CN111648336A - Hydraulic ship lift with linear motor - Google Patents
Hydraulic ship lift with linear motor Download PDFInfo
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- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
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Abstract
The invention belongs to the technical field of hydraulic and hydroelectric engineering, and particularly relates to a hydraulic transmission self-weight balancing ship lift driven by a linear motor; the specific technical scheme is as follows: the linear motor hydraulic ship lift comprises a ship chamber and concrete walls which are arranged in parallel and oppositely, wherein a plurality of groups of hydraulic transmission mechanisms with constant torque are arranged at the top of each concrete wall, a winding drum in each hydraulic transmission mechanism is connected with the ship chamber through a steel wire rope, the gravity information of the ship chamber is dynamically measured through electronic scale sensors on two sides of the ship chamber, a hydraulic motor drives the winding drum to rotate so as to dynamically balance the gravity of the ship chamber, the ship chamber is stressed and balanced, the linear motors on two sides of the ship chamber drive the ship chamber to do reciprocating linear motion along a guide rail, and the stable motion of the ship chamber in the guide rail is realized through double-machine fault tolerance of the hydraulic transmission mechanisms and the linear motors.
Description
Technical Field
The invention belongs to the technical field of hydraulic and hydroelectric engineering, and particularly relates to a hydraulic transmission self-weight balancing ship lift driven by a linear motor.
Background
With the improvement of shipping conditions brought by the development of river hydroelectric resources, the high dam navigation technology provides new requirements. Compared with a ship lock, the vertical ship lift has advantages and potentials in high dam navigation.
At present, the main types of the built or under-built vertical ship lift engineering in China are a steel wire rope hoisting full-balance type, a gear climbing full-balance type and a full-balance hydraulic driving type; the steel wire rope hoisting part is limited to ship lifts with small ship passing scale and small hoisting height at present in a balanced ship chamber launching type and a full balanced hydraulic driving type. At present, the largest ship lift in domestic and even worldwide scale is a three gorges ship lift, the type of the ship lift is a full-balance gear climbing type, the ship passing scale is 3000t (water discharge), and the lifting height is 113 m; the second place of domestic scale is a ship lift to a family dam, the type of the ship lift is a full-balance gear climbing type, the ship passing scale is 1000t (load capacity), the lifting height is 114.2m, and the two ship lifts are already built into operation at present. The ship lift features that the weight of ship cabin is balanced by the balance weight suspended by steel cable, and the pinion installed to ship cabin and the rack installed to tower structure form a gear-rack kinematic pair to drive the ship cabin to ascend or descend. The load overcome by the pinion driving mechanism mainly comprises the unbalance caused by the water depth deviation in the ship chamber, the frictional resistance in the lifting process of the ship chamber, the rigid resistance of the steel wire rope, the inertia force and the like. The ship chamber is provided with a safety mechanism, the safety mechanism is connected with a driving mechanism to drive a rotary screw rod and a pinion to synchronously run, when the ship chamber is in an overload and unbalance accident, the hydraulic and pneumatic spring of the driving mechanism acts under the static state of the ship chamber, the thread clearance between the rotary screw rod and a nut column arranged on a tower column is eliminated, and the ship chamber is supported under the unbalance accident condition.
Successful construction of the three gorges ship lift and the ship lift towards the family dam proves that the ship lift has certain advantages when being applied to the conditions of heavy load and large lift. When the scale of the ship lift is increased to the load capacity of 3000t and the lift is 200m, the ship lift is also applicable, and the technical problem which is difficult to overcome does not exist. Another significant advantage of the ship lift is that it is safe, and the safety mechanism nut posts can provide support for an unbalanced ship chamber when the ship chamber breaks its fully balanced condition due to water leakage along the way or ship sinking during docking. However, the ship lift has the defects of relatively high manufacturing cost and large difficulty in manufacturing and installing equipment. Since most of the ship lifts are dominated by the freighter, although this type of ship lift has outstanding advantages, it is not widely used in China.
At present, the type of ship lift which is most widely applied in China is a steel wire rope winch full-balance vertical ship lift, and the type of ship lift which is built and built in China comprises a river-separating rock level first-level ship lift, a river mouth ship lift, a high-dam continent ship lift, a water-swelling ship lift, a pavilion mouth ship lift, a thinking forest ship lift, a sand top ship lift and a building shoal second-level ship lift. The ship lift features that the weight of ship cabin is balanced by the balance weight suspended by steel cable and the lift is driven by steel cable hoist. The main elevator is limited by the arrangement conditions, most of the balance weights are gravity balance weights, namely each steel wire rope (called gravity balance rope) connected with the ship chamber bypasses the balance pulley to be connected with a single balance weight, the tension of the steel wire rope is constant, and no constraint is formed on the ship chamber; the few balance weights are torque balance weights, and the ends of the steel wire ropes for suspending the balance weights are fixed on a winding drum of the winch; a lifting rope is arranged on the winding drum adjacent to the balance rope, and the rope end of the lifting rope is also fixed on the winding drum; the weight of the ship chamber lifted by the lifting rope is equal to that of the torque balance weight theoretically, but due to the water depth deviation in the ship chamber and factors such as friction resistance, steel wire rope stiffness resistance, inertia force and the like in the lifting process of the ship chamber, the tension of the lifting rope and the torque balance rope has a difference value, so that the torque load to the winding drum and even the main hoister is formed.
