HYDRAULIC SHIP LIFT WITH ANTI-OVERTURNING CAPABILITY AND METHOD FOR USING THE SAME

Abstract

A hydraulic ship lift, including: a mechanical synchronizing system; a stabilizing and equalizing hydraulic driving system; and a self-feedback stabilizing system. The stabilizing and equalizing hydraulic driving system includes first resistance equalizing members arranged at corners of branch water pipes or/and second resistance equalizing members arranged at bifurcated pipes, circular forced ventilating mechanisms arranged at front of water delivery valves of a water delivery main pipe, and pressure-stabilizing and vibration-reducing boxes arranged behind the water delivery valves. The self-feedback stabilizing system includes a plurality of guide wheels; each guide wheel of the self-feedback stabilizing system is fixed on a ship reception chamber through a supporting mechanism. The supporting mechanism includes a base connected to the ship reception chamber, a support articulated on the base, a flexible member fixedly arranged between the support and the base, and a limiting stopper arranged on the outer side of the flexible member.

Claims

1. A hydraulic ship lift, comprising: a mechanical synchronizing system; a stabilizing and equalizing hydraulic driving system, the stabilizing and equalizing hydraulic driving system comprising first resistance equalizing members or/and second resistance equalizing members, circular forced ventilating mechanisms, and pressure-stabilizing and vibration-reducing boxes; and a self-feedback stabilizing system, the self-feedback stabilizing system comprises a plurality of guide wheels; wherein the first resistance equalizing members are arranged at corners of branch water pipes; the second resistance equalizing members are arranged at bifurcated pipes; the circular forced ventilating mechanisms are arranged at front of water delivery valves of a water delivery main pipe; the pressure-stabilizing and vibration-reducing boxes are arranged behind the water delivery valves; and each guide wheel of the plurality of guide wheels is fixed on a ship reception chamber through a supporting mechanism, the supporting mechanism comprises a base connected to the ship reception chamber, a support articulated on the base, a flexible member fixedly arranged between the support and the base, a limiting stopper arranged on an outer side of the flexible member and the guide wheels arranged on the support and capable of rolling along a corresponding guide rail.

2. The hydraulic ship lift of claim 1, wherein the self-feedback stabilizing system further comprises guide rails symmetrically arranged on the side walls of a lock chamber and the plurality of guide wheels symmetrically arranged at corresponding upper part and lower part of the ship reception chamber, the guide wheels match the guide rails on the side walls of the lock chamber, and each guide wheel is fixed on the ship reception chamber through the supporting mechanism; the support comprises two oppositely arranged triangular plates, right-angle parts of the two triangular plates are fixed on a bulge on an inner side of the base through a hinge shaft, the flexible member is arranged between a horizontal outer end and an outer side of the base, and the guide wheel is fixedly arranged between the two triangular plates through an axle above the right-angle parts; and two of the guide rails are respectively arranged along the inner walls of the two sides of the lock chamber, and four guide rails in total are arranged; the left side wall and the right side wall of each guide rail match four supporting mechanisms, including two supporting mechanisms at the upper part of the ship reception chamber and two supporting mechanisms at the lower part of the ship reception chamber; horizontal metal plates or right-angle plates are correspondingly arranged on the left side wall and the right side wall of each guide rail, and the horizontal metal plates or side plates of the right-angle plates match the four supporting mechanisms, including the two supporting mechanisms at the upper part of the ship reception chamber and the two supporting mechanisms at the lower part of the ship reception chamber.

3. The hydraulic ship lift of claim 1, wherein the stabilizing and equalizing hydraulic driving system comprises vertical shafts, floats arranged in the vertical shafts, a water delivery main pipe with water delivery valves and a plurality of branch water pipes, the lower ends of the branch water pipes are connected to the water delivery main pipe; the branch water pipes consist of straight pipes at the lower parts, angle pipes and/or bifurcated pipes at the middle parts, and straight pipes at the upper parts, water outlet ends of the straight pipes at the upper parts are located at the bottoms of the vertical shafts correspondingly, energy dissipaters are respectively arranged at the water outlet ends of the straight pipes, and the vertical shafts are communicated with each other through water level equalizing galleries; the bottom of each float is a cone of 120 degrees, and a clearance ratio of the vertical shaft to the float is between 0.095 and 0.061.

4. The hydraulic ship lift of claim 1, wherein each first resistance equalizing member is a right-angle elbow, and a closed pipe head extending downwards is arranged below the right-angle part of the right-angle elbow; each second resistance equalizing member is a solid or hollow cone, the upper end of the cone is fixed on the wall of a horizontal pipe of the bifurcated pipe, and the lower end of the cone extends into an upright pipe of the bifurcated pipe; each circular forced ventilating mechanism comprises a ventilating ring pipe fixed at the exterior of the water delivery main pipe, a first through hole is formed in the inner side wall of the ventilating ring pipe, the first through hole is communicated with a second through hole formed in the wall of the water delivery main pipe, a third through hole is formed in the outer side wall of the ventilating ring pipe, the third through hole is connected to an air supply pipe, and the air supply pipe is connected to an air source; and each pressure-stabilizing and vibration-reducing box comprises a housing and an outer beam system, a cavity is formed in the housing, water inlets and a water outlet are disposed in the housing, the outer beam system is arranged on the outer wall of the housing, and inner beam system fences are arranged in the cavity of the housing at intervals; each inner beam system fence comprises a hollow plate formed by crisscrossed vertical rods and horizontal rods to match the shape of the cross section of the cavity, and tension diagonals are arranged in hollowed parts of the hollow plate; the crisscrossed vertical rods and horizontal rods, and the tension diagonals are solid or hollow tubes, and groove-shaped reinforcing plates are arranged at crisscrossed parts of the vertical rods and the horizontal rods; and cushion plates are arranged at connection parts between the inner beam system fences and the side walls of the cavity and at connection parts between the inner beam system fences and the bottom walls of the cavity.

5. The hydraulic ship lift of claim 4, wherein a manhole for overhauling is formed in the housing of the pressure-stabilizing and vibration-reducing box, a gas collection groove is arranged at the back part of the interior of the housing, exhaust holes are disposed in the top of the gas collection groove, and the exhaust holes are connected to an exhaust pipe; the outer beam system of the pressure-stabilizing and vibration-reducing box coats the whole outer wall of the housing, the outer beam system comprises four main cross beam plates, a plurality of secondary cross beam plates, a plurality of vertical beam plates and a plurality of horizontal beam plates; the main cross beam plates have the same height and are arranged at intervals; the secondary cross beam plates are disposed between each pair of the main cross beam plates and are shorter than the main cross beam plates; the vertical beam plates are vertical to the main cross beam plates and the secondary cross beam plates, the vertical beam plates have the same height and are arranged at intervals; the horizontal beam plates have the same width and length and are arranged at intervals; the secondary cross beam plates, the vertical beam plates, and the horizontal beam plates are intertwined and connected to each other to form the outer beam system; and a sunken variable-cross-section beam plate set is disposed at the water inlet of the outer beam system, and the outer side of the variable-cross-section beam plate set is level with the end face of a flange; and three of the water inlets on a water feeding side of the pressure-stabilizing and vibration-reducing box are connected to the water delivery main pipe respectively through the corresponding water delivery valves, wherein the water delivery valve at the middle part is a main valve, the water delivery valves on the two sides are auxiliary valves, and the circular forced ventilating mechanisms are respectively arranged at parts, located at the front of the one main valve and the two auxiliary valves, of the water delivery main pipe.

6. The hydraulic ship lift of claim 1, wherein the mechanical synchronizing system comprises a plurality of wire ropes connected to two sides of the ship reception chamber of the lock chamber, the other ends of the wire ropes are fixed at the tops of the vertical shafts by bypassing corresponding drums disposed on top of the hydraulic ship lift and pulleys disposed on the floats in the vertical shafts, and the drums are connected to each other through synchronizing shafts and couplings; and the drums, the couplings and the synchronizing shafts respectively and correspondingly form two rows with the wire ropes on the two sides of the ship reception chamber, and the two rows are connected to horizontal synchronizing shafts through bevel gear pairs and the couplings to form a rectangular frame connection; a conventional brake is arranged on each drum of the mechanical synchronizing system.

