A planar scheme verification and design method for hubs

Abstract

The present invention relates to a plan scheme verification and design method for a hub. A hydraulic model is produced according to a plan layout plan. After optimizing and experimentally verifying the plan layout plan, an optimized plan layout plan is obtained. Design deformation is performed on the basis of the optimized plan layout plan to obtain a plan layout plan two. The hydraulic model is then modified and utilized according to the plan layout plan two, thereby greatly reducing the cost of producing the hydraulic model. Furthermore, the test results of the optimized plan layout plan one can be used to guide the design deformation of the plan layout plan two, thereby making the layout result of the plan layout plan two more likely to be better. After further optimizing and experimentally verifying the plan layout plan two, the optimized plan layout plan one and the optimized plan layout plan two are compared, thereby making the stability and security of the final selected plan layout plan higher.

Description

Technical Field

[0001] The present invention relates to the field of hub plane scheme verification and design, and in particular to a hub plane scheme verification and design method. Background Art

[0002] In the design of a hub's plan, verification is typically performed using digital simulation, hydraulic testing, or a combination of digital simulation and hydraulic testing. For example, Chinese Patent Publication No. CN103440538B uses digital calculations to optimize scheduling methods, while Chinese Patent Publication No. CN113591330B uses digital calculations to predict navigable flow conditions. Chinese Patent Publication No. CN103422463B employs physical and digital models for mutual verification to address hub stability and safety issues. However, these prediction, optimization, and verification methods are all performed on a single design. Engineering often faces various constraints, leading to the need to produce various plan layouts and then conduct a comprehensive comparison before selecting the right one. Existing projects typically use at least two design plans for comparison, and hydraulic testing requires the creation of hydraulic models, requiring at least two separate hydraulic models for each design plan. This is difficult and costly to establish, significantly increasing verification costs. Summary of the Invention

[0003] The purpose of the present invention is to overcome the shortcomings of the prior art, in which existing projects generally adopt at least two design schemes for comparison, and in hydraulic tests, a hydraulic model needs to be established, and at least two design schemes need to establish a hydraulic model respectively. The establishment of the hydraulic model is difficult and costly, which greatly increases the cost of verification. A plan scheme verification design method for a hub is provided.

[0004] In a first aspect, the present invention provides a planar scheme verification and design method for a hub, comprising the following steps:

[0005] S1. Design a plan layout scheme 1 based on the overview of the hub river section, then make a hydraulic model 1 based on the plan layout scheme 1; make a ship model; and determine the test flow level;

[0006] S2. Conducting a navigation flow hydraulic test on the navigation flow conditions of the first layout plan by navigating a ship model in the first hydraulic model at different test flow levels, and then optimizing the first layout plan based on the navigation flow hydraulic test results;

[0007] S3, repeat step S2 until the optimized plan layout scheme meets the navigation flow condition requirements;

[0008] S4, performing design deformation on the optimized plan layout scheme 1 obtained in step S3 to obtain plan layout scheme 2, and modifying and arranging the hydraulic model 1 according to the plan layout scheme 2 to obtain hydraulic model 2;

[0009] S5. Conducting a navigation flow hydraulic test on the navigation flow conditions of the second plan layout scheme by passing a ship model through the second hydraulic model at different test flow levels, and then optimizing the second plan layout scheme based on the navigation flow hydraulic test results;

[0010] S6. Repeat step S5 until the optimized plan layout plan 2 meets the navigable water flow conditions;

[0011] S7. Compare the optimized plan layout plan 1 and the optimized plan layout plan 2 to obtain a final plan layout plan.

[0012] The plan scheme verification design method of the hub described in the present invention manufactures a hydraulic model 1 according to the plan layout scheme 1, obtains the optimized plan layout scheme 1 after optimizing and experimentally verifying the plan layout scheme 1, performs design deformation on the basis of the optimized plan layout scheme 1 to obtain the plan layout scheme 2, and then modifies and utilizes the hydraulic model 1 according to the plan layout scheme 2, thereby greatly reducing the cost of manufacturing the hydraulic model, and the plan layout scheme 2 is obtained by design deformation on the basis of the plan layout scheme 1, and then the test results of the optimized plan layout scheme 1 can be used to guide the design deformation of the plan layout scheme 2, which has a greater probability of making the layout result of the plan layout scheme 2 better, and after further optimizing and experimentally verifying the plan layout scheme 2, the optimized plan layout scheme 1 and the optimized plan layout scheme 2 are compared, which can make the stability and security of the final selected plan layout scheme higher.

[0013] Preferably, both the first and second plan layout schemes include a first river channel and a second river channel, the upstream sides of the first river channel and the second river channel intersect at an upstream entrance area, and the downstream sides of the first river channel and the second river channel intersect at a downstream entrance area, the first river channel includes a first ship lock, the second river channel includes a second ship lock, and the second ship lock is a double-line ship lock;

[0014] In step S2, the following steps are included:

[0015] Initial Test 1: Conduct navigable water flow hydraulic tests in Hydraulic Model 1 by selecting test flow levels from smallest to largest, obtaining the minimum test flow level at which the lateral flow velocity in the upstream and downstream entrance areas does not meet the requirements, as well as the measurement results corresponding to the measured test flow levels;

[0016] Optimization process 1: Optimize the upstream and downstream entrance areas based on the measurement results and arrange them on the hydraulic model 1;

[0017] Optimization Test 1: Starting with the smaller of the minimum test flow levels at which the lateral flow velocities in the upstream and downstream entrance areas do not meet the requirements, select test flow levels in ascending order to conduct navigable water flow hydraulic tests in Hydraulic Model 1, and obtain measurement results corresponding to the measured test flow levels;

[0018] If the measurement results of optimization test one meet the requirements, the optimization of plane layout plan one is completed. If the measurement results of optimization test one do not meet the requirements, repeat optimization process one and optimization test one until the measurement results of optimization test one meet the requirements and the optimization of plane layout plan one is completed.

[0019] Starting from the smaller test flow level among the minimum test flow levels at which the lateral flow velocities in the upstream and downstream mouth areas do not meet the requirements, test flow levels are selected in order from small to large to carry out hydraulic tests on navigable water flows in hydraulic model 1, and measurement results corresponding to the measured test flow levels are obtained. This can reduce the number of tests while ensuring the accuracy of the test results, which is beneficial to improving costs and saving test time.

[0020] Preferably, the judgment criteria for whether the measurement results of the navigable water flow hydraulic test meet the requirements include the average number of unnavigable waters per year. After judging that the current plane layout scheme 1 can meet the maximum test flow level of the specified lateral flow velocity of the upstream and downstream gate areas, the average number of unnavigable waters per year is judged based on the maximum test flow level. If the average number of unnavigable waters per year meets the requirements, the optimization is completed.

[0021] It can reduce the number of hydraulic tests on navigable water flow and reduce the testing workload.

[0022] Preferably, in the optimization process of the first plan layout scheme, the lateral flow velocity of the upstream gate area is optimized by changing the number of guide piers; and the lateral flow velocity of the downstream gate area is optimized by changing the setting length of the permeable water-blocking wall.

[0023] Preferably, when there is a small island on one side of the downstream gate area, the lateral flow velocity of the downstream gate area is optimized by providing a permeable frame in the extended section of the permeable water-blocking wall.

[0024] By setting a permeable frame in the extended section of the permeable water-blocking wall to optimize the lateral flow velocity in the downstream gate area, the influence of the backflow zone formed by the small island in the gate area on the lateral flow velocity can be reduced.

[0025] Preferably, the first river channel is a natural river channel, and the second river channel is a newly built river channel;

[0026] In step S4, the double-line ship lock axis of the newly built river channel of plan layout plan 1 is swung to obtain the double-line ship lock axis of plan layout plan 2, and the natural river channel of plan layout plan 1 is excavated so that the bottom elevation of the natural river channel of plan layout plan 2 is 0m.

[0027] Preferably, when the upstream channel of the upstream entrance area deviates from the side where the newly built river channel is located, in step S4, the axis of the double-line ship lock in the plan layout scheme one is swung 1°-2° to the side farther away from the natural river channel with the downstream entrance area as the base point to obtain the axis of the double-line ship lock in the plan layout scheme two.

[0028] Preferably, step S5 includes the following steps:

[0029] Initial Test 2: Starting with the maximum test flow level at which the transverse flow velocity meets the requirements in the optimized plan layout scheme 1, hydraulic tests of navigable water flow are conducted in hydraulic model 2 by selecting test flow levels from smallest to largest. The minimum test flow level at which the transverse flow velocity does not meet the requirements in the upstream and downstream entrance areas is obtained, as well as the measurement results corresponding to the measured test flow levels.

[0030] Upstream entrance area optimization process 2: Optimize the upstream entrance area of ​​plan layout scheme 2 based on the measurement results and arrange it on hydraulic model 2;

[0031] Upstream entrance area optimization test 2: Based on the smaller test flow level of the minimum test flow level at which the lateral flow velocity of the upstream and downstream entrance areas does not meet the requirements, a navigable water flow hydraulic test is conducted in hydraulic model 2 to obtain measurement results corresponding to the measured test flow level;

[0032] If the measurement results of the upstream port area optimization test 2 meet the requirements, the optimization of the upstream port area of ​​the plan layout scheme 2 is completed, and then the downstream port area optimization process 2 is carried out; if the measurement results of the upstream port area optimization test 2 do not meet the requirements, the upstream port area optimization process 2 and the upstream port area optimization test 2 are repeated until the measurement results of the upstream port area optimization test 2 meet the requirements, the optimization of the upstream port area of ​​the plan layout scheme 2 is completed, and then the downstream port area optimization process 2 is carried out;

[0033] Downstream entrance area optimization process 2: The downstream entrance area is optimized based on the measurement results of the plan layout scheme 2 completed after the upstream entrance area optimization, and is arranged on the hydraulic model 2;

[0034] Downstream entrance area optimization test 2: Based on the smaller test flow level of the minimum test flow level at which the lateral flow velocity of the upstream and downstream entrance areas does not meet the requirements, a navigable water flow hydraulic test is conducted in hydraulic model 2 to obtain measurement results corresponding to the measured test flow level;

[0035] If the measurement results of the downstream mouth area optimization test 2 meet the requirements, the optimization of the downstream mouth area of ​​the plane layout plan 2 is completed, and the optimization of the plane layout plan 2 is completed; if the measurement results of the downstream mouth area optimization test 2 do not meet the requirements, repeat the downstream mouth area optimization process 2 and the downstream mouth area optimization test 2 until the measurement results of the downstream mouth area optimization test 2 meet the requirements, the optimization of the downstream mouth area of ​​the plane layout plan 2 is completed, and the optimization of the plane layout plan 2 is completed.

[0036] Starting from the maximum test flow level at which the lateral flow velocity meets the requirements in the optimized plan layout scheme 1, the test flow levels are selected in sequence from small to large to carry out the navigable water flow hydraulic test in the hydraulic model 2. This can reduce the number of tests and save the test cost under the premise of ensuring the accuracy of the test; according to the smaller test flow level among the minimum test flow levels at which the lateral flow velocity of the upstream and downstream mouth areas does not meet the requirements, the number of tests and save the test cost can be reduced under the premise of ensuring the accuracy of the test; after the optimization and test verification of the upstream mouth area are completed, the downstream mouth area is optimized. This can avoid the impact of the upstream mouth area optimization on the downstream mouth area when the upstream and downstream mouth areas are optimized at the same time, thereby making the optimization sequence more reasonable and making the reliability of each optimization higher.

[0037] Preferably, in the second upstream entrance area optimization process, when the added guide piers move the confluence area of ​​the upstream entrance area upward, resulting in a larger area of ​​the velocity exceeding the standard, the order of optimizing the upstream entrance area is: first reduce the number of guide piers, and then reduce the size of the guide piers; wherein, when the navigation flow conditions of the upstream entrance area still do not meet the requirements after reducing the number of guide piers, reduce the size of the guide piers;

[0038] In the second optimization process of the downstream mouth area, the order of optimization of the downstream mouth area is: first reduce or increase the length of the permeable watertight wall, and then reduce the permeability of the permeable watertight wall on the basis of the original downstream mouth navigation water flow optimization facilities; among them, when the navigation water flow conditions in the downstream mouth area do not meet the requirements after reducing or increasing the length of the permeable watertight wall, the permeability of the permeable watertight wall is reduced on the basis of the original downstream mouth navigation water flow optimization facilities.

[0039] It can minimize the optimization workload in each optimization process and avoid excessive optimization that leads to higher uncertainty.

[0040] Preferably, in step S7, the conditions for comparing the optimized plan layout scheme 1 and the optimized plan layout scheme 2 include: discharge capacity, navigation flow conditions and power generation head.

[0041] Preferably, after step S7, a partition scheduling test is performed on the final floor plan.

[0042] Preferably, in step S4, the probability that the plan layout plan 2 is better can be increased by conducting a partition scheduling test on the optimized plan layout plan 1 to guide the design of the plan layout plan 2.

[0043] Preferably, in step S1, the steps of establishing a hydraulic model 1 according to the plane layout scheme 1 are:

[0044] Hydraulic model design: Based on the test purpose, model scope and test site conditions, the model plane scale is preliminarily determined. Then, based on the plane layout plan 1, the hydraulic model 1 is designed based on geometric similarity, gravity similarity, resistance similarity and water flow continuity similarity;

[0045] Hydraulic model production: wooden boards or PVC plastic boards are used for processing and production according to the hydraulic model design; after production is completed, the surface of the hydraulic model is smoothed with cement mortar, and water level monitoring devices and flow rate monitoring devices are arranged on the hydraulic model.

[0046] Preferably, during the hydraulic test of navigable water flow, a navigation test needs to be carried out using a ship model;

[0047] In step S1, the ship model is also designed and made.

