensor; 101 Downstream channel ship conveying sensor; 102 Upstream channel ship conveying sensor; 103 Upstream channel ship conveying sensor; 104 Chain installation insertion; 105 Bridge carriage steel plate; 106 Bridge carriage ship conveyor installation steel box; 107 Bridge carriage ship conveyor hydraulic cylinder mounting hole; 113 Channel ship conveyor installation steel box. Detailed Implementation

[0060] The present invention will be further described in detail below with reference to the accompanying drawings. However, the present invention is not limited to the embodiments described below.

[0061] like Figure 1 , Figure 2 and Figure 7 The illustrated embodiment 1 includes a lifting tower 002 with an internal lifting channel and a bridge car located within the lifting channel. A central control room 001 is located at the top of the lifting tower. Several sets of fixed pulleys 003 and winches 006 are located on both sides of the lifting channel on the upper part of the lifting tower 002. The fixed pulleys 003 and winches 006 are arranged along the direction of the ship's entry and exit. A balancing steel cable 007 is attached to each fixed pulley. One end of the balancing steel cable is connected to the bridge car via a bridge car gravity sensor 017, and the other end... The end is connected to the counterweight 016 via a balance weight sensor electronic crane scale 015. Each winch 006 is wound with a lifting steel wire rope 009, the tail end of which is connected to the bridge car via a winch gravity sensor 018. The bottom of the bridge car is equipped with a bridge car valve 025, and the bridge car is filled with bridge car float water 024. The counterweight is equipped with a counterweight valve 087, and the counterweight is filled with balance water. By opening the valve to release the bridge car float water or balance water, bidirectional adjustment of the gravity water in the bridge car and the counterweight can be achieved. Figure 8 , Figure 9 As shown, two parallel bridge carriages 043 and 044 are located on the same navigation facility axis within the elevator tower 002. Bridge carriages 043 and 044 are connected by a bridge carriage docking compartment 048 and a bridge carriage watertight compartment 049. The opening and closing of two tilting doors 010 controls the connection between the two bridge carriages. Figure 17 As shown, each bridge car has two opposing inner sides with corresponding slots spaced apart. Each slot contains a bridge car ship conveyor mounting steel box 106. The front section of the bridge car ship conveyor mounting steel box is longitudinally open, and the rear section is a columnar box that is perpendicularly connected to the front section. The bridge car ship conveyor 021 is installed inside the bridge car ship conveyor mounting steel box. A bridge car steel plate 105 is fixedly installed on the top of the bridge car ship conveyor mounting steel box. The bridge car steel plate 105 has a bridge car gravity sensor connection hole 088 and a winch gravity sensor connection hole 089. Figure 21-24 As shown, the bridge-type ship conveyor includes a telescopic hydraulic cylinder 083. The middle and rear sections of this telescopic hydraulic cylinder are installed in the cylindrical box body of the bridge-type ship conveyor housing the steel box. A conveying drive wheel 079 is installed in the front end of the telescopic hydraulic cylinder, and the rotation direction of the wheel surface is consistent with the ship's running direction. Bridge-type ship conveying limit sensors 099, 098, 097, and 096 are installed on both sides of the bridge-type ship conveyor 021. Figure 9 As shown, opposing infrared limit sensors are formed, and their function is to control the operation of the bridge-type ship conveyor 021.

[0062] When ships 076 and 077 need to navigate upstream, such as Figure 35As shown, the downstream channel ship conveyor 011 transports ships 076 and 077 into bridge chambers 043 and 044. The bridge chamber ship conveyor 021 transports ship 077 from bridge chamber 043 to bridge chamber 044, where the bridge chamber ship conveying limit sensor 096 is located. The conveying drive wheel 079 of the bridge chamber ship conveyor pushes against the ship to prevent collision with the bridge chamber wall. The conveying drive wheel moves the ship, preventing pressure on the ship's sidewalls. Ship 077 blocks and cuts off the infrared light from the bridge chamber ship conveying limit sensor 096 on bridge chamber 044. Figure 39 As shown, the bridge-carriage ship conveyor 021 on bridge 044 stops operating and clamps and fixes the ship 077 inside bridge 044, as... Figure 36 As shown. Ship conveyor 021 transports ship 076 to the position of ship conveying limit sensor 098 on bridge 043. Ship 076 blocks the infrared light from ship conveying limit sensor 098 on bridge 043, as shown. Figure 36 As shown, the bridge-carriage ship conveyor 021 on bridge 043 stops operating and clamps and fixes the ship 076 in bridge 043.

