Device and method for transversely centering ship chamber of large ship lift

Abstract

The invention discloses a transverse centering device and method for a ship chamber of a large ship lift, and relates to the technical field of large ship lifts.The transverse centering device comprises two sets of guide oil cylinder systems, two sets of mechanical guide mechanisms, a compensation oil cylinder system and a hydraulic control system; the two guide oil cylinder systems are symmetrically arranged on the two sides of the bottom of the ship chamber. The two sets of mechanical guide mechanisms are symmetrically arranged on the two sides of the ship chamber, each mechanical guide mechanism comprises a fixed part and a movable part, the fixed parts are installed on buildings on the corresponding sides, the movable parts are fixedly arranged on guide oil cylinder systems at the bottoms of the corresponding sides of the ship chamber, and the movable parts ascend and descend along with the ship chamber. One side, far away from the ship chamber, of the movable part is locally sleeved on the fixed part in a sliding manner; the hydraulic control system and the compensation oil cylinder system are used for controlling the two guide oil cylinder systems to achieve stability in the transverse centering and lifting process of the ship chamber. Through cooperation of a mechanical structure and a hydraulic system, transverse centering of the ship chamber is achieved, and the operation efficiency and the operation safety can be effectively guaranteed.

Description

Technical Field

[0001] This invention relates to the field of large ship lift technology, and more specifically to the field of a device and method for lateral centering of a large ship lift cabin. Background Technology

[0002] With the development of the national economy and society, the demand for clean energy is increasing. Hydropower, as a major force in clean energy, plays a crucial role in economic development. Large hydropower stations are generally built on major rivers. The dam of a hydropower station separates the upstream and downstream water levels, creating a difference in water level. The greater the difference in water level, the stronger the power generation capacity, but it also prevents ships from passing through. To ensure the normal passage of ships, both domestically and internationally, locks or ship lifts are mainly used. Locks are suitable for large ships with large cargo capacity, but the passage time is long and the efficiency is low. Ship lifts are suitable for dams with smaller water level differences, allowing navigation through locks. However, with the increasing number of high-head dams, navigation through locks requires multiple lock stages, seriously affecting operational efficiency. Therefore, equipping high-head power stations with ship lifts can greatly improve operational efficiency.

[0003] When a vessel passes through the ship lift, the lift's cargo box must be docked with the lock head to connect the cargo box to the waterway. Once the vessel enters the cargo box, the lock head disengages from the cargo box, severing the waterway connection. The cargo box then carries the vessel up or down to another lock head, reconnecting the cargo box to the waterway. The vessel then exits the cargo box, completing the entire dam passage process. Throughout this process, the cargo box must remain symmetrically aligned with the horizontal and vertical guide rails on both sides of the tower columns. This ensures that the lateral load on the cargo box is transferred to the tower columns, guaranteeing stability during docking and movement, preventing cargo box swaying that could damage equipment or cause accidents due to vessel swaying inside the cargo box.

[0004] Factors causing the ship lift to sway include water level fluctuations, ship propulsion, wind resistance, earthquakes, and unbalanced forces caused by sudden malfunctions of the ship lift's operating equipment. These factors can all result in significant lateral forces. To ensure the safe and stable operation of the ship lift, a guiding device must be designed, especially for ship lifts with high lifting heights and large load-bearing capacities. This device can not only provide guidance during normal operation but also ensure the stability of the ship lift under extreme conditions, transferring unbalanced forces to the tower column embedded parts and preventing accidents involving personnel and equipment.

[0005] Currently, ship lifts mainly use spring-loaded mechanical guides for lateral guidance. These mechanical structures are bulky, difficult to maintain, increase the weight of the ship's cabin, have low adjustment accuracy, cause significant impact, and cannot completely eliminate lateral forces, leading to cabin swaying. Summary of the Invention

[0006] The purpose of this invention is to solve the aforementioned technical problems by providing a device and method for lateral alignment of a large ship lift cabin. This can be used for lateral alignment applications in similar vertical climbing ship lift cabins or other large moving devices with special alignment requirements.

[0007] To achieve the above objectives, the present invention specifically adopts the following technical solution: The first aspect of the present invention provides a transverse centering device for a large ship lift cabin, comprising two sets of guide cylinder systems, two sets of mechanical guide mechanisms, a compensation cylinder system, and a hydraulic control system. Two sets of guide cylinder systems are symmetrically arranged on both sides of the bottom of the ship compartment; Two sets of mechanical guiding mechanisms are symmetrically arranged on both sides of the ship compartment. Each mechanical guiding mechanism includes a fixed part and a movable part. The fixed part is installed on the building on the corresponding side, and the movable part is fixedly installed on the guide cylinder system at the bottom of the corresponding side of the ship compartment. The movable part rises and falls with the ship compartment, and the side of the movable part away from the ship compartment is partially slidably sleeved on the fixed part. The hydraulic control system and the compensating cylinder system are used to control the two sets of guide cylinder systems to achieve stability during the lateral centering and lifting of the ship's compartment.

[0008] Specifically, to ensure the smooth operation of the overall equipment, two or more sets of transverse guide devices can be evenly arranged from upstream to downstream according to the size and structure of the ship compartment to achieve the guiding effect.

[0009] This solution utilizes a combination of mechanical structure and hydraulic system to achieve lateral centering of large mechanical vertical lifting equipment such as ship cabins. It combines the structure of existing mechanical guidance systems with the high energy and heavy load, smooth transmission, low impact, high control precision, and high stability of hydraulic systems. This overcomes the shortcomings of pure mechanical guidance systems, such as large size, high impact, short lifespan, difficult maintenance, limited adjustment, and low precision. It greatly improves guidance accuracy, extends the service life of the overall equipment, and enhances the safety, stability, and operating efficiency of the equipment.

[0010] In one embodiment, the fixing part includes a vertical guide rail that is vertically mounted on the building; The movable part includes a guide frame that is slidably mounted on a vertical guide rail and an elastic guide wheel assembly mounted on the guide frame, the elastic guide wheel assembly being in sliding contact with the vertical guide rail; The guide frame is fixedly connected to the end of the piston rod of the guide cylinder of the corresponding side guide cylinder system, which is horizontally arranged.

[0011] Specifically, the guide frame is constrained to the front and rear vertical guide rail surfaces of the transverse and vertical guide rails by the elastic guide wheel assembly, and the other end is connected to the guide cylinder. The guide cylinder is a double-acting cylinder, and the cylinder body is installed on the metal structure beam at the bottom of the ship compartment and connected to the guide bracket through the coupling.

[0012] In one embodiment, the building is vertically installed, and the bottom and top of the vertical guide rail are fixed to the building by connecting anchor rods, with the two connecting anchor rods of the same length. The guide frame is provided with guide holes that allow the vertical guide rail to slide through; The elastic guide wheel assembly includes two elastic guide wheels respectively disposed on both sides of the vertical guide rail 4, and both elastic guide wheels are in contact with the vertical guide rail.