[0048] Preferably, ship model design: selecting a ship type, then designing the ship model on a scaled basis based on similarity in geometric scale, shape, draft and displacement, and obtaining a ship model line diagram, a propeller blade diagram and a rudder blade diagram;

[0049] Ship model production: According to the ship model line diagram, propeller diagram and rudder blade diagram, a three-dimensional model of the hull, propeller and rudder are established. Then, the hull model, propeller model and rudder model are 3D printed, and the propeller model and rudder model are installed on the hull model. Finally, the remote control equipment, power equipment and speed change equipment are installed on the hull model to form a ship model.

[0050] Preferably, after the ship model is manufactured, a similarity test is performed between the ship model and the actual ship, and the still water performance and motion performance of the ship model are calibrated to meet the test requirements.

[0051] Preferably, the similarity test between the ship model and the actual ship includes calibration of the ship model's still water performance and calibration of the ship model's kinematic performance;

[0052] The steps for calibrating the ship model's still water performance are as follows: mark the corresponding draft at the front, middle, and rear positions of the ship model, then weigh and load the model according to the displacement, and adjust the loading position of the ship model in a dedicated water tank to meet the draft at the front, middle, and rear of the ship model, so that the displacement, draft, and center of gravity position of the ship model in still water meet the requirements.

[0053] The steps for calibrating the motion performance of the ship model are as follows: based on the water flow conditions in the channel of the study river section and the weight of the ship model, multiple still water speeds of 1.00m / S, 1.50m / S, 2.00m / S, 2.50m / S, 3.00m / S, 3.5m / S and 4.0m / S are selected for ship model navigation tests. After ship model measurement and control calibration, the relationship between the still water speed of the test ship model and the power voltage is obtained.

[0054] Preferably, the ship model used has a rudder area reduced by 20%-25% while maintaining the aspect ratio unchanged, thereby correcting the scale effect.

[0055] A hub plan layout plan is provided, and the design is verified by using the hub plan plan verification design method.

[0056] Compared with the prior art, the present invention has the following beneficial effects:

[0057] 1. The present invention provides a plan scheme verification and design method for a hub, wherein a hydraulic model 1 is produced according to a plan layout scheme 1, and after optimizing and experimentally verifying the plan layout scheme 1, an optimized plan layout scheme 1 is obtained, and a design deformation is performed on the basis of the optimized plan layout scheme 1 to obtain a plan layout scheme 2, and then the hydraulic model 1 is modified and utilized according to the plan layout scheme 2, thereby greatly reducing the cost of producing the hydraulic model, and the plan layout scheme 2 is obtained by design deformation based on the plan layout scheme 1, and then the test results of the optimized plan layout scheme 1 can be used to guide the design deformation of the plan layout scheme 2, which has a greater probability of making the layout result of the plan layout scheme 2 better, and after further optimizing and experimentally verifying the plan layout scheme 2, the optimized plan layout scheme 1 and the optimized plan layout scheme 2 are compared, which can make the stability and security of the final selected plan layout scheme higher.

[0058] 2. The present invention provides a hub plan layout scheme, and the hub plan verification design method is used to verify the design, so the stability and security of the plan layout scheme are higher. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 It is a structural diagram of the plane layout scheme; Figure 2 Schematic diagram of the structure for setting up diversion piers in the upstream entrance area; Figure 3 This is a schematic diagram of a hydraulic model;

[0060] Figure 4 For the initial test, Q = 52.1m 3 Schematic diagram of navigation flow conditions at the upstream approach channel entrance area at 1000 m / s; Figure 5 For the initial test, Q = 300m 3 Cross-flow cloud diagram of navigation flow conditions in the upstream approach channel gate area at 1000 s; Figure 6 For the initial test, Q = 500m 3 Cross-flow cloud diagram of navigation flow conditions in the upstream approach channel gate area at 1000 s; Figure 7 For the initial test, Q = 1000m 3 Cross-flow cloud diagram of navigation flow conditions in the upstream approach channel gate area at 1000 s; Figure 8 For the initial test, Q = 52.1m 3 Cross-flow cloud diagram of navigation flow conditions in the downstream approach channel gate area at 1000 s; Figure 9 For the initial test, Q = 500m 3 Cross-flow cloud diagram of navigation flow conditions in the downstream approach channel gate area at 1000 s; Figure 10 For the initial test, Q = 890m 3 Cross-flow cloud diagram of navigation flow conditions in the downstream approach channel gate area at 1000 s; Figure 11 For the initial test, Q = 1000m 3 Cross-flow cloud diagram of navigation flow conditions in the downstream approach channel gate area at 1000 s;

[0061] Figure 12 This is the layout diagram of the diversion pier on the right side of the upstream gate area of ​​the ship lock after the optimization of the plan layout scheme 1; Figure 13 This is the lateral velocity distribution cloud diagram of the upstream gate area of ​​the ship lock after the optimization of the plane layout scheme 1 (Q = 1000m 3 / s); Figure 14 After the optimization of the first plan layout, the ship model's down-going track line and main parameters (Q = 1000m 3 / s) Figure 15 This is the layout diagram of the open-type water-blocking wall in the downstream gate area of ​​the ship lock after the optimization of the first plan layout scheme; Figure 16 This is the lateral velocity distribution cloud map of the downstream entrance area of ​​the ship lock after the optimization of the first plan layout (the permeable water-blocking wall is extended by 30m); Figure 17 This is the lateral velocity distribution cloud map of the downstream entrance area of ​​the ship lock after the optimization of the first plan layout (the open water barrier wall is extended by 50m); Figure 18 This is the lateral velocity distribution cloud map of the downstream entrance area of ​​the ship lock after the optimization of the first plan layout (the open water barrier wall is extended by 70m);

[0062] Figure 19 To finalize the optimized plan layout plan - engineering layout drawing; Figure 20 For the final optimized plan layout, the water level change diagram along the flow path at each level of flow during open discharge is shown; Figure 21 This is a comparison chart of the final optimized plan layout scheme - the water level above the dam during open discharge and the optimized plan layout scheme - the post-project test water level; Figure 22 The lateral velocity cloud diagram (Q = 1000m 3 / s); Figure 23The lateral velocity cloud diagram of the upstream gate area of ​​the ship lock for the final optimized plan layout scheme 1 (Q = 1740m 3 / s); Figure 24 The horizontal velocity cloud diagram (Q = 1000m 3 / s); Figure 25 The horizontal velocity cloud diagram of the downstream gate area of ​​the ship lock for the final optimized plan layout scheme 1 (Q = 1740m 3 / s);

[0063] Figure 26 To design the engineering layout drawing of plan layout plan 2; Figure 27 The water level changes along the course at various flow rates when designing the second plan layout plan;

[0064] Figure 28 This is the transverse velocity diagram of the upstream gate area of ​​the ship lock for the second design plan (Q = 1000m 3 / s); Figure 29 The horizontal velocity diagram of the upstream gate area of ​​the ship lock for the second design plan (Q = 1740m 3 / s);

[0065] Figure 30 This is the horizontal velocity diagram near the downstream gate area of ​​the ship lock for the second design plan (Q = 1000m 3 / s); Figure 31 This is the lateral velocity cloud diagram near the downstream gate area of ​​the ship lock in the second design plan (Q = 1740m 3 / s);

[0066] Figure 32 Modify the engineering measures diagram of Plan Layout 2-1 for the upstream connection section improvement test of the first optimized Plan Layout 2; Figure 33 Q = 1000m for the first optimized layout plan 2 3 / sUpstream connection section modified plan layout 2-1 lateral flow velocity cloud diagram; Figure 34 Modify the engineering measures diagram of Plan Layout 2-2 for the upstream connection section improvement test of the second optimized Plan Layout 2; Figure 35 Q = 1000m for the second optimized layout plan 2 3 / sUpstream connection section modified plan layout 2-2 lateral flow velocity cloud diagram; Figure 36 Modify the engineering measures diagram of Plan Layout 2-3 for the upstream connection section improvement test of the third optimized Plan Layout 2; Figure 37 Q = 1000m for the third optimized layout plan 2 3 / sUpstream connection section modified plan layout 2-3 lateral flow velocity cloud diagram; Figure 38This is a schematic diagram of the layout of the diversion pier on the right side of the upstream gate area of ​​the ship lock in the third optimized plan layout scheme 2; Figure 39 The velocity distribution diagram of the upstream gate area of ​​the ship lock for the third optimized plan layout scheme 2 (Q = 1000m 3 / s);

[0067] Figure 40 Layout diagram of the permeable watertight wall for the second optimized plan layout of the downstream entrance area; Figure 41 The horizontal velocity distribution cloud diagram of the downstream gate area of ​​the ship lock after the permeable watertight wall is reduced by 15m (Q = 1000m 3 / s); Figure 42 The horizontal velocity distribution cloud diagram of the downstream bend of the ship lock after the permeable water-blocking wall is increased by 15m for the optimized layout of the downstream gate area (Q = 1000m 3 / s); Figure 43 The lateral velocity distribution cloud diagram of the ship lock downstream of the optimized plan layout scheme 2 for the downstream gate area (1 / 2 the air permeability of the design plan layout scheme 2); Figure 44 Schematic diagram of the layout dimensions of the permeable watertight wall downstream of the ship lock for the second optimized plan layout of the downstream entrance area; Figure 45 Velocity distribution diagram of the downstream entrance area connection section for the second optimized plan layout of the downstream entrance area (Q = 1000m 3 / s);

[0068] Figure 46 This is the water level change diagram along the process at each level of flow during open discharge for the final optimized plan layout scheme 2; Figure 47 This is a comparison chart of the designed water level on the dam during open discharge of the final optimized plan layout scheme 2 and the post-project test water level of the optimized plan layout scheme 2; Figure 48 The horizontal velocity cloud diagram (Q = 1000m 3 / s); Figure 49 The horizontal velocity cloud diagram of the upstream gate area of ​​the ship lock for the final optimization of the second plan layout (Q = 1200m 3 / s); Figure 50 The horizontal velocity cloud diagram (Q = 1000m 3 / s); Figure 51 The horizontal velocity cloud diagram of the downstream gate area of ​​the ship lock for the final optimization of the second plan layout (Q = 1200m 3 / s);

[0069] Figure 52 This is a comparison diagram of the power generation head difference between the final optimized plane layout scheme 1 and the final optimized plane layout scheme 2; Figure 53 Schematic diagram of the flow field with priority opening on the left side for the partition scheduling test (Q = 1000m 3 / s); Figure 54 Schematic diagram of the flow field with priority opening in the middle of the partition scheduling test (Q = 1000m 3 / s); Figure 55 Schematic diagram of the flow field with priority opening on the right side for the partition scheduling test (Q = 1000m 3 / s). DETAILED DESCRIPTION

[0070] The present invention will be further described in detail below with reference to specific embodiments. However, this should not be construed as limiting the scope of the present invention to the following embodiments, as all technologies implemented based on the present invention fall within the scope of the present invention.

[0071] Example 1

[0072] A planar scheme verification design method for a hub includes the following steps:

[0073] S1. Design a plan layout scheme 1 based on the overview of the hub river section, then make a hydraulic model 1 based on the plan layout scheme 1; make a ship model; and determine the test flow level;

[0074] In an optional embodiment, if Figure 1 As shown, the first plan layout scheme includes the first river channel and the second river channel. The upstream sides of the first river channel and the second river channel meet at the upstream entrance area, and the downstream sides of the first river channel and the second river channel meet at the downstream entrance area. The first river channel includes the first ship lock, and the second river channel includes the second ship lock. The second ship lock is a double-line ship lock. Specifically, the effective dimensions of the double-line ship lock are 300m×34m×8m (length×width×sill water depth), the main section of the ship lock is 1553.5m long, the upper lock head is 66.5m long, the lower lock head is 67m long, the lock chamber is 281m long, the upstream and downstream navigation adjustment sections are both 177m long, the upstream and downstream berthing sections are both 325m long, the upstream braking section is 90m long, the upstream connecting section is 390m long, the downstream braking section is 45m long, and the downstream connecting section channel is 290m long. The double-line ship lock adopts a shared pilot channel layout, and the ship lock adopts a curved entry and straight exit method. The width of the upstream and downstream pilot channels is 156m, the slope of the main navigation wall is 1:6, and the slope of the auxiliary navigation wall is 1:8. The turning angle of the upstream pilot channel and the upstream channel connection section is about 19° and 14°. The compound bend is connected to the upstream channel, and the turning radius is 600m. The turning angle of the downstream pilot channel and the main channel connection section is 39°, and the turning radius is 650m. In order to improve the navigation flow conditions of the upstream pilot channel and the flood gate diversion outlet and the downstream pilot channel and the flood gate downstream confluence, diversion piers are set on the outside of the upstream right braking section, such as Figure 2 As shown, there are two diversion piers, each 10m long and spaced 20m apart, extending 40m beyond the dike head. A 117m-long, open-type water-blocking wall is located downstream.

[0075] In an optional embodiment, the design and production of hydraulic model 1:

[0076] Model design: Based on the test purpose, model scope and test site conditions, the model plane scale is preliminarily determined to be L =100, due to the need of ship model test, the model must be normal, so the vertical scale H = 100. Then, based on Plan Layout Scheme 1, Hydraulic Model 1 was designed based on geometric similarity, gravity similarity, resistance similarity, and flow continuity similarity. Based on the scope and scale of Hydraulic Model 1, Hydraulic Model 1 was approximately 76 meters long and 3 to 13 meters wide, covering an area of ​​approximately 500 square meters, with a simulated river section length of approximately 7.6 kilometers.

