Ship lift anti-runaway device and method of use thereof

Abstract

The application discloses a ship lift anti-out-of-control operation device and a use method thereof. The ship lift anti-out-of-control operation device comprises a first shaft body rotatably arranged on a ship cabin, a second shaft body fixedly arranged on the ship cabin and a poking assembly arranged on the ship cabin. The first shaft body is in transmission connection with a transmission shaft of a driving system. A forward ratchet wheel and a reverse ratchet wheel are coaxially arranged on the first shaft body. A forward pawl and a reverse pawl are coaxially rotatably connected to the second shaft body. During operation of the poking assembly to a first state, the forward pawl is inserted into the forward ratchet wheel after rotation, the poking assembly pokes the reverse pawl and makes the reverse pawl exit the reverse ratchet wheel. During operation of the poking assembly to a second state, the reverse pawl is inserted into the reverse ratchet wheel after rotation, the poking assembly pokes the forward pawl and makes the forward pawl exit the forward ratchet wheel. The application can prevent the ship cabin from out-of-control up-and-down movement when the ship cabin loses driving force and the braking system fails, so as to avoid serious safety accidents such as ship cabin collision with the top or falling.

Description

Technical Field

[0001] This invention belongs to the field of ship lift technology, and particularly relates to a ship lift anti-runaway operation device and its usage method. Background Technology

[0002] Currently, fully balanced vertical ship lifts typically use rack and pinion or wire rope winches for drive. The output shaft of the drive motor is generally equipped with a safety brake and a service brake. Under normal circumstances, the ship compartment uses electrical braking, meaning the drive motor torque is controlled by a frequency converter to reduce speed. Both brakes engage after the compartment stops. In case of uncontrolled operation or other emergencies, the service brake applies emergency braking, and the braking force is controlled to stabilize and decelerate the compartment until it stops. Finally, the safety brake engages.

[0003] Existing electric braking and emergency braking both collect the ship's speed through the electrical control system and output control signals to control the frequency converter and brakes. However, when the electrical control system fails, the extreme situation of the frequency converter not being enabled and the brakes being released simultaneously may occur. In this case, the ship has neither driving force nor braking ability, and since there is generally an unbalanced load between the ship and the counterweight, the ship is very likely to go out of control up or down, which may lead to serious safety accidents such as the ship overturning or falling. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, this invention provides a ship lift anti-runaway operation device and its usage method, which can prevent the ship lift's cabin from running away uncontrollably when the cabin loses driving force and the braking system fails, thereby avoiding serious safety accidents such as the cabin crashing or falling.

[0005] The objective of this invention is achieved through the following technical solution: In a first aspect, a runaway prevention device for a ship lift is provided, which is installed in the ship chamber of the ship lift. The ship lift is equipped with a drive system, and the runaway prevention device includes: The first shaft is rotatably supported on the cabin and is connected to the transmission shaft of the drive system. The first shaft is coaxially provided with a forward ratchet and a reverse ratchet with opposite ratchet directions. The second shaft is fixedly mounted on the ship's compartment. A forward pawl located above the forward ratchet and a reverse pawl located above the reverse ratchet are coaxially rotatably connected on the second shaft. A toggle assembly is installed on the ship's compartment. During the first state of operation, the forward pawl rotates and inserts into the forward ratchet, and the toggle assembly moves the reverse pawl and disengages it from the reverse ratchet. During the second state of operation, the reverse pawl rotates and inserts into the reverse ratchet, and the toggle assembly moves the forward pawl and disengages it from the forward ratchet.

[0006] Furthermore, the actuating assembly includes a transmission mechanism, which includes a worm gear coaxially rotatably connected to a second shaft and a worm meshing with the worm gear. The worm gear is provided with a forward lever and a reverse lever. After the worm gear rotates to the first state, the forward pawl rotates and falls down to insert into the forward ratchet, and the reverse lever moves the reverse pawl upward and disengages it from the reverse ratchet. After the worm gear rotates to the second state, the reverse pawl rotates and falls down to insert into the reverse ratchet, and the forward lever moves the forward pawl upward and disengages it from the forward ratchet. The actuating assembly includes a drive mechanism, the output of which is connected to a worm gear drive.