[0063] When ships 077 and 076 need to navigate downstream, such as Figure 40 As shown, the upstream channel ship conveyor transports ships 077 and 076 to bridge compartments 044 and 043. Bridge compartment ship conveyor 021 transports ship 077 from bridge compartment 044 to bridge compartment 043 at the position of bridge compartment ship conveying limit sensor 099. Ship 077 cuts off the infrared shielding of bridge compartment ship conveying limit sensor 099 in bridge compartment 043, stopping bridge compartment ship conveyor 021 on bridge compartment 043 and clamping and fixing ship 077 inside bridge compartment 043. Ship conveyor 021 transports ship 076 to the position of ship conveying limit sensor 097 in bridge compartment 044. Ship 076 cuts off the infrared shielding of bridge compartment ship conveying limit sensor 097 in bridge compartment 044, stopping ship conveyor 021 on bridge compartment 044 and clamping and fixing ship 076 inside bridge compartment 044. Figure 36 As shown.

[0064] like Figure 23 and Figure 24 As shown, a shock-absorbing spring 084 is installed in the inner cavity of the telescopic cylinder of the bridge-type ship conveyor 21, between the piston of the conveyor drive wheel 079 and the steel box support rod 082. When the ship is small, the telescopic cylinder 083 pushes the conveyor drive wheel 079 outward, so that the conveyor drive wheel just touches the hull. When the bridge-type ship moves up or down, the ship may sway slightly with the water from the floating bridge-type ship, pushing the conveyor drive wheel backward. At this time, the shock-absorbing spring achieves the effect of telescopic shock absorption. A limiting hole 081 is provided on the middle wall of the telescopic cylinder, and mooring bollards 078 are provided on the upper and lower sides of the conveyor drive wheel at the front end of the telescopic cylinder for fixing small non-standard ships to the bridge-type ship. Figure 7 As shown, each fixed pulley 003 on the upper part of the lifting tower 002 is equipped with an electronic crane scale 005, and a lifting chain 008 is suspended below the electronic crane scale, such as... Figure 16 As shown, the middle section of the chain engages with the chain lifting drive 020 located in the U-shaped keel 063 of the bridge beam, and the bottom end of the chain is connected to the reverse electronic crane scale 027. The electronic crane scale is connected to the reverse tie rod 028 fixedly installed on the lifting tower foundation 029; as shown Figures 13-16 , Figures 18-20 As shown, multiple U-shaped crossbeams 063 are spaced apart on both sides of the bridge carriage facing the tower wall. The chain lifting drive 020 includes a main drive wheel 061 and two auxiliary wheels 060 disposed on the U-shaped crossbeams 063. The two auxiliary wheels 060 are respectively located above and below the main drive wheel 061, and the three are arranged in a transverse isosceles triangle. The drive wheel is driven by a hydraulic motor 072 and equipped with a braking mechanism. The hydraulic motor is mounted on one side of the U-shaped crossbeam 063 and drives the drive shaft 070 of the main drive wheel 061. Both ends of the shaft are fitted into bearings 065. The bearing support terminals 064 of the bearings are installed in holes provided on the U-shaped keel of the bridge beam. The brake disc 067 of the braking mechanism is installed on the other end of the drive shaft 070. A brake support 069 is installed on the side of the U-shaped keel of the bridge beam at this end. The inner ring of the brake support has a groove for the edge of the brake disc to extend into. A brake friction pad 068 is provided in the groove, and the brake disc is disposed between the brake friction pads. The auxiliary wheel 060 is installed on the auxiliary shaft 066. Both ends of the auxiliary shaft pass through holes provided on the U-shaped keel of the bridge beam and are connected to... A braking mechanism is connected, which is the same as the braking mechanism of the main drive wheel. On the U-shaped keel 063 of the bridge beam, multiple guide rails are provided on the side where the main drive wheel 061 and each auxiliary wheel 060 mesh with the lifting chain 008. The guide rail on the side where the main drive wheel 061 meshes with the lifting chain is a chain running guide rail 057, the shape of which is adapted to the running path on the side where the main drive wheel meshes with the chain. The guide rail next to the upper auxiliary wheel 060 is a guide rail 059, the first end of which is vertically upward and parallel to the lifting chain. Parallel to 008, a short guide rail 058 is vertically installed on the other side of the chain. The guide rail 059 next to the auxiliary wheel 060 on the lower side is also a guide rail. The end of the guide rail is vertically downward and parallel to the lifting chain 008. A short guide rail 058 is vertically installed on the other side of the chain. The main drive wheel is driven by a hydraulic motor to rotate the auxiliary wheel and crawl on the chain, thereby controlling the lifting of the bridge car. The rotation of the main drive wheel and the auxiliary wheel is controlled by a braking mechanism. When the braking mechanism is locked, the bridge car can be locked and will not slip.