[0077] Hydraulic model production: According to the hydraulic model design, wooden boards or PVC plastic boards are used for processing and production. After the production is completed, the surface of the hydraulic model is smoothed with cement mortar, and water level monitoring devices and flow rate monitoring devices are arranged on the hydraulic model. Specifically, the fixed bed model is produced using the cross-section method, and the initial terrain of the model is arranged using the hub plane. Figure 1 :1000 measured topographic map. The model section was scaled to horizontal and vertical scales based on the measured riverbed topography. The model section is constructed of five layers of wood and is controlled by pre-arranged master control structures. The elevation control error is less than ±1.0mm, and the mean error is less than ±1.0cm, meeting the requirements of the Ministry's "Technical Specifications for Simulation Testing of Water Transport Engineering" (JTS / 231-2021). To meet roughness requirements, the model surface is smoothed with cement mortar. Flow structures such as the spillway, power station, and ship lock are fabricated and constructed from wood and PVC panels to ensure similar flow conditions. The model inlet utilizes an automatic flow control system based on an electromagnetic flowmeter, while the outlet features a set of manual flap tailgates. The hub is constructed of wood, and the gates are uniformly constructed of gray plastic panels in straight panels to facilitate control of upstream water levels and downstream flow. The power station building is connected to a 7.5cm diameter PVC pipe, and a gate is installed upstream to control the downstream flow. Water level observation: 14 water gauges were placed along the model, and a rod-type water level gauge was used to read the water level. Flow velocity observation: Point flow velocity was measured using a new Norwegian-made acoustic Doppler three-dimensional point flow velocity meter; large-scale flow field observation was performed using the VDMS real-time flow field measurement system of Beijing Shangshui Company; self-propelled ship model test data was collected using a ship model navigation equipment developed by Beijing Shangshui Company. Figure 3 As shown;

[0078] In an optional embodiment, the ship model is designed and manufactured:

[0079] Ship model design: Select the ship type, which is a 5,000-ton multipurpose cargo ship. The main dimensions of the ship type are 90m in length overall, 15.55m in breadth, and 5.0m in design draft. The main dimensional parameters of the representative ship model can be calculated based on the scale relationship between the ship model and the actual ship parameters.

[0080] Like hydraulic models, the movement of ship models in the model water flow should also meet certain similarity conditions. According to the provisions of the "Technical Specifications for Simulation Tests of Water Transport Engineering" (JTS / T231-2021) promulgated and implemented by the Ministry of Transport, ship models used for navigation condition tests should meet the conditions of geometric similarity, gravity similarity and operability similarity. For ship models that meet the geometric similarity conditions, their geometric scale, shape, draft and displacement should be similar to those of the actual ship; for ship models that meet the gravity similarity conditions, their movement speed and time should also be similar to those of the actual ship. Therefore, the ship model is designed based on the similarity of geometric scale, shape, draft and displacement, and the ship model line diagram, blade diagram and rudder blade diagram are obtained;

[0081] Ship Model Construction: Based on the ship model's linear diagrams, propeller diagrams, and rudder diagrams, a 3D model of the hull, propeller, and rudder is constructed. The hull, propeller, and rudder models are then 3D printed and attached to the hull model. The remote control, power, and transmission equipment are then installed to complete the ship model. After the ship model is scaled down, its capacity and load capacity are limited. Beyond the necessary remote control, power, and transmission equipment, as well as the drive power supply, it is not possible to install additional measurement equipment. Therefore, more practical and advanced measurement techniques are required. This experiment utilizes the SMMS real-time measurement system developed by Shangshui Company. This system consists of multiple CCD cameras, video transmission lines, a video distributor, a video capture card, a rudder angle measuring instrument, and a computer equipped with the ship model real-time measurement system. This system measures the ship's position and steering process in real time while the model is sailing, and simultaneously processes the data to obtain the required navigation parameters.

[0082] Before conducting a ship model sailing test, the hydrostatic performance and motion performance of the ship model need to be calibrated to meet the test requirements.

[0083] Calibration of Ship Model Still Water Performance: The still water performance of an inland vessel primarily refers to its draft, displacement, buoyancy, and center of gravity in still water. After the hull is completed, meticulous loading is performed. The corresponding draft depths are marked on the fore, middle, and aft positions of the ship model. The load is then weighed according to displacement, and the loading position is adjusted in a dedicated water tank to meet the draft depths at the fore, middle, and aft of the model. This ensures that the model and the actual ship meet similar requirements for displacement, draft, and center of gravity in still water.

[0084] Calibration of Ship Model Kinematic Performance: The kinematic performance of an inland vessel primarily refers to its power and maneuverability during navigation. To reach its destination as quickly as possible and minimize fuel consumption, the operator strives to maintain a straight line at a specific speed. However, when encountering obstacles or other vessels on the planned route, the operator must change speed or course (maneuver) to avoid collision. Before conducting a ship model navigation test, its kinematic performance must be calibrated to ensure similarity and test requirements.

[0085] The selection and calibration of ship model test speed are as follows:

[0086] The speed of the ship model was determined in still water without wind according to the relevant specifications. Under the premise of ensuring the stability of the ship's straight navigation (the rudder pressure was less than 3° during navigation), the propeller speed was adjusted to make the speed of the ship model reach the set value. Since there was no actual speed data of the test ship, the current domestic test method for studying the navigable water flow conditions of the lock approach gate area and the connecting section was used as a reference. After the ship model measurement and control calibration, the relationship between the still water speed of the test ship model and the power voltage (y = 0.0336x 3 -0.3142x 2 +1.9238x-0.1205, the horizontal axis is the speed, the vertical axis is the power voltage), combined with the water flow conditions in the channel of the studied river section and the counterweight of the ship model, multiple still water speeds of 1.00m / S, 1.50m / S, 2.00m / S, 2.50m / S, 3.00m / S, 3.5m / S and 4.0m / S (already converted to the prototype) were selected for the ship model navigation test.

[0087] Ship model maneuverability refers to the ability of a ship to maintain or change its motion state under control of the operator. It reflects the ship's directional stability during navigation and its maneuverability in avoiding collisions. Therefore, when conducting navigational condition tests, the similarity of the ship model's maneuverability to that of the actual ship is crucial. According to domestic ship model test data, although the ship models have achieved geometric similarity in appearance, displacement, and straight-line still water speed, 100-scale ship models will experience operational scale effects due to the scale reduction, resulting in a dissimilarity between the model and the actual ship's maneuverability and requiring correction. In the absence of actual ship maneuverability test data for the test ship type, the rudder area was reduced based on test results from similar ship types and scale models to correct for the scale effect. For the ship models used in this test, the rudder area was reduced by 25% while maintaining the same aspect ratio to achieve the corrected scale effect.

[0088] Determine the test flow level: Based on multiple considerations such as the operation of power stations in the dam area, hub scheduling, inflow characteristics, and the most unfavorable moments for ship navigation when different upstream inflows encounter different downstream tides, 9 typical flow levels were selected for the pre-project water flow characteristic test to conduct experimental research, as shown in Table 1 below.

[0089] Table 1. Typical flow levels of the hub overall model test

[0090]

[0091] S2. Conducting a navigation flow hydraulic test on the navigation flow conditions of the first layout plan by navigating a ship model in the first hydraulic model at different test flow levels, and then optimizing the first layout plan based on the navigation flow hydraulic test results;

[0092] In step S2, the following steps are included:

[0093] Initial Test 1: Conduct navigable water flow hydraulic tests in Hydraulic Model 1 by selecting test flow levels from smallest to largest, obtaining the minimum test flow level at which the lateral flow velocity in the upstream and downstream entrance areas does not meet the requirements, as well as the measurement results corresponding to the measured test flow levels;

[0094] Specifically, Q = 52.1m 3 / s flow, the water level in front of the upstream dam is maintained at 8.70m, the upstream flow is relatively small, and the reservoir area is basically in a static water state. The flow velocity in the mouth area and the connecting section is below 0.30m / s, and the cross-current intensity is basically less than 0.1m / s. The navigation flow conditions are excellent (see Figure 4 ). As the incoming flow increases, the upstream incoming flow Q=300m 3 / s, such as Figure 5 As shown, the flow velocity near the mouth area is less than 0.5m / s, and the maximum lateral flow velocity in the mouth area is less than 0.25m / s, indicating excellent navigation conditions; Q = 500m 3 / s, such as Figure 6 As shown in the figure, the flow velocity near the gate area is about 0.6m / s, but the angle between the water flow and the channel near the dike head upstream of the ship lock is large, the local lateral flow velocity at the edge of the channel near the dike head exceeds 0.3m / s, and the maximum lateral flow velocity is 0.37m / s. The navigable flow conditions in the gate area basically meet the requirements of the specification; when the flow reaches Q=1000m 3 / s, such as Figure 7 As shown, the flow velocity near the gate area is between 1.2 and 1.5 m / s, and the angle between the water flow and the channel near the dike upstream of the ship lock is about 22°, resulting in a large lateral flow velocity in the channel near the dike of the gate area, with a maximum lateral flow velocity of 0.65 m / s and a lateral flow velocity exceeding 0.3 m.

[0095] The river channel near the downstream entrance of the ship lock is relatively wide. Under the action of the diversion wall on the right side of the ship lock, the downstream water of the hub flows down along the right bank, forming a large-scale backflow near the ship lock entrance. Figures 8-10 As shown, Q≤890m 3 / s, the maximum backflow velocity in the downstream of the ship lock gate area is less than 0.2m / s. At the right edge of the channel about 130m below the dike, the local maximum lateral velocity is 0.44m / s due to the diffusion of the downstream water flow. The lateral velocity in other areas is basically less than 0.3m / s, which basically meets the requirements of the specification. As the flow continues to increase, the downstream water flow obviously spreads to the gate area. Figure 11 As shown, Q = 1000m 3 / s, the velocity on the right side of the centerline at the end of the mouth area is about 1.0m / s, and the cross flow in the mouth area exceeds the standard in a large range; by the 20-year return flow (Q = 3300m 3 / s), the maximum flow velocity at the end of the mouth area reaches 2.0m / s, and the lateral flow velocity reaches 1.0m / s, and the navigation water flow conditions are poor.

[0096] Water level observation along the route: A total of 14 water gauges are arranged in the model. The results of water level observation along the route at various flow levels under the design plan 1 are shown in Table 2. According to the test results, it can be concluded that when the power station is closed and the flood gate is open (3300m 3 / s≤Q≤7510m 3 / s), the water level above the dam increased from 8.24m to 13.16m, an increase of about 4.92m; the water level below the dam increased from 6.32m to 11.01m, an increase of about 4.69m. The maximum water level drop in the upstream section of the spillway was 1.84m, located at 4310m 3 / s in the river section from 0.956km to 0.092km above the dam. The maximum water level drop downstream of the sluice gate is 0.34m, located at 7510m 3 During the open discharge period, the gradient upstream of the hub ranged from 0.001‰ to 3.58‰ at all flow levels, while that downstream of the dam ranged from 0.001‰ to 0.65‰. The gradient upstream was significantly greater than that downstream of the hub.

[0097] Table 2. Water levels along the upstream and downstream sections of the hub at various flow rates in the design plan 1 (m)

[0098] Water gauge position Distance to sluice gate (m) 7510 5090 4310 3300 Left 1 -3174.4 17.38 14.44 13.46 11.91 Left 2 -2652.7 16.68 13.91 13.02 11.50 Left 3 -2135.4 16.68 13.91 13.03 11.50 Left 4 -1631 16.56 13.88 13.00 11.48 Left 5 -1138 16.53 13.87 12.88 11.40 Right 1 -965 14.93 12.22 11.38 9.80 Right 2 -120 13.16 10.38 9.51 8.24 Right 3 388 11.01 8.72 7.89 6.32 Left 6 923 10.91 8.69 7.88 6.27 Left 7 1352.4 10.94 8.65 7.79 6.24 Left 8 1954.8 10.60 8.45 7.59 6.04 Left 9 2654.8 10.56 8.40 7.48 6.04 Left 10 3158.9 10.35 8.21 7.44 5.89 Left 11 3756.6 10.23 8.15 7.34 5.85

[0099] Optimization Process One: Optimize the upstream and downstream entrance areas based on the measurement results and arrange them on Hydraulic Model One. In Optimization Process One of Plane Layout Scheme One, the lateral flow velocity in the upstream entrance area is optimized by changing the number of diversion piers; the lateral flow velocity in the downstream entrance area is optimized by changing the length of the permeable watertight wall. Furthermore, when there is an island on one side of the downstream entrance area, the lateral flow velocity in the downstream entrance area is optimized by installing a permeable frame in the extension of the permeable watertight wall. Optimizing the lateral flow velocity in the downstream entrance area by installing a permeable frame in the extension of the permeable watertight wall can reduce the impact of the island forming a backflow zone in the entrance area on the lateral flow velocity.

[0100] Optimization test 1: Starting from the smaller test flow level among the minimum test flow levels at which the lateral flow velocities in the upstream and downstream mouth areas do not meet the requirements, test flow levels are selected in descending order to conduct navigable water flow hydraulic tests in hydraulic model 1 to obtain measurement results corresponding to the measured test flow levels; this can reduce the number of tests while ensuring the accuracy of the test results, which is beneficial to improving costs and saving test time.

[0101] If the measurement results of Optimization Test 1 meet the requirements, the optimization of Plane Layout Plan 1 is complete. If the measurement results of Optimization Test 1 do not meet the requirements, Optimization Process 1 and Optimization Test 1 are repeated until the measurement results of Optimization Test 1 meet the requirements, and Plane Layout Plan 1 is optimized. The criteria for determining whether the measurement results of the navigable water flow hydraulic test meet the requirements include the average number of unnavigable waters per year. After determining that the current Plane Layout Plan 1 can meet the maximum test flow level of the specified transverse flow velocity at the upstream and downstream entrance areas, the average number of unnavigable waters per year is determined based on the maximum test flow level. If the average number of unnavigable waters per year meets the requirements, the optimization is complete. This can reduce the number of navigable water flow hydraulic tests and reduce the testing workload.

[0102] S3, repeat step S2 until the optimized plan layout scheme meets the navigation flow condition requirements;

[0103] In this embodiment, according to the test results of the first design plan, the main problem in the upstream gate area of ​​the ship lock is that the transverse flow velocity on the right side of the channel is relatively large within 120m above the dike head. According to the research results of the previous feasibility stage, three diversion piers are arranged within 120m above the dike head. The diversion piers are 20m long and 20m apart in between. The specific arrangement is shown in Figure 12 .