[0007] Furthermore, the forward pawl and the reverse pawl are located at both ends of the worm gear, and the two ends of the worm gear are respectively provided with a forward lever extending to the bottom of the forward pawl and a reverse lever extending to the bottom of the reverse pawl; The axis of the second shaft, the axis of the forward lever, and the axis of the reverse lever are all parallel to the axis of the first shaft, while the axis of the forward lever is misaligned with the axis of the reverse lever.

[0008] Furthermore, after the worm gear rotates to the third state, the forward lever restricts the forward pawl from falling and the reverse lever restricts the reverse pawl from falling.

[0009] Furthermore, both the worm gear and the worm are rotatably supported on the cabin, and the fixed end of the drive mechanism is fixedly connected to the cabin.

[0010] Furthermore, the drive mechanism is a servo motor, and the output end of the servo motor is connected to one end of the worm gear.

[0011] Furthermore, the anti-runaway operation device for the ship lift includes a first elastic element for pressing the forward pawl against the forward ratchet and a second elastic element for pressing the reverse pawl against the reverse ratchet; One end of the first elastic element is fixedly connected to the cabin, and the other end of the first elastic element is connected to the side of the positive pawl away from the positive ratchet. One end of the second elastic element is fixedly connected to the cabin, and the other end of the second elastic element is connected to the side of the reverse pawl away from the reverse ratchet.

[0012] Furthermore, the drive system includes a drive motor and a main gearbox, with the first shaft being the transmission shaft between the drive motor and the main gearbox.

[0013] Secondly, a method for using a ship lift anti-runaway operation device is provided, which includes a downward anti-runaway method and an upward anti-runaway method; Downlink anti-runaway methods include the following steps: When the ship docks with the upstream vessel, the water depth inside the ship is adjusted so that the actual water level inside the ship is lower than the standard water level; the water level inside the ship is the standard water level when the weight of the entire ship is equal to the weight of the counterweight. When the toggle component is in its first state, the forward pawl inserts into the forward ratchet, and the reverse pawl disengages from the reverse ratchet. The cabin is disconnected from the upstream and descends; when the cabin loses driving force and the braking system fails during the descent, because the actual water level inside the cabin is lower than the standard water level, the overall weight of the cabin is less than the weight of the counterweight, the cabin decelerates and descends to zero, and the forward pawl holds the forward ratchet to prevent the drive system's transmission shaft from rotating in the upward direction. The upward anti-runaway method includes the following steps: When the ship docks with the downstream, the water depth inside the ship's compartment is adjusted so that the actual water level inside the compartment is higher than the standard water level. When the toggle component is in its second state, the reverse pawl inserts into the reverse ratchet, and the forward pawl retracts from the forward ratchet. The ship compartment is disconnected from the downstream and moves upward. When the ship compartment loses driving force and the braking system fails during the upward movement, because the actual water level inside the ship compartment is higher than the standard water level, the overall weight of the ship compartment is greater than the weight of the counterweight. The ship compartment decelerates and moves upward to zero. The reverse pawl engages the reverse ratchet to prevent the drive system's transmission shaft from rotating in the downward direction.

[0014] Furthermore, when the vessel docks with the upstream vessel, the water depth inside the vessel is adjusted so that the actual water level inside the vessel is lower than the standard water level, including: The ship moves upstream to raise the standard water level above the upstream water level; The cabin is connected to the upstream section to reduce the water depth inside the cabin, thereby making the actual water level inside the cabin lower than the standard water level. When the ship docks with the downstream vessel, the water depth inside the ship's compartment is adjusted so that the actual water level inside the compartment is higher than the standard water level, including: The ship's compartment moves downstream to bring the standard water level lower than the downstream water level; The ship's compartment is connected to the downstream section to raise the water depth inside the compartment, thus making the actual water level inside the compartment higher than the standard water level.

