EP0937824A1 - Dispositif de protection pour un sas - Google Patents

Dispositif de protection pour un sas Download PDF

Info

Publication number
EP0937824A1
EP0937824A1 EP99250049A EP99250049A EP0937824A1 EP 0937824 A1 EP0937824 A1 EP 0937824A1 EP 99250049 A EP99250049 A EP 99250049A EP 99250049 A EP99250049 A EP 99250049A EP 0937824 A1 EP0937824 A1 EP 0937824A1
Authority
EP
European Patent Office
Prior art keywords
shock
ship
fairway
bar
hydraulic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP99250049A
Other languages
German (de)
English (en)
Other versions
EP0937824B1 (fr
Inventor
Karl-Heinz Kühn
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Buero fur Industrieplanung Dipl-Ing Pieper und Partner GmbH
Original Assignee
Buero fur Industrieplanung Dipl-Ing Pieper und Partner GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Buero fur Industrieplanung Dipl-Ing Pieper und Partner GmbH filed Critical Buero fur Industrieplanung Dipl-Ing Pieper und Partner GmbH
Publication of EP0937824A1 publication Critical patent/EP0937824A1/fr
Application granted granted Critical
Publication of EP0937824B1 publication Critical patent/EP0937824B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02C—SHIP-LIFTING DEVICES OR MECHANISMS
    • E02C1/00—Locks or dry-docks; Shaft locks, i.e. locks of which one front side is formed by a solid wall with an opening in the lower part through which the ships pass
    • E02C1/10—Equipment for use in connection with the navigation of ships in locks; Mooring equipment

