RU222290U1 - LOCK GATE PROTECTION DEVICE - Google Patents

Abstract

The utility model relates to the field of water transport, namely to devices for protecting the lock chamber gates from the pile-up of ships, and is intended to improve the safety of ship locking. The proposed solution improves the reliability of the device and simplifies it. To solve the problem, the following set of essential features is used: the device for protecting the gate of the shipping lock chamber, made in the same way as the prototype, in the form of a braking device with the possibility of attaching it to the walls of the chamber symmetrically on both sides, unlike the prototype, is made in the form of a strip of elastic friction material with alternating protrusions and depressions, with the possibility of fastening on the upper part of the chamber walls behind the mooring area, while the length of the strip is selected within 5-7 m. The strip can be made of a rubber tape in the form of corrugations or with a structured front surface formed in the form of vertical protrusions of a semicircular section. The strip can also be made of rubber or plastic bars of rectangular or semicircular cross-section. 6 salary f-ly, 8 ill.

Description

The utility model relates to the field of water transport, namely to devices for protecting lock gates from ship loading, and is intended to improve the safety of ship locking.

During the locking process, strong currents and waves arise in the lock chamber, which can carry the ship along with the outgoing or incoming water. In order to eliminate this phenomenon, special mooring devices are made in the chambers - eyelets, to which the vessel is attached with a rope. Otherwise, moving by inertia, an unsecured vessel may fall on the lock gate and damage its structure.

In the event of an untimely switch by the navigator to the mode of movement of the vessel or failure of the remote control system for ship propulsors, the driver must maneuver the steering system and direct the vessel towards the wall of the lock chamber, and thus extinguish the energy of the moving vessel by friction of the side against the concrete surface of the walls. However, this maneuver does not always lead to the desired result due to insufficient friction forces in the steel-concrete contact, which allows the vessel to continue moving towards the gate.

There are known braking systems that protect the gate from the pile-up of ships by blocking the lock span with a rigid barrier element (rigid beam “barrier”) or a flexible element (rope, chain) (see Pat. RU No. 2726893; Pat. RU No. 2532036; Pat. RU No. 2425922; Pat. RU No. 2511249).

Analogs are also known in which the gates are protected using friction forces, which provide braking of the vessel and thereby prevent it from colliding with the gates (RF patent No. 2579229, IPC E02S 1/00, publ. 2016).

The disadvantage of these structures is that they require closing the navigation passage before each vessel enters the chamber, which lengthens the navigation cycle. In addition, the devices are quite complex and require additional costs for manufacturing and installation.

A device for protecting downstream gates is known, consisting of two pairs of movable and fixed beams located symmetrically on both sides of the lock chamber in wall niches and cylinders made of elastic waterproof material in contact with them, connected to a source of compressed air connected to the equipment for controlling the speed of the vessel. The movable beams are made with the ability to extend from the wall niches of the chamber to the axis of the vessel at the command of the control equipment, which determines the moment of a potential threat of the vessel collapsing onto the gate (RF patent No. 170899, IPC E02S 1/00, publ. 2017). Keeping the vessel in the chamber from collapsing onto the gate is ensured by braking the vessel in front of the gate by rubbing the beams against the sides of the vessel. The specified device in terms of technical essence and purpose is the closest analogue (prototype) of the claimed utility model.

The disadvantage of the prototype is the insufficient reliability of the device due to the possibility of failures in the “speed sensor - receiver - cylinders - beam” system. In addition, the device is quite complex and requires significant costs for manufacturing and installation.

The proposed solution improves the reliability of the device. To solve the problem, the following set of essential features is used: the device for protecting the gate of the shipping lock chamber, made in the same way as the prototype, in the form of a braking device with the possibility of attaching it to the walls of the chamber symmetrically on both sides, unlike the prototype, is made in the form of a strip made of elastic friction material with alternating protrusions and depressions, with the possibility of fastening on the upper part of the chamber walls behind the mooring area, while the length of the strip is selected within 5-7 m. In this case, the brake strip can be made of a corrugated rubber band or with a structured the front surface formed in the form of vertical protrusions of a semicircular section. The strip can also be made of rubber or plastic bars of rectangular or semicircular cross-section.