The braking capacity of the safety brake arranged on the winding drum can ensure that the moment to the winding drum formed by the torque counterweight weight is braked (assuming that the hoisting cable is zero at this time). Because the weight of the torque balance weight only accounts for a small part of the total weight of the balance weight, the full braking of the ship lift under the condition that the ship chamber is drained cannot be realized. In order to increase the braking capacity of the main hoisting machine, part of the steel wire rope hoisting full-balanced type vertical ship lift replaces a balance pulley by a safety winding drum, one end of the steel wire rope wound on the safety winding drum is connected with a ship chamber, and the other end of the steel wire rope is connected with a balance weight (called a controllable balance weight); the rotational moment generated by the weight of the controllable counterweight is braked by a brake arranged on the safety drum. However, due to the limitation of the axial dimension of the main hoisting machine, it is still difficult to realize full braking of the ship elevator under the condition that the ship chamber is empty.
Research results show that the full-balance vertical lifting type adopting the steel wire rope for hoisting has the limitation on heavy-load high-lift ship lifts, such as ship lifts with the load of 3000 t-level lifting height of 200 m. The length of the winding drum is very large due to the fact that the number of turns of the steel wire rope wound on the winding drum is large, axial arrangement of the main hoisting machine is difficult to achieve, the length of the winding drum has to be controlled by increasing the diameter of the winding drum and reducing the number of working turns of the winding drum, and the scale of a mechanical transmission device of the hoisting machine is increased as a result; even so, the arrangement of the main hoist corresponding to the length of the ship's cabin cannot be satisfied.
Disclosure of Invention
In order to solve the technical problems in the prior art, the invention provides the ship lift driven by the linear motor and hydraulically driven to balance the dead weight, which is low in construction cost and capable of ensuring the stable operation of a ship chamber.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows: the linear motor hydraulic ship lift comprises ship chambers and concrete walls which are arranged in parallel and opposite to each other, a ship lift channel is formed between the concrete walls on two sides, and the ship chambers are arranged in the ship lift channel. When the ship needs to run upstream from downstream through the dam by the aid of the ship chamber, the ship chamber is parked at the lower lock bow, the ship enters the ship chamber from the downstream roadway, then the lock bow and the ship chamber valve are closed, the ship chamber immediately rises and is parked at the upper lock bow under the action of the driving device, the ship chamber and the lock bow valve are opened, and the ship can run into the upstream roadway. When a ship needs to run through the dam from upstream to downstream by means of the ship chamber, the ship chamber is parked at the upper lock bow, the ship enters the ship chamber from the upstream roadway, then the lock bow and the ship chamber valve are closed, the ship chamber descends and is parked at the lower lock bow immediately under the action of the driving device, the ship chamber and the lock bow valve are opened, and the ship can run into the downstream roadway.
Electronic scale sensors are arranged on two sides of the ship chamber, a plurality of lifting lugs are fixed on the outer sides of the electronic scale sensors, the lifting lugs arranged on the same side are arranged at equal intervals, the actual weight of the ship chamber and the acceleration change in the operation process can be accurately measured through the electronic scale sensors, weight information is transmitted to the controller in real time, and the controller dynamically adjusts the driving force of the linear motors on two sides according to the weight data changing in real time to ensure the stability of the ship chamber in the operation process.
The top of the concrete wall body is provided with a plurality of groups of hydraulic transmission mechanisms with constant torque, the hydraulic transmission mechanisms on the concrete wall bodies on two sides are symmetrically arranged, and the symmetrically arranged structures can further ensure the balance of the stress on two sides of the cabin, so that the change of the water level in the cabin caused by the shaking of the cabin is avoided.
The hydraulic transmission mechanism comprises a hydraulic motor, the hydraulic motor is a bidirectional variable hydraulic motor, a power output shaft of the bidirectional variable hydraulic motor is connected with a central shaft of the winding drum, two ends of the central shaft are supported on the base through bearings, and the central shaft and the winding drum are fixed and rotate synchronously; through the dead weight of the hydraulic transmission balance ship chamber, the weight of the balance weight is reduced, the construction strength requirement of concrete walls on two sides of the ship chamber is reduced, the supporting strength requirement of the balance weight is reduced for a single-side wall, and the construction cost is reduced.
And a working brake is arranged on an output shaft of the hydraulic motor and controls the start and stop of the hydraulic motor.
Safety brakes are fixed on two sides of the winding drum, and the safety brakes on the two sides control the starting and stopping of the winding drum.