[0104] Project effect: After adding diversion piers within 120m above the right side of the dike head in the mouth area, the water flow velocity within the diversion pier protection range is significantly reduced, and the lateral flow velocity is reduced accordingly. Figure 13-14 As shown, 1000m 3 / s, the position where the maximum lateral flow velocity occurs is moved up to the right edge of the channel in the range of 120 to 160 m above the dike head, with a width of about 12 m. The maximum lateral flow velocity is 0.43 m / s, and the values ​​at other positions are all less than 0.3 m / s. From the ship model test, it can be seen that the ship model can smoothly enter the mooring area on the left side of the lock along the downstream route, and the navigation water flow conditions have been significantly improved.

[0105] According to the test results of the first design plan, after being squeezed by the island, the water flows down along the left bank of the left branch of the island. After passing through the hollow watertight wall on the right side of the lower navigation channel of the ship lock, the water obviously spreads to the gate area, and a backflow zone is formed to the left of the navigation center line in the gate area. The main reason for this is that after being squeezed by the island, the top impact point is just near the head of the hollow watertight wall on the right side of the ship lock. The hollow watertight wall has no obvious diversion effect. In addition, the hollow watertight wall is a solid embankment, and the water level inside the embankment (on the side of the gate area) is slightly lower than that outside the embankment, resulting in more obvious water diffusion and the formation of a backflow zone. Therefore, according to the flow state of the downstream water, the test tried to extend the watertight wall by 30m, 50m, and 70m respectively, and a hollow structure was used for 70m above the embankment head (the bottom of the hole is 2m away from the bottom of the embankment, the width is 2m, the height is 7m, and the interval between each hole is 1.75m) to reduce the water level difference inside and outside the watertight wall. See the specific layout for details. Figure 15 .

[0106] Figure 16-18 The figure shows the distribution of transverse flow velocity in the mouth area when the permeable water-blocking wall is extended to different lengths (30m, 50m, and 70m). It can be seen from the figure that after the downstream permeable water-blocking wall is lengthened, the diversion effect is obvious, and after the permeable water-blocking wall is made hollow, the water levels inside and outside the permeable water-blocking wall are basically the same, the diffusion of water flow into the mouth area is significantly weakened, and the transverse flow velocity in the mouth area is significantly reduced. The transverse flow velocity exceeds the standard in the plan layout scheme with the permeable water-blocking wall extended by 30m, which is still relatively obvious. For the plan layout schemes with the permeable water-blocking wall extended by 50m and 70m, the navigable water flow conditions in the mouth area are significantly improved, and only the local area is slightly exceeded, and the range is relatively small. Taking comprehensive considerations, the plan layout scheme with the extension of 50m will be adopted for the next stage of testing.

[0107] According to the improvement test results, the improved final optimized layout plan 1 was tested and verified, as follows:

[0108] Based on the design plan layout scheme - engineering layout, the following adjustments are made:

[0109] ① Arrange three diversion piers about 120m above the embankment on the right side of the channel in the upstream entrance area of ​​the ship lock. The diversion piers are 20m long, 20m apart, and have a top elevation of 9.5m.

[0110] ② Extend the open-type water-blocking wall on the right side of the downstream navigation channel of the ship lock by 50m and adopt an open-type structure with the top elevation of the open-type frame hole at -2.7m. For the specific project layout, see Figure 19 .

[0111] Water level observation along the way: After the implementation of the optimized plan layout plan 1, the water level observation results along the way at the time of discharge at each level are shown in Table 3. Figure 20 and Figure 21 . Under open discharge flow (2500m 3 / s≤Q≤7510m 3 / s), from the beginning of the discharge to the 1,000-year flood of 7510m 3 / s, the water level above the dam site increased from 7.39m to 13.01m, an increase of about 5.62m; the water level below the dam site increased from 5.55m to 11.53m, an increase of about 5.98m. The maximum water level drop in the upstream section of the spillway was 2.26m, located at 7510m 3 / s, the river section from 0.965km to 0.120km above the dam. The maximum water level drop downstream of the sluice gate is 0.72m, located at 3300m 3 During the open discharge period, the gradient upstream of the hub ranged from 0.001‰ to 3.622‰ at all flow levels, while that downstream of the dam ranged from 0.001‰ to 0.747‰. The river gradient upstream of the hub was significantly greater than that downstream of the hub.

[0112] Table 3. Final optimized plan layout scheme - water levels along the upstream and downstream sections of the hub at various flow rates (m)

[0113]

[0114]

[0115] After optimizing the plane layout plan under the same flow rate, the water level above the dam at the dam site was lower than the design water level, and the flood discharge capacity of the plane layout plan met the requirements.

[0116] Analysis of navigable flow conditions: (1) Navigable flow conditions in the upstream entrance area and connecting section

[0117] After adding diversion piers within 120m above the right side of the dike head in the mouth area, the water flow velocity within the diversion pier protection range is significantly reduced, and the lateral flow velocity is reduced accordingly. Figure 22 , Q=1000m 3 The maximum transverse velocity at 1.00 m / s is located at the right edge of the channel, approximately 120 to 160 m above the dike, with a width of approximately 12 m. The maximum transverse velocity is 0.43 m / s, while it is less than 0.3 m / s at other locations. Navigable flow conditions generally meet regulatory requirements. The maximum downstream drift angle in the ship model's entrance section is 8.9°, while the maximum upstream drift angle is 6.6°. The maximum steering angle is less than 25° (ship model requirements generally do not exceed 25°), meeting requirements for safe navigation.

[0118] As the flow from upstream increases, the flow velocity upstream of the lock gradually increases. Figure 23, Q=1740m 3 / s, the flow velocity near the upstream gate area is about 1.8m / s, and the maximum lateral flow velocity exceeds 0.6m / s; Q = 2500m 3 / s, the flow velocity near the upstream gate area is about 2.45m / s, and the maximum lateral flow velocity exceeds 0.75m / s. When the flow reaches 3300m 3 / s, the flow velocity near the upstream gate area of ​​the lock has exceeded 2.5m / s, and the maximum lateral flow velocity exceeds 1m / s. Both the lateral and longitudinal flow velocities exceed the requirements of the specifications, and the navigation water flow conditions are very poor.

[0119] Navigable flow conditions in the downstream entrance area and connecting section:

[0120] After the permeable water-blocking wall downstream of the ship lock was lengthened, the diversion effect was obvious. Under the action of the water-blocking wall, the main flow of the ship lock was located in the non-navigable area on the right bank. In addition, after the permeable water-blocking wall was made hollow, the water levels inside and outside the permeable water-blocking wall were basically the same. There were three small-scale backflow areas within the gate area, and the backflow intensity was less than 0.4m / s. The diffusion of the downstream water flow into the gate area was significantly weakened, and the lateral flow velocity in the gate area was significantly reduced. Figure 24 , Q=1000m 3 / s, the flow velocity in the downstream entrance area is basically less than 0.25m / s, the maximum lateral flow velocity in the local area near the permeable watertight wall is less than 0.35m / s, and the range of exceeding the standard is very small. The flow velocity in other areas is basically less than 0.3m / s, and the navigation flow conditions basically meet the requirements of the specification. The ship model is sailing downstream at a still water speed of 2.5m / s, and the maximum drift angle at the end of the entrance area is -9.7°. The ship model is sailing upstream at a still water speed of 3.0m / s, with a maximum drift angle of 7.6°. The rudder is less than 25°, meeting the requirements for safe navigation of ships.

[0121] As the incoming flow increases, the flow velocity downstream of the lock gradually increases. Figure 25 , Q=1740m 3 / s, the water flow entering the entrance area through the permeable water-blocking wall increases significantly, the flow velocity near the permeable water-blocking wall increases significantly, and the maximum lateral flow velocity exceeds 0.4m / s; Q = 2500m 3 / s, the flow velocity in the mainstream area on the right side of the mouth area has exceeded 2.5m / s, and the lateral flow velocity in a large area in the downstream mouth area exceeds 0.3m / s; Q = 3300m 3 / s, the flow velocity in the mainstream area on the right side of the mouth area has exceeded 3m / s, and the maximum lateral flow velocity in the mouth area exceeds 0.5m / s, and the range is large, and the navigation water flow conditions are poor.

[0122] The optimized plan layout scheme 1, where the first ship lock is located, has a natural river channel width of less than 100m. The design plan layout scheme 1 is to connect the upstream pilot channel to the main channel as soon as possible and reduce the height of the left mountain excavation. The upstream is connected to the upstream channel through a 19° and 14° compound bend, with a turning radius of 600m; the angle between the centerline of the channel in the downstream bridge section and the centerline of the pilot channel is 39°, with a turning radius of 650m. The width of the upstream entrance area channel is the same as the width of the river channel. There is no space for a separate discharge channel. All upstream flows pass through the entrance area channel, flow out at the top of the bend in the entrance area, and then enter the spillway after passing through the original natural river channel. Q = 500m 3 / s, the flow velocity near the gate area of ​​the design plan is about 0.6m / s, but the angle between the water flow and the channel near the dike head upstream of the ship lock is large, the local lateral flow velocity at the edge of the channel near the dike head exceeds 0.3m / s, and the maximum lateral flow velocity is 0.37m / s. The navigation flow conditions in the gate area basically meet the requirements of the specification; after multiple groups of tests, the optimization space of the plan layout plan 1 is small, and the maximum navigation flow upstream of the ship lock is 1000m 3 / s.

[0123] The width of the river channel near the downstream gate area of ​​the ship lock after the project is between 190m and 300m. The width of the downstream gate area gradually changes from about 193m to 100m. There is an approximately 80m discharge channel on the right bank of the gate area. According to the model test, Q≤890m 3 / s, under the action of the right bank side water barrier, the water flows down along the right bank side, and the water velocity diffused into the mouth area is relatively small, and the navigation flow conditions meet the requirements of the specification; with the increase of flow rate, Q = 1000m 3 / s The maximum transverse velocity occurs at the right edge of the channel, 120-160m above the dike head, with a width of about 12m. The maximum transverse velocity is 0.43m / s, and the rest of the locations are less than 0.3m / s. The navigation flow conditions basically meet the requirements of the regulations. Lock Plan 1 The maximum navigation flow upstream and downstream of the first lock is 1000m 3 / s, the daily runoff guarantee rate is 99.64%, and the average number of days without air navigability per year is less than 1.5 days, which meets the needs of navigation.

[0124] S4, performing design deformation on the optimized plan layout scheme 1 obtained in step S3 to obtain plan layout scheme 2, and modifying and arranging the hydraulic model 1 according to the plan layout scheme 2 to obtain hydraulic model 2;

[0125] Optionally, in step S4, the probability that the plan layout plan 2 is better can be increased by conducting a partition scheduling test on the optimized plan layout plan 1 to guide the design of the plan layout plan 2.

[0126] Optionally, the first river channel is a natural river channel, and the second river channel is a newly built river channel; in step S4, the double-line ship lock axis of the newly built river channel of plan layout plan one is swung to obtain the double-line ship lock axis of plan layout plan two, and the natural river channel of plan layout plan one is excavated so that the bottom elevation of the natural river channel of plan layout plan two is 0m.

[0127] Optionally, when the upstream channel of the upstream entrance area deviates from the side of the newly built river channel, in step S4, the axis of the double-line ship lock of the plan layout plan one is swung 1°-2° to the side farther away from the natural river channel with the downstream entrance area as the base point to obtain the axis of the double-line ship lock of the plan layout plan two.

[0128] In this embodiment, the hub's double-track ship lock is located on the left bank of the Qin River, constructed by excavating low hills. The upper lockhead forms part of the hub's water retaining line and is approximately 1.8 km below the existing first ship lock. The lock's effective dimensions are 300m × 34m × 8m (length × width × threshold water depth). The lock consists of upper and lower lockheads, a lock chamber, upstream and downstream pilot channels, and upstream and downstream anchorages. The total straight-line length of the lock is 1553.5m, with the upper lockhead being 66.5m long, the lower lockhead 67m long, and the lock chamber 281m long. The upstream and downstream navigation adjustment sections are both 177m long, and the upstream and downstream mooring sections are both 325m long. The upstream brake section is 90m long, the upstream connecting section is 390m long, the downstream brake section is 45m long, and the downstream connecting section has a 290m waterway. The double-line ship lock adopts a shared pilot channel layout. The distance between the axes of the double-line ship lock is 63m. The entry and exit methods are curved and straight. The width of the upstream and downstream pilot channels is 156m. The slope of the main navigation wall is 1:6, and the slope of the auxiliary navigation wall is 1:8. The turning angle of the upstream pilot channel connecting with the upstream channel is about 18° and 14°. The compound bend is connected to the upstream channel and has a turning radius of 600m. The turning angle of the downstream pilot channel connecting with the main channel is 38°, and the turning radius is 650m. The main differences between the plan layout plan 2 and the plan layout plan 1 are as follows:

[0129] On the basis of the first plan layout, the axis of the lock is swung 1° away from the river side with the curved channel at the downstream bridge of the hub as the fulcrum;

[0130] The right branch natural river channel is excavated based on the plan layout plan 1, and the river channel bottom elevation after excavation is 0m;

[0131] A diversion pier is set outside the braking section on the right side of the upstream. There are 3 diversion piers in total. The size of each diversion pier is 24m long × 9.5m high × 2m wide, with a spacing of 20m. The diversion pier extends 40m from the dike head. The downstream water barrier is extended to 225m and adopts a hollow form. For details, see Figure 26 .

[0132] Water level observation along the way: After the implementation of the second design layout plan, the water level observation results along the way when the discharge is open at all levels are shown in / 4 and Figure 27 . Under open discharge flow (3300m 3 / s≤Q≤7510m 3 / s), from the beginning of the discharge to the 1,000-year flood of 7510m 3 / s, the water level above the dam increased from 8.92m to 14.35m, an increase of about 5.43m; the water level below the dam increased from 5.40m to 10.75m, an increase of about 5.35m. The maximum water level drop in the upstream section of the spillway was 0.83m, located at 5090m 3 / s in the river section from 1.631km to 0.965km above the dam. The maximum water level drop in the river section downstream of the sluice gate is 0.66m, which is located at 7510m 3 During the open discharge period, the gradient upstream of the hub ranged from 0.001‰ to 1.60‰ at all flow rates, while that downstream of the dam ranged from 0.001‰ to 1.27‰. The river channel gradient upstream was significantly greater than that downstream of the hub.

