EP3109364B1 - Dispositif de protection contre les chocs - Google Patents

Dispositif de protection contre les chocs Download PDF

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Publication number
EP3109364B1
EP3109364B1 EP16170823.5A EP16170823A EP3109364B1 EP 3109364 B1 EP3109364 B1 EP 3109364B1 EP 16170823 A EP16170823 A EP 16170823A EP 3109364 B1 EP3109364 B1 EP 3109364B1
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EP
European Patent Office
Prior art keywords
impact protection
protection device
realized
gate
linkages
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.)
Active
Application number
EP16170823.5A
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German (de)
English (en)
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EP3109364A1 (fr
Inventor
Matthias SCHÄFERS
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.)
Irs Stahlwasserbau Consulting AG
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Irs Stahlwasserbau Consulting AG
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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
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02B—HYDRAULIC ENGINEERING
    • E02B7/00—Barrages or weirs; Layout, construction, methods of, or devices for, making same
    • E02B7/20—Movable barrages; Lock or dry-dock gates

Definitions

  • the invention relates to a shock protection device for a closure or a water closure body of a waterway, for example for a floodgate or for a Trogab gleichtor, according to the preamble of claim 1.
  • Water seal bodies in particular sluice gates or Trogab gleichtore of ship lifts, must be protected against any impact of ships to protect the gate construction from damage caused by too fast approaching ships, since the resulting impact energies due to the relatively high masses of traffic or cargo ships are significant ,
  • lock gates are usually done by either moving bars or ropes are placed in front of the lock gate, which are supported against abutment installed on land and are not in communication with the gate, or it will be attached to the goal baffle or the like.
  • the former anchored on land variant has - if cable-based - in particular the disadvantage that when the door is open, the rope either lifted out of the water, sunk into the sole, or must be separated.
  • systems installed on land generally only make sense up to a certain lock width, since otherwise the devices for moving the impact protection device between the closed active position and the open passage position become too large and too vulnerable.
  • the second-mentioned, installed directly on the floodgate variant has in particular the disadvantage that the Tornischen, in which the closure body or the lock gate to open the lock moves or must be sunk by the width of the corresponding far projecting shock protection device must be deeper.
  • a shock protection device for sluice gates is known in which impact protection elements such as beams, ropes, chains or the like are used for energy absorption, wherein the energy is converted into hydraulic cylinders or friction elements in heat.
  • the impact protection elements are positioned, for example, with the aid of a barrier in front of the lock gate, and can be moved back and forth by means of a movable connection device between a gate position remote active position and a passive position, wherein the energy absorption elements are arranged in the lateral walls of the lock trough.
  • FR 77290 E has a shock protection device according to the preamble of claim 1.
  • the impact protection device is accordingly intended for use on a closure or on a lock of a waterway, the lock having at least one gate element which can be moved back and forth between an open position and a closed position.
  • the shock protection device includes in a first known manner at least one connected by means of a movable connection device with the gate element, and relative to the door element by means of at least one drive element relatively movable impact protection element, and at least one energy absorbing element for receiving or converting the wegêtden in the case of a ship's kinetic kinetic energy.
  • the connecting device between the shock protection element and the gate element asmaschinestangengetriebe- or coupling gear arrangement is formed, wherein the shock protection element by the coupling gear arrangement between a gate element distant active position and a gate near the passive position is movable back and forth.
  • at least one energy absorption element of the impact protection device simultaneously forms one of the transmission elements of the coupling transmission arrangement.
  • the movable connecting device between the shock protection element and the gate element as a coupling gear arrangement in which the at least one energy absorbing element simultaneously forms a transmission element of the coupling gear arrangement, it becomes possible for the time being, the available braking distance, ie the possible energy-absorbing travel of the shock protection element in the case of Vessel collision, significantly enlarge (up to the order of magnitude of, for example, meters), in particular without the at least one energy absorption element must be increased to the same extent.
