Method for determining energy dissipation mode of double-line ship lock water delivery system

Abstract

The invention discloses a method for determining an energy dissipation mode of a double-line ship lock water delivery system, which comprises the following steps of: S1, respectively arranging a single open trench and a double open trench at an outlet of a branch hole on each side in a ship lock chamber, and arranging a baffle sill in the single open trench to form an energy dissipation structure I; a water passing hole is formed in a partition wall between the double open trenches, the size parameter of the water passing hole is determined, and a second energy dissipation structure is formed; s2, establishing a hydraulic physical model of the water delivery system according to the design parameters and the energy dissipation structure of the double-line ship lock water delivery system; s3, simulating water filling or water drainage of the ship in the designed water head lower lock chamber, and performing ship mooring force test; judging whether a ship berthing standard requirement is met or not during operation; and if the standard requirement is not met, the second energy dissipation structure is adjusted, the steps S2 to S3 are repeated till the ship berthing standard requirement is met, and the energy dissipation structure of the double-line ship lock water delivery system is obtained. The energy dissipation structure of the double-line ship lock water delivery system is determined, the stable berthing condition of ships in the lock chamber is guaranteed, the water delivery efficiency is also improved, and therefore the stable berthing condition of the ships in the lock chamber is improved.

Description

Technical Field

[0001] The invention relates to the technical field of design of a ship lock water delivery system, and in particular to a method for determining an energy dissipation mode of a double-line ship lock water delivery system. Background Art

[0002] The ship lock controls the water level in the lock chamber between the upstream and downstream water levels through the water delivery system buried on both sides or at the bottom of the lock chamber to complete the process of filling or draining the lock chamber. In this process, the ships in the lock chamber rise or fall with the water level to overcome the water level difference. The ship lock water delivery system is divided into a centralized water delivery system or a decentralized water delivery system. The centralized water delivery system is to centrally arrange the water delivery system within the scope of the lock head. When filling, the water flows through the upper lock head and enters the lock chamber. When draining, the water flows from the downstream end of the lock chamber through the lower lock head into the lower navigation channel or under the dam; the decentralized water delivery system is to disperse the water delivery system in the lock head and the lock chamber. When filling or draining, the water flows through a series of outlet branches or outlet holes on the longitudinal water delivery corridor at the bottom of the lock chamber or in the lock chamber wall, and the water flows into (out) of the lock chamber in a decentralized manner.

[0003] During the water filling process of the ship lock water delivery system, due to the water head pressure, the jet velocity flowing out through the side branch hole is large. When the water head is increased to a certain value, it is easy to cause uneven distribution of water flow in the lock chamber. In addition, when the valves on both sides of the water delivery system are opened unevenly, a large water surface slope and lateral water flow will be generated in the lock chamber, which makes it difficult for ships in the lock chamber to moor steadily and the water delivery efficiency is difficult to meet. Because it is necessary to set an energy dissipation structure at the outlet of the water delivery system, some energy dissipation structures set on the ship lock have been disclosed in the prior art, such as CN113863266A, a ship lock decentralized water delivery system inverted F-type energy dissipator and its arrangement method, which involves the field of medium and high head ship lock engineering technology. The inverted F-shaped energy dissipator of the present invention comprises: a bottom plate, a high sill and a low sill; the width of the bottom plate is consistent with the width of the open ditch; the high sill is fixed to one end of the bottom plate, and the low sill is fixed to the surface of the bottom plate; the height of the high sill is equal to the height of the corridor; the height of the low sill is 0.5 to 1 times the height of the side branch hole; the distance between the low sill and the side branch hole is 0.4 to 0.8 times the width of the bottom plate.

[0004] In some projects, the ship lock adopts a double-line ship lock, which consists of an upper lock head, a lower lock head, a lock chamber, an upstream pilot channel, a downstream pilot channel, and upstream and downstream anchorages. The double-line ship locks are arranged in parallel and share the upstream and downstream pilot channels. According to the conditions of the double-line ship lock, the water delivery system adopts a decentralized water delivery system, connecting the two-line ship lock bottom outlet corridors through two connecting corridors, and setting valves to control the water delivery between the two-line ship locks to achieve the purpose of water saving. However, with the continuous increase in the design head of the ship lock, the double-line ship lock water delivery system is often under high head pressure during the filling process, and the jet flow velocity flowing out through the side branch hole is larger, which is easy to produce strong turbulence, resulting in strong local water turbulence in the lock chamber and uneven distribution of the overall water flow velocity, which has an adverse effect on the berthing of ships and seriously affects the safety of ships. Therefore, it is necessary to redefine the energy dissipation structure of the double-line ship lock water delivery system. Summary of the invention

[0005] The purpose of the present invention is to overcome the problem that the existing energy dissipation structure cannot meet the high head pressure of the double-line ship lock water supply system, resulting in unstable mooring of ships in the lock chamber, and provide a method for determining the energy dissipation mode of the double-line ship lock water supply system.

