In-situ testing device for berthing force of inland river ship

Abstract

The utility model discloses a kind of in-river ship berthing force in situ testing device, it is related to shiplock testing technical field.Testing device includes force transmission plate and power sensing unit, force transmission plate is detachably fixed in lock chamber wall vertical surface;Power sensing unit is arranged in the inside of force transmission plate to detect ship impact force.The utility model converts the ship-concrete collision into measurable ship-steel plate mechanical event by independent force transmission plate, power sensing unit is protected by plate body, establishes rigid force transmission path, avoids the problem of unreliable data caused by complex concrete force transmission in traditional method, significantly improves test accuracy and reliability.

Description

Technical Field

[0001] This utility model relates to the field of berthing force testing technology, and in particular to an in-situ testing device for berthing force of inland waterway vessels. Background Technology

[0002] Ship locks are core hub facilities for inland waterway transportation. During the process of ships passing through the locks, due to the influence of water flow and berthing operations, ships inevitably collide with the lock chamber walls. Over time, this can lead to damage to the concrete structure, affecting the durability and service life of the ship locks.

[0003] Currently, the calculation of ship impact force mainly relies on the "Code for Design of Hydraulic Structures of Ship Locks" (JTJ 307-2001), which only uses the ship's full-load displacement as a variable. As inland waterway vessels gradually become larger, the influence of berthing angle and speed on impact force is becoming increasingly significant, leading to a decline in the reliability of the original formulas. On the other hand, the "Code for Design of Port Engineering Loads" (JTS 144-1-2010) mainly targets ocean-going vessels of 10,000 tons and above, lacking practical data applicable to smaller inland waterway vessels (such as those of 1,000-2,000 tons). Directly adopting calculation methods from the port sector would result in problems such as overestimating the design load of the lock chamber walls, excessive safety redundancy, and poor economic efficiency.

[0004] Traditional methods for monitoring ship impact forces typically require extensive excavation and installation of sensors (such as strain gauges and accelerometers) on the lock structure. This is not only complex and time-consuming, affecting navigation safety, but also suffers from problems such as low data reliability and poor anti-interference due to the complex force transmission mechanism of concrete structures, making it difficult for a single sensor to accurately capture the full-process characteristics of the impact force. Utility Model Content

[0005] The purpose of this invention is to provide an in-situ testing device for the berthing force of inland waterway vessels, so as to solve the problems existing in the prior art. It is simple to construct, has little impact on navigation, has high data reliability, and good anti-interference ability.

[0006] To achieve the above objectives, this utility model provides the following solution: This utility model provides an in-situ testing device for berthing force of inland waterway vessels, comprising: a force transmission plate and a power sensing unit. The force transmission plate is detachably fixed to the vertical surface of the lock chamber wall; the power sensing unit is disposed inside the force transmission plate and is used to detect the impact force generated when the vessel collides with the force transmission plate.

[0007] Preferably, the power sensing unit includes a plurality of surface strain gauges and / or a plurality of force sensors, wherein the surface strain gauges and the force sensors are both disposed on the inner surface of the force transmission plate.

[0008] Preferably, a channel steel pad is welded to the inner side of the force transmission plate, and the channel steel pad is disposed near the edge of the force transmission plate.

[0009] Preferably, both edges of the force transmission plate in the horizontal direction are connected to inclined ribs. One edge of the inclined rib in the width direction is welded and fixed to the edge of the force transmission plate, and the other end extends toward the facade of the gate chamber wall.

[0010] Preferably, the force transmission plate and / or channel steel pad are provided with double rows of positioning holes, including a main positioning hole on the outer side and a spare positioning hole on the inner side, for adapting to the distribution of steel bars in the gate chamber wall.

[0011] Preferably, the force sensors are arranged in a multi-row array on the back of the force transmission plate, and the surface strain gauges are distributed around the force sensors at intervals not exceeding 0.25 meters.

[0012] Preferably, it also includes an image acquisition unit, which is mounted above the force transmission plate to record the collision process between the ship and the force transmission plate.