[0015] The beneficial effects of this invention are as follows: Before descending, the actual water level inside the lift is adjusted to be lower than the standard water level. When the lift loses driving force and the braking system fails during descent, because the actual water level inside the lift is lower than the standard water level, the overall weight of the lift is less than the weight of the counterweight. The lift decelerates to zero, and the forward pawl engages the forward ratchet to prevent the drive system's transmission shaft from rotating in the upward direction. Before ascending, the actual water level inside the lift is adjusted to be higher than the standard water level. When the lift loses driving force and the braking system fails during ascending, because the actual water level inside the lift is higher than the standard water level, the overall weight of the lift is greater than the weight of the counterweight. The lift decelerates to zero, and the reverse pawl engages the reverse ratchet to prevent the drive system's transmission shaft from rotating in the downward direction. Therefore, this invention can prevent the lift from running out of control when the lift loses driving force and the braking system fails, thereby avoiding serious safety accidents such as the lift overshooting or falling. Attached Figure Description

[0016] The invention will now be described in more detail with reference to embodiments and the accompanying drawings. Figure 1 This shows a schematic diagram of the anti-runaway operation device for the ship lift in this invention; Figure 2 A schematic diagram of the invention in its first state is shown; Figure 3 A schematic diagram of the invention in a second state is shown; Figure 4 A schematic diagram of the invention in its third state is shown; Figure 5 This diagram shows the installation schematic of the anti-runaway operation device for the ship lift in this invention; Figure 6 A schematic diagram of the standard water surface of the present invention is shown; Figure 7 This diagram illustrates the operation of the invention when it is docked with an upstream component. Figure 8 This diagram illustrates the operation of the invention when it is connected to a downstream device. In the accompanying drawings, the same parts use the same reference numerals. The drawings are not to scale.

[0017] Figure label: 1. First shaft; 2. Reverse ratchet; 3. Forward ratchet; 4. Forward pawl; 5. Forward lever; 6. Second shaft; 7. Worm gear; 8. Worm wheel; 9. Reverse pawl; 10. Reverse lever; 11. Drive mechanism; 12. Drive motor; 13. Main gearbox; 14. Boat compartment; 15. Standard water surface; 16. Upstream water surface; 17. Downstream water surface. Detailed Implementation

[0018] The invention will now be further described with reference to the accompanying drawings.

[0019] This invention provides a device for preventing runaway operation of a ship lift, such as... Figure 1-6 As shown, the ship lift is equipped with a drive system and an anti-runaway operation device, including: The first shaft 1 is rotatably supported on the cabin 14 and is connected to the transmission shaft of the drive system. The first shaft 1 is coaxially provided with a forward ratchet 3 and a reverse ratchet 2 with opposite ratchet directions. The second shaft 6 is fixedly mounted on the base of the cabin 14. The second shaft 6 is coaxially rotatably connected to a forward pawl 4 located above the forward ratchet 3 and a reverse pawl 9 located above the reverse ratchet 2. The actuating component is mounted on the cabin 14. During the operation of the actuating component in the first state, the forward pawl 4 rotates and inserts into the forward ratchet 3, and the actuating component actuates the reverse pawl 9 and causes the reverse pawl 9 to disengage from the reverse ratchet 2. During the operation of the actuating component in the second state, the reverse pawl 9 rotates and inserts into the reverse ratchet 2, and the actuating component actuates the forward pawl 4 and causes the forward pawl 4 to disengage from the forward ratchet 3.

[0020] In one embodiment, the actuating assembly includes a transmission mechanism, which includes a worm gear 8 coaxially rotatably connected to a second shaft 6 and a worm 7 meshing with the worm gear 8. The worm gear 8 is provided with a forward lever 5 and a reverse lever 10. After the worm gear 8 rotates to the first state, the forward pawl 4 rotates and falls under its own weight and inserts into the forward ratchet 3, while the reverse lever 10 pushes the reverse pawl 9 upward and causes the reverse pawl 9 to disengage from the reverse ratchet 2. After the worm gear 8 rotates to the second state, the reverse pawl 9 rotates and falls under its own weight and inserts into the reverse ratchet 2, while the forward lever 5 pushes the forward pawl 4 upward and causes the forward pawl 4 to disengage from the forward ratchet 3. The actuation assembly includes a drive mechanism 11, the output end of which is connected to the worm gear 7 via a transmission.