The winding drum is wound with a traction steel wire rope, one end of the traction steel wire rope led out from the winding drum is connected with the lifting lugs on the same side, and the ship chamber can reciprocate in the ship lifting channel under the action of the traction steel wire ropes on the two sides.
A plurality of linear motors with constant power loads are arranged between the outer side of the ship chamber and the concrete wall body on the same side, motor rotors of the linear motors are fixed on the ship chamber, motor stators matched with the motor rotors are fixed on the concrete wall body, motor air gaps are reserved on the motor stators of the same linear motor, and the motor air gaps are arranged between the motor rotors and the motor stators. Under the action of traction force output by the hydraulic motor, the ship chamber is in a stress balance state, when the linear motors on the two sides of the ship chamber are started, the ship chamber stably and uniformly moves up and down linearly, and when the linear motors on the two sides of the ship chamber perform feedback braking, the ship chamber stably and uniformly moves up and down linearly to the process of speed reduction and braking.
A plurality of guide rails are arranged between the outer side of the ship chamber and the concrete wall body on the same side, each guide rail comprises a slide way, a sliding body and a support, the slide ways are fixed on the concrete wall bodies, the supports are fixed on the ship chamber, and the sliding bodies are arranged between the supports and the slide ways and can move along the slide ways. The guide rail can realize that the air gap interval is formed between the motor rotor and the motor stator, and can increase the running stability of the ship chamber.
Preferably, the slide way is a V-shaped slide way, the sliding body is a ball, and the ball slides in the V-shaped slide way to increase the running stability of the ship compartment.
Preferably, the slideway is a T-shaped slideway, the sliding body is designed into a shape matched with the T-shaped slideway, and the sliding body slides in the V-shaped slideway to increase the running stability of the ship compartment.
The top beam of the concrete wall is internally preset with beam prestress, the action direction of the beam prestress is opposite to the direction of the ship chamber gravity, and the beam prestress is the same as the ship chamber gravity, so that the beam prestress is offset with the ship chamber gravity.
The ship chamber is provided with a plurality of position detection units, the position detection units are used for detecting the position information of the ship chamber, and the position of the ship chamber in the ship lifting channel is monitored in real time through the feedback of the position information so as to control the running state of the hydraulic transmission mechanism and the linear motor, thereby controlling the running state of the ship chamber.
The tonnage of the ship can be driven by a single hydraulic motor, one end of a central shaft is connected with an output shaft of the hydraulic motor, the other end of the central shaft is supported on a base and covered by an end cover, and a winding drum is driven to rotate by the hydraulic motor.
The double hydraulic motors are required to be driven at the tonnage of the ship lift, one end of the central shaft is connected with an output shaft of the hydraulic motor, the other end of the central shaft is connected with an output shaft of the hydraulic motor, the double hydraulic motors are driven more stably, and the power is stronger.
Preferably, two linear motors are arranged between the outer side of the ship chamber and the concrete wall body on the same side, and the linear motors arranged on the two sides of the ship chamber are symmetrically arranged, so that the balance of power output is ensured.
Preferably, three guide rails are arranged between the outer side of the ship chamber and the concrete wall body on the same side, and the guide rails arranged on the two sides of the ship chamber are symmetrically arranged, so that the balance of power output is ensured.
A plurality of safety dampers are arranged at the bottom of the ship lifting channel, under the normal condition, the ship chamber can not be touched, when special conditions exist, the ship chamber sinks, the ship chamber is in contact with the safety dampers, the safety dampers have a good buffering effect on the ship chamber, and the running safety of the ship chamber is guaranteed.
Compared with the prior art, the invention has the following specific beneficial effects:
the invention adopts the main lifting hydraulic transmission of the ship lift to balance the dead weight, reduces the weight of the balance weight, reduces the construction strength requirement of the concrete walls at two sides of the ship chamber, reduces the support strength requirement of the balance weight of the single-side wall and reduces the construction cost.
The double-motor fault-tolerant control system adopts a double-drive system, realizes double-motor fault-tolerant technology by hydraulic drive and linear motor drive, and ensures the safe operation of the ship lift.
And thirdly, guide rails are adopted on two sides of the invention to balance the running stability of the ship chamber, so that the friction force relative to a safety large nut mechanism or a gear rack transmission mechanism is reduced, and the transmission efficiency is improved.
And fourthly, a linear motor is adopted as a lifting driving device, and the precision is high.
The hydraulic transmission low-speed hydraulic motor has the characteristics of large displacement and low rotating speed, can be directly connected with a working mechanism, does not need a speed reducing device, greatly simplifies the transmission mechanism, has larger output torque which can reach thousands of N.m., is also called as a low-speed large-torque hydraulic motor, reduces an electrically-driven speed reducer in a main lifting balance dead weight mechanism of a ship lift, and is favorable for axial arrangement of the main lifting balance dead weight mechanism.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
Fig. 2 is a schematic structural diagram of the present invention in a top view.
Fig. 3 is a schematic structural diagram of the hydraulic transmission mechanism in fig. 1.