[0013] Preferably, a scale is attached to the surface of the force transmission plate, and the scale is located within the field of view of the image acquisition unit.

[0014] Preferably, it also includes a cable protection device, which includes a protective steel plate and anchor bolts for covering and protecting the cable connecting the power sensing unit.

[0015] Preferably, the force transmission plate is a steel plate.

[0016] The present invention achieves the following technical advantages over the prior art: This invention transforms the collision between the ship and the complex concrete structure into a measurable mechanical event occurring between the ship and the force transmission plate by setting an independent force transmission plate as the force-bearing medium. The dynamic sensing unit is placed inside the force transmission plate (i.e., between it and the lock chamber wall), thus being isolated and protected from direct impact from the ship and water erosion. This separation of force transmission and measurement allows the measurement system to no longer rely on the non-ideal elastic force transmission characteristics of the concrete structure, but rather to be established on a known, rigid force transmission path. This fundamentally solves the problems of unreliable measurement data and poor anti-interference ability caused by the complex force transmission mechanism of the concrete structure in traditional methods, significantly improving the accuracy and reliability of the measurement. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of the in-situ testing device for berthing force of inland waterway vessels provided in this embodiment of the utility model; Figure 2 The image at the top is... Figure 1 The top view shows the combined force transmission module installed behind the gate chamber wall; the lower view is the front view. Figure 3 This is a schematic diagram of a power sensing unit with sensors arranged behind the force transmission plate, provided by an embodiment of the present invention. Figure 4 The left image shows a schematic diagram of the installation of a support-type force sensor; the right image shows a schematic diagram of the installation of a surface strain gauge. In the diagram: 1-Combined force transmission module; 11-Force transmission plate; 12-Channel steel pad; 13-Side inclined rib plate; 14-Fastening bolt; 15-Scale; 2-Power sensing unit; 21-Force sensor; 22-Surface strain gauge; 231-Force sensor fastener; 232-Surface strain gauge fastener; 3-Image sensing unit; 4-Cable protection device; 5-Signal acquisition instrument; 100-Gate chamber wall. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0020] The purpose of this invention is to provide an in-situ testing device for the berthing force of inland waterway vessels, so as to solve the problems existing in the prior art. It is simple to construct, has little impact on navigation, has high data reliability, and good anti-interference ability.

[0021] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0022] The following is combined Figures 1 to 4 The following describes embodiments of the present invention.

[0023] Example 1 This utility model provides an in-situ testing device for berthing force of inland waterway vessels, comprising: a force transmission plate 11 and a power sensing unit 2. The force transmission plate 11 is detachably fixed to the vertical surface of the lock chamber wall 100 (hereinafter referred to as the lock chamber wall 100); the power sensing unit 2 is disposed inside the force transmission plate 11 and is used to detect the impact force generated when the vessel collides with the force transmission plate 11.

[0024] This embodiment transforms the collision that originally occurred between the ship and the complex concrete structure into a measurable mechanical event occurring between the ship and the force transmission plate 11 by setting an independent force transmission plate 11 as the force-bearing medium. The dynamic sensing unit 2 is placed inside the force transmission plate 11 (i.e., between it and the lock chamber wall 100), thus being isolated and protected from direct impact from the ship and water erosion. This separation of force transmission and measurement structure means that the measurement system no longer relies on the non-ideal elastic force transmission characteristics of the concrete structure, but is established on a known, rigid force transmission path. This fundamentally solves the problems of unreliable measurement data and poor anti-interference ability caused by the complex force transmission mechanism of the concrete structure in traditional methods, significantly improving the accuracy and reliability of the measurement.

[0025] The force transmission plate 11 is not limited to a rectangle; for example, it can be a circle, an ellipse, or other shapes that can cover the typical ship impact area.

[0026] Among them, the force transmission plate 11 and the power sensing unit 2 constitute the combined force transmission module 1.

[0027] In some embodiments, the power sensing unit 2 includes a plurality of surface strain gauges 22 and / or a plurality of force sensors 21, both of which are disposed on the inner surface of the force transmission plate 11. When the force sensor 21 is installed, its two ends abut against the force transmission plate 11 and the gate chamber wall 100, respectively.

