Navigation control method for opening lock opening operation mode of ship lock

Abstract

The invention discloses a ship lock opening operation mode navigation control method which is characterized in that after an opening operation mode is determined, an upstream ship lock and a downstream ship lock are opened to drain water, the water flow velocity is predicted, the time required for the flow velocity to reach a safety threshold value is judged, and when the required time is smaller than a preparation time value, a ship is informed to start navigation preparation; and when the flow velocity reaches a safety threshold, the ship is notified to navigate. The ship navigation time can be predicted in advance after the ship lock is opened, the ship is informed to shorten the response time of the ship, the navigation efficiency is improved, meanwhile, the adopted ship lock opening water flow speed simulation method has the advantage that higher simulation precision can be obtained with less calculation power, and the navigation control accuracy is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of lock opening control, and particularly relates to a navigation control method for a lock to operate in an open-lock mode. Background Art

[0002] As a key water conservancy navigation facility, the core function of a lock is to enable ships to safely pass through a channel with a complex water level gradient by adjusting the water level. The traditional operation of a lock uses the method of filling and discharging water to overcome the water level difference, but there are significant efficiency bottlenecks in this process: the single operation takes 0.5 - 1 hour, resulting in a significant increase in the ship detention time. The open-lock navigation of a lock is a way to directly open the lock for ships to pass through without filling and discharging water to overcome the water level difference. Generally, for special working conditions such as maintenance, expansion, and upgrade of the lock system, the open-lock mode needs to be adopted for navigation. At the same time, when the water level difference between the upstream and downstream of the lock is relatively low, the open-lock mode can also be adopted for navigation to shorten the waiting time and improve the navigation efficiency.

[0003] Although the current navigation specifications mention the emergency mechanism for open-lock, there are significant technical gaps - there is neither a clear operating procedure nor a scientific decision-making criterion. The existing method for determining the open-lock conditions of a lock is based on the combination of sensors, real-time data calculation, and management programs. However, this method has the following defects: 1. The existing method for determining the open-lock conditions of a lock is based on long-term measured data, which requires a large amount of manpower, material resources, and time costs, lacking economy. 2. The existing method for determining the open-lock conditions of a lock cannot predict in advance the time when the open-lock meets the passing conditions, lacking the efficiency of advance scheduling.

[0004] CN201910119402.6 once disclosed a control method for the open-lock operation of a triangular gate lock. This method is to set multiple water level measuring points to detect the water level change after the valve is opened, and analyze and judge the time to open the lock. This method is a real-time judgment method based on measured data and cannot achieve open-lock prediction in advance. At the same time, in the open-lock operation mode of this method, the valve is opened to drain water before opening the lock. However, in actual situations, the water level difference between the upstream and downstream of the lock that meets the open-lock operation conditions is not too large, and direct opening of the gate to drain water should be considered to shorten the waiting time.

[0005] CN201910982022.5 once disclosed a method for determining the safe operation conditions of a lock when opening the lock in a tidal reach. This patent sets different water level differences between the upstream and downstream, establishes a relational expression between the water level difference and the flow velocity on the front surface of the lock gate; and establishes a flow rate calculation formula for the lock chamber when opening the lock. The average flow velocity in front of the lock gate is determined through this formula, and a relational expression between the water level difference and the force on the lock gate hoist is established through force analysis; according to the flow velocity limit condition in the lock chamber and the maximum rated force condition of the hoist, the critical conditions for opening the lock that meet the flow velocity condition and the hoist force condition are comprehensively obtained. This method not only requires real-time measurement of the water level difference for calculation and cannot be evaluated in advance, but also the objective variables for opening the lock in this method are judged only based on the water level difference value. However, the water level difference is not the only factor determining the flow velocity in the lock chamber. The flow velocity in the lock chamber is also related to the flow velocity of the water source. Therefore, the accuracy of this judgment method is relatively poor.

[0006] Therefore, how to provide a method that can estimate in advance the time required to reach the navigation condition after opening the lock in the opening-lock operation mode, so that it can inform the ship to prepare in advance (cast off the mooring line) to improve the ship's response rate, and then improve the navigation efficiency of the lock has become a problem to be considered and solved by those skilled in the art. Summary of the Invention

[0007] Aiming at the deficiencies of the above-mentioned prior art, the technical problem to be solved by the present invention is: how to provide a navigation control method for the opening-lock operation mode of a lock that can predict in advance the ship navigation time after opening the lock and inform the ship to shorten the ship's response time and improve the navigation efficiency.

