CN111893979A - Lifting type double-steel-beam anti-collision system of ship lift and redundant blocking and preventing method thereof - Google Patents
Lifting type double-steel-beam anti-collision system of ship lift and redundant blocking and preventing method thereof Download PDFInfo
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Abstract
A lifting type double-steel-beam anti-collision system of a ship lift comprises a double-blocking-prevention steel beam assembly, a supporting member assembly, a lifting driving device, a reversing device, a lifting connecting assembly and a supporting structure; the lifting driving device is arranged in a cabin main longitudinal beam structure on the side edge of the ship-bearing cabin structure, the lifting driving device is connected with the double-barrier steel beam assembly through the reversing device and the lifting connecting assembly, and the double-barrier steel beam assembly can move up and down under the driving of the lifting driving device; the double-barrier steel beam assembly comprises an impact beam, a safety beam and a middle connecting device, the impact beam and the safety beam are fixedly connected through the middle connecting device, and the supporting structure is fixed on a cabin structure on the inner side of the safety beam; the safety redundancy is large, the collision force of the ship and the plastic beam is effectively reduced, and the adverse effect of the collision load of the ship on the ship chamber structure is reduced; a detachable connection structure is adopted between the two stages of anti-collision beams, so that the impact beam damaged by impact can be replaced conveniently; can meet the blocking and preventing requirements of ships with bulbous bow.
Description
Technical Field
The invention relates to ship lift engineering in the field of hydraulic and hydroelectric engineering, in particular to a mechanical device for implementing safety blocking and prevention when a ship stall accident occurs in the ship lift in the docking process of a ship compartment so as to protect a ship compartment door from being impacted by a stalled ship.
Background
The vertical ship lift is used as a navigation facility, and is increasingly widely applied to a hydro junction due to the fact that the ship has short dam-crossing time and is suitable for high dam navigation. The existing vertical ship lift applied to hydropower stations in China is a balance weight type vertical ship lift, and the fortification and protection of a ship stall accident are one of important contents of the design of a safety guarantee system of the balance weight type ship lift. Particularly, when the ship chamber is in a butt joint state with the upstream, the ship drives from the upstream water area to the ship chamber water area, if the ship chamber is not provided with a blocking device, once the ship collides with the ship chamber door when stalling, the ship chamber door and the ship are damaged if the ship chamber door is light, and a large amount of water leakage or even catastrophic accidents of the ship chamber are caused if the ship chamber door and the ship chamber door are heavy. Therefore, the safety and reliability of the accident prevention of the stall of the ship striking the door of the ship compartment are very important for ensuring the safety of the ship lift equipment and the ship passing the ship.
The river-separating rock ship lift built earlier adopts the scheme of steel wire rope blocking prevention and buffering oil cylinder energy absorption, and the anti-collision energy absorption equipment comprises steel wire ropes, buffering oil cylinders, guide pulleys, anti-collision supports and the like which are all arranged at the top of a cabin door. Because the sinking flat plate door adopted by the compartment door of the river-isolated rock ship lift has the risk that the door slot is blocked by sundries in water or falling objects of ships, the compartment door of the steel wire rope winch type vertical ship lift built behind the sinking flat plate door is mostly a horizontal door, and an anti-collision system of the compartment door is mostly an anti-plastic steel beam energy absorption scheme. This scheme adopts single girder steel to block prevents stall boats and ships, and when boats and ships striking girder steel, the girder steel takes place plastic deformation, can absorb boats and ships kinetic energy through the plastic deformation of structure. The anti-collision steel beam is driven by an oil cylinder arranged in the main longitudinal beam of the ship chamber to vertically lift and take place at a blocking position or a storage position according to the requirements of the ship chamber butt joint process of the ship lift. The blocking, preventing and anti-collision device in the form has a simple and compact structure and a small collision stroke, saves the arrangement space of a ship chamber, and is applied to all the prior balance weight type steel wire rope winch vertical ship lifts. However, the fencing and anti-collision device also has the disadvantages that as the anti-collision beam works in the plastic stage, once the anti-collision beam is damaged by collision, the anti-collision beam must be replaced immediately for safety, so that the ship lift stops sailing; due to the complexity of the steel beam plastic energy absorption physical process, the randomness of material performance and the possibility of ship overspeed collision in the collision process, in order to ensure that the steel beam does not break and lose the blocking and preventing capability, the section size of the anti-collision beam is generally determined on the contrary safely, so that the steel beam plastic strain is in a lower level, the rigidity of the steel beam is still larger, the collision force is larger, the ship is possibly damaged on the one hand, the collision load of a cabin structure is increased, and the difficulty of local structure design is increased.
