Optimization method of navigation water flow scheme

Abstract

The invention relates to the technical field of navigation water flow scheme optimization, in particular to a navigation water flow scheme optimization method, which is characterized in that the arrangement of navigation water flow optimization facilities in an upstream entrance area can influence downstream water flow conditions, so that the navigation water flow optimization facilities in the upstream entrance area are firstly optimized; after the navigable water flow condition of the upstream entrance area meets the requirement, on the basis of the navigable water flow scheme optimized by the navigable water flow optimization facility of the upstream entrance area, the navigable water flow optimization facility of the downstream entrance area is optimized, so that the navigable water flow condition of the downstream entrance area meets the requirement; therefore, the problem that the upstream interferes with the downstream due to the fact that the navigation water flow optimization facility of the upstream entrance area and the navigation water flow optimization facility of the downstream entrance area are arranged at the same time is avoided, the optimization process is more orderly, the uncertainty existing in the optimization process can be reduced, and the optimization difficulty is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of optimization of navigation water flow schemes, and in particular to an optimization method of navigation water flow schemes. Background Art

[0002] In the prior art, in the design of the canal hub, it is necessary to design a navigable water flow scheme to meet the navigation needs of the canal. And when designing the navigable water flow scheme, it is necessary to optimize the navigable water flow conditions. For example, the Chinese patent with the authorization announcement number CN113591330B discloses a method for predicting the navigable water flow conditions in the downstream entrance area of ​​the ship lock. The formula is used to calculate the extreme values ​​of the longitudinal and transverse flow velocities on the surface of the water flow in the downstream entrance area of ​​the ship lock. The extreme values ​​of the longitudinal and transverse flow velocities in the entrance area are set as vymax and vxmax, respectively, where V represents the flow velocity of the incoming flow section; H represents the water depth of the incoming flow section; α represents the incoming inflow angle, which refers to the angle between the center line of the river discharge and the navigation center line of the entrance area, referred to as the inflow angle; BE represents the width of the entrance area. It discloses a method for designing and optimizing the plane layout of the downstream entrance area of ​​the ship lock using the above method, which can realize the prediction of the navigable water flow conditions in the downstream entrance area of ​​the ship lock, so as to facilitate the application of engineering designers in the design of the entrance area. This method uses theoretical calculations to predict the navigable flow conditions in the downstream entrance area. It is more of a theoretical calculation. After this theoretical calculation design, it is generally necessary to use a hydraulic model to conduct experiments to optimize the navigable flow, and select the optimization method based on the test results.

[0003] In the prior art, channel regulation hydraulic structures such as dams, flow-blocking piers, and hollow dams are generally used as navigation flow optimization facilities to optimize navigation flow conditions. However, when it comes to navigation with an upstream mouth area and a downstream mouth area, the inventors of the present application have found that the prior art generally optimizes the navigation flow optimization facilities of the upstream mouth area and the downstream mouth area at the same time, without considering the impact of the optimization of the navigation flow optimization facilities of the upstream mouth area on the navigation conditions of the downstream mouth area, which results in the need for continuous adjustment of the optimization process, higher uncertainty in the optimization process, and a more complicated optimization process. Summary of the invention

[0004] The purpose of the present invention is to overcome the shortcomings of the prior art that the navigation water flow optimization facilities of the upstream and downstream mouth areas are optimized simultaneously without considering the impact of the optimization of the navigation water flow optimization facilities of the upstream mouth area on the navigation conditions of the downstream mouth area, which leads to the need for continuous adjustment of the optimization process and the complexity of the optimization process, and to provide an optimization method for a navigation water flow scheme.

[0005] In a first aspect, the present invention provides a method for optimizing a navigable water flow scheme, comprising the following steps:

[0006] S1. Make a hydraulic model according to the navigation flow plan, which includes the upstream and downstream entrance areas;

[0007] S2. Conducting navigation flow tests on the navigation flow scheme to obtain the navigation flow condition distribution of the upstream and downstream entrance areas;

[0008] S3, judging whether the navigable water flow conditions in the upstream entrance area meet the requirements: if the navigable water flow conditions in the upstream entrance area do not meet the requirements, proceed to step S4; if the navigable water flow conditions in the upstream entrance area meet the requirements, proceed to step S6;