Definitions

  • the invention relates to a shock protection device for locks with a Beam-shaped catch element to absorb the impact forces of a ship, a braking device for blocking the ship's genetic energy Kind of a hydraulic cylinder, means for transferring the impact forces to the Braking device and means for removing the beam from the Fairway of the ship as well as the use of a shock absorber for one Shock protection device.
  • Shock protection devices are intended to prevent flood gates from being damaged protect ships that do not stop in time and thus block shipping and expensive repairs to the lock gates or even environmental disasters avoid.
  • the lower gate of the lock should act as a shock protection device like a chamber Protection against starting the gate.
  • the high of Shock protection device above headwater depends on the on the Ships operating on the waterway.
  • Such a shock protection device should be designed so that the fully loaded ship is not under the construction not slide the empty ship with the flat undercut bow on the Can put on shock protection. With changing water levels Height-adjustable shock protection devices are provided.
  • the work capacity is 1 Nm
  • the impact speed is 1.1 m / s and is completely from the damping elements of the shock protection device, e.g. Hydraulic cylinder, Absorb elastomer buffer.
  • a shock protection device with high energy destruction for lock gates is known, the impact beam, which is movable in the direction of the lock axis and is guided in a horizontal plane, acts on a hydraulic damping means which destroys the energy of the ship shock in cooperation with a pressure relief valve and hydropneumatic accumulator.
  • the shock beam is articulated at both ends of its hydraulic cylinders, the pressures of which are controlled by a pressure relief valve, the opening pressure of the pressure relief valve being hit by an eccentric impact of the ship and consequent inclination of the shock beam by mechanical or hydraulic means so that the Piston forces of the hydraulic cylinders correspond to the forces acting on the ends of the bumper beam.
  • a shock protection device for lock gates is known with a bar located across the lock and equipped with a safety gear and shock absorbing means, the shock absorbing means, such as a rope and wood attached to the beam with the line of action extending transversely to the lock wall and are operatively connected to the catching device on both sides, the catching device essentially consisting of a rope arranged in front of the beam, which is freely stretched along the beam and is provided on the back of the beam with pulse-destroying hydraulic cylinders.
  • the bar itself can be swiveled in the lock wall in elements referred to as tear-off stools anchored, the coupling elements between the beam and the chamber wall being coupled out at very high impacts, so that the beam is no longer in contact with the chamber wall.
  • the actual catching device essentially consists of a rope, the bar only representing the connection between the left and right ends of the rope and having to absorb the reaction forces of the damping means. Since the rope lies directly against the beam in the event of a major impact, an even distribution of the forces is not possible and there is a risk that the beam will be overloaded on one side and slide out of its abutment.
  • a shock protection device for Lock gates especially for lifting and lowering gates using Bumpers are known as shock absorbing agents where the Impact energy absorbed by throttling in hydraulic cylinders or by Friction elements can be destroyed, these beams being connected to the gates are and can give way in the direction of impact and the energy-destroying Medium can be coupled to the lock masonry with solid structural parts are. These energy-destroying parts can be hydraulic cylinders.
  • the disadvantage of these systems is the coupling of the shock absorbing means with the sluice gate which causes considerable forces in the sluice gate and whose abutment can be initiated. The guidance of the bumper beam happens through an appropriate storage on the lock gate and is against misalignment or an asymmetrical impact accordingly sensitive.
  • the invention is therefore based on the following problem: Development of a automatic safety system with beams as shock protection for Watercraft in locks, which on a much simplified Principle is based. Another problem is that the functionality of the Guaranteed and maintenance-free for a longer period of time the installation and operation of such a system much cheaper is designed. The legal requirements according to DE regulations are too consider.
  • a shock protection device for locks of the type mentioned at the outset is therefore proposed as a solution in which the beam is guided in parallel guides on both sides of the fairway and hydraulic cylinders are movable with a stroke parallel to the guide.
  • Fairway is understood as the water width that can be taken up by the ship and the water layer determined by its depth.
  • the brake device constructed in this way, each with at least one on both sides of the fairway directed horizontally against the beam and against the direction of impact of the shock forces, known per se in its design, enables the energy of the moving masses to be reduced linearly and the required deceleration force to be distributed uniformly over the entire braking distance to distribute.
  • similar dampers can of course be used or a system can also be used which then stores the braking energy in the event of an impact against the beam and uses it to reset the system.
  • the guide is in operative function with horizontal and / or vertical lifting of the beam in the impact protection position.
  • the latter is particularly the case when a ship's bow, for example, travels under the beam and tries to push it up.
  • corresponding guide members are arranged both above and below the bar.
  • the bow of a ship can of course run over the beam and try to push it down; this is prevented by lower guides.
  • the beam is stored so that it is removed from the fairway of the ship when the lock is opened by lowering by means of a hydraulic cylinder, spindle lifting element or a rack and pinion gear with the appropriate drive.
  • the ends of the beam are designed as a joint head, so that there is no inclination of the beam within the guides. It is envisaged that after lowering the bar or for lowering the bar, at its ends there will be a switch which releases it from horizontal movement into vertical movement. It is also proposed according to the invention that an industrial shock absorber known per se is now used as a lifting damper of the beam, this industrial shock absorber preferably being filled with biodegradable hydraulic fluid, such as bio-oil or alcohol, for example glycol, in order to rule out environmental problems from the outset. According to the invention, the energy of the moving mass is reduced linearly and the required deceleration force is evenly distributed over the entire braking distance. This results in a constant deceleration with the shortest possible braking time and the smallest possible braking force.
  • biodegradable hydraulic fluid such as bio-oil or alcohol, for example glycol
  • the well-known industrial dampers such as the ACE type, are self-contained hydraulic elements with a variety of Throttle openings.
  • the hydraulic oil that is in front of the Piston is displaced through all throttle openings at the same time.
  • the number of active strokes increases proportionally to the stroke Throttle openings.
  • the entry speed is inevitably constant less.
  • the dynamic pressure in front of the piston remains during the entire stroke.
  • the same counterforce acts during the total stroke (constant linear deceleration and optimal solution to brake the hull). That displaced by the piston rod Hydraulic oil is compensated by an absorber in an elastomer.
  • An im Piston built-in check valve and a compression spring are used for automatic return of the piston.
  • shock absorber used is permanently functional without maintenance.
  • the system is improved by special surface treatments (eg, ceramic or metal powder coatings), in particular also by using solid lubricants.
  • the specialist takes the material selection into account in order to achieve resistance to alkali, acid or frost.
  • the carriage for guiding the beam is designed so that a Breaking out upwards is excluded and when loaded a even horizontal guidance is ensured. With one-sided loads the system will surely be able to stop the ship.
  • shock absorbers are designed redundantly and / or the beam receives a joint head.
  • Fig. 4 shows the overall situation at a lock gate in plan view.
  • the gate 4 between the lock walls 2 temporarily limits the travel path of a ship in the upper water 1, which would exert an impact force S from the gate in the event of a collision if no bar 5 with an elastic ramming bar 6 would brake the ship.
  • the bar 5 is held in position by a braking device 7 arranged in the caverns 20 (FIG. 1-3) and is pushed back into the desired position shown after an impact S.
  • 1 shows the beam 5 with a joint head 8 held by bolts 10 (FIG. 3) and a pre-flanged slide or wheel 9.
  • FIG. 2 shows the situation according to FIG. 1 or 4 in a side view from the fairway side.
  • the carriage 9 is covered here by the cut bar 6; the upper and lower guides 11 and 12 of the slide with the shock absorber 14 lying in between are shown.
  • a switch 13 makes it possible to deflect the slide from a horizontal guide 11, 12 into a vertical guide, which is not shown.
  • the vertical guide directs the carriage and thus the coupled bar 5 into an adapted recess 19 into which the bar can be lowered to clear the fairway 1 for passing the ship.
  • a hydraulic cylinder 16 with support head 17 for the beam takes over the lowering and later raising (directional arrows) in position.
  • the entire system lies below the upper edge 3 of the lock chamber in the height required by the water level, into which the beam is controlled by the cylinder 16 in the stroke direction HB. 3 shows the situation in a front view, that is to say from the butt side of the device.
  • the carriage 9 can be seen clearly, in projection of the guide 11 encompassing the carriage at the top and the lower guide 12.
  • the guide is designed in such a way that the bar is guided in the longitudinal direction in accordance with the stroke HS of the shock absorber 14 and also impacts that the Beams give impulses in the direction of the lock wall and vertically to the water surface from which the slide is transmitted to the guide and thus hold the beam in position. Oblique impacts or eccentric impacts on the beams are broken down into horizontal and vertical forces by the hinge pin. A substantial inclination of the beam is not possible, since the shock absorber 14 with head 15 rests directly on the beam head 8 and immediately becomes operative and generates reaction forces.
  • Figure 5 shows a perspective view of a shock protection device Similar to Figure 4, but the lock gate is not shown. It is recognizable that within the quayside two left and right of the headwaters or Fairway 1 of the beams of several identically trained Braking devices 70 comprising pistons 71 and cylinders 72 are supported and so the lock gate before approaching by a not shown Protect the ship.
  • the braking device can, as already described above, with a housing 75 for guiding the shock absorbers 71, 72 and, however, not shown for the bar 5 serve.
  • the bar is not included Rod ends equipped because the multiple system of shock absorbers for sufficient braking energy ensures. However, it is not excluded Rod ends as shown in Figure 1 are also in this case use.
  • racks 73 arranged under the beam by pinion drives 74 be moved and hold the bar 5 in position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Vibration Dampers (AREA)
  • Revetment (AREA)
  • Lock And Its Accessories (AREA)
  • Air Bags (AREA)
  • Fluid-Damping Devices (AREA)
EP99250049A 1998-02-20 1999-02-22 Dispositif de protection pour un sas Expired - Lifetime EP0937824B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19808091 1998-02-20
DE19808091 1998-02-20

