A ship lock anti-collision device and method for dynamically loaded friction braking energy dissipation

Abstract

The present invention provides a ship lock anti-collision device and method for dynamic loading friction braking energy dissipation, the device comprises a lifting mechanism, a braking mechanism, an arresting mechanism and a steering mechanism; the lifting mechanism comprises a motor, a transmission mechanism, a drum, and a steel wire rope wound on the drum, and the arresting mechanism is moved to a preset height for arresting by the steel wire rope; the arresting mechanism comprises a lower steel wire rope and an upper steel wire rope arranged vertically parallel to the steering mechanism; the lower steel wire rope and the upper steel wire rope are fixed at the steel wire rope joint after passing through the steering mechanism and connected with the steel wire rope of the lifting mechanism, and the steering mechanism is used to guide the steel wire rope of the lifting mechanism in the vertical direction to be parallel to the lower steel wire rope and the upper steel wire rope of the arresting mechanism; the braking mechanism comprises a brake disc arranged on the drum and a brake disc brake installed on both sides of the brake disc. The present invention can solve the technical problems of the anti-collision device in the existing technical solution, such as complex structure, complicated arrangement, and insufficient arresting performance.

Description

Technical Field

[0001] The invention relates to the field of ship lock anti-collision devices, in particular to a ship lock anti-collision device and method for dynamically loading friction braking energy dissipation. Background Art

[0002] The ship lock is an important hydraulic engineering facility that ensures the smooth passage of ships by controlling water level changes. It plays an important role in rivers, canals and other water bodies, providing a strong guarantee for the smooth flow of water traffic. The ship lock is usually equipped with an anti-collision device at the head of the lock, which plays a role in blocking ships, absorbing impact energy and slowing down ships in the event of an accident. This device not only improves the safety of ships passing through the ship lock, but also reduces the economic losses and risks of suspension of navigation caused by collision accidents.

[0003] At present, a number of ship lock anti-collision technologies have been made public and applied in actual engineering projects. For example, the anti-collision device of the Three Gorges permanent ship lock adopts a steel wire rope hinged with the lifting frame, and uses the elastic deformation of the steel wire rope to intercept the ship. However, the anti-collision ability of the device is limited, and it is difficult to meet the defense conditions of high-speed and large-tonnage stalled ships; for example, the anti-collision device of the Gezhouba ship lock converts the kinetic energy of the ship impact into heat energy through a steel wire rope connected to the hydraulic buffer cylinder, but the hydraulic cylinder in this scheme is large in size, which increases the difficulty of the overall layout of the scheme; in addition, the Guangxi Changzhou hub ship lock adopts a gravity energy dissipation anti-collision method, which intercepts the ship through the anchor chain and converts the kinetic energy into the potential energy of the counterweight combined with the transmission mechanism on both sides. However, the transmission structure and work flow of this scheme are relatively complex, which increases the risk of failure in operation and is not conducive to maintenance and inspection.

[0004] The present invention aims to solve the common problems existing in the prior art solutions and proposes a ship lock anti-collision device and method with simple structure, compact arrangement, high safety and high interception performance. Summary of the invention

[0005] The purpose of the present invention is to provide a ship lock anti-collision device and method with dynamic loading friction braking and energy dissipation, so as to solve the technical problems of the existing technical solutions such as complex structure, complicated arrangement and insufficient interception performance of the anti-collision device.

[0006] A ship lock anti-collision device with dynamic loading friction braking and energy dissipation, comprising a lifting mechanism, a braking mechanism, an arresting mechanism and a steering mechanism;

[0007] The lifting mechanism is symmetrically arranged on the top of the gate chamber, and includes a motor, a transmission mechanism, a drum, and a steel wire rope wound on the drum. The motor drives the drum to rotate through the transmission mechanism, and then moves the blocking mechanism to a preset height through the steel wire rope for blocking.

[0008] The arresting mechanism comprises a lower end steel wire rope and an upper end steel wire rope arranged vertically parallel to the steering mechanism;

[0009] The steering mechanism is installed in the lifting wells on both sides of the lock chamber. The lower end wire rope and the upper end wire rope are fixed at the wire rope joint after passing through the steering mechanism and connected with the wire rope of the lifting mechanism.