  • hydraulic or damper cylinder can be used as an energy absorption element, while the impact protection element in the case of a ship's surge nevertheless the desired, significantly increased braking distance, and thus the required high energy consumption (without exceeding the can be provided by the gate forces).
  • the impact protection element can be moved particularly space-saving thanks to the invention before opening the lock on the door element by the coupling gear assembly, including the at least one energy absorbing element, which is part of the coupling gear arrangement according to the invention, is moved from the gate element distant active position in the gate near passive position.
  • the coupling gear assembly also includes the at least one energy absorbing element
  • the energy absorption available travel path of the shock protection device may in particular be considerably larger than the sum of the thicknesses of the door element and the impact protection element , And possibly also considerably larger than the length of the hydraulic or damper cylinder used, for example, as an energy absorption element.
  • shock protection device remains mechanically simple thanks to the invention and thus has the robustness required in everyday lock operation.
  • the impact protection element is designed as a rigid, substantially tabular flat plate element, be it as a planar construction or as a grid construction. This allows the ship's impact both at different positions on the gate, as it can occur due to the different bow shapes (pointed bow, bulge, flat bow ...) and impact positions (center, side, higher or lower floating) of ships in locks.
  • a flat protection can be For example, the entire lock gate, or, if necessary, only reach from gate surfaces.
  • the drive of the shock protection device can be done in basically any way, for example by means of electrical or pneumatic devices and drive elements.
  • at least one drive element of the impact protection device is designed as a hydraulic drive, with which the impact protection device can thus be moved back and forth in a robust and reliable manner between the gate element-distant active position and the passive passive position close to the gate element.
  • the energy absorbing elements of the shock protection device may be formed according to further embodiments of the invention either by the drive elements themselves, or be present as separate from the drive elements components. A combination of these two embodiments is also possible, ie the formation of only a subset of the drive elements at the same time as energy absorption elements, or conversely, the formation of only a subset of the energy absorption elements at the same time as drive elements.
  • the - preferably oil-hydraulic - drives of the impact protection element simultaneously form the energy absorbing elements, and thus both for the travel drive of the impact protection element between the gate element remote active position and the gate near the passive position, as well as for recording the impact energy in the case of a ship impact are responsible.
  • At least one energy absorbing element preferably all energy absorbing elements, are designed as oil hydraulic elements.
  • the oil-hydraulic energy absorption elements are also connected to at least one respectively opening at a nominal load throttle device, via which the absorbed energy is derived and converted by throttling the hydraulic oil flow into heat.
  • the throttle device may in particular be designed or wired so that at a predetermined load triggers a pressure relief valve, which contained in the drive element or energy absorbing element, due to the ship impact high pressure hydraulic oil via a hydraulic throttle under pressure drop and simultaneous increase in temperature in a memory is drained.
  • At least one energy absorption element is designed as a damper with viscoelastic fluid, in particular as a so-called jarret damper.
  • Damper with viscoelastic fluid work by means of hydrostatic compression of a viscoelastic damper filling and are commonly, especially on buildings, used to accommodate extremely high forces or energies at the same time relatively small specific dimensions or damper masses.
  • one or more or all energy absorption elements can also be designed as friction energy converters.
  • Frictional energy converters are inexpensive and robust, in particular can also be present in rotary design, and are arranged, for example, at some or all joints of the coupling gear arrangement of the shock protection device.
  • At least one drive element of the impact protection device can be designed as Elektrohubzylinder. Electro-lift cylinders do not require separate hydraulic devices and are particularly suitable for fast and precise movements. Also a combination of electric lift cylinders and other drive elements, in particular hydraulic cylinders, is possible.