[0006] In order to achieve the above-mentioned object of the invention, the present invention provides the following technical solutions:

[0007] A method for determining an energy dissipation mode of a double-line ship lock water delivery system comprises the following steps:

[0008] Step S1, a single open ditch and a double open ditch are arranged at the outlet of each branch hole in the ship lock chamber, a stilling sill is arranged in the single open ditch, and the distance from the center line of the stilling sill to the outlet of the branch hole, the height of the stilling sill, and the width of the stilling sill are determined to form an energy dissipation structure 1; a water hole is arranged on the partition wall between the double open ditches and the size parameters of the water hole are determined to form an energy dissipation structure 2;

[0009] Step S2, establishing a hydraulic physical model of the water delivery system according to the design parameters and energy dissipation structure of the double-line ship lock water delivery system;

[0010] Step S3, based on the hydraulic physical model of the water transfer system, simulating the ship filling or draining the lock chamber under the designed water head and performing a ship mooring force test; then judging whether the maximum mooring force of the ship meets the requirements of the ship berthing specification when the single-line ship lock is in operation or the double-line water transfer operation is in operation;

[0011] If the requirements of the specification are not met, adjust the energy dissipation structure 2, and repeat steps S2 to S3 until the maximum mooring force of the ship meets the requirements of the ship berthing specification, and obtain the energy dissipation structure of the double-line ship lock water delivery system.

[0012] In the technical solution of the present invention, different energy dissipation structure schemes are first determined, and then a hydraulic physical model of the water conveyance system is established according to the design parameters of the double-line ship lock water conveyance system and the energy dissipation structure. Different energy dissipation structure schemes are verified based on the hydraulic physical model of the water conveyance system. Through the ship mooring force test, it is determined whether the maximum mooring force of the ship meets the requirements of the ship berthing specification when the single-line ship lock is in operation or the double-line water conveyance operation. If it does not meet the requirements, the energy dissipation structure 2 is adjusted until the maximum mooring force of the ship meets the requirements of the ship berthing specification, thereby obtaining the energy dissipation structure of the double-line ship lock water conveyance system.

[0013] As a preferred solution of the present invention, in step S1, when a single energy dissipation sill is arranged in the open ditch at each branch hole outlet in the lock chamber, the distance from the center line of the energy dissipation sill to the branch hole outlet is 3.25m, the height of the energy dissipation sill is 0.7m, and the width of the energy dissipation sill is 0.4m, forming an energy dissipation structure 1. The purpose of eliminating jet energy and improving ship berthing conditions is achieved.

[0014] As a preferred solution of the present invention, in step S1, double open ditches are arranged at the outlet of each side branch hole in the lock chamber, each open ditch is 4m wide, a water hole is set on the partition wall between the two energy dissipation open ditches, the water hole height is 0.35m, the water hole width is 4.7m, the water hole is 1.1m away from the bottom of the open ditch, and a 0.9m thick partition pier is set between the two water holes to form energy dissipation structure 2. The above energy dissipation structure is adopted to achieve the effect of reducing the jet energy and adjusting the longitudinal water flow for the second time. The water hole is set on the partition wall between the two energy dissipation open ditches to adjust the lateral water flow distribution in the lock chamber, so as to achieve the purpose of improving the berthing conditions of ships.

[0015] As a preferred embodiment of the present invention, the scope of the hydraulic physical model of the water conveyance system includes an upstream pilot channel, a double-line ship lock chamber, a water conveyance system and a downstream pilot channel. The water conveyance system includes a water inlet, an upper lock head, a lock chamber and a lower lock head. The hydraulic physical model of the water conveyance system is designed according to gravity similarity, with a geometric scale of 30. The conversion relationship between the physical quantities of the model and the prototype is that the weight and force scale is 27000, the velocity and time scale is 5.48, and the flow scale is 4929.5.

[0016] As a preferred solution of the present invention, the design water head is 9 to 15 m. Furthermore, the design water head is 10.32 m, wherein the normal water storage level is 8.7 m to the downstream minimum navigation head -1.62 m.

[0017] As a preferred embodiment of the present invention, during the simulation process, the ship type is a 3000-ton to 6000-ton inland river vessel, and further, the ship type is a 5000-ton bulk carrier with a total length of 88.0-90.0 m, a total width of 15.5-15.8 m, a full load draft of 4.8-5.2 m, a height above the waterline of 15.8 m, and a height above the waterline of 12.8 m when the mast is inverted.

[0018] As a preferred embodiment of the present invention, the safe berthing requirements for the ship are: the maximum longitudinal mooring force of a 5000t ship is not greater than 58kN, and the maximum transverse mooring force is not greater than 29.0kN.

[0019] As a preferred embodiment of the present invention, the mooring force tested includes the longitudinal mooring force and the transverse mooring force.

[0020] As a preferred solution of the present invention, the berthing positions for ships are the upper half of the lock chamber, the middle of the lock chamber and the lower half of the lock chamber.

[0021] As a preferred embodiment of the present invention, for filling or draining of the lock chamber, when the single-line ship lock is in operation, the opening and closing time of the main gallery valve of the water supply system includes three situations: 4 minutes, 5 minutes, and 6 minutes; when the double-line water supply is in operation, the opening time of the water supply valve at the head of the water supply system includes two situations: 2 minutes and 3 minutes, and the opening and closing time of the connecting gallery valve includes two situations: 1.5 minutes and 2 minutes.

