RU2335599C2 - Measures of protection of lock gate from docking impacts - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: measures of protection of a lock gate from docking impacts involve formation of a head wave in the lock chamber. The head wave stops a vessel before the lock gate. In order to form a head wave, tanks with water are put in the lock head and connected to the lock chamber with water conduits equipped with fast drop water feed sluices with stoppers. The lock walls have the sensors installed that register the speed of a vessel. If a design speed rises in the lock chamber, the sensors send a signal to the gears of the stoppers of the water feed sluices, which release the gates ensuring they fall into the lock recess and open the water conduits. Then the water instantly comes into the lock chamber making a wave moving towards the vessel. In order to protect the gate from impacts of the vessels coming from the tailrace canal, flush is used from the headrace canal or the upstream chamber. For this purpose, water conduits with fast drop water feed sluices are installed in the lock head. Current culverts of filling and emptying of sluices are used for fast flushes causing a wave, and, with this object in view, the working sluices in the culverts will be re-equipped with a fast open system.

EFFECT: enhanced reliability of protection of the lock gate from docking impacts.

3 cl, 8 dwg

Description

The invention relates to the field of hydraulic engineering, in particular to shipping locks, and is intended to protect the gate of locks from the bulk of ships.

The bulk of the vessel at the gateway gate is the most dangerous event that occurs during the passage of the ship. When the ship is bulked, the elements of the gateway gate are damaged, and sometimes their complete destruction occurs, this leads to the instantaneous operation of the lock prism, to the accident of both the ship and the lock.

The reasons for the vessel to fall into the gate are the mistakes of the skipper or the refusal of the remote control system on the vessel, as a result of which the reverse of the ship's motion system is excluded and the vessel, moving by inertia, strikes the gate gate with its nose.

The practice of operating locks has shown that the following cases of bulk on the gate are observed:

1st case - the ship’s bulk occurs at the gate of the lower head of the airlock when it enters the chamber, since at the moment of impact the gates of the upper head are open, the destruction of the lower gate leads to the triggering of the upper pool of the waterworks if there are no emergency gates on the upper head blocking the flow of water ,

2nd case - the ship hits the gate of the upper head at the moment it enters the chamber from the downstream side, this case is most dangerous for low-pressure locks, as well as in locks with several stepped chambers when there is no drop wall on the upper head. If a double-leaf gate is installed on the upper head and the pressure of the water from the upstream side is insignificant, then a blow to such a gate leads to the opening of the gate and triggering of the upper pool.

To protect the gate from a pile of ships at existing locks, various systems are used, which usually include two elements:

- a barrage element (rope, chain, beam, truss) that overlaps the navigable passage of the lock in front of the gate;

- shock absorbers (hydraulic cylinders, friction clutches, counterweights) connected to protective elements and receiving energy from the bulk of the vessel.

All existing systems that protect the gate of locks from the bulk of ships have an operational disadvantage, which consists in the following:

Before each vessel entry into the lock, it is necessary to install a barrier element in the navigable span in front of the gate, and after the vessel enters the lock, the barrier element (rope, chain, beam, truss) should be removed from the navigational passage.

There are three guidance systems barrage element navigable span:

1st system - the barrier element is located at the bottom of the sluice below the draft of the incoming vessel, and before the vessel’s entrance with special mechanisms, the barrier element rises above the water level,

this system has complex nodes connecting the barrier element with shock absorbers located on the walls of the airlock,

2nd system - the barrier element is located above the ship’s surface superstructures, for which it is suspended on 2 special pylons installed on the chamber walls, before the vessel enters the airlock with special mechanisms, the barrier element is lowered into the navigable passage to the height necessary to hold the vessel;

this system requires the installation of high pylons, lifting and lowering mechanisms of the barrier element, as well as rather complex nodes connecting the barrier element with shock absorbers,

3rd system - the barrier element is put into the navigable passage and removed from the navigational passage by means of a rotary shunting beam (barrier), for which a special mechanism is installed on one wall of the airlock to ensure the rotation of the beam (raising and lowering), on the other wall - a special latch, which automatically fixes the end of the barrier element supplied by the shunting beam.

This system is quite complex and unreliable. Due to wind load, uneven solar heating in the morning, beam deformation occurs, which complicates the automatic fixation of the barrier element.