[0010] The steering mechanism is used to guide the steel wire rope of the lifting mechanism in the vertical direction to be parallel to the lower steel wire rope and the upper steel wire rope of the arresting mechanism, so as to prevent the stalled ship from vertically colliding;

[0011] The braking mechanism includes a brake disc arranged on a drum and brake disc brakes installed on both sides of the brake disc. When the ship stalls and collides with the anti-collision device, the steel wire rope of the lifting mechanism drives the drum to rotate under the action of tension, and the brake disc brake clamps the brake disc to provide friction. During the rotation of the drum, the friction work is converted into heat energy, and the kinetic energy of the stalled ship is completely absorbed within a preset stroke.

[0012] Furthermore, the transmission mechanism of the transmission mechanism lifting mechanism includes a large gear, a reel shaft, a motor, a reducer, a coupling, a pinion shaft, a pinion bracket, and a pinion. The motor is connected to the high-speed end of the reducer, and the low-speed end of the reducer is connected to the pinion shaft through a coupling. The pinion shaft is installed on the pinion bracket, and a pinion is provided on the pinion shaft. The large gear installed on the reel is meshed with the pinion, and the large gear is coaxial with the reel. The reel is installed on the reel bracket through the reel shaft.

[0013] Furthermore, a motor brake is provided between the motor and the reducer, and the motor brake is used for braking the motor.

[0014] Furthermore, the steering mechanism includes a lower wire rope limiting cover plate and an upper wire rope limiting cover plate located at the top, a lower wire rope steering cavity and an upper wire rope steering cavity respectively connected to the lower wire rope limiting cover plate and the upper wire rope limiting cover plate; the lower wire rope steering cavity is provided with a first wire rope groove, a lower wire rope steering knuckle and a lower wire rope guide groove, and the upper wire rope steering cavity is provided with a second wire rope groove, an upper wire rope steering knuckle and an upper wire rope guide groove; the lower wire rope passes through the lower wire rope limiting cover plate and the first wire rope groove, passes through the lower wire rope guide groove after being turned 90° by the lower wire rope steering knuckle, and the upper wire rope passes through the upper wire rope limiting cover plate and the wire rope groove, passes through the upper wire rope guide groove after being turned 90° by the upper wire rope steering knuckle.

[0015] Furthermore, support blocks are provided on the left and right sides of the steering mechanism, which are aligned with the embedded parts in the lifting shaft, so as to ensure that the steering mechanism forms support with the embedded parts when hit by a ship, and transmit the impact load to the concrete structure in the lifting shaft.

[0016] Furthermore, guide wheels are provided on the front and rear sides of the steering mechanism, which are aligned with the rear embedded parts in the lifting shaft and are used for guiding the steering mechanism during the vertical lifting process.

[0017] Furthermore, a water level sensor is provided at the bottom of the steering mechanism for real-time monitoring of position information of the steering mechanism.

[0018] A ship lock anti-collision method with dynamic loading friction braking and energy dissipation is implemented by using the above device, and the method comprises the following steps:

[0019] Before the ship enters the lock chamber, the lifting mechanism drives the drum to rotate through the motor to drive the wire rope to lift the arresting mechanism. The water level sensor reading set on the steering mechanism controls the arresting mechanism to reach the preset arresting height. The brake disc brake clamps the brake disc, and the motor brake clamps the motor end. The upper and lower wire ropes of the arresting mechanism are tensioned by the gravity of the steering mechanisms on both sides of the lock chamber to cope with the impact of the stalled ship.

[0020] If there is no ship collision accident, the brake disc brake will be disengaged from the brake disc before the gate opens, and the motor brake will be disengaged from the motor end. The motor drives the drum to rotate and drives the wire rope to wind out of the drum, lowering the steering mechanism and arresting mechanism to the bottom of the lock chamber, providing sufficient water depth for ships to navigate;

[0021] When a ship collision accident occurs and the stalled ship hits the arresting system, the upper wire rope and the lower wire rope of the arresting mechanism are displaced in the direction of the ship collision. The ship impact force is converted into wire rope tension to drive the drum to rotate. The brake disc brake clamps the brake disc to provide friction. During the rotation of the drum, the friction work is converted into heat energy, which completely absorbs the kinetic energy of the stalled ship within the preset stroke.

[0022] Compared with the prior art solutions, the present invention has the following advantages:

[0023] 1. The present invention provides a ship lock anti-collision device and method for dynamic loading friction braking energy dissipation, which has a clear principle and a feasible technical solution. It consists of a lifting mechanism, a braking mechanism, an arresting mechanism and a steering mechanism, has a simple structure and high economy.