[0065] like Figure 8 and Figure 9As shown, on one side of the two adjacent bridge chambers 043 and 044 on the same navigation facility axis is the bridge chamber docking compartment 048, and on the other side is the bridge chamber watertight compartment 049. The bridge chamber docking compartment 048 is located at the outlet downstream of bridge chamber 043 in the upstream direction, and the bridge chamber watertight compartment 049 is located at the entrance downstream of bridge chamber 044 in the upstream direction. A tilting door 010 is hinged to the top of the docking compartment 048 in the water of the bridge chamber floating vessel, and a tilting door 010 is also hinged to the top of the watertight compartment 049 in the water of the bridge chamber floating vessel 024. Each tilting door is controlled by its respective tilting door cylinder 053. The cylinder body of the tilting door cylinder 053 is hinged to the top of the corresponding bridge chamber watertight compartment or bridge chamber docking compartment, and the extension rod of each tilting door cylinder is hinged to its respective tilting door. When a vessel enters the bridge chamber, and the bridge chamber needs to rise or fall to transport the vessel, the tilting door cylinder drives the tilting door to stand upright, sealing the bridge chamber floating vessel inside the bridge chamber. Figure 33 As shown, an electric suction cup U-shaped seal 051 controlled by a telescopic cylinder 054 is installed in the watertight compartment 049 of the bridge compartment. The water-stop sealing strip 052 of the electric suction cup U-shaped seal faces the connecting gap between the bridge compartments 043 and 044. When two ships need to be transported and the two bridge compartments need to be connected, the telescopic cylinder in the watertight compartment of the bridge compartment pushes the electric suction cup U-shaped seal outward. The water-stop sealing strip of the electric suction cup U-shaped seal presses against the outer wall of the bridge compartment docking compartment 048, preventing the floating water of the bridge compartment from seeping out from the gap between the docking compartment 048 and the watertight compartment 049. The tilting door cylinder drives the tilting door to tilt down, allowing the waterways of the two bridge compartments to be connected, forming a multi-compartment transport.

[0066] like Figure 34 As shown, when only one ship needs to be transported, and the ship has reached bridge compartment 044, it is necessary to separate bridge compartment 043 from bridge compartment 044. The hydraulic cylinders on the tilting doors of bridge compartment docking compartment 048 and bridge compartment watertight compartment 049 drive their respective tilting doors to stand up. The telescopic cylinder in the bridge compartment watertight compartment retracts the electric suction cup U-shaped seal inward. The water-stop seal of the electric suction cup U-shaped seal is retracted into the bridge compartment watertight compartment. A small gap is left between docking compartment 048 and bridge compartment watertight compartment 048. When bridge compartment 044 rises, there is no friction between them.

[0067] Each of the bridge chambers 043, from downstream to upstream, has a hinged tilting door 010 on its top at the watertight compartment 047 within the floating hull 024. This tilting door is controlled by a tilting door cylinder 053, the cylinder body of which is hinged to the top of the watertight compartment. The cylinder's extension rod is hinged to the tilting door. Inside the watertight compartment 047 is an electric suction cup U-shaped seal 051 controlled by a telescopic cylinder. The watertight sealing strip 052 of this electric suction cup U-shaped seal faces the partition opening of the bridge chamber 043. 044 The watertight compartment 050 of the bridge compartment, which exits from downstream to upstream, is hinged with a tilting door 10 in the water 024 of the bridge compartment floating vessel. The tilting door is controlled by a tilting door cylinder 053. The cylinder body of the tilting door cylinder 053 is hinged to the top of the watertight compartment 50 of the bridge compartment, and the telescopic rod of the tilting door cylinder is hinged to the tilting door. Inside the watertight compartment 050 of the bridge compartment, there is an electric suction cup U-shaped seal 051 controlled by a telescopic cylinder 054. The water-stop sealing strip 052 of the electric suction cup U-shaped seal faces the partition opening of the bridge compartment 044.

