Accurate parking test model for full-balance vertical ship lift

Abstract

A full-balance vertical ship lift accurate parking position test model comprises lock head models, the lock head models are located on the two sides of a ship chamber model, tower column models are fixed to the outer sides of the ship chamber model, balance weight systems are installed on the tower column models, and the ship chamber model keeps balance through the balance weight systems; a gear and rack mechanism is installed between the tower column model and the ship chamber model, a synchronizing shaft system is installed on the ship chamber model, and the ship chamber model is driven by the gear and rack mechanism and the synchronizing shaft system to ascend and descend. According to the accurate parking test model for the full-balance vertical ship lift, the operation stability can be improved.

Description

Technical Field

[0001] The utility model relates to a ship lift model, in particular to an accurate stop test model of a fully balanced vertical ship lift. Background Technique

[0002] The main body section of the Three Gorges ship lift consists of the upper lock head, the ship chamber section and the lower lock head. The ship chamber section contains complex structures such as the ship chamber and the drive system. The Three Gorges ship lift is currently the fully balanced vertical ship lift with the greatest technical difficulty and the highest lifting height in China. According to the navigation requirements, the effective size of the Three Gorges ship lift is 120 meters long, 18 meters wide, with a water depth of 3.5 meters, a lifting weight of 15,500 tons, a maximum lifting height of 113 meters, and the maximum displacement of the passing ship is 3,000 tons. The safety and stability of its operation cannot be compromised.

[0003] In the existing ship lift models, the synchronous shaft system is powered by 2-8 driving motors. The transmission shafts are connected through couplings. The number of transmission shaft segments and bevel gear boxes is relatively large. Any failure of the shaft segment or bevel gear box will affect the operation. Moreover, multiple motor drives require considering the motor synchronization problem, and it is also necessary to ensure that the output torque deviation of the synchronous shaft cannot be too large. Summary of the Invention

[0004] The technical problem to be solved by the utility model is to provide an accurate stop test model of a fully balanced vertical ship lift, which can improve the operation stability and synchronization.

[0005] To solve the above technical problems, the technical solution adopted by the utility model is:

[0006] An accurate stop test model of a fully balanced vertical ship lift includes a lock head model. The lock head models are located on both sides of the ship chamber model. A tower column model is fixed on the outside of the ship chamber model. A counterweight system is installed on the tower column model. The ship chamber model is balanced by the counterweight system. A gear rack mechanism is installed between the tower column model and the ship chamber model. A synchronous shaft system is installed on the ship chamber model. The ship chamber model is driven to lift and lower through the gear rack mechanism and the synchronous shaft system.

[0007] The lock head model includes an upper lock head model and a lower lock head model. The upper lock head model is higher than the lower lock head model.

[0008] The gear rack mechanism includes a rack, which is fixed on the column of the tower column model. The rack meshes with the first gear, and the first gear is installed on the ship chamber model.

[0009] The synchronous shaft system includes a first rotating shaft, which is driven to rotate through a motor and a first gear transmission mechanism. The left and right ends of the first rotating shaft drive a second rotating shaft to rotate through a set of first bevel gear transmission mechanisms respectively. Both ends of each second rotating shaft drive a third rotating shaft to rotate through a set of second bevel gear transmission mechanisms respectively. Lifting gears are installed on the third rotating shafts.

[0010] Proximity switches are arranged on the left and right sides of the lock head and the ship chamber model, and the proximity switches are triggered when the ship chamber model is flush with the upper lock head or the lower lock head.

[0011] The utility model provides a full-balanced vertical ship lift accurate stop test model, which has the following technical effects:

[0012] 1). Currently, there is no test model for a full-balanced rack and pinion climbing vertical ship lift. Most are wire rope hoisting or hydraulic ship lift models. Compared with the existing models, the transmission control of the full-balanced rack and pinion climbing ship lift model is more accurate, and the structure of the ship chamber model is more compact.

[0013] 2). The synchronous shaft system in this model of the present application can be applied in practice, as long as the motor is correctly selected. In this system, single-motor drive makes the synchronous shaft transmission a rigid transmission, and the problem of synchronous control does not need to be considered.