In the design of 3000-ton fully balanced rack-and-pinion climbing type vertical ship lift for the three gorges hydro-junction which is built and put into operation in recent years and 1000-ton fully balanced rack-and-pinion climbing type vertical ship lift for the domestic dam hydropower station, the cabin anti-collision device adopts the technical scheme of steel wire rope blocking prevention-buffer oil cylinder energy absorption. The anti-collision device is arranged on the ship chamber structure and is not influenced by the opening and closing of the gate, and the collision between the gate and the steel wire rope can not cause the damage of the gate structure. On the other hand, by the technical combination of steel wire rope blocking and hydraulic buffering energy absorption, the blocking process of ship stalling is a flexible collision energy absorption process, the generated maximum collision force can be controlled by an overflow valve configured in a hydraulic oil cylinder control system, and design calculation can be carried out through a simple energy conversion relation. The controllability and technical certainty of the collision process enables the cabin stall prevention technology to have higher safety reliability. However, this solution also has drawbacks. The anti-collision system cannot meet the blocking and preventing requirements of ships with bulbous bow. In addition, in the case of a ship whose bow is inclined too much, the collision stroke is too large, and there is a possibility that the ship may collide with the door.
Disclosure of Invention
In order to solve the problems, the invention aims to provide an anti-collision double-plastic steel beam which can effectively reduce the collision force between a ship and a plastic beam, reduce the adverse effect of the impact load of the ship impacting an anti-collision beam on a cabin structure, has larger safety redundancy and simultaneously meets the blocking and preventing requirements of the ship with a bulbous bow.
The technical scheme adopted by the invention is as follows:
a lifting type double-steel-beam anti-collision system of a ship lift comprises a double-blocking-prevention steel beam assembly, a supporting member assembly, a lifting driving device, a reversing device, a lifting connecting assembly and a supporting structure; the lifting driving device is arranged in a cabin main longitudinal beam structure on the side edge of the ship-bearing cabin structure, the lifting driving device is connected with the double-blocking prevention steel beam assembly through the reversing device and the lifting connecting assembly, and the double-blocking prevention steel beam assembly can move up and down under the driving of the lifting driving device; the double-barrier steel beam assembly comprises an impact beam, a safety beam and an intermediate connecting device, the end parts of the impact beam and the safety beam are fixedly connected in a detachable mode through the intermediate connecting device, and a supporting structure is fixed on a cabin structure on the inner side of the safety beam.
Further, the impact beam comprises an impact beam body and a rubber plate, and the rubber plate is connected with the flange plate, facing the ship, of the impact beam body through bolts.
Further, the impact beam body adopts a box-shaped steel beam structure.
Furthermore, the safety beam comprises a safety beam body, friction blocks and clamping grooves, wherein the friction blocks are embedded in thick plates at two ends of the safety beam body and are fixed through screws, so that when a ship impacts the anti-collision beam, the friction blocks are in contact with a supporting member welded to an inner web plate of a main longitudinal beam of the ship chamber, and the vertical component of the collision force is transmitted through the friction force of a contact surface; the clamping groove is of a concave structure consisting of three steel components;
the middle connecting device comprises a metal rubber gasket, a shear pin and a connecting bolt;
the safety beam is a redundant protection component of the anti-collision system and also a supporting component of the impact beam, namely, the end part structure of the safety beam extends to the end part supporting area of the impact beam, so that the end part of the impact beam can be supported on the end part structure of the safety beam, the bottom end of the end part of the impact beam is placed at the end part of the safety beam and clamped in a clamping groove at the end part of the safety beam through a metal rubber spring, thereby forming a continuous force transmission structure for transmitting the impact force from the impact beam to the cabin structure through the safety beam and the supporting structure, and the impact beam is connected with the end part structure of the safety beam through a connecting bolt, thereby forming horizontal axial displacement constraint on the impact beam; the impact beam and the safety beam are connected by the positioning pin, so that the buoyancy force applied to the impact beam in water is transferred to the safety beam.
Further, the safety beam body adopts a box-shaped steel beam structure.
Furthermore, the lifting connection assemblies are respectively arranged on the left and the right, each lifting connection assembly comprises a steel wire rope, a taper sleeve and a lifting lug, and each lifting lug is connected with the taper sleeve of the steel wire rope assembly through a pin shaft; corresponding to the four steel wire rope assemblies, four sets of pulleys are arranged at the top of the main longitudinal beam of the cabin, one end of each steel wire rope is connected with the safety beam through a taper sleeve and a lifting lug, and the other end of each steel wire rope passes around the pulley and is fixed and wound on a winding drum of the lifting device.
Furthermore, the lifting driving device comprises a three-in-one transmission device integrating a motor, a speed reducer and a brake, a winding drum group, a coupling and a frame; the lifting device drives the double-blocking-prevention steel beam assembly to move up and down through the retraction and release of the steel wire rope on the winding drum set, so that the double-blocking-prevention steel beam assembly can reach a blocking prevention position or a sinking position according to the operation requirement of the ship lift.
The invention has the advantages and characteristics that:
(1) a two-stage blocking prevention for the stalled ship is formed by adopting a mode of arranging two-stage anti-collision beams in the front and back. The anti-collision beam is a plastic design steel beam, and kinetic energy of the stalled ship can be absorbed by plastic deformation of the steel beam. Each level of anti-collision beam has the capability of independently absorbing all kinetic energy of the ship; compared with a single-plastic steel beam, the double-plastic beam scheme is adopted to generate larger safety redundancy, so that the section size of a single beam can be reduced, the impact force of a ship and the plastic beam is effectively reduced, and the adverse effect of the impact load of the ship impacting the anti-collision beam on the cabin structure is reduced.