[0022] As a preferred embodiment of the present invention, when determining the energy dissipation structure of the double-line ship lock water delivery system, in addition to the maximum mooring force of the ship meeting the requirements of the ship berthing specifications, the influence of the energy dissipation structure on the stability of the lock wall structure is also considered, and the energy dissipation structure of the double-line ship lock water delivery system is comprehensively obtained.

[0023] As a preferred solution of the present invention, in step S3, the energy dissipation structure 2 is adjusted, the width of each open ditch is adjusted to 3.5m, the thickness of the energy dissipation sill between the two open ditches is 0.5m, water holes are set on the energy dissipation sill, the hole spacing of the water holes is 0.9m, the height of the water holes is 0.35m, and the width of the water holes is 4.7m. A vertical wall is designed to connect the gate wall of the gate chamber and the open ditch bottom plate, the vertical wall is 5.0m high, the vertical wall is 0.9m wide, and a 0.4m high and 0.4m wide sill is set 1.0m below the top of the vertical wall, and a chamfer with a height and width of 1.0m is set at the bottom of the vertical wall to connect the vertical wall and the open ditch bottom plate. By adjusting the energy dissipation structure 2, the connection method between the gate wall and the open ditch bottom plate is further optimized to achieve a better energy dissipation effect and improve the stability of the gate wall structure.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] 1. The present invention provides a method for determining an energy dissipation mode of a double-line ship lock water delivery system. First, different energy dissipation structure schemes are determined. Then, a hydraulic physical model of the water delivery system is established according to the design parameters of the double-line ship lock water delivery system and the energy dissipation structure. Different energy dissipation structure schemes are verified based on the hydraulic physical model of the water delivery system. Through a ship mooring force test, it is determined whether the maximum mooring force of the ship meets the requirements of the ship berthing specification when the single-line ship lock is in operation or the double-line water delivery is in operation. If the requirements are not met, the energy dissipation structure 2 is adjusted until the maximum mooring force of the ship meets the requirements of the ship berthing specification, thereby obtaining the energy dissipation structure of the double-line ship lock water delivery system.

[0026] 2. The present invention determines the energy dissipation structure of the double-line ship lock water delivery system, effectively disperses the high-intensity jet on the horizontal scale, weakens the local concentration of turbulence, weakens the vertical vortex, effectively dissipates the energy of the water body, and solves the local strong turbulence between the horizontal scales of different water outlets. It can effectively make the water flow evenly distributed in the lock chamber, ensure the berthing conditions of ships in the lock chamber, and increase the water delivery efficiency, thereby improving the berthing conditions of ships in the lock chamber. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a flow chart of the method for determining the energy dissipation mode of the water delivery system of the double-line ship lock;

[0028] Figure 2 This is the plan view of the water delivery system of the side branch holes of the long corridor at the bottom of the gate;

[0029] Figure 3 This is the layout diagram of the single open ditch solution;

[0030] Figure 4 The mooring force process line of a 5000t single ship moored in the upper half of the lock chamber at H = 10.32m, filled with water, and the valve opening time is 4 minutes;

[0031] Figure 5 The mooring force process line of a 5000t single ship moored in the upper half of the lock chamber at H = 10.32m, filled with water, and the valve opening time is 5min;

[0032] Figure 6 The mooring force process line of a 5000t single ship moored in the upper half of the lock chamber at H = 10.32m, filled with water, and the valve opening time is 6 minutes;

[0033] Figure 7 This is the layout diagram of the single open ditch + energy dissipation sill solution;

[0034] Figure 8 This is the layout diagram of the double energy dissipation ditch scheme;

[0035] Fig. 9 It is a double open ditch (each open ditch is 3.5m wide) + 1.0m chamfer energy dissipation layout diagram. DETAILED DESCRIPTION

[0036] In order to more clearly describe the invention purpose, technical scheme and technical effect advantages in the specific implementation case of the present invention, the scheme in the specific embodiment will be described in detail in combination with the drawings of the specification of the present invention. The specific technical scheme involved in the following specific embodiments is only for a clear and complete description of the innovative technical scheme of the present invention. It is only a part of the specific implementation scheme that can be adopted by the present invention, not all embodiments, and should not be understood as a limitation on the innovative scheme of the present invention. Any scheme adopting the same inventive concept of the present invention should be included in the protection scope of the present invention.

[0037] Secondly, the description of the drawings in the specific embodiments of the present invention is only for the convenience of technical personnel to understand the solution of the present invention. The partial details in the drawings are for the convenience of clearly presenting the technical solution. It should not be considered that all technical features in the drawings must be included in the specific implementation cases, and the detailed features in the drawings should not be identified as additional limitations on the innovative technical solution of the present invention. The components in the various embodiments described and shown in the drawings can be combined and arranged according to different configurations, and these changes in combination and arrangement should be identified as part of the entire embodiment of the innovative solution of the present invention and included in the scope of protection of the present invention.