Publications (2)

Publication Number Publication Date
EP0937824A1 true EP0937824A1 (fr) 1999-08-25
EP0937824B1 EP0937824B1 (fr) 2003-05-02

Family

ID=7858979

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99250049A Expired - Lifetime EP0937824B1 (fr) 1998-02-20 1999-02-22 Dispositif de protection pour un sas

Country Status (3)

Country Link
EP (1) EP0937824B1 (fr)
AT (1) ATE239141T1 (fr)
DE (2) DE19909250A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102134846A (zh) * 2011-03-01 2011-07-27 长江水利委员会长江勘测规划设计研究院 布置在山体内部的地下式船闸
WO2013057449A1 (fr) * 2011-10-21 2013-04-25 Technip France Installation de franchissement vertical de la dénivelée d'un escalier d'eau entre un bief haut et un bief bas, pour bateaux

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111862684A (zh) * 2020-07-31 2020-10-30 长江三峡通航管理局 船闸闸室禁停区安全监控系统及防撞方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1254093B (de) * 1964-04-04 1967-11-09 Maschf Augsburg Nuernberg Ag Stossschutzeinrichtung fuer das Unterhaupt von Schleusen
DE1256162B (de) * 1965-12-02 1967-12-07 Rheinstahl Union Brueckenbau Stossschutzeinrichtung fuer Schleusentore
DE1634107A1 (de) 1965-09-03 1971-11-18 Augsburg Nuernberg Ag Zweignie Stossschutzeinrichtung mit hoher Energievernichtung fuer Schleusentore
DE2041083A1 (de) 1970-08-19 1972-02-24 Augsburg Nurnberg Ag Zweignied Stossschutzeinrichtung fuer Schleusentore
DE2728704A1 (de) 1977-06-25 1979-01-18 Petram Gmbh & Co Stahlwasserba Stosschutzvorrichtung fuer schleusentore
DE2831695B1 (de) * 1978-07-19 1979-05-23 Krupp Gmbh Stossschutzeinrichtung fuer Schleusentore