(2) Adopt detachable connection structure between the two-stage anticollision roof beam, after boats and ships and striking roof beam take place the striking, be convenient for change the impaired striking roof beam of striking, and can not change the striking roof beam temporarily when the striking is not serious, the system can continue work to select the appropriate time to change the striking roof beam, do not influence the navigation.
(3) The blocking and preventing requirements of the ship with the bulbous bow can be met; the occupied space is relatively small, and the size of the effective water area of the ship compartment is basically not influenced.
Drawings
FIG. 1 is a schematic top view of the preferred embodiment of the present invention (only the left side member is shown, and the right side member is symmetrical and omitted);
FIG. 2 is an enlarged schematic view of FIG. 1 at the dashed line;
FIG. 3 is a schematic structural view of section A-A of FIG. 2 (impact beam profile is shown in thin lines);
FIG. 4 is a front view of the preferred embodiment of the present invention (only the left side member is shown, and the right side member is symmetrical and omitted);
FIG. 5 is a side view of the preferred embodiment of the present invention;
FIG. 6 is an enlarged schematic view of FIG. 5 at the dashed line;
FIG. 7 is a schematic view of the application structure of the preferred embodiment of the present invention in a horizontal gate;
FIG. 8 is a mechanical model diagram of an impact beam in accordance with a preferred embodiment of the present invention;
FIG. 9 is a stress-strain relationship test curve and a power-law constitutive relationship curve of Q345;
FIG. 10 is a schematic box section view of an impact beam;
FIG. 11 is a stress profile of a beam section;
FIG. 12 is a schematic view of a stress distribution diagram of the structure of the card slot;
the reference numbers in the figures denote: 1-double-barrier steel beam assembly, 11-impact beam, 111-impact beam body, 112-rubber plate, 12-safety beam, 121-safety beam body, 122-friction block, 123-clamping groove, 13-intermediate connecting device, 131-metal rubber gasket, 132-shear pin, 133-connecting bolt, 134-locating pin, 2-supporting member assembly, 3-lifting driving device, 31-three-in-one transmission device, 32-winding drum group, 33-coupling, 34-frame, 4-reversing device, 5-lifting connecting assembly, 51-steel wire rope, 52-taper sleeve, 53-lifting lug, 6-supporting structure, 7-cabin door, 8-ship cabin structure, 81-cabin structure, 9-bulb bow, 10-bottom berth of a ship compartment.
Detailed Description
The invention is further illustrated with reference to the accompanying drawings:
the invention is suitable for protecting the ship chamber door by the hydraulic junction vertical ship lift under the condition of ship stall accidents, and prevents the ship chamber door from being damaged due to ship impact under the condition of ship stall accidents to further cause a large amount of water leakage accidents of the ship chamber. The system mainly forms redundant safety protection for the carriage door through the blocking of two-stage plastic steel beams on a stalled ship, so that the safety of the carriage door is ensured.
Referring to fig. 1 to 2, a lifting type double-steel-beam anti-collision system of a ship lift comprises a double-barrier steel beam assembly 1, a supporting member assembly 2, a lifting driving device 3, a reversing device 4, a lifting connecting assembly 5 and a supporting structure 6; the lifting driving device 3 is arranged in a cabin main longitudinal beam structure on the side edge of the ship cabin bearing structure, the lifting driving device 3 is connected with the double-barrier steel beam assembly 1 through the reversing device 4 and the lifting connecting assembly 5, and the double-barrier steel beam assembly 1 can move up and down under the driving of the lifting driving device 3; the double-barrier steel beam assembly 1 comprises an impact beam 11, a safety beam 12 and an intermediate connecting device 13, wherein the end parts of the impact beam 11 and the safety beam 12 are fixedly connected in a detachable mode through the intermediate connecting device 13, and a supporting structure 6 is fixed on a ship chamber structure on the inner side of the safety beam 12.
The intermediate connecting device 13 includes a metal rubber gasket 131, a shear pin 132, a rubber block 133 and a positioning pin 134.
The impact beam 11 comprises an impact beam body 111 and a rubber plate 112, the rubber plate 112 is connected with a flange plate of the impact beam body facing the ship through bolts, the impact beam body is a main energy absorption member of the system, and the total kinetic energy of the stalling of the ship can be absorbed by plastic deformation energy generated by collision of the impact beam body; the rubber plate is used for reducing the impact load of the collision between the ship and the impact beam through the buffering of the rubber material, and it is worth explaining that the energy absorption of the system mainly depends on the plastic deformation of the structure, and the energy absorbed by the rubber is little. The rubber has the function of reducing the peak load of impact and plays a role in buffering, and because the steel materials are hard, great impact contact force can be generated when the steel materials are in mutual impact contact.