[0038] In summary, the schemes or descriptions presented in the specific embodiments and drawings of the present invention are not intended to limit the scope of protection claimed, but are merely selected embodiments / cases to help technicians understand the relevant innovative solutions. Based on these embodiments, all other equivalent or parallel embodiments obtained by those skilled in the art without creative work are within the scope of protection claimed by the present invention.

[0039] Example 1

[0040] This embodiment provides a method for determining the energy dissipation mode of a double-line ship lock water delivery system. Figure 1 , including the following steps:

[0041] Step S1, a single open ditch and a double open ditch are arranged at the outlet of each branch hole in the ship lock chamber, a stilling sill is arranged in the single open ditch, and the distance from the center line of the stilling sill to the outlet of the branch hole, the height of the stilling sill, and the width of the stilling sill are determined to form an energy dissipation structure 1; a water hole is arranged on the partition wall between the double open ditches and the size parameters of the water hole are determined to form an energy dissipation structure 2;

[0042] Step S2, establishing a hydraulic physical model of the water delivery system according to the design parameters and energy dissipation structure of the double-line ship lock water delivery system;

[0043] Step S3, based on the hydraulic physical model of the water transfer system, simulate the filling or draining of the ship in the lock chamber under the design water head and perform a ship mooring force test; then determine whether the maximum mooring force of the ship meets the requirements of the ship berthing specification when the single-line ship lock is in operation or the double-line water transfer is in operation; if it does not meet the requirements of the specification, adjust the energy dissipation structure 2, repeat steps S2 to S3, until the maximum mooring force of the ship meets the requirements of the ship berthing specification, and obtain the energy dissipation structure of the double-line ship lock water transfer system

[0044] The water delivery system of this embodiment adopts the side branch hole water delivery system of the long corridor at the bottom of the gate, such as Figure 2 The upstream pilot channel 1, lock chamber 2, water transfer system 3 (including water inlet, upper lock head, lock chamber, lower lock head) and downstream pilot channel 4 of the double-line ship lock are displayed. The two-line ship lock bottom outlet corridors are connected through two connecting corridors. Valves are set to control the water transfer between the two-line ship locks to achieve the purpose of water saving. The cross-sectional dimensions of the corridor at the water transfer valve are 4.5m×6.0m (width×height), and the total cross-sectional area of ​​the corridor at the valve section is 54m 2 The cross-sectional area of ​​the main gallery at the bottom of the gate is 2×6.7m×5.0m (width×height)=67.0m2 (a partition wall with a thickness of 1.0m is set in the middle of the main gallery, and about 50% of the area is interconnected to ensure uniform outflow during unilateral water transfer). The energy dissipation structure of the water transfer system adopts the side branch hole water discharge and open ditch energy dissipation arrangement. The water discharge section of the main gallery at the bottom of the gate is equipped with 64 water discharge holes, which are divided into 2 groups. The size of the orifice from upstream to downstream (width×height) is 0.75m×1.4m (32 holes) and 0.7m×1.4m (32 holes), with a total area of ​​64.96m 2 . The arrangement of the outlet branch holes in groups and at equal intervals is determined according to the specific conditions of the ship lock chamber. The spacing between the outlet branch holes is 5.6m, accounting for 59.80% of the effective length of the lock chamber. The energy dissipation ditch at the outlet of the branch hole has a significant effect on the energy dissipation and secondary adjustment of the water flow. In order to achieve a better energy dissipation effect, the width B of the energy dissipation ditch should meet the distance required for the outflow of the branch hole to be reduced to disappear. According to the requirements of the specification, B should be greater than 5 times the width of the branch hole. In the design plan, the width of the branch hole is 0.75m, then the width of the energy dissipation ditch should be greater than 3.75m. The width of the open ditch in the design plan is 6.5m, which meets the width requirements. The height D of the open ditch sill should be greater than the height of the outflow of the outlet branch hole after diffusion, so the plan D=5m is appropriate. In order to ensure smooth water flow in the outlet branch hole and reduce the shape resistance of the outlet branch hole, the length of the outlet branch hole along the water flow direction should not be less than 2 to 4 times its cross-sectional width. The length of the branch hole in the scheme is L = 1.5m. Here, the length L is considered to be about 2 times the maximum width of the branch hole. The upper part of the open ditch is inclined toward the center of the gate chamber at a slope of 1:1. The branch hole is arranged at the bottom of the main gallery at the bottom of the gate.

[0045] In order to save water consumption of the ship lock, the two-line ship lock bottom outlet corridors are connected through two connecting corridors, and valves are set to control the water transfer between the two lines of ship locks. The water inlet of the upper lock head corridor adopts a vertical multi-branch hole arrangement on the lock wall. According to the requirements of the specification, the inlet flow rate of the decentralized water transfer system should not be greater than 2.5m / s. The water inlet is connected to the lock chamber outlet corridor through a vertical turn with a height of 6.0m, and the working valve is arranged below the vertical turn. The lower lock head discharge valve section corridor is connected to the lock bottom outlet corridor through a slope and a horizontal turn. After the discharge valve, it is connected to the lower lock head outlet energy dissipation chamber through another horizontal turn. The middle partition pier is set at the horizontal turn after the discharge valve. The outlet grille is arranged on the top of the lower lock head outlet energy dissipation chamber, and the area of ​​the grille outlet hole decreases in 9 levels.

