A ship lock anti-collision structure

Abstract

The utility model relates to the field of hydraulic engineering especially is involved in a shiplock anti -collision structure, including lock chamber pier wall, the lock chamber pier wall water side fixedly has the clamping block, the side fixedly has the baffle of the clamping block away from the lock chamber pier wall, the baffle with the lock chamber pier wall water surface between filling has the shock pad, the utility model discloses a main purpose lies in providing a shiplock anti -collision structure, overcomes the defect that the structure is complex of above -mentioned prior art and provides a novel structure system based on convenient replacement and high -efficient protection.

Description

Technical Field

[0001] This utility model relates to the field of water conservancy engineering, and in particular to a ship lock anti-collision structure. Background Technology

[0002] With the gradual development of maritime transport, the number of ships passing through locks every day is also increasing. When ships are passing through the waterway normally, collisions are likely to occur due to uncontrollable factors. In order to improve the impact resistance of locks, the article "Research on Reinforcement and Protection Technology Measures for a Certain Lock" published in the February 2006 issue of People's Yangtze River, Volume 26, No. 2, proposed using the steel-bonding method to reinforce locks to improve their impact resistance. The steel-bonding method mainly uses steel-bonding adhesive to fix steel plates to the concrete surface of the water-facing side of hydraulic structures. The reinforcement method of the steel-bonding method is as follows: First, cut steel plates according to the shape of the water-facing side of the hydraulic structure and drill holes; hoist the steel plates to the predetermined position and mark the drilling points on the concrete surface through the hole positions; after drilling the holes according to the marked points, insert fully threaded bolts and cure them; after the bolts are fixed, install the steel plates and adjust the gaps to ≤10mm with nuts and washers; then remove the temporary fasteners, cut off the exposed part of the bolts and weld them closed, and seal the edges of the steel plates with epoxy mortar; finally, inject steel-bonding adhesive into the gaps and let it cure to form a composite reinforcement layer. This method enhances the impact resistance of the structure through the dual action of mechanical anchoring and bonding, and is suitable for the durability reinforcement of the water-facing side in a high-humidity environment. However, its disadvantages are: (1) The steel-bonding method is easily affected by the humid and hot environment in the reinforcement of locks, which leads to the corrosion of steel plates and anchor bolts, aging of structural adhesive, and a significant decrease in the interface bonding performance. (2) Freeze-thaw cycles and damp heat can cause peeling failure between the adhesive layer and the concrete and steel plate, weakening the durability of the reinforcement, requiring additional anti-corrosion measures or alternative solutions. (3) The installation and replacement costs of the steel bonding method are high, affecting the efficiency of later maintenance. Utility Model Content

[0003] The main purpose of this utility model is to provide a lock anti-collision structure that overcomes the defects of the existing technology in terms of complex construction and provides a new structural system based on convenient replacement and efficient protection.

[0004] The objective of this utility model can be achieved through the following technical solutions: A lock anti-collision structure includes a lock chamber pier wall, a snap-fit ​​block is fixed on the water-facing side of the lock chamber pier wall, a baffle is fixed on the side of the snap-fit ​​block away from the lock chamber pier wall, and a shock-absorbing plate is filled between the baffle and the water-facing side of the lock chamber pier wall.

[0005] Furthermore, the latching block includes a first latching block and a second latching block arranged opposite to each other. The first latching block has a first latching slot on its left side, and the second latching block has an insertion interface on its front side. The insertion interface has a second latching slot at its end. One side of the baffle has a first insertion block for inserting into the first latching slot and a second insertion block for inserting into the second latching slot.

[0006] Furthermore, the baffle is provided with a first limiting groove on the outside of the first plug-in block and a second limiting groove on the outside of the second plug-in block. The first card block is provided with a first limiting protrusion that matches the first limiting groove, and the second card block is provided with a second limiting protrusion that matches the second limiting groove.

[0007] Furthermore, the front transverse cross-sections of the first and second plug blocks are arranged in a Z-shape, and the gaps between the first plug block and the first slot, and between the second plug block and the second slot, are fixed by plug blocks.

[0008] Furthermore, the shock-absorbing plate is a wooden pad, which is fixed to the gate chamber pier wall by bolts.

[0009] Furthermore, both the snap-fit ​​block and the baffle are made of aluminum alloy plates, and the snap-fit ​​block is fixed to the gate chamber pier wall by bolts.

[0010] Compared with the prior art, the present invention has the following beneficial effects: Aluminum alloy plates have natural corrosion resistance and can form a dense alumina protective film that is more stable than the oxide film of steel. This solves the problem of steel detachment caused by environmental factors in existing ship lock anti-collision reinforcement steel bonding methods. At the same time, this patent adopts a prefabricated installation method, which shortens the time spent working near the water, reduces the probability of drowning or collision accidents, and shortens the construction period, reducing labor, machinery rental, ship standby costs, and subsequent maintenance costs. The prefabricated structure of this patent forms a rigid protective layer on the water-facing side of the lock chamber through the synergistic work of high-strength aluminum alloy plates and wooden boards. This effectively disperses the impact energy of ships, reduces the risk of concrete structure spalling, and ensures the long-term safe operation of the lock. It can enhance the impact resistance of the lock, significantly reduce the risk of concrete surface dents, cracks, and detachment, and maintain the integrity of the lock structure. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the structure of this patent. Figure 2 This is a schematic diagram of the exploded structure of this patent.