[0021] Understandably, the drive mechanism 11 can drive the worm 7 to rotate, thereby causing the worm wheel 8 to rotate, which enables the lever to act on the corresponding pawl, so as to adjust the position of the forward pawl 4 and the reverse pawl 9, thereby facilitating the adjustment of the insertion or withdrawal state of the pawl corresponding to the ratchet.

[0022] It should be noted that the worm gear operating mechanism with lever can be replaced by other mechanisms that can operate the insertion and withdrawal of two sets of pawls, such as a horizontally moving lever mechanism driven by an electric push rod or a mechanism that attracts and releases the pawls by an electromagnet.

[0023] In one embodiment, the forward pawl 4 and the reverse pawl 9 are located at both ends of the worm gear 8, and the two ends of the worm gear 8 are respectively provided with a forward lever 5 extending below the forward pawl 4 and a reverse lever 10 extending below the reverse pawl 9. The axis of the second shaft 6, the axis of the forward lever 5, and the axis of the reverse lever 10 are all parallel to the axis of the first shaft 1, while the axis of the forward lever 5 is misaligned with the axis of the reverse lever 10.

[0024] In one embodiment, after the worm gear 8 rotates to the third state, the forward lever 5 restricts the forward pawl 4 from falling and the reverse lever 10 restricts the reverse pawl 9 from falling, so that the forward pawl 4 is in the state of being disengaged from the forward ratchet 3 and the reverse pawl 9 is in the state of being disengaged from the reverse ratchet 2, so that in special circumstances, the upward and downward movement of the cabin 14 is unrestricted.

[0025] In one embodiment, both the worm gear 8 and the worm 7 are rotatably supported on the cabin 14, the drive mechanism 11 is a servo motor, the output end of the servo motor is connected to one end of the worm 7, and the fixed end of the servo motor is fixedly connected to the cabin 14.

[0026] In one embodiment, it includes a first elastic member for pressing the forward pawl 4 against the forward ratchet 3 and a second elastic member for pressing the reverse pawl 9 against the reverse ratchet 2; One end of the first elastic element is fixedly connected to the cabin 14, and the other end of the first elastic element is connected to the side of the forward pawl 4 away from the forward ratchet 3. One end of the second elastic element is fixedly connected to the cabin 14, and the other end of the second elastic element is connected to the side of the reverse pawl 9 away from the reverse ratchet 2.

[0027] It is understood that the first elastic member can press the forward pawl 4 against the forward ratchet 3 so that the forward pawl 4 is inserted into the forward ratchet 3; the second elastic member can press the reverse pawl 9 against the reverse ratchet 2 so that the reverse pawl 9 is inserted into the reverse ratchet 2; therefore, the present invention can also use elastic members to press the corresponding pawls onto the corresponding ratchets.

[0028] It should be noted that the pawl can also be inserted into the corresponding ratchet under the combined action of its own weight and the elastic element. When the pawl is inserted into the corresponding ratchet, it can also provide a certain elastic clamping force to prevent the pawl from easily coming out. Of course, this elastic clamping force does not affect the operation between the ratchet and the pawl, nor does it affect the lever from moving the pawl.

[0029] It should also be noted that both the first and second elastic elements can be springs, and corresponding guide rods are provided to provide a certain guidance for the springs.

[0030] In one embodiment, the drive system includes a drive motor 12 and a main gearbox 13. The first shaft 1 can be selected at an appropriate position on the transmission shaft system of the ship lift drive system, preferably the transmission shaft between the drive motor 12 and the main gearbox 13.