[0024] 2. The double steel wire arresting scheme provided by the present invention can adapt to the arresting of ships with different bow shapes and the arresting conditions of different ship types. Taking the arresting condition of a bulbous bow ship as an example, compared with the arresting point of a single steel wire rope located at the lower hemisphere of the bulbous bow, the steel wire rope will slide to the bottom of the ship and lose its arresting ability. The double steel wire rope arresting scheme of the present invention arranges two steel wire ropes in parallel in the height direction. When the lower end steel wire rope fails to arrest, the upper end steel wire rope can still provide braking force.

[0025] 3. The lifting method of the arresting mechanism provided by the present invention can prevent the navigation water level conditions at any height in the lock chamber to adapt to the large water level fluctuation caused by the change of the flow in the basin. At the same time, the technical solution is compactly arranged, does not involve counterweights and corresponding auxiliary devices, greatly reduces the space required for the arrangement, and can be directly applied to existing ship locks of various types and sizes.

[0026] 4. The technical solution provided by the present invention can improve the brake work efficiency by adjusting the brake disc brake sequential braking force output setting, that is, loading a lower friction force in the initial stage, and gradually increasing the friction force with the displacement of the wire rope. Compared with loading a constant braking force, it can significantly reduce the maximum impact load on the wire rope and the brake disc brake, and improve the safety and reliability of the system. At the same time, the flexible action between the arresting mechanism and the ship, and the brake disc brake outputs a segmented braking force, which can adapt to various collision accident conditions from low-speed and small tonnage to high-speed and large tonnage. The overall solution has high safety and stable interception, which ensures both the safety of the ship and the safety of the gate. The friction force provided by the brake disc brake is equivalent to work along the direction of the wire rope tension after steering. In the initial stage of the collision, the angle θ between the wire rope and the initial position is small, and the component force of the ship's impact force reaction force (arresting force) along the direction of the wire rope tension is small, so the friction work efficiency is low. Therefore, loading a lower friction force in the initial stage and gradually increasing the friction force with the wire rope angle θ can improve the friction brake work efficiency. Compared with loading a constant braking force, the impact load on the wire rope and the brake can be reduced, thereby improving the safety and reliability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a schematic structural diagram of a ship lock anti-collision device with dynamic loading friction braking and energy dissipation according to an embodiment of the present invention;

[0028] Figure 2 It is a structural schematic diagram of the lifting mechanism and the braking mechanism of the present invention;

[0029] Figure 3 It is a structural schematic diagram of the steering mechanism and the blocking mechanism of the present invention;

[0030] Figure 4 It is a structural schematic diagram of the lifting shaft of the present invention;

[0031] Figure 5 This is a schematic diagram of the braking force loading of the present invention.

[0032] The reference numerals in the figures are as follows:

[0033] 101- braking mechanism; 102- lifting mechanism; 103- arresting mechanism; 104- steering mechanism;

[0034] 201-first brake disc brake; 202-reel bracket; 203-brake disc; 204-second brake disc brake; 205-reel; 206-large gear; 207-reel shaft; 208-motor; 209-motor brake; 210-reducer; 211-coupling; 212-pinion shaft; 213-pinion bracket; 214-pinion; 215-wire rope;

[0035] 301-lower end wire rope; 302-lower end wire rope limit cover plate; 303-upper end wire rope; 304-upper end wire rope limit cover plate; 305-upper end wire rope steering; 306-upper end wire rope guide groove; 307-lower end wire rope guide groove; 308-water level sensor; 309-lower end wire rope steering; 310-wire rope groove; 311-support block; 312-guide wheel;

[0036] 401-embedded parts; 402-concrete structure; 403-post-embedded parts. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. 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.

[0038] like Figures 1 to 3 As shown, an embodiment of the present invention provides a ship lock anti-collision device with dynamic loading friction braking and energy dissipation, including a braking mechanism 101, a lifting mechanism 102, an arresting mechanism 103 and a steering mechanism 103.

[0039] The braking mechanism 101 and the lifting mechanism 102 are symmetrically arranged at the top of the gate chamber, the steering mechanism 103 is symmetrically arranged in the lifting shafts at the left and right ends of the gate chamber, and the lifting mechanism 102 is connected to the steering mechanism 103 and the blocking mechanism 104 through a steel wire rope 215.