[0012] Figure 3 This is a schematic diagram of the baffle structure.

[0013] Figure 4 This is a schematic diagram of the snap-fit ​​block structure.

[0014] Figure 5 This is a schematic diagram of the plug structure.

[0015] Figure 6 This is a schematic diagram of the structure after the baffle and the snap-fit ​​block are engaged. Detailed Implementation

[0016] 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 a part of the embodiments of the present utility model, and not all of them. 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.

[0017] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0018] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0019] like Figures 1-3 As shown, a lock anti-collision structure includes a lock chamber pier wall 10. A locking block 20 is fixed to the water-facing side of the lock chamber pier wall 10. A baffle 30 is fixed to the side of the locking block 20 away from the lock chamber pier wall 10. A shock-absorbing plate 40 is filled between the baffle 30 and the water-facing surface of the lock chamber pier wall 10. The locking block 20 includes a first locking block 201 and a second locking block 202 arranged opposite to each other. A first locking groove 2011 is provided on the left side of the first locking block 201, and a first locking groove 2011 is provided on the front side of the second locking block 202. The device is equipped with an interface 2021, and a second slot 2022 is provided at the end of the interface 2021. One side of the baffle 30 is provided with a first plug block 301 for inserting into the first slot 2011 and a second plug block 302 for inserting into the second slot 2022. The shock-absorbing plate 40 is a wooden pad and is fixed to the gate chamber pier wall 10 by bolts. Both the plug block 20 and the baffle 30 are made of aluminum alloy plate. The plug block 20 is fixed to the gate chamber pier wall 10 by bolts.

[0020] Specifically, in this patent, the water-facing surface of the gate chamber pier wall 10 is divided into multiple sections. In each section, the first locking block 201 and the second locking block 202 are fixed by pre-embedded bolts. The shock-absorbing plate 40 is then fixed by pre-embedded bolts. After the crane lifts the baffle 30 to the platform below the gate chamber pier wall 10, the first insertion block 301 and the second insertion block 302 are inserted into the first slot 2011 and the second slot 2022 respectively for fixing. The thickness of the baffle 30 can be set according to the actual anti-collision level used. Example

[0021] like Figure 3 , 4 As shown, similar to Embodiment 1, in order to ensure the cooperation between the baffle 30 and the first locking block 201 and the second locking block 202, the baffle 30 is provided with a first limiting groove 303 on the outside of the first insertion block 301 and a second limiting groove 304 on the outside of the second insertion block 302. The first locking block 201 is provided with a first limiting protrusion 2012 that matches the first limiting groove 303, and the second locking block 202 is provided with a second limiting protrusion 2023 that matches the second limiting groove 304. Example

[0022] like Figure 5 , 6 As shown, similar to Embodiment 2, in order to facilitate assembly, the front transverse cross-sections of the first plug block 301 and the second plug block 302 are arranged in a Z-shape. The gap between the first plug block 301 and the first slot 2011 and the gap between the second plug block 302 and the second slot 2022 are fixed by the plug block 50. In this way, the plug block 50 can be inserted from the top, making it easier to assemble the baffle 30 and the plug block 20.

[0023] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A lock anti-collision structure, comprising a lock chamber pier wall (10), characterized in that, A snap-fit ​​block (20) is fixed on the water-facing side of the gate chamber pier (10), and a baffle (30) is fixed on the side of the snap-fit ​​block (20) away from the gate chamber pier (10). A shock-absorbing plate (40) is filled between the baffle (30) and the water-facing surface of the gate chamber pier (10).

2. The anti-collision structure for a ship lock according to claim 1, characterized in that, The latching block (20) includes a first latching block (201) and a second latching block (202) arranged opposite to each other. The first latching block (201) has a first latching slot (2011) on its left side. The second latching block (202) has an insertion interface (2021) on its front side. The insertion interface (2021) has a second latching slot (2022) at its end. The baffle (30) has a first insertion block (301) for inserting into the first latching slot (2011) and a second insertion block (302) for inserting into the second latching slot (2022) on one side.

3. The anti-collision structure for a ship lock according to claim 2, characterized in that, The baffle (30) has a first limiting groove (303) located outside the first plug-in block (301) and a second limiting groove (304) located outside the second plug-in block (302). The first locking block (201) has a first limiting boss (2012) that matches the first limiting groove (303), and the second locking block (202) has a second limiting boss (2023) that matches the second limiting groove (304).

4. The anti-collision structure for a ship lock according to claim 2, characterized in that, The front transverse cross section of the first plug block (301) and the second plug block (302) is arranged in a Z-shape. The gap between the first plug block (301) and the first slot (2011) and the gap between the second plug block (302) and the second slot (2022) are fixed by the plug block (50).

5. A lock anti-collision structure according to claim 1, characterized in that, The shock-absorbing plate (40) is a wooden pad, which is fixed to the gate chamber pier wall (10) by bolts.

6. The anti-collision structure for a ship lock according to claim 1, characterized in that, Both the snap-fit ​​block (20) and the baffle (30) are made of aluminum alloy plates. The snap-fit ​​block (20) is fixed to the gate chamber pier wall (10) by bolts.

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