A tunnel structure capable of increasing the passage capacity of a ship

Abstract

This invention discloses a tunnel structure that can increase the throughput capacity of ships, comprising an upstream tunnel and a downstream tunnel, with a connecting tunnel located at the bottom between the two tunnels. The optimal spacing between two adjacent connecting tunnels is ±10% of the design representative ship length; the elevation of the top of the connecting tunnel is not higher than the ship's draft. The advantages of this invention are: ① The cross-sectional area of ​​the connecting tunnel is very small, simplifying construction and resulting in minimal cost increase compared to expanding the cross-sectional area of ​​the navigation tunnel; ② The crossflow generated by the connecting tunnel will not affect the safe navigation of ships; ③ It can effectively reduce the ship's navigation resistance within the tunnel, saving ship fuel and achieving significant energy conservation and emission reduction; ④ It can increase the maximum safe speed of ships passing through the tunnel, improving the tunnel's throughput capacity. In summary, this invention, without increasing the cross-sectional area of ​​the navigation tunnel, can effectively reduce the ship's navigation resistance within the tunnel, increase the ship's speed on the opposite bank within the navigation tunnel, and improve the tunnel's throughput capacity, showing broad application prospects.

Description

Technical Field

[0001] This invention relates to a navigation tunnel structure, and more particularly to a tunnel structure that can increase the passage capacity of ships. Background Technology

[0002] With the continuous development of water transport, rivers that were originally not navigable have gradually become navigable, and more and more water conservancy projects have begun to build ship passage facilities. However, since the original design did not reserve space for ship passage facilities, it is often difficult to arrange the facilities. Especially in mountainous rivers, it is often necessary to excavate tunnels in the mountains for navigation. However, due to geological and financial constraints, the tunnel span cannot be too large, and the small cross-sectional coefficient directly affects the ship passage capacity. Therefore, there is a need for an engineering structure that can improve the safe speed of ships in the tunnel and thus improve the ship passage capacity without increasing the cross-sectional area of ​​the tunnel.

[0003] Most navigation tunnels are double-bore tunnels with one-way traffic. When ships navigate inside a navigation tunnel, the upstream water level rises due to a piston-like effect. The upstream water flows downstream through the space on both sides and the bottom of the ship. Because the tunnel cross-sectional coefficient is very small, the ship's navigation resistance increases significantly. Moreover, when the ship reaches a certain speed, the stern will sway noticeably, making the ship much more difficult to maneuver and requiring frequent use of the rudder to control the ship's position, which significantly reduces the ship's safety. Summary of the Invention

[0004] This invention provides a navigation tunnel structure that can improve the safe speed of ships in a navigation tunnel without increasing the cross-sectional area of ​​the tunnel, in order to solve the technical problems existing in the prior art.

[0005] The technical solution adopted by the present invention to solve the technical problems existing in the prior art is: a tunnel structure that can increase the ship's passage capacity, including an upstream tunnel and a downstream tunnel, with a connecting hole located at the bottom between the upstream tunnel and the downstream tunnel.

[0006] The optimal spacing between two adjacent connecting holes is ±10% of the design representative ship length.

[0007] The elevation of the top of the connecting tunnel is not higher than the ship's draft.

[0008] The advantages and positive effects of this invention are: ① The cross-sectional area of ​​the connecting tunnel is very small, making construction simple and resulting in minimal cost increase compared to expanding the cross-sectional area of ​​the navigation tunnel; ② The elevation of the connecting tunnel top is no higher than the ship's draft, and physical model tests have shown that the crossflow generated by the connecting tunnel will not affect the safe navigation of ships; ③ The connecting tunnel structure can effectively reduce the ship's navigation resistance within the tunnel, saving ship fuel and achieving excellent energy conservation and emission reduction; ④ The connecting tunnel structure can increase the maximum safe speed of ships passing through the tunnel, improving the tunnel's throughput capacity. In summary, this invention, without increasing the cross-sectional area of ​​the navigation tunnel, can effectively reduce the ship's navigation resistance within the tunnel, increase the ship's speed on the opposite bank within the navigation tunnel, and improve the tunnel's throughput capacity, showing broad application prospects. Attached Figure Description

[0009] Figure 1 This is a top view of the present invention;

[0010] Figure 2 This is a cross-sectional view of the present invention;

[0011] Figure 3 Diagram showing the speed changes of ships facing the shore for navigation tunnels with and without connecting tunnel structures and with connecting tunnel structures of different spacing.

[0012] In the diagram: 1. Upward tunnel, 2. Downward tunnel, 3. Connecting tunnel, 4. Ship, 5. Navigable water level. Detailed Implementation

[0013] To further understand the invention's content, features, and effects, the following embodiments are provided, and detailed descriptions are given below in conjunction with the accompanying drawings:

[0014] Please see Figure 1 and Figure 2 To address the issue of upstream water level rise caused by ship navigation, the upstream tunnel 1 and downstream tunnel 2 are connected at predetermined intervals by a connecting tunnel 3. The connecting tunnel 3 is a smaller diameter tunnel than the upstream and downstream navigation tunnels and is located at the bottom of the upstream tunnel 1 and downstream tunnel 2. The optimal spacing between two adjacent connecting tunnels was determined through physical model tests to be ±10% of the design representative ship length. To prevent the crossflow formed by the water flow through the connecting tunnel 3 from affecting the safe navigation of the ship 4, the elevation of the top of the connecting tunnel 3 is no higher than the draft of the ship 4.

[0015] By connecting the upstream and downstream tunnels with a connecting tunnel, some of the upstream backwater can flow to the opposite tunnel through the connecting tunnel when a ship is sailing, thereby reducing the ship's sailing resistance and increasing the ship's speed on the opposite bank. Physical model tests show that, without increasing the cross-sectional area of ​​the tunnels, the ship's speed on the opposite bank can be increased by up to 25% under the same power.

[0016] Physical model test of the present invention:

[0017] The upstream tunnel 1 and downstream tunnel 2 are 16m wide. The depth of the navigable water level 5 is 4.5m. The navigable 1000t class vessel 4 has a beam of 10.8m, a length of 58m, a design draft of 2.5m, and a cross-sectional coefficient of 2.84. The upstream and downstream tunnels are connected by a connecting tunnel 3 with a spacing of 60m and 120m respectively. The connecting tunnel is 2.5m wide and 2m high.

[0018] Figure 3 The diagram illustrates the changes in shore speed for ships navigating within a navigation tunnel using both non-connecting and interconnecting tunnel structures with varying main engine power. As shown, with a 120m spacing between interconnecting tunnels, the shore speed increases by a maximum of 3.3% compared to the non-connecting design. However, with a 60m spacing between interconnecting tunnels, the shore speed increases by a maximum of 24.7% for ships using the same main engine power. In the non-connecting tunnel design, the maximum safe shore speed for ships navigating within the tunnel is 1.5 m / s. With the 60m spacing between interconnecting tunnels, the maximum safe shore speed can be increased to 1.8 m / s.

[0019] Although preferred embodiments of the present invention have been described above in conjunction with the accompanying drawings, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other modifications under the guidance of the present invention without departing from the spirit and scope of the claims, and all of these modifications are within the scope of protection of the present invention.

Claims

1. A tunnel structure that increases ship throughput capacity, comprising an upstream tunnel and a downstream tunnel, characterized in that, A connecting tunnel is provided at the bottom of the up tunnel and the down tunnel; The optimal spacing between two adjacent connecting holes is ±10% of the length of the design representative ship type; The elevation of the top of the connecting tunnel is not higher than the ship's draft.

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