[0028] This embodiment establishes two independent force value acquisition methods—the "inverse strain algorithm" and the "direct measurement method"—by simultaneously using surface strain gauges 22 and force sensors 21. Surface strain gauges 22 are low-cost and can be deployed over a large area to capture detailed stress field distributions; force sensors 21 provide direct, high-precision force value readings. The data acquired by both methods can be cross-validated and mutually verified. When the deviation between the results obtained by the two methods is within a reasonable threshold, the data can be considered valid; if the deviation is too large, it indicates a possible sensor malfunction or abnormal operating condition. This redundant design constitutes the core guarantee mechanism for data reliability, effectively identifying and eliminating single sensor malfunctions or random errors, ensuring high confidence in the test results.

[0029] Of course, in some scenarios where cost is extremely sensitive or measurement accuracy requirements are slightly lower, surface strain gauge 22 or force sensor 21 can be used as the sole measurement method. Furthermore, the dynamic sensing unit 2 can also include sensors based on other principles, such as piezoelectric sensors or fiber optic grating sensors, to achieve the measurement of impact force.

[0030] In some embodiments, the surface strain gauge 22 and several force sensors 21 are fastened to the force transmission plate 11 by sensor fasteners. The sensor fasteners include force sensor fasteners 231 and surface strain gauge fasteners 232. The force sensor fastener 231 is an M10 bolt with a screw length of 3cm. The support-type force sensor is installed by positioning and punching holes on the surface of the force transmission plate 11. The surface strain gauge fastener 232 includes an M6 support-type screw and a nut. The support-type screw is 4cm long and is bonded to the back of the force transmission steel plate 11. Each pair of screws and nuts corresponds to one surface strain gauge fastener 232.

[0031] The surface strain gauge 22 and several force sensors 21 can be customized by the manufacturer. The force sensor 21 has a threaded hole, which allows the force sensor fastener 231 to be transmitted from the front of the force transmission plate 11 to the inside and threadedly connected to the threaded hole of the force sensor 21; the surface strain gauge 22 has a through hole, which allows a screw to be inserted and one end of the screw to pass through the surface strain gauge 22. A nut is threadedly connected to the part of the screw that passes through, and the nut can press and fix the surface strain gauge 22.

[0032] In some embodiments, a channel steel pad 12 is welded to the inner side of the force transmission plate 11. The channel steel pad 12 is disposed close to the edge of the force transmission plate 11. Ideally, there is a gap between the channel steel pad 12 and the gate chamber wall 100 to improve the measurement accuracy of the power sensing unit 2 (especially the force sensor 21).

[0033] In this embodiment, the channel steel pad 12 is welded along the edge of the force transmission plate 11, which is equivalent to adding strong longitudinal reinforcing ribs to both sides of the force transmission plate 11. This significantly enhances the stiffness and bending resistance of the edge area of ​​the force transmission plate 11, effectively resisting edge warping or local buckling deformation that may occur during ship impact. This structure ensures that the impact force can be transmitted more evenly to the force sensor 21 in the middle and below of the plate, rather than being absorbed by the local deformation of the plate, thereby reducing the nonlinear error of the measurement system, ensuring the linearity of the force-strain relationship, and further improving the measurement accuracy. At the same time, it raises the gap between the force transmission plate 11 and the lock chamber wall 100, providing more ample protection space for the sensors and cables on the inside.

[0034] The function of the channel steel pad 12 can be achieved by other sections of steel, such as angle steel, I-beams, or by directly increasing the thickness of the edge of the force transmission plate 11 (e.g., by forging or welding a thicker layer).

[0035] In some embodiments, both horizontal edges of the force transmission plate 11 are connected to inclined ribs 13. One edge of the inclined rib 13 in the width direction is welded and fixed to the edge of the force transmission plate 11, and the other end extends toward the facade of the gate chamber wall 100. Ideally, there is a gap between the inclined rib 13 and the gate chamber wall 100 to improve the measurement accuracy of the power sensing unit 2 (especially the force sensor 21).

