RU2726893C1 - Safety device for protecting lock gate from ships docking impact - Google Patents

Abstract

FIELD: vessels and other watercrafts.SUBSTANCE: invention relates to water transport and is intended for protection of lock gate at ship lock. Safety device comprises flexible guard 5 in form of a rope or chain, spanned through navigable passage of the lock chamber, wherein the ends of guard 5 are connected to two trolleys mounted symmetrically on both sides of the span on rail tracks 2, laid along the walls of the chamber. Rail tracks 2 have a slope with increase towards gate 10 gate. Winches with cargo ropes attached to bogies with possibility of lifting trolleys to height of protective element 5 arrangement, which is higher than height of overboard dimension of gate-locked vessels 9 can be installed on ends of tracks 2.EFFECT: safety device allows improving reliability of the design and reducing time and labour costs associated with blocking navigable passage of the sluice by a protecting element when the ship is locked.1 cl, 5 dwg

Description

The invention relates to the field of water transport and is intended to protect the gate of a lock when locking ships.

Known devices that provide protection of the gate of the navigational lock at the entrance of the ship into the lock (USSR AS No. 872635, IPC E02C 1/10, publ. 1981; USSR AS No. 1079745, IPC E02C 1/10, publ. 1984; RF Pat. No. 2425922, IPC E02C 1/00, publ. 2011). The devices include a flexible barrier element covering the navigable span of the lock and shock absorbers installed on the walls of the lock chamber.

The disadvantage of such devices is the complex system of connecting the barrier body with shock absorbers, as well as the need to overlap the navigable span in front of each ship's entrance to the lock.

Known devices in which the installation of the barrier element is carried out by raising and lowering inclined rods mounted on carts, while the carts are equipped with shock absorbers in the form of rubber blocks (US Pat. RF No. 2532036, IPC E02C 1/10, publ. 27.10.2014).

In the specified device, the connection of the barrier body to the shock absorbers is performed automatically, but the operation requires a complex structure of lifting and lowering the inclined rods.

Of the known solutions, the closest analogue (prototype) of the proposed device in terms of technical essence and purpose is a safety device for protecting the gateway from the bulk of ships according to US Pat. RF No. 2579229, IPC E02C 1/10, publ. 04/10/2016. The prototype device consists of a flexible obstruction in the form of a chain or rope, thrown over the shipping bay of the lock and connected to the bogies. Along the walls of the lock chamber, rail tracks are laid on which bogies are installed. When the ship is piled on the flexible body, the force is transferred to the bogies with shock absorbers, as a result of which the energy of the pile is damped and, accordingly, the ship is braked.

The disadvantage of the safety device is the complexity and low reliability of its braking system due to the use of rubber blocks as clamping elements. In addition, the release of the navigable span from the barrage when the vessel leaves the lock into the tailwater and its installation before the approach of the vessel to the gate is a rather laborious operation that complicates and slows down the lock of the vessel.

The proposed solution makes it possible to increase the reliability of the device and reduce the time and labor costs associated with overlapping the navigable span of the lock with a barrage body and release from it when locking the vessel.

To solve the problem, the following set of essential features is used: in the safety device for protecting the gates of the lock from the bulk of ships, which, like the prototype, consists of a flexible obstruction body in the form of a cable or chain thrown over the navigable span of the lock chamber, while the ends of the obstruction body are attached to two bogies, installed symmetrically on both sides of the span on the rail tracks laid along the walls of the chamber, in contrast to the prototype, the rail tracks have a slope with an increase towards the gateway gate. In turn, at the ends of the rail tracks, winches with cargo ropes attached to the bogies are installed, with the possibility of lifting the bogies to a height of the barrier body that exceeds the height of the surface gauge of the locked vessels.

The essence of the invention consists in stopping the vessel in front of the gate of the lock when it is piled on the barrier body, due to the fact that the system "vessel - barrier body - carts", moving up the inclined paths, provides braking and stopping the vessel. In turn, for the passage of the vessel under the barrier bodies when the vessel leaves the lock into the tailwater, this braking system, together with the winch, lifts the barrier body to a height exceeding the surface dimensions of the vessel. When the vessel enters the lock from the headwater with the help of winches, the barrier body, together with the carts, is lowered to its original position.