The safety beam 12 comprises a safety beam body 121 and friction blocks 122, wherein the friction blocks 122 are embedded in thick plates at two ends of the safety beam body 121 and are fixed through screws (the friction blocks 122 are made of copper-based powder metallurgy materials and are high-specific-pressure high-friction materials, and the main purpose is to transmit vertical load through friction force; because a plurality of bows have inclination angles, a downward component can be generated in the impact process, and the vertical load component is transmitted to a supporting structure through the high-friction materials), so that when a ship impacts an anti-collision beam, the friction blocks 122 are in contact with a supporting member welded to a web plate in a main longitudinal beam of a cabin, the vertical component of the impact force is transmitted through the friction force of a contact surface, and the clamping grooves 123 are of a concave structure (as shown in figure 12) formed by three steel members;
the intermediate connecting device 13 comprises a metal rubber gasket 131, a shear pin 132 and a connecting bolt 133; the safety beam 12 is a redundant protection component of the anti-collision system, and is also a supporting component of the impact beam 11, namely, the end structure of the safety beam extends to the end supporting area of the impact beam 11, so that the end part of the impact beam 11 can be supported on the end structure of the safety beam 12, the bottom end of the end part of the impact beam is placed at the end part of the safety beam 12 and clamped in the clamping groove 123 at the end part of the safety beam 12 through the metal rubber gasket 131, thereby forming a continuous force transmission structure for transmitting the collision force from the impact beam to the cabin structure 81 through the safety beam 12 and the supporting structure, and connecting the impact beam 11 with the end structure of the safety beam through the connecting bolt 133, thereby forming horizontal axial displacement constraint on the impact beam; so as to avoid the shrinkage of the two ends to the middle due to large-deflection bending after the impact beam is impacted, thereby reducing the supporting length of the end part; the force borne by the impact beam in water is transferred to the safety beam, so that the integral lifting motion of a double-beam system can be realized;
when the ship collides with the impact beam, replacing the impact beam damaged by collision; the impact beam and the safety beam are detachable in connecting structure, so that the impact beam and the safety beam are convenient to replace; the operation process for replacing the impact beam is relatively simple, the shear pin at the end part of the impact beam and the end part connecting bolt are disassembled, the metal rubber gasket 131 is taken out, and the damaged impact beam is removed through temporary hoisting equipment; and (3) installing the spare impact beam in place through temporary hoisting equipment, filling a metal rubber cushion block in an installation gap between the impact beam and the end part of the safety beam, inserting a shear pin, and installing and pre-tightening the connection bolt at the end part of the impact beam and the end part of the safety beam.
Referring to fig. 3, the impact beam 111 and the safety beam 121 both adopt a box-shaped steel beam structure.
Referring to fig. 4-7, the lifting connection assemblies 5 are respectively arranged on the left and right, each lifting connection assembly includes a steel wire rope 51, a taper sleeve 52 and four lifting lugs 53, the four lifting lugs 53 are arranged at four corners of the end structure of the safety beam, and each lifting lug is connected with the taper sleeve of the steel wire rope assembly through a pin; four sets of reversing devices (such as pulleys) are arranged at the top of the main longitudinal beam of the ship chamber corresponding to the four steel wire rope assemblies, one end of each steel wire rope is connected with the safety beam through a taper sleeve and a lifting lug, and the other end of each steel wire rope bypasses the reversing devices and is connected with the lifting driving device 3.
The lifting driving device 3 comprises a three-in-one transmission device 31 integrating a motor, a speed reducer and a brake, a winding drum group 32, a coupling 33 and a frame 34; the lifting device drives the double-barrier steel beam assembly 1 to move up and down through the retraction and release of the steel wire rope on the winding drum group 32, so that the double-barrier steel beam assembly can reach a barrier position or a sinking position according to the operation requirement of the ship lift.
The redundant blocking and preventing method of the lifting type double-steel-beam anti-collision system of the ship lift comprises the following steps:
when a ship enters a ship receiving chamber from an upstream or downstream water area and the ship chamber is lifted, the double-plastic steel beam assembly 1 is lifted above the water surface for the ship without a bulb bow; forming an interception state of the advancing ship; when the ship stalls, the ship collides with the impact beam 11, so that the impact beam 11 is plastically deformed; the safety beam 12 forms safety redundancy of ship compartment door protection, and even if the impact beam is broken by a stalled ship and loses an interception function, the safety beam 12 still continuously absorbs the residual ship kinetic energy through plastic deformation with the same capacity, so that the ship compartment door 7 is prevented from being impacted by the stalled ship;
for the ship with the bulbous bow 9, a ship lift centralized control system sends a lifting distance setting instruction to an electric control system of a collision avoidance system driving device through the height position information of the bulbous bow of the ship to be passed, so that the center line of an impact beam is basically flush with the stem nose, and the elevation difference is not more than 100mm, thereby forming effective interception of the bulbous bow; the position of the ship bulbous bow relative to the water surface (or the blocking and preventing position of the double-beam group) is filled by a ship owner when the ship owner submits a machine application; and the relevant detection device is set to verify the information. When the position of the bulbous bow exceeds the blocking and preventing adaptation range of the double-beam set, the ship lift is not allowed to pass through the dam.