7. A method for operating a hydraulic ship lift, the hydraulic ship lift comprising a mechanical synchronizing system, a stabilizing and equalizing hydraulic driving system and a self-feedback stabilizing system, and the method comprising: (1) at a first stage, a tilt of a ship reception chamber is <R; at this stage, an anti-overturning moment of the self-feedback stabilizing system fulfills the following formula:
K.sub.d+M.sub.d0=M.sub.d>.sub.d(M.sub.c+M.sub.w)=.sub.d(K.sub.c+M.sub.w) an overall anti-overturning rigidity of the self-feedback stabilizing system fulfills the following formula: $K_d>{}_d\left(K_c+\frac{M_w-M_{d.Math..Math.0}/{}_d}{}\right)$ in the formulas: an overturning moment generated by a tilted ship reception chamber is M.sub.c=K.sub.c, and its unit is kN.Math.m; an overturning rigidity of the ship reception chamber is K.sub.c and its unit is kN; a total tilt of the ship reception chamber is and its unit is m; an initial overturning moment of the ship reception chamber of the stabilizing and equalizing hydraulic driving system is M.sub.w and its unit is kN.Math.m; a total overturning moment of the ship reception chamber is M.sub.c+M.sub.w=K+M.sub.w and its unit is kN.Math.m; an anti-overturning moment of the self-feedback stabilizing system is M.sub.d=K.sub.d+M.sub.d and its unit is kN.Math.m; a pre-loading anti-overturning moment of the self-feedback stabilizing system is M.sub.d0 and its unit is kN.Math.m; an overall anti-overturning rigidity of the self-feedback stabilizing system is K.sub.d and its unit is kN; a safety coefficient .sub.d of the self-feedback stabilizing system is 1.5-2.0; (2) at a second stage, the tilt of the ship reception chamber is R<.sub.max; this stage is defined from a moment that the clearance of the mechanical synchronizing system is eliminated to a moment that the tilt of the ship reception chamber is smaller than a designed allowable limit tilt value .sub.max; at this stage, the self-feedback stabilizing system and the synchronizing shafts of the mechanical synchronizing system jointly bear an anti-overturning capability to the ship reception chamber, the synchronizing shafts of the mechanical synchronizing system exert the main anti-overturning capability, and a proportion of the anti-overturning capability achieved by both of the self-feedback stabilizing system and the mechanical synchronizing system is related to the rigidity K.sub.d and K.sub.t of the self-feedback stabilizing system and the mechanical synchronizing system; total anti-overturning moments of the self-feedback stabilizing system and the mechanical synchronizing system fulfill the following formula:
K.sub.d+M.sub.d0+K.sub.T(R)=M.sub.d+M.sub.T>(.sub.d+.sub.T)(M.sub.c+M.sub.w)=(.sub.d+.sub.T)(K.sub.c+M.sub.w) an overall anti-overturning rigidity of the mechanical synchronizing system fulfills the following formula: $K_T>\frac{\left({}_d+{}_T\right)\left(K_c+M_w\right)-K_d-M_{d.Math..Math.0}}{\left(-.Math..Math.R\right)}$ in the formulas: an anti-overturning moment of the synchronizing shafts of the mechanical synchronizing system is M.sub.T=K.sub.T(R) and its unit is kN.Math.m; a clearance of the mechanical synchronizing system is and its unit is radian; a radius of each drum is R and its unit is m; an overall anti-overturning rigidity of the mechanical synchronizing system is K.sub.T and its unit is kN; a safety coefficient of the mechanical synchronizing system is .sub.T of 6-7; the clearance R of the mechanical synchronizing system decides a position, at which the mechanical synchronizing system starts exerting the anti-overturning capability; the overall anti-overturning rigidity K.sub.T of the mechanical synchronizing system decides the value of the anti-overturning moment of the ship reception chamber; (3) at a third stage, the tilt of the ship reception chamber is .sub.max; when the tilt of the ship reception chamber exceeds a designed allowable maximum tilt value .sub.max, the self-feedback stabilizing system limits the tilt of the ship reception chamber; continuously increased overturning moment of the ship reception chamber is exerted on the mechanical synchronizing system; at this stage, the stabilizing and equalizing hydraulic driving system is closed, the ship reception chamber of the ship lift stops operating, safety devices on the drums of the mechanical synchronizing system start to operate, the continuously increased overturning moment of the ship reception chamber is born by the safety devices on the drums; and drum braking force fulfills the following formula:
F.sub.z.sub.zF.sub.c in the formula: a total drum braking force is F.sub.z and its unit is kN; a total weight of the water body in the ship reception chamber is F.sub.c and its unit is kN; and a safety coefficient .sub.z of the drum braking force is 0.4-1.0.

8. The method of claim 7, wherein in the mechanical synchronizing system: the mechanical synchronizing system has double functions of anti-overturning capability and transferring and equalizing unbalanced loads of the ship reception chamber, the system actively generates anti-overturning moment to the ship reception chamber through minor deformation of the synchronizing shafts, and when the tilt of the ship reception chamber and the torque of the synchronizing shaft reaches a designed value, the brakes arranged on the drums lock the drums, thereby ensuring the integral safety of the ship lift; in the mechanical synchronizing system, the two rows of drums, the couplings, the synchronizing shafts, the bevel gear pairs, the couplings and the horizontal synchronizing shafts are symmetric, the ship reception chamber is leveled, stress and friction of each drum and each wire rope are totally the same, and rigidity influence from the ship reception chamber and the wire ropes are ignored, so that the rigidity and the intensity of the mechanical synchronizing system fulfill the following: I. rigidity setting method a maximum tilt load P acting on the mechanical synchronizing system by the tilted ship reception chamber is calculated according to the following formula: $\begin{array}{cc}.Math..Math.P=\frac{\left(.Math..Math.h+.Math..Math.h_0\right).Math.L_c.Math.B_c.Math..Math..Math.g}{24}+\frac{M_b+M_p}{2.Math.L_c}& \left(1\right)\end{array}$ in the formula: h is a tilt of a ship reception chamber caused by deformation of the synchronizing shafts under unbalanced loads and clearance sum of the synchronizing shafts, and its unit is m; h.sub.0 is a tilt of a ship reception chamber caused by machining and mounting errors of the drums, wire ropes when the ship reception chamber lifts up and down, and its unit is m; L.sub.c is a length of the ship reception chamber and its unit is m; B.sub.c is a width of the ship reception chamber and its unit is m; is a density and its unit is kg/m.sup.3; g is gravitational acceleration and its unit is m/s.sup.2; M.sub.b is overturning moment caused by water surface fluctuation of the ship reception chamber and its unit is kN.Math.m; M.sub.p is overturning moment caused by eccentric loads of the ship reception chamber and its unit is kN.Math.m; when the tilt h of the ship reception chamber is formed by the deformation of the synchronizing shafts under unbalanced loads and the clearance sum of the synchronizing shafts, anti-overturning force F, which is acting on the ship reception chamber through the drums, of the mechanical synchronizing system is calculated according to the following formula: $\begin{array}{cc}.Math..Math.F=\frac{.Math..Math.h-{}_2.Math.R+4.Math.M_f.Math.R.Math.\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}}{R^2.Math.\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}}& \left(2\right)\end{array}$ in the formula: F is an anti-overturning force acting on the ship reception chamber and its unit is kN; h is the tilt of the ship reception chamber caused by deformation of the synchronizing shafts under unbalanced loads and clearance sum of the synchronizing shafts, and its unit is m; .sub.2 is a total clearance among the synchronizing shafts and its unit is radian; R is a radius of the drum and its unit is m; M.sub.f is torque generated by friction force of a single drum and its unit is kN.Math.m; G is shearing modulus of elasticity and its unit is kPa; L.sub.i is length of the i-th synchronizing shaft and its unit is m; I.sub.pi is polar moment of inertia of the section of the i-th synchronizing shaft, wherein: $I_p=\frac{.Math..Math.D^4}{32}.Math.\left(1-a^4\right)$ D is an outer diameter of the synchronizing shaft; a is an inner diameter/outer diameter of a hollow synchronizing shaft; if it is a solid synchronizing shaft, the inner diameter is equal to 0, namely a=0; therefore, in the absence of the intensity loss of the synchronizing shaft: (1) F>P, the tilt h of the ship reception chamber is reduced when the deformation of the synchronizing shafts under unbalanced loads and the clearance sum of the synchronizing shafts cause the ship reception chamber to incline by h, and anti-overturning force F acting on the ship reception chamber by the drums is larger than maximum tilt load P acting on the mechanical synchronizing system by the tilted ship reception chamber; (2) F<P, when the tilt h of the ship reception chamber is continuously increased, the synchronizing shafts need to generate larger torsional deformation and generate larger resistance force, so that the balance of the ship reception chamber can be ensured; (3) F=P, when the tilt h of the ship reception chamber is equal to the maximum tilt load P acting on the mechanical synchronizing system by the tilted ship reception chamber, the ship reception chamber is stable, so: $=\frac{L_c.Math.B_c.Math..Math..Math.g}{24},=R.Math.\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}$ when the ship reception chamber is stable, F=P, the following conditions are fulfilled: $\begin{array}{cc}.Math..Math.h=\frac{{}_2.Math.R}{1-.Math..Math.R}+\frac{.Math..Math.h_0.Math..Math..Math.R}{1-.Math..Math.R}+\frac{.Math..Math.R\left(M_b+M_p\right)}{2.Math.L_c\left(1-.Math..Math.R\right)}-\frac{4.Math..Math..Math.M_f}{1-.Math..Math.R}& \left(3\right)\end{array}$ due to h0, the total rigidity of the mechanical synchronizing system is defined as $K=\frac{1}{\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}},$ and when 1>R and the following formula (4) is met, the mechanical synchronizing system keeps the ship reception chamber stable: $\begin{array}{cc}K>\frac{L_c.Math.B_c.Math..Math..Math.{\mathrm{gR}}^2}{24}& \left(4\right)\end{array}$ when the ship reception chamber lifts up and down, the allowable maximum tilt of a ship reception chamber is h.sub.max, so that the rigidity of the mechanical synchronizing system fulfills the formula (5):
.sub.1(.sub.2R+h.sub.0)+.sub.2(M.sub.b+M.sub.p).sub.3M.sub.fh.sub.max(5) in formulas: (1) .sub.1(.sub.2R+h.sub.0) is a tilt generated by manufacturing errors, namely a tilt of a ship reception chamber caused by the clearance of the mechanical synchronizing system, wire rope errors, wherein ${}_1=\frac{1}{1-.Math..Math.R}$ is defined as manufacturing error tilt coefficient, .sub.1 is defined as coefficient related to the dimension of the ship reception chamber and the rigidity of the synchronizing shaft, .sub.1[1,+) can be seen by combining with the formula (5), and .sub.1 is a numerical value larger than or equal to 1 according to the definition of the coefficient g.sub.1; the larger the rigidity of the synchronizing shaft is, the smaller the value of .sub.1 is, but the value of .sub.1 is not smaller than 1; and when the rigidity of the synchronizing shaft is infinitely large, .sub.1=1, and at this point, the maximum a tilt of a ship reception chamber caused by the manufacturing errors is .sub.2R+h.sub.0; therefore, .sub.1 exerts an enlarging function to the tilt of the ship reception chamber caused by the manufacturing errors, wherein the smaller the rigidity of the synchronizing shaft is, the larger the enlarging function to the tilt of the ship reception chamber caused by the manufacturing errors is; and the larger the rigidity of the synchronizing shaft is, the smaller the enlarging function to the tilt of the ship reception chamber caused by the manufacturing errors is; (2) .sub.2(M.sub.b+M.sub.p) is a tilt H.sub.2 of a ship reception chamber caused by the overturning moment, namely a tilt of a ship reception chamber generated under the action of overturning moment caused by water surface fluctuation, ship reception chamber eccentric loads, wherein ${}_2=\frac{.Math..Math.R}{2.Math.L\left(1-.Math..Math.R\right)}$ is defined as fluctuation tilt coefficient, .sub.2.fwdarw.0 when the rigidity is infinitely large, and at this point, influence on the tilt of the ship reception chamber due to the overturning moment caused by the water surface fluctuation is smaller; (3) .sub.3M.sub.f is resistance, generated by system friction force, to the tilt of the ship reception chamber, wherein ${}_3=\frac{4.Math.}{1-.Math..Math.R}$ is defined as friction force tilt resistance coefficient, and the larger the system friction force is, the more the reduction of the tilt of the ship reception chamber; II. intensity setting method a maximum torque of the synchronizing shaft T.sub.N during operation of the ship reception chamber is expressed as follows:
T.sub.N=.sub.1M.sub.Q+2L(.sub.2R+h.sub.0).sub.3M.sub.f+M.sub.k+M.sub.g=.sub.1M.sub.Q+.sub.2(.sub.2R+h.sub.0).sub.3M.sub.f+M.sub.k+M.sub.g in the above formula: .sub.1 is overturning moment coefficient; M.sub.Q is an overturning moment of a ship reception chamber and its unit is kN.Math.m; .sub.2 is manufacturing error coefficient; .sub.2R+h.sub.0 is manufacturing errors of the mechanical synchronizing system; .sub.1M.sub.Q represents influence on the torque of the synchronizing shaft due to an overturning moment M.sub.Q of a ship reception chamber generated by water surface fluctuation of the ship reception chamber, eccentric loads of the ship reception chamber; .sub.2(.sub.2R+h.sub.0) represents influence on the torque of the synchronizing shaft due to the manufacturing errors .sub.2R+H.sub.0 of the mechanical synchronizing system after water is loaded to the ship reception chamber; .sub.1M.sub.Q+.sub.2(.sub.2R+h.sub.0) represents influence on the torque of the synchronizing shaft loads due to the water body in the ship reception chamber; .sub.3M.sub.f reflects resistance of system friction force to the torque of the synchronizing shaft; M.sub.k reflects internal torque change of the synchronizing shaft generated by the mounting errors when the synchronizing shafts rotate; M.sub.g reflects initial torque generated to the synchronizing shafts due to unbalance stress of adjacent drums and wire ropes when the ship reception chamber is initially leveled; when the ship reception chamber without water lifts up and down, influence of both .sub.1M.sub.Q+.sub.2(.sub.2R+h.sub.0) is ignored, so, when the ship reception chamber without water lifts up and down, the torque of the synchronizing shaft can be expressed as follows:
T.sub.N=.sub.3M.sub.f+M.sub.k+M.sub.g III. clearance and manufacturing error control conditions; a clearance .sub.2R and a manufacturing error tilt h.sub.0 of the mechanical synchronizing system are controlled according to the following conditions: $\begin{array}{cc}\left({}_2.Math.R+.Math..Math.h_0\right)\frac{.Math..Math.h_{\mathrm{ma}.Math..Math.x}+{}_3.Math.M_f-{}_2\left(M_b+M_p\right)}{{}_1}& \left(6\right)\\ \left({}_2.Math.R+.Math..Math.h_0\right)\frac{\left(M_{\mathrm{ma}.Math..Math.x}-M_k-M_g\right)+{}_3.Math.M_f-{}_1.Math.M_Q}{2.Math.L.Math..Math.{}_1}& \left(7\right)\end{array}$ in the formulas: h.sub.max is an allowable maximum tilt of a ship reception chamber and its unit is m; and M.sub.max is an allowable maximum torque of the mechanical synchronizing system and its unit is kN.Math.m.