[0008] To solve the above technical problems, the present invention adopts the following technical solutions: A navigation control method for the opening-lock operation mode of a lock, characterized in that after determining the opening-lock operation mode, the upstream and downstream locks are opened to drain water, and the water flow velocity is predicted, the time required for the flow velocity to reach the safety threshold is judged. When the required time reaches the preparation time value, the ship is notified to start preparing for navigation, and when the flow velocity reaches the safety threshold, the ship is notified to navigate.

[0009] In this way, the present invention predicts in advance the time required to reach the navigation condition after opening the lock and informs the ship. The berthed ship can start preparing work such as casting off and taking in the mooring line in advance. When the flow velocity reaches the safety threshold, the ship is notified to navigate. At this time, the ship can immediately start navigating. Therefore, the ship navigation response time is shortened, and the navigation efficiency is greatly improved.

[0010] Further, the preparation time value is the time required for the ship to prepare to set sail (including completing preparation work such as casting off and taking in the mooring line), generally 10 - 15 minutes.

[0011] Further, the method for predicting the water flow velocity includes the following steps: Step a: Obtain the CAD drawings, design parameters related to the ship lock, and historical hydrological data of the ship lock, and establish a contour structure model of the water flow area required for numerical simulation of water flow. Step b: Based on the contour structure model of the water flow area established in step a, conduct three-dimensional mesh division of the water flow area, select the corresponding water flow simulation control equations and numerical methods, and establish a three-dimensional water flow mathematical model for the velocity field. Then, taking different upstream water levels and downstream water levels as initial conditions, conduct open-lock water flow simulation to obtain a data set of the variation of water flow velocities at various positions in the ship lock and the upstream and downstream approach channels over time under different upstream and downstream water levels. Construct a corresponding four-dimensional database (Z1-Z2-t-V), where Z1 represents the upstream water level before opening the lock, Z2 represents the downstream water level before opening the lock, t is the time value after opening the lock, and V is the water flow velocity at various positions in the ship lock and the upstream and downstream at the corresponding t value. Step c: Using the actual upstream water level value and downstream water level value before opening the lock, match the data set with the same or closest upstream and downstream water level values in the database to obtain a series of values of the water flow velocity at various positions in the ship lock over time under this water level condition. Step d: Based on the series of water flow velocity values obtained in step c, determine the time value after opening the lock when the maximum water flow velocity at various positions in the ship lock and the upstream and downstream approach channels is equal to the safety threshold, and use it as the predicted time value.

[0012] In this way, through the method of building a dynamic four-dimensional array structure database after modeling for prediction and judgment, not only the dependence on long-term measured data is reduced, but also the implementation cost is lowered. This method can more efficiently obtain the water flow change law under the operating conditions of the ship lock, thereby improving economic efficiency.

[0013] Furthermore, the design parameters related to the ship lock obtained in step a include the ship lock size parameters and the approach channel size parameters. In this way, only partial areas of the ship lock and the approach channel are simulated, which can meet the water flow velocity prediction requirements and has less computational workload.

[0014] Furthermore, the contour structure model of the water flow area in step a includes the contour structures of the ship lock and the approach channel, and the model slot depth is determined according to the water depth at the historical highest water level in the corresponding area. This ensures that simulation and prediction can be successfully achieved under conditions lower than the historical highest water level.

[0015] Furthermore, in step b, when conducting open-lock water flow simulation, the initial condition is that the water level inside the ship lock is at the intermediate water level between the upstream and downstream; during navigation control, after determining the open-lock operation mode, first adjust the water level inside the ship lock to the intermediate water level between the upstream and downstream, and then open the upstream and downstream ship locks to drain water.

[0016] This can better avoid the influence of different water levels inside the ship lock on prediction control.

[0017] Further, in step b, during the process of establishing a three-dimensional water flow mathematical model of the velocity field, the incompressible Navier-Stokes equations are used to describe fluid motion, and the RNG k-ε turbulence model is used for numerical simulation.