[0036] Since the installation position of the force transmission plate 11 is determined based on experience—that is, in the past, when a ship collided with a certain point, a force transmission plate 11 with a dynamic sensing unit 2 was installed at that point—ship collisions have a great deal of uncertainty. The initial impact point may deviate from the force transmission plate 11 and impact its edge. To avoid damage to the force transmission plate 11 due to side impacts, this embodiment provides a side-sloping rib 13 to guide the ship. That is, when the ship impacts the side-sloping rib 13, the side-sloping rib 13 will guide the ship onto the force transmission plate 11 and distribute the stress, preventing damage to the force transmission plate 11. This embodiment greatly enhances the overall device's resistance to eccentric impacts, prevents the fastening bolts 14 from loosening, the sensor from being damaged, or even the entire device from failing due to torsion or warping of the force transmission plate 11, and improves the stability and service life of the device under real complex working conditions.

[0037] Of course, the shape of the side rib 13 is not limited to a flat plate; it can be an arc plate, a corrugated plate, or other geometry that can provide good lateral stiffness. The angle between it and the force transmission plate 11 can also be adjusted between 20° and 80° to achieve the best balance between structural strength and clearance space.

[0038] In some embodiments, the force transmission plate 11 and / or the channel steel pad 12 are provided with double rows of positioning holes, including the outer main positioning hole and the inner spare positioning hole, for adapting to the distribution of reinforcing bars in the gate chamber wall 100.

[0039] When installing on existing concrete structures, the most common and difficult problem encountered is conflict with internal reinforcing steel. In this embodiment, the double-row hole design provides a flexible installation solution. When drilling at the outer main positioning hole location encounters reinforcing steel, installers can immediately switch to the inner backup hole to continue work, without needing to reposition the entire device or engage in reckless construction that damages the main structural reinforcement. This design cleverly avoids reinforcing steel, achieving "reinforcement-free" drilling, minimizing damage and weakening to the original concrete structure of the lock, truly achieving "in-situ, non-destructive" installation, meeting the stringent requirements of "non-stop modification" of the lock, and also improving the success rate and efficiency of on-site installation.

[0040] The number and rows of positioning holes can be adjusted according to the dimensions of the force transmission plate 11. For example, three rows of holes can be set to provide more alternatives. The layout of the holes can also be staggered rather than simply parallel to better accommodate possible reinforcement distribution patterns.

[0041] In some embodiments, force sensors 21 are arranged in multiple rows on the back of force transmission plate 11, and surface strain gauges 22 are distributed around force sensors 21 at intervals not exceeding 0.25 meters.

[0042] In this embodiment, the array arrangement of force sensors 21 ensures that regardless of where the ship's impact point is located on the force transmission plate 11, there are a sufficient number of force sensors 21 directly behind or near it that can directly bear pressure and output signals. By superimposing the readings of these sensors, the total impact force can be obtained, avoiding measurement blind spots. The surface strain gauges 22 can precisely capture the complete strain field (stress field) distribution on the surface of the force transmission plate 11 at the moment of impact. This not only provides sufficient data points for the strain inverse algorithm, making the calculated force value closer to the true value, but also allows for cross-verification through dense data points, identifying abnormal readings and providing a rich data foundation for further research on the distribution law of impact force and the force transmission mechanism, ensuring the rigor of cross-validation and the comprehensiveness of the data.

[0043] The spacing and array pattern of the sensors can be optimized based on the tonnage of the vessel being measured and the expected impact energy. For example, for larger vessels, the spacing can be increased appropriately; and in the estimated collision hotspot area, the sensors can be deployed more densely.

[0044] In some embodiments, the in-situ testing device for berthing force of inland waterway vessels also includes an image acquisition unit, which is mounted above the force transmission plate 11 to record the collision process between the vessel and the force transmission plate 11.

[0045] In this embodiment, the image acquisition unit (such as a high-speed camera or a drone) records the instantaneous collision process that is difficult to capture with the naked eye.

[0046] The image acquisition unit is not limited to visible light cameras. In low light conditions or when more information is needed, infrared thermal imagers or devices combined with laser rangefinders can be used. Multiple cameras can also be used to capture images from different perspectives for 3D motion reconstruction.