When an accident of the ship and the impact beam occurs, the damage degree of the impact beam is checked. If the impact beam is slightly damaged, the impact beam can not be replaced temporarily, and the impact beam is replaced when the ship lift enters the maintenance period; if the impact beam is damaged more severely (e.g., visible cracking occurs and the overall deflection of the beam exceeds 1/5 for the calculated deflection at rated load); and the ship lift can be considered to be replaced when the operation is not busy, and the replacement of the impact beam with the damaged impact only needs to pull out the shear pin connecting the impact beam and the safety beam, remove the metal rubber gasket 311 and move away by the temporary hoisting equipment. Assembling a new impact beam by hoisting the temporary hoisting equipment in place, filling a metal rubber cushion block in an installation gap between the impact beam and the end part of the safety beam, and then inserting a shear pin;
if the navigation operation is busy and the navigation can not be stopped, a blocking and preventing system can be formed by the damaged impact beam and the safety beam to continue working until the busy operation period is finished, the ship lift enters a maintenance period, and the damaged impact beam 11 is replaced; if the ship lift runs too busy and cannot be interrupted, the damaged impact beam 11 and the safety beam 12 can form a blocking and preventing system together, so that the ship lift cannot be interrupted due to ship impact accidents;
for the ship chamber arc door, the influence of the ship chamber opening and closing running track on the arrangement of the supporting members along the height is small, so that the arrangement of the supporting members in a certain height range is easy to realize without increasing the total length of the ship chamber (see fig. 1-7); however, for the falling door, in order to adapt to the collision prevention of the bulbous bow ship, the arrangement of the supporting members along the height needs to avoid the running track of the outer contour of the falling door in the opening and closing process so as to avoid interference, so that the distance between the double-beam member and the cabin door can be increased, and the total length of the cabin can be increased under the condition that the effective size of the cabin is certain, so that the economic performance of the ship lift is influenced; therefore, if the ship lift passes through the ship containing the bulbous bow, it is not suitable to adopt the combination of the horizontal gate and the double-beam collision avoidance system, but adopt the combination of the arc gate and the double-beam collision avoidance system. For the ship lift without the bulbous bow and passing through the dam, when the ship compartment door 7 adopts a horizontal door, a fixed-height blocking and preventing mode can be adopted (all the existing ship lifts adopt the blocking and preventing mode), and a double-steel-beam anti-collision system can be adopted as a blocking and preventing structure, so that the total length of the ship compartment is not increased;
in the non-interception state (i.e., the open state of the ship compartment door), the double containment steel beam assembly 1 is sunk to the niche position (as shown at a in fig. 5), thereby forming a navigation passage for the ship to enter the ship compartment.
In the lifting type double-steel-beam anti-collision system of the ship lift, the design method of the box-section beam of the impact beam body 111 and the safety beam body 121 comprises the following steps:
maximum plastic strain condition
Wherein the parameter related to the Q345 steel is N-0.21, A-873.7N/mm2；[]The maximum allowable plastic strain can be 0.02; t ismaxKinetic energy of a stalled vessel; xi H/H is the ratio of the height H of the box-shaped beam web plate to the height H of the beam; l is the supporting span of the impact beam and the safety beam; sd is the reduced area of the box section, calculated as:
wherein t is web thickness, h is web width, which is flange plate thickness, and b is flange plate width, as shown in fig. 10;
the maximum deflection condition is as follows:
in the formula IbThe distance between the impact beam and the safety beam;
maximum impact force condition
Where [ P ] is the collision force allowed for the local strength calculation of the support members and the hull structure.
Calculation process of plastic anti-collision beam design formula
1. Basic mechanical model and stress distribution
The three gorge ship lift impact beam and safety beam are box-section (section as shown in figure 10). The main body sections of the two beams are the same, and only the end structures are different, so for convenience of description, only the anti-collision beam is taken as an example for description. For the convenience of analysis, please refer to fig. 8, the calculation model of the impact beam assumes a simple support at both ends, and bears the ship impact force P at the middle section. The plastic deformation of the steel beam is considered to be used for absorbing the kinetic energy of the ship, so that the stress-strain relation of the steel beam material adopts a power function constitutive relation.
The form of the power function elastoplasticity constitutive relation is as follows:
σ＝An(1)
where ζ is the stress and strain and A, n is a constant characterizing the material properties, the value of which can be determined by certain characteristic points of the actual stress-strain curve of the material employed. FIG. 9 is a stress-strain relationship of steel Q345D. The dotted line is the measured stress-strain curve for the Q345 steel. Two sets of data extracted from the measured curve are obtained1When 1.1375%, ζ1＝341.1N/mm2(ii) a When in use2When 6%, ζ 2 is 484N/mm2(ii) a The power law constitutive relation parameter of Q345 can be found as follows: n is 0.21; a is 873.7N/mm2. Therefore, the corresponding power law constitutive relation is shown in fig. 9, and the constitutive relation curve is shown as a chain line curve in fig. 9.
σ＝873.70.21(2)
Because the deflection of the anti-collision beam is smaller than the beam span, for the convenience of analysis, the assumed anti-collision beam meets the assumption of small deformation, and at the moment, the length of the central shaft is not changed. Assuming that the radius of curvature of the impact beam at x is r (x), taking the micro-segment dx at this point, the strain of the beam fiber at y from the neutral axis can be found as:
in the formula (3), κ (x) ═ 1/r (x) represents the neutral axis curvature of the beam, and θ represents the rotation angle corresponding to the curvature of the micro segment dx.