[0009] S4. Optimize the navigation flow optimization facilities in the upstream entrance area to form a new navigation flow plan, optimize the hydraulic model with the new navigation flow plan, and then conduct navigation flow tests on the new navigation flow plan to obtain the navigation flow condition distribution of the upstream entrance area and the navigation flow condition distribution of the downstream entrance area of ​​the new navigation flow plan;

[0010] S5, repeat steps S3 and S4 until the navigable water flow conditions in the upstream entrance area meet the requirements, and then proceed to step S6;

[0011] S6, judging whether the navigable water flow condition distribution of the downstream gate area of ​​the navigable water flow scheme that the navigable water flow condition of the upstream gate area meets the demand meets the demand: if the navigable water flow condition distribution of the downstream gate area meets the demand, the optimization of the navigable water flow scheme ends; if the navigable water flow condition distribution of the downstream gate area does not meet the demand, proceed to step S7;

[0012] S7. Optimize the navigation flow optimization facilities in the downstream entrance area to form a new navigation flow scheme, optimize the hydraulic model with the new navigation flow scheme, and then conduct navigation flow tests on the new navigation flow scheme to obtain the navigation flow condition distribution of the upstream entrance area and the navigation flow condition distribution of the downstream entrance area of ​​the new navigation flow scheme;

[0013] S8. Repeat steps S6 and S7 until the navigation flow conditions in the downstream entrance area meet the requirements, and the optimization of the navigation flow plan is completed.

[0014] The method for optimizing the navigable water flow scheme of the present invention, since the setting of the navigable water flow optimization facilities in the upstream entrance area will affect the downstream water flow conditions, firstly optimizes the navigable water flow optimization facilities in the upstream entrance area so that the navigable water flow conditions in the upstream entrance area meet the requirements, and then optimizes the navigable water flow optimization facilities in the downstream entrance area on the basis of the navigable water flow scheme after the navigable water flow optimization facilities in the upstream entrance area are optimized so that the navigable water flow conditions in the downstream entrance area meet the requirements, thereby avoiding the problem of interference between the upstream and the downstream caused by the simultaneous setting of the navigable water flow optimization facilities in the upstream entrance area and the navigable water flow optimization facilities in the downstream entrance area, making the optimization process more orderly, reducing the uncertainty in the optimization process, and reducing the difficulty of optimization.

[0015] Preferably, in step S8, the distribution of navigable water flow conditions in the upstream entrance area of ​​the latest navigable water flow scheme obtained in step S7 is verified to see whether it meets the requirements.

[0016] It can further ensure the rationality of the optimized navigation flow plan.

[0017] Preferably, when conducting a navigation water flow test on a navigation water flow scheme, the test conditions are preliminarily determined based on the navigation area, the test conditions include test flow levels of different sizes, and then a test flow level is selected from the test conditions as the optimized maximum test flow level for the navigation water flow test.

[0018] The test conditions include several test flow levels of different sizes. A representative test flow level is selected for the test. For example, the test flow level of 1000m / s is the highest flow in the navigable area for most of the year (such as more than 363 days a year). This can not only ensure the rationality of the test results, but also reduce the number of tests after each optimization of the navigation flow plan.

[0019] Preferably, in step S4, the navigation flow optimization facilities in the upstream entrance area are flow-blocking piers arranged at intervals along the bottom slope line of the channel in the middle of the river, and the navigation flow optimization facilities in the upstream entrance area are optimized by changing the number and / or size of the flow-blocking piers.

[0020] By changing the number and / or size of the flow-blocking piers, the location of the confluence area can be changed to avoid a large area of ​​flow velocity exceeding the standard.

[0021] Preferably, when the additional flow-blocking piers move the confluence area of ​​the upstream entrance area upwards, resulting in a larger area of ​​the velocity exceeding the standard, the order of optimizing the navigation flow optimization facilities in the upstream entrance area is: first reduce the number of flow-blocking piers, and then reduce the size of the flow-blocking piers;

[0022] Among them, when reducing the number of flow-blocking piers makes the navigable water flow conditions in the upstream entrance area still fail to meet the requirements, the size of the flow-blocking piers is reduced.

[0023] Reducing the number of flow-blocking piers first and then reducing their sizes can minimize the optimization workload in each optimization process and avoid excessive optimization that leads to higher uncertainty.

[0024] Preferably, when the navigation flow optimization facilities in the upstream entrance area are n flow-blocking piers arranged at intervals along the bottom slope line of the channel in the middle of the river and n≥2, the order of optimizing the navigation flow optimization facilities in the upstream entrance area is: first reduce the flow-blocking piers one by one until the number of flow-blocking piers is 1; then change the number of flow-blocking piers to n-1 and gradually reduce the size of the flow-blocking piers.