In existing safety devices, the shock absorbers used are not reliable enough in operation:

counterbalances due to inertial forces do not provide a gradual increase in the load on the barrage element, have a large reactive force;

clutches exclude the possibility, after bulk, of returning the barrier element to its original position;

hydraulic cylinders require the creation of a complex system of fluid flow from the rod cavity and regular adjustment during operation.

During the operation of all known safety devices, failures are observed both in the aiming systems of the barrier element and in the depreciation systems.

As a prototype, we accept a safety device according to ed. St. USSR No. 1079745 of 03.09.82, the authors Voznesensky V.A., Kulagin S.N., applicant SKTB "Lengidrostal".

The purpose of the invention is to increase reliability. This goal is achieved by the fact that the emergency vessel stops in front of the gate by a counter-wave, which is created by supplying water to the gateway chamber at the moment preceding the ship's collapse into the gate, while to protect the gate of the upper head by forming the oncoming wave, water is supplied to the chamber from the upper pool, and to protect the gates of the lower head, water is supplied to the chamber from special tanks installed on the walls of the lower head of the gateway, while the water is supplied to the chamber through special galleries in which they are installed quickly e valves, the opening of which produce the signal sensors mounted on the chamber walls and fixing speeding entering the vessel chamber.

The invention is illustrated by drawings, where:

figure 1 presents a diagram of the formation of the oncoming wave for the incoming vessel in front of the gates of the lower head with the supply of water from special tanks, in plan;

figure 2 - diagram of the action of the oncoming wave on the vessel in longitudinal section;

figure 3 presents the layout of the tanks with water on the lower head of the gateway, in plan;

figure 4 is the same, in section;

figure 5 is a diagram of a fast shutter in the context;

figure 6 presents a diagram of the formation of the oncoming wave with the release of water from the upper pool in the context, providing for the protection of the gate from impact from below;

Fig.7 is the same in plan;

on Fig presents the calculated and "emergency" graphs of the speed of the vessel.

To protect the lower gate 1 of the lock from being hit by the ship 2 (Fig. 1), sensors 3 are installed on the walls of the lock, which record the speed of the ship 2. The location of the speed sensors is determined for each lock from the calculated schedule of the ship (Fig. 7).

On the walls of the lock (Figs. 3, 4), reservoirs 4 are installed, filled with water and interfaced with the lock chamber by the water conduits 5. In the water conduits 5, quick-closing shutters 6 are installed.

The fast-falling shutter (Fig. 5) is made in the form of a sector shutter having a span with rectilinear sheathing 7, mounted from the hinge 8 to the curved guide structure 9. With the filled tanks 4, the shutter 6 is raised and held by a grab 10.

In case of violation by the ship of the estimated speed of entry into the gateway (Fig. 8), the sensors 3 give a signal by which the hooks 10 are removed and the sector shutter 6, under the pressure of the water on the casing 7, falls into the niche 11, opening the water conduits 5, while water from the reservoirs through the water conduits 5 4 instantly enters the airlock chamber, forming a wave 12, which, propagating through the airlock chamber towards an incoming vessel 2, stops it, preventing a blow to the gate.

To maintain the required volume of water in the tanks 4 periodically pump water from the chamber.

To protect the gateway gate from impact from the downstream side (Fig.6, 7) in the abutments of the head of the gateway, water conduits 5 with fast-closing shutters 6 are built in. In this case, the ship is stopped by the oncoming wave 12 by supplying water from the upper pool 13 or from the intermediate chamber in a multi-chamber gateway.

Claims (3)

1. A method of protecting the gateway gate from a pile of ships, including the formation of an oncoming wave in the gateway chamber, stopping the vessel in front of the gateway gateway, characterized in that for the formation of the oncoming wave in the area of the gateway head, water tanks are installed that are connected to the gateway chamber by water conduits, and in fast-closing shutters with interceptors are installed in the waterways, sensors are installed on the walls of the lock that record the speed of the vessel, which, when the vessel’s rated speed is exceeded, sends a signal to the lock catch mechanisms s, the latter release the gates, allowing them to fall into the gate niche and open water conduits, while water instantly enters the lock chamber, forming a wave in the lock chamber, moving towards the vessel. 2. The method according to claim 1, characterized in that to protect the gate from the impact of ships following from the downstream, use water releases from the upstream side or an upstream chamber, for which conduits with quick-closing gates are installed in the gateway head. 3. The method according to claim 2, characterized in that for the fast releases of water forming a wave, the existing filling and emptying galleries of the gateway are used, for which working gates will be equipped with a quick opening system in the galleries.

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