Water entry deceleration control method for hydraulic ship lift

Abstract

The invention discloses a water entry deceleration control method for a hydraulic ship lift, which comprises the following steps: judging the distance s from a deck to the water surface in real time by using a radar liquid level meter, and when s is less than or equal to 6.1 m, controlling the opening degree of a water filling valve to start primary deceleration; when s is smaller than or equal to 0.85 m, the opening degree of the water filling valve is controlled to start second-stage speed reduction; and when s is smaller than or equal to 0.55 m, the opening degree of the water filling valve is controlled to start third-stage shutdown, and in the conversion from the first-stage speed reduction to the third-stage shutdown, the opening degree of the water filling valve is gradually reduced, and the water filling valve is closed during the third-stage shutdown. According to the water entry speed reduction control method for the hydraulic ship lift, the speed of the ship chamber can be stably reduced before the ship chamber enters the water, so that the ship chamber is prevented from entering the water at a high speed, and then the negative effects of casualties, equipment damage, economic losses and the like caused by flooding of the ship chamber are avoided.

Description

Technical Field

[0001] The invention relates to the technical field of ship lift equipment, and in particular to a water entry deceleration control method for a hydraulic ship lift. Background Art

[0002] A hydraulic ship lift is a device that changes the buoyancy of a counterweight buoy by adjusting the depth of the buoyancy of the buoy, and uses the difference between the weight of the cabin and the weight of the buoy to drive the cabin up and down. When the shaft is filled with water, the buoy rises and the cabin descends; when the shaft is drained, the buoy descends and the cabin rises.

[0003] In the related art, when the cabin of a hydraulic ship lift enters the water, it is often submerged due to excessive speed, resulting in casualties, equipment damage, economic losses, etc. Therefore, how to improve the stability of the cabin of a hydraulic ship lift entering the water has become an urgent problem to be solved. Summary of the invention

[0004] The technical problem to be solved by the present invention is that, in view of the defects and shortcomings of the prior art, a water-entry deceleration control method for a hydraulic ship lift is proposed, which can decelerate the ship compartment before it enters the water at high speed, so as to avoid adverse consequences such as casualties, equipment damage, economic losses, etc. caused by flooding of the ship compartment.

[0005] The water entry deceleration control method of a hydraulic ship lift according to an embodiment of the present invention comprises:

[0006] Use the radar level gauge to determine the distance s between the deck and the water surface in real time;

[0007] When s is less than or equal to 6.1m, the water filling valve opening is controlled to start the first stage of deceleration;

[0008] When s is less than or equal to 0.85m, the water filling valve opening is controlled to start the secondary deceleration;

[0009] When s is less than or equal to 0.55 m, the opening of the water filling valve is controlled to start the third-level shutdown, and in the conversion from the first-level deceleration to the third-level shutdown, the opening of the water filling valve is gradually reduced and closed at the third-level shutdown.

[0010] The water entry deceleration control method of a hydraulic ship lift in an embodiment of the present invention utilizes a radar level meter to determine in real time the distance between the deck and the water surface, and sequentially activates the first-stage deceleration, the second-stage deceleration and the third-stage shutdown according to the distance, thereby steadily reducing the speed of the ship compartment before it enters the water, so as to avoid the ship compartment from entering the water at a high speed, thereby avoiding adverse consequences such as casualties, equipment damage, and economic losses caused by flooding of the ship compartment.

[0011] In some embodiments, the water entry deceleration control method for a hydraulic ship lift further includes:

[0012] Determine the descent speed of the ship and classify it into super fast descent, fast descent, medium speed descent and slow descent;

[0013] When starting each level of deceleration, the water filling valve is controlled to the corresponding opening according to different downward states.

[0014] In some embodiments, controlling the opening of the water filling valve to start the first-stage deceleration includes:

[0015] When the hull is descending at an ultra-fast speed, the opening of the No. 1 filling valve is controlled to be 55%, and the opening of the No. 2 filling valve is controlled to be 50%; when the hull is descending at a fast speed, the opening of the No. 1 filling valve is controlled to be 44%, and the opening of the No. 2 filling valve is controlled to be 44%; when the hull is descending at a medium speed, the opening of the No. 1 filling valve is controlled to be 44%, and the opening of the No. 2 filling valve is controlled to be 44%; when the hull is descending at a slow speed, the opening of the No. 1 filling valve is controlled to be 44%, and the opening of the No. 2 filling valve is controlled to be 41%.