[0047] In some embodiments, a scale 15 is attached to the surface of the force transmission plate 11, and the scale 15 is located within the field of view of the image acquisition unit.

[0048] In this embodiment, scale 15 provides an absolute length reference for the two-dimensional video image. By calibrating the known length of scale 15 in the video analysis software, the pixel distances in the image can be converted into actual physical distances. This allows physical quantities such as ship displacement and velocity measured from the video to change from relative values ​​to absolute values, ensuring the measurement accuracy and repeatability of the kinematic analysis results. This is a prerequisite for achieving accurate dynamic inversion.

[0049] The ruler 15 can be either adhesive or spray-painted. In addition to traditional rulers, a calibration plate of known size (such as a checkerboard) can also be placed in the shooting field of view to achieve higher precision camera calibration.

[0050] In some embodiments, the in-situ testing device for berthing force of inland waterway vessels also includes a cable protection device 4, which includes a protective steel plate and anchor bolts for covering and protecting the cable connecting the power sensing unit 2.

[0051] In this embodiment, the cable protection device 4 provides a robust physical barrier for the fragile cable bundle through a metal protective steel plate, isolating it from the external environment. This design directly targets the most vulnerable link in field testing, completely eliminating the risk of test interruption or data loss due to cable damage, and ensuring the stability of signal transmission and the durability of the entire test system during long-term, continuous testing.

[0052] Protective devices are not limited to steel plates; in highly corrosive environments, stainless steel or fiberglass protective covers can be used. Fixing methods can also include snap-on or hinged structures for easy maintenance, rather than relying solely on anchor bolts.

[0053] In some embodiments, the in-situ testing device for the berthing force of inland waterway vessels further includes a data acquisition instrument and a terminal device. The data acquisition instrument is connected to the power sensing unit 2 via the cable and transmits the acquired data to the terminal device. The terminal device is used to record and process the data acquired by the power sensing unit 2 and the image acquisition unit. The terminal device is a laptop computer.

[0054] In some examples, the data acquisition device is the SG802 wireless strain node data acquisition system manufactured by Beijing BICHUANG Technology Co., Ltd. This system is simple and convenient to use, and the wireless digital signal transmission method eliminates noise interference caused by long cable transmission. The entire measurement system has extremely high measurement accuracy and anti-interference capability; the laptop is a Lenovo Thinkbook computer.

[0055] Image sensing unit 3 uses a DJI drone for recording.

[0056] In some embodiments, the force transmission plate 11 is a steel plate.

[0057] This embodiment selects steel (especially Q235 steel) as the material for the force transmission plate 11 based on its excellent comprehensive mechanical properties and economic efficiency. Steel possesses high strength, high elastic modulus, and good uniformity, maintaining excellent linear elasticity within the load range of ship impacts. This ensures a strict proportional relationship between strain and force, forming the basis for the inverse strain calculation. Simultaneously, steel is easy to weld and machine, facilitating a robust connection with components such as the channel steel pad 12 and the side inclined ribs 13, forming a highly integrated structure. Using steel plate as the force transmission medium provides this device with ideal structural stiffness, predictable mechanical response, and convenient processing and maintenance characteristics, making it an ideal material choice for achieving high precision and repeatable testing.

[0058] The material of the force transmission plate 11 is not limited to ordinary carbon steel. For applications requiring higher corrosion resistance or strength, stainless steel, aluminum alloy, or other high-performance alloys can be used. In specific studies, even composite material plates with known properties can be considered, as long as they meet the basic requirements for being an ideal elastic force transmission medium.

[0059] In some examples, the force transmission plate 11 is 16mm thick and has a planar dimension of not less than 2m × 1m.

[0060] In some examples, the force transmission plate 11 has nine positioning holes with a diameter of 24 mm on each side. The positioning holes are used to insert bolts to fasten the force transmission plate 11 to the gate chamber wall 100.

[0061] In some examples, the channel steel pad 12 is 10cm wide, the web is 8mm thick, and the rib height does not exceed 5cm.