[0046] The scope of the hydraulic physical model of the water conveyance system includes the upstream navigation channel, the ship lock chamber, the water conveyance system (including the water inlet, the upper lock head, the lock chamber, the lower lock head) and the downstream navigation channel. The physical model of the side branch hole water conveyance system of the long corridor at the bottom of the lock is designed according to the gravity similarity, and the geometric scale L = 30 is selected. The conversion relationship between the physical quantities of the model and the prototype is as follows:

[0047] Weight and force ratio: (L r ) 3 =27000,

[0048] The flow rate and time scale is (L r ) 1 / 2 =5.48,

[0049] Flow rate scale (L r ) 5 / 2 =4929.5.

[0050] The side walls of the lock chamber of the hydraulic physical model of the water delivery system are made of steel plates, and the water delivery corridor and the upstream and downstream pilot channels are made of polyethylene plastic plates. For easy observation, the water delivery valve section and part of the lock chamber section are made of plexiglass. The upstream and downstream water levels are controlled by overflow flat water tanks, and the water delivery valve is controlled by a stepper motor driven hoist with stepless speed regulation. The lock chamber filling and discharge curves and the non-constant flow pressure of the corridor behind the valve are measured by resistive point pressure sensors. The ship mooring tension is measured by a dynamometer. A rectangular water measuring weir is connected to the outlet of the reservoir downstream of the model to measure the constant flow of the lock chamber filling and discharge. According to the characteristic water levels upstream and downstream of the double-line ship lock, combined with comprehensive engineering analysis, the design head is determined to be 10.32m (normal water level 8.7m ~ downstream minimum navigable head -1.62m); 2. The minimum navigable head is 9.62m (upstream minimum navigable head 8.0m ~ downstream minimum navigable head -1.62m); 3. The common head is 8.04m (normal water level 8.7m ~ downstream average tide level 0.66m). In the process of simulating the completion of water filling or discharge of the ship lock, the test condition of the ship berthing condition is determined to be a 5,000-ton ship type, and the ship berthing positions are: upper lock chamber, middle lock chamber and lower lock chamber.

[0051] Considering that the main factors affecting the ship berthing conditions in the lock chamber are the lock working head, the ship berthing position and the valve operation mode, the above three factors are mainly used as control conditions for research in the test. The test will focus on the ship berthing conditions at the maximum design head of the single-line water delivery operation mode, and only a small number of verification tests will be carried out under other conditions. According to the above analysis, the ship berthing condition test conditions are determined as shown in Tables 1 and 2.

[0052] Table 1 Test study conditions for ship berthing conditions during single-line ship lock operation

[0053]

[0054] Table 2 Test research conditions for ship berthing conditions when double-line water transfer is in progress

[0055]

[0056] Using the above determination method, the original energy dissipation structure of Scheme 1 is a single open ditch energy dissipation scheme, with the structure as follows: Figure 3 As shown in the figure, an energy dissipation open ditch is arranged on each side of the lock chamber corridor, that is, a single open ditch is arranged. The longitudinal flow distribution of the outlet of the long corridor at the bottom of the lock chamber is taken into consideration when arranging the water delivery system. In order to make the longitudinal flow distribution of the lock chamber uniform, 64 outlet holes are set in the outlet section of the main corridor at the bottom of the lock, which are divided into two groups. The size of the orifice (width × height) from upstream to downstream is 0.75m × 1.4m (32 holes) and 0.7m × 1.4m (32 holes), with a total area of ​​64.96m 2Under this arrangement, the mooring force test was carried out on a 5000t single ship under the design water head (10.32m) in the lock chamber single-line ship lock operation. The test results are shown in Tables 3 and 4, and the mooring force measurement results are shown in Figures 4 to 6 , in the judgment process, the allowable longitudinal mooring force for 5000t ships is 58.0kN, and the allowable transverse mooring force is 29.0kN. The maximum longitudinal mooring force when the valve is opened for 4min, 5min, and 6min during the design head 10.32m filling process is 35.80kN, 25.52kN, and 22.85kN, respectively, which meets the requirements of the specification, while the maximum transverse mooring force after 4min is 75.69kN, 61.02kN, and 56.36kN, respectively, which exceeds the requirements of the specification. Therefore, it is necessary to optimize the energy dissipation method in the lock chamber. The test results show that there is no obvious longitudinal water flow in the lock chamber with the above arrangement, and the longitudinal mooring force of the ship can meet the requirements; however, there is still a certain degree of unevenness in the transverse distribution of the water flow. In the early stage of the water delivery process, the water velocity near the gate wall is relatively large, resulting in the ship being subjected to the force of the water flow toward the center of the lock chamber. In the later stage, due to the rapid decrease in the water delivery flow, the water body with a high water surface in the center of the lock chamber moves to both sides of the lock chamber, resulting in the transverse mooring force not meeting the requirements of the specification.