Substituting formula (3) into formula (1) to obtain
σ＝Aκ(x)nzn(4)
The distribution of stress along the height of the beam is shown in FIG. 11
2. Section bending moment of plastic steel beam
Bending moment of cross section of
According to the Taylor expansion formula, when h < < x,
in the above formula, RnAre the remainder. The (x) is substituted by (x/2) n +2 to obtain
By substituting formula (6) for formula (5), the compounds are obtained
M(x)＝Dκ(x)n(7)
In the above formula
Order to
Then
SdIs the reduced area of the box beam.
3. Plastic strain energy of steel beam
For a plastic impact beam, the impact mass is determined according to the load capacity of the design ship, and the width of the design ship is only slightly smaller than the effective width of the ship chamber. It is therefore reasonable to assume a middle section where the impact force acts. Because the anti-collision beam is simply supported at two ends, when x is less than or equal to L/2, the section bending moment is also
In the above formula, P is the impact force between the ship and the anti-collision beam. By substituting formula (7) for formula (11), the following can be obtained
Substituting the above formula into formula (3) to obtain
The plastic strain energy of an impact beam is the integral of the strain energy density over the entire volume V of the beam:
W＝∫VσdV (14)
considering the symmetry of the structure, the plastic strain energy of the impact beam is
Assuming that the vessel (maximum displacement) is designed to impact the impact beam at the maximum speed allowed by the design, the maximum impact force P is generated between the impact beam and the impact beammaxThe outermost side (z ═ H/2) of the section (x ═ L/2) produces the greatest stress or strain. Assuming that the strain ismaxThen, according to the formula (13), the maximum strain is
The maximum impact force can be obtained from equation (16)
P represented by formula (17)maxThe impact force P in the formula (15) is replaced, and the maximum strain energy of the anti-collision beam is obtained
According to formula (10)
H/H is the ratio of the height of the box beam web to the height of the beam.
Substituting formula (19) for formula (18) to obtain
4. Design control condition of cross section size of steel beam
In the impact process, the kinetic energy of ship stalling is supposed to be completely converted into the elastic-plastic strain energy of the anti-collision beam, namely: t ═ WmaxThen according to formula (20)
Maximum strain of the impact beam
The design control conditions are as follows:max≤[](23)
in formula (23), [ ] is the maximum allowable plastic strain. From the full range of stress-strain curves of the Q345 steel given in the prior art document, it can be seen that the plastic strain of the steel at break reaches 60%. In order to ensure that the steel beam does not break and break, the maximum allowable plastic strain is far less than the plastic strain corresponding to the strength limit of the steel, and the maximum allowable plastic strain is recommended to be not more than 2%.
The collision force of formula (17) can be varied as follows
5. Maximum deflection of impact beam
According to the assumption of small deformation of the impact beam, the beam is represented by formula (12)
The above formula integrates x to obtain
The anti-collision beam is a simply supported beam under symmetrical load, and the boundary conditions are that the middle corner is zero and the end deflection is zero. According to the condition that the middle corner is zero, the angle is obtained
According to the condition that the deflection of the end part is zero, the deflection of the end part is obtained
C2＝0 (29)
By substituting formula (28) and formula (29) for formula (27), the following results were obtained
The maximum deflection of the beam occurs in the middle (x is L/2), x is L/2, P is Pmax, and the formula (30) is substituted, and the maximum deflection of the impact beam is obtained as follows:
according to formula (24)
Substituting formula (32) into formula (31) to obtain
Design and calculation of double-plastic steel beam group blocking and preventing specific example scheme of three gorges ship lift
1. Basic design conditions
The designed ship type maximum displacement of the three gorges ship lift is 3000t, and the running speed of the ship in a ship chamber is 0.5 m/s. According to the formula (6.7.7-1) of the design specification of the ship lift, the calculated kinetic energy when the ship stalls is
In the above formula, m is the total mass of the ship and the attached water body. Wherein the attached water mass is an equivalent mass that takes into account the hydrodynamic pressure on the vessel due to the vessel's attached water body during vessel impact, thereby increasing the vessel's kinetic energy. According to the experimental research result in the prior art, the work of the ship lift collision avoidance device is close to the kinetic energy calculated according to the total mass of the ship (without considering the attached water body), the reasons include the factors of device deformation and mechanical friction, and the influence of water blocking pressure generated by the boundary condition of the water body (the ship chamber door is closer to the front of the ship) and water pressure generated by the inertia of the attached water body in the collision process of the ship is also explained. The overall results show that the water pressure does not contribute much to the increase in the vessel's kinetic energy. However, for safety reasons, the total mass of the ship and the water body attached thereto in equation (34) is 2 times the total mass of the ship (including the load mass). From this, the calculated kinetic energy of the vessel is 750kNm calculated from (34).
2. Calculation of principal parameters
The supporting distance of the anti-collision beam is 18m, the section size H of the steel beam is 660mm, H is 560mm, t is 40mm, 50mm and b is 760 mm. Because the Q345 material is adopted, A is 873.7N/mm2, and N is 0.21.
According to formula (9)
According to formula (22)
Maximum strain
According to the formula (24), maximum collision load
According to formula (33)
According to the principle that a single steel beam independently absorbs all ship kinetic energy, the distance between the two steel beams is 0.39 m.