[0133] Table 4. Water levels along the upstream and downstream sections of the hub under various flow rates in the second design plan (m)

[0134]

[0135]

[0136] S5. Conducting a navigation flow hydraulic test on the navigation flow conditions of the second plan layout scheme by passing a ship model through the second hydraulic model at different test flow levels, and then optimizing the second plan layout scheme based on the navigation flow hydraulic test results;

[0137] In step S5, the following steps are included:

[0138] Initial Test 2: Starting with the maximum test flow level at which the transverse flow velocity meets the requirements in the optimized plan layout scheme 1, hydraulic tests of navigable water flow are conducted in hydraulic model 2 by selecting test flow levels from smallest to largest. The minimum test flow level at which the transverse flow velocity in the upstream and downstream gate areas does not meet the requirements, as well as the measurement results corresponding to the measured test flow levels, are obtained. This can reduce the number of tests and save test costs while ensuring test accuracy.

[0139] Upstream mouth area optimization process 2: Optimize the upstream mouth area of ​​plan layout scheme 2 according to the measurement results and arrange it on hydraulic model 2; in the upstream mouth area optimization process 2, when the added diversion piers move the confluence area of ​​the upstream mouth area upwards, resulting in a larger range of the flow velocity exceeding the standard area, the order of optimization of the upstream mouth area is: first reduce the number of diversion piers, and then reduce the size of the diversion piers; among them, when reducing the number of diversion piers makes the navigation water flow conditions of the upstream mouth area still not meet the requirements, reduce the size of the diversion piers; this can minimize the optimization project workload in each optimization process and avoid excessive optimization leading to higher uncertainty.

[0140] Upstream Inlet Area Optimization Test 2: Based on the smaller test flow level at which the lateral flow velocities at the upstream and downstream inlet areas do not meet the required minimum test flow level, a navigable water flow hydraulic test is conducted in Hydraulic Model 2 to obtain measurement results corresponding to the measured test flow level. This can reduce the number of tests and save test costs while ensuring test accuracy.

[0141] S6. Repeat step S5 until the optimized plan layout plan 2 meets the navigable water flow conditions;

[0142] For example: Initial Test 2: Analysis of Navigable Water Flow Conditions;

[0143] (1) Navigable flow conditions at the upstream entrance of the ship lock: Figure 28 1000m 3 / s flow, the lateral velocity cloud diagram of the upstream gate area of ​​the ship lock. Compared with the first plan layout, after the axis of the double-line ship lock swings 1° away from the river side, the upstream gate area avoids the main river channel on the right side, and the water width near the diversion pier increases by about 70m. From the test, it is observed that the main discharge area is located in the non-navigation area on the right bank. The velocity near the upstream gate area of ​​the ship lock is significantly reduced compared with the first plan layout. Q = 1000m 3 / s, the flow velocity in the river upstream of the ship lock is basically between 1 and 1.4m / s. Near the upstream gate area, the flow velocity is about 1.0m / s. The flow velocity to the left of the centerline of the channel in the gate area is relatively small. The water flow near the dike of the gate area shrinks toward the original river channel, resulting in a slightly larger intersection angle between the water flow upstream of the dike and the channel. The maximum transverse flow velocity on the right edge of the gate area is 0.49m / s. There are two areas with a transverse flow velocity exceeding 0.3m / s, with a maximum width of about 45m and a total length of about 130m. Through the self-propelled ship model test, it was found that when a downstream ship passes through this area and docks at the pier on the left side of the ship lock, the stern is affected by the cross flow and has a large drift angle. Q=1740m 3 / s see Figure 29 .

[0144] (2) Navigation flow conditions in the downstream entrance area of ​​the ship lock: In order to reduce the flow velocity of the downstream river, the design plan II lowered the original river bottom elevation on the right side of the ship lock, and the channel width was narrowed by 10m compared with the feasibility stage. Figure 30 It can be seen that the downstream water flow of the hub is squeezed by the island and flows down along the left bank of the left branch of the island. After passing the permeable water-blocking wall on the right side of the ship lock navigation channel, it spreads to the downstream gate area of ​​the ship lock and forms a backflow area on the left bank of the gate area. Affected by the diffusion of water flow, the lateral flow velocity within 60m near the permeable water-blocking wall head exceeds 0.5m / s, and the navigation flow conditions are poor. Analysis shows that the main reason for this is that the elevation of the river channel downstream of the sluice gate, the gate area and the channel bottom below were reduced in the initial design stage, while the elevation of the dike hole was not adjusted. The permeability of the water-blocking wall was too high, and the water flow penetrated the water-blocking wall and crossed the entire channel. Q = 1740m 3 / s see Figure 31 .

[0145] Upstream entrance area optimization process 2: First upstream entrance area layout optimization: modify the layout plan 2-1;

[0146] The river channel near the right bank and the mouth of the upstream is narrow, and the navigation channel almost fills the entire river channel. Considering that the space for engineering measures that can be taken to modify the plane layout plan is limited on both sides, the terrain on the right bank is high, and the slope excavation project is huge, therefore, based on the design of the plane layout plan, considering that the additional water barrier will move the confluence area upward, which will lead to a larger area of ​​excessive flow rate, the number of diversion piers arranged in the center of the river channel along the bottom slope line of the navigation channel is considered to be reduced. Figure 32 As shown, one diversion pier is reduced compared with the plan layout plan, and the dimensions of each diversion pier are 24m long × 9.5m high × 2m wide.

[0147] Upstream mouth area optimization test 2: Effect analysis: The diversion effect of the diversion pier makes the water flow in the river enter the channel earlier, and the angle between the water flow in the channel and the route is reduced from 40° to about 35°. There is still an area with a lateral flow velocity exceeding the standard of about 0.3 to 1.0 m / s within 210m from the top of the water barrier. Figure 33 As shown in the figure, although the scope of exceeding the standard has been reduced compared with that before the project, the effect of the first optimized plan layout scheme of the upstream entrance area on improving the navigation flow conditions is not obvious.

[0148] Upstream entrance area optimization process 2: Second upstream entrance area layout optimization: Modify the layout plan 2-2;

[0149] In order to solve the problem of excessive cross-flow in the modified plan 2-1, the modified plan 2-2 removes the upstream diversion pier in the modified plan 2-1 and only retains the last diversion pier in the design plan. This will try to divert the water flow in the channel, increase the flow velocity in the river channel, and reduce the water flow velocity in the channel. Figure 34 As shown, the diversion pier dimensions are 24m long × 9.5m high × 5.7m wide.

[0150] Upstream mouth area optimization test 2: Effect analysis: Compared with the modified plan layout plan 2-1, the diversion effect of the diversion pier in this modified plan layout plan is weakened, so that less water in the river enters the channel, and the angle between the water flow in the channel and the route does not change much. There is still an excessive area of ​​lateral flow velocity of about 0.3 to 1.0 m / s within 56m to 130m from the top of the water barrier. Figure 35 As shown in the figure, although the scope of exceeding the standard is reduced compared with the modified plan layout plan 2-1, the improvement effect of the navigation water flow conditions of the modified plan layout plan 2-2 is not obvious.

[0151] Upstream entrance area optimization process 2: The third upstream entrance area layout optimization: modify the layout plan 2-3;

[0152] In order to solve the cross-flow problem that was not solved by the modified plan layout plan 2-1 and modified plan layout plan 2-2, modified plan layout plan 2-3 removes the upstream diversion pier on the basis of modified plan layout plan 2-1 and reduces the size of the remaining two diversion piers. It attempts to adjust the diversion ratio between the original natural river channel and the channel in order to reduce the cross-flow velocity of the water flow in the channel entrance area. Therefore, two diversion piers are arranged about 40m above the embankment on the right side of the channel in the upstream entrance area of ​​the ship lock. They are 10m long and 1m wide, with a center spacing of 20m. Figure 36-Figure 38 shown.

[0153] Upstream mouth area optimization test 2: Effect analysis: Compared with the modified plan layout plan 2-1 and modified plan layout plan 2-2, the diversion effect of the diversion pier in the modified plan layout plan 2-3 is in the middle, so that the water flow in the river flows into the channel evenly, and the angle between the water flow in the channel and the route does not change much. Figure 37 As shown, Q = 1000m 3 / s, the flow velocity in the connecting section of the gate area is less than 1.5m / s, but the angle between the water flow and the channel near the upstream dike of the ship lock is large, and the lateral flow velocity in a small area at the edge of the channel near the dike exceeds 0.3m / s, with the maximum lateral flow velocity of 0.35m / s. Figure 39 As shown, the navigable water flow conditions in the mouth area basically meet the specifications.

[0154] According to the test results of the layout plan, the main problem in the upstream entrance area of ​​the ship lock is that the addition of larger diversion piers within 120 meters above the right side of the entrance will shift the confluence area upward, resulting in a larger area where the flow rate exceeds the standard. Therefore, the number of diversion piers and their size are considered to be reduced in the central channel along the channel bottom slope. After the addition of two smaller diversion piers, the flow velocity within the protection area is significantly reduced, and the transverse flow velocity is also reduced accordingly. The maximum transverse flow velocity occurs at the right edge of the channel, 50 to 90 meters above the dike, with a width of approximately 2 meters. The maximum transverse flow velocity is 0.41 m / s, and is less than 0.3 m / s at other locations. Ship model tests show that the ship model can smoothly enter the left mooring area of ​​the ship lock along the downstream route. The navigation flow conditions have improved significantly, and the navigation flow conditions in the upstream entrance area meet the requirements.

[0155] If the measurement results of the upstream port area optimization test 2 meet the requirements, the optimization of the upstream port area of ​​the plan layout scheme 2 is completed, and then the downstream port area optimization process 2 is carried out; if the measurement results of the upstream port area optimization test 2 do not meet the requirements, the upstream port area optimization process 2 and the upstream port area optimization test 2 are repeated until the measurement results of the upstream port area optimization test 2 meet the requirements, the optimization of the upstream port area of ​​the plan layout scheme 2 is completed, and then the downstream port area optimization process 2 is carried out;

[0156] Optimization process 2 of the downstream mouth area: The downstream mouth area is optimized based on the measurement results of the second plan layout scheme completed by the optimization of the upstream mouth area, and is arranged on the hydraulic model 2; in the optimization process 2 of the downstream mouth area, the order of optimization of the downstream mouth area is: first reduce or increase the length of the permeable watertight wall, and then reduce the permeability of the permeable watertight wall on the basis of the original downstream mouth navigation flow optimization facilities; among them, when the navigation flow conditions of the downstream mouth area do not meet the requirements after reducing or increasing the length of the permeable watertight wall, reducing the permeability of the permeable watertight wall on the basis of the original downstream mouth navigation flow optimization facilities can minimize the optimization project volume in each optimization process and avoid excessive optimization leading to higher uncertainty.

[0157] Downstream Inlet Area Optimization Test 2: Based on the smaller test flow level at which the lateral flow velocities in the upstream and downstream outlet areas do not meet the required minimum test flow level, a navigable water flow hydraulic test is conducted in Hydraulic Model 2 to obtain measurement results corresponding to the measured test flow level. This can reduce the number of tests and save test costs while ensuring test accuracy.

[0158] If the measurement results of the downstream mouth area optimization test 2 meet the requirements, the optimization of the downstream mouth area of ​​the plane layout plan 2 is completed, and the optimization of the plane layout plan 2 is completed; if the measurement results of the downstream mouth area optimization test 2 do not meet the requirements, repeat the downstream mouth area optimization process 2 and the downstream mouth area optimization test 2 until the measurement results of the downstream mouth area optimization test 2 meet the requirements, the optimization of the downstream mouth area of ​​the plane layout plan 2 is completed, and the optimization of the plane layout plan 2 is completed.

[0159] After the optimization and test verification of the upstream port area are completed, the downstream port area is optimized. This can avoid the impact of the upstream port area optimization on the downstream port area when the upstream and downstream port areas are optimized at the same time, thereby making the optimization sequence more reasonable and the reliability of each optimization higher.

[0160] Specifically, according to the test results of the plane layout scheme, after the water flows out of the lock, it is squeezed by the island and flows down along the left bank of the left branch of the island. After the water flows through the hollow water-blocking wall on the right side of the lower navigation channel of the ship lock, it obviously spreads to the gate area, and a backflow area is formed to the left of the navigation center line in the gate area. The main reason for this is that after the water flow is squeezed by the island, the top impact point is located near the hollow water-blocking wall on the right side of the ship lock. Therefore, according to the flow pattern of the downstream water flow, the test attempts to change the length of the water-blocking wall, and the hollow structure in the design plane layout scheme is continued to be used above the embankment head to reduce the water level difference inside and outside the hollow water-blocking wall. The specific arrangement is shown in Figure 40 .

[0161] Figure 41 and Figure 42 The following diagrams show the cross-flow velocity distribution in the entrance area after the permeable wall is reduced by 15 meters and increased by 15 meters. As can be seen from the figure, after the downstream permeable wall is reduced by 15 meters, the diversion effect is significantly reduced, the range of cross-flow exceeding the standard near the dike head and the inner side of the pilot channel is significantly increased, and the navigation flow conditions deteriorate. After the downstream permeable wall is extended by 15 meters, the diversion effect becomes more obvious. After the permeable wall is opened, the water levels inside and outside the permeable wall are basically the same, the diffusion of water into the entrance area is significantly reduced, and the cross-flow velocity in the entrance area is significantly reduced. However, the cross-flow at the downstream bend increases significantly, and the navigation flow conditions at the bend are significantly worse than those of the plan layout plan. Therefore, the length of the permeable wall will still be the same as the design plan layout plan for the next stage of testing.