[0025] Can make each optimization process more reasonable.

[0026] Preferably, when there is a small island on the left side of the downstream entrance area, in step S7, the navigation flow optimization facility of the downstream entrance area is the permeable water-blocking wall on the right side of the navigation channel under the ship lock, and the navigation flow optimization facility of the downstream entrance area is optimized by: reducing or increasing the length of the permeable water-blocking wall, or changing the permeability of the permeable water-blocking wall.

[0027] By reducing or increasing the length of the permeable watertight wall, or changing the permeability of the permeable watertight wall, the navigation flow conditions in the downstream entrance area can be changed.

[0028] Preferably, the order of optimizing the navigation flow optimization facilities at the downstream entrance area is: first reduce or increase the length of the permeable watertight wall, and then reduce the air permeability of the permeable watertight wall on the basis of the original navigation flow optimization facilities at the downstream entrance;

[0029] Among them, when the navigation flow conditions in the downstream entrance 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 entrance navigation flow optimization facilities.

[0030] It can minimize the optimization workload in each optimization process and avoid excessive optimization that leads to higher uncertainty.

[0031] Preferably, the order of optimizing the navigation flow optimization facilities at the downstream entrance area is: firstly, reducing the length of the air-permeable water-blocking wall by 10-15m on the basis of the original navigation flow optimization facilities at the downstream entrance, then increasing the length of the air-permeable water-blocking wall by 10-15m on the basis of the original navigation flow optimization facilities at the downstream entrance, and then reducing the air permeability of the air-permeable water-blocking wall by 1 / 3-2 / 3 on the basis of the original navigation flow optimization facilities at the downstream entrance;

[0032] Or, first increase the length of the permeable watertight wall by 10-15m on the basis of the original downstream navigation water flow optimization facilities, then reduce the length of the permeable watertight wall by 10-15m on the basis of the original downstream navigation water flow optimization facilities, and then reduce the permeability of the permeable watertight wall by 1 / 3-2 / 3 on the basis of the original downstream navigation water flow optimization facilities.

[0033] Can make each optimization process more reasonable.

[0034] Preferably, the navigable water flow conditions include a lateral flow velocity.

[0035] In navigable water flow conditions, the transverse flow velocity has a greater impact on ship navigation. By mainly considering the transverse flow velocity, the test measurement can be reduced while ensuring navigation safety.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] 1. The present invention provides a method for optimizing a navigable water flow scheme. Since the setting of navigable water flow optimization facilities in an upstream entrance area will affect the downstream water flow conditions, the navigable water flow optimization facilities in the upstream entrance area are first optimized so that the navigable water flow conditions in the upstream entrance area meet the requirements. Then, based on the navigable water flow scheme after the navigable water flow optimization facilities in the upstream entrance area are optimized, the navigable water flow optimization facilities in the downstream entrance area are optimized so that the navigable water flow conditions in the downstream entrance area meet the requirements, thereby avoiding the problem of interference between the upstream and the downstream caused by the simultaneous setting of the navigable water flow optimization facilities in the upstream entrance area and the navigable water flow optimization facilities in the downstream entrance area, making the optimization process more orderly, reducing the uncertainty in the optimization process, and reducing the difficulty of optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 Engineering layout drawings for the initial navigation flow plan;

[0039] Figure 2 The test flow rate is 1000m 3 Streamline diagram near the upstream gate area of ​​the lock at 2000 s;

[0040] Figure 3 The test flow rate is 1000m 3 / s transverse velocity diagram of the upstream gate area of ​​the ship lock;

[0041] Figure 4 The test flow rate is 1000m 3 Streamline diagram near the downstream entrance of the ship lock at 2000 s;

[0042] Figure 5 The test flow rate is 1000m 3 / s horizontal flow velocity diagram near the downstream gate area of ​​the ship lock;

[0043] Figure 6 This is the schematic diagram of the first optimization layout of the navigation flow optimization facilities in the upstream entrance area;

[0044] Figure 7 After the first optimization of the navigation flow optimization facilities in the upstream entrance area, the test flow level was 1000m 3 / s transverse velocity diagram of the upstream gate area of ​​the ship lock;

[0045] Figure 8 This is a schematic diagram of the second optimization layout of the navigation flow optimization facilities in the upstream entrance area;