Fig. 4 is a schematic view of an installation structure of the ship box of fig. 1.
Fig. 5 is a schematic diagram of a hydraulic transmission structure with single hydraulic drive.
Fig. 6 is a schematic diagram of a hydraulic transmission structure of the double hydraulic drive.
Fig. 7 is a schematic structural view of the outer rotor ship lift.
Fig. 8 is a schematic structural view of the lifting mechanism in fig. 6.
Fig. 9 is a schematic view of the installation structure of the ship chamber and the ship lifting passage.
In the figure, 1 is a ship chamber, 11 is a safety damper, 2 is a concrete wall, 21 is a ship lifting channel, 3 is an electronic scale sensor, 31 is a lifting lug, 4 is a hydraulic transmission mechanism, 41 is a hydraulic motor, 42 is an end cover, 43 is a central shaft, 44 is a winding drum, 45 is a work brake, 46 is a safety brake, 47 is a traction steel wire rope, 48 is a base, 5 is a linear motor, 51 is a motor rotor, 52 is a motor stator, 53 is a motor air gap, 6 is a guide rail, 61 is a slide rail, 62 is a slide body, 63 is a bracket, and 7 is a position detection unit.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects to be solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Firstly, describing a ship lift structure:
as shown in fig. 1, 3 and 5, the linear motor 5 hydraulic ship lift comprises a ship chamber 1 and parallel and opposite concrete walls 2, a ship lift channel 21 is formed between the concrete walls 2 at two sides, and the ship chamber 1 is arranged in the ship lift channel 21.
The ship box 1 is a dry water tank, and the ship box 1 is not completely immersed in water during the process of entering or leaving the ship box 1, and water does not enter the ship box 1 from two sides.
As shown in fig. 4, electronic scale sensors 3 are disposed on both sides of the ship chamber 1, a plurality of lifting lugs 31 are fixed on the outer sides of the electronic scale sensors 3, in order to ensure the accuracy of force measurement, the lifting lugs 31 disposed on the same side are equidistantly arranged, the actual weight of the ship chamber 1 when the ship chamber is static can be accurately measured by the electronic scale sensors 3, and according to the actual weight, a hydraulic motor 41 is disposed on a top beam of the concrete wall 2, so that the lifting force output by the hydraulic motor is constantly equal to the static weight of the ship chamber 1, and the ship chamber 1 is in a stress balance state at this time. The ascending and descending of the ship box 1 are only related to the driving of the linear motor 5, thereby increasing the stability of the ship box 1 in the operation process.
The top beam of the concrete wall body 2 is internally preset with beam prestress, the action direction of the beam prestress is opposite to the direction of the gravity of the ship chamber 1, the beam prestress is the same as the gravity of the ship chamber 1, and the beam prestress is offset with the gravity of the ship chamber 1.
In the actual operation process, the concrete wall 2 only bears the weight of the ship chamber and the driving force caused by the acceleration of the ship chamber during movement, and the weight which is twice the weight generated by the balance of the prior art counter weight is avoided. When installing, maintaining cabin 1 or maintaining cabin 1, cabin 1 breaks away from, and through counter weight and the pre-determined crossbeam prestressing force phase-match, guarantee whole concrete wall 2's stability, at the in-process of cabin 1 access, along with shifting up of waterline, lift off the counter weight gradually, whole process stress balance, after cabin 1 inserts completely, all counter weights are all unloaded.
Two hydraulic transmission mechanisms 4 with constant torque are arranged at the top of the concrete wall body 2, the hydraulic transmission mechanisms 4 on the concrete wall bodies 2 on two sides are symmetrically arranged, and the symmetrically arranged structures can further ensure the balance of the stress on two sides of the ship chamber 1, so that the change of the water level in the ship chamber 1 caused by the shaking of the ship chamber 1 is avoided.
The hydraulic transmission mechanism 4 comprises a hydraulic motor 41, the hydraulic motor 41 is a bidirectional variable hydraulic motor 41, a power output shaft of the bidirectional variable hydraulic motor 41 is connected with a central shaft 43 of a winding drum 44, two ends of the central shaft 43 are supported on a base 48 through bearings, and the central shaft 43 and the winding drum 44 are fixed and synchronously rotate; through the dead weight of hydraulic transmission balance ship chamber 1, subtract balance weight, reduced the construction strength requirement of 1 both sides concrete wall 2 of ship chamber for unilateral wall body has reduced balance weight's support strength requirement, has reduced the construction cost.
The output shaft of the hydraulic motor 41 is provided with a working brake 45, and the working brake 45 controls the start and stop of the hydraulic motor 41.
A traction steel wire rope 47 is wound on the winding drum 44, one end of the traction steel wire rope 47 led out from the winding drum 44 is connected with the lifting lug 31 on the same side, and the ship chamber 1 can reciprocate in the ship lifting channel 21 under the action of the traction steel wire ropes 47 on the two sides.