[0068] like Figures 3-6 , Figure 31 and Figure 32 As shown, multiple concave guide grooves 045 are respectively and spaced apart on both sides of the downstream channel 032 and the upstream channel 042. A channel guide 034 or a channel guide 035 is slidably installed in each concave guide groove. Multiple channel ship conveyors 011 arranged along the ship's direction of travel are installed within each channel guide. A channel guide amplitude regulating water 075 is installed below each channel ship conveyor within the channel guide. A channel guide valve 074 is installed at the bottom of the guide. Downstream channel ship conveying sensors 100 are installed between each channel ship conveyor on both sides of the downstream channel 042. When the ship is heavily loaded or lightly loaded with different drafts, the intermediate value between the maximum and minimum values ​​is taken as the conveying track line of the channel ship conveyor 011. The channel guide 034 adjusts the channel ship conveyor 011 to match the ship's conveying track line by increasing or decreasing the channel guide amplitude regulating water 075. Figures 28-30 As shown, the waterway vessel conveyor includes a telescopic cylinder 083, with a conveying drive wheel 079 installed in the front end of the telescopic cylinder. The rotation direction of the conveying drive wheel is consistent with the running direction of the vessel. A shock-absorbing spring 084 is installed in the inner cavity of the telescopic cylinder between the piston of the conveying drive wheel 079 and the steel box support rod 082. A limiting hole 081 is provided on the middle wall of the telescopic cylinder.

[0069] A downstream channel docking compartment 036 is located at the junction of the downstream channel 032 and the elevator tower. A tilting door 010 is hinged to the top of the downstream channel docking compartment 036 in the downstream channel water 033. The tilting door is controlled by a tilting door cylinder, the cylinder body of which is hinged to the top of the downstream channel docking compartment, and the telescopic rod of which is hinged to the tilting door. An upstream channel docking compartment 040 is located at the junction of the upstream channel 042 and the elevator tower. A tilting door 010 is hinged to the top of the upstream channel docking compartment 040 in the upstream channel water 041. The tilting door is controlled by a tilting door cylinder, the cylinder body of which is hinged to the top of the downstream channel docking compartment, and the telescopic rod of which is hinged to the tilting door.

[0070] like Figure 37 In Embodiment 2 shown, the winch 006 and the lifting wire rope 009 are removed. Only the fixed pulley 003 and the balancing wire rope 007 are used as the balancing system. The lifting chain 008 and the chain lifting driver 020 directly control the lifting of the bridge 043 and 044. This embodiment has the effect of low manufacturing cost and energy saving in engineering equipment. Other structures are the same as in Embodiment 1.

[0071] The foregoing description illustrates and describes several preferred embodiments of the present invention. However, as mentioned above, it should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, etc., and can be modified within the scope of the inventive concept described herein by means of the above teachings or the technology or knowledge in related fields, such as lengthening or widening the bridge and modifying the ship conveyor, for collision prevention and maintenance of parallel facilities, etc. Modifications and changes made by those skilled in the art that do not depart from the spirit and scope of the present invention should be within the protection scope of the appended claims.