[0162] During the test, it was observed that the poor navigation conditions in the downstream entrance area of ​​the ship lock were mainly due to the excessive permeability of the permeable structure. The greater the permeability of the right-side guide wall, the more obvious the diffusion of the discharge water from the spillway into the entrance area, and the worse the navigation flow conditions in the entrance area. Therefore, the test reduced the permeability of the permeable water-blocking wall at this location to half of the original. Figure 43The figure shows the cross-flow velocity statistics of the downstream of the ship lock after the 1 / 2 plane layout scheme with a permeability of 7 is adopted. It can be seen from the figure that after the permeability is reduced, the cross-flow in the channel of the gate area becomes smaller. When the permeability is reduced to 1 / 2, the cross-flow in the gate area is still large. The test results also show that the cross-flow at the downstream bend also begins to increase, and the navigation conditions become worse. Therefore, it is considered to reduce the height of the permeable holes on the basis of the number of permeable holes in the 1 / 2 design plane layout scheme for the next stage of testing. On the basis of the aforementioned modified plane layout scheme, reduce the height of the permeable frame openings, such as Figure 44 As shown, in order to further reduce the air permeability, the modified right side of the water-blocking wall of the downstream approach channel of the ship lock is 7m away from the bottom of the frame, and the structure of the downstream air-blocking wall is shown as follows Figure 44 As shown. The test shows that Figure 45 As shown, Q = 1000m 3 / s, the flow velocity in the connecting section of the downstream mouth area is less than 1.6m / s, and the lateral flow velocity is less than 0.3m / s. The navigable water flow conditions in the mouth area meet the requirements of the specifications; several small-scale sporadic cross-flow exceeding standards areas appear in the downstream bend; further ship navigation tests show that ships can pass through the downstream bend smoothly.

[0163] Further verification test was conducted on the optimized plan layout scheme 2:

[0164] According to the results of the S5-S6 improvement test, the following adjustments are made on the basis of the engineering layout of the second design plan layout scheme: two small diversion piers are arranged approximately 40m above the embankment on the right side of the channel in the upstream gate area of ​​the ship lock. The piers are 10m long, 1m wide, 9.5m high, and 20m apart; the water-retaining wall on the right side of the downstream navigation channel of the second design plan layout scheme is optimized. After optimization, the top elevation of the hollow frame hole is -2.7m and the length is 177m.

[0165] The water level observation results along the way at the time of discharge at each level after the implementation of the optimized plan layout plan 2 are shown in Table 5 and Figure 46 . Under open discharge flow (3300m 3 / s≤Q≤7510m 3 / s), from the beginning of the discharge to the 1,000-year flood of 7510m 3 / s, the water level above the dam increased from 8.91m to 14.36m, an increase of about 5.45m; the water level below the dam increased from 5.41m to 10.75m, an increase of about 5.40m, and the maximum water level drop upstream of the spillway was 0.82m, located at 5090m 3 / s in the river section from 0.965km to 1.631km above the dam. The maximum water level drop downstream of the sluice gate is 0.66m, located at 7510m 3During the open discharge period, the gradient upstream of the hub ranged from 0.001‰ to 1.57‰ at all flow levels, while that downstream of the dam ranged from 0.001‰ to 1.27‰. The gradient upstream of the hub was significantly greater than that downstream of the hub.

[0166] Table 5. Water levels along the upstream and downstream sections of the hub at various flow rates after the final optimized plan layout scheme 2 (m)

[0167]

[0168]

[0169] Figure 47 The following is a comparison chart of the design water level on the hub dam and the post-project test water level of the optimized plan layout scheme 2 at various flow levels during open discharge. Figure 47 As shown, the water level of the hub after the project is lower than the design water level, and the discharge capacity of the optimized plane layout plan 2 meets the requirements.

[0170] Navigable water flow condition test analysis: the overall flow field and the lateral flow velocity cloud map of the mouth area are attached Figures 48-51 .

[0171] (1) Navigation conditions of the upstream entrance area and connecting section

[0172] After adding the diversion pier 40m above the right side of the embankment in the mouth area, the water flow velocity within the protection range of the diversion pier decreased significantly, and the lateral flow velocity decreased accordingly. The upstream flow rate Q = 890m 3 / s, the flow velocity in the connecting section of the mouth area is less than 1.0m / s, the maximum lateral flow velocity in the mouth area is 0.3m / s, and the navigation conditions are excellent.

[0173] As the flow rate increases, Figure 48 , Q=1000m 3 / s, the flow velocity in the connecting section of the gate area is less than 1.5m / s, but the angle between the water flow and the channel near the upstream dike of the ship lock is large, and the lateral flow velocity in a small area on the edge of the channel above the dike exceeds 0.3m / s, with the maximum lateral flow velocity of 0.35m / s. The navigable water flow conditions in the gate area basically meet the requirements of the specification. When the flow Q=1000m 3 / s, the ship model descends at a speed of 3.00m / s (still water speed, the same below) to a point 600m from the estuary, and maneuvers to the left at a maximum rudder angle of -28.03° (in the rudder angle parameter, "+" indicates right rudder, "-" indicates left rudder, the same below). The maximum drift angle during the turn is 12.89° (in the drift angle parameter, "+" indicates right drift, "-" indicates left drift, the same below). When the ship model navigates the connecting channel, the maximum rudder angle required to adjust the navigation state is -22.81°, and the maximum drift angle is 9.55°. When the ship model reaches the estuary section channel, the stern drifts to the right due to the crosscurrent in the channel, with a maximum drift angle of 8.52°. The ship model can smoothly adjust its navigation state and enter the pilot channel by maneuvering a maximum rudder angle of 19.52°. After entering the pilot channel, the maximum rudder angle required for the ship model to complete berthing is 23.77°. When exiting the lock and traveling upstream at a speed of 3.50 m / s, the maximum rudder angle required to adjust the course within the pilot channel was -24.33°. When passing through the entrance channel, the maximum rudder angle required was -20.29°, and the maximum drift angle was 6.49°. After entering the connecting channel, the model vessel adjusted its course at a maximum rudder angle of -23.45°, with a maximum drift angle of -5.26°. When turning right approximately 600 m from the entrance, the maximum rudder angle required for navigation was 22.88°.

[0174] like Figure 49 , when the flow rate reaches Q=1200m 3 / s, the flow velocity near the entrance area is less than 1.81m / s. The angle between the water flow and the channel near the upstream dike of the ship lock is about 30°, resulting in a large transverse flow velocity in the channel near the entrance dike, with a maximum transverse flow velocity of 0.52m / s. The area where the transverse flow velocity exceeds 0.3m / s is approximately 166m long and 28m wide. When the ship model descends at a speed of 3.00m / s to 600m upstream of the entrance area, it adjusts its navigation state with a maximum rudder angle of 17.20°, and the maximum drift angle during navigation is 5.84°. When the ship model navigates in the connecting channel, the maximum rudder angle required to adjust its navigation state is 24.62°, and the maximum drift angle is 8.37°. When the model ship reached the mouth section channel, the maximum drift angle reached 9.34°. A maximum rudder angle of 22.99° was required to smoothly adjust the ship's course into the pilot channel. Once inside the pilot channel, the maximum rudder angle required for berthing was 24.90°. When the model ship exited the lock and sailed upstream at a speed of 3.50 m / s, the maximum rudder angle required to adjust the ship's course within the pilot channel was 22.31°. When the model ship passed through the mouth section channel, the maximum rudder angle required was 18.45°, with a maximum drift angle of -2.73°. After entering the connecting channel, the model ship adjusted its course with a maximum rudder angle of 24.78°, achieving a maximum drift angle of -5.43°. When turning right approximately 600 m from the mouth, the maximum rudder angle required was -4.40°.

[0175] As the upstream flow increases, the flow velocity upstream of the lock gradually increases, Q = 1740m3 / s, the cross-flow in the right channel exceeds the standard significantly, while the flow velocity in the left channel does not exceed 2.7m / s, and the cross-flow is basically less than 0.3m / s, which can meet the requirements of single-line navigation for ships. Ship model tests show that due to the large cross-flow in the downstream channel in the upstream gate section of the ship lock, it is difficult for ships to enter the lock from the downstream channel. They can only enter the lock along the left upstream channel. The navigation parameters basically meet the requirements for safe navigation of ships. Therefore, it is recommended that ships sail in a single line at this flow rate. When the flow rate Q=1740m 3 / s, affected by the strong crosscurrent in the right channel of the upstream entrance section of the ship lock, the ship model cannot enter the pilot channel by descending the right channel and must enter the lock via the left channel to enter the pilot channel. When the ship model descends at a speed of 3.00m / s to 600m upstream of the entrance area, it adjusts its navigational state with a maximum rudder angle of 13.81°, and the maximum drift angle during navigation is 11.70°. When the ship model navigates the connecting channel, the maximum rudder angle required to adjust its navigational state is -16.57°, and the maximum drift angle is 10.01°. When the ship model reaches the entrance section channel, the maximum drift angle is 3.82°. The ship model can smoothly adjust its navigational state and enter the pilot channel by manipulating a maximum rudder angle of -22.38°. After entering the pilot channel, the maximum rudder angle required for the ship model to complete berthing is -21.47°. When the model ship exits the lock and travels upstream at a speed of 3.50 m / s, the maximum rudder angle required to adjust its course within the pilot channel is 16.05°. When passing through the entrance channel, the maximum rudder angle required is -13.38°, and the maximum drift angle is -6.02°. After entering the connecting channel, the model ship uses a maximum rudder angle of 20.54° to adjust its course, with the maximum drift angle reaching -12.83°. At approximately 600 m from the entrance, the maximum rudder angle required for navigation is 0.73°.

[0176] Q=2500m 3 / s, the flow velocity near the upstream entrance is about 2.40m / s, and the maximum lateral flow velocity exceeds 0.75m / s. Except for the slow flow area near the left bank, other areas obviously exceed the standard. 3 / s, the flow velocity near the upstream entrance of the ship lock has exceeded 2.45m / s, and the maximum lateral flow velocity exceeds 1m / s. Both the lateral and longitudinal flow velocities exceed the requirements of the specifications, and the navigation water flow conditions are very poor.

[0177] The results of the upstream ship model navigation test show that when the flow rate Q≤1740m 3 / s, the ship can pass through the gate area and the connecting channel smoothly when leaving the lock, but the ship entering the lock can pass through the gate area and the connecting channel smoothly when the flow rate Q = 1000m 3 / s, affected by the discharge of the sluice gate, the local cross flow in the channel of the upstream gate section of the ship lock is relatively large. During the test, it is slightly difficult for the ship to enter the pilot channel when going down along this section of the channel. However, the channel width is large, and the ship can enter the lock smoothly when going down along the middle of the channel. The navigation parameters can meet the requirements for safe navigation of ships. When the flow rate Q=1200m 3 / s, the downstream ship can enter the pilot channel along the middle of the channel, but the rudder angle required to adjust the navigation state when navigating in the channel of the gate section is slightly greater than the requirement for safe navigation of the ship. 3 / s, the ship cannot enter the pilot channel along the right channel and can only enter the lock by going down the left channel.

[0178] (2) Navigation conditions in the downstream entrance area and connecting section

[0179] After the height of the air holes was lowered downstream of the ship lock, the air permeability was significantly weakened. Under the action of the water barrier, the main flow of the ship lock was located in the non-navigable area on the right bank. In addition, after the air permeable water barrier was opened, the water level inside and outside the air permeable water barrier was not large. The downstream flow Q = 890m 3 / s, the flow velocity in the connecting section of the mouth area is less than 1.0m / s, and the maximum lateral flow velocity in the mouth area is basically less than 0.3m / s, with a local small range reaching 0.35m / s. The navigation flow conditions are excellent. There are two local small areas in the downstream bend where the lateral flow velocity exceeds 0.3m / s.

[0180] As the flow rate increases, Figure 50 , Q=1000m 3 / s, the flow velocity in the connecting section of the mouth area is less than 1.6m / s, and the lateral flow velocity is less than 0.3m / s. The navigable flow conditions in the mouth area meet the requirements of the regulations. Flow Q = 1000m 3 / s, the model ship passed through the lock's approach channel at a speed of 3.00m / s, requiring a maximum rudder angle of -17.47° to adjust its navigational state. When the model ship reached the entrance channel, the maximum drift angle reached -6.23°, requiring a maximum rudder angle of 19.13° to adjust its navigational state. When the model ship reached a distance of 400 to 600m from the entrance, the stern of the model ship drifted to the left due to the confluence of the sluice gate, reaching a maximum drift angle of -11.64°. The model ship then manipulated a maximum rudder angle of 20.40° to resist crosscurrents. After passing the confluence channel, the maximum rudder angle required to adjust its navigational state reached -20.96°. When the model ship reached the bend 1200m downstream of the entrance, the maximum drift angle reached 15.77°, requiring a maximum rudder angle of 30.53° to adjust its navigational state. When the model ship passed the bend 1200 meters from the sluice gate at an upstream speed of 3.50 m / s, it achieved a maximum rudder angle of 28.46° to complete the turn, with a maximum drift angle of -7.29°. After passing the bend, the model ship sailed smoothly, with a maximum drift angle of 7.55° and a maximum rudder angle of 29.99° required to adjust its navigational state. When the model ship reached the sluice gate confluence (400 to 600 meters from the sluice gate), it was affected by the crosscurrent and reached a maximum drift angle of 10.14°. The model ship maintained a maximum rudder angle of 23.38° to counteract the crosscurrent. After entering the sluice gate section, the model ship achieved a maximum rudder angle of 17.15° to adjust its navigational state, with a maximum drift angle of -9.52°. Once the model ship reached the lock approach channel, the maximum rudder angle required to complete berthing was 18.36°.