[0046] Fig. 9 After the second optimization of the navigation flow optimization facilities in the upstream entrance area, the test flow level is 1000m 3 / s transverse velocity diagram of the upstream gate area of ​​the ship lock;

[0047] Fig.10 This is a schematic diagram of the third optimization layout of the navigation flow optimization facilities in the upstream entrance area;

[0048] Fig.11 The layout diagram of the right side flow barrier in the upstream gate area of ​​the ship lock after the third optimization of the navigation flow optimization facilities in the upstream gate area;

[0049] Fig.12 After the third optimization of the navigation flow optimization facilities in the upstream entrance area, the test flow level is 1000m 3 Streamline diagram near the upstream gate area of ​​the lock at 2000 s;

[0050] Fig.13 After the third optimization of the navigation flow optimization facilities in the upstream entrance area, the test flow level is 1000m 3 / s transverse velocity diagram of the upstream gate area of ​​the ship lock;

[0051] Fig.14 This is a schematic diagram of the layout of facilities for optimizing navigation flow in the downstream entrance area of ​​the ship lock;

[0052] Fig.15 The test flow rate is 1000m 3 / s when the permeable water-blocking wall is reduced by 15m;

[0053] Fig.16 The test flow rate is 1000m 3 / s when the permeable water-blocking wall is increased by 15m;

[0054] Fig.17 The test flow rate is 1000m 3 / s horizontal velocity distribution cloud diagram downstream of the ship lock (the permeability of the permeable wall is 1 / 2 of the navigation flow scheme);

[0055] Fig.18 The schematic diagram of the layout dimensions of the permeable watertight wall downstream of the ship lock (the permeable watertight wall has a permeability ratio of 1 / 2 of the navigation flow scheme);

[0056] Fig.19 The test flow rate is 1000m 3 / s flow velocity distribution diagram of downstream ship lock (the permeability of the permeable wall is 1 / 2 of the navigation flow scheme); DETAILED DESCRIPTION

[0057] The present invention is further described in detail below in conjunction with specific embodiments. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0058] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or position relationship such as "up", "down", "left", "right", "center", "inside", "outside", etc. are all expressions based on the orientation or position relationship shown in the drawings, or are the orientation or position relationship when the invented product / equipment / device is usually used. These terms of orientation or position relationship are only for the convenience of describing the scheme of the present invention or simplifying the description in the specific embodiments, so as to facilitate the technicians to quickly understand the scheme, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific position relationship, and therefore cannot be understood as a limitation on the present invention.

[0059] In addition, in the description of the embodiments of the present invention, "several", "plurality" and "a number" represent at least 2. It can be any number such as 2, 3, 4, 5, 6, 7, 8, 9, and even more than 9.

[0060] Example 1

[0061] A method for optimizing a navigable water flow scheme comprises the following steps:

[0062] S1. Make a hydraulic model according to the navigation flow plan, which includes the upstream and downstream entrance areas;

[0063] In this embodiment, the hub double-line ship lock corresponding to the navigation flow scheme is arranged on the left bank of the Qin River, and is newly built by excavating low mountains and hills. The upper lock of the double-line ship lock is a component of the hub water retaining line, and the upper lock is about 1.8km below the existing sluice. The effective scale of the ship lock is 300m×34m×8m (length×width×sill depth). The ship lock consists of upper and lower lock heads and lock chambers, upstream and downstream pilot channels, and upstream and downstream anchorages. The total length of the straight section of the ship lock is 1553.5m, 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 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 channel is 290m long. The double-line ship lock adopts a shared pilot channel layout. The axis spacing of the double-line ship lock is 63m. The lock passage method adopts a curved entry and a straight exit. 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 18° 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 38°, and the turning radius is 650m. A flow-blocking pier is set on the outside of the braking section on the right side of the upstream gate area. There are 3 flow-blocking piers in total. Each flow-blocking pier is 24m long × 9.5m in height × 2m wide, with a spacing of 20m. The flow-blocking pier extends 40m out of the dike head. The downstream open-type water-blocking wall is lengthened to 225m and adopts an open-type form. See details. Figure 1 .

[0064] S2. Conduct navigable flow tests on the navigable flow scheme to obtain the distribution of navigable flow conditions in the upstream and downstream entrance areas; in a better implementation method, the lateral flow velocity in the navigable flow conditions has a greater impact on the navigation of ships, and the lateral flow velocity is mainly considered. Under the premise of ensuring navigation safety, the test measurement can be reduced.