[0013] In one embodiment, the two sets of guide cylinder systems are a left guide cylinder system and a right guide cylinder system installed at the bottom of the ship compartment, respectively. The left guide cylinder system includes a first guide cylinder that is laterally fixed to the bottom of the left side of the cabin, and the right guide cylinder system includes a second guide cylinder that is laterally fixed to the bottom of the right side of the cabin; both the first guide cylinder and the second guide cylinder are double-chamber cylinders. The left side chamber of the first guide cylinder and the left side chamber of the second guide cylinder are both connected to the first pressure oil pipeline through pipes; the right side chamber of the first guide cylinder and the right side chamber of the second guide cylinder are both connected to the second pressure oil pipeline through pipes; the first pressure oil pipeline and the second pressure oil pipeline are respectively connected to the inlet and outlet of the hydraulic system.

[0014] Specifically, the two-stage guide cylinder system consists of two separate hydraulic cylinders, each with an equal oil volume and interconnected. The first and second guide cylinders on the left and right sides are connected by oil pipes. More specifically, the left side cavity of the first guide cylinder is connected to the left side cavity of the second guide cylinder, and both are connected to a second pressure oil line via oil pipes. The right side cavity of the first guide cylinder is connected to the right side cavity of the second guide cylinder, and both are connected to a second pressure oil line via oil pipes. These are then connected to the hydraulic system and compensating cylinders via the first and second pressure oil lines, forming a hydraulic guide spring device. Therefore, it ensures that in every vertical position of the cabin, the cabin is always centered between the left and right vertical guide rails.

[0015] In one embodiment, the compensation cylinder system includes a compensation cylinder assembly, a high-level oil tank, and an accumulator; The compensation cylinder assembly includes multiple compensation cylinders arranged horizontally side by side. The multiple compensation cylinders share a piston rod arranged horizontally. One side of each compensation cylinder is connected to the high-level oil tank through an oil pipe. The other side of each of the two compensation cylinders is connected to the first pressure oil line and the second pressure oil line via oil passages.

[0016] In one embodiment, the compensation cylinder assembly is arranged on the metal structure at the bottom of the ship compartment. The compensation cylinder assembly includes three compensation cylinders arranged horizontally side by side, namely the first compensation cylinder, the second compensation cylinder and the third compensation cylinder from left to right. The right side chamber of the first compensation cylinder, the right side chamber of the second compensation cylinder, and the left side chamber of the third compensation cylinder are connected to the high-level oil tank through oil pipes. The left side chamber of the first compensating cylinder is connected to the first pressure oil pipeline, and the left side chamber of the second compensating cylinder is connected to the second pressure oil pipeline; the right side chamber of the third compensating cylinder is connected to the accumulator, and a third pressure oil pipeline is provided on the right side chamber of the third compensating cylinder.

[0017] In one embodiment, the first pressure oil line, the second pressure oil line, and the third pressure oil line are set up independently. The second and third pressure oil lines are connected to the first pressure oil line through connecting pipes. Three pressure relief oil circuits are respectively provided on the first pressure oil pipeline, the second pressure oil pipeline, and the third pressure oil pipeline; An overflow oil passage is provided on the oil passage connecting the right side chamber of the third compensation cylinder to the accumulator. Three pressure relief oil lines and overflow oil lines converge on the unpressurized oil line, which is connected to the hydraulic system.

[0018] Specifically, to prevent volume changes caused by temperature variations and oil leaks, which could lead to changes in the transverse guide pressure, a compensation cylinder system is configured. This system consists of a compensation cylinder, an oil tank, an accumulator, pipelines, and sensors. The compensation cylinder is composed of multiple cylinders that share a horizontally arranged piston rod, forming multiple cylinder bodies. These cylinders are connected to the guide cylinder and hydraulic system via pipelines to monitor and compensate for the guide system pressure in real time.

[0019] In one embodiment, a first pressure relief solenoid valve, a second pressure relief solenoid valve, and a third pressure relief solenoid valve are respectively installed on the three pressure relief oil lines corresponding to the first pressure oil line, the second pressure oil line, and the third pressure oil line. The first pressure oil line, the second pressure oil line, and the third pressure oil line are respectively equipped with a first pressure replenishing solenoid valve, a second pressure replenishing solenoid valve, and a third pressure replenishing solenoid valve. A system protection overflow valve is installed on the overflow oil line.

[0020] In one embodiment, a first guide stroke sensor is provided on the horizontally oriented piston rod of the first guide cylinder; a second guide stroke sensor is provided on the horizontally oriented piston rod of the second guide cylinder.

[0021] In one embodiment, a compensation cylinder stroke sensor is provided on the horizontally oriented piston rod of the compensation cylinder assembly.

[0022] Specifically, the hydraulic system mainly consists of an oil tank, valves, an oil pump, a pressure sensor, a pressure gauge, and oil pipes. It is connected to the first guide cylinder, the second guide cylinder, and the compensation cylinder through oil pipes. It mainly performs tasks such as replenishing oil to the first guide cylinder, the second guide cylinder, and the compensation cylinder, and has an automatic pump start-up compensation function.