As shown in figure 5, a single hydraulic motor 41 can be used for driving the ship in the lifting tonnage, one end of a central shaft 43 is connected with an output shaft of the hydraulic motor 41, the other end of the central shaft 43 is supported on a base 48 and is covered by an end cover 42, and a reel 44 is driven to rotate by the hydraulic motor 41.
As shown in fig. 6, the double hydraulic motors 41 are required to drive the ship-lifting tonnage, one end of the central shaft 43 is connected with the output shaft of the hydraulic motor 41, the other end of the central shaft 43 is connected with the output shaft of the hydraulic motor 41, and the double hydraulic motors 41 are driven more stably and have stronger power.
In addition, in the operation process, if one hydraulic motor 41 fails, the other hydraulic motor 41 is controlled to operate in overload twice in a short time in real time through real-time regulation and control of the controller, so that stable power transmission is ensured.
The hydraulic control circuit of the hydraulic motor 41 adopts a common hydraulic motor 41 constant torque control circuit.
As shown in fig. 1 and 2, two linear motors 5 with constant power load are installed between the outer side of the ship box 1 and the concrete wall 2 on the same side, a motor rotor 51 of each linear motor 5 is fixed on the ship box 1, a motor stator 52 matched with the motor rotor 51 is fixed on the concrete wall 2, a motor air gap 53 is left on the motor stator 52 of the same linear motor 5, and the motor air gap 53 is arranged between the motor rotor 51 and the motor stator 52. Under the action of traction force, the ship chamber 1 is in a stress balance state, when the linear motors 5 on two sides of the ship chamber 1 are started, the ship chamber 1 stably and linearly runs up and down at a constant speed, and when the linear motors 5 on two sides of the ship chamber 1 perform feedback braking, the ship chamber 1 stably and linearly runs up and down at a constant speed to the process of speed reduction and braking.
Three guide rails 6 are arranged between the outer side of the ship chamber 1 and the concrete wall 2 on the same side, each guide rail 6 comprises a slide way 61, a sliding body 62 and a support 63, the slide way 61 is fixed on the concrete wall 2, the support 63 is fixed on the ship chamber 1, and the sliding body 62 is arranged between the support 63 and the slide way 61 and can move along the slide way 61; the guide rail 6 can not only realize that the motor rotor 51 and the motor stator 52 form an air gap interval, but also increase the running stability of the ship chamber 1.
As shown in fig. 9, a plurality of safety dampers 11 are arranged at the bottom of the ship lifting channel 21, so that the ship chamber 1 does not touch the safety dampers 11 under normal conditions, and when special conditions occur, the ship chamber 1 sinks, the ship chamber 1 contacts with the safety dampers 11, and the safety dampers 11 have good buffering effect on the ship chamber 1, thereby ensuring the safe operation of the ship chamber 1.
A plurality of air springs 12 are uniformly distributed on the outer wall of the cabin 1, the bottom of the inner wall of the concrete wall 2 and the top of the inner wall of the concrete wall 2, when the cabin 1 rises to the top of a dam, in order to avoid the problems that the cabin 1 shakes and the cabin 1 directly collides with the concrete wall 2 due to the movement of a ship, the air springs 12 on the cabin 1 and the air springs 12 on the top are inflated, so that the cabin 1 is squeezed between the concrete walls 2 on two sides, the shaking is reduced, and meanwhile, a good buffering effect can be achieved on the cabin 1; when the ship chamber 1 descends to the bottom of a dam, in order to avoid the problems that the ship moves to cause the ship chamber 1 to shake and the ship chamber 1 and the concrete wall 2 directly collide, the air springs 12 on the ship chamber 1 and the air springs 12 at the bottom are inflated, so that the ship chamber 1 is squeezed between the concrete walls 2 at two sides, the shake is reduced, and meanwhile, the ship chamber 1 can be well buffered.
Secondly, stress analysis in the actual operation process:
in the actual motion process of the ship chamber 1, when the ship chamber 1 moves upwards, the ship draft line in the ship chamber 1 sinks, so that power required for ascending is generated, buoyancy provides upward acceleration of the ship, and when the ship chamber 1 is decelerated near the upper end of a dam, the ship draft line in the ship chamber 1 moves upwards, so that water body shaking can be caused. When the ship chamber 1 moves downwards, the ship waterline in the ship chamber 1 moves upwards to generate power required for descending, gravity provides the downward acceleration of the ship, and when the ship chamber 1 is close to the bottom end of the dam to decelerate, the ship waterline in the ship chamber 1 sinks to bring the shaking of a water body.