[0016] In some embodiments, the hydraulic ship lift water entry deceleration control method also includes: starting timing and recording the opening of the No. 1 filling valve and the No. 2 filling valve when starting the first stage deceleration. If the opening of the two filling valves is greater than 46% after 20 seconds, all filling valves are closed.

[0017] In some embodiments, controlling the opening of the water filling valve to start the secondary deceleration includes:

[0018] When the hull is descending at an ultra-fast speed, fast speed, medium speed or slow speed, the opening degrees of the No. 1 filling valve and the No. 2 flushing valve are controlled to be 30%.

[0019] In some embodiments, the hydraulic ship lift water entry deceleration control method also includes: starting timing and recording the opening of the No. 1 filling valve and the No. 2 filling valve when starting the secondary deceleration. If the opening of the two filling valves is greater than 32% after 20 seconds, all filling valves are closed.

[0020] In some embodiments, controlling the filling valve opening to initiate the third-level shutdown includes: initiating a rapid shutdown process, closing all filling valves, and lowering the upstream emergency gate and the downstream emergency gate to cut off the water connection between the ship lift and the upstream and downstream.

[0021] In some embodiments, an electrode level gauge is added, which is used to send out three switch quantities according to the height of the deck from the water surface, and the three switch quantities are used as the basis for judging the first-stage deceleration, the second-stage deceleration and the third-stage shutdown respectively.

[0022] In some embodiments, when the deck is 5.5m away from the water surface, the electrode type liquid level gauge sends a switch value as a basis for starting the first level deceleration; when the deck is 0.2m away from the water surface, the electrode type liquid level gauge sends a switch value as a basis for starting the second level deceleration; when the water overflows the drainage hole of the cabin and goes up 0.15m, the electrode type liquid level gauge sends a switch value as a basis for starting the third level shutdown. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a flow chart of a method for controlling water entry deceleration of a hydraulic ship lift according to an embodiment of the present invention.

[0024] Figure 2 It is a schematic structural diagram of a hydraulic ship lift according to an embodiment of the present invention.

[0025] Reference numerals:

[0026] Vertical shaft 1, buoy 2, cabin 3, water supply pipe 4, water filling valve 5, No. 1 water filling valve 51, No. 2 water filling valve 52. DETAILED DESCRIPTION

[0027] Embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0028] like Figure 1 As shown, the water entry deceleration control method of a hydraulic ship lift according to an embodiment of the present invention includes:

[0029] Use the radar level gauge to determine the distance s between the deck and the water surface in real time;

[0030] When s is less than or equal to 6.1 m, the opening of the water filling valve 5 is controlled to start the first stage of deceleration;

[0031] When s is less than or equal to 0.85m, the opening of the water filling valve 5 is controlled to start the second-stage deceleration;

[0032] When s is less than or equal to 0.55 m, the opening of the water filling valve 5 is controlled to start the third-level shutdown, and in the conversion from the first-level deceleration to the third-level shutdown, the opening of the water filling valve 5 is gradually reduced and closed at the third-level shutdown.

[0033] That is to say, the control method of the present application can add a deceleration process to the process of the cabin 3 entering the water to reduce the speed of entering the water and avoid the flooding problem caused by high-speed entering the water. The deceleration structure is designed in a step manner, so that the deceleration process of the cabin 3 tends to be stable.

[0034] The water entry deceleration control method of the hydraulic ship lift in the embodiment of the present invention uses a radar level meter to judge the distance between the deck and the water surface in real time, and starts the first deceleration, the second deceleration and the third stop in sequence according to the distance, and then steadily reduces the speed of the cabin 3 before it enters the water, so as to avoid the cabin 3 entering the water at a high speed, and thus avoid the adverse consequences such as casualties, equipment damage, economic losses, etc. caused by the flooding of the cabin 3.

[0035] Furthermore, the water entry deceleration control method of the hydraulic ship lift also includes: judging the descent speed of the ship body and dividing it into ultra-fast descent, fast descent, medium-speed descent and slow descent; when starting each level of deceleration, according to different descent states, controlling the water filling valve 5 to a corresponding opening.