[0014] 3). The lock head is made of spliced wood, considering that the cost of wood materials is low and the weight is light; the working gate of the lock head is made of nylon material, considering its light weight and easy molding characteristics, and the nylon material is odorless, non-toxic, and resistant to biological erosion, with excellent antibacterial and mildew-proof performance; the tower column and the ship chamber model are made of aluminum alloy material, considering its low density, high strength, strong plasticity and easy processing of aluminum alloy materials, and at the same time its surface is smooth, stains are not easy to adhere, and cleaning and maintenance are very convenient. Brief Description of the Drawings

[0015] The following further describes the present utility model in conjunction with the drawings and embodiments:

[0016] Figure 1 It is a schematic structural diagram of the present utility model.

[0017] Figure 2 is Figure 1 A partial enlarged schematic view of the synchronous shaft system in

[0018] Figure 3 It is the front view of the present utility model.

[0019] Figure 4 It is the right view of the present utility model.

[0020] Figure 5 It is the top view of the present utility model.

[0021] In the figure: lock head model 1, upper lock head model 11, lower lock head model 12, tower column model 2, ship chamber model 3, upper chamber head 31, lower chamber head 32, gear rack mechanism 4, lifting gear 41, rack 42, synchronous shaft system 5, first rotating shaft 51, motor 52, first gear transmission mechanism 53, first bevel gear transmission mechanism 54, second rotating shaft 55, second bevel gear transmission mechanism 56, third rotating shaft 57, counterweight system 6, balance rope 61, fixed pulley 62, counterweight block 63. Specific implementation mode

[0022] As Figures 1-3 shown, a full balance vertical ship lift accurate stop test model specifically includes a lock head model 1, a tower column model 2, a ship chamber model 3, a gear rack mechanism 4, a synchronous shaft system 5, a counterweight system 6 and an accurate stop device.

[0023] As Figure 3 shown, the lock head model 1 includes an upper lock head model 11 and a lower lock head model 12. The upper lock head model 11 is arranged on the left side of the ship chamber model 3 and is a relatively high platform. The lower lock head model 12 is arranged on the right side of the ship chamber model 3 and is a relatively low platform. The lock head model 1 is made of spliced wood, and the working gate body is made of nylon material. At the same time, the groove of the lock head model simulates the waterway, the bottom of the groove is painted with blue primer, and epoxy resin is poured into the groove to simulate the water body of the waterway. The water body of the waterway is blocked by the working gate.

[0024] As Figures 1-2 shown, the tower column model 2 includes a bottom brace, a top brace and columns. The bottom brace, top brace and columns are a framework connected by twelve aluminum alloys to simulate the tower column of the ship lift. Among them, racks 42 are fixed on the inner sides of four columns, and each rack 42 meshes with a first gear 41 to form a gear rack mechanism 4. The four first gears 41 are installed on the ship chamber model 3 and are driven for synchronous transmission through the synchronous shaft system 5 on the ship chamber model 3.

[0025] As Figure 3 shown, the ship chamber model 3 is placed in the middle of the tower column model 2. The ship chamber model 3 is used to simulate the ship chamber of the ship lift. The left and right sides of the ship chamber model 3 are the upper chamber head 31 and the lower chamber head 32 respectively; the middle of the ship chamber model 3 is a hollow rectangle, and the inside of the rectangle is painted with blue primer, and epoxy resin is poured in to simulate the water body of the ship chamber.

[0026] As Figure 2 、 Figure 5As shown in the figure, the synchronization shaft system 5 is arranged at the bottom of the ship chamber model 3 and consists of one motor, two spur gears, twelve bevel gears and multiple shafts. The synchronization shaft system 5 includes a first rotating shaft 51 which is located on the longitudinal center line of the ship chamber. The first rotating shaft 51 is driven to rotate through a motor 52 and a first gear transmission mechanism 53. The left and right ends of the first rotating shaft 51 respectively drive a second rotating shaft 55 to rotate through a set of first bevel gear transmission mechanisms 54. Both ends of each second rotating shaft 55 respectively drive a third rotating shaft 57 to rotate through a set of second bevel gear transmission mechanisms 56. A lifting gear 41 is installed on the third rotating shaft 57, and the lifting gear 41 meshes with a rack 42.

[0027] When the ship chamber model 3 operates normally, the motor 52 at the bottom of the ship chamber model 3 rotates, drives the first rotating shaft 51 at the bottom of the ship chamber model 3 to rotate through the first gear transmission mechanism 53. The first rotating shaft 51 drives two vertically arranged second rotating shafts 55 to rotate simultaneously through the first bevel gear transmission mechanisms 54. The two second rotating shafts 55 rotate simultaneously to drive four sets of second bevel gear transmission mechanisms 56 to rotate. The four sets of second bevel gear transmission mechanisms 56 act to drive the lifting gears 41 on the four sets of third rotating shafts 57 to rotate synchronously, so that the ship chamber model 3 can achieve synchronous lifting and lowering.