In order to show the effect of the water surface fluctuation on the force of the whole lifting mechanism, the problem of dynamic unbalance loading caused by the water level change in the ship chamber 1 is explained as follows:
1. structure of outer rotor ship lift
As shown in fig. 7 and 8, a ship reception chamber is arranged on the water surface between the dams, and the ship reception chamber is connected with the two side rotary drums of the outer rotor motor through a belt and a first guide wheel. The outer sides of the dam bodies are respectively provided with a balance weight, and the balance weights are connected with the rotary drums on the two sides of the outer rotor motor through belts and second guide wheels; the outer rotor motor and the lifting mechanism thereof have the same structure and are symmetrically arranged and installed on the dam body. Taking a single side as an example, as shown in fig. 7, a central shaft of the outer rotor motor is fixedly installed on the dam body through a bracket, a belt drum of the outer rotor motor is connected with a belt through a bolt, and a front brake and a rear brake are installed in the middle of the belt drum.
At the moment, the counterweight compensates the dead weight of the ship lift chamber 1, and the outer rotor permanent magnet synchronous motor only provides the driving force for operation, so that the operation cost is reduced. Under the condition of bearing load balance, the outer rotor motor is driven to only overcome the friction force of the bearing, so that the uniform-speed taking-off and landing operation of the ship lift is realized.
2. Mechanical analysis of the vertical ship lift:
2.1, mechanical analysis of external rotor motor drive:
let the driving force of the ship-receiving chamber be FDrive theAccording to the law of statics (taking the upward direction as the positive direction of the force), the following can be known:
Fdrive the+GCounterweight-GShip reception chamber＝MShip reception chamberaShip reception chamber
Under the condition of ensuring that the water level is not changed, the weight G of the ship lifting water chamber is not influenced by the quantity and the size of the ships in the ship receiving chamberShip reception chamber(ii) a Therefore, when the structure of the vertical ship lift driven by the outer rotor motor ensures that the ship receiving chamber and the counterweight are equal in weight, the driving force F of the outer rotor motorDrive theOnly provides the lifting acceleration a of the ship receiving chamber required by the lifting of the ship liftShip reception chamberI.e.: when G isCounterweight＝GShip reception chamberWhen the temperature of the water is higher than the set temperature,
Fdrive the＝MShip reception chamberaShip reception chamber
At the moment, the buoyancy F of the ship receiving chamber to the navigation ship is setShip buoyancyAccording to Archimedes ' principle and Newton's law, the ship's stress F in ship-bearing chamberShip with a detachable coverComprises the following steps:
the method is simplified and can be obtained:
from the above formula, the lifting (lowering) acceleration of the ship depends on the displacement volume VShip rowChange of (2), setting volume V of drained waterShip rowChange of is Δ VShip rowThen, there are:
Vship row+ΔVShip row＝aShip reception chamberbShip reception chamber(hLiquid level+ΔhLiquid level)
Wherein: a isShip reception chamberThe length of the ship reception chamber;
bship reception chamberThe width of the ship reception chamber;
from the above formula, the volume V of the drained water of the shipShip rowChange of (Δ V)Ship rowProviding the acceleration a of the shipShip with a detachable cover(ii) a The water volume of the ship discharging water volume V is constant due to the constant water volume of the ship receiving chamberShip rowVariation Δ VShip rowCausing the height h of the liquid level in the water compartmentLiquid levelA corresponding change deltah occursLiquid level(ii) a The rising or falling of the water level of the water chamber provides power for the rising or falling of the ship.
If n ships are transported in the ship receiving chamber of the ship lift without considering the influence of the coupling vibration between the ships on the liquid level of the ship receiving chamber, the influence of the n ships on the change of the liquid level of the ship receiving chamber is
Write its column to the differential equation:
the volume of the displacement water of each ship is related to the waterline, and when the ship lift lifts up, the downward movement depth of each ship relative to the water surface is different, and the pressure of the side vertical surface of the ship to the water is also different, so that the fluctuation of the water surface is generated, and the swinging of the ship-bearing chamber is brought.
At this time, if the types of the navigation ships in the ship reception chambers are consistent, resonance of the water body is easily caused according to the water elasticity dynamic response, and the control difficulty is increased. The outer rotor motor can realize uniform speed operation, the problems are caused only in the processes of acceleration and deceleration, and the sloshing of the ship-carrying chamber water body can be effectively reduced through the smoothness control of an intelligent algorithm and the investment of a brake.
2.2 analysis of the load unbalance stress of the ship carrying chamber
Because the ship reception chamber runs up and down, multiple hoisting points run, the traditional hoisting mechanism can cause side inclination, and the three gorges ship reception chamber takes a three gorges ship elevator as an example, and is long, wide and high (100m multiplied by 20m multiplied by 18 m); if the height difference between the two sides is 1cm, calculating the weight difference between the two sides:
Gunbalance loading＝ρLiquid for treating urinary tract infectionVUnbalance loadingg＝1000×100×20×0.01×10＝200000(N)
GUnbalance loading＝ρLiquid for treating urinary tract infectionVUnbalance loadingg＝20(t)
Obviously, the height difference between the two sides of the ship-carrying chamber is one centimeter, and the unbalance loading is twenty tons, and as mentioned above, when the ship-carrying chamber rises upwards, the influence of each ship in the ship-carrying chamber on the water level of the ship-carrying chamber is different, and the problem of dynamic unbalance loading is also brought.