[0023] A second aspect of the present invention provides a method for lateral centering of a large ship lift cabin, comprising the following steps: S1. When in normal operating guidance state, the pressure in the left and right chambers of the first and second guide cylinders is the same, and the left and right chambers are separated by a horizontally arranged piston rod. S2. When the left side of the ship compartment is subjected to water level fluctuations, wind pressure, or ship impact, because the ship compartment is connected to the horizontally arranged first guide cylinder and the horizontally arranged second guide cylinder, the cylinder bodies of the first and second guide cylinders sway to the left along with the ship compartment. At this time, the left cavity of the first guide cylinder tends to increase and the right cavity tends to decrease; the left cavity of the second guide cylinder tends to increase and the right cavity tends to decrease. That is, the oil in the left cavity of the first and second guide cylinders is stretched, and the oil in the right cavity of the first and second guide cylinders is compressed. The increase and compression volumes are the same. In order to maintain the pressure balance between the two cavities, the hydraulic system is equivalent to a hydraulic spring maintaining its original state, which causes it to counteract the external force to the left. S3. Since the piston rods of the first and second guide cylinders are horizontally connected to the guide frame, part of the force can be transmitted to the elastic guide wheel assembly. The elastic guide wheel assembly itself can absorb part of the force, and the elastic guide wheel assembly transmits the force to the vertical guide rail, and finally to the building. However, since both the first and second guide cylinders have a tendency to decrease in the right-side cavity, the force from the left-side vertical guide rail to the first guide cylinder is to the right, and the force from the right-side vertical guide rail to the second guide cylinder is also to the right, thus also counteracting the external force to the left. Through the combined action of mechanical and hydraulic systems, the ship compartment can always be horizontally aligned. If there is an external force to the right in the ship compartment, the opposite will occur. S3. When an earthquake causes external forces to act on the side of a building, such as a leftward swaying force on both sides of the building, the vertical guide rail sways to the left along with the building. The elastic guide wheel assembly transmits the motion component of the vertical guide rail to the guide frame. The elastic guide wheel assembly itself can absorb part of the force. The guide frame moves the rod chambers of the first and second guide cylinders to the left. At this time, the left chamber of the first guide cylinder tends to decrease, while the right chamber tends to increase; the left chamber of the second guide cylinder tends to decrease, while the right chamber tends to increase. That is, the oil in the left chambers of the first and second guide cylinders is compressed, and the oil in the right chambers of the first and second guide cylinders is stretched. The increase and compression volumes are the same. In order to maintain the pressure balance between the two chambers, the hydraulic system acts like a hydraulic spring to maintain the original state, causing it to counteract the external force and keep the ship's compartment always horizontally aligned. If the external force causes a rightward swaying force on both sides of the building, the opposite is true. S4. When an earthquake causes external forces to act on a building, such as a leftward swinging force on the left side of the building and a rightward swinging force on the right side (the forces are opposite), the left cavity of the first guide cylinder tends to decrease while the right cavity tends to increase; the left cavity of the second guide cylinder tends to increase while the right cavity tends to decrease. Since the left cavities of the first and second guide cylinders are connected by a first pressure oil pipeline, and the right cavities of the first and second guide cylinders are connected by a second pressure oil pipeline, the oil flows from the left cavity of the first guide cylinder to the left cavity of the second guide cylinder, and vice versa. This prevents the external force from being transmitted to the ship's cabin, thus maintaining the cabin's lateral alignment. However, if the left cavities of the building swing to the right and the right cavities swing to the left side (the forces are opposite), the situation is reversed. S5. When subjected to external forces from the side of the ship compartment or the building, the mechanical structure and hydraulic mechanism will absorb and eliminate the external forces, thereby keeping the ship compartment always horizontally aligned. Due to the compensation cylinders, the first compensation cylinder is connected to the left side cavity of the first guide cylinder and the left side cavity of the second guide cylinder through the first pressure oil pipeline; the second compensation cylinder is connected to the right side cavity of the first guide cylinder and the right side cavity of the second guide cylinder through the second pressure oil pipeline. Under normal guiding conditions, pressure changes will be transmitted to the first and second compensation cylinders. As explained above, since the left and right cavities of the first and second guide cylinders always change in opposite directions, the entire system remains stable. That is, the pressure changes of the first and second compensation cylinders are always opposite, and the sum of the changes is always 0. Based on the above, the compensation cylinder is designed to consist of multiple cylinders sharing a horizontally arranged transverse piston rod, so that their forces are opposite, thus ensuring that the stroke of the compensation cylinder remains constant under normal guiding conditions. S6. Under normal conditions, the oil inside the guide device is in a closed state. However, the oil will change with temperature. Due to thermal expansion and contraction, the volume will change. If the oil is not drained or replenished, it will cause oil leakage, oil pipe rupture, and internal vacuum. The pressure relationship of the three chambers is as follows: the pressure of the first compensation cylinder = the pressure of the second compensation cylinder, the pressure of the first compensation cylinder (square of the cross-sectional area of ​​the left chamber × oil pressure) + the pressure of the second compensation cylinder (square of the cross-sectional area of ​​the left chamber × oil pressure) = the pressure of the right chamber of the third compensation cylinder (square of the cross-sectional area × oil pressure). Each pressureless chamber of the compensation cylinder is connected to the high-level oil tank to replenish and discharge oil to the pressureless chambers. S7. When there is leakage in the left side chamber of the first guide cylinder, the pressure of the first and second guide cylinders, as well as the first and second compensation cylinders, tends to decrease. Due to the pressure balance, the piston rod of the compensation cylinder assembly moves to the left, and the high-level oil tank replenishes oil to the pressureless chamber of the compensation cylinder assembly, ensuring the pressure balance of the first and second guide cylinders and the compensation cylinder assembly. Due to leakage, the pressure in the left side chamber of the first compensation cylinder, the left side chamber of the second compensation cylinder, and the right side chamber of the third compensation cylinder all decrease. The accumulator replenishes pressure to the right side chamber of the third compensation cylinder. When the accumulator pressure sensor detects that the pressure is below the threshold and the compensation cylinder stroke sensor exceeds the set value, it will automatically replenish pressure and adjust the stroke until the designed pressure is reached and the stroke automatically stops. If there is internal or external leakage in the guide cylinder, pressure oil pipeline, or solenoid valve, the same applies as above; the above ensures that the horizontal guide centering function is not affected. S8. When the temperature rises, the volume of oil in the first and second guide cylinders and pipelines increases, and the pressure rises. The square of the cross-sectional area of ​​the left chamber of the first compensation cylinder plus the square of the cross-sectional area of ​​the left chamber of the second compensation cylinder exceeds the square of the cross-sectional area of ​​the third compensation cylinder. The compensation cylinder assembly moves to the right, and the oil in the pressureless chamber of the compensation cylinder assembly flows back to the high-level oil tank, thereby reducing the pressure in the left chambers of the first and second compensation cylinders and the rise in the right chamber of the third compensation cylinder. When the pressure reaches the set value of the system protection overflow valve, it automatically releases pressure to ensure system safety. When the temperature drops, the opposite occurs. The right chamber of the accumulator's third compensation cylinder is pressurized. When the accumulator pressure sensor detects that the pressure is below the threshold and the compensation cylinder stroke sensor exceeds the set value, it will automatically perform pressure replenishment and stroke adjustment first. Through the above, the horizontal guide centering function is not affected. S9. Through the hydraulic system and the pressure oil pipeline, the pressure replenishing solenoid valve replenishes oil to the left side cavity of the first guide cylinder, the second guide cylinder, and the compensation cylinder assembly. The pressure replenishing solenoid valve replenishes oil to the left side cavity of the first guide cylinder, the second guide cylinder, and the second compensation cylinder. The pressure replenishing solenoid valve replenishes oil to the right side cavity of the accumulator and the third compensation cylinder. When maintenance is required, the pressure is relieved by the first pressure relief solenoid valve, the second pressure relief solenoid valve, and the third pressure relief solenoid valve, and the oil is returned to the hydraulic system. S10. The stroke of the first guide cylinder and the second guide cylinder can be adjusted and the venting operation can be performed through the hydraulic system to ensure that the first guide cylinder and the second guide cylinder are in the middle position. The stroke can be viewed in real time through the first guide stroke sensor and the second guide stroke sensor. S11. When abnormal pressure or travel data occurs, the monitoring system can analyze and alarm, guide maintenance personnel to carry out inspection and maintenance, and diagnose faults, making inspection and maintenance work easier and more convenient. It has intelligent features and effectively ensures operational efficiency and navigation safety.

[0024] The beneficial effects of this invention are as follows: 1. This invention achieves lateral alignment of ship compartments by combining mechanical structure and hydraulic system. It combines the structure of existing mechanical guidance with the characteristics of hydraulic system, such as high energy and heavy load, smooth transmission, low impact, high control precision and high stability. It makes up for the shortcomings of pure mechanical guidance, such as large impact, short life, limited adjustment and low precision. It also fully considers the impact of temperature and leakage on the system, which greatly improves the guidance accuracy, extends the service life of the overall equipment, and improves the safety, stability and operating efficiency of the equipment.

[0025] 2. This invention utilizes pressure and stroke detection elements arranged in the guide cylinder and compensation cylinder to automatically adjust. If there is abnormal data, it can analyze and alarm, guide maintenance and troubleshooting, and make maintenance easier and more convenient. It is intelligent and effectively ensures operational efficiency and navigation safety.

[0026] 3. To prevent volume changes caused by temperature changes and oil leaks, which would lead to changes in the transverse guide pressure, this invention configures a compensation cylinder system, which consists of a compensation cylinder, an oil tank, an accumulator, pipelines, sensors, etc. The compensation cylinder is composed of multiple cylinders that share a horizontally arranged piston rod to form multiple cylinder bodies. It is connected to the guide cylinder and hydraulic system through pipelines to monitor and compensate for the guide system pressure in real time.