  • a further advantageous embodiment of the invention results when the impact protection element is designed as a rigid bar grid, for example in the form of a grid made of steel beams.
  • the impact protection element is designed as a rigid bar grid, for example in the form of a grid made of steel beams.
  • a lattice-shaped shock protection also allows the skipper largely clear view of the underlying, actual surface of the lock gate and thus facilitates accurate navigation at the lock entrance.
  • the impact protection element may also be designed as a so-called orthotropic plate, in other words as a substantially closed plate, which in two mutually perpendicular directions an anisotropic, ie directional bending behavior (which preferably to the loads usually occurring during impact is adapted).
  • the impact protection element designed as an orthotropic plate may also have a plurality of openings, for example in order to induce lower water flow resistance during travel movements.
  • the coupling gear arrangement comprises a plurality of coupling gears distributed over the surface of the impact protection element.
  • the invention is realized in principle independently of which types of coupling gears are used for the coupling gear arrangement.
  • the use of crank loops or rocker arms, multi-link coupling gears or cranks for the coupling gear arrangement is conceivable, provided that a space-saving design of the connecting device between impact protection element and gate element (especially in the retracted state with the impact protection element in passive position) and / or the desired multiplication of the travel of the energy absorption element, based on the achieved travel path of the impact protection element results.
  • the coupling gear arrangement comprises for this purpose at least one four-bar linkage, or at least one scissor lift gear.
  • Both four-bar linkage and scissor lift gear take a very small space when retracted. Accordingly, the need for increasing the tornish for the sluice gates is minimized if lock gates are to be equipped with a shock protection device according to the present invention.
  • the scissor lift transmission also has the advantage that it allows a purely translational movement of the impact protection element relative to the door element.
  • a sluice gate 1 with a gate element 2, which comprises articulated flanges 3 for pivotal connection with the lock trough.
  • the lock gate 1 also has a shock protection device with a relative to the door element 2 relatively movable impact protection element 4.
  • the impact protection element 4 can between a gate element remote active position according to Fig. 1 and 2 and a gate element near passive position (see. 3 and 4 ) are moved back and forth by means of a movable connecting device 5.
  • the movable connection device 5 is formed between the door element 2 and the impact protection element 4 as a coupling transmission arrangement 5.
  • the coupling gear assembly 5 comprises a plurality of (via the shock protection element 4 and via the gate element 2 interconnected) four-bar linkage 7.
  • One of the four-bar linkage 7 is in Fig. 2 highlighted by a dotted line.
  • the coupling gear arrangement 5 between gate element 2 and impact protection element 4 in the illustrated embodiment comprises a plurality of drive elements, which are designed here as a hydraulic cylinder 6, and in the embodiment according to Fig. 1 to 4 at the same time take over the function of the energy absorption elements in the event of a ship's shock against the impact protection element 4.
  • the impact protection device according to the invention in spite of the large available for energy absorption in a possible ship's jib travel of the shock protection element 4 - in the in 3 and 4 shown retracted position extremely space-saving practically applied to the gate element 2.
  • Fig. 5 shows a further embodiment of a shock protection device according to the present invention.
  • the shock protection device according to Fig. 5 is shown shortly before the impact of a ship's bow 8.
  • a plurality of dampers 9 with viscoelastic fluid known as so-called. "Jarret damper").
  • the impact energy of the ship can thus be absorbed by the Jarret damper 9 and converted into heat energy.
  • the at least one hydraulic cylinder 6, which also in this embodiment, the drive element for moving the impact protection element 4 between the gate element remote active position and the gate near the passive position (see. 3 and 4 ) can be rigidly connected in this embodiment, so that the entire impact energy is absorbed and converted via the jarret damper 9, or it can be involved, for example by means of a throttle circuit on the absorption and dissipation of the impact energy.
  • shock protection element 4 is still provided with buffers 10, for example with elastomer fenders, in order to avoid direct metallic contact between the ship's bow 8 and the impact protection element 4, and resulting damage in the event of a ship's bump.