[0040] like Figure 2As shown, the lifting mechanism includes a drum 205, a large gear 206, a drum shaft 207, a motor 208, a motor brake 209, a reducer 210, a coupling 211, a pinion shaft 212, a pinion support 213, a pinion 214 and a wire rope 215. The motor 208 is connected to the high-speed end of the reducer 210, and a motor brake 209 is provided therebetween for braking the motor 208. The low-speed end of the reducer 210 is connected to the pinion shaft 212 through the coupling 211, the pinion shaft 212 is mounted on the pinion support 213, the pinion shaft 212 is provided with a pinion 214, the large gear 206 mounted on the drum 205 is meshed with the pinion 214, the large gear 206 is coaxial with the drum 205, the drum 205 is mounted on the drum support 202 through the drum shaft 207, and the wire rope 215 is wound on the drum 205.

[0041] The brake mechanism 101 includes a brake disc 203 disposed on one side of the drum shaft 207 and a brake group I 201 and a brake group II 204 symmetrically disposed on the brake disc 203 along the drum shaft 207. The brake mechanism 101 is used for lifting the arresting mechanism 104 and braking in accident conditions.

[0042] like Figure 3 As shown, the arresting mechanism 104 includes a lower wire rope 301 and an upper wire rope 303 arranged in parallel inside the steering mechanism 10, which are used to arrest the stalled ship. The steering mechanism 103 is symmetrically installed in the lifting wells on both sides of the lock chamber, as shown in FIG. Figure 4 The steel wire rope 215 in the lifting mechanism 102 is connected to the lower steel wire rope 301 and the upper steel wire rope 303 through a steel wire rope joint, and is used to lift the steering mechanism 103 and the arresting mechanism 104.

[0043] The steering mechanism 10 is a shell structure, including a lower wire rope limiting cover plate 302, an upper wire rope limiting cover plate 304, and a lower wire rope steering cavity and an upper wire rope steering cavity respectively connected to the lower wire rope limiting cover plate 302 and the upper wire rope limiting cover plate 304. The lower wire rope limiting cover plate 302 and the upper wire rope limiting cover plate 304 can limit the vertical movement of the wire rope. The lower wire rope limiting cover plate 302 is arranged outside the upper wire rope limiting cover plate 304.

[0044] The lower wire rope steering cavity is provided with a wire rope groove 310, a lower wire rope steering knuckle 309 and a lower wire rope guide groove 307, and the upper wire rope steering cavity is provided with a wire rope groove 310, an upper wire rope steering knuckle 305 and an upper wire rope guide groove 306. The lower wire rope 301 passes through the lower wire rope limiting cover plate 302 and the wire rope groove 310, passes through the lower wire rope steering knuckle 309 after turning 90°, and passes through the lower wire rope guide groove 307. The upper wire rope 303 passes through the upper wire rope limiting cover plate 304 and the wire rope groove 310, passes through the upper wire rope steering knuckle 305 after turning 90°, and passes through the upper wire rope guide groove 306. The lower wire rope guide groove 307 and the upper wire rope guide groove 306 are used to limit the movement of the wire rope after the ship hits.

[0045] The steering mechanism 103 is provided with support blocks 311 on the left and right sides, aligned with the embedded parts 401 in the lifting shaft, to ensure that the steering mechanism 103 is supported by the embedded parts 401 when hit by a ship, and the impact load is transmitted to the concrete structure 402. The steering mechanism 103 is provided with guide wheels 312 on the front and rear sides, aligned with the rear embedded parts 403 in the lifting shaft, and used for guiding the steering mechanism 103 during the vertical lifting process. A water level sensor 308 (such as Figure 3 As shown), it is used to monitor the position information of the steering mechanism 103 in real time.

[0046] Preferably, the brake disc brake has multiple groups, one group of brake disc brakes provides a fixed clamping force of 1.2 times the total weight of the equipment, and the remaining brake groups can output sequential braking force. In the initial stage of ship collision, due to the small displacement of the wire rope, the component of the wire rope tension in the direction of ship collision is small, and the braking efficiency is low. In this stage, a small positive pressure is loaded by one group of brake disc brakes. When the ship collision begins to displace, the remaining brake disc brake groups begin to gradually apply braking force until the braking force reaches the peak value when the preset stroke is reached.

[0047] In order to illustrate the implementation method of the present invention, the embodiment of the present invention takes the example of setting two sets of brakes. The technical solution of using two or more sets of brakes should also fall within the scope of the claims of the present invention.

[0048] In the initial state of the anti-collision device, the steering mechanism 103 is located at the bottom of the lifting shaft, and the blocking mechanism 104 is located at the bottom of the lock chamber.