[0062] In some examples, the side rib plate 13 is 8 mm thick and has the same length as the width of the force transmission plate 11. It is welded to both sides of the force transmission plate 11 at an included angle of 60°.

[0063] In some examples, multiple ribs are provided on the inner side of the inclined rib plate 13, and the multiple ribs are arranged sequentially at intervals of 20cm.

[0064] In some examples, the fastening bolts 14 used to secure the force transmission plate 11 are built-in expansion bolts with a size of not less than M16.

[0065] In some examples, the scale 15 is an adhesive colored sticker with an accuracy of 1 cm and a total length of 2.0 m. It is pasted on the top surface of the force transmission plate 11 and the top of the front surface (i.e., the side surface away from the gate chamber wall 100). That is, there are two scales 15, one set on the top of the force transmission plate 11 and the other set on the top of the front surface (i.e., near the top edge).

[0066] In some examples, force sensor 21 is a pedestal-mounted force sensor.

[0067] In some examples, the force sensors 21 are arranged in two rows along the horizontal direction, with each row spaced 0.5m apart. Any two adjacent force sensors 21 in each row are spaced 0.25m apart, and there are no fewer than 6 force sensors 21. The surface strain gauges 22 are evenly arranged around the support-type force sensors with a spacing not exceeding 0.25m, and there are no fewer than 15 of them.

[0068] In some examples, the support-type force sensor is the BLT-Y500 resistance strain gauge force sensor manufactured by Shanghai Beilan Industrial Co., Ltd., with a resistance value of 700Ω, a full-bridge connection, an outer diameter of 75mm, a force-bearing surface diameter of 50mm, a total height of 5cm, a maximum range of 500kN, and a testing accuracy of ≤0.5%. Its working principle is based on the resistance strain principle. When subjected to external force, the internal elastic body deforms, and the strain gauge attached to the elastic body senses the strain, thus changing the resistance value. This change in resistance is converted into a change in voltage or current through a bridge circuit, thereby allowing the measurement of the magnitude of the applied force. The surface strain gauge 22 is a KD4001 tool-type strain gauge manufactured by Yangzhou Kedong Electronics Co., Ltd., with a gauge length of 46mm. This sensor uses a high-precision resistance strain gauge as the sensitive element and is manufactured through processes such as bonding and assembling bridges. The sensor utilizes high-performance elastic materials and undergoes precision machining and heat treatment processes. It fully leverages the principle of stress concentration to improve output sensitivity. The sensing element employs a low-creep, self-compensating sensor with a high-precision resistance strain gauge, assembled into a full-bridge circuit through rigorous bonding processes and moisture-proof sealing techniques. In use, it is securely mounted to the component using the fasteners. When the component is subjected to force, strain occurs at the measuring point, causing the sensitive grid to deform and its resistance to change. The magnitude of this resistance change is then measured by a specialized instrument and converted into a strain value at the measuring point.

[0069] Example 2 This utility model embodiment provides an in-situ testing method for the berthing force of inland waterway vessels, using the aforementioned testing device. Includes the following steps: S1. Sensing unit installation steps: Install the force sensor 21 and surface strain gauge 22 on the back of the force transmission plate 11 using fasteners; the back of the force transmission plate 11 can also be referred to as the inner side, specifically the side of the force transmission plate 11 facing the facade of the gate chamber wall 100. S2. On-site installation steps: The force transmission plate 11 with the sensing unit installed is detachably fixed to the facade of the gate chamber wall 100 (hereinafter referred to as the gate chamber wall 100). S3. Data acquisition steps: During the ship's berthing collision process, impact force signals and strain signals from force sensor 21 and surface strain gauge 22 are acquired simultaneously; S4. Data processing and verification steps: Obtain the first impact force data based on the impact force signal, obtain the second impact force data based on the strain signal and the calibrated elastic modulus, and cross-verify the first impact force data and the second impact force data.

[0070] Specifically, it includes: (1) Pre-calibration and equipment inspection: The elastic modulus and density of the force transmission plate 11 (i.e., steel plate) are calibrated in the laboratory. At the same time, the sensitivity of the sensors and equipment used is tested in the laboratory to check whether they meet the requirements of the instrument factory.