[0057] Table 3 Maximum mooring force of ships when the lock chamber is filled with water at the design water head (10.32m)

[0058]

[0059] Table 4 Maximum mooring force of ships when the lock chamber is discharged with design water head (10.32m)

[0060]

[0061] Option 2 is single open ditch + energy dissipation sill, such as Figure 7 As shown in Figure 5, a stilling sill is arranged in the open ditch at each branch hole outlet in the lock chamber in order to eliminate the jet energy and improve the ship berthing conditions. The distance from the center line of the stilling sill to the branch hole outlet is 3.25m, the height of the stilling sill is 0.7m, and the width is 0.4m. The test results are shown in Tables 5 and 6. The test results show that when the valve is opened for 4min, 5min, and 6min during the flooding process of the design head (10.32m), the maximum longitudinal mooring force is 33.64kN, 26.40kN, and 20.82kN, respectively, which meets the requirements of the specification, while the maximum rear transverse mooring force is 28.79kN, 26.25kN, and 22.99kN, respectively. Although it meets the requirements of the specification, it is very close to the allowable value of the specification, so it is necessary to further optimize the energy dissipation ditch.

[0062] Table 5 Maximum mooring force of ships when the lock chamber is filled with water at the design water head (10.32m)

[0063]

[0064] Table 6 Maximum mooring force of the ship when the lock chamber is discharged with design water head (10.32m)

[0065]

[0066] Option 3 is double open ditch energy dissipation, such as Figure 8 As shown in the figure, a double open ditch energy dissipation arrangement is adopted outside the outlet of each side branch hole in the lock chamber. The width of each open ditch is 4m, in order to reduce the jet energy and adjust the longitudinal water flow for the second time. At the same time, a water hole is set on the partition wall between the two energy dissipation open ditches to adjust the lateral water flow distribution in the lock chamber and improve the berthing conditions of ships. The water hole is 0.35m high and 4.7m wide, 1.1m away from the bottom of the open ditch, and a 0.9m thick partition pier is set between the two water holes. The test results are shown in Tables 7 and 8. The test results show that the maximum longitudinal mooring forces when the valve is opened for 4min, 5min and 6min during the flooding process of the design head (10.32m) are 36.66kN, 29.24kN and 25.25kN respectively, which meet the requirements of the specification, and the maximum rear transverse mooring forces are 19.72kN, 15.68kN and 14.31kN respectively, which meet the requirements of the specification, indicating that the double open ditch scheme has a significant effect on improving the stability of ships in the lock chamber. Considering that this scheme is not conducive to the stability of the lock wall structure, it is recommended to further optimize the connection between the lock wall and the open ditch bottom plate.

[0067] Table 7 Maximum mooring force of ships when the lock chamber is filled with water at the design water head (10.32m)

[0068]

[0069]

[0070] Table 8 Maximum mooring force of ships when the lock chamber is discharged with design water head (10.32m)

[0071]

[0072] Option 4 is double open ditch energy dissipation. The energy dissipation open ditch has a significant effect on water flow energy dissipation and secondary adjustment. In order to achieve better energy dissipation effect and improve the stability of the gate wall structure, the width of each open ditch is adjusted to 3.5m, the thickness of the energy dissipation sill between the two open ditches is 0.5m, and water holes are set on the energy dissipation sill. The spacing between each hole is 0.9m, the size of the water hole is 0.35m×4.7m (height×length), and the elevation of the bottom edge of the water hole is -13.60m. In order to improve the stability of the gate wall structure, a 5.0m high and 0.9m wide vertical wall is designed to connect the gate wall of the gate chamber and the open ditch bottom plate. A 0.4m high and 0.4m wide sill is set 1.0m below the top of the vertical wall, and a chamfer with a height and width of 1.0m is set at the bottom of the vertical wall to connect the vertical wall and the open ditch bottom plate. Fig. 9 shown.

[0073] During the single-line water delivery operation, when the design water head (10.32m, 8.7m upstream, -1.62m downstream) is opened for 4min, 5min, and 6min during the water filling process, the test results of the ship moored in the upper half of the lock chamber are shown in Table 9. The maximum longitudinal mooring force is 38.29kN, 30.71kN, and 24.92kN, respectively, and the maximum rear transverse mooring force is 21.00kN, 16.14kN, and 14.06kN, respectively, which all meet the requirements of the specification. When the valve is opened for 4min to fill the water, the maximum longitudinal mooring force of the ship moored in the middle of the lock chamber is 38.74kN, and the maximum rear transverse mooring force is 9.02kN, which meets the requirements of the specification. When the valve is opened for 4min to fill the water, the maximum longitudinal mooring force of the ship moored in the lower half of the lock chamber is 39.21kN, and the maximum rear transverse mooring force is 11.79kN, which meets the requirements of the specification.