[0049] Under the blocking preparation condition, the anti-collision device reaches the preset position to deal with possible collision accidents. The lifting mechanism 102 drives the transmission system through the motor 208 to drive the drum 205 to rotate and lift the steering mechanism 103 and the blocking mechanism 104. When the water level sensor 308 detects that the steering mechanism 103 reaches the preset height, the motor brake 209 brakes, the motor 208 stops driving, and the brake group I 201 brakes. Under the gravity of the steering mechanism 103, the lower end wire rope 301 and the upper end wire rope 303 in the steering mechanism 103 are tensioned to deal with ship collisions. The brake group I 201 provides a braking force of 1.2 times the total weight of the anti-collision device to prevent the steering mechanism 103 and the blocking mechanism 104 from sliding down in the absence of accidents.

[0050] Under accident conditions, the ship stalls and hits the anti-collision device. The lower wire rope 301 and the upper wire rope 303 of the arresting mechanism 104 are stretched under the impact of the ship, and the wire rope 215 of the lifting mechanism 102 drives the drum 205 to rotate under the tension. The brake group I 201 and the brake group II 203 clamp the brake disc 203 to provide friction. During the rotation of the drum 205, the brake group I 201 and the brake group II 203 provide friction work and convert it into heat energy, completely absorbing the kinetic energy of the stalled ship within the preset stroke.

[0051] The specific braking force loading method of the brake assembly is as follows: Figure 5 As shown, taking the preset displacement of 16 meters for ship interception as an example, brake group I 201 provides a constant braking force to balance the gravity of the steering mechanism 103 and the arresting mechanism 104. Brake group II 203 provides a braking force with a timed output, and starts to apply the braking force from the initial stage of displacement caused by ship collision. As the displacement of the ship increases, the output braking force gradually increases, and the stalled ship is arrested within the preset travel range. Since the tension of the wire rope 215 in the direction of ship collision is relatively small in the initial stage of ship collision displacement, the braking force work efficiency is low. As the displacement of the ship increases, the tension of the wire rope in the direction of ship collision gradually increases, and the braking force work efficiency gradually increases. The braking force loading scheme that matches the braking force with the braking efficiency can make full use of the braking capacity of the brake and achieve stable ship arrest under the premise of ensuring that the hull is not damaged. At the same time, the lower end wire rope 301 and the upper end wire rope 303 of the arresting mechanism 104 are arranged in parallel to cope with the collision of ships with different bow shapes, reducing the risk of slippage and arrest failure of a single wire rope, such as "bulb nose type", "upright type", "forward tilt type", "shear type", etc. The total braking force of the brake can be adjusted according to the tonnage and speed of the stalled ship to be intercepted. The device can achieve safe interception for ships with different bow shapes, different displacements, and sailing speeds.

[0052] Under normal navigation conditions, the anti-collision device withdraws from the blocking position and the ship leaves the lock chamber. The motor brake 209 stops braking, the brake group I 201 and the brake group II 203 stop braking, and the motor 208 drives the transmission system to drive the drum 205 to rotate, so that the steering mechanism 103 descends to the bottom of the lifting shaft, and the blocking mechanism 104 descends to the bottom of the lock chamber. The navigation space of the ship does not interfere with the anti-collision device, ensuring the normal navigation of the ship.