[0027] 4. During the vertical movement of the ship lift of this invention, the characteristics of the mechanical structure and hydraulic system are used to eliminate and absorb the lateral sway of the ship lift caused by emergency shutdown due to equipment failure during normal operation.

[0028] 5. During the vertical movement of the ship lift of this invention, the characteristics of the mechanical structure and hydraulic system are used to eliminate and absorb the lateral force caused by the deformation of the track due to tower deformation, earthquakes, etc., so as to ensure that the ship lift always stays on the vertical symmetrical center line.

[0029] 6. During the docking and vertical movement of the ship lift cabin with the gate head, the stability of the hydraulic system is ensured by installing sensors on the oil cylinders to monitor the lateral displacement data in real time. The data is then transmitted to the monitoring system for calculation, thus ensuring the safe and stable operation of the equipment. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the structure of the present invention; Reference numerals: 1. First guide cylinder; 2. Second guide cylinder; 3. Elastic guide wheel assembly; 4. Vertical guide rail; 5. Guide frame; 6. Compensating cylinder assembly; 7. Accumulator; 8. First pressure-replenishing solenoid valve; 9. Second pressure-replenishing solenoid valve; 10. Third pressure-replenishing solenoid valve; 11. First pressure-relief solenoid valve; 12. Second pressure-relief solenoid valve; 13. Third pressure-relief solenoid valve; 14. System protection relief valve; 15. Hydraulic system; 16. First guide stroke sensor; 17. Second guide stroke sensor; 18. Compensating cylinder stroke sensor; 19. First pressure oil line; 20. Second pressure oil line; 21. Third pressure oil line; 22. Unpressurized oil line; 23. Ship compartment; 24. Building; 25. High-level oil tank. Detailed Implementation

[0032] To make the technical problems, technical solutions, and technical effects of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0033] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0034] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0035] In the description of the embodiments of the present invention, it should be noted that the terms "inner", "outer", "upper", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the invention is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0036] Example 1 This embodiment provides a transverse centering device for a large ship lift cabin, including two sets of guide cylinder systems, two sets of mechanical guide mechanisms, a compensation cylinder system, and a hydraulic control system; Two sets of guide cylinder systems are symmetrically arranged on both sides of the bottom of the cabin 23; Two sets of mechanical guiding mechanisms are symmetrically arranged on both sides of the cabin 23. Each mechanical guiding mechanism includes a fixed part and a movable part. The fixed part is installed on the building 24 on the corresponding side, and the movable part is fixedly installed on the guide cylinder system at the bottom of the corresponding side of the cabin 23. The movable part rises and falls with the cabin 23, and the side of the movable part away from the cabin 23 is partially slidably sleeved on the fixed part. The hydraulic control system and the compensation cylinder system are used to control the two sets of guide cylinder systems to achieve stability during the lateral centering and lifting of the ship compartment 23.

[0037] Specifically, to ensure the smooth operation of the overall equipment, two or more sets of transverse guide devices can be evenly arranged from upstream to downstream according to the size and structure of the ship compartment 23 to achieve the guiding effect.

[0038] In this scheme, the lateral centering of large mechanical vertical lifting equipment such as the ship compartment 23 is achieved by using a combination of mechanical structure and hydraulic system 15. This combines the structure of existing mechanical guidance with the high energy and heavy load of hydraulic system 15, which features smooth transmission, low impact, high control precision, and high stability. This overcomes the shortcomings of pure mechanical guidance, such as large volume, high impact, short life, difficult maintenance, limited adjustment, and low precision. It greatly improves the guidance accuracy, extends the service life of the overall equipment, and improves the safety, stability, and operating efficiency of the equipment.

[0039] Example 2 This embodiment is a further optimization based on Embodiment 1, specifically: The fixed part includes a vertical guide rail 4 that is vertically installed on the building 24; The movable part includes a guide frame 5 that is slidably mounted on a vertical guide rail 4 and an elastic guide wheel assembly 3 that is mounted on the guide frame 5. The elastic guide wheel assembly 3 is in sliding contact with the vertical guide rail 4. The guide frame 5 is fixedly connected to the end of the piston rod of the guide cylinder of the guide cylinder system on the corresponding side, which is horizontally arranged.

[0040] Specifically, the guide frame 5 is constrained to the front and rear vertical guide rails 4 by the elastic guide wheel assembly 3, and the other end is connected to the guide cylinder. The guide cylinder is connected to the cabin 23. The guide cylinder is a double-acting cylinder. The cylinder body is installed on the metal structure beam at the bottom of the cabin 23 and is connected to the guide bracket through the coupling.

[0041] The building 24 is set vertically, and the bottom and top of the vertical guide rail 4 are fixed to the building 24 by connecting anchor rods. The two connecting anchor rods are of the same length. The guide frame 5 is provided with guide holes that allow the vertical guide rail 4 to slide through; The elastic guide wheel assembly 3 includes two elastic guide wheels respectively disposed on both sides of the vertical guide rail 4, and both elastic guide wheels are in contact with the vertical guide rail 4.

[0042] The two sets of guide cylinder systems are the left guide cylinder system and the right guide cylinder system installed at the bottom of the ship compartment 23, respectively; The left guide cylinder system includes a first guide cylinder 1 that is laterally fixed to the bottom left side of the cabin 23, and the right guide cylinder system includes a second guide cylinder 2 that is laterally fixed to the bottom right side of the cabin 23; both the first guide cylinder 1 and the second guide cylinder 2 are double-chamber cylinders. The left side chamber of the first guide cylinder 1 and the left side chamber of the second guide cylinder 2 are both connected to the first pressure oil line 19 through pipes; the right end of the first guide cylinder 1 and the right end of the second guide cylinder 2 are both connected to the second pressure oil line 20 through pipes; the first pressure oil line 19 and the second pressure oil line 20 are respectively connected to the inlet and outlet of the hydraulic system 15.

[0043] Specifically, the two-stage guide cylinder system has two separate hydraulic cylinders, each with an equal oil volume and interconnected. The first guide cylinder 1 and the second guide cylinder 2 on the left and right sides are connected together by oil pipes. More specifically, the left side cavity of the first guide cylinder 1 is connected to the left side cavity of the second guide cylinder 2, and the two are connected to the second pressure oil line 20 by oil pipes. The right side cavity of the first guide cylinder 1 is connected to the right side cavity of the second guide cylinder 2, and the two are connected to the second pressure oil line 20 by oil pipes. These are then connected to the hydraulic system 15 and the compensating cylinder via the first pressure oil line 19 and the second pressure oil line 20, forming a hydraulic guide spring device. Therefore, it can be ensured that in every vertical position of the cabin 23, the cabin 23 is always centered between the left vertical guide rail 4 and the right vertical guide rail 4.

[0044] Example 3 This embodiment is a further optimization based on embodiment 2, specifically: The compensating cylinder system includes a compensating cylinder assembly 6, a high-level oil tank 25, and an accumulator 7; The compensation cylinder assembly 6 includes multiple compensation cylinders arranged horizontally side by side. The multiple compensation cylinders share a piston rod arranged horizontally. One side of each compensation cylinder is connected to the high-level oil tank 25 through an oil pipe. The other side of the cylinder of each of the two compensation cylinders is connected to the first pressure oil line 19 and the second pressure oil line 20 via oil lines.