Claims

1. A multi-compartment super ship lift, comprising a lifting tower with a lifting channel inside and bridge compartments disposed within the lifting channel, wherein a plurality of fixed pulleys are disposed on both sides of the lifting channel at the upper part of the lifting tower, the fixed pulleys being arranged along the direction of ship entry and exit, characterized in that: Each fixed pulley is equipped with a balancing steel wire rope. One end of the balancing steel wire rope is connected to the bridge car via a bridge car gravity sensor, and the other end is connected to a counterweight via a counterweight electronic crane scale. The bottom of each bridge car is equipped with a bridge car valve, and the bridge car is filled with floating water. The counterweight is equipped with a counterweight valve, and the counterweight is filled with balancing water. At least two bridge cars are arranged side-by-side on the same navigation facility axis within the lifting tower. The bridge cars are connected to each other via a bridge car docking compartment and a watertight compartment, and the waterway is controlled by a tilting door. Electronic crane scales are located on both sides of the lifting channel at the upper part of the lifting tower. Lifting chains are connected to the bottom of these electronic crane scales. The middle section of the lifting chain engages with a chain lifting drive located in the U-shaped keel of the bridge car crossbeam, and the bottom end of the lifting chain is connected to a reverse... An electronic crane scale is connected, and the reverse electronic crane scale is connected to a reverse tie rod fixedly installed on the foundation of the lifting tower; multiple U-shaped keels of the bridge car are spaced apart on both sides of the bridge car facing the tower wall; the chain lifting drive includes a main drive wheel and two auxiliary wheels disposed within the U-shaped keel of the bridge car crossbeam, the auxiliary wheels being respectively disposed above and below the main drive wheel, the three being arranged in a transverse isosceles triangle; the main drive wheel is driven by a motor and is equipped with a braking mechanism, and the auxiliary wheels are also equipped with braking mechanisms; a chain running guide rail is provided on the U-shaped keel of the bridge car crossbeam on the side where the main drive wheel and each of the auxiliary wheels mesh with the lifting chain, the shape of the chain running guide rail being respectively corresponding to the main drive wheel and each of the auxiliary wheels meshing with the lifting chain. The running path of the lifting chain is adapted to the side where it engages; the beginning end of the chain running guide rail of the upper auxiliary wheel is vertically upward and parallel to the lifting chain, and a short guide rail is vertically arranged on the other side of the chain segment here; the end end of the chain running guide rail of the lower auxiliary wheel is vertically downward and parallel to the lifting chain, and a short guide rail is vertically arranged on the other side of the chain segment here; each of the bridge carriages has corresponding slots spaced apart on its two opposing inner sides, and the slots contain steel boxes for installing the bridge carriage ship conveyor. The front section of the steel box for installing the bridge carriage ship conveyor is longitudinally open, and the rear section is a columnar box that is perpendicularly connected to the front section. The steel box for installing the bridge carriage ship conveyor contains the bridge carriage ship conveyor. The ship conveyor includes a telescopic cylinder, the middle and rear sections of which are installed in a cylindrical box. A conveying drive wheel is installed in the front end of the telescopic cylinder. The conveying drive wheel is installed in the longitudinal opening, and its rotation direction is consistent with the ship's running direction. A shock-absorbing spring is installed in the inner cavity of the telescopic cylinder between the piston of the steel box support rod and the rear of the conveying drive wheel. A limiting hole is provided on the middle wall of the telescopic cylinder. Mooring bollards are provided on the upper and lower sides of the conveying drive wheel at the front end of the telescopic cylinder. One side between the two adjacent bridge boxes is a bridge box docking compartment, and the other side is a bridge box watertight compartment. A tilting door is hinged on the top of each bridge box docking compartment and each bridge box watertight compartment, which is floating in the water. The tilting door is controlled by a tilting door cylinder to open and close.The bridge chamber's watertight compartment is equipped with an electric suction cup U-shaped seal. The U-shaped seal has a U-shaped cross-section, with both sides movably mounted within the side walls of the bridge chamber. The bottom edge of the U-shaped cross-section, facing the watertight compartment, has a groove. A telescopic cylinder is vertically connected to this groove. The cylinder body is fixed to the watertight compartment, and the telescopic rod is fixed to the groove of the electric suction cup U-shaped seal. A water-stop sealing strip is provided on the bottom edge of the electric suction cup U-shaped seal facing the connecting seam between the bridge chambers. On the same navigation facility axis within the lifting channel, the watertight compartments at the first bridge chamber exit and the last bridge chamber inlet are each hinged to a tilting door in the water above the floating bridge chamber. These tilting doors are controlled by a tilting door cylinder for opening and closing.

2. The multi-compartment super lift according to claim 1, characterized in that: Concave guide grooves are provided at intervals on both sides of the downstream and upstream channels. A channel guide is slidably installed in each concave guide groove. A channel vessel conveyor is arranged along the direction of ship operation in each channel guide. A channel guide amplitude regulating water is installed below the channel vessel conveyor in the channel guide. A channel guide valve is installed at the bottom of the guide.

3. The multi-compartment super lift according to claim 2, characterized in that: The waterway vessel conveyor includes a telescopic hydraulic cylinder, with a conveying drive wheel installed in the front end of the telescopic hydraulic cylinder. The rotation direction of the conveying drive wheel is consistent with the running direction of the vessel. A shock-absorbing spring is installed in the inner cavity of the telescopic hydraulic cylinder between the piston of the steel box support rod and the rear of the conveying drive wheel. A limiting hole is provided on the middle wall of the telescopic hydraulic cylinder.

4. The multi-compartment super lift according to claim 1, 2, or 3, characterized in that: Several winches are installed on both sides of the lifting channel at the upper part of the lifting tower. Each set of winches is matched with a fixed pulley. The lifting wire rope of the winch is connected to the bridge car through a winch gravity sensor.

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