In the actual mechanical calculation, the weight of the traction steel wire rope is far less than that of the ship receiving chamber, so the weight of the traction steel wire rope is omitted in the calculation.
Thirdly, the operation process of the ship lift is as follows:
in order to reduce the fluctuation of the water level in the ship chamber 1 and balance the running process of the whole ship chamber 1, when the ship chamber 1 has water sloshing caused by the sloshing of the water in the ship chamber 1 during the actual running of the ship lift, and the position information detected by the position detection unit 7 on the ship chamber 1 has deviation with the propulsion displacement provided by the linear motor 5, the alarm device is started.
When the ship lift runs upwards, the real-time gravity of the ship chamber 1 is weighed by the electronic scale sensor 3 with the lifting lug 31, the hydraulic motor 41 presets starting torque, after the ship lift is ensured not to slip off the hook, the safety brake 46 and the working brake 45 are opened, and the hydraulic transmission mechanisms 4 on the two sides run to balance the gravity of the ship chamber 1; the motor stator 52 of the linear motor 5 is electrified, the linear motors 5 on two sides are driven to realize the up-and-down movement of the ship chamber 1 in the ship lifting channel 21, in the process that the ship chamber 1 moves upwards, the position detection unit 7 detects that the ship chamber 1 is about to reach the top of a ship lift dam, pre-deceleration is carried out, the linear motor 5 carries out feedback braking at the moment, when the ship chamber 1 reaches a pre-parking position, the linear motor 5 stops being electrified, the hydraulic transmission mechanism 4 is controlled through the controller according to real-time position information, and the working brake 45 and the safety brake 46 are synchronously braked to accurately park.
When the ship box 1 runs downwards, the weight of the ship lift is weighed through the electronic scale sensor 3, the hydraulic transmission mechanism 4 is preset with starting torque, on the premise that the ship box 1 is not hooked, the safety brake 46 and the working brake 45 are opened, the motor stator 52 of the linear motor 5 is electrified to drive the ship lift ship box 1 to run downwards, when the position detection unit 7 reaches the speed reduction position of the dam bottom of the ship lift, the linear motor 5 performs feedback braking, when the pre-parking position is reached, the linear motor 5 stops being electrified, the hydraulic transmission mechanism 4 stops accurately according to the position detection unit 7, the working brake 45 and the safety brake 46 perform synchronous braking, and the ship lift stops accurately.
When the ship chamber 1 runs up and down, air cavities are formed on the wall bodies and the dam on two sides of the ship chamber 1, when the ship chamber 1 runs up and down, air on the upper portion and the lower portion of the ship chamber 1 can be compressed and expanded, due to the fact that ship body decks in the ship chamber 1 are different in size, windward sides are different in size, air pressure borne by the ship body in the ship chamber 1 is different, the situation that buoyancy borne by each ship body in the ship chamber 1 is different is brought, the waterlines of the ship bodies are different, and shaking of water bodies in the ship chamber 1 is caused.
The hydraulic transmission mechanism 4 and the electronic scale sensor 3 of the main lifting balance ship chamber 1 are independently controlled in a closed loop mode, when a single hydraulic transmission system breaks down, the feedback value of the electronic scale sensor 3 changes correspondingly, each independent lifting mechanism shares the bearing capacity of the failed lifting mechanism, and interlocking system faults caused by the single main lifting mechanism faults are effectively avoided.
When the ship lift chamber 1 has an ineffectiveness water leakage accident, the position information of the position detection unit 7 is inconsistent with the propulsion displacement provided by the linear motor 5, the alarm device is started, the hydraulic transmission mechanism 4 of the main lifting balance ship chamber 1 self weight starts to automatically close the loop to reduce the lifting force providing the self weight, the weight of the balance ship chamber 1 is dynamically tracked, and if an overspeed switch or a heavy hammer limit switch acts, the safety brake 46 is started to suddenly stop.
In order to ensure that the ship lift keeps static at the upper and lower starting points, the linear motor 5 is used for keeping uniform linear motion during operation, so that the shaking of liquid in the ship chamber 1 is reduced, and the operation stability of a ship lift system is improved. In order to achieve the effect, the weight of the ship chamber 1 is dynamically balanced by applying the stress balance principle of the ship chamber 1 and by the power output of the hydraulic transmission mechanisms 4 at two sides in the whole operation process, at the moment, the ship chamber 1 is in a stress balance state, the linear motors 5 at two sides of the ship chamber 1 are started, the ship chamber 1 enters accelerated up-and-down linear operation, and when the linear motors 5 at two sides of the ship chamber 1 stably operate, the ship chamber 1 enters stable uniform up-and-down linear operation; when the linear motors 5 on the two sides of the ship chamber 1 perform feedback braking, the ship chamber 1 stably and linearly moves up and down at a constant speed to the process of speed reduction and braking.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included therein.