Backing member weld calculation
Considering that four welding seams of two steel plates bear single-side supporting load 1 multiplied by 106N, the height of the welding seam is 24mm, the length of the welding seam is 400mm, and the shear stress of the welding seam is
The foregoing shows and describes the general principles and features of the present invention, together with the advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only for the purpose of illustrating the structural relationship and principles of the present invention, but that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (9)
1. The utility model provides a two girder steel collision avoidance systems of ship lift over-and-under type which characterized in that: the device comprises a double-barrier steel beam assembly (1), a supporting member assembly (2), a lifting driving device (3), a reversing device (4), a lifting connecting assembly (5) and a supporting structure (6); the lifting driving device (3) is arranged in a cabin main longitudinal beam structure on the side of the ship cabin bearing structure, the lifting driving device (3) is connected with the double-blocking-prevention steel beam assembly (1) through the reversing device (4) and the lifting connecting assembly (5), and the double-blocking-prevention steel beam assembly (1) can move up and down under the driving of the lifting driving device (3); the double-blocking prevention steel
The beam assembly (1) comprises an impact beam (11), a safety beam (12) and an intermediate connecting device (13), wherein the ends of the impact beam (11) and the safety beam (12) are fixedly connected in a detachable mode through the intermediate connecting device (13), and a supporting structure (6) is fixed on a cabin structure on the inner side of the safety beam (12).
2. The ship lift lifting type double-steel-beam anti-collision system according to claim 1, wherein: the impact beam (11) comprises an impact beam body (111) and a rubber plate (112), wherein the rubber plate (112) is connected with a flange plate of the impact beam body facing the ship through bolts.
3. The ship lift lifting type double-steel-beam anti-collision system according to claim 2, wherein: the impact beam body (111) is of a box-shaped steel beam structure.
4. The ship lift lifting type double-steel-beam anti-collision system according to claim 1, wherein: the safety beam (12) comprises a safety beam body (121), friction blocks (122) and clamping grooves (123), wherein the friction blocks (122) are embedded in thick plates at two ends of the safety beam body (121) and are fixed through screws, so that when a ship impacts the anti-collision beam, the friction blocks (122) are in contact with a supporting member welded to a web plate in a main longitudinal beam of a ship chamber, and the vertical component of the impact force is transmitted through the friction force of a contact surface; the clamping groove (123) is of a concave structure formed by three steel components;
the middle connecting device (13) comprises a metal rubber gasket (131), a shear pin (132) and a connecting bolt (133);
the safety beam (12) is a redundant protection component of the anti-collision system and a supporting component of the impact beam (11), namely an end structure of the safety beam extends to an end supporting area of the impact beam (11), so that the end part of the impact beam (11) can be supported on the end structure of the safety beam (12), the bottom end of the end part of the impact beam is placed at the end part of the safety beam (12) and clamped in a clamping groove structure (123) at the end part of the safety beam (12) through a metal rubber gasket (131), thereby forming a continuous force transmission structure for transmitting collision force from the impact beam to a cabin structure (81) through the safety beam (12) and the supporting structure, and connecting the impact beam (11) with the end structure of the safety beam through a connecting bolt (133) so as to form horizontal axial displacement constraint on the impact beam.
5. The ship lift lifting type double-steel-beam anti-collision system according to claim 4, wherein: the safety beam body (121) adopts a box-shaped steel beam structure.
6. The ship lift lifting type double-steel-beam anti-collision system according to claim 1, wherein: the lifting connection assemblies (5) are respectively arranged on the left and right sides, each lifting connection assembly comprises a steel wire rope (51), a taper sleeve (52) and four lifting lugs (53), the lifting lugs (53) are arranged at four corners of the end structure of the safety beam, and each lifting lug is connected with the taper sleeve of the steel wire rope assembly through a pin shaft; and four sets of reversing devices are arranged at the top of the main longitudinal beam of the ship chamber corresponding to the four steel wire rope assemblies, one end of each steel wire rope is connected with the safety beam through a taper sleeve and a lifting lug, and the other end of each steel wire rope bypasses the reversing devices and is connected with a lifting driving device (3).
7. The ship lift lifting type double-steel-beam anti-collision system according to claim 6, wherein: the lifting driving device (3) comprises a three-in-one transmission device (31) integrating a motor, a speed reducer and a brake, a winding drum group (32), a coupling (33) and a frame (34); the lifting device drives the double-blocking prevention steel beam assembly (1) to move up and down through the retraction and release of the steel wire rope on the reel set (32), so that the double-blocking prevention steel beam assembly can reach a blocking prevention position or a sinking position according to the operation requirement of the ship lift.