[0036] It should be noted that before starting the first level of deceleration, it is necessary to first determine the speed of the downward movement of the cabin 3 at this time, and then control the opening of the water filling valve 5 accordingly to achieve the purpose of smoothly reducing the speed. Specifically, the downward speed of the hull can be divided into four levels, namely ultra-fast downward movement, fast downward movement, medium-speed downward movement and slow downward movement. The inventor has found through experiments that when the hull is descending at an ultra-fast speed, the opening of the No. 1 water filling valve 51 is controlled to be 55%, and the opening of the No. 2 water filling valve 52 is controlled to be 50%, the cabin 3 can be smoothly decelerated.

[0037] When the hull is rapidly descending, the opening of the No. 1 filling valve 51 is controlled to be 44%, and the opening of the No. 2 filling valve 52 is controlled to be 44%, and the cabin 3 can be decelerated smoothly.

[0038] When the ship is descending at a medium speed, the opening of the No. 1 filling valve 51 is controlled to be 44%, and the opening of the No. 2 filling valve 52 is controlled to be 44%; when the ship is descending at a slow speed, the opening of the No. 1 filling valve 51 is controlled to be 44%, and the opening of the No. 2 filling valve 52 is controlled to be 41%, and the cabin 3 can slow down smoothly.

[0039] Furthermore, when the first-stage deceleration is started, the timing is started and the opening of the No. 1 filling valve 51 and the No. 2 filling valve 52 is recorded. If the opening of the two filling valves 5 is greater than 46% after 20 seconds, all the filling valves 5 are closed. It should be noted that the filling valve 5 itself may not be in accordance with the instruction due to the failure of the action mechanism or the failure of the opening sensor. In this case, monitoring the opening of the filling valve 5 can timely avoid the adverse consequences caused by the above problems. Specifically, the inventor of the present application found that if the opening of the filling valve 5 is greater than 46% and lasts for 20 seconds, the cabin 3 is at risk of being directly submerged in water. At this time, the filling valve 5 should be closed and the ship lift should be operated again after the problem is solved.

[0040] Further, controlling the opening of the filling valve 5 to start the second-stage deceleration includes: when the hull is descending at an ultra-fast speed, fast speed, medium speed or slow speed, controlling the opening of the first filling valve 51 and the second filling valve 52 to be 30%. In other words, when the cabin 3 descends to the second-stage deceleration starting point, it is not necessary to consider the descending speed of the cabin 3 at this time, and uniformly controlling the opening of the filling valve 5 to be 30% can meet the deceleration demand.

[0041] Furthermore, when the secondary deceleration is started, the timing is started and the opening of the No. 1 filling valve 51 and the No. 2 filling valve 52 is recorded. If the opening of the two filling valves 5 is greater than 32% after 20 seconds, all the filling valves 5 are closed. In other words, if the opening of the filling valve 5 is greater than 32% and lasts for more than 20 seconds, the filling valve 5 is forcibly closed to prevent the cabin 3 from directly entering the water.

[0042] Further, controlling the opening of the water filling valve 5 to start the third-level shutdown includes: starting a rapid shutdown process, closing all water filling valves 5, and lowering the upstream emergency gate and the downstream emergency gate to cut off the water connection between the ship lift and the upstream and downstream.

[0043] In some embodiments, an electrode level gauge is added, and the electrode level gauge is used to send out three switch quantities according to the height of the deck from the water surface, and the three switch quantities are used as the basis for judging the first-stage deceleration, the second-stage deceleration and the third-stage shutdown. In other words, in addition to using the radar level gauge to provide the basis for starting deceleration, the present application can also use the electrode level gauge to give three switch quantities to start three deceleration states, so as to achieve double protection of system operation. For example, when a single level gauge fails and cannot be reported, the normal operation of the other level gauge can ensure the reliability of deceleration control.

[0044] Specifically, when the deck is 5.5m away from the water surface, the electrode level gauge sends a switch value as a basis for starting the first level deceleration; when the deck is 0.2m away from the water surface, the electrode level gauge sends a switch value as a basis for starting the second level deceleration; when the water overflows the drainage holes in the cabin 3 and goes up 0.15m, the electrode level gauge sends a switch value as a basis for starting the third level shutdown.