[0018] In this way, the Navier-Stokes equations are used to describe the motion law of incompressible fluids, which can describe the conservation of fluid mass and momentum, and combined with the application of the RNG k-ε turbulence model. This can accurately capture complex flow regions and improve the simulation accuracy.

[0019] Further, in step b, during the process of establishing a three-dimensional water flow mathematical model of the velocity field, the VOF (Volume of Fluid) model is adopted to track the free liquid surface (water-air interface).

[0020] This can show the variation characteristics of the water flow conditions in the lock area over time after the gate is opened.

[0021] Further, in step b, during the process of establishing a three-dimensional water flow mathematical model of the velocity field, the GMRES (Generalized Minimum Residual Method) algorithm is used to discretize the control equations for solution, combined with the FAVOR™ technology of Flow3D (which can handle complex geometric boundary problems) for simulation at the gate, and the dynamic mesh technology is adopted to handle the simulation of the flow field at the gate.

[0022] This can well simulate the dynamic process of the gate opening.

[0023] Further, during the three-dimensional mesh generation in step b, the mesh density near the gate and at the entrance of the approach channel is higher than that at other positions. This can better improve the simulation accuracy.

[0024] Further, in step b, the simulation of the flowing water after the gate is opened is carried out. Until the flow velocity at each place reaches a steady state, the regions with relatively large velocity gradients are marked, and the density of the three-dimensional mesh generation in these regions is corrected and adjusted to increase the density.

[0025] This can dynamically adjust the mesh density according to the water flow gradient, improve the accuracy in key regions, and save computing power in non-critical regions.

[0026] Further, after the gate is opened, the predicted time value obtained in step d is the time to notify the ship to navigate, and the predicted time value obtained in step d minus the preparation time value is the time to notify the ship to start preparing for navigation. This is relatively simple and convenient.

[0027] As another better option, after opening the lock, the values of the upstream water level, downstream water level, and water flow velocity are detected in real time, and the same or the closest data group is re-matched in the database. Based on the data, the time required for the maximum water flow velocity at each position of the lock and the upstream and downstream approach channels to be reduced to the safety threshold is re-determined, and this time is subtracted from the preparation time value to obtain the time from the current time point to the time when the ship is notified to start preparing for navigation. In this way, by detecting in real time and re-comparing and judging in the database, the obtained time value has relatively higher accuracy.

[0028] Further, after opening the lock, the water flow velocity at each position of the lock and the upstream and downstream approach channels is detected in real time and compared with the flow velocity value of the original data group. When the difference exceeds the threshold ratio (5%), return to step b to increase the density of the three-dimensional grid in the area of this position and re-correct the database for subsequent navigation control.

[0029] In this way, after detecting the local area with low simulation accuracy in real time, the local simulation is efficiently corrected and updated, ensuring that a higher overall simulation accuracy is achieved with less computing power and improving the accuracy of subsequent control.

[0030] Further, when determining and judging the operation mode of opening the lock, the method of predicting the water flow velocity described above can be relied on. After establishing a water flow model of the lock's water flow area with respect to the velocity field; using the current upstream water level and downstream water level as the starting conditions, perform the opening-lock water flow simulation, and compare whether the values of the water flow velocity at each place after stabilization are equal to or less than the safe flow velocity threshold. If they are equal to or less than, it is judged that the lock can be opened for navigation. If it is greater, it is judged that the lock cannot be opened for navigation.

[0031] In this way, based on numerical simulation and prototype observation, the present invention can safely and economically and efficiently judge the range of the upstream and downstream water level differences that meet the opening of the lock, predict the time when the ship is allowed to navigate after the lock is opened, reduce the ineffective waiting time of the ship, and improve the navigation efficiency of the lock.

[0032] In summary, the present invention can predict the ship navigation time in advance after the lock is opened and inform the ship to shorten the ship's reaction time and improve the navigation efficiency. At the same time, the method for simulating the water flow velocity of the lock when it is opened also has the characteristic of obtaining higher simulation accuracy with less computing power, improving the accuracy of navigation control. Specific Embodiments

[0033] The following further elaborates on the present invention in conjunction with specific embodiments.