9. The method of claim 7, wherein in the water delivery main pipe and the plurality of branch water pipes of the stabilizing and equalizing hydraulic driving system: a length and section dimension of a pipe segment from a water delivery main pipe entrance to a corresponding vertical shaft are equal to total length and total section dimension of a corresponding branch water pipe; for the branch water pipes, the first resistance equalizing members arranged at the corners of the angle pipes or/and the second resistance equalizing members arranged at the bifurcated pipes fulfill the following: (1) when maximum flow rate of the branch water pipes is smaller than 2 m/s, the first resistance equalizing members reduce a bias water flow condition at the corners of the branch water pipes; (2) when the maximum flow rate of the branch water pipes is smaller than 4 m/s, the second resistance equalizing members equalize the flow rate at the bifurcated pipes of the branch water pipes; (3) when the maximum flow rate of the branch water pipes is smaller than 6 m/s, the first resistance equalizing members and the second resistance equalizing members are designed simultaneously; a minimum cross section area of the water level equalizing gallery is calculated by the following formula: $\begin{array}{cc}=K.Math.\frac{2.Math.C.Math.\sqrt{H}}{.Math..Math.T.Math.\sqrt{2.Math..Math.g}}& \left(8\right)\end{array}$ in the formula: is area of the water level equalizing gallery and its unit is m.sup.2; C is area of adjacent vertical shafts and its unit is m.sup.2; H is allowable maximum water level difference of adjacent vertical shafts, and its unit is m; is flow rate coefficient of the water level equalizing gallery; T is maximum water level difference allowable lasting time and its unit is s; K is safety coefficient of 1.5-2.0; and g is gravitational acceleration and its unit is m/s.sup.2.

10. The method of claim 7, wherein in the self-feedback stabilizing system: (1) an overturning moment after the ship reception chamber tilts is calculated by the following formula:
N.sub.qf=(2L.sub.c)B.sub.c(L.sub.c)unit: t.Math.m an anti-overturning moment of the guide wheel mechanism is calculated by the following formula:
N.sub.kf=4(2/L)L*K*L*unit: t.Math.m in the foregoing two formulas: L.sub.c is length of the ship reception chamber and its unit is m; B.sub.c is width of the ship reception chamber and its unit is m; L* is an interval of guide wheels on the same side of the guide wheel mechanism, and its unit is m; K* is rigidity of the flexible members in the guide wheel mechanism and its unit is t/m; is a tilt of a ship reception chamber and its unit is m; by taking the transverse center line of the ship reception chamber as reference, one end is reduced by , one end is increased by , and the height difference of these two ends is 2; and L is a length of the ship reception chamber; (2) the rigidity of the flexible members in the guide wheel mechanism fulfills the following formula:
K*=N.sub.kf/N.sub.qf; K*>1 represents that the guide wheel mechanism has an anti-overturning capability; K*<1 represents that the guide wheel mechanism does not have an anti-overturning capability; and K*=1 represents that the guide wheel mechanism provides an unstable anti-overturning capability; (3) a clearance of the limiting stoppers in the guide wheel mechanism fulfill the following: a maximum unevenness of the guide rail is , in operation, along with the rolling of the guide wheels, rotation displacement at clearance of the guide wheel is:
*=(a*/b*); and to prevent the guide wheel from jamming, the following condition is fulfilled:
*>.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0164] FIG. 1 and FIG. 2 are mechanical analysis diagrams of a ship reception chamber without water;

[0165] FIG. 3 and FIG. 4 are mechanical analysis diagrams of a ship reception chamber with water;

[0166] FIG. 5 is a moment curve diagram of a stabilizing and equalizing hydraulic driving system, a mechanical synchronizing system and a self-feedback stabilizing system under the combined action;

[0167] FIG. 6 is a side-view structure diagram of a ship lift;

[0168] FIG. 7 is an A-A cross section diagram of FIG. 6;

[0169] FIG. 8 is a structure diagram of a stabilizing and equalizing hydraulic driving system in FIG. 6;

[0170] FIG. 9 is an enlarged diagram of a B part in FIG. 8;

[0171] FIG. 10 is a cross-section structure diagram of a circular forced ventilating mechanism in FIG. 8;

[0172] FIG. 11 is an E-E view in FIG. 10;

[0173] FIG. 12 is an axial side view of a front surface of a pressure-stabilizing and vibration-reducing box;

[0174] FIG. 13 is an axial side view of a top surface of the pressure-stabilizing and vibration-reducing box;

[0175] FIG. 14 is a cross-section structure diagram of the pressure-stabilizing and vibration-reducing box;

[0176] FIG. 15 is a schematic diagram of an inner beam system fence in the pressure-stabilizing and vibration-reducing box;

[0177] FIG. 16 is an F-F view of FIG. 14;

[0178] FIG. 17 is a top view of FIG. 16;

[0179] FIG. 18 is a structure diagram of a mechanical synchronizing system;

[0180] FIG. 19 is a structure diagram of a self-feedback stabilizing system;

[0181] FIG. 20 is a top view of FIG. 19;

[0182] FIG. 21 is an enlarged diagram of a C part in FIG. 19;

[0183] FIG. 22 is an enlarged diagram of a D part in FIG. 20;

[0184] FIG. 23 is a comparison diagram of influence on tilt when the water surface of the ship reception chamber fluctuates in the prior art and the present disclosure;

[0185] FIG. 24 is a comparison diagram of influence on synchronizing shaft torque when the water surface of the ship reception chamber fluctuates in the prior art and the present disclosure;

[0186] FIG. 25 is a diagram of pressure fluctuation root mean square of measurement points at the back of water delivery valves with the same open degree in the prior art;

[0187] FIG. 26 is a diagram of pressure fluctuation root mean square of measurement points at the back of water delivery valves with the same open degree in the present disclosure;

[0188] FIG. 27 is a diagram of noise intensity when the water delivery valves have the same open degree in the prior art;

[0189] FIG. 28 is a diagram of noise intensity when the water delivery valves have the same open degree in the present disclosure;

[0190] FIG. 29 is a comparison diagram of water delivery pipe vibration acceleration before air is mixed and after the air is mixed;

[0191] FIG. 30 is a diagram of vertical shaft water surface fluctuation amplitude when the water delivery valves have the same open degree;

[0192] FIG. 31 is a diagram of variation with distance of upstream longitudinal tilt of the ship reception chamber;

[0193] FIG. 32 is a diagram of variations with distance of longitudinal overturning moment of the ship reception chamber, anti-overturning moment of the mechanical synchronizing system and anti-overturning moment of the self-feedback stabilizing system;

[0194] FIG. 33 is a diagram of variations with distance of longitudinal overturning moment and anti-overturning moment of the ship reception chamber;

[0195] FIG. 34 is a relational diagram of water level differences among the vertical shafts before the water level equalizing galleries are not arranged; and

[0196] FIG. 35 is an improved diagram of water level differences among the vertical shafts after the water level equalizing galleries are arranged in the present disclosure.