[0031] The present invention also provides a method for using a ship lift anti-runaway operation device, which includes a downward anti-runaway method and an upward anti-runaway method; like Figure 2 , Figure 6 and Figure 7 As shown, the downlink anti-runaway method includes the following steps: When the vessel 14 docks with the upstream, the water depth inside the vessel 14 is adjusted so that the actual water level inside the vessel 14 is lower than the standard water level 15; wherein, when the overall weight of the vessel 14 is equal to the weight of the counterweight, the water level inside the vessel 14 is the standard water level 15. When the worm gear 8 rotates to the first state, the forward pawl 4 inserts into and presses against the forward ratchet 3 due to its own weight, and the reverse pawl 9 retracts from the reverse ratchet 2; The boat compartment 14 is disconnected from the upstream and descends; when the boat compartment 14 loses driving force and the braking system fails during the descent, since the actual water level inside the boat compartment 14 is lower than the standard water level 15, the overall weight of the boat compartment 14 is less than the weight of the counterweight, the boat compartment 14 decelerates and descends to zero, and the forward pawl 4 presses against the forward ratchet 3 to prevent the drive system's transmission shaft from rotating in the upward direction. like Figure 3 , Figure 6 and Figure 8 As shown, the uplink anti-runaway method includes the following steps: When the ship compartment 14 is docked with the downstream, the water depth inside the ship compartment 14 is adjusted so that the actual water level inside the ship compartment 14 is higher than the standard water level 15. When the worm gear 8 rotates to the second state, the reverse pawl 9 inserts into and presses against the reverse ratchet 2 due to its own weight, and the forward pawl 4 retracts from the forward ratchet 3; The docking of the hull 14 with the downstream is disengaged, and the hull 14 moves upward. When the hull 14 loses driving force and the braking system fails during the upward movement, since the actual water level inside the hull 14 is higher than the standard water level 15, the overall weight of the hull 14 is greater than the weight of the counterweight. The hull 14 decelerates and moves upward to zero. The reverse pawl 9 presses against the reverse ratchet 2 to prevent the drive system's transmission shaft from rotating in the downward direction.

[0032] Understandably, before descent, the actual water level inside the cabin 14 is adjusted to be lower than the standard water level 15. When the cabin 14 loses driving force and the braking system fails during descent, because the actual water level inside the cabin 14 is lower than the standard water level 15, the overall weight of the cabin 14 is less than the weight of the counterweight. The cabin 14 decelerates to zero, and the forward pawl 4 engages the forward ratchet 3 to prevent the drive system's transmission shaft from rotating in the upward direction. Before ascending, the actual water level inside the cabin 14 is adjusted to be higher than the standard water level 15. When the cabin 14... 4. When the driving force is lost and the braking system fails during the upward movement, since the actual water level inside the cabin 14 is higher than the standard water level 15, the overall weight of the cabin 14 is greater than the weight of the counterweight. The cabin 14 decelerates and moves upward to zero. The reverse pawl 9 presses against the reverse ratchet 2 to prevent the transmission shaft of the drive system from rotating in the downward direction. Therefore, the present invention can prevent the cabin 14 from running out of control when the cabin 14 of the ship lift loses driving force and the braking system fails, thereby avoiding serious safety accidents such as the cabin 14 overshooting or falling.

[0033] In one embodiment, such as Figure 2 , Figure 6 and Figure 7 As shown, when the vessel compartment 14 docks with the upstream vessel, adjusting the water depth inside the vessel compartment 14 so that the actual water level inside the vessel compartment 14 is lower than the standard water level 15 includes: The ship chamber 14 moves upward so that the standard water level 15 is higher than the upstream water level 16; The vessel compartment 14 is connected to the upstream to reduce the water depth inside the vessel compartment 14, thereby making the actual water level inside the vessel compartment 14 lower than the standard water level 15. like Figure 3 , Figure 6 and Figure 8 As shown, when the vessel compartment 14 docks with the downstream, adjusting the water depth inside the vessel compartment 14 so that the actual water level inside the vessel compartment 14 is higher than the standard water level 15 includes: The ship chamber 14 moves downstream so that the standard water level 15 is lower than the downstream water level 17; The vessel compartment 14 is connected to the downstream side to increase the water depth inside the vessel compartment 14, thereby making the actual water level inside the vessel compartment 14 higher than the standard water level 15.

[0034] It should be noted that, in addition to adjusting the water depth inside the hull 14 by controlling the docking height of the hull 14, the water depth inside the hull 14 can also be adjusted by using a water pump.