[0034] Optimal Embodiment: A navigation control method for the opening lock operation mode of a ship lock, characterized in that after determining the opening lock operation mode, the upstream and downstream ship locks are opened for water discharge, and the water flow velocity is predicted, the time required for the flow velocity to reach the safety threshold is judged. When the required time reaches the preparation time value, the ships are notified to start preparing for navigation. When the flow velocity reaches the safety threshold, the ships are notified to navigate.

[0035] In this way, the present invention predicts in advance the time required to reach the navigation conditions after the opening lock and notifies the ships. The berthed ships can start preparatory work such as untying the mooring ropes and collecting the mooring lines in advance. When the flow velocity reaches the safety threshold, the ships are notified to navigate. At this time, the ships can immediately start navigation. Therefore, the reaction time of ship navigation is shortened, and the navigation efficiency is greatly improved.

[0036] Among them, the preparation time value is the time required for the ships to prepare for departure (including completing preparatory work such as untying the mooring ropes and collecting the mooring lines), generally 10 - 15 minutes.

[0037] Among them, the method for predicting the water flow velocity includes the following steps: Step a: Obtain the CAD drawings and design parameters related to the ship lock and the historical hydrological data of the ship lock, and establish a water flow area contour structure model required for water flow numerical simulation; The ship lock-related design parameters obtained in step a include the ship lock dimension parameters and the approach channel dimension parameters. In this way, only the partial areas of the ship lock and the approach channel are simulated, which can meet the water flow velocity prediction requirements and has less computational workload.

[0038] The water flow area contour structure model in step a includes the contour structures of the ship lock and the approach channel, and the depth of its model trough is determined according to the water depth at the historical highest water level in the corresponding area. This ensures that the simulation and prediction can be smoothly realized under the condition of lower than the historical highest water level.

[0039] Step b: Based on the water flow area contour structure model established in step a, perform three-dimensional grid division on the water flow area, select the corresponding water flow simulation control equation and numerical method, and establish a three-dimensional water flow mathematical model about the velocity field; then, with different upstream water levels and downstream water levels as the starting conditions, perform open-lock water flow simulation, and obtain the data sets of the water flow velocity change with time at each position of the ship lock and the upstream and downstream approach channels after the lock is opened under different upstream water levels and downstream water levels, and construct the corresponding four-dimensional database (Z1 - Z2 - t - V), where Z1 represents the upstream water level before the lock is opened, Z2 represents the downstream water level before the lock is opened, t is the time value after the lock is opened, and V is the water flow velocity at each position of the ship lock and the upstream and downstream at the corresponding t value; In step b, when performing the open-lock water flow simulation, the starting condition is that the water level inside the ship lock is at the middle water level between the upstream and downstream; during navigation control, after determining the opening lock operation mode, first adjust the water level inside the ship lock to the middle water level between the upstream and downstream, and then open the upstream and downstream ship locks for water discharge.

[0040] This can better avoid the influence of different water levels in the lock on predictive control.

[0041] In step b, during the process of establishing a three-dimensional water flow mathematical model of the velocity field, the incompressible Navier-Stokes equations are used to describe fluid motion, and the RNG k-ε turbulence model is used for numerical simulation.

[0042] In this way, the Navier-Stokes equations are used to describe the motion law of incompressible fluids, which can describe the conservation of fluid mass and momentum, and combined with the application of the RNG k-ε turbulence model. This can accurately capture complex flow regions and improve the simulation accuracy.

[0043] In step b, during the process of establishing a three-dimensional water flow mathematical model of the velocity field, the VOF (Volume of Fluid) model is adopted to track the free liquid surface (water-air interface).

[0044] This can display the variation characteristics of the water flow conditions in the lock area over time after the gate is opened.

[0045] In step b, during the process of establishing a three-dimensional water flow mathematical model of the velocity field, the GMRES (Generalized Minimum Residual Method) algorithm is used to discretize the control equations for solution, and the FAVOR™ technology of Flow3D (which can handle complex geometric boundary problems) is combined for simulation at the gate, and the dynamic mesh technology is adopted to handle the simulation of the flow field at the gate.

[0046] This can well simulate the dynamic process of the gate opening.