[0197] In the drawings, numeric symbols are as follows: 1lock chamber, 11ship reception chamber, 12ship, 14guide rail on the side wall of the lock chamber, 2mechanical synchronizing system, 21wire rope, 22pulley, 24drum, 25synchronizing shaft, 26coupling, 27brake, 28bevel gear pair, 29horizontal synchronizing shaft, 3stabilizing and equalizing hydraulic driving system, 31vertical shaft, 311float, 32water delivery main pipe, 327second through hole, 321lower-end straight pipe of the branch water pipe, 33water delivery valve, 324upper-end straight pipe of the branch water pipe, 323angle pipe of the branch water pipe, 322bifurcated pipe of the branch water pipe, 325energy dissipater, 326water level equalizing gallery, 36first resistance equalizing member, 37second resistance equalizing member, 34circular forced ventilating mechanism, 341ventilating ring pipe, 342first through hole, 343air supply branch pipe, 344third through hole, 345air supply main pipe, 35pressure-stabilizing and vibration-reducing box, 351housing, 3511water inlet, 3512water outlet, 3513manhole, 3514exhaust hole, 3515gas collection groove, 352outer beam system, 3521main cross beam plate, 3522secondary cross beam plate, 3523vertical beam plate, 3524horizontal beam plate, 3525variable-cross-section beam plate, 353inner beam system fence, 3531vertical rod, 3532horizontal rod, 3533groove-shaped reinforcing plate, 3534reinforcing rib, 3535cushion plate, 3536tension diagonal, 3537filler strip, 3538hollow, 354flange, 4self-feedback stabilizing system, 41base of a guide wheel mechanism, 42limiting stopper, 43flexible member, 44support, 45guide wheel, and 46metal horizontal plate.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0198] The following illustrates the present disclosure in detail in conjunction with accompanying drawings and embodiments.

[0199] A hydraulic ship lift with anti-overturning capability, provided by the present disclosure, comprises a mechanical synchronizing system 2, a stabilizing and equalizing hydraulic driving system 3 and a self-feedback stabilizing system 4.

[0200] The mechanical synchronizing system 2 comprises a plurality of wire ropes 21 connected to a plurality of parts of two sides of a ship reception chamber 11 in a lock chamber 1, and the other ends of the wire ropes 21 are fixed at the tops of vertical shafts 31 after respectively rounding drums 24 correspondingly arranged at the top and pulleys 22 arranged on floats 311 in the vertical shafts 31, as shown in FIG. 6 and FIG. 7. The drums 24 are connected to each other through synchronizing shafts 25 and couplings 26, the drums 24, the couplings 26 and the synchronizing shafts 25 respectively and correspondingly form two rows with the wire ropes 21 on the two sides of the ship reception chamber 11, and the two rows are connected to horizontal synchronizing shafts 29 through bevel gear pairs 28 and the couplings 26 to form a rectangular frame connection, thereby actively generating anti-overturning moment for the ship reception chamber 11 due to minor deformations of the synchronizing shafts 25 and the horizontal synchronizing shafts 29; and a conventional brake 27 is arranged on each drum 24 of the mechanical synchronizing system 2, as shown in FIG. 18, so, when the ship reception chamber 11 tilts under unbalanced loads, the anti-overturning moment for the ship reception chamber 11 can be actively generated due to minor deformation of the mechanical synchronizing system 2 to achieve objectives of controlling a tilt of a ship reception chamber and reducing synchronizing shaft torque, and when the tilt of the ship reception chamber or the torque of the synchronizing shaft reaches a set value, the brakes 27 lock the drums 24 to ensure the integral safety of the ship lift.

[0201] The self-feedback stabilizing system 4 comprises guide rails 14 symmetrically arranged on the side walls of the lock chamber 1 and a plurality of guide wheels symmetrically arranged at corresponding upper part and lower part of the ship reception chamber 11, the guide wheels match the guide rails 14 on the side walls of the lock chamber 1, and each guide wheel is fixed on the ship reception chamber 11 through a supporting mechanism; and two of the guide rails 14 are respectively arranged along the inner walls of the two sides of the lock chamber 1, and total four guide rails 14 are arranged, as shown in FIG. 19 and FIG. 20. The left side wall and the right side wall of each guide rail 14 match four supporting mechanisms, including two supporting mechanisms at the upper part of the ship reception chamber 11 and two supporting mechanisms at the lower part of the ship reception chamber 11, as shown in FIG. 21. Horizontal metal plates 46 are correspondingly arranged on the left side wall and the right side wall of each guide rail 14, as shown in FIG. 22, and the horizontal metal plates 46 match the four supporting mechanisms, including the two supporting mechanisms at the upper part of the ship reception chamber 11 and the two supporting mechanisms at the lower part of the ship reception chamber 11, so as to improve the flatness of the guide rail 14. Each supporting mechanism comprises a base 41 connected to the ship reception chamber 11, a support 44 articulated on the base 41, a flexible member 43 fixedly arranged between the support 44 and the base 41, a limiting stopper 42 arranged on the outer side of the flexible member and a guide wheel 45 arranged on the support 44 and rolling along the corresponding guide rail 44; and the support 44 comprises two oppositely arranged triangular plates, right-angle parts of the two triangular plates are fixed on a bulge on the inner side of the base 41 through a hinge shaft, the flexible member 43 is arranged between horizontal outer ends and the outer side of the base 41, the flexible member 43 is a spring, and the guide wheel 45 is fixedly arranged between the two triangular plates through an axle above the right-angle parts, as shown in FIG. 21, so the flexible member helps the support to swing around the hinge shaft in order to release jolt caused by an uneven guide rail when the guide wheel 45 meets the uneven guide rail in a rolling procedure, and meanwhile, due to matching of the guide rail and the guide wheel, an overturning torque is automatically provided to perform active correction on the ship reception chamber, thereby prevent the ship reception chamber from tilt.

[0202] The stabilizing and equalizing hydraulic driving system 3 comprises vertical shafts 31, floats 311 arranged in the vertical shafts 31, a water delivery main pipe 32 with water delivery valves 33 and a plurality of branch water pipes, and the lower ends of the branch water pipes are connected to the water delivery main pipe 32; each branch water pipe consists of lower-end straight pipes 321, angle pipes 323 and bifurcated pipes 322 at the middle part, and upper-end straight pipes 324, wherein the lower-end straight pipes 321, the angle pipes 323, the bifurcated pipes 322, and the upper-end straight pipes 324 are classified into the high level and the low level, the lower-end straight pipe 321 at the low level is connected to the water delivery main pipe 21, water outlet ends of the upper-end straight pipes 324 at the high level are located at the bottoms of the vertical shafts 31 correspondingly, energy dissipaters 325 are respectively arranged at the water outlet ends of the upper-end straight pipes 324, and the vertical shafts 31 are communicated with each other through water level equalizing galleries 326; the stabilizing and equalizing hydraulic driving system 3 further comprises first resistance equalizing members 36 arranged at the corners of the angle pipes 323 of the branch water pipes, second resistance equalizing members 37 arranged at the bifurcated pipes 322, circular forced ventilating mechanisms 34 respectively arranged at the front of the water delivery valves 33 of the water delivery main pipe 32 and pressure-stabilizing and vibration-reducing boxes 35 arranged behind the water delivery valves 33, as shown in FIG. 6, FIG. 7 and FIG. 8.

[0203] The bottom of each float 311 is a cone of 120 degrees, and a clearance ratio of the vertical shaft 31 to the float 311 is kept between 0.095 and 0.061 to improve hydrodynamic characteristic change and hydrodynamic output stability of the stabilizing and equalizing hydraulic driving system.

[0204] Each energy dissipater 325 comprises upright rods arranged at the bottom of the vertical shaft at intervals and arranged on the circumference of an water outlet end opening of the upper-end straight pipe 324, and a horizontal baffle arranged at the upper ends of the upright rods, thereby reducing the water flow velocity of the water outlet end through the horizontal baffle, dissipating water energy, reducing impact force of water flow, improving water flow conditions of the bottom of the float, and preventing the float from waggling caused by the fact that the water flow directly impacts the bottom of the float.

[0205] Each first resistance equalizing member 36 is a right-angle elbow, and a closed pipe head extending downwards is arranged below a right-angle part of the right-angle elbow, thereby ensuring that the flow rate of each branch water pipe in a narrow vertical space is equal, and furthest ensuring that the flow rate of each branch water pipe into the corresponding vertical shaft is the same and meets equal resistance setting requirements.

[0206] Each second resistance equalizing member 37 is a solid or hollow cone with a large upper part and a small lower part, the upper end of the cone is fixed on the wall of a horizontal pipe of the bifurcated pipe 322, and the lower end of the cone extends into an upright pipe of the bifurcated pipe 322 downwards, thereby ensuring that the flow rate of each branch water pipe in the narrow vertical space is equal, and furthest ensuring that the flow rate of each branch water pipe into the corresponding vertical shaft is the same and meets equal resistance setting requirements.