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1254093B (de) * 1964-04-04 1967-11-09 Maschf Augsburg Nuernberg Ag Stossschutzeinrichtung fuer das Unterhaupt von Schleusen
DE1634107A1 (de) 1965-09-03 1971-11-18 Augsburg Nuernberg Ag Zweignie Stossschutzeinrichtung mit hoher Energievernichtung fuer Schleusentore
DE1256162B (de) * 1965-12-02 1967-12-07 Rheinstahl Union Brueckenbau Stossschutzeinrichtung fuer Schleusentore
DE2041083A1 (de) 1970-08-19 1972-02-24 Augsburg Nurnberg Ag Zweignied Stossschutzeinrichtung fuer Schleusentore
DE2728704A1 (de) 1977-06-25 1979-01-18 Petram Gmbh & Co Stahlwasserba Stosschutzvorrichtung fuer schleusentore
DE2831695B1 (de) * 1978-07-19 1979-05-23 Krupp Gmbh Stossschutzeinrichtung fuer Schleusentore

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
DIPL.-ING. H.K. QUAK: "Stoßschutzanlagen für Schleusen an Binnenwasserstraßen", SCHIFF & HAFEN/KOMMANDOBRÜCKE, vol. 29, no. 5, 1977, pages 510 - 511, XP002103251 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102134846A (zh) * 2011-03-01 2011-07-27 长江水利委员会长江勘测规划设计研究院 布置在山体内部的地下式船闸
WO2013057449A1 (fr) * 2011-10-21 2013-04-25 Technip France Installation de franchissement vertical de la dénivelée d'un escalier d'eau entre un bief haut et un bief bas, pour bateaux
FR2981671A1 (fr) * 2011-10-21 2013-04-26 Eurodim Sa Installation de franchissement vertical de la denivelee d'un escalier d'eau entre un bief haut et un bief bas, pour bateaux

Also Published As

Publication number Publication date
DE59905263D1 (de) 2003-06-05
EP0937824B1 (fr) 2003-05-02
ATE239141T1 (de) 2003-05-15
DE19909250A1 (de) 1999-08-26

Similar Documents

Publication Publication Date Title
DE2147579A1 (de) Sicherheitspuffervorrichtung, insbesondere zum Abweisen von Fahrzeugen
EP2718501B1 (fr) Dispositif de transition de type à support central pour un joint de construction
DE69200952T2 (de) Einfahrbarer anti-crash Stossdämpfer.
EP0937824B1 (fr) Dispositif de protection pour un sas
EP1182155B1 (fr) Tampon de choc
EP3109364B1 (fr) Dispositif de protection contre les chocs
DE2557964A1 (de) Verfahren zum vertaeuen eines schiffs an einer schiffsanlegestelle sowie vorrichtung zur durchfuehrung dieses verfahrens
DE2900486C2 (de) Rundlaufkran
EP3652383B1 (fr) Élément de terminaison d'un dispositif de délimitation de voie de circulation, système de transition, procédé de fourniture d'une protection anti-tamponnement
DE69935446T2 (de) Leitplanken-aufbau
DE2202451C2 (de) Fender
DE4433050A1 (de) Anbaugerät für Hublader mit an aufzunehmenden Nutzlasteinheiten anpreßbaren Klammerarmen
DE2833353A1 (de) Fanganlage zum gezielten und gewaltsamen abbremsen und einfangen von fahrzeugen
DE4424927C2 (de) Teleskop-Spreader für die Container-Verladung
DE2416968B2 (de) Stosschutzeinrichtung fuer schleusentore
DE3344123A1 (de) Vorrichtung zum abstellen von kraftfahrzeugen
DE4215031A1 (de) Durch Steuerdruck verriegelbare Kolbenbestätigung, insbesondere für den Transport eines Überrollbügels bei Kraftfahrzeugen
DE102012015669B4 (de) Verfahren und Vorrichtung zum Abbremsen eines außer Kontrolle geratenen Fahrzeugs
EP0548633B1 (fr) Dispositif pour retenir un véhicule à une rampe
DE1455245A1 (de) Pufferanordnung fuer Eisenbahnwagen
DE2618647C2 (de) Einrichtung zum Verringern der Fallgeschwindigkeit eines Brennelement-Transportbehälters
DE8235289U1 (de) Hydraulischer Zylinder, insbesondere Grubenstempel, mit kombinierter Funktion
DE2831695C2 (de) StoBschutzeinrichtung für Schleusentore
DE2345791C3 (de) Tor für ein Trockendock
DE539447C (de) Dalben mit einem dem Kernpfeiler vorgelagerten Schutzfender

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT DE FR NL

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

17P Request for examination filed

Effective date: 19990909

17Q First examination report despatched

Effective date: 20000214

AKX Designation fees paid

Free format text: AT DE FR NL

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Designated state(s): AT DE FR NL

REF Corresponds to:

Ref document number: 59905263

Country of ref document: DE

Date of ref document: 20030605

Kind code of ref document: P

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20040203

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20050712

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20050714

Year of fee payment: 7

Ref country code: DE

Payment date: 20050714

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20050726

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060222

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060901

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060901

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 20060901

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20061031

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060228