[0181] like Figure 51 , Q=1200m 3 / s, the flow velocity near the entrance area is less than 1.0m / s. The angle between the water flow and the channel is about 30° near the end of the downstream water barrier of the ship lock, resulting in a slightly higher lateral flow velocity in the channel. However, the maximum lateral flow velocity does not exceed 0.35m / s. The navigable flow conditions in the connecting section of the entrance area basically meet the requirements of the specification. When the ship model passes through the ship lock pilot channel at a speed of 3.00m / s, the maximum rudder angle required for the ship model to adjust its navigation state is 17.41°. When the ship model reaches the channel of the entrance section, the maximum drift angle is -10.90° due to the influence of the cross current in the channel. The maximum rudder angle required during navigation is 23.96° to resist the cross current. When the model reached the sluice gate confluence section, the crosscurrent caused the stern of the model to drift to the left while descending, reaching a maximum drift angle of -14.29°. During navigation, the model employed a maximum rudder angle of 27.23° to counteract the crosscurrent. After passing the confluence section, the maximum rudder angle required to adjust the model's course was -17.24°. When the model reached the curve 1200 meters downstream of the sluice gate, the maximum drift angle reached 16.47°, requiring a maximum rudder angle of 25.05° to adjust the course. While sailing upstream at a speed of 3.50 m / s, the model achieved a maximum rudder angle of 27.88° to complete the turn. The maximum drift angle reached -15.46° during the turn. After passing the curve, the model employed a maximum rudder angle of 34.66° to adjust the course. When the model ship reached the sluice gate entrance channel, the crosscurrents caused the model's maximum drift angle to reach 11.70°. The model's maximum rudder angle was 27.77° to counteract the crosscurrents. After entering the entrance channel, the model's maximum rudder angle required to adjust its navigational state reached 23.65°, with a maximum drift angle of 10.52°. Once the model ship reached the lock's approach channel, the maximum rudder angle required to berth was 21.17°.

[0182] As the incoming flow increases, the flow velocity downstream of the lock gradually increases, Q = 1740m 3 / s, the water flow entering the gate area through the permeable watertight wall increases significantly, and the flow velocity at the bend downstream of the permeable watertight wall increases significantly, with the maximum transverse flow velocity exceeding 0.35m / s. The flow velocity in the left channel is less than 2.0m / s, and the cross flow is basically less than 0.3m / s, which can meet the needs of single-line navigation of ships. The cross flow area in the right channel exceeds the standard significantly. The ship model test shows that ships can enter and exit the ship lock in a single line along the slow flow area of ​​the left bank channel. 3 / s, the flow velocity in the mainstream area on the right side of the mouth area has exceeded 2.5m / s, and the lateral flow velocity in a large range in the downstream mouth area exceeds 0.3m / s;

[0183] Q=3300m 3 / s, the flow velocity in the mainstream area on the right side of the mouth area has exceeded 3m / s, and the maximum lateral flow velocity in the mouth area exceeds 0.5m / s, and the range is large, and the navigation flow conditions are poor. Flow Q = 1740m 3 / s, the ship model passed through the lock pilot channel at a speed of 3.00m / s, and the maximum rudder angle required to adjust the ship's navigation state was 16.35°. When the ship model reached the channel of the entrance section, the maximum drift angle was -12.22° due to the cross current in the channel, and the maximum rudder angle required was 23.17° to resist the cross current. When the ship model was 400 to 600m away from the entrance, the stern of the ship model drifted to the left when it was descending due to the confluence of the sluice gate, and the maximum drift angle was -20.35°. The ship needed to use full rudder to resist the cross current. After passing the confluence section, the maximum rudder angle required to adjust the ship's navigation state was -24.21°. When the model reached the bend 1200 meters downstream of the estuary, it initially maneuvered to the left at a maximum rudder angle of -25.32°. The maximum drift angle during the turn reached 23.57°, and the maximum rudder angle required to adjust its navigational state was 22.34°. When the model sailed upstream at a speed of 3.50 m / s through the bend 1200 meters from the estuary, it maneuvered to the left at a maximum rudder angle of 30.36°. The maximum drift angle during the turn reached 12.60°, and after passing the bend, the maximum rudder angle required to adjust its navigational state was 30.36°. When the model reached the sluice gate confluence (400 to 600 meters from the estuary), the model's maximum drift angle reached 13.62° due to the crosscurrent, and the model maneuvered to a maximum rudder angle of 27.63° to resist the crosscurrent. After entering the channel at the entrance, the maximum rudder angle required to adjust the ship model's navigational state was 31.06°, and the maximum drift angle during navigation was 14.77°. After the ship model reached the lock's approach channel, the maximum rudder angle required to complete berthing was 26.62°.

[0184] The results of the downstream ship model navigation test show that: Figure 50 , when flow rate Q=1000m 3 / s, the water flow conditions in the downstream gate area and the connecting section of the ship lock are good, ships can enter and exit this section of the channel smoothly, and the navigation parameters can meet the requirements for safe navigation of ships; when the flow rate Q=1200m 3 / s, such as Figure 51 The cross current in the 400 to 600m section of the channel downstream of the ship lock is large. The rudder angle required to resist the cross current when the ship goes up and down through this section of the channel is large, slightly larger than the requirement for safe navigation of the ship. However, the navigable waters in this section of the channel are wide, and the navigation state of the ship is good; Q = 1740m 3 / s, the flow velocity at the downstream bend increases significantly, the maximum lateral flow velocity exceeds 0.35m / s, the flow velocity in the left channel is less than 2.0m / s, and the cross flow is basically less than 0.3m / s, which only meets the single-line navigation of ships. The cross flow exceeding the standard area in the right channel is relatively large. The ship model test shows that ships can only enter and exit the lock in a single line along the slow flow area of ​​the left bank channel.

[0185] The second plan layout of the ship lock is based on the first plan layout. With the curved section of the channel at the downstream bridge as the fulcrum, the axis of the double-line ship lock is rotated 1° clockwise. The angle between the center line of the channel and the mainstream line of the river is reduced, the navigation conditions are improved, and there is a lot of room for optimization. The focus is on optimizing the second plan layout.

[0186] Upstream of the ship lock, after the original river channel was excavated, the flow section near the upstream gate area of ​​the ship lock became more uniform. During the test, it was observed that after the water flowed out of the lock, most of it flowed down through the right bank, and the flow velocity in the gate area was significantly reduced. After the diversion pier was added on the right side of the gate area, the maximum safe navigable flow upstream of the ship lock was 1000m 3 / s, the daily runoff guarantee rate is 99.64%, and the number of days in which navigation is not possible is less than 1.5 days per year, which is only 3300m higher than the original design maximum navigation flow. 3 / s is 0.65 days longer. When the flow rate Q = 2500m 3 / s, due to the large cross current in the downstream channel of the upstream entrance section of the ship lock, it is difficult for ships to enter the lock from the downstream channel, and they can only enter the lock along the left upstream channel.

[0187] Downstream of the ship lock, the water flow from the hub is squeezed by the island and flows down along the left bank of the left branch of the island. After the navigation wall on the right side of the ship lock is optimized, the water flow basically flows down along the non-navigable area on the right side. There is a backflow area in the gate area, but the backflow intensity is small. The test optimizes and compares multiple groups of plane layout schemes, Q = 1200m 3 / s, the daily runoff guarantee rate is 99.76%, the flow velocity near the mouth area is less than 1.0m / s, the maximum lateral flow velocity does not exceed 0.35m / s, and the navigable water flow conditions of the mouth area connecting section basically meet the requirements of the specification; when the flow reaches 1740m 3 / s, the flow velocity in the left channel of the downstream bend is less than 2.0m / s, and the cross flow is basically less than 0.3m / s, which can meet the needs of single-line navigation of ships. The cross flow exceeding the standard area in the right channel is larger. The ship model test shows that ships can enter and exit the lock in a single line along the slow flow area of ​​the left bank channel.

[0188] S7. Compare the optimized plan layout plan 1 and the optimized plan layout plan 2 to obtain a final plan layout plan.

[0189] In step S7, the conditions for comparing the optimized plan layout scheme 1 and the optimized plan layout scheme 2 include: discharge capacity, navigation flow conditions and power generation head.

[0190] Comparison of Discharge Capacity: Table 6 compares the upstream and downstream water levels of the hub for each of the two layout options for typical flow rates. As can be seen from the table, under open discharge conditions, the water levels above and below the hub dam decreased after construction of each layout option. Below the dam, the water level drop across the layout options was similar. Above the dam, the water level drop in the near-dam section (within 100 meters above the dam) for Optimized Layout I was slightly better than that for Optimized Layout II. Considering that the near-dam section of Optimized Layout II already met the flood discharge requirements, Optimized Layout II was significantly better than Optimized Layout I at 400 meters above the dam. Overall, Optimized Layout II had a better discharge capacity than Optimized Layout I. This was primarily due to the larger excavation of the original natural river channel above the dam for Optimized Layout II, resulting in a smaller outflow head difference. The water level drop within 100 meters of the dam section was smaller than that for Optimized Layout I, while the water level drop at 400 meters was significantly greater than that for Optimized Layout I.

[0191] Table 6. Comparison of water level changes upstream and downstream of the hub after the two final optimized layout plans

[0192]

[0193] Comparison of navigable water flow conditions:

[0194] Comparison of upstream navigable flow conditions: Optimized Plan 2 has one less diversion pier than Optimized Plan 1 in the upstream entrance and connecting section of the ship lock, and the channel layout is slightly shifted. Table 7 shows that Optimized Plan 2 outperforms Optimized Plan 1 in terms of cross-flow conditions for the two plans in the entrance and connecting section. Overall, Optimized Plan 2 outperforms Optimized Plan 1 in terms of navigable flow conditions in the upstream entrance and connecting section of the ship lock.

[0195] Table 7 Statistics of transverse flow velocity components in the upstream gate area and connecting section of the ship lock

[0196]

[0197] Comparison of downstream navigation flow conditions: Optimized Layout Plan 2 optimizes the right diaphragm wall of the downstream approach channel of Optimized Layout Plan 1. After optimization, the diaphragm wall top elevation is -2.7m, and the diaphragm wall length is reduced by 78m. As shown in Table 8, the waters in the entrance area, protected by the diaphragm wall, have relatively good navigation flow conditions, with little difference between the two layout plans. In the connecting section, Optimized Layout Plan 2 has a more uniform discharge flow than Optimized Layout Plan 1, resulting in a lower flow velocity within the channel and a slightly smaller lateral velocity component. Therefore, the navigation flow conditions are slightly better than those in Optimized Layout Plan 1.

[0198] Table 8. Comparison of navigation flow conditions in the downstream entrance area and connecting section of the ship lock

[0199]

[0200]

[0201] Comparison of power generation head: The comparison of power generation head of the two ship lock layout plans is shown in Figure 52 ,As can be seen from the figure, the power head of each plan ,layout scheme differs by about 0.07m-1.07m, and the optimized plan ,layout scheme 2 is better than the optimized plan ,layout scheme 1.

[0202] Comprehensive comparison: Optimized Layout Plan 2 outperforms Optimized Layout Plan 1 in terms of discharge capacity, power generation head, and navigation flow conditions in the lock approach channel and connecting section. Therefore, based solely on research and technical considerations, this application recommends Optimized Layout Plan 2 as the recommended layout plan for this phase.

[0203] After step S7, a partition scheduling test is performed on the final floor plan.

[0204] The controlled discharge flow is 1000m 3 / s, the downstream streamline comparison is used to analyze the impact of zoning scheduling on navigable water flow conditions.

[0205] Depend on Figure 53-55 It can be seen that in the optimized plan layout, after the water flows through the sluice gate and then makes a roughly 90-degree turn, the main stream flows down the left bank of the island's left branch. Firstly, the right-angle turn significantly adjusts the outflow; secondly, under the same flow conditions, the left branch of the island passes approximately 300 square meters more water than the right branch. Thirdly, the diversion ratio between the left and right branches of the island remains unchanged under different gate opening methods. Fourthly, the outflow from the left branch of the island is primarily restricted by the left-side permeable watertight wall, causing the flow direction to adjust by approximately 120 degrees. Furthermore, the flow streamlines shown below for different gate opening methods clearly show that different gate opening methods have little impact on the flow pattern of the downstream navigation channel, and that different zoning operations have little impact on navigable flow conditions.

[0206] Conclusion: A normal 1:100 physical model flow test was conducted to study the effects of different layout schemes of the first ship lock on river discharge and the changes in navigation flow conditions of the first ship lock. The basic conclusions are as follows:

[0207] (1) Test of optimized layout scheme

[0208] Navigable flow conditions for the upstream entrance area and connecting section of the ship lock: The upstream flow in the ship lock layout plan all passes through the entrance area channel and flows out at the top of the bend in the entrance area, Q = 500m 3 / s, the original design plan has a flow velocity of about 0.6m / s near the gate area, but the angle between the water flow and the channel near the upstream dike of the ship lock is large, the local lateral flow velocity at the edge of the channel near the dike exceeds 0.3m / s, and the maximum lateral flow velocity is 0.37m / s. The navigable flow conditions of the gate area basically meet the requirements of the specification; after multiple groups of test optimization, Q=1000m 3 The maximum lateral velocity occurs at the right edge of the channel, 120 to 160 meters above the dike head, with a maximum lateral velocity of 0.43 m / s. Other locations are less than 0.3 m / s. The navigation flow conditions basically meet the requirements of the regulations. The maximum navigable flow upstream of the ship lock is 1000 m 3 / s, the daily runoff guarantee rate is 99.64%, and the average number of days with no air flow per year is less than 1.5 days.

