RU2579229C1 - Safety device for protection sluice gates from docking impact - Google Patents

Abstract

FIELD: shipbuilding.

SUBSTANCE: safety device consists of flexible element 1 in the form of a chain or rope passed through navigable span of gateway chamber, and two bogies 3 arranged to move along the walls of chamber of gateway at navale ship 10 on flexible barrier element 1 and connected with its ends. On side walls of bogies 3 on outer side there are resilient inserts secured via friction shoes with possibility of contact of the latter with friction guides installed on horizontal surfaces of gateway chamber walls with symmetric narrowing in direction of movement of bogies. Taper angle is calculated by formula: $$tg\alpha =\frac{Vn-Vk}{2L},$$

provided that: Vn-Vk≤2A, where α is the angle of convergence, Vn-distance between friction guides in initial position of bogie ; Vk - distance between friction guides at bogie stopping; L - design of ship braking path, A - limiting amplitude of deformations of elastic inserts.

EFFECT: technical result consists in improvement of power consumption of the safety device, which allows to increase braking stroke ship in the gate chamber and reduce on the flexible element.

2 cl, 2 dwg

Description

The present invention relates to the field of water transport and is aimed at improving the safety of ship locks, namely, to protect the gate of the lock from the bulk of ships.

Known safety devices designed to protect the gate of a shipping lock from a pile of ships, including a flexible barrier element that covers the navigable passage of a lock and shock absorbers mounted on the walls of a lock chamber. Hydraulic cylinders, friction pulleys, and balances can be used as shock absorbers in these devices (see AS USSR No. 872635, IPC E02C 1/10, publ. 1981; AS USSR No. 1079745, IPC E02C 1/10 , publ. 1984; Pat. RU No. 2425922, IPC E02C 1/00, publ. 2011).

When choosing the type of shock absorbers, one of the tasks is to gradually increase efforts in the barrage body. In hydraulic cylinders, this is achieved by controlling the flow rate of the working fluid flowing from the rod cavity into the reserve tank. In the friction pulleys, the pressure of the brake pads on the surface of the friction pulley changes. In shock absorbers with a counterweight, it is possible to cut the counterweight into separate sections with different weights and with the possibility of their gradual inclusion in the force on the barrage body as the ship moves at the stage of braking.

Of the known devices, the closest analogue of the proposed solution to the technical nature and purpose is the safety device of the shipping lock according to US Pat. RU No. 2532036, IPC E02C 1/00 (2006/01), publ. 09/03/2014. The device selected for the prototype includes a flexible guard, thrown over the navigable passage of the lock, shock absorbers mounted on carts with the ability to move the latter along the walls of the lock chamber. Shock absorbers are made in the form of rods conjugated to the ends of a flexible guard, pivotally coupled to lifting rods. The upper tier of the trolleys is made stepwise, while the total height of the steps corresponds to the amplitude of fluctuations in the water levels in the chamber, and the height of each step corresponds to the step of the rearrangement of the barrage organ.

When the ship is bulked onto a flexible body, the force is transmitted through the rods to the bogies with shock absorbers, as a result of which the bulk energy is quenched and, accordingly, the ship is braked.

The disadvantage of the prototype is the small deformation of the shock-absorbing device, which does not provide sufficient braking distance of the vessel and causes an increase in the load on the flexible organ, which, in turn, can lead to rupture of the latter.

The technical result from the use of the invention is to increase the energy intensity of the safety device, which allows to increase the braking distance of the vessel in the lock chamber and reduce the load on the flexible organ.

, при условии: Вн-Вк≤2А, где α - угол сужения, Вн - расстояние между фрикционными направляющими в исходном положении тележки; Вк - расстояние между фрикционными направляющими при остановке тележки; L - расчетный путь торможения судна, А - предельная амплитуда деформаций упругих вкладышей. При этом фрикционные направляющие размещены в пазах, выполненных на горизонтальных поверхностях стен шлюза.To achieve the specified technical result, the following set of essential features is used: in the safety device for protecting the gateway gate from the bulk of ships (consisting, like the prototype, of a flexible barrier in the form of a chain or rope thrown over the navigable passage of the lock chamber and two carts installed with the possibility of moving along the walls of the lock chamber when the ship is bulked onto a flexible barrier element), unlike the prototype, black walls are fixed on the side walls of the bogies Elastic inserts of friction pads being in contact with the latter with the friction rails mounted on horizontal surfaces of the walls lock chamber with a symmetrical narrowing in the direction of movement of the carriages, wherein the taper angle is calculated by the formula: $$tg\alpha =\frac{Bn-B\mathrm{to}}{2L}$$

, provided: Vn-Vk≤2A, where α is the narrowing angle, Vn is the distance between the friction guides in the initial position of the trolley; VK - the distance between the friction guides when the truck stops; L is the calculated braking distance of the vessel, A is the ultimate strain amplitude of the elastic liners. In this case, the friction guides are placed in grooves made on the horizontal surfaces of the gateway walls.