[0053] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A ship lock anti-collision device with dynamic loading friction braking and energy dissipation, characterized in that: Including lifting mechanism, braking mechanism, arresting mechanism and steering mechanism; The lifting mechanism is symmetrically arranged on the top of the gate chamber, and includes a motor, a transmission mechanism, a drum, and a steel wire rope wound on the drum. The motor drives the drum to rotate through the transmission mechanism, and then moves the blocking mechanism to a preset height through the steel wire rope for blocking. The arresting mechanism comprises a lower end steel wire rope and an upper end steel wire rope arranged vertically parallel to the steering mechanism; The steering mechanism is installed in the lifting wells on both sides of the lock chamber. The lower end wire rope and the upper end wire rope are fixed at the wire rope joint after passing through the steering mechanism and connected with the wire rope of the lifting mechanism. The steering mechanism is used to guide the steel wire rope of the lifting mechanism in the vertical direction to be parallel to the lower steel wire rope and the upper steel wire rope of the arresting mechanism, so as to prevent the stalled ship from vertically colliding; The braking mechanism includes a brake disc arranged on the drum and brake disc brakes installed on both sides of the brake disc. When the ship stalls and collides with the anti-collision device, the wire rope of the lifting mechanism drives the drum to rotate under the action of tension, and the brake disc brake clamps the brake disc to provide friction. During the rotation of the drum, the friction work is converted into heat energy, and the kinetic energy of the stalled ship is completely absorbed within a preset stroke. The steering mechanism comprises a lower wire rope limiting cover plate and an upper wire rope limiting cover plate located at the top, a lower wire rope steering cavity and an upper wire rope steering cavity respectively connected with the lower wire rope limiting cover plate and the upper wire rope limiting cover plate; a first wire rope groove, a lower wire rope steering knuckle and a lower wire rope guide groove are provided in the lower wire rope steering cavity, and a second wire rope groove, an upper wire rope steering knuckle and an upper wire rope guide groove are provided in the upper wire rope steering cavity; the lower wire rope passes through the lower wire rope limiting cover plate and the first wire rope groove, passes through the lower wire rope guide groove after being turned 90° by the lower wire rope steering knuckle, and the upper wire rope passes through the upper wire rope limiting cover plate and the wire rope groove, passes through the upper wire rope guide groove after being turned 90° by the upper wire rope steering knuckle; The brake disc brake has multiple groups of settings, one group of brake disc brakes provides a fixed clamping force, and the remaining brake groups output sequential braking force. The braking force is applied from the initial stage of displacement caused by ship collision, and the output braking force is gradually increased as the ship displacement increases, so as to arrest the stalled ship within the preset travel range.

2. The ship lock anti-collision device with dynamic loading friction braking and energy dissipation as claimed in claim 1, characterized in that: The transmission mechanism of the lifting mechanism includes a large gear, a drum shaft, a motor, a reducer, a coupling, a pinion shaft, a pinion bracket, and a pinion. The motor is connected to the high-speed end of the reducer, and the low-speed end of the reducer is connected to the pinion shaft through a coupling. The pinion shaft is installed on the pinion bracket, and a pinion is provided on the pinion shaft. The large gear installed on the drum is meshed with the pinion, and the large gear is coaxial with the drum. The drum is installed on the drum bracket through the drum shaft.

3. The ship lock anti-collision device with dynamic loading friction braking and energy dissipation as claimed in claim 2, characterized in that: A motor brake is arranged between the motor and the reducer, and the motor brake is used for braking the motor.

4. The ship lock anti-collision device with dynamic loading friction braking and energy dissipation as claimed in claim 1, characterized in that: The steering mechanism is provided with support blocks on the left and right sides, which are aligned with the embedded parts in the lifting shaft, so as to ensure that the steering mechanism is supported by the embedded parts when hit by a ship, and the impact load is transmitted to the concrete structure in the lifting shaft.

5. The ship lock anti-collision device with dynamic loading friction braking and energy dissipation as claimed in claim 1, characterized in that: The steering mechanism is provided with guide wheels at the front and rear sides, which are aligned with the rear embedded parts in the lifting shaft and are used for guiding the steering mechanism during the vertical lifting process.

6. The ship lock anti-collision device with dynamic loading friction braking and energy dissipation as claimed in claim 1, characterized in that: A water level sensor is provided at the bottom of the steering mechanism for real-time monitoring of the position information of the steering mechanism.

7. A ship lock anti-collision method with dynamic loading friction braking energy dissipation, characterized in that The method is carried out using the device of any one of claims 1 to 6, and comprises the following steps: Before the ship enters the lock chamber, the lifting mechanism drives the drum to rotate through the motor to drive the wire rope to lift the arresting mechanism. The water level sensor reading set on the steering mechanism controls the arresting mechanism to reach the preset arresting height. The brake disc brake clamps the brake disc, and the motor brake clamps the motor end. The upper and lower wire ropes of the arresting mechanism are tensioned by the gravity of the steering mechanisms on both sides of the lock chamber to cope with the impact of the stalled ship. If there is no ship collision accident, the brake disc brake will be disengaged from the brake disc before the gate opens, and the motor brake will be disengaged from the motor end. The motor drives the drum to rotate and drives the wire rope to wind out of the drum, lowering the steering mechanism and arresting mechanism to the bottom of the lock chamber, providing sufficient water depth for ships to navigate; When a ship collision accident occurs and the stalled ship hits the arresting system, the upper wire rope and the lower wire rope of the arresting mechanism are displaced in the direction of the ship collision. The ship impact force is converted into wire rope tension to drive the drum to rotate. The brake disc brake clamps the brake disc to provide friction. During the rotation of the drum, the friction work is converted into heat energy, which completely absorbs the kinetic energy of the stalled ship within the preset stroke.

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