[0047] During the three-dimensional mesh generation in step b, the mesh density near the gate and at the entrance of the approach channel is higher than that at other positions. This can better improve the simulation accuracy.

[0048] In step b, the simulation of the lock discharging water is carried out. After the flow velocity at each location reaches a steady state, the regions with relatively large velocity gradients are marked, and the mesh density of the three-dimensional mesh generation in these regions is corrected and adjusted to increase the density.

[0049] This can dynamically adjust the mesh density according to the water flow gradient, improve the accuracy in key regions, and save computing power in non-key regions.

[0050] Step c: Using the upstream water level value and downstream water level value before the actual gate opening, match the data groups with the same or closest upstream and downstream water level values in the database, and obtain a series of values of the water flow velocity at each location in the lock over time under this water level condition; Step d: Based on the series of water flow velocity values obtained in step c, determine the time value after the gate is opened when the maximum water flow velocity at each position in the lock and the upstream and downstream approach channels is equal to the safety threshold, and use it as the predicted time value.

[0051] In this way, through the method of constructing a dynamic four-dimensional array structure database after modeling for prediction and judgment, not only the dependence on long-term measured data is reduced, but also the implementation cost is lowered. This method can more efficiently obtain the water flow change law under the lock operation conditions, thereby improving the economy.

[0052] Specifically, during implementation, in the above step b, the specific process of establishing a three-dimensional water flow mathematical model of the velocity field is as follows: After importing the water flow area contour structure model (a three-dimensional geometric model in STL format) established in step a into the Flow3D simulation software, ensure that the coordinate system is consistent with the water flow direction (for example, the Y-axis is the direction along the water flow), and adjust the model position so that it is located at the center of the computational domain; Model the gate area separately as a movable component using the Subcomponent function; Then perform the following steps: b1) After importing the water flow area contour structure model, first perform mesh division; When performing mesh division, the main computational domain uses structured hexahedral meshes. Define the mesh range and mesh size through the Mesh Block division method (the area where the mesh coincides with the model is the computational area), and through the nested mesh function, perform local high-density mesh nesting. The size of the nested mesh is dynamically adjusted according to the velocity gradient results obtained from the steady-state simulation (no high-density mesh is nested during the steady-state simulation process, and high-density mesh is nested during the transient simulation process).

[0053] b2) After finishing the mesh division, select to activate the physical model module; Use the incompressible Navier-Stokes equation to describe the fluid motion, and then select the RNG k-ε or LES model in the turbulence module of the numerical simulation. This model is suitable for solving the coupling effect between the gate opening and closing and the water flow; Then use the multiphase flow module and enable the VOF (Volume of Fluid) method to track the water-air interface, and set the "OneFluid" single-fluid mode (where the air density is set to about 1.225 kg / m³ and the water density is about 998 kg / m³. The specific values are adjusted according to the data in the area where the gate is located); Then set the gravity to -9.81m / s 2 (in the Z-axis direction); Then perform the viscosity module setting (dynamic viscosity 1.002e-3 Pa·s); Finally, in the Meshing&Geometry module, define the water body area as "Fluid", and the gate and the riverbed as "Solid", ensuring that the solid boundary participates in the fluid-structure interaction calculation; b3) After activating the physical model module, set the boundary conditions. The upstream inlet is set as a pressure boundary (Pressure BC), and the hydrostatic pressure distribution is set according to the designed water level (such as a 9m water head). The downstream outlet uses a pressure boundary (Pressure BC), and the hydrostatic pressure distribution is set according to the designed water level (such as an 8.8m water head). The sides and the top are set as slip walls (Wall BC) or open pressure boundaries (Open to Atmosphere). Then, perform the gate structure treatment. The gate opening trajectory (uniform opening and closing) is defined through the Motion component. Then, set the riverbed bottom as a non-slip wall, with an additional roughness height (such as 0.001 - 0.005m for a sandy riverbed). The free liquid surface is automatically tracked by VOF, and the surface tension coefficient is set to 0.072 N / m. b4) After setting the boundary conditions, perform the initial condition setting and the solution setting. Define the initial water area in Initial Conditions (initial conditions). The upstream area is filled with water to the upstream water level of the designed condition, the downstream area is filled with water to the downstream water level of the designed condition, and the lock chamber area is filled with water to the average of the upstream and downstream designed water levels. Among them, the time step uses an adaptive time step (Adaptive Time Step), the CFL number is set to 0.5 - 1.0, and the minimum time step is 1e - 5 seconds. Then, set the residual threshold in the convergence control (continuity equation < 1e - 4), and enable the under-relaxation factor (momentum equation 0.3 - 0.7) to prevent oscillations. b5) Finally, output the calculation results and perform verification. Among them, select multi-core parallelism according to the number of grids (such as 16 - 32 cores), use Domain Decomposition to divide the computational domain to improve the operation efficiency. Set the output interval (such as 0.05 seconds), set to save the velocity field, pressure field, and VOF data, and generate velocity contour maps, streamline animations, and cross-sectional velocity distributions through FlowSight. Compare with the measured data (such as water level, current meter records), and adjust the grid density or turbulence model parameters (such as turbulence intensity 2% - 5%) to ensure that the error < 5%.