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  • Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Barrages (AREA)

Claims (13)

  1. Dispositif de protection contre les chocs pour une fermeture d'une voie d'eau, la fermeture ayant au moins un élément de porte (2) déplaçable en va-et-vient entre une position ouverte et une position fermée, le dispositif de protection contre les chocs
    - ayant au moins un élément de protection contre les chocs (4) et un dispositif de liaison (5) mobile,
    - le dispositif de liaison (5) étant réalisé comme assemblage de mécanismes de couplage (5) ayant une pluralité d'éléments de mécanisme de couplage, la pluralité d'éléments de mécanisme de couplage ayant une pluralité de mécanismes de couplage et au moins un élément d'entraînement (6), et
    - ledit au moins un élément de protection contre les chocs (4) pouvant être relié avec l'élément de porte (2) par l'intermédiaire du dispositif de liaison (5) mobile, et
    - ledit au moins un élément de protection contre les chocs (4) étant déplaçable par rapport à l'élément de porte (2) par ledit au moins un élément d'entraînement (6),
    - l'élément de protection contre les chocs (4) étant déplaçable en va-et-vient entre une position active éloignée de l'élément de porte et une position passive proche de l'élément de porte par l'assemblage de mécanismes de couplage (5),
    - au moins un des éléments de mécanisme de couplage de l'assemblage de mécanismes de couplage (5) étant réalisé comme élément d'absorption d'énergie (6, 9) du dispositif de protection contre les chocs pour absorber l'énergie cinétique d'un impact d'un bateau,
    caractérisé en ce que
    l'élément de protection contre les chocs (4) est réalisé comme élément de plaque plain, rigide et essentiellement tabulaire, la pluralité de mécanismes de couplage de l'assemblage de mécanismes de couplage (5) étant distribuée horizontalement ainsi que verticalement sur la surface de l'élément de protection contre les chocs (4).
  2. Dispositif de protection contre les chocs selon la revendication 1,
    caractérisé en ce
    qu'au moins un élément d'entraînement (6) du dispositif de protection contre les chocs est réalisé comme mécanisme d'entraînement oléohydraulique.
  3. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 2,
    caractérisé en ce
    qu'au moins un élément d'absorption d'énergie est formé par un élément d'entraînement (6).
  4. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 2,
    caractérisé en ce que
    des éléments d'absorption d'énergie et des éléments d'entraînement (6) sont formés chacun par des composants séparés.
  5. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce
    qu'au moins un élément d'absorption d'énergie (6) est réalisé comme élément oléohydraulique relié avec un dispositif d'étranglement pour évacuer l'énergie absorbée, ledit dispositif d'étranglement s'ouvrant à une charge nominale.
  6. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 5,
    caractérisé en ce
    qu'au moins un élément d'absorption d'énergie (9) est réalisé comme amortisseur à fluide viscoélastique, notamment comme amortisseur Jarret.
  7. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce
    qu'au moins un élément d'absorption d'énergie (6, 9) est réalisé comme convertisseur d'énergie de frottement.
  8. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce
    qu'au moins un élément d'entraînement (6) est réalisé comme cylindre de levage électrique.
  9. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 8,
    caractérisé en ce que
    l'élément de protection contre les chocs (4) est réalisé comme grille de poutres rigide.
  10. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 8,
    caractérisé en ce que
    l'élément de protection contre les chocs (4) est réalisé comme dalle orthotrope.
  11. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 10,
    caractérisé en ce que
    l'élément de protection contre les chocs (4) a une pluralité d'ouvertures.
  12. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 11,
    caractérisé en ce que
    l'assemblage de mécanismes de couplage (5) comprend au moins un quadrilatère articulé (7).
  13. Dispositif de protection contre les chocs selon l'une quelconque des revendications 1 à 12,
    caractérisé en ce que
    l'assemblage de mécanismes de couplage (5) comprend au moins un mécanisme de levage à ciseaux.
EP16170823.5A 2015-06-25 2016-05-23 Dispositif de protection contre les chocs Active EP3109364B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015110240.4A DE102015110240B3 (de) 2015-06-25 2015-06-25 Stoßschutzeinrichtung

Publications (2)

Publication Number Publication Date
EP3109364A1 EP3109364A1 (fr) 2016-12-28
EP3109364B1 true EP3109364B1 (fr) 2019-10-16

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EP16170823.5A Active EP3109364B1 (fr) 2015-06-25 2016-05-23 Dispositif de protection contre les chocs

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EP (1) EP3109364B1 (fr)
DE (1) DE102015110240B3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108149645B (zh) * 2018-02-08 2024-02-09 郑州誉善贸易有限公司 一种闸门槽防磨损装置
CN115839813B (zh) * 2022-10-25 2024-04-12 杭州国电机械设计研究院有限公司 升船机刚性梁防撞系统撞击试验方法及相关组件

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR77290E (fr) * 1959-04-28 1962-02-09 Dingler Werke Ag Dispositif pour protéger contre les chocs des portes d'écluse ou autres
DE1128818B (de) * 1960-03-11 1962-04-26 Maschf Augsburg Nuernberg Ag Stossschutzeinrichtung fuer Schleusentore
DE2128896A1 (de) * 1971-06-11 1972-12-28 Mannsch Schiffsstoß-Schutzvorrichtung für Schleusentore

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2041083C3 (de) * 1970-08-19 1979-10-31 Maschinenfabrik Augsburg-Nuernberg Ag, 8500 Nuernberg Stoßschutzeinrichtung für Verschlüsse von Wasserstraßen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR77290E (fr) * 1959-04-28 1962-02-09 Dingler Werke Ag Dispositif pour protéger contre les chocs des portes d'écluse ou autres
DE1128818B (de) * 1960-03-11 1962-04-26 Maschf Augsburg Nuernberg Ag Stossschutzeinrichtung fuer Schleusentore
DE2128896A1 (de) * 1971-06-11 1972-12-28 Mannsch Schiffsstoß-Schutzvorrichtung für Schleusentore

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Publication number Publication date
DE102015110240B3 (de) 2016-12-15
EP3109364A1 (fr) 2016-12-28

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