[0074] Table 9 Maximum mooring force of ships when the lock chamber is filled with water at the design water head (10.32m)

[0075]

[0076] The test results of the ship moored in the upper lock chamber when the valve is opened for 4min, 5min and 6min during the discharge process of the design head (10.32m) are shown in Table 10. The maximum longitudinal mooring forces are 19.45kN, 16.45kN and 13.33kN respectively, and the maximum rear transverse mooring forces are 4.42kN, 4.07kN and 3.28kN respectively, all of which meet the requirements of the specifications.

[0077] Table 10 Maximum mooring force of ships when the lock chamber is discharged with design water head (10.32m)

[0078]

[0079] In single-line water delivery operation, when the minimum navigation head is 9.62m (8.7m upstream, -1.62m downstream), the test results of ships moored in the upper half of the lock chamber when the valve is opened for 4min, 5min, and 6min during the water filling process are shown in Table 11. The maximum longitudinal mooring forces are 37.04kN, 27.94kN, and 21.74kN, respectively, and the maximum rear transverse mooring forces are 20.27kN, 18.01kN, and 14.17kN, respectively, all meeting the requirements of the specification. When the valve is opened for 4min, 5min, and 6min during the water discharge process, the test results of ships moored in the upper half of the lock chamber are shown in Table 12. The maximum longitudinal mooring forces are 16.83kN, 114.33kN, and 13.93kN, respectively, and the maximum rear transverse mooring forces are 3.31kN, 3.08kN, and 2.70kN, respectively, all meeting the requirements of the specification.

[0080] Table 11 Maximum mooring force for ships when the lock chamber is filled with water at the lowest navigation head (9.62m)

[0081]

[0082] Table 12 Maximum mooring force for ships when the lock chamber is discharged with the lowest navigation head (9.62m) In single-line water delivery operation, when the water head is 8.04m (8.7m upstream, 0.66m downstream), the test results of ships moored in the upper half of the lock chamber when the valve is opened for 3min, 4min, and 5min during the water filling process are shown in Table 13. The maximum longitudinal mooring forces are 33.94kN, 25.59kN, and 22.02kN, respectively, and the maximum rear transverse mooring forces are 15.54kN, 12.00kN, and 10.39kN, respectively, all meeting the requirements of the specification. The test results of ships moored in the upper half of the lock chamber when the valve is opened for 3min, 4min, and 5min during the water discharge process are shown in Table 14. The maximum longitudinal mooring forces are 18.42kN, 14.22N, and 12.17kN, respectively, and the maximum rear transverse mooring forces are 5.17kN, 4.45kN, and 2.62kN, respectively, all meeting the requirements of the specification.

[0083] Table 13 Maximum mooring force for ships when the lock chamber is flooded with water head (8.04m)

[0084]

[0085] Table 14 Maximum mooring force for ships when the lock chamber is discharged due to the common water head (8.04m)

[0086]

[0087] When the double lines are in mutual water transfer operation, when the design water head (10.32m, 8.7m upstream, -1.62m downstream), the double lines are in mutual water transfer and filling operation, the test results of the ship mooring force in the lock chamber are shown in Table 15; when the double lines are in mutual water transfer and discharge operation, the test results of the ship mooring force in the lock chamber are shown in Table 16. It can be seen from the test results that the mooring force meets the requirements of the specifications.

[0088] Table 15 Maximum mooring force of ships when the lock chamber is filled with water at the design water head (10.32m)

[0089]

[0090]

[0091] Table 16 Maximum mooring force of ships when the lock chamber is discharged with design water head (10.32m) When the double-line water supply and filling operation is in progress, when the minimum navigation head is 9.62m (8.7m upstream, -1.62m downstream), the test results of the ship mooring force in the lock chamber are shown in Table 17; when the double-line water supply and discharge operation is in progress, the test results of the ship mooring force in the lock chamber are shown in Table 18. It can be seen from the test results that the mooring force meets the requirements of the specifications.

[0092] Table 17 Maximum mooring force of ships when the lock chamber is filled with water head (9.62m)

[0093]

[0094] Table 18 Maximum mooring force of ships when the water head (9.62m) is released from the lock chamber

[0095]

[0096]

[0097] The test results of the ship mooring force in the lock chamber when the double-line mutual water supply and filling operation is in normal water head (8.04m) are shown in Table 19; the test results of the ship mooring force in the lock chamber when the double-line mutual water supply and discharge operation is in Table 20. It can be seen from the test results that the mooring force meets the requirements of the specification.

[0098] Table 19 Maximum mooring force for ships when the lock chamber is flooded with water head (8.04m)

[0099]

[0100] Table 20 Maximum mooring force for ships when the lock chamber is discharged due to the common water head (8.04m)

[0101]

[0102] For those skilled in the art, when understanding the solutions described in the specific embodiments of the present invention, they can refer to the conventional technical manuals in the field. At the same time, for the places where the above-mentioned terms appear, they can make appropriate understandings or adjustments for reference, and deduce the implementation of the same or similar technical solutions without paying any creative work.