[0054] During implementation, after opening the lock gate, the values of the upstream water level, downstream water level, and water flow velocity are detected in real time. The same or the closest data group is re-matched in the database, and based on this data, the time required for the maximum water flow velocity at each location of the lock and the upstream and downstream approach channels to be reduced to the safety threshold is re-determined. Then, subtract the preparation time value from this time to obtain the time from the current time point to the time when the ship is notified to start preparing for navigation. By detecting in real time and re-comparing and judging in the database, the obtained time value has relatively higher accuracy.

[0055] During implementation, after the lock is opened, the water flow velocities at various positions in the lock and the upstream and downstream approach channels are detected in real time and compared with the flow velocity values in the original data set. When the difference exceeds the threshold ratio (5%), step b is returned to increase the density of the three-dimensional grid in the position area and the database is corrected again for subsequent navigation control.

[0056] In this way, after the local areas with low simulation accuracy are detected in real time, local simulation correction and update can be carried out efficiently, ensuring that higher overall simulation accuracy can be achieved with less computing power and improving the accuracy of subsequent control.

[0057] In this method, when determining and judging the operation mode of opening the lock, the method of predicting the water flow velocity described above can be relied on. After establishing a water flow model of the lock's water flow area with respect to the velocity field, starting from the current upstream water level and downstream water level, open-lock water flow simulation is carried out, and whether the values of the water flow velocities at various positions after stabilization are equal to or less than the safe flow velocity threshold is compared. If they are equal to or less than, it is judged that the lock can be opened for navigation; if they are greater, it is judged that the lock cannot be opened for navigation.

[0058] In this way, based on numerical simulation and prototype observation, the present invention can safely and economically and efficiently judge the range of upstream and downstream water level differences that meet the requirements for opening the lock, predict the time when ships are allowed to navigate after the lock is opened, reduce the ineffective waiting time of ships, and improve the navigation efficiency of the lock.

Claims

1. A navigation control method for the opening lock operation mode of a ship lock, characterized in that, After determining to open the lock operation mode, open the upstream and downstream lock sluices to discharge water, predict the water flow velocity, judge the time required for the velocity to reach the safety threshold, notify the ship to start preparing for navigation when the required time reaches the preparation time value, and notify the ship to navigate when the velocity reaches the safety threshold.

2. The navigation control method for the navigation of a ship lock in the open lock operation mode according to claim 1, characterized in that, The preparation time value is 10 - 15 minutes.

3. The navigation control method for the navigation lock in the open lock operation mode as described in claim 1, characterized in that, The method for predicting the water flow velocity includes the following steps: Step a: Obtain the CAD drawings and design parameters related to the lock and the historical hydrological data of the lock, and establish a water flow area contour structure model required for water flow numerical simulation; Step b: Based on the water flow area contour structure model established in step a, perform three-dimensional grid division on the water flow area, select the corresponding water flow simulation control equation and numerical method, and establish a three-dimensional water flow mathematical model for the velocity field; then, taking different upstream water levels and downstream water levels as the starting conditions, perform open-lock water flow simulation to obtain the data sets of the water flow velocity changes with time at various positions of the lock and the upstream and downstream approach channels after opening the lock under different upstream and downstream water levels, and construct the corresponding four-dimensional database (Z1 - Z2 - t - V), where Z1 represents the upstream water level before opening the lock, Z2 represents the downstream water level before opening the lock, t is the time value after opening the lock, and V is the water flow velocity at various positions of the lock and the upstream and downstream at the corresponding t value; Step c: Match the data sets with the same or closest upstream and downstream water level values in the database based on the actual upstream and downstream water level values before opening the lock to obtain the series of values of the water flow velocity changes with time at various positions of the lock under this water level condition; Step d: Based on the series of water flow velocity values obtained in step c, judge the time value after opening the lock corresponding to when the maximum water flow velocity at various positions of the lock and the upstream and downstream approach channels is equal to the safety threshold, and use it as the predicted time value.