[0035] In one embodiment, such as Figure 4 and Figure 6 As shown, the usage method also includes: In special circumstances, the worm gear 8 rotates to the third state, the forward pawl 4 disengages from the forward ratchet 3 and the reverse pawl 9 disengages from the reverse ratchet 2, so that the upward and downward movement of the cabin 14 is unrestricted.

[0036] In summary, this invention can prevent the ship chamber 14 from running out of control when the ship lift loses driving force and the braking system fails, thereby avoiding serious safety accidents such as the ship chamber 14 overshooting or falling. This invention only requires the installation of a small number of devices on the transmission shaft of the ship lift's drive system, making it easy to implement. This invention can be taken out of operation as a whole, without affecting the need for the ship chamber 14 to move freely up and down in a few special circumstances such as equipment maintenance.

[0037] In the description of this invention, it should be understood that the terms "upper", "lower", "bottom", "top", "front", "rear", "inner", "outer", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this 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 limitations on this invention.

[0038] While the invention has been described herein with reference to specific embodiments, it should be understood that these embodiments are merely examples of the principles and applications of the invention. Therefore, it should be understood that many modifications can be made to the exemplary embodiments, and other arrangements can be designed without departing from the spirit and scope of the invention as defined by the appended claims. It should be understood that different dependent claims and features described herein can be combined in ways different from those described in the original claims. It is also understood that features described in conjunction with individual embodiments can be used in other described embodiments.

Claims

1. A ship lift anti-runaway operation device, installed in the ship lift cabin (14), the ship lift being equipped with a drive system, characterized in that, include: The first shaft (1) is rotatably supported on the cabin (14) and is connected to the transmission shaft of the drive system. The first shaft (1) is coaxially provided with a forward ratchet (3) and a reverse ratchet (2) with opposite ratchet directions. The second shaft (6) is fixedly mounted on the cabin (14). The second shaft (6) is coaxially rotatably connected to a forward pawl (4) located above the forward ratchet (3) and a reverse pawl (9) located above the reverse ratchet (2). A toggle assembly is provided on the cabin (14). During the operation of the toggle assembly to the first state, the forward pawl (4) rotates and inserts into the forward ratchet (3), and the toggle assembly moves the reverse pawl (9) and causes the reverse pawl (9) to exit the reverse ratchet (2). During the operation of the toggle assembly to the second state, the reverse pawl (9) rotates and inserts into the reverse ratchet (2), and the toggle assembly moves the forward pawl (4) and causes the forward pawl (4) to exit the forward ratchet (3).

2. The anti-runaway operation device for the ship lift according to claim 1, characterized in that, The actuating assembly includes a transmission mechanism, which includes a worm gear (8) coaxially rotatably connected to the second shaft (6) and a worm (7) meshing with the worm gear (8). The worm gear (8) is provided with a forward lever (5) and a reverse lever (10). After the worm gear (8) rotates to the first state, the forward pawl (4) rotates down and inserts into the forward ratchet (3), and the reverse lever (10) pushes the reverse pawl (9) upward and causes the reverse pawl (9) to exit the reverse ratchet (2). After the worm gear (8) rotates to the second state, the reverse pawl (9) rotates down and inserts into the reverse ratchet (2), and the forward lever (5) pushes the forward pawl (4) upward and causes the forward pawl (4) to exit the forward ratchet (3). The actuation assembly includes a drive mechanism (11), the output end of which is connected to the worm gear (7) via a transmission.

3. The anti-runaway operation device for the ship lift according to claim 2, characterized in that, The forward pawl (4) and the reverse pawl (9) are located at both ends of the worm gear (8). The two ends of the worm gear (8) are respectively provided with a forward lever (5) extending below the forward pawl (4) and a reverse lever (10) extending below the reverse pawl (9). The axis of the second shaft (6), the axis of the forward lever (5) and the axis of the reverse lever (10) are all parallel to the axis of the first shaft (1), and the axis of the forward lever (5) is misaligned with the axis of the reverse lever (10).

4. The anti-runaway operation device for the ship lift according to claim 2 or 3, characterized in that, After the worm gear (8) rotates to the third state, the forward lever (5) restricts the forward pawl (4) from falling and the reverse lever (10) restricts the reverse pawl (9) from falling.