8. The redundant containment method of the lifting type double-steel-beam collision avoidance system of the ship lift according to any one of claims 1 to 7, characterized in that:
when a ship enters a ship receiving chamber from an upstream or downstream water area and the ship chamber is lifted, the double-plastic steel beam assembly (1) is lifted above the water surface for the ship without a bulb bow, and an interception state for the advancing ship is formed; when the ship stalls, the ship collides with the impact beam (11), so that the impact beam (11) is subjected to plastic deformation; the safety beam (12) forms safety redundancy of the cabin door protection, and even if the impact beam is broken by a stalled ship and loses an interception function, the safety beam (12) can still continuously absorb the residual ship kinetic energy through plastic deformation with the same capacity, so that the cabin door (7) is prevented from being impacted by the stalled ship;
for the ship with the bulbous bow (9), a ship lift centralized control system sends a lifting distance setting instruction to an electric control system of a driving device of an anti-collision system through the height position information of the bulbous bow of the ship to be passed, so that the difference between the center line of an impact beam and the elevation of a bow nose is not more than 100mm, and the effective interception of the bulbous bow is formed;
when an accident of the ship and the impact beam occurs, the damage degree of the impact beam is checked. If the impact beam is slightly damaged, the impact beam can not be replaced temporarily, and the impact beam is replaced when the ship lift enters the maintenance period; if the impact beam is seriously damaged and the ship lift is not busy in operation but can not stop navigation due to busy navigation operation, the damaged impact beam and the safety beam can jointly form a blocking and preventing system to continue working until the busy operation period is finished, the ship lift enters a maintenance period, and the damaged impact beam is replaced; if the ship lift runs too busy and cannot be interrupted, the damaged impact beam and the safety beam can jointly form a blocking and preventing system, so that the ship lift cannot be interrupted due to ship impact accidents;
for the ship chamber arc door, the influence of the ship chamber opening and closing running track on the arrangement of the supporting member along the height is small, so that the arrangement of the supporting member in a certain height range is easy to realize, and the total length of the ship chamber is not increased; however, for the falling door, in order to adapt to the collision prevention of the bulbous bow ship, the arrangement of the supporting members along the height needs to avoid the running track of the outer contour of the falling door in the opening and closing process so as to avoid interference, so that the distance between the double-beam member and the cabin door can be increased, and the total length of the cabin can be increased under the condition that the effective size of the cabin is certain, so that the economic performance of the ship lift is influenced; therefore, if the ship lift passes through the ship containing the bulbous bow, it is not suitable to adopt the combination of the horizontal gate and the double-beam collision avoidance system, but adopt the combination of the arc gate and the double-beam collision avoidance system. For the ship lift without the bulbous bow and passing through the dam, when the ship compartment door adopts a horizontal door, a fixed-height blocking and preventing mode can be adopted (all the existing ship lifts adopt the blocking and preventing mode), and a double-steel-beam anti-collision system can be adopted for a blocking and preventing structure, so that the total length of the ship compartment is not increased;
in a non-interception state, the double-interception steel beam assembly (1) is sunk to the niche position, so that a navigation channel for the ship to enter the ship compartment is formed.
9. The ship lift lifting type double-steel-beam collision avoidance system according to claim 3 or 5, wherein: the design method of the box-section beam of the impact beam body (111) and the safety beam body (121) comprises the following steps:
maximum plastic strain condition
Wherein the parameter related to the Q345 steel is N-0.21, A-873.7N/mm2；[]The maximum allowable plastic strain can be 0.02; t ismaxKinetic energy of a stalled vessel; xi H/H is the ratio of the height H of the box-shaped beam web plate to the height H of the beam; l is the support of the impact beam and the safety beamA span; sd is the reduced area of the box section, calculated as:
wherein t is web thickness, h is web width, which is flange plate thickness, and b is flange plate width;
the maximum deflection condition is as follows:
in the formula IbThe distance between the impact beam and the safety beam;
maximum impact force condition
Where [ P ] is the collision force allowed for the local strength calculation of the support members and the hull structure.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115600305A (en) * | 2022-11-22 | 2023-01-13 | 长江勘测规划设计研究有限责任公司（Cn） | Design method for controlling levelness in lifting operation of ship lift chamber |
| CN116451357A (en) * | 2023-06-15 | 2023-07-18 | 长江勘测规划设计研究有限责任公司 | Dynamics calculation method of ship lift steel wire rope-buffer oil cylinder anti-collision energy absorbing device |
| CN116861710A (en) * | 2023-09-04 | 2023-10-10 | 长江勘测规划设计研究有限责任公司 | Internal force calculation and strength check method for ship lift rack force transfer system |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115600305A (en) * | 2022-11-22 | 2023-01-13 | 长江勘测规划设计研究有限责任公司（Cn） | Design method for controlling levelness in lifting operation of ship lift chamber |
| CN115600305B (en) * | 2022-11-22 | 2023-03-10 | 长江勘测规划设计研究有限责任公司 | Design method for levelness control in lifting operation of ship lift cabin |
| CN116451357A (en) * | 2023-06-15 | 2023-07-18 | 长江勘测规划设计研究有限责任公司 | Dynamics calculation method of ship lift steel wire rope-buffer oil cylinder anti-collision energy absorbing device |
| CN116451357B (en) * | 2023-06-15 | 2023-08-22 | 长江勘测规划设计研究有限责任公司 | Dynamics calculation method of ship lift steel wire rope-buffer oil cylinder anti-collision energy absorbing device |
| CN116861710A (en) * | 2023-09-04 | 2023-10-10 | 长江勘测规划设计研究有限责任公司 | Internal force calculation and strength check method for ship lift rack force transfer system |
| CN116861710B (en) * | 2023-09-04 | 2023-11-10 | 长江勘测规划设计研究有限责任公司 | Internal force calculation and strength check method for ship lift rack force transfer system |
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