[0028] This synchronization shaft system 5 transmits the driving torque to the four lifting gears 41 simultaneously through a single motor 52, so that the single motor 52 can output force evenly to the four lifting gears 41.

[0029] As Figures 3-4 shown in the figure, the counterweight system 6 includes a balance rope 61, a fixed pulley 62 and a counterweight 63. Sixteen fixed pulleys 62 are provided and arranged above the tower model 2. The balance rope 61 bypasses the fixed pulley 62, one end of which is connected to the ship chamber model 3, and the other end is connected to the upper end of the counterweight 63. The counterweight 63 has a mass equivalent to that of the ship chamber model 3, which can prevent the driving motor 51 from doing work against gravity when the ship chamber model 3 moves up and down. The bottom end of the counterweight 63 is connected to a balance chain. When the ship chamber model 3 moves up and down, the balance chain can balance the mass of the balance ropes 61 on both sides of the fixed pulley 62.

[0030] The accurate stop device is a proximity switch, which is arranged on the left and right sides of the lock head 1 and the ship chamber model 3. When the horizontal height of the ship chamber model 3 is flush with the upper lock head 11 or the lower lock head 12, the proximity switch is triggered and the ship chamber stops moving.

[0031] Working principle and process:

[0032] 1). The initial position of the ship chamber model 3 is flush with the lower lock head model 12. First, start the motor 52. The motor 52 drives the first rotating shaft 51 to rotate. The first rotating shaft 51 drives the second rotating shaft 55 to rotate through the first bevel gear transmission mechanism 54. The second rotating shaft 55 drives the third rotating shaft 57 to rotate through the second bevel gear transmission mechanism 56. The lifting gear 41 on the third rotating shaft 57 moves up and down along the rack 42 during rotation. This causes the ship chamber model 3 to move upward within the tower column model 2.

[0033] 2). During the upward movement of the ship chamber model 3, the balance weights 63 located on both sides of the ship chamber model 3 descend accordingly, maintaining a state of weight balance with the ship chamber model 3 at all times.

[0034] 3). When the position of the ship chamber model 3 is close to being flush with the upper lock head model 11, the proximity switch is triggered and the ship chamber model 3 stops accordingly. At this time, the ship chamber model 3 has completed the entire upward movement process.

Claims

1. A full-balanced vertical ship lift accurate stop position test model, characterized in that: It includes a lock head model (1), the lock head model (1) is located on both sides of the ship chamber model (3), a tower column model (2) is fixed on the outside of the ship chamber model (3), a counterweight system (6) is installed on the tower column model (2), and the ship chamber model (3) is kept balanced through the counterweight system (6); a rack and pinion mechanism (4) is installed between the tower column model (2) and the ship chamber model (3), a synchronous shaft system (5) is installed on the ship chamber model (3), and the ship chamber model (3) is driven to lift through the rack and pinion mechanism (4) and the synchronous shaft system (5).

2. The accurate stop test model of a fully balanced vertical ship lift according to claim 1, characterized in that: The lock head model (1) includes an upper lock head model (11) and a lower lock head model (12), and the upper lock head model (11) is higher than the lower lock head model (12).

3. The accurate stop test model of a fully balanced vertical ship lift according to claim 2, characterized in that: The rack and pinion mechanism (4) includes a rack (42), the rack (42) is fixed on the column of the tower column model (2), the rack (42) meshes with a first gear (41), and the first gear (41) is installed on the ship chamber model (3).

4. A fully balanced vertical ship lift accurate stop test model according to claim 3, characterized in that: The synchronous shaft system (5) includes a first rotating shaft (51), and the first rotating shaft (51) is driven to rotate through a motor (52) and a first gear transmission mechanism (53); both the left and right ends of the first rotating shaft (51) drive a second rotating shaft (55) to rotate through a set of first bevel gear transmission mechanisms (54) respectively; both ends of each second rotating shaft (55) drive a third rotating shaft (57) to rotate through a set of second bevel gear transmission mechanisms (56), and a first gear (41) is installed on the third rotating shaft (57).

5. The accurate stop test model of a fully balanced vertical ship lift according to claim 4, characterized in that: Proximity switches are arranged on both the left and right sides of the lock head (1) and the ship chamber model (3), and the proximity switches are triggered when the ship chamber model (3) is flush with the upper lock head model (11) or the lower lock head model (12).

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