The essence of the utility model is that by lining the upper part of the chamber walls with an elastic friction material protruding above the surface of the walls, an obstacle appears in front of the area adjacent to the lock gate, slowing down the movement of the vessel towards the gate, because Friction occurs between the side of the ship and the wall of the lock. The vessel is stopped in front of the gate when the vessel falls sideways onto the wall, upon the decision of the navigator to maneuver the steering system and direct the vessel towards the wall of the chamber to prevent a collision with the gate.

A comparison of the proposed technical solution and the prototype showed that the task at hand - increasing the reliability and simplicity of the device for protecting the gate of a shipping lock chamber - is solved as a result of a new set of features, which proves that the utility model meets the patentability criterion of “novelty”.

The essence of the utility model is illustrated by graphic materials,

Where:

Fig. 1 shows a schematic representation of the gateway indicating the location of the braking zone in front of the gate,

Fig.2 is a longitudinal section of the gateway,

Figure 3 shows a general view of the friction belt,

Fig.4 is a sectional diagram of fastening the tape to the wall of the lock chamber,

Fig. 5 is a diagram of fastening a rubber band with the formation of corrugations,

Fig.6 shows a diagram of fastening a rubber strip with a structured surface,

Figs. 7, 8 show diagrams for attaching rubber or plastic bars to the wall.

The gate protection device for the shipping lock chamber (Fig 1) is fixed in chamber 1 of the lock, in front of the gate (2 - gate on the upper head and 3 - gate on the lower head). Gateway chamber 1 has three conventional zones:

I is the area in front of the gate 3 of the lower head, where security conditions exclude the appearance of the vessel 4;

II - braking zone in the chamber, ensuring that the vessel 4 stops to prevent a pile-up on the gate 3;

III - mooring area of the vessel 4 when chamber 1 is emptied to the tailwater level.

In zone II, the walls of the lock chamber 1 are lined with strips that provide friction between the wall of the lock 1 and the side of the vessel 4. The walls of chamber 1 in zone II are lined by securing rubber strips 5 of the braking device (Fig. 3). On the strip 5 there are vertical ribs 6. The strips 5 are fastened to the concrete wall with anchors 7. When fastened with anchors 7, corrugations 8 are formed. The use of rubber bars 9 and 10 is allowed (Figs 7, 8).

The vessel is braked in front of the gate of the lock chamber as follows.

When a vessel enters the lock chamber from the upstream side, failures may occur in the remote control system, which will cause untimely activation of the vessel's engines and propellers and, accordingly, braking. In this case, the boatmaster must quickly shift the rudder and direct the vessel towards the chamber wall, as a result of which the side of the vessel will come into contact with the brake strip located on the chamber wall. Due to friction forces, the vessel stops in zone II and then returns to zone III for mooring.

W - vessel displacement;

V - speed of the vessel;

P is the normal component of the force of the impact on the sluice wall;

μ is the coefficient of friction between the side and the brake lining (band, beam).

Below is an example of calculating the braking zone for a vessel with displacement W=500 t and speed

The normal component of the pileup force of such a vessel is P = 25 tons; coefficient of friction between the side and the brake lining is μ=0.9. The estimated length of the braking zone is: 2.78 m.

Based on the above calculations, the brake strip area is selected within 5-7 meters with a 2-3 times margin compared to the calculated value.

The technical solution can be used at the locks of the Volgodonsk, Volga-Baltic and White Sea-Baltic canals, where the design of the chamber does not allow the installation of more complex devices to protect the chamber gates from the pile-up of ships.

The proposed design was developed by specialists from the Department of Hydraulic Structures, Structures and Hydraulics of the State University of Maritime and River Fleet named after Admiral SO. Makarov" in the course of research work.

The foregoing allows us to conclude that the utility model meets the “industrial applicability” criterion.

Claims (7)

1. A device for protecting the gate of a lock chamber, made in the form of a braking device with the possibility of being fixed on the walls of the chamber symmetrically on both sides, characterized in that it is made in the form of a strip of elastic friction material with alternating protrusions and depressions, with the possibility of being fixed on the upper part of the walls chambers behind the mooring area, while the length of the strip is selected within 5-7 m. 2. The device according to claim 1, characterized in that the strip is made of rubber tape in the form of corrugations. 3. The device according to claim 1, characterized in that the strip is made with a structured front surface. 4. The device according to claim 1, characterized in that the strip is made of rubber bars. 5. The device according to claim 1, characterized in that the strip is made of plastic bars. 6. Device according to claims 4, 5, characterized in that the strip has a rectangular cross-section. 7. Device according to claims 4, 5, characterized in that the strip has a semicircular cross-section.