[0045] The compensation cylinder assembly 6 is arranged on the metal structure at the bottom of the cabin 23. The compensation cylinder assembly 6 includes three compensation cylinders arranged horizontally side by side, namely the first compensation cylinder, the second compensation cylinder and the third compensation cylinder from left to right. The right side chamber of the first compensation cylinder, the right side chamber of the second compensation cylinder, and the left side chamber of the third compensation cylinder are connected to the high-level oil tank 25 via oil pipes. The left side chamber of the first compensation cylinder is connected to the first pressure oil line 19, and the left side chamber of the second compensation cylinder is connected to the second pressure oil line 20; the right side chamber of the third compensation cylinder is connected to the accumulator 7, and the third pressure oil line 21 is provided on the right side chamber of the third compensation cylinder.

[0046] The first pressure oil line 19 is connected to the right side cavity of the third compensation oil cylinder through the third pressure oil line 21; the second pressure oil line 20 is connected to the third pressure oil line 21 through the second pressure oil line. The first pressure oil pipeline 19, the second pressure oil pipeline 20, and the third pressure oil pipeline 21 are set up independently. The second pressure oil line 20 and the third pressure oil line 21 are connected to the first pressure oil line 19 through connecting pipes. Three pressure relief oil passages are respectively provided on the first pressure oil pipeline 19, the second pressure oil pipeline 20, and the third pressure oil pipeline 21; An overflow oil passage is provided on the oil passage connecting the right side chamber of the third compensation cylinder to the accumulator 7. The three pressure relief oil lines and the overflow oil line converge on the unpressurized oil line 22, which is connected to the hydraulic system 15.

[0047] Specifically, to prevent volume changes caused by temperature changes and oil leaks, which would lead to changes in the transverse guide pressure, a compensation cylinder system is configured. This system consists of a compensation cylinder, an oil tank, an accumulator 7, pipelines, and sensors. The compensation cylinder is composed of multiple cylinders that share a horizontally arranged piston rod, forming multiple cylinder bodies. These cylinders are connected to the guide cylinder and hydraulic system 15 via pipelines to monitor and compensate for the guide system pressure in real time.

[0048] Example 4 This embodiment is a further optimization based on embodiment 3, specifically: The first pressure oil line 19, the second pressure oil line 20 and the third pressure oil line 21 are respectively equipped with a first pressure relief solenoid valve 11, a second pressure relief solenoid valve 12 and a third pressure relief solenoid valve 13 on the three pressure relief oil lines. The first pressure oil line 19, the second pressure oil line 20 and the third pressure oil line 21 are respectively equipped with a first pressure replenishing solenoid valve 8, a second pressure replenishing solenoid valve 9 and a third pressure replenishing solenoid valve 10. A system protection overflow valve 14 is installed on the overflow oil line.

[0049] A first guide stroke sensor 16 is installed on the piston rod of the first guide cylinder 1, which is arranged horizontally; a second guide stroke sensor 17 is installed on the piston rod of the second guide cylinder 2, which is arranged horizontally.

[0050] A compensation cylinder stroke sensor 18 is installed on the piston rod of the horizontally arranged compensation cylinder assembly 6.

[0051] Specifically, the hydraulic system 15 mainly consists of an oil tank, valves, an oil pump, a pressure sensor, a pressure gauge, and oil pipes. It is connected to the first guide cylinder 1, the second guide cylinder 2, and the compensation cylinder through oil pipes. It mainly performs tasks such as replenishing oil to the first guide cylinder 1, the second guide cylinder 2, and the compensation cylinder, and has an automatic pump start compensation function.

[0052] Example 5 This embodiment provides a method for lateral alignment of the large ship lift cabin 23, employing a device for lateral alignment of the large ship lift cabin from Embodiment 4, including the following steps: S1. When in normal operating guidance state, the pressure in the left and right chambers of the first guide cylinder 1 and the second guide cylinder 2 is the same, and the left and right chambers are separated by a horizontally arranged piston rod. S2. When the left side of the ship compartment 23 is subjected to water level fluctuations, wind pressure, or ship impact, since the ship compartment 23 is connected to the horizontally arranged first guide cylinder 1 and the horizontally arranged second guide cylinder 2, the cylinder bodies of the first guide cylinder 1 and the second guide cylinder 2 sway to the left along with the ship compartment 23. At this time, the left cavity of the first guide cylinder 1 tends to increase and the right cavity tends to decrease; the left cavity of the second guide cylinder 2 tends to increase and the right cavity tends to decrease. That is, the oil in the left cavity of the first guide cylinder 1 and the second guide cylinder 2 is stretched, and the oil in the right cavity of the first guide cylinder 1 and the second guide cylinder 2 is compressed. The increase and compression volumes are the same. In order to maintain the pressure balance between the two cavities, the hydraulic system 15 is equivalent to a hydraulic spring maintaining the original state, which causes it to counteract the external force to the left. S3. Since the piston rods of the first guide cylinder 1 and the second guide cylinder 2 are horizontally connected to the guide frame 5, part of the force can be transmitted to the elastic guide wheel assembly 3. The elastic guide wheel assembly itself can absorb part of the force. The elastic guide wheel assembly 3 transmits the force to the vertical guide rail 4, and finally to the building 24. However, since the first guide cylinder 1 and the second guide cylinder 2 both have a tendency to reduce the right side cavity, the force from the left vertical guide rail 4 to the first guide cylinder 1 is to the right, and the force from the right vertical guide rail 4 to the second guide cylinder 2 is also to the right, thus also counteracting the external force to the left. Through the combined action of mechanical and hydraulic systems, the ship compartment 23 can always be horizontally centered. If there is an external force to the right in the ship compartment 23, the opposite will occur. S3. When an earthquake causes external forces to act on the side of building 24, such as the external force causing both sides of building 24 to swing to the left, the vertical guide rail 4 swings to the left along with building 24. The elastic guide wheel assembly 3 transmits the motion component of the vertical guide rail 4 to the guide frame 5. The elastic guide wheel assembly itself can absorb part of the force. The guide frame 5 moves to the left with the rod chambers of the first guide cylinder 1 and the second guide cylinder 2. At this time, the left chamber of the first guide cylinder 1 tends to decrease and the right chamber tends to increase; the left chamber of the second guide cylinder 2 tends to decrease and the right chamber tends to increase. That is, the oil in the left chambers of the first guide cylinder 1 and the second guide cylinder 2 is compressed, and the oil in the right chambers of the first guide cylinder 1 and the second guide cylinder 2 is stretched. The increase and compression volumes are the same. In order to maintain the pressure balance of the two chambers, the hydraulic system 15 is equivalent to a hydraulic spring maintaining the original state, which causes it to counteract the external force and keep the ship chamber 23 always horizontally centered. If the external force causing both sides of building 24 to swing to the right is the opposite of the above. S4. When an earthquake causes external forces to act on the building 24, such as a leftward swinging force on the left side of the building 24 and a rightward swinging force on the right side, with opposite external forces, the left cavity of the first guide cylinder 1 tends to decrease while the right cavity tends to increase; the left cavity of the second guide cylinder 2 tends to increase while the right cavity tends to decrease. Since the left cavities of the first guide cylinder 1 and the second guide cylinder 2 are connected by the first pressure oil pipeline 19, and the right cavities of the first guide cylinder 1 and the second guide cylinder 2 are connected by the second pressure oil pipeline 20, the oil flows from the left cavity of the first guide cylinder 1 to the left cavity of the second guide cylinder 2, and the oil from the right cavity of the second guide cylinder 2 to the right cavity of the first guide cylinder 1. This prevents the external force from being transmitted to the ship compartment 23, thus keeping the ship compartment 23 always horizontally aligned. If the left cavities of the building 24 swing to the right side and the right cavities swing to the left side, with opposite external forces, the situation is reversed. S5. When subjected to external forces from the side of the ship compartment 23 or the building 24, the mechanical structure and hydraulic mechanism will absorb and eliminate the external forces, thereby keeping the ship compartment 23 always horizontally aligned. Due to the compensation cylinders, the first compensation cylinder is connected to the left side cavity of the first guide cylinder 1 and the left side cavity of the second guide cylinder 2 through the first pressure oil pipeline 19; the second compensation cylinder is connected to the right side cavity of the first guide cylinder 1 and the right side cavity of the second guide cylinder 2 through the second pressure oil pipeline 20. Under normal guiding conditions, pressure changes will be transmitted to the first and second compensation cylinders. According to the previous explanation, since the left and right sides of the first guide cylinder 1 and the second guide cylinder 2 always change in opposite directions, the entire system remains stable. That is, the pressure changes of the first and second compensation cylinders are always opposite, and the sum of the changes is always 0. Based on the above, the compensation cylinder is designed to consist of multiple cylinders that share a horizontally arranged transverse piston rod, so that their forces are opposite, thus ensuring that the stroke of the compensation cylinder remains constant under normal guiding conditions. S6. Under normal conditions, the oil inside the guide device is in a closed state. However, the oil will change with temperature. Due to thermal expansion and contraction, the volume will change. If the oil is not drained or replenished, it will cause oil leakage, oil pipe rupture, and internal vacuum. The pressure relationship of the three chambers is as follows: the pressure of the first compensation cylinder = the pressure of the second compensation cylinder, the pressure of the first compensation cylinder (square of the cross-sectional area of ​​the left chamber × oil pressure) + the pressure of the second compensation cylinder (square of the cross-sectional area of ​​the left chamber × oil pressure) = the pressure of the right chamber of the third compensation cylinder (square of the cross-sectional area × oil pressure). Each pressureless chamber of the compensation cylinder is connected to the high-level oil tank to replenish and discharge oil to the pressureless chamber.