4. The navigation control method for the opening lock operation mode of a ship lock according to claim 3, characterized in that The lock-related design parameters obtained in step a include lock size parameters and approach channel size parameters.

5. The navigation control method for the navigation lock in the open lock operation mode as described in claim 3, characterized in that, The water flow area contour structure model in step a includes the contour structures of the lock and the approach channel, and the model slot depth is determined according to the water depth at the historical highest water level in the corresponding area.

6. The navigation control method for the opening lock operation mode of a ship lock according to claim 3, characterized in that, In step b, when performing open-lock water flow simulation, the starting condition is that the water level inside the lock is at the middle water level between the upstream and downstream; during navigation control, after determining to open the lock operation mode, first adjust the water level inside the lock to the middle water level between the upstream and downstream, and then open the upstream and downstream lock sluices to discharge water.

7. The navigation control method for the opening lock operation mode of a ship lock according to claim 3, characterized in that, In the process of establishing the three-dimensional water flow mathematical model for the velocity field in step b, the incompressible Navier - Stokes equation is used to describe the fluid motion, and the RNG k - ε turbulence model is used for numerical simulation; In the process of establishing the three-dimensional water flow mathematical model for the velocity field in step b, the VOF model is used to track the free liquid surface; In the process of establishing the three-dimensional water flow mathematical model for the velocity field in step b, the GMRES algorithm is used to discretize the control equation for solution, the FAVOR™ technology of Flow3D is combined for simulation at the gate, and the dynamic grid technology is used to handle the simulation of the flow field at the gate.

8. The navigation control method for the opening lock operation mode of the ship lock according to claim 3, wherein In step b, when performing three-dimensional grid division, the grid density near the gate and at the entrance of the approach channel is higher than that at other positions; In step b, perform the simulation of sluice opening and water flowing until the flow velocity at each location reaches a steady state, mark the areas with large flow velocity gradients, and make a correction adjustment to increase the density of the three-dimensional grid division in these areas.

9. The navigation control method for the navigation lock in the open lock operation mode according to claim 3, characterized in that, After the sluice is opened, the predicted time value obtained in step d is the time to notify the ship to navigate, and the predicted time value obtained in step d minus the preparation time value is the time to notify the ship to start preparing for navigation. Alternatively, after the sluice is opened, the values of the upstream water level, downstream water level, and water flow velocity are detected in real time, the same or the closest data group is re-matched in the database, and according to the data, the time required for the maximum water flow velocity at each location of the lock and the upstream and downstream approach channels to decrease to the safety threshold is re-determined, and this time minus the preparation time value is used to obtain the time from the current time point to notify the ship to start preparing for navigation.

10. The navigation control method for the navigation of the ship lock in the opening lock operation mode according to claim 3, characterized in that, After the sluice is opened, the water flow velocities at each location of the lock and the upstream and downstream approach channels are detected in real time and compared with the flow velocity values of the original data group. When the difference exceeds the threshold ratio, return to step b to increase the density of the three-dimensional grid in the location area and re-correct the database for subsequent navigation control. When determining and judging the sluice opening operation mode, rely on the method for predicting the water flow velocity. After establishing a water flow model of the lock's water flow area with respect to the velocity field, use the current upstream water level and downstream water level as the initial conditions to perform the sluice opening and water flow simulation. Compare whether the values of the water flow velocities at each location after stabilization are equal to or less than the safety flow velocity threshold. If they are equal to or less than, it is judged that the sluice can be opened for navigation; if they are greater, it is judged that the sluice cannot be opened for navigation.