[0207] Each circular forced ventilating mechanism 34 comprises a ventilating ring pipe 341 fixed at the exterior of the water delivery main pipe 32, a first through hole 342 is formed in the inner side wall of the ventilating ring pipe 341, the first through hole 342 is communicated with a second through hole 327 formed in the wall of the water delivery main pipe 32, a third through hole 344 is formed in the outer side wall of the ventilating ring pipe 341, the third through hole 344 is connected to an air supply pipe, and the air supply pipe is connected to an air source, so that pressured air is filled into the ventilating ring pipe 341 through the air supply pipe and then is filled into the water delivery main pipe 32 through the first through hole 342 and the second through hole 327, that is, air is mixed into the water, as a result, problems of cavitation and vibration of the water delivery valves 33 of the stabilizing and equalizing hydraulic driving system due to high water level difference under the non-constant action are solved, pressure fluctuation is reduced, a relative cavitation number of the valve is reduced from 1.0 to 0.5, a large-open-degree opening time of the valve is advanced, and water delivery efficiency is improved by more than 60%; four first through holes 342 and four third through holes 344 on the ventilating ring pipe 341 and four second through holes 327 on the water delivery main pipe 32 are symmetrically arranged at intervals, each third through hole 344 is connected to an air supply main pipe 345 through a corresponding air supply branch pipe 343, and the air supply main pipe 345 is connected to the air source namely an air compressor, thereby uniformly mixing the air into the ventilating ring pipe 341 and the water delivery main pipe 32 in multiple paths and multiple points through the air supply branch pipes 343, as shown in FIG. 8, FIG. 10, and FIG. 11.

[0208] Each pressure-stabilizing and vibration-reducing box 35 comprises a housing 351 and an outer beam system 352, a cavity is formed in the housing 351, water inlets 3533 and a water outlet 3512 are formed in the housing 351, the outer beam system 352 is arranged on the outer wall of the housing 351, and inner beam system fences 353 are arranged in the cavity of the housing 351 at intervals; each inner beam system fence 353 comprises a hollow plate formed by crisscrossed vertical rods 3531 and horizontal rods 3532 to match the shape of the cross section of the cavity of the housing 351, and tension diagonals 3536 are arranged in hollowed parts of the hollow plate to reduce disturbance of the inner beam system fence to the water flow to the greatest extent while meeting high-intensity requirements; the crisscrossed vertical rods 3531 and horizontal rods 3532, and the tension diagonals 3536 in the pressure-stabilizing and vibration-reducing box 35 are hollow round tubes, and groove-shaped reinforcing plates 3533 are arranged at crisscrossed parts of the vertical rods 3531 and the horizontal rods 3532; cushion plates 3535 are arranged at connection parts between the inner beam system fences 353 and the side walls of the cavity of the housing 351 and connection parts between the inner beam system fences 353 and the bottom walls of the cavity of the housing 351, as shown in FIG. 16 and FIG. 17; furthermore, reinforcing ribs 3534 are arranged between the cushion plates 3535 and the vertical rods 3531 and between the cushion plates 3535 and the horizontal rods 3532, and filler strips 3537 are arranged at connection parts between the inner beam system fences 353 and the top wall of the cavity of the housing 351, as shown in FIG. 15, thereby facilitating connection with the walls of the cavity of the housing, reducing disturbance to the water flow, and meeting hydrodynamic requirements; a manhole 3513 for overhauling is formed in the housing 351 of the pressure-stabilizing and vibration-reducing box 35, a gas collection groove 3515 is arranged at the back part of the interior of the housing 351, exhaust holes 3514 are formed in the top of the gas collection groove 3515, and the exhaust holes 3514 are connected to an exhaust pipe, as shown in FIG. 13 and FIG. 14; the outer beam system 352 of the pressure-stabilizing and vibration-reducing box 35 coats the whole outer wall of the housing 351, the outer beam system 352 comprises four main cross beam plates 3521, a plurality of secondary cross beam plates 3522, a plurality of vertical beam plates 3523 and a plurality of horizontal beam plates 3524, the main cross beam plates 3521 have the same height and are arranged at intervals, the secondary cross beam plates 3522 are located between each pair of the main cross beam plates 3521 and are shorter than the main cross beam plates 3521, the vertical beam plates 3523 are vertical to the main cross beam plates 3521 and the secondary cross beam plates 3522, have the same height and are arranged at intervals, the horizontal beam plates 3524 have the same width and length and are arranged at intervals, and all the beam plates are in mutually interlacing connection to form the outer beam system 352; a sunken variable-cross-section beam plate set 3525 is arranged on a part, located at a water inlet 3511, of the outer beam system, and the outer side of the variable-cross-section beam plate set 3525 is level with the end face of a flange 354, as shown in FIG. 12; three water inlets 3511 and one water outlet 3512 are formed in the pressure-stabilizing and vibration-reducing box 35 and are respectively located on the front side and the back side of the housing 351, as shown in FIG. 12 and FIG. 13; and the three water inlets 3511 of the pressure-stabilizing and vibration-reducing box 35 are connected to the water delivery main pipe 32 through the water delivery valves 33 and the water delivery pipes, wherein the water delivery valve on the water inlet at the middle part is a main valve, the water delivery valves on the water inlets on the two sides are auxiliary valves, and the circular forced ventilating mechanisms 34 are respectively arranged at parts, located at the front of one main valve and two auxiliary valves, of the water delivery main pipe 32, so that the auxiliary valves with relatively smaller flow rate of delivered water and relatively better cavitation resistance control the ship reception chamber to operate at the low speed (during butt joint), and the main valve with relatively larger flow rate of the delivered water increases the operating speed of the ship reception chamber at the normal lifting stage, resulting in elimination of influence of non-constant flow generated by the stabilizing and equalizing hydraulic driving system to the stability of the operating speed of the ship reception chamber.

[0209] The hydraulic ship lift with anti-overturning capability, provided by the present disclosure, fulfills the following principles and methods.

[0210] For the mechanical synchronizing system, the stabilizing and equalizing hydraulic driving system and the self-feedback stabilizing system, which form the hydraulic ship lift with anti-overturning capability of the present disclosure, their combined anti-overturning capability comprises the following three stages:

[0211] (1) at the first stage, a tilt of a ship reception chamber is <R;

[0212] at this stage, the clearance of the mechanical synchronizing system is not eliminated, so the mechanical synchronizing system does not fully exert the anti-overturning capability, the self-feedback stabilizing system bears initial overturning moment of the ship reception chamber to maintain the ship reception chamber stable, and at this stage, anti-overturning moment provided by the self-feedback stabilizing system fulfills the following formula:

K.sub.d+M.sub.d0=M.sub.d>.sub.d(M.sub.c+M.sub.w)=.sub.d(K.sub.c+M.sub.w)

[0213] overall anti-overturning rigidity of the self-feedback stabilizing system fulfills the following formula:

[00015]$K_d>{}_d\left(K_c+\frac{M_w-M_{d.Math..Math.0}.Math.\text{/}.Math.{}_d}{}\right)$

[0214] in the formulas:

[0215] overturning moment generated by a tilted ship reception chamber is Mc=Kc, and its unit is kN.Math.m;

[0216] overturning rigidity of the ship reception chamber is K.sub.c and its unit is kN;

[0217] a total tilt of the ship reception chamber is and its unit is m;

[0218] initial overturning moment of the ship reception chamber generated by the stabilizing and equalizing hydraulic driving system is M.sub.w and its unit is kN.Math.m;

[0219] a total overturning moment of the ship reception chamber is M.sub.c+M.sub.w=K.sub.c+M.sub.w and its unit is kN.Math.m;

[0220] anti-overturning moment generated by the self-feedback stabilizing system is M.sub.d=K.sub.d+M.sub.d0 and its unit is kN.Math.m;

[0221] pre-loading anti-overturning moment of the self-feedback stabilizing system is M.sub.d0 and its unit is kN.Math.m;

[0222] overall anti-overturning rigidity of the self-feedback stabilizing system is K.sub.d and its unit is kN;

[0223] a safety coefficient .sub.d of the self-feedback stabilizing system is 1.5-2.0;

[0224] the stabilizing and equalizing hydraulic driving system eliminates unbalanced loads of the ship reception chamber and disturbance of the water body in the ship reception chamber by reducing vertical shaft water level difference and operating speed fluctuation of the ship reception chamber so as to reduce the value of the initial overturning moment of the ship reception chamber M.sub.w, and in FIG. 5, it is expressed to reduce the value of initial disturbance overturning moment A of an AB overturning moment curve of the ship reception chamber; and pre-loads of the self-feedback stabilizing system decide the value of M.sub.d0, and the anti-overturning rigidity K.sub.d decides the value of the anti-overturning moment resisting the ship reception chamber;

[0225] (2) at the second stage, the tilt of the ship reception chamber is R<.sub.max;

[0226] this stage is from a moment that the clearance of the mechanical synchronizing system is eliminated to a moment that the tilt of the ship reception chamber is smaller than a designed allowable limit tilt value .sub.max; at this stage, the self-feedback stabilizing system and the synchronizing shafts of the mechanical synchronizing system jointly bear an anti-overturning capability to the ship reception chamber, wherein the synchronizing shafts of the mechanical synchronizing system exert the main anti-overturning capability, and a proportion of the anti-overturning capability achieved by both of the self-feedback stabilizing system and the mechanical synchronizing system is related to the rigidity K.sub.d and K.sub.t of the self-feedback stabilizing system and the mechanical synchronizing system; total anti-overturning moments of the self-feedback stabilizing system and the mechanical synchronizing system fulfills the following formula:

K.sub.d+M.sub.d0+K.sub.T(R)=M.sub.d+M.sub.T>(.sub.d+.sub.T)(M.sub.c+M.sub.w)=(.sub.d+.sub.T)(K.sub.c+M.sub.w)

[0227] overall anti-overturning rigidity of the mechanical synchronizing system fulfills the following formula:

[00016]$K_T>\frac{\left({}_d+{}_T\right)\left(K_c+M_w\right)-K_d-M_{d.Math..Math.0}}{\left(-.Math..Math.R\right)}$

[0228] in the formulas:

[0229] anti-overturning moment generated by the synchronizing shafts of the mechanical synchronizing system is M.sub.T=K.sub.T(R) and its unit is kN.Math.m;