[0053] S7. When leakage occurs in the left chamber of the first guide cylinder 1, the pressure of the first guide cylinder 1, the second guide cylinder 2, the first compensation cylinder, and the second compensation cylinder tends to decrease. Due to the pressure balance, the piston rod of the compensation cylinder assembly 6 moves to the left. The high-level oil tank 25 replenishes oil to the pressureless chamber of the compensation cylinder assembly 6 to ensure pressure balance between the first guide cylinder 1, the second guide cylinder 2, and the compensation cylinder assembly 6. Due to leakage, the pressure in the left chamber of the first compensation cylinder, the left chamber of the second compensation cylinder, and the right chamber of the third compensation cylinder all decrease. The accumulator 7 replenishes pressure to the right chamber of the third compensation cylinder. When the pressure sensor of the accumulator 7 detects that the pressure is below the threshold and the stroke sensor 18 of the compensation cylinder exceeds the set value, it will automatically replenish pressure and adjust the stroke until the designed pressure and stroke are reached and automatically stop. If internal or external leakage occurs in similar guide cylinders, pressure oil lines, solenoid valves, etc., the same principle applies. The above ensures that the horizontal guide centering function is not affected.

[0054] S8. When the temperature rises, the volume of oil in the first guide cylinder 1, the second guide cylinder 2, and pipelines increases, and the pressure rises. The square of the cross-sectional area of ​​the left chamber of the first compensation cylinder plus the square of the cross-sectional area of ​​the left chamber of the second compensation cylinder is greater than the square of the cross-sectional area of ​​the third compensation cylinder. The compensation cylinder assembly 6 moves to the right, and the oil in the pressureless chamber of the compensation cylinder assembly 6 flows back to the high-level oil tank 25, thereby reducing the pressure in the left chambers of the first and second compensation cylinders and the rise in the right chamber of the third compensation cylinder. When the pressure reaches the set value of the system protection overflow valve 14, it automatically releases pressure to ensure the safety of the system. When the temperature drops, the opposite occurs. The right chamber of the third compensation cylinder in the accumulator 7 is pressurized. When the pressure sensor of the accumulator 7 detects that the pressure is lower than the threshold and the stroke sensor 18 of the compensation cylinder exceeds the set value, it will automatically perform pressure replenishment and stroke adjustment first. Through the above, the horizontal guide centering function is not affected. S9. Through the hydraulic system 15 and the pressure oil pipeline, the pressure replenishing solenoid valve replenishes oil to the left side cavity of the first guide cylinder 1, the second guide cylinder 2, and the compensation cylinder assembly 6. The pressure replenishing solenoid valve replenishes oil to the left side cavity of the first guide cylinder 1, the second guide cylinder 2, and the second compensation cylinder. The pressure replenishing solenoid valve replenishes oil to the right side cavity of the accumulator 7 and the third compensation cylinder. When maintenance is required, the pressure is relieved by the first pressure relief solenoid valve 11, the second pressure relief solenoid valve 12, and the third pressure relief solenoid valve 13, and the oil is returned to the hydraulic system 15.

[0055] S10. The stroke of the first guide cylinder 1 and the second guide cylinder 2 can be adjusted and the air venting can be performed through the hydraulic system 15 to ensure that the first guide cylinder 1 and the second guide cylinder 2 are in the middle position. The stroke can be viewed in real time through the first guide stroke sensor 16 and the second guide stroke sensor 17. S11. When abnormal data such as pressure or travel occurs, the monitoring system can analyze and alarm, guide maintenance personnel to carry out inspection and maintenance, and diagnose faults, making inspection and maintenance work easier and more convenient. It has intelligent features and effectively ensures operational efficiency and navigation safety.

Claims

1. A transverse centering device for a large ship lift cabin, characterized in that, It includes two sets of guide cylinder systems, two mechanical guide mechanisms, a compensation cylinder system, and a hydraulic control system; The two sets of the aforementioned guide cylinder systems are symmetrically arranged on both sides of the bottom of the ship compartment (23); Two sets of mechanical guiding mechanisms are symmetrically arranged on both sides of the cabin (23). Each mechanical guiding mechanism includes a fixed part and a movable part. The fixed part is installed on the building (24) on the corresponding side. The movable part is fixedly installed on the guide cylinder system at the bottom of the corresponding side of the cabin (23). The movable part rises and falls with the cabin (23), and the side of the movable part away from the cabin (23) is partially slidably sleeved on the fixed part. The hydraulic control system and the compensation cylinder system are used to control the two sets of guide cylinder systems to achieve the stability of the ship compartment (23) during lateral centering and lifting.

2. The transverse centering device for a large ship lift according to claim 1, characterized in that, The fixed part includes a vertical guide rail (4) that is vertically installed on the building (24); The movable part includes a guide frame (5) slidably mounted on the vertical guide rail (4) and an elastic guide wheel assembly (3) mounted on the guide frame (5), the elastic guide wheel assembly (3) slidingly contacting the vertical guide rail (4); The guide frame (5) is fixedly connected to the end of the piston rod of the guide cylinder of the guide cylinder system on the corresponding side, which is arranged horizontally in the horizontal direction.