[0103] The above embodiments describe only the basic principles, main features and / or advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and the invention content of the specification only describe the principles or specific cases of the present invention. Without departing from the essence of the innovative idea of ​​the present invention, the innovative scheme of the present invention may be subject to various changes and improvements, and these changes and improvements all fall within the scope of protection required by the present invention.

Claims

1. A method for determining the energy dissipation mode of a double-line ship lock water delivery system, characterized in that: The following steps are involved: Step S1, a single open ditch and a double open ditch are arranged at the outlet of each branch hole in the ship lock chamber, a stilling sill is arranged in the single open ditch, and the distance from the center line of the stilling sill to the outlet of the branch hole, the height of the stilling sill, and the width of the stilling sill are determined to form an energy dissipation structure 1; a water hole is arranged on the partition wall between the double open ditches and the size parameters of the water hole are determined to form an energy dissipation structure 2; Step S2, establishing a hydraulic physical model of the water delivery system according to the design parameters and energy dissipation structure of the double-line ship lock water delivery system; Step S3, based on the hydraulic physical model of the water transfer system, simulating the ship filling or draining the lock chamber under the designed water head and performing a ship mooring force test; then judging whether the maximum mooring force of the ship meets the requirements of the ship berthing specification when the single-line ship lock is in operation or the double-line water transfer operation is in operation; If the requirements of the specification are not met, adjust the energy dissipation structure 2, and repeat steps S2 to S3 until the maximum mooring force of the ship meets the requirements of the ship berthing specification, and obtain the energy dissipation structure of the double-line ship lock water delivery system.

2. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 1 is characterized in that: In step S1, when a single energy dissipation sill is arranged in the open ditch at each branch hole outlet in the gate chamber, the distance from the center line of the energy dissipation sill to the branch hole outlet is 3.25m, the height of the energy dissipation sill is 0.7m, and the width of the energy dissipation sill is 0.4m, forming an energy dissipation structure 1.

3. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 1 is characterized in that: In step S1, double open ditches are arranged at the outlet of each side branch hole in the gate chamber, each open ditch is 4m wide, a water hole is set on the partition wall between the two energy dissipation open ditches, the water hole height is 0.35m, the water hole width is 4.7m, the water hole is 1.1m away from the bottom of the open ditch, and a 0.9m thick partition pier is set between the two water holes to form energy dissipation structure II.

4. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 1 is characterized in that: The scope of the hydraulic physical model of the water conveyance system includes the upstream pilot channel, double-line ship lock chamber, water conveyance system and downstream pilot channel. The water conveyance system includes the water inlet, upper lock head, lock chamber and lower lock head. The hydraulic physical model of the water conveyance system is designed according to gravity similarity, with a geometric scale of 30. The conversion relationship between the physical quantities of the model and the prototype is as follows: the weight and force scale is 27000, the velocity and time scale is 5.48, and the flow scale is 4929.

5.

5. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 1 is characterized in that: During the simulation, the ship type is 3000-6000 ton inland river vessels, and further, the ship type is 5000 ton bulk carrier, with a total length of 88.0-90.0m, a total width of 15.5-15.8m, a full load draft of 4.8-5.2m, a height above the waterline of 15.8m, and a height above the waterline of 12.8m when the mast is inverted.

6. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 1, characterized in that: The requirements for safe berthing of ships are as follows: the maximum longitudinal mooring force of a 5000t ship shall not exceed 58kN, and the maximum transverse mooring force shall not exceed 29.0kN.

7. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 1 is characterized in that: The berthing locations for ships are the upper lock chamber, the middle lock chamber and the lower lock chamber.

8. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 1, characterized in that: For filling or draining of the lock chamber, when the single-line ship lock is in operation, the opening and closing time of the main gallery valve of the water supply system includes 4 minutes, 5 minutes and 6 minutes; when the double-line water supply is in operation, the opening time of the water supply valve at the head of the water supply system includes 2 minutes and 3 minutes, and the opening and closing time of the connecting gallery valve includes 1.5 minutes and 2 minutes.

9. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to any one of claims 1 to 8, characterized in that: When determining the energy dissipation structure of the double-line ship lock water conveyance system, in addition to the maximum mooring force of the ship meeting the requirements of the ship berthing specifications, the influence of the energy dissipation structure on the stability of the lock wall structure is also considered, and the energy dissipation structure of the double-line ship lock water conveyance system is comprehensively obtained.

10. The method for determining the energy dissipation mode of the double-line ship lock water delivery system according to claim 9, characterized in that: In step S3, the energy dissipation structure 2 is adjusted, the width of each open ditch is adjusted to 3.5m, the thickness of the energy dissipation sill between the two open ditches is 0.5m, water holes are set on the energy dissipation sill, the hole spacing of the water holes is 0.9m, the height of the water holes is 0.35m, and the width of the water holes is 4.7m. A vertical wall is designed to connect the gate wall of the gate chamber and the open ditch bottom plate. The vertical wall is 5.0m high and 0.9m wide. A sill with a height of 0.4m and a width of 0.4m is set 1.0m below the top of the vertical wall, and a chamfer with a height and width of 1.0m is set at the bottom of the vertical wall to connect the vertical wall and the open ditch bottom plate.

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