[0045] The water entry control method of the hydraulic ship lift of the present application can be applied to common ship lifts, such as Figure 2 As shown, the hydraulic ship lift includes a shaft 1, a buoy 2, a cabin 3 and a water supply pipe 4. The bottoms of the shafts 1 on both sides are connected to the water supply pipe 4. A filling valve 5 is provided on one side of the water supply pipe 4, and a drain valve 6 is provided on the other side. The filling valve 5 is opened when the cabin 3 enters the water, and the drain valve 6 is opened when the ship is lifted.

[0046] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0047] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0048] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0049] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0050] In the present invention, the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0051] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A method for controlling the deceleration of a hydraulic ship lift when entering water, characterized in that: include: Use the radar level gauge to determine the distance s between the deck and the water surface in real time; When s is less than or equal to 6.1m, the water filling valve opening is controlled to start the first stage of deceleration; When s is less than or equal to 0.85m, the water filling valve opening is controlled to start the secondary deceleration; When s is less than or equal to 0.55 m, the opening of the water filling valve is controlled to start the third-level shutdown, and in the conversion from the first-level deceleration to the third-level shutdown, the opening of the water filling valve is gradually reduced and closed at the third-level shutdown.

2. The method for controlling the water entry deceleration of a hydraulic ship lift according to claim 1, characterized in that: Also includes: Determine the descent speed of the ship and classify it into super fast descent, fast descent, medium speed descent and slow descent; When starting each level of deceleration, the water filling valve is controlled to the corresponding opening according to different downward states.

3. The method for controlling the water entry deceleration of a hydraulic ship lift according to claim 2, characterized in that: The controlling of the water filling valve opening to start the first-stage deceleration comprises: When the hull is descending at an ultra-fast speed, the opening of the No. 1 filling valve is controlled to be 55%, and the opening of the No. 2 filling valve is controlled to be 50%; when the hull is descending at a fast speed, the opening of the No. 1 filling valve is controlled to be 44%, and the opening of the No. 2 filling valve is controlled to be 44%; when the hull is descending at a medium speed, the opening of the No. 1 filling valve is controlled to be 44%, and the opening of the No. 2 filling valve is controlled to be 44%; when the hull is descending at a slow speed, the opening of the No. 1 filling valve is controlled to be 44%, and the opening of the No. 2 filling valve is controlled to be 41%.

4. The method for controlling water entry deceleration of a hydraulic ship lift according to claim 3, characterized in that: Also includes: When the first-stage deceleration is started, the timing is started and the opening of the No. 1 filling valve and the No. 2 filling valve is recorded. If the opening of the two filling valves is greater than 46% after 20 seconds, all the filling valves are closed.

5. The method for controlling the water entry deceleration of a hydraulic ship lift according to claim 2, characterized in that: The controlling of the water filling valve opening to start the secondary deceleration comprises: When the hull is descending at an ultra-fast speed, fast speed, medium speed or slow speed, the opening degrees of the No. 1 filling valve and the No. 2 flushing valve are controlled to be 30%.

6. The method for controlling the water entry deceleration of a hydraulic ship lift according to claim 5, characterized in that: Also includes: When the secondary deceleration is started, start timing and record the opening of the No. 1 filling valve and the No. 2 filling valve. If the opening of the two filling valves is greater than 32% after 20 seconds, close all the filling valves.

7. The method for controlling the water entry deceleration of a hydraulic ship lift according to claim 1, characterized in that: The control of the water filling valve opening to start the three-level shutdown includes: starting a rapid shutdown process, closing all water filling valves, and lowering the upstream emergency gate and the downstream emergency gate to cut off the water connection between the ship lift and the upstream and downstream.

8. The method for controlling water entry deceleration of a hydraulic ship lift according to claim 1, characterized in that: An electrode type liquid level gauge is added, which uses the electrode type liquid level gauge to send out three switch quantities according to the height of the deck from the water surface. The three switch quantities are used as the basis for judging the first-level deceleration, the second-level deceleration and the third-level shutdown respectively.

9. The method for controlling water entry deceleration of a hydraulic ship lift according to claim 8, characterized in that: When the deck is 5.5m away from the water surface, the electrode type liquid level gauge sends a switch value as a basis for starting the first level deceleration; when the deck is 0.2m away from the water surface, the electrode type liquid level gauge sends a switch value as a basis for starting the second level deceleration; when the water overflows the drainage hole of the cabin and goes up 0.15m, the electrode type liquid level gauge sends a switch value as a basis for starting the third level shutdown.

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