Claims (9)
1. The linear motor hydraulic ship lift is characterized by comprising a ship chamber (1) and concrete walls (2) which are parallel and oppositely arranged, a ship lift channel (21) is formed between the concrete walls (2) on two sides, and the ship chamber (1) is arranged in the ship lift channel (21);
electronic scale sensors (3) are uniformly arranged on two sides of the ship chamber (1), a plurality of lifting lugs (31) are fixed on the outer sides of the electronic scale sensors (3), and the lifting lugs (31) arranged on the same side are arranged at equal intervals;
a plurality of groups of hydraulic transmission mechanisms (4) with constant torque are arranged at the top of the concrete wall body (2), and the hydraulic transmission mechanisms (4) on the concrete wall bodies (2) at two sides are symmetrically arranged;
the hydraulic transmission mechanism (4) comprises a hydraulic motor (41), the hydraulic motor (41) is a bidirectional variable hydraulic motor (41), a power output shaft of the hydraulic motor (41) is connected with a central shaft (43), two ends of the central shaft (43) are supported on a base (48) through bearings, and the central shaft (43) and a winding drum (44) are fixed and synchronously rotate;
an output shaft of the hydraulic motor (41) is provided with a working brake (45), and the working brake (45) controls the start and stop of the hydraulic motor (41);
safety brakes (46) are fixed on two sides of the winding drum (44), and the safety brakes (46) on the two sides control the starting and stopping of the winding drum (44);
a traction steel wire rope (47) is wound on the winding drum (44), and one end of the traction steel wire rope (47) led out from the winding drum (44) is connected with the lifting lug (31) on the same side;
a plurality of constant-power-load linear motors (5) are arranged between the outer side of the ship chamber (1) and the concrete wall (2) on the same side, motor rotors (51) of the linear motors (5) are fixed on the ship chamber (1), motor stators (52) matched with the motor rotors (51) are fixed on the concrete wall (2), motor air gaps (53) are reserved on the motor stators (52) of the same linear motor (5), the motor air gaps (53) are arranged between the motor rotors (51) and the motor stators (52), and the motor rotors (51) and the motor stators (52) are matched to realize the up-and-down reciprocating motion of the ship chamber (1);
a plurality of guide rails (6) are arranged between the outer side of the ship chamber (1) and the concrete wall (2) on the same side, each guide rail (6) comprises a slide way (61), a sliding body (62) and a support (63), the slide ways (61) are fixed on the concrete wall (2), the supports (63) are fixed on the ship chamber (1), and the sliding bodies (62) are arranged between the supports (63) and the slide ways (61) and can move along the slide ways (61);
a plurality of position detection units (7) are arranged on the ship chamber (1), and the position detection units (7) are used for detecting the position information of the ship chamber (1).
2. The linear motor hydraulic ship lift according to claim 1, characterized in that the hydraulic transmission mechanism (4) is driven by a single hydraulic motor (41), one end of the central shaft (43) is connected to the output shaft of the hydraulic motor (41), and the other end of the central shaft (43) is supported on a base (48) and covered by an end cap (42).
3. A linear motor hydraulic ship lift according to claim 1, characterized in that the hydraulic transmission mechanism (4) is driven by dual hydraulic motors (41), one end of the central shaft (43) being connected to the hydraulic motor (41) and the other end of the central shaft (43) being connected to the hydraulic motor (41).
4. The linear motor hydraulic ship lift of claim 3, characterized in that two linear motors (5) are installed between the outer side of the ship box (1) and the concrete wall (2) on the same side, and the linear motors (5) placed on both sides of the ship box (1) are symmetrically arranged.
5. The linear motor hydraulic ship lift of claim 3, characterized in that three guide rails (6) are installed between the outer side of the ship box (1) and the concrete wall (2) on the same side, and the guide rails (6) placed on both sides of the ship box (1) are symmetrically arranged.
6. A linear motor hydraulic ship lift according to claim 1, characterized in that the slide (61) is a V-shaped slide (61).
7. A linear motor hydraulic ship lift according to claim 1, characterized in that the slide (61) is a T-shaped slide (61).
8. The linear motor hydraulic ship lift according to claim 5, characterized in that the top beam of the concrete wall (2) is pre-stressed in the direction opposite to the gravity of the ship compartment (1), and the beam pre-stress is the same as the gravity of the ship compartment (1).
9. A linear motor hydraulic ship lift according to claim 5, characterized in that a number of safety dampers (11) are arranged at the bottom of the ship lift channel (21).
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| CN111648338A (en) * | 2020-07-14 | 2020-09-11 | 太原科技大学 | Hydraulic ship lift with superconducting linear motor |
| CN112850477A (en) * | 2021-02-24 | 2021-05-28 | 上海振华重工(集团)股份有限公司 | Ship lift, dock and working method of ship lift |
| CN116127612A (en) * | 2023-04-14 | 2023-05-16 | 长江勘测规划设计研究有限责任公司 | Method for judging longitudinal capsizing stability of ship reception chamber by utilizing differential equation eigenvalue |
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