[0071] (2) Installation of power sensing unit 2 (i.e. force sensor 21 and surface strain gauge 22): The support-type force sensor and surface strain gauge 22 in power sensing unit 2 are installed behind the force transmission plate 11 with fasteners. At the same time, the cables are connected, the cable routing behind the steel plate is arranged, and the cables are adjusted and fixed into a bundle and marked. The fasteners are adjusted and the measurement is taken to ensure that the installation height of each support-type sensor is the same, so as to ensure uniform force transmission.

[0072] (3) Overall installation: Locate the collision hotspot area of ​​the ship's bow and mark the installation position. Based on the water level during the test period, select the junction of the wet and dry alternation zone and the atmospheric zone of the lock chamber wall 100 as the installation bottom elevation. Use a crane to lift the combined force transmission module 1 to the installation height. Drill holes in the lock chamber wall 100 through the pre-punched holes on both sides of the force transmission plate 11, with a depth of not less than 15cm. If there are steel bars behind the wall at the outer hole position, making the depth insufficient, change to the inner hole and continue drilling. Ensure that the number of holes drilled on one side is not less than 5. After drilling, clean the holes and install them on the lock chamber wall 100 with fastening bolts 14.

[0073] (4) Installation of cable protection device 4: A groove is pre-cut from the top of the force transmission plate 11 to the top of the gate chamber wall 100. The power sensing unit 2 cable is bundled together and buried in the groove and covered with a protective steel plate. Then, holes are drilled around the steel plate and anchor bolts are installed. Several protective steel plates are installed from bottom to top until the top of the gate chamber wall 100.

[0074] (5) Installation of image sensing unit 3 and signal acquisition device 5: After the combined force transmission module 1 is installed, a scale 15 is set up on the top of the gate chamber wall 100 directly above the combined force transmission module 1, and a high-speed camera or an operating drone is set up directly above the collision area. The sensor cables are connected to the data acquisition device in sequence, and the acquisition device is connected to the laptop.

[0075] (6) On-site berthing force test: Before the test begins, adjust the frequency of the data acquisition instrument to 80Hz (i.e., collect data 80 times per second). When the ship is about to collide with the combined force transmission module 1, start recording with the power sensing unit 2 and the image sensing unit 3. Stop recording after the ship leaves after the collision. Record the ship number during the test. Record and output the impact force value and strain time history curve of the ship collision process through the power sensing unit 2. Record the ship's motion trajectory and process before and after the collision through the image sensing unit 3.

[0076] (7) Data processing and verification: The collected data is processed and calculated. The actual load capacity of the ship is queried based on the recorded ship number. The time history curve (Ft curve) of the ship's impact force can be directly collected based on the support-type force sensor. The peak value after superimposing the values ​​of each sensor is the instantaneous maximum impact force. Based on the strain time history curve obtained by the surface strain gauge 22, the impact force is obtained by using the known elastic modulus of the steel plate and the estimated contact area (see Equation (1-1)).

[0077] (1-1) In the formula, F The instantaneous and average values ​​(kN) of the ship's impact force. The stress (MPa) at that point is measured by the strain gauge. The strain value, This is the elastic modulus of the steel plate (MPa). The area of ​​the strain gauge measuring point (m²) 2 ).

[0078] The first impact force data is obtained based on the impact force signal, and the second impact force data is obtained by inversion based on the strain signal and the calibrated elastic modulus. The first impact force data and the second impact force data are cross-validated to fully ensure the rationality of the test data.

[0079] (8) Disassembly and repair of the device: After the test is completed, the force transmission plate is removed from the gate chamber wall 100 and epoxy mortar is filled into the bolt holes to complete the repair.

[0080] This embodiment was applied and tested at a ship lock project site in Jiangsu Province. The data feature value results are shown in Table 1.