3. A transverse centering device for a large ship lift cabin according to claim 2, characterized in that, The building (24) is set vertically, and the bottom and top of the vertical guide rail (4) are fixed to the building (24) by connecting anchor rods, and the two connecting anchor rods are of the same length. The guide frame (5) is provided with a guide hole that allows the vertical guide rail (4) to slide through; The elastic guide wheel assembly (3) includes two elastic guide wheels respectively disposed on both sides of the vertical guide rail (4), and both elastic guide wheels are in contact with the vertical guide rail (4).

4. A transverse centering device for a large ship lift cabin according to claim 2, characterized in that, The two sets of guide cylinder systems are the left guide cylinder system and the right guide cylinder system installed at the bottom of the ship compartment (23); The left guide cylinder system includes a first guide cylinder (1) that is laterally fixed to the bottom left side of the cabin (23), and the right guide cylinder system includes a second guide cylinder (2) that is laterally fixed to the bottom right side of the cabin (23); both the first guide cylinder (1) and the second guide cylinder (2) are double-chamber cylinders. The left side cavity of the first guide cylinder (1) and the left side cavity of the second guide cylinder (2) are both connected to the first pressure oil pipeline (19) through pipes; the right side cavity of the first guide cylinder (1) and the right side cavity of the second guide cylinder (2) are both connected to the second pressure oil pipeline (20) through pipes; the first pressure oil pipeline (19) and the second pressure oil pipeline (20) are respectively connected to the inlet and outlet of the hydraulic system (15).

5. A transverse centering device for a large ship lift cabin according to claim 4, characterized in that, The compensation cylinder system includes a compensation cylinder assembly (6), a high-level oil tank (25), and an accumulator (7). The compensation cylinder assembly (6) includes multiple compensation cylinders arranged horizontally side by side. The multiple compensation cylinders share a piston rod arranged horizontally. One side of each compensation cylinder is connected to the high-level oil tank (25) through an oil pipe. The other side of the cylinder body of each of the two compensation cylinders is connected to the first pressure oil line (19) and the second pressure oil line (20) respectively via oil lines.

6. A transverse centering device for a large ship lift cabin according to claim 5, characterized in that, The compensation cylinder assembly (6) is arranged on the metal structure at the bottom of the cabin (23). The compensation cylinder assembly (6) includes three compensation cylinders arranged horizontally side by side, namely the first compensation cylinder, the second compensation cylinder and the third compensation cylinder from left to right. The first compensation cylinder, the second compensation cylinder and the third compensation cylinder are all double-chamber cylinders. The right side chamber of the first compensation cylinder, the right side chamber of the second compensation cylinder, and the left side chamber of the third compensation cylinder are connected to the high-level oil tank (25) via oil pipes; The left side cavity of the first compensation cylinder is connected to the first pressure oil pipeline (19), and the left side cavity of the second compensation cylinder is connected to the second pressure oil pipeline (20); the right side cavity of the third compensation cylinder is connected to the accumulator (7), and a third pressure oil pipeline (21) is provided on the right side cavity of the third compensation cylinder.

7. A transverse centering device for a large ship lift according to claim 6, characterized in that, The first pressure oil line (19), the second pressure oil line (20), and the third pressure oil line (21) are set up independently of each other; The second pressure oil line (20) and the third pressure oil line (21) are connected to the first pressure oil line (19) through connecting pipes; Three pressure relief oil passages are respectively provided on the first pressure oil pipeline (19), the second pressure oil pipeline (20), and the third pressure oil pipeline (21); An overflow oil passage is provided on the oil passage connecting the right side cavity of the third compensation cylinder to the accumulator (7); The three pressure relief oil lines and the overflow oil line converge on the pressureless oil line (22), which is connected to the hydraulic system (15).

8. A transverse centering device for a large ship lift according to claim 7, characterized in that, The first pressure oil line (19), the second pressure oil line (20), and the third pressure oil line (21) are respectively equipped with a first pressure relief solenoid valve (11), a second pressure relief solenoid valve (12), and a third pressure relief solenoid valve (13). The first pressure oil line (19), the second pressure oil line (20) and the third pressure oil line (21) are respectively provided with a first pressure replenishing solenoid valve (8), a second pressure replenishing solenoid valve (9) and a third pressure replenishing solenoid valve (10); A system protection overflow valve (14) is installed on the overflow oil line.

9. A transverse centering device for a large ship lift according to claim 8, characterized in that, The first guide cylinder (1) has a first guide stroke sensor (16) installed on its horizontally arranged piston rod; the second guide cylinder (2) has a second guide stroke sensor (17) installed on its horizontally arranged piston rod; and the compensation cylinder assembly (6) has a compensation cylinder stroke sensor (18) installed on its horizontally arranged piston rod.