A comparison of the proposed invention and the prototype showed that the task is to increase energy intensity, is solved as a result of a new set of features, which proves the compliance of the invention with the patentability criterion of "novelty".

In turn, the information search in the field of water transport did not reveal individual distinctive features of the invention, which allows us to conclude that it meets the criterion of "inventive step".

The invention is illustrated in the drawing, where in FIG. 1, 2 is a schematic representation of the device in plan.

The proposed device consists of a flexible guard 1 in the form of a chain or rope thrown over the navigable passage of the airlock. The rope 1 is thrown through blocks 2 and connected to the carts 3. In the horizontal surfaces of the walls of the gateway 5 grooves 4 are made, in which the friction guides are laid with symmetrical narrowing 6. Friction pads are installed on the carts 3 from the outside of the side walls 7. The pads 7 are fixed to the walls through elastic liners 8, made in the form of rubber end chippers. Elastic liners provide contact of the friction pads with the guides 6. Along the walls of the chamber of the airlock laid rail tracks 9, on which the carts 3 are installed.

The inventive device operates as follows.

When the vessel 10 is piled onto the barrage 1, the force of the pile is transferred to the bogies 3, as a result of which they move along the rail tracks 9. In blocks 7, which are in contact with the guides 6, friction forces arise that create braking forces.

The braking force t is determined by the formula: t = F · γ, where F is the maximum value of the force during compression of the end bumpers (elastic liners) 8; γ is the coefficient of friction in the friction pads 7.

As the bogies move, the braking force in the pads 7 increases due to a gradual decrease in the distance between the guides 6 and compression of the elastic liners 8. As a result, the energy of the bulk of the vessel is damped, which is due to two components:

- the braking energy created by the frictional forces between the brake pads and the rails and calculated by the formula: E _Tr = t · L, where t is the force in the friction pads; L is the path traveled by carts;

- the compression energy of the rubber liners installed between the pads and the trolley: E _cr = F · A, where F is the nameplate value of the compression force of the shock absorbers; A is the compression amplitude.

The total energy of the system: E _c = E _Tr + E _squ .

, где Вн - расстояние между фрикционными направляющими в исходном положении тележки; Вк - расстояние между фрикционными направляющими при остановке тележки; L - расчетный путь торможения судна (путь, пройденный тележками), А - предельная амплитуда деформаций упругих вкладышей. При этом должно быть выполнено условие Вн-Вк≤2А, где А - паспортная (предельная) амплитуда деформаций амортизаторов (амплитуда сжатия).Based on the above mathematical expressions, a calculated arrangement of the brake guides in the grooves is compiled, which determines the narrowing angle α: $$tg\alpha =\frac{Bn-B\mathrm{to}}{2L}$$

where Bn is the distance between the friction guides in the initial position of the trolley; VK - the distance between the friction guides when the truck stops; L is the calculated vessel braking path (the path traveled by bogies), A is the ultimate strain amplitude of the elastic liners. In this case, the condition Vn-Vk≤2A should be fulfilled, where A is the passport (limit) amplitude of the deformation of the shock absorbers (compression amplitude).

The proposed device retains the advantages of the prototype - high reliability, but more energy intensive due to the fact that in addition to the compression force of the depreciation devices, the friction force between the shock absorbers and the guides enters the braking process of the vessel. This, in turn, allows you to increase the braking distance of the vessel in the lock chamber and reduce the load on the flexible organ. In addition, the invention provides the ability to install a safety device without interrupting the operation of the gateways, which is achieved by simplifying the design of the device.

The described device was developed by specialists of the Department of Hydrotechnical Structures, Structures and Hydraulics FSBEI HPE "State University of the Sea and River Fleet named after Admiral S.O. Makarova "as part of research work. Calculations were made that showed the possibility of using the device on the inland waterways of the Russian Federation.

The above allows us to conclude that the invention meets the criterion of "industrial applicability".

Claims (2)

1. A safety device for protecting the lock gate from the bulk of ships, consisting of a flexible guard in the form of a chain or rope thrown over the navigable passage of the lock chamber, and two carts that can be moved along the walls of the lock chamber when the ship is bulked onto a flexible guard element, characterized in that on the side walls of the bogies, friction pads are secured from the outside through elastic inserts with the possibility of contacting the latter with friction guides mounted horizontally ntal surfaces of the walls of the lock chamber with a symmetric narrowing in the direction of movement of the bogies, while the narrowing angle is calculated by the formula:

, provided: Bn-Bk≤2A, where α is the narrowing angle, Bn is the distance between the friction guides in the initial position of the trolley; Bк - distance between friction guides when the trolley stops; L is the calculated braking distance of the vessel, A is the ultimate strain amplitude of the elastic liners. 2. The safety device according to claim 1, characterized in that the friction guides are placed in grooves made on the horizontal surfaces of the gateway walls.

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