[0230] clearance of the mechanical synchronizing system is and its unit is radian;

[0231] radius of each drum is R and its unit is m;

[0232] overall anti-overturning rigidity of the mechanical synchronizing system is K.sub.T and its unit is kN;

[0233] a safety coefficient .sub.T of the mechanical synchronizing system is 6-7;

[0234] the clearance R of the mechanical synchronizing system decides a position, at which the mechanical synchronizing system starts exerting the anti-overturning capability, and in FIG. 5, it is expressed to be the value of an E value; the overall anti-overturning rigidity K.sub.T of the mechanical synchronizing system decides the value of the anti-overturning moment of the ship reception chamber, and in FIG. 5, it is expressed to be slope of an EF anti-overturning moment curve; and the larger the overall anti-overturning rigidity K.sub.T is, the larger the slope is, and the stronger the system anti-overturning capability is;

[0235] at the third stage, the tilt of the ship reception chamber is .sub.max;

[0236] when the tilt of the ship reception chamber exceeds a designed allowable maximum tilt value .sub.max, the self-feedback stabilizing system exerts a tilt of a ship reception chamber limiting function; continuously increased overturning moment of the ship reception chamber is exerted on the mechanical synchronizing system; at this stage, the stabilizing and equalizing hydraulic driving system is closed, the ship reception chamber of the ship lift stops operating, safety devices on the drums of the mechanical synchronizing system start to operate, the continuously increased overturning moment of the ship reception chamber is born by the safety devices on the drums; and drum braking force fulfills the following formula:

F.sub.z.sub.zF.sub.c

[0237] in the formula:

[0238] total drum braking force is F.sub.z and its unit is kN;

[0239] total weight of the water body in the ship reception chamber is F.sub.c and its unit is kN; and

[0240] a safety coefficient of the drum braking force is .sub.z of 0.4-1.0.

[0241] The mechanical synchronizing system fulfills the following principles and methods:

[0242] in the mechanical synchronizing system of the present disclosure, the two rows of drums, the couplings, the synchronizing shafts, the bevel gear pairs, the couplings and the horizontal synchronizing shafts are completely symmetric, the ship reception chamber is fully leveled, stress and friction of each drum and each wire rope are totally the same, and rigidity influence from the ship reception chamber and the wire ropes are ignored, so that the rigidity and the intensity of the mechanical synchronizing system fulfill the following principles and methods, which are specifically as follows:

[0243] I. Rigidity Setting Method

[0244] maximum tilt load P acting on the mechanical synchronizing system by the tilted ship reception chamber is calculated according to the following formula:

[00017]$\begin{array}{cc}.Math..Math.P=\frac{\left(.Math..Math.h+.Math..Math.h_0\right).Math.L_c.Math.B_c.Math..Math..Math.g}{24}+\frac{M_b+M_p}{2.Math.L_c}& \left(1\right)\end{array}$

[0245] in the formula:

[0246] h is a tilt of a ship reception chamber caused by deformation of the synchronizing shafts under unbalanced loads and clearance sum of the synchronizing shafts, and its unit is m;

[0247] h.sub.0 is a tilt of a ship reception chamber caused by machining and mounting errors of the drums, wire ropes and the like when the ship reception chamber lifts up and down, and its unit is m;

[0248] L.sub.c is length of the ship reception chamber and its unit is m;

[0249] B.sub.c is width of the ship reception chamber and its unit is m;

[0250] is density and its unit is kg/m.sup.3;

[0251] g is gravitational acceleration and its unit is m/s.sup.2;

[0252] M.sub.b is overturning moment caused by water surface fluctuation of the ship reception chamber and its unit is kN.Math.m;

[0253] M.sub.p is overturning moment caused by eccentric loads of the ship reception chamber and its unit is kN.Math.m;

[0254] when the tilt .sub.h of the ship reception chamber is caused by the deformation of the synchronizing shafts under unbalanced loads and the clearance sum of the synchronizing shafts, anti-overturning force F, which is acting on the ship reception chamber through the drums, of the mechanical synchronizing system is calculated according to the following formula:

[00018]$\begin{array}{cc}.Math..Math.F=\frac{.Math..Math.h-{}_2.Math.R+4.Math.M_f.Math.R.Math.\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}}{R^2.Math.\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}}& \left(2\right)\end{array}$

[0255] in the formula:

[0256] F is anti-overturning force acting on the ship reception chamber and its unit is kN;

[0257] h is the tilt of the ship reception chamber caused by deformation of the synchronizing shafts under unbalanced loads and clearance sum of the synchronizing shafts, and its unit is m;

[0258] .sub.2 is total clearance among the synchronizing shafts and its unit is radian;

[0259] R is radius of the drum and its unit is m;

[0260] M.sub.f is torque generated by friction force of a single drum and its unit is kN.Math.m;

[0261] G is shearing modulus of elasticity and its unit is kPa;

[0262] L.sub.i is length of the i-th synchronizing shaft and its unit is m;

[0263] I.sub.pi is polar moment of inertia of the section of the i-th synchronizing shaft, wherein:

[00019]$I_p=\frac{.Math..Math.D^4}{32}.Math.\left(1-a^4\right)$

[0264] in the formula:

[0265] D is outer diameter of the synchronizing shaft;

[0266] a is inner diameter/outer diameter of a hollow synchronizing shaft; if it is a solid synchronizing shaft, the inner diameter is equal to 0, namely a=0;

[0267] therefore, in the absence of the intensity loss of the synchronizing shaft, it can be seen that:

[0268] (1) F>P, a tilt h of a ship reception chamber is reduced when the deformation of the synchronizing shafts under unbalanced loads and the clearance sum of the synchronizing shafts cause the ship reception chamber to incline by h, and anti-overturning force F acting on the ship reception chamber by the drums is larger than maximum tilt load P acting on the mechanical synchronizing system by the tilted ship reception chamber;

[0269] (2) F<P, when the tilt h of the ship reception chamber is continuously increased, the synchronizing shafts need to generate larger torsional deformation and generate larger resistance force, so that the balance of the ship reception chamber can be ensured;

[0270] (3) F=P, when the tilt h of the ship reception chamber is equal to the maximum tilt load P acting on the mechanical synchronizing system by the tilted ship reception chamber, the ship reception chamber is stable, so:

[00020]$=\frac{L_c.Math.B_c.Math..Math..Math.g}{24},=R.Math.\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}$

[0271] according to the condition that the ship reception chamber is stable, namely F=P, it can be seen that the following conditions that the ship reception chamber is stable are fulfilled:

[00021]$\begin{array}{cc}.Math..Math.h=\frac{{}_2.Math.R}{1-.Math..Math..Math..Math.R}+\frac{.Math..Math.h_0.Math..Math..Math..Math..Math.R}{1-.Math..Math..Math..Math.R}+\frac{.Math..Math.R\left(M_b+M_p\right)}{2.Math.L_c\left(1-.Math..Math..Math..Math.R\right)}-\frac{4.Math..Math..Math.M_f}{1-.Math..Math..Math..Math.R}& \left(3\right)\end{array}$

[0272] due to h0, the total rigidity of the mechanical synchronizing system is defined as

[00022]$K=\frac{1}{\underset{i=1}{\overset{n}{.Math.}}.Math.\frac{L_i}{{\mathrm{GI}}_{\mathrm{pi}}}},$

and an essential condition which makes the formula (4) workable is 1>, that is, an essential condition, under which the mechanical synchronizing system can keep the ship reception chamber stable, is:

[00023]$\begin{array}{cc}K>\frac{L_c.Math.B_c.Math..Math..Math.{\mathrm{gR}}^2}{24}& \left(4\right)\end{array}$

[0273] when the ship reception chamber lifts up and down, the allowable maximum tilt of a ship reception chamber is h.sub.max, so that the rigidity of the mechanical synchronizing system further fulfills:

.sub.1(.sub.2R+h.sub.0)+.sub.2(M.sub.b+M.sub.p).sub.3M.sub.fh.sub.max(5)

[0274] in formula:

[0275] (1) .sub.1(.sub.2R+h.sub.0) is tilt generated by manufacturing errors, namely a tilt of a ship reception chamber caused by the clearance of the mechanical synchronizing system, wire rope errors and the like, wherein

[00024]${}_1=\frac{1}{1-.Math..Math..Math..Math.R}$

is defined as manufacturing error tilt coefficient, g.sub.1 is defined as coefficient related to the dimension of the ship reception chamber and the rigidity of the synchronizing shaft, .sub.1[1,+), can be seen by combining with the formula (5), and .sub.1 is a numerical value larger than or equal to 1 according to the definition of the coefficient 1; the larger the rigidity of the synchronizing shaft is, the smaller the value of 1 is, but the value of 1 is not smaller than 1; and when the rigidity of the synchronizing shaft is infinitely large, 1=1, and at this point, the maximum a tilt of a ship reception chamber caused by the manufacturing errors is .sub.2R+h.sub.0; therefore, .sub.1 exerts an enlarging function to the tilt of the ship reception chamber caused by the manufacturing errors, wherein the smaller the rigidity of the synchronizing shaft is, the larger the enlarging function to the tilt of the ship reception chamber caused by the manufacturing errors is; and the larger the rigidity of the synchronizing shaft is, the smaller the enlarging function to the tilt of the ship reception chamber caused by the manufacturing errors is;

[0276] (2) .sub.2(M.sub.b+M.sub.p) is a tilt H.sub.2 of a ship reception chamber caused by the overturning moment, namely a tilt of a ship reception chamber generated under the action of overturning moment caused by water surface fluctuation, ship reception chamber eccentric loads and the like, wherein

[00025]${}_2=\frac{.Math..Math.R}{2.Math.L\left(1-.Math..Math..Math..Math.R\right)}$

is defined as fluctuation tilt coefficient, .sub.2.fwdarw.0 when the rigidity is infinitely large, and at this point, influence on the tilt of the ship reception chamber due to the overturning moment caused by the water surface fluctuation is smaller;