10. A method for lateral alignment of a large ship lift cabin, employing the device for lateral alignment of a large ship lift cabin according to any one of claims 1 to 9, characterized in that, Includes the following steps: S1. When in normal operating guidance state, the pressure of the left and right chambers of the first guide cylinder (1) and the second guide cylinder (2) is the same, and the left and right chambers are separated by a horizontally arranged piston rod. S2. When the left side of the cabin (23) is subjected to water level fluctuations, wind pressure or ship impact, the cabin (23) is connected to the horizontally arranged first guide cylinder (1) and the horizontally arranged second guide cylinder (2). The cylinder bodies of the first guide cylinder (1) and the second guide cylinder (2) swing to the left side with the cabin (23). At this time, the left side cavity of the first guide cylinder (1) tends to increase and the right side cavity tends to decrease. The volume of the left chamber of the second guide cylinder (2) tends to increase, while the volume of the right chamber tends to decrease. That is, the oil in the left chamber of the first guide cylinder (1) and the second guide cylinder (2) is stretched, and the oil in the right chamber of the first guide cylinder (1) and the second guide cylinder (2) is compressed. The increase and compression volumes are the same. In order to maintain the pressure balance between the two chambers, the hydraulic system (15) is equivalent to a hydraulic spring maintaining its original state, which causes it to counteract the external force to the left. S3. Since the piston rods of the first guide cylinder (1) and the second guide cylinder (2) are horizontally connected to the guide frame (5), part of the force can be transmitted to the elastic guide wheel assembly (3). The elastic guide wheel assembly itself can absorb part of the force. The elastic guide wheel assembly (3) transmits the force to the vertical guide rail (4) and finally to the building (24). However, since the first guide cylinder (1) and the second guide cylinder (2) both have a tendency to reduce the right side cavity, the force from the left vertical guide rail (4) to the first guide cylinder (1) is to the right, and the force from the right vertical guide rail (4) to the second guide cylinder (2) is also to the right, thus also counteracting the external force to the left. Through the combined action of mechanical and hydraulic systems, the ship compartment (23) can always be horizontally aligned. If there is an external force to the right in the ship compartment (23), the opposite is true. S3. When the building (24) is subjected to external force due to the earthquake, such as the external force that causes both sides of the building (24) to swing to the left, the vertical guide rail (4) swings to the left along with the building (24). The elastic guide wheel assembly (3) transmits the motion component of the vertical guide rail (4) to the guide frame (5). The elastic guide wheel assembly itself can absorb part of the force. The guide frame (5) moves to the left with the rod chambers of the first guide cylinder (1) and the second guide cylinder (2). At this time, the left chamber of the first guide cylinder (1) tends to decrease, and the right chamber tends to increase. The volume of the left chamber of the second guide cylinder (2) tends to decrease, while the volume of the right chamber tends to increase. That is, the oil in the left chamber of the first guide cylinder (1) and the second guide cylinder (2) is compressed, and the oil in the right chamber of the first guide cylinder (1) and the second guide cylinder (2) is stretched. The increase and compression volumes are the same. In order to maintain the pressure balance between the two chambers, the hydraulic system (15) is equivalent to a hydraulic spring maintaining its original state, which causes it to counteract the external force and keep the ship compartment (23) always horizontally aligned. For example, the external force of the two side buildings (24) swinging to the right is the opposite of the above. S4. When the building (24) is subjected to external forces due to an earthquake, such as the left side of the building (24) swinging to the left and the right side swinging to the right, and the external forces are opposite, the left cavity of the first guide cylinder (1) tends to decrease and the right cavity tends to increase. The volume of the left cavity of the second guide cylinder (2) tends to increase, while the volume of the right cavity tends to decrease. At this time, since the left cavity of the first guide cylinder (1) and the left cavity of the second guide cylinder (2) are connected by the first pressure oil pipeline (19), and the right cavity of the first guide cylinder (1) and the right cavity of the second guide cylinder (2) are connected by the second pressure oil pipeline (20), the oil flowing from the left cavity of the first guide cylinder (1) to the left cavity of the second guide cylinder (2) and the oil flowing from the right cavity of the second guide cylinder (2) to the right cavity of the first guide cylinder (1) will cause the external force to not be transmitted to the cabin (23), thus keeping the cabin (23) always horizontally aligned; such as the external force of the left side of the two side buildings (24) swinging to the right and the external force of the right side swinging to the left, the external forces are opposite, and the opposite of the above. S5. When subjected to external forces from the side of the cabin (23) or the building (24), the mechanical structure and hydraulic mechanism will absorb and eliminate the external forces, thereby keeping the cabin (23) always horizontally aligned. Due to the compensation cylinder, the first compensation cylinder is connected to the left side cavity of the first guide cylinder (1) and the left side cavity of the second guide cylinder (2) through the first pressure oil pipeline (19); the second compensation cylinder is connected to the right side cavity of the first guide cylinder (1) and the right side cavity of the second guide cylinder (2) through the second pressure oil pipeline (20). In the normal guiding state Under these conditions, pressure changes will be transmitted to the first and second compensating cylinders of the compensating cylinder. According to the previous explanation, since the left and right chambers of the first guide cylinder (1) and the second guide cylinder (2) always change in opposite directions, the entire system remains stable. That is, the pressure changes of the first and second compensating cylinders are always opposite, and the sum of the changes is always 0. Based on the above, the compensating cylinder is designed to consist of multiple cylinders that share a horizontally set transverse piston rod, so that their forces are opposite. This ensures that the stroke of the compensating cylinder remains constant under normal guiding conditions. S6. Under normal conditions, the oil inside the guide device is in a closed state. However, the oil will change with temperature. Due to thermal expansion and contraction, the volume will change. If the oil is not drained or replenished, it will cause oil leakage, oil pipe rupture, and internal vacuum. The pressure relationship of the three chambers is as follows: the pressure of the first compensating cylinder = the pressure of the second compensating cylinder, and the pressure of the first compensating cylinder + the pressure of the second compensating cylinder = the pressure of the right chamber of the third compensating cylinder. The pressureless chambers of the compensating cylinders are connected to the high-level oil tank for replenishing and discharging oil to the pressureless chambers. S7. When there is leakage in the left cavity of the first guide cylinder (1), the pressure of the first guide cylinder (1), the second guide cylinder (2), the first compensation cylinder, and the second compensation cylinder tends to decrease. Due to the pressure balance, the piston rod of the compensation cylinder assembly (6) moves to the left. The high-level oil tank (25) replenishes oil to the pressureless cavity of the compensation cylinder assembly (6) to ensure the pressure balance of the first guide cylinder (1), the second guide cylinder (2), and the compensation cylinder assembly (6). Due to leakage, the pressure of the left cavity of the first compensation cylinder, the left cavity of the second compensation cylinder, and the right cavity of the third compensation cylinder all decrease. The accumulator (7) replenishes pressure to the right cavity of the third compensation cylinder. When the pressure sensor of the accumulator (7) detects that the pressure is lower than the threshold and the stroke sensor (18) of the compensation cylinder exceeds the set value, it will automatically replenish pressure and adjust the stroke to reach the design pressure and stop the stroke automatically. If there is internal or external leakage in the guide cylinder, pressure oil pipeline, or solenoid valve, it is the same as above. The above ensures that the horizontal guide centering function is not affected. S8. When the temperature rises, the volume of the first guide cylinder (1), the second guide cylinder (2), and the pipeline oil increases, and the pressure rises. The square of the cross-sectional area of ​​the left side cavity of the first compensation cylinder + the square of the cross-sectional area of ​​the left side cavity of the second compensation cylinder > the square of the cross-sectional area of ​​the third compensation cylinder cavity. The compensation cylinder assembly (6) moves to the right, and the oil in the pressureless cavity of the compensation cylinder assembly (6) flows back to the high-level oil tank (25), thereby reducing the pressure in the left side cavity of the first compensation cylinder and the left side cavity of the second compensation cylinder, and the rise in the right side cavity of the third compensation cylinder. When the set value of the system protection overflow valve (14) is reached, the pressure is automatically released to ensure the safety of the system. When the temperature drops, the opposite is true. The right side cavity of the third compensation cylinder of the accumulator (7) is pressurized. When the pressure sensor of the accumulator (7) detects that the pressure is lower than the threshold and the stroke sensor of the compensation cylinder (18) exceeds the set value, the pressure will be automatically replenished and the stroke will be adjusted. The above ensures that the horizontal guide centering function is not affected. S9. Through the hydraulic system (15), via the pressure oil pipeline, the pressure replenishing solenoid valve replenishes oil to the left side cavity of the first guide cylinder (1), the second guide cylinder (2), and the compensation cylinder assembly (6). The pressure replenishing solenoid valve replenishes oil to the left side cavity of the first guide cylinder (1), the second guide cylinder (2), and the second compensation cylinder. The pressure replenishing solenoid valve replenishes oil to the right side cavity of the accumulator (7) and the third compensation cylinder. When maintenance is required, the pressure is relieved by the first pressure relief solenoid valve (11), the second pressure relief solenoid valve (12), and the third pressure relief solenoid valve (13), and the oil is returned to the hydraulic system (15). S10. The stroke of the first guide cylinder (1) and the second guide cylinder (2) can be adjusted and the air venting can be performed through the hydraulic system (15) to ensure that the first guide cylinder (1) and the second guide cylinder (2) are in the middle position. The first guide stroke sensor (16) and the second guide stroke sensor (17) can be used to view the position in real time. S11. When abnormal pressure or travel data occurs, the monitoring system can analyze and alarm, guide maintenance personnel to carry out inspection and maintenance, and diagnose faults, making inspection and maintenance work easier and more convenient. It has intelligent features and effectively ensures operational efficiency and navigation safety.

Images