[0081] Table 1

[0082] The results above demonstrate that the technical content provided by this method can test the berthing force process of inland waterway vessels of different deadweight tonnages under different berthing states (test groups 1 and 2 represent the berthing force of vessels under vertical berthing (impact angle 75°~90°), test groups 3 and 4 represent the berthing force of vessels under oblique berthing (impact angle 5°~75°), and test groups 5 and 6 represent the berthing force of vessels under parallel berthing (impact angle 0~5°)). Furthermore, the test can simultaneously eliminate erroneous data based on cross-validation methods (such as test group 4). Compared with previously applied technologies, it does not require special control of the vessel to conduct impact tests at different angles and berthing speeds, and the test results are more consistent with real-world conditions.

[0083] Based on the actual impact video, it can be seen that the ship and the device collided twice in this test, and the test result is based on the first collision. During the collision, the ship's collision normal velocity was 0.18 m / s based on image analysis. All six sets of force gauges were under pressure during the collision. The maximum impact force of the first collision was obtained by superimposing the force values, which was 298.6 kN. The maximum strain value during this process was 1472 με. The strain was calculated using equation (1-1) and back-calculated to be 279.0 kN, with an error of 7.0%, which meets the test accuracy requirements.

[0084] In summary, the in-situ testing device and method for berthing force of inland waterway vessels provided in this embodiment can directly test and record the impact force process of the vessel on the lock chamber wall 100 due to berthing in the lock chamber. Through data analysis, it can be found that the actual impact force is significantly different from the current industry standard. The technical content provided in this embodiment has significant reference value for actual engineering design.

[0085] This utility model uses specific examples to illustrate its principles and implementation methods. The above description of the embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the idea of ​​this utility model. In summary, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. An in-situ testing device for the berthing force of inland waterway vessels, characterized in that: include: Force transmission plates are used to be detachably fixed to the facade of the gate chamber wall; A dynamic sensing unit is located inside the force transmission plate and is used to detect the impact force generated when a ship collides with the force transmission plate.

2. The in-situ testing device for berthing force of inland waterway vessels according to claim 1, characterized in that: The power sensing unit includes several surface strain gauges and / or several force sensors, and the surface strain gauges and the force sensors are all disposed on the inner surface of the force transmission plate.

3. The in-situ testing device for berthing force of inland waterway vessels according to claim 1, characterized in that: A channel steel pad is welded to the inner side of the force transmission plate, and the channel steel pad is set near the edge of the force transmission plate.

4. The in-situ testing device for berthing force of inland waterway vessels according to claim 1, characterized in that: The force transmission plate has two horizontal edges connected to inclined ribs. One side edge of the inclined rib is welded and fixed to the edge of the force transmission plate, and the other end extends toward the facade of the gate chamber wall.

5. The in-situ testing device for berthing force of inland waterway vessels according to claim 1, characterized in that: The force transmission plate and / or channel steel pad are provided with double rows of positioning holes, including the main positioning hole on the outer side and the spare positioning hole on the inner side, to adapt to the distribution of steel bars in the gate chamber wall.

6. The in-situ testing device for berthing force of inland waterway vessels according to claim 2, characterized in that: The force sensors are arranged in multiple rows on the back of the force transmission plate, and the surface strain gauges are distributed around the force sensors at intervals not exceeding 0.25 meters.

7. The in-situ testing device for berthing force of inland waterway vessels according to claim 1, characterized in that: It also includes an image acquisition unit, which is mounted above the force transmission plate to record the collision process between the ship and the force transmission plate.

8. The in-situ testing device for berthing force of inland waterway vessels according to claim 7, characterized in that: A scale is affixed to the surface of the force transmission plate, and the scale is located within the field of view of the image acquisition unit.

9. The in-situ testing device for berthing force of inland waterway vessels according to claim 7, characterized in that: It also includes a cable protection device, which includes a protective steel plate and anchor bolts for covering and protecting the cable connecting the power sensing unit.

10. The in-situ testing device for berthing force of inland waterway vessels according to claim 9, characterized in that: It also includes a data acquisition device and a terminal device. The data acquisition device is connected to the power sensing unit through the cable and transmits the acquired data to the terminal device. The terminal device is used to record and process the data acquired by the power sensing unit and the image acquisition unit.

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