[0277] (3) .sub.3M.sub.f is resistance, generated by system friction force, to the tilt of the ship reception chamber, wherein

[00026]${}_3=\frac{4.Math.}{1-.Math..Math..Math..Math.R}$

is defined as friction force tilt resistance coefficient, and the larger the system friction force is, the more the reduction of the tilt of the ship reception chamber is helpful;

[0278] therefore, the mechanical synchronizing system has the anti-overturning capability, and the rigidity of the synchronizing shafts of the mechanical synchronizing system simultaneously fulfills formula (4) and formula (5);

[0279] II Intensity Setting Method

[0280] maximum torque of the synchronizing shaft T.sub.N during operation of the ship reception chamber is expressed to be:

T.sub.N=.sub.1M.sub.Q+2L(.sub.2R+h.sub.0).sub.3M.sub.f+M.sub.k+M.sub.g=.sub.1M.sub.Q+.sub.2(.sub.2R+h.sub.0).sub.3M.sub.f+M.sub.k+M.sub.g

[0281] in formula:

[0282] .sub.1 is overturning moment coefficient;

[0283] M.sub.Q is an overturning moment of a ship reception chamber and its unit is kN.Math.m;

[0284] .sub.2 is manufacturing error coefficient;

[0285] .sub.2R+h.sub.0 is manufacturing errors of the mechanical synchronizing system;

[0286] .sub.1M.sub.Q represents influence on the torque of the synchronizing shaft due to an overturning moment of a ship reception chamber M.sub.Q generated by water surface fluctuation of the ship reception chamber, eccentric loads of the ship reception chamber and the like;

[0287] .sub.2(.sub.2R+h.sub.0) represents influence on the torque of the synchronizing shaft due to the manufacturing errors .sub.2R+H.sub.0 of the mechanical synchronizing system after water is loaded to the ship reception chamber;

[0288] .sub.1M.sub.Q+.sub.2(.sub.2R+h.sub.0) represents influence on the torque of the synchronizing shaft loads due to the water body in the ship reception chamber;

[0289] .sub.3M.sub.f reflects resistance of system friction force to the torque of the synchronizing shaft;

[0290] M.sub.k reflects internal torque change of the synchronizing shaft generated by the mounting errors and the like when the synchronizing shafts rotate;

[0291] M.sub.g reflects initial torque generated to the synchronizing shafts due to unbalance stress of adjacent drums and wire ropes when the ship reception chamber is initially leveled;

[0292] when the ship reception chamber without water lifts up and down, influence of both .sub.1M.sub.Q+.sub.2(.sub.2R+h.sub.0) can be ignored, so, when the ship reception chamber without water lifts up and down, the torque of the synchronizing shaft can be expressed to be:

T.sub.N=.sub.3M.sub.f+M.sub.k+M.sub.g

[0293] III Clearance and Manufacturing Error Control Conditions

[0294] Clearance .sub.2R and manufacturing error tilt h.sub.0 of the mechanical synchronizing system are controlled according to the following conditions:

[00027]$\begin{array}{cc}\left({}_2.Math.R+.Math..Math.h_0\right)\frac{.Math..Math.h_{\max }+{}_3.Math.M_f-{}_2\left(M_b+M_p\right)}{{}_1}& \left(6\right)\\ \left({}_2.Math.R+.Math..Math.h_0\right)\frac{\left(M_{\max }-M_k-M_g\right)+{}_3.Math.M_f-{}_1.Math.M_Q}{2.Math.L.Math..Math..Math..Math.{}_1}& \left(7\right)\end{array}$

[0295] in the formulas:

[0296] h.sub.max is allowable maximum tilt of a ship reception chamber and its unit is m;

[0297] M.sub.max is allowable maximum torque of the mechanical synchronizing system and its unit is kN.Math.m; and the meanings of the residual signs are ditto.

[0298] Other settings of the mechanical synchronizing system are carried out by routine.

[0299] Comparing the foregoing settings with the prior art, it can be seen that: the tilt of the ship reception chamber of the ship lift of the present disclosure is further smaller than the tilt of the ship reception chamber of the ship lift in the prior art; when the tilt moment of water surface fluctuation is 20*10.sup.3 kN.Math.m, the ship reception chamber generates tilt of about 15.6 cm based on actual measurement in the prior art, but the ship reception chamber only generates tilt of 3.0 cm in the present disclosure, as shown in FIG. 23; furthermore, after the mechanical synchronizing system with anti-overturning capability is arranged in the present disclosure, the maximum torque generated by the water surface fluctuation of the ship reception chamber may also be remarkably reduced; and when the overturning moment of the water surface fluctuation is 20*10.sup.3 kN.Math.m, the maximum torque of the synchronizing shaft in the prior art is 554 kN.Math.m, but the maximum torque of the synchronizing shaft in the present disclosure is 338.6 kN.Math.m, as shown in FIG. 24.

[0300] In a ship reception chamber dynamic operation test of 1:10, the mechanical synchronizing system with anti-overturning capability of the present disclosure can ensure that the hydraulic ship lift is a convergent and stable system, the tilt of the ship reception chamber and ship reception chamber water surface fluctuation are not increased and diverged, and in a lifting operation procedure of the ship reception chamber with water, the longitudinal tilt of the ship reception chamber is only increased by 3.5 cm, the maximum torque of the synchronizing shaft change amplitude is 192.6 kN.Math.m, and the ship reception chamber does not generate a stabilization failure condition in the whole operation procedure.

[0301] The water delivery main pipe and the plurality of branch water pipes of the stabilizing and equalizing hydraulic driving system fulfill the following principles and methods:

[0302] the water delivery main pipe and the branch water pipes incorporate the requirement that water flow inertia length is completely the same, specifically, length and section dimension of a pipe segment from a water delivery main pipe entrance to a corresponding vertical shaft (exit) are completely equal to total length and total section dimension of a corresponding branch water pipe, so as to meet equal inertia setting requirements.

[0303] Maximum flow rate of the branch water pipes is smaller than 6 m/s, so, the first resistance equalizing members 36 and the second resistance equalizing members 37 are respectively arranged at the corners of the angle pipes and the bifurcated pipes in order to ensure that the flow rate of each branch water pipe in the narrow and vertical space is the same, and furthest ensure that the flow rate of each branch water pipe into the corresponding vertical shaft is the same and meets equal resistance setting requirements.

[0304] The communicated water level equalizing gallery 326 is arranged at the bottom of each vertical shaft 31 and minimum cross section area of the water level equalizing gallery 326 is calculated by the following method:

[00028]$\begin{array}{cc}=K.Math.\frac{2.Math.C.Math.\sqrt{H}}{.Math..Math.T.Math.\sqrt{2.Math..Math.g}}& \left(8\right)\end{array}$

[0305] in the formula:

[0306] is area of the water level equalizing gallery and its unit is m.sup.2;

[0307] C is area of adjacent vertical shafts and its unit is m.sup.2;

[0308] H is allowable maximum water level difference of adjacent vertical shafts, and its unit is m;

[0309] is flow rate coefficient of the water level equalizing gallery;

[0310] T is maximum water level difference allowable lasting time and its unit is s;

[0311] K is safety coefficient of 1.5-2.0; and

[0312] g is gravitational acceleration and its unit is m/s.sup.2.

[0313] Based on calculation of formula (8), the area of the water level equalizing gallery 326 is set larger than 7 m.sup.2; the water level difference among the vertical shafts 31 is set smaller than 0.6 m, the water level difference lasting time is smaller than 5 s, thereby avoiding accumulation of the water level difference among the vertical shafts 31.

[0314] Other settings of the stabilizing and equalizing hydraulic driving system are carried out by routine.

[0315] In the present disclosure, due to the circular forced ventilating mechanism arranged at the front of the water delivery valves and the pressure-stabilizing and vibration-reducing box arranged behind the water delivery valves, cavitation and vibration problems of the water delivery valves are solved, pressure fluctuation is reduced, large-open-degree opening time of the water delivery valves is advanced, water delivery efficiency is improved, and damage of the water delivery valves and the water delivery pipes due to hydrodynamic cavitation is avoided. Based on observation results, it can be seen that: both of the circular forced ventilating mechanism arranged at the front of the water delivery valves and the pressure-stabilizing and vibration-reducing box arranged behind the water delivery valves are combined for the use so as to effectively restrain cavitation and cavitation damage of the water delivery valves, reduce vibration acceleration and improve the water delivery efficiency, namely:

[0316] (a) comparing each pressure-stabilizing and vibration-reducing box in the present disclosure with that in the prior art, when acting water head of water delivery valves with the same open degree is generally improved by 5 m, the maximum flow rate is increased from 14.3 m.sup.3 to 21.0 m.sup.3; water delivery time is shortened from 3213 min to 15.4 min; meanwhile, the pressure-stabilizing and vibration-reducing box greatly improves adverse water flow conditions in the prior art, and in the same open degree mode, root mean square maximum value of the pressure fluctuation is reduced from 2.7 m water column (as shown in FIG. 25) to 0.09 water column (as shown in FIG. 26); water delivery valve relative cavitation number is increased by 30%-40%, and a cavitation resisting function is outstanding; furthermore, root mean square value of maximum acceleration of each measurement point of the pressure-stabilizing and vibration-reducing box is meanly reduced by 36%, and its natural vibration frequency is high and over 1 kHz, so no resonance with water flow fluctuating load occurs, and structure designs and mounting meet vibration-resistance design requirements;

[0317] (b) after the circular forced ventilating mechanisms and the pressure-stabilizing and vibration-reducing boxes are jointly used, the pressure fluctuation is further reduced and is generally reduced by about 20%; after the circular forced ventilating mechanisms mix air into the water, air sound level of the water delivery valves is meanly reduced by 5 dB, and water flow noise is steady without abnormal sounds in a range of no reverberant sound; nearly no cavitation fluctuation signal is detected (as shown in FIG. 28), FIG. 27 illustrates the prior art, and the noise intensity is large; cavitation noise pressure level is reduced by 20 dB to 30 dB, air mixing ensures no cavitation operation condition, water delivery pipe vibration acceleration is meanly reduced by 80% to 90%, FIG. 29 illustrates that an air-mixing vibration reducing effect is remarkable, 60% of air can be exhausted, 40% of air enters the vertical shafts 31, no air bag forms, the stability of water surfaces of the vertical shafts 31 are not influenced, and after the air is mixed, fluctuation amplitude of the water surfaces of the vertical shafts 31 is smaller than +/0.05 m; and

[0318] (c) after the circular forced ventilating mechanisms and the pressure-stabilizing and vibration-reducing boxes are jointly used, acting water head of the main water delivery valve with the corresponding open degree is largely improved, water delivery time is shortened, and by utilizing a reasonably optimized opening manner, the water delivery time is ensured to be within 15 min.