Comparison of the proposed device, which protects the gate from the bulk of the ship with the help of a barrier body, and its prototype showed that the task is to increase the reliability of the device and reduce the time and labor costs associated with overlapping the navigable passage of the lock with a barrier body and release from it when locking the ship, is solved in the result of a new set of features, which proves the compliance of the proposed invention with the criterion of "novelty"

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

The essence of the invention is illustrated by drawings, where

in fig. 1 shows an image of a gateway with a safety device (top view);

in fig. 2 longitudinal section through the lock when the ship is in contact with the barrage;

in fig. 3 longitudinal section through the lock when the ship leaves the lock and the barrage member is raised above the ship's superstructures;

in fig. 4 section of the lock along I-I;

in fig. 5 section of the lock along II-II.

The proposed device is made as follows.

On the walls of the lock chamber 1, rail tracks 2 are laid, on which bogies 3 are installed. Rail tracks 2 have a slope that rises towards the lock gates. The carts 3, installed on the track 2, rest on the side wall 4, which receives horizontal loads acting on the carts. Between the carriages 3 through the lock chamber is thrown a barrier body (cable, chain) 5, enclosed in a shell of friction material (rubber). Rail tracks are laid along overpasses 6, at the end of which there are load winches 8 connected with ropes to carts 3. With the help of winches, the carts are raised along the overpass, while raising the barrier body to a height exceeding the surface dimensions of the vessel.

The trolleys 3 can be made two-tier, the lower tier of which rests on the rail tracks 2 and the wall 4, and the upper tier connects the trolley with the winch 8 with a rope.

The proposed device works as follows.

The ship 9, when approaching the gate 10 of the lock 1, meets the stem of the barrier body 5 with its stem, transferring the force from the bulk to the bogies 3, which move upward along the inclined rail tracks 2. In this case, a braking force arises, which is calculated according to the equation:

where W is the displacement of the vessel, α _i is the slope of the rail tracks.

Given the values of the slope of the rail tracks, it is possible to calculate the "stopping" distance of the vessel in front of the lock gates according to equation (2):

where V is the speed of the vessel during bulkhead on obstacles, P is the added mass of water, α is the "stopping distance" traveled.

After stopping the vessel 9 and its departure to the mooring eyes, the carts 3 by winches 8 rise up the rail tracks (overpasses 6), raising the barrier body 5 to a height that allows the vessel 9 to freely enter the tailwater.

The height of the overpass 6 at the top point can be calculated by the formula

where T _H is the height of the above-water part of the vessel, H is the water pressure before the vessel leaves the chamber, h is the height of the barrier body rise above the lock walls.

The proposed solution makes it possible to protect the lock gates from the bulk of ships and reduce the time of their lock, by reducing the time and labor costs associated with the release and installation of a barrier body in the lock at each passage of the vessel into the tailwater.

The design was developed by specialists of the Department of Hydraulic Engineering Structures, Structures and Hydraulics of the Federal State Budgetary Educational Institution of Higher Education “State University of Marine and River Fleet named after Admiral S.O. Makarov "in the course of research work. Calculations were made that showed the possibility of using the device in the lock chambers of the channel named after I. Moscow and the waterworks of the Volga cascade. In the future, it is planned to recommend the device for use on the inland waterways of the Russian Federation, which will significantly increase the safety of ship locks.

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

Claims (2)

1. A safety device to protect the gate from the bulk of ships, consisting of a barrage body in the form of a cable or chain, thrown over the navigable span of the lock chamber, while the ends of the barrage body are attached to two trolleys installed symmetrically on both sides of the span on the rail tracks laid along the walls of the lock chamber, characterized in that the track slopes with an increase towards the lock gate. 2. The safety device according to claim. 1, characterized in that at the ends of the rail tracks there are winches with cargo ropes attached to the bogies, with the possibility of lifting the bogies to a height of the barrier body, which exceeds the height of the surface gauge of the locked vessels.

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