5. The anti-runaway operation device for the ship lift according to claim 2 or 3, characterized in that, Both the worm gear (8) and the worm (7) are rotatably supported on the cabin (14), and the fixed end of the drive mechanism (11) is fixedly connected to the cabin (14).

6. The anti-runaway operation device for the ship lift according to claim 5, characterized in that, The drive mechanism (11) is a servo motor, and the output end of the servo motor is connected to one end of the worm gear (7) for transmission.

7. The anti-runaway operation device for the ship lift according to claim 1, characterized in that, It includes a first elastic member for pressing the forward pawl (4) against the forward ratchet (3) and a second elastic member for pressing the reverse pawl (9) against the reverse ratchet (2); One end of the first elastic member is fixedly connected to the cabin (14), and the other end of the first elastic member is connected to the side of the positive pawl (4) away from the positive ratchet (3); One end of the second elastic member is fixedly connected to the cabin (14), and the other end of the second elastic member is connected to the side of the reverse pawl (9) away from the reverse ratchet (2).

8. The anti-runaway operation device for the ship lift according to claim 1, characterized in that, The drive system includes a drive motor (12) and a main gearbox (13), and the first shaft (1) is the transmission shaft between the drive motor (12) and the main gearbox (13).

9. A method of using the anti-runaway operation device for a ship lift according to any one of claims 1-8, characterized in that, This includes downlink anti-runaway methods and uplink anti-runaway methods; Downlink anti-runaway methods include the following steps: When the cabin (14) docks with the upstream, the water depth inside the cabin (14) is adjusted so that the actual water level inside the cabin (14) is lower than the standard water level (15); wherein, when the weight of the entire cabin (14) is equal to the weight of the counterweight, the water level inside the cabin (14) is the standard water level (15). When the toggle assembly is in the first state, the forward pawl (4) is inserted into the forward ratchet (3), and the reverse pawl (9) is disengaged from the reverse ratchet (2). The cabin (14) is disconnected from the upstream and the cabin (14) descends; when the cabin (14) loses driving force and the braking system fails during the descent, since the actual water level inside the cabin (14) is lower than the standard water level (15), the overall weight of the cabin (14) is less than the weight of the counterweight, the cabin (14) decelerates down to zero, and the forward pawl (4) presses against the forward ratchet (3) to prevent the drive system's transmission shaft from rotating in the upward direction; The upward anti-runaway method includes the following steps: When the cabin (14) docks with the downstream, the water depth inside the cabin (14) is adjusted so that the actual water level inside the cabin (14) is higher than the standard water level (15). When the toggle assembly is in the second state, the reverse pawl (9) inserts into the reverse ratchet (2), and the forward pawl (4) exits from the forward ratchet (3). The cabin (14) is disconnected from the downstream and moves upward. When the cabin (14) loses driving force and the braking system fails during the upward movement, the actual water level inside the cabin (14) is higher than the standard water level (15), and the overall weight of the cabin (14) is greater than the weight of the counterweight. The cabin (14) decelerates and moves upward to zero. The reverse pawl (9) presses against the reverse ratchet (2) to prevent the drive system's transmission shaft from rotating in the downward direction.

10. The method of use according to claim 9, characterized in that, When the vessel compartment (14) docks with the upstream vessel, adjusting the water depth inside the vessel compartment (14) so ​​that the actual water level inside the vessel compartment (14) is lower than the standard water level (15) includes: The cabin (14) moves upward so that the standard water level (15) is higher than the upstream water level (16). The cabin (14) is connected to the upstream to reduce the water depth inside the cabin (14), so that the actual water level inside the cabin (14) is lower than the standard water level (15). When the vessel compartment (14) docks with the downstream, adjusting the water depth inside the vessel compartment (14) so ​​that the actual water level inside the vessel compartment (14) is higher than the standard water level (15) includes: The ship (14) descends to make the standard water level (15) lower than the downstream water level (17). The cabin (14) is connected to the downstream side to increase the water depth inside the cabin (14), thereby making the actual water level inside the cabin (14) higher than the standard water level (15).

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