[0319] Based on prototype observation of the hydraulic ship lift of the present disclosure, it can be seen that: after the hydraulic stabilizing and equalizing system of the present disclosure is optimized and modified, and when the flow rate is over 20 m.sup.3/s and the water delivery time is within 15 min, maximum water surface fluctuation of the vertical shafts is only +/5 cm, as shown in FIG. 30, the water level difference of the adjacent vertical shafts is smaller than 3 cm, no cavitation condition occurs in a valve operating procedure, and vibration acceleration is largely reduced.

[0320] Due to arrangement of the water level equalizing galleries 326 among the vertical shafts 31, the water level difference of the vertical shafts 31 is reduced, and synchronism is improved, as shown in FIG. 35; FIG. 34 is a relational diagram of water level difference among vertical shafts 31 before the water level equalizing galleries 326 are not arranged, and obviously the arrangement of the water level equalizing galleries 326 greatly improve the water level difference among the vertical shafts 31, as shown in FIG. 35, so that the level of each vertical shaft 31 is close to be equal.

[0321] The foregoing fully shows that hydrodynamic synchronism of the utilized stabilizing and equalizing hydraulic driving system is good, and excellent hydrodynamic conditions are provided for reduction of the torque of the synchronizing shaft and stable operation of the ship reception chamber.

[0322] The self-feedback stabilizing system of the ship reception chamber fulfills the following principles and methods:

[0323] to improve adaptive capacity of a guide wheel mechanism to guide rail precision, control maximum deformation of the guide wheel mechanism, and prevent ship reception chamber self-feedback stabilizing system failure caused by flexible member failure, the self-feedback stabilizing system of the ship reception chamber fulfills the following principles and methods:

[0324] (1) overturning moment after the ship reception chamber tilts is calculated by the following formula:

N.sub.qf=(2L.sub.c)B.sub.c(L.sub.c)unit: t.Math.m

[0325] anti-overturning moment of the guide wheel mechanism is calculated by the following formula:

N.sub.kf=4(2/L)L*K*L*unit: t.Math.m

[0326] in the foregoing two formulas:

[0327] L.sub.c is length of the ship reception chamber and its unit is m;

[0328] B.sub.c is width of the ship reception chamber and its unit is m;

[0329] L* is an interval of guide wheels on the same side of the guide wheel mechanism, and its unit is m;

[0330] K* is rigidity of the flexible members in the guide wheel mechanism and its unit is t/m;

[0331] is a tilt of a ship reception chamber and its unit is m; by taking the transverse center line of the ship reception chamber as reference, one end is reduced by , one end is increased by , and the height difference of these two ends is 2; and

[0332] L is the length of the ship reception chamber.

[0333] (2) the rigidity of the flexible members in the guide wheel mechanism fulfills the following formula:

K*=N.sub.kf/N.sub.qf

[0334] K*>1 represents that the guide wheel mechanism has an anti-overturning capability;

[0335] K*<1 represents that the guide wheel mechanism does not have the anti-overturning capability; and

[0336] K*=1 represents that the guide wheel mechanism provides an unstable anti-overturning capability.

[0337] (3) clearance of the limiting stoppers in the guide wheel mechanism fulfills the following principles and methods:

[0338] maximum unevenness of the guide rail is supposed to be ,

[0339] so, in the operation procedure, along with the rolling of the guide wheels, rotation displacement at clearance of the guide wheel is:

*=(a*/b*)

[0340] to prevent the guide wheel operation from jamming, the following condition is fulfilled:

*>

[0341] Other settings of the self-feedback stabilizing system are carried out by routine.

[0342] Due to arrangement of the self-feedback stabilizing system of the ship reception chamber, the ship reception chamber with water operates in whole upstream and downstream procedures on the basis of level and stabilization, wherein variation with distance of upstream longitudinal tilt of the ship reception chamber is as shown in FIG. 31, variations with distance of longitudinal overturning moment and anti-overturning moment of the ship reception chamber are as shown in FIG. 32 and FIG. 33, it can be seen that longitudinal overturning of the ship reception chamber shows a stable fluctuation procedure, fluctuation amplitude is relatively smaller and can be recovered after every tilt, maximum longitudinal tilt in the upstream procedure is about 50 mm, maximum guide wheel pressure is smaller than 20 t, the self-feedback stabilizing system and the mechanical synchronizing system of the ship reception chamber commonly bear the longitudinal overturning moment of the ship reception chamber, the sum of their anti-overturning moments basically matches with the longitudinal overturning moment, and the ship reception chamber is always under a stable and convergent condition, thereby solving a problem that severe tilt of the ship reception chamber is over 300 mm and is gradually increased when the self-feedback stabilizing system of the ship reception chamber is not arranged along the distance; certainly anti-overturning capability of the self-feedback stabilizing system of the ship reception chamber with the distance are remarkable, so that unstable divergence characteristic of a mechanical lifting system of the hydraulic ship lift generates fundamental change and becomes a stable and convergent system.

[0343] Based on the foregoing implementation scheme, it shows that: the stabilizing and equalizing hydraulic driving system achieves synchronous, stable, quick and efficient hydraulic conditions, establishes the foundation for stable and efficient operation of the ship lift; the mechanical synchronizing system reduces the tilt of the ship reception chamber and the torque of the synchronizing shaft, and provides conditions for safe and stable operation of the ship lift; and the self-feedback stabilizing system of the ship reception chamber can flexible fit unevenness of the guide rails and ensures that the ship reception chamber horizontally and stably lifts up and down, and under minor fluctuation, the tilt and the stress are further reduced. Therefore, the foregoing multiple systems jointly work to form a hydraulic ship lift with anti-overturning capability, and ensures that the hydraulic ship lift can stably and efficiently operate.

[0344] In the present disclosure, coupling effects of each system and anti-overturning capability protection mechanism to the whole ship reception chamber are as follows.

[0345] The stabilizing and equalizing hydraulic driving system, the active anti-overturning capability mechanism synchronizing system and the self-feedback stabilizing system of the ship reception chamber jointly work, and their anti-overturning capability interaction relations are as shown in FIG. 5. In FIG. 5, AB is a tilt moment change curve generated by the tilted ship reception chamber, JHC is an anti-overturning moment curve generated by the self-feedback stabilizing system of the ship reception chamber, EF is an anti-overturning moment curve generated by the active anti-overturning capability mechanism synchronizing system, and JHI is anti-overturning moment provided by multiple systems.

[0346] The stabilizing and equalizing hydraulic driving system mainly controls the value of the initial overturning moment value A of the ship reception chamber, and eliminates unbalanced loads of the ship reception chamber and disturbance of the water body in the ship reception chamber by reducing vertical shaft water level difference and ship reception chamber operating speed fluctuation. FIG. 5 shows reducing the value of the initial disturbance overturning moment value A of the tilt moment curve AB of the ship reception chamber.

[0347] Preloads and rigidity of the self-feedback stabilizing system mainly control the value of initial tilt disturbance resistance value J to the ship reception chamber. The clearance of the active anti-overturning capability mechanism synchronizing system influences the value of the initial tilt value E of the ship reception chamber when the system starts exerting the anti-overturning capability. The rigidity of the self-feedback stabilizing system and the active anti-overturning capability mechanism synchronizing system decides slope of the anti-overturning moment curves JHC and EF, and the larger the rigidity is, the larger the slope value is, and the stronger the anti-overturning capability is.

[0348] An interaction relation of the self-feedback stabilizing system and the active anti-overturning capability mechanism synchronizing system is divided into three stages to exert an integral anti-overturning capability of the ship reception chamber:

[0349] at first stage, before synchronizing shaft clearance is eliminated (DE), the active anti-overturning capability mechanism synchronizing system does not fully exert the anti-overturning capability, and the self-feedback stabilizing system bears the initial overturning moment of the ship reception chamber to exert a leading function of keeping the ship reception chamber stable;

[0350] at second stage, it is from the moment after the synchronizing shaft clearance is eliminated to a working range of the self-feedback stabilizing system (EG), the self-feedback stabilizing system and the active anti-overturning capability mechanism synchronizing system commonly exert the main anti-overturning capability of the ship reception chamber, proportion of the anti-overturning capability achieved by both of the self-feedback stabilizing system and the mechanical synchronizing system is related to the rigidity of the self-feedback stabilizing system and the mechanical synchronizing system, and the larger the rigidity of the mechanical synchronizing system is, the larger the proportion of the anti-overturning capability achieved by the mechanical synchronizing system at the EG stage is.

[0351] at third stage, the tilt of the ship reception chamber is over a working range (larger than point G) of the self-feedback stabilizing system of the ship reception chamber, the self-feedback stabilizing system exerts a tilt of a ship reception chamber limiting function, and the continuously increased overturning moment of the ship reception chamber is born by the mechanical synchronizing system.

[0352] When the tilt of the ship reception chamber is over G, the stabilizing and equalizing hydraulic driving system is closed, the ship reception chamber of the ship lift stops operating, the brakes on the drums in the active anti-overturning capability mechanism synchronizing system start to work so as to prevent the drums from rotating, and the continuously increased overturning moment of the ship reception chamber is born by the brakes on the drums.