[0209] Navigable flow conditions in the downstream entrance area and connecting section of the ship lock: The river channel near the downstream entrance area of ​​the ship lock is relatively wide, and the mainstream is located in the river channel on the right side of the entrance area. Under the action of the diversion wall on the right side of the ship lock, the downstream water of the hub flows down along the right bank, forming a large-scale backflow near the ship lock entrance area; Q≤890m 3 / s, the maximum backflow velocity downstream of the ship lock gate area is less than 0.2m / s. At the right edge of the channel about 130m below the dike, the local maximum lateral flow velocity is 0.44m / s due to the diffusion of the downstream water flow. The lateral flow velocity in other areas is basically less than 0.3m / s, which basically meets the requirements of the specification. After multiple groups of test optimization, Q=1000m 3 / s when the maximum lateral flow velocity occurs at a position above the dike head

[0210] At the right edge of the channel in the range of 120-160m, the width is about 12m, the maximum lateral velocity is 0.43m / s, and the other locations are less than 0.3m / s. The navigation flow conditions basically meet the requirements of the regulations. 3 / s, the water flow begins to spread significantly into the mouth area, the navigation flow conditions deteriorate, and cannot meet the requirements of the specifications.

[0211] The discharge capacity of the lock plan 1 meets the requirements, and the maximum navigable flow upstream of the first lock is 1000m 3 / s, the maximum downstream navigable flow is 1000m 3 / s, the daily runoff guarantee rate is 99.64%, and the average number of days with no air flow per year is less than 1.5 days.

[0212] (2) Test of optimized layout scheme 2

[0213] Navigation conditions of the upstream gate area and connecting section of the ship lock: In this plan, most of the water near the upstream gate area of ​​the ship lock is discharged through the non-navigable area on the right side of the gate area. After adding two small diversion piers on the right side of the gate area, Q = 1000m 3 / s, except for a small area above the dike edge where the cross flow velocity exceeds 0.3m / s, the cross flow in other areas is less than 0.3m / s, and the navigation flow conditions basically meet the requirements of the specification; Q = 1200m 3 / s, the ship enters the lock smoothly from the middle of the downstream channel. The cross flow at the edge of the right channel exceeds the standard. The ship needs to avoid the excessive area when entering the lock. When the flow Q = 2500m 3 / s, due to the large cross current in the downstream channel of the upstream entrance section of the ship lock, it is difficult for ships to enter the lock from the downstream channel, and they can only enter the lock along the left upstream channel.

[0214] Navigation conditions of the downstream entrance area and connecting section of the ship lock: After the right diaphragm wall of the downstream ship lock was optimized, most of the water flow flowed down along the non-navigable area on the right side of the entrance area, and the adverse impact of the island on the navigation flow conditions of the downstream entrance area of ​​the ship lock was basically eliminated. Q = 1000m 3 / s, the flow velocity in the connecting section of the mouth area is less than 1.6m / s, and the lateral flow velocity is less than 0.3m / s. The navigable flow conditions in the mouth area meet the requirements of the regulations. 3 / s, the flow velocity near the gate area is less than 1.0m / s, and the transverse flow velocity of the channel at 400m to 600m from the end of the water barrier downstream of the ship lock is slightly higher.

[0215] The rudder angle required to resist cross current in the channel is relatively large, slightly larger than the requirement for safe navigation of the ship. However, the navigable waters in this section of the channel are relatively wide, and the ship's navigation state is relatively good; Q = 1740m 3 / s, the flow velocity at the downstream bend increases significantly, the maximum lateral flow velocity exceeds 0.35m / s, the flow velocity in the left channel is less than 2.0m / s, and the cross flow is basically less than 0.3m / s, which only meets the single-line navigation of ships. The cross flow exceeding the standard area in the right channel is relatively large. The ship model test shows that ships can only enter and exit the lock in a single line along the slow flow area of ​​the left bank channel.

[0216] The discharge capacity of lock plan 2 meets the requirements. When the double-line lock is in operation, the maximum navigable flow upstream is 1000m 3 / s, daily runoff guarantee rate is 99.64%, the number of days inaccessible to navigation is less than 1.5 days per year, and the maximum navigable flow rate in the downstream is 1200m 3 / s, the daily runoff guarantee rate is 99.76%, and the number of days in which navigation is impossible is less than 0.86 days in a year; when only the left channel enters and exits the lock, the maximum navigable flow rate upstream is 2500m 3 / s, the maximum downstream navigable flow is 1740m 3 / s.

[0217] (3) Through comprehensive comparison of discharge capacity, navigation flow conditions, power generation benefits, etc., the report recommends optimized layout plan 2 as the recommended layout plan for this stage.

[0218] This embodiment provides a plan scheme verification design method for a hub. A hydraulic model 1 is produced based on plan layout scheme 1. After optimizing and testing plan layout scheme 1, an optimized plan layout scheme 1 is obtained. Based on the optimized plan layout scheme 1, a design deformation is performed to obtain plan layout scheme 2. Then, the hydraulic model 1 is modified and utilized based on plan layout scheme 2, thereby greatly reducing the cost of producing the hydraulic model. Moreover, plan layout scheme 2 is obtained by design deformation based on plan layout scheme 1. Then, the test results of the optimized plan layout scheme 1 can be used to guide the design deformation of plan layout scheme 2, with a greater probability of making the layout result of plan layout scheme 2 better. After further optimizing and testing plan layout scheme 2, the optimized plan layout scheme 1 and the optimized plan layout scheme 2 are compared, which can make the final plan layout scheme selected more stable and secure. Moreover, the optimization of both plan layout scheme 1 and plan layout scheme 2 can reduce the number of tests and save test costs while ensuring the accuracy of the tests.

[0219] Example 2

[0220] This embodiment provides a plan layout scheme for a hub, such as Figure 26 The design is verified by using the plane scheme verification design method of the hub described in Example 1, and the stability and security of the plane layout scheme are higher.

[0221] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A planar scheme verification and design method for a hub, characterized in that: The following steps are involved: S1. Design a plan layout scheme 1 based on the overview of the hub river section, then make a hydraulic model 1 based on the plan layout scheme 1; make a ship model; and determine the test flow level; Plane layout plan 1 includes a first river channel and a second river channel. The upstream sides of the first river channel and the second river channel intersect at the upstream entrance area, and the downstream sides of the first river channel and the second river channel intersect at the downstream entrance area. The first river channel includes a first ship lock, and the second river channel includes a second ship lock. The second ship lock is a double-line ship lock. S2. Conducting a navigation flow hydraulic test on the navigation flow conditions of the first layout plan by navigating a ship model in the first hydraulic model at different test flow levels, and then optimizing the first layout plan based on the navigation flow hydraulic test results; In step S2, the following steps are included: Initial Test 1: Conduct navigable water flow hydraulic tests in Hydraulic Model 1 by selecting test flow levels from smallest to largest, obtaining the minimum test flow level at which the lateral flow velocity in the upstream and downstream entrance areas does not meet the requirements, as well as the measurement results corresponding to the measured test flow levels; Optimization process 1: Optimize the upstream and downstream entrance areas based on the measurement results and arrange them on the hydraulic model 1; Optimization Test 1: Starting with the smaller of the minimum test flow levels at which the lateral flow velocities in the upstream and downstream entrance areas do not meet the requirements, select test flow levels in ascending order to conduct navigable water flow hydraulic tests in Hydraulic Model 1, and obtain measurement results corresponding to the measured test flow levels; If the measurement result of the optimization test 1 meets the requirements, the optimization of the plane layout plan 1 is completed. If the measurement result of the optimization test 1 does not meet the requirements, the optimization process 1 and the optimization test 1 are repeated until the measurement result of the optimization test 1 meets the requirements and the optimization of the plane layout plan 1 is completed. S3, repeat step S2 until the optimized plan layout scheme meets the navigation flow condition requirements; S4, performing design deformation on the optimized plan layout scheme 1 obtained in step S3 to obtain plan layout scheme 2, and modifying and arranging the hydraulic model 1 according to the plan layout scheme 2 to obtain hydraulic model 2; Plane layout plan II also includes the first river channel and the second river channel. The upstream sides of the first river channel and the second river channel intersect at the upstream entrance area, and the downstream sides of the first river channel and the second river channel intersect at the downstream entrance area. The first river channel includes the first ship lock, and the second river channel includes the second ship lock. The second ship lock is a double-line ship lock. The first river channel is a natural river channel, and the second river channel is a newly constructed river channel; In step S4, the axis of the double-line ship lock of the newly built river channel of plan layout plan 1 is swung to obtain the axis of the double-line ship lock of plan layout plan 2, and the natural river channel of plan layout plan 1 is excavated so that the bottom elevation of the natural river channel of plan layout plan 2 is 0m; S5. Conducting a navigation flow hydraulic test on the navigation flow conditions of the second plan layout scheme by passing a ship model through the second hydraulic model at different test flow levels, and then optimizing the second plan layout scheme based on the navigation flow hydraulic test results; In step S5, the following steps are included: Initial Test 2: Starting with the maximum test flow level at which the transverse flow velocity meets the requirements in the optimized plan layout scheme 1, hydraulic tests of navigable water flow are conducted in hydraulic model 2 by selecting test flow levels from smallest to largest. The minimum test flow level at which the transverse flow velocity does not meet the requirements in the upstream and downstream entrance areas is obtained, as well as the measurement results corresponding to the measured test flow levels. Upstream Entrance Area Optimization Process 2: Optimize the upstream entrance area of ​​Plan Layout Plan 2 based on the measurement results and arrange it on Hydraulic Model 2. In Upstream Entrance Area Optimization Process 2, if the added diversion piers shift the confluence area of ​​the upstream entrance area upward, resulting in a larger area where the velocity exceeds the standard, the order of optimization for the upstream entrance area is: first reduce the number of diversion piers, then reduce the size of the diversion piers. If the navigable water flow conditions in the upstream entrance area still do not meet the requirements after reducing the number of diversion piers, reduce the size of the diversion piers. Upstream entrance area optimization test 2: Based on the smaller test flow level of the minimum test flow level at which the lateral flow velocity of the upstream and downstream entrance areas does not meet the requirements, a navigable water flow hydraulic test is conducted in hydraulic model 2 to obtain measurement results corresponding to the measured test flow level; If the measurement results of the upstream port area optimization test 2 meet the requirements, the optimization of the upstream port area of ​​the plan layout scheme 2 is completed, and then the downstream port area optimization process 2 is carried out; if the measurement results of the upstream port area optimization test 2 do not meet the requirements, the upstream port area optimization process 2 and the upstream port area optimization test 2 are repeated until the measurement results of the upstream port area optimization test 2 meet the requirements, the optimization of the upstream port area of ​​the plan layout scheme 2 is completed, and then the downstream port area optimization process 2 is carried out; Downstream mouth area optimization process 2: The downstream mouth area is optimized based on the measurement results of the second plan layout scheme completed after the upstream mouth area optimization, and is arranged on the hydraulic model 2. In the second downstream mouth area optimization process, the order of optimization of the downstream mouth area is as follows: first reduce or increase the length of the permeable watertight wall, and then reduce the permeability of the permeable watertight wall based on the original downstream mouth navigation flow optimization facilities. Among them, if the navigation flow conditions in the downstream mouth area do not meet the requirements after reducing or increasing the length of the permeable watertight wall, the permeability of the permeable watertight wall is reduced based on the original downstream mouth navigation flow optimization facilities. Downstream entrance area optimization test 2: Based on the smaller test flow level of the minimum test flow level at which the lateral flow velocity of the upstream and downstream entrance areas does not meet the requirements, a navigable water flow hydraulic test is conducted in hydraulic model 2 to obtain measurement results corresponding to the measured test flow level; If the measurement results of the downstream mouth area optimization test 2 meet the requirements, the optimization of the downstream mouth area of ​​the plan layout scheme 2 is completed, and the optimization of the plan layout scheme 2 is completed; if the measurement results of the downstream mouth area optimization test 2 do not meet the requirements, repeat the downstream mouth area optimization process 2 and the downstream mouth area optimization test 2 until the measurement results of the downstream mouth area optimization test 2 meet the requirements, the optimization of the downstream mouth area of ​​the plan layout scheme 2 is completed, and the optimization of the plan layout scheme 2 is completed; S6. Repeat step S5 until the optimized plan layout plan 2 meets the navigable water flow conditions; S7. Compare the optimized plan layout plan 1 and the optimized plan layout plan 2 to obtain a final plan layout plan.

2. The planar scheme verification and design method of a hub according to claim 1 is characterized in that: The criteria for judging whether the measurement results of the navigable water flow hydraulic test meet the requirements include the average number of unnavigable waters per year. After judging that the current plan layout scheme 1 can meet the maximum test flow level of the specified lateral flow velocity in the upstream and downstream gate areas, the average number of unnavigable waters per year is judged based on the maximum test flow level. If the average number of unnavigable waters per year meets the requirements, the optimization is completed.

3. The planar scheme verification and design method of a hub according to claim 1 is characterized in that: In the optimization process of the first plan layout scheme, the lateral flow velocity of the upstream gate area is optimized by changing the number of diversion piers; the lateral flow velocity of the downstream gate area is optimized by changing the setting length of the permeable water-blocking wall.

4. The planar scheme verification and design method of a hub according to claim 3 is characterized in that: When there is a small island on one side of the downstream gate area, the lateral flow velocity of the downstream gate area is optimized by setting a permeable frame in the extended section of the permeable water-blocking wall.

5. The planar scheme verification and design method of a hub according to claim 1 is characterized in that: When the upstream channel of the upstream entrance area deviates toward the side where the newly built river channel is located, in step S4, the axis of the double-line ship lock of the plan layout scheme 1 is swung 1°-2° to the side farther away from the natural river channel with the downstream entrance area as the base point to obtain the axis of the double-line ship lock of the plan layout scheme 2.

6. The planar scheme verification and design method of a hub according to claim 1 is characterized in that: In step S7, the conditions for comparing the optimized plan layout scheme 1 and the optimized plan layout scheme 2 include: discharge capacity, navigation flow conditions and power generation head.

7. The planar scheme verification and design method of a hub according to claim 1 is characterized in that: After step S7, a partition scheduling test is performed on the final floor plan.

8. The planar scheme verification and design method of a hub according to claim 1 is characterized in that: In step S4, the design of the second plan layout plan is guided by performing a partition scheduling test on the optimized plan layout plan one.

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