[0065] In a preferred implementation method, when conducting a navigable water flow test on a navigable water flow scheme, the test conditions are preliminarily determined according to the navigable area, and the test conditions include test flow levels of different sizes, and then a test flow level is selected from the test conditions as the optimized maximum test flow level for the navigable water flow test. The test conditions include several test flow levels of different sizes, and a representative test flow level is selected for testing. For example, a test flow level of 1000m / s is already the highest flow in the navigable area for most of the year (such as more than 363 days a year), which can not only ensure the rationality of the test results, but also reduce the number of tests after each optimization of the navigable water flow scheme.

[0066] S3, judging whether the navigable water flow conditions in the upstream entrance area meet the requirements: if the navigable water flow conditions in the upstream entrance area do not meet the requirements, proceed to step S4; if the navigable water flow conditions in the upstream entrance area meet the requirements, proceed to step S6;

[0067] Figure 2 This is the streamline diagram near the upstream gate area of ​​the ship lock. Figure 3 1000m 3 / s flow, the lateral velocity cloud diagram of the upstream gate area of ​​the ship lock. 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 flow barrier 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, and the velocity near the upstream gate area of ​​the ship lock is significantly reduced, Q = 1000m 3 / s, the flow velocity in the river channel upstream of the ship lock is basically between 1 and 1.4m / s. Near the upstream mouth area, the flow velocity is about 1.0m / s. The flow velocity to the left of the centerline of the channel in the mouth area is smaller. The water flow near the dike of the mouth 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 lateral flow velocity on the right edge of the mouth area is 0.49m / s. There are two areas with a lateral flow velocity exceeding 0.3m / s, with a maximum width of about 45m and a total length of about 130m. It was found through the self-propelled ship model test that when a downstream ship passes through this area and docks at the pier on the left side of the ship lock, the stern has a larger drift angle due to the influence of the cross flow.

[0068] S4. Optimize the navigation flow optimization facilities in the upstream entrance area to form a new navigation flow plan, optimize the hydraulic model with the new navigation flow plan, and then conduct navigation flow tests on the new navigation flow plan to obtain the navigation flow condition distribution of the upstream entrance area and the navigation flow condition distribution of the downstream entrance area of ​​the new navigation flow plan;

[0069] In step S4, the navigation flow optimization facilities in the upstream entrance area are flow-blocking piers arranged at intervals along the bottom slope line of the channel in the middle of the river. The navigation flow optimization facilities in the upstream entrance area are optimized by changing the number and / or size of the flow-blocking piers. By changing the number and / or size of the flow-blocking piers, the location of the confluence area is changed to avoid a large range of the flow velocity exceeding the standard area.

[0070] S5, repeat steps S3 and S4 until the navigable water flow conditions in the upstream entrance area meet the requirements, and then proceed to step S6;

[0071] Furthermore, when the additional flow-blocking piers move the confluence area of ​​the upstream entrance area upward, resulting in a larger area where the velocity exceeds the standard, the order of optimizing the navigation flow optimization facilities in the upstream entrance area is: first reduce the number of flow-blocking piers, and then reduce the size of the flow-blocking piers; among them, when the navigation flow conditions in the upstream entrance area still do not meet the requirements after reducing the number of flow-blocking piers, reduce the size of the flow-blocking piers. Reducing the number of flow-blocking piers first and then reducing the size of the flow-blocking piers can minimize the optimization engineering workload in each optimization process and avoid excessive optimization leading to higher uncertainty.

[0072] Furthermore, when the navigation flow optimization facilities in the upstream entrance area are n flow-blocking piers set at intervals along the bottom slope line of the channel in the middle of the river and n≥2, the order of optimizing the navigation flow optimization facilities in the upstream entrance area is: first reduce the flow-blocking piers one by one until the number of flow-blocking piers is 1; then change the number of flow-blocking piers to n-1 and gradually reduce the size of the flow-blocking piers. This can make each optimization process more reasonable.

[0073] For example: Optimization of the navigation flow plan for the first upstream entrance area: Modification plan 2-1;

[0074] The river channel near the right bank and the mouth of the upstream is narrow, and the channel almost occupies the entire river channel. Considering that the space for engineering measures that can be taken in the modified 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 plan, considering that the additional water barrier wall will move the confluence area upward, which will lead to a larger area of ​​excessive flow velocity, the number of flow barrier piers in the middle of the river channel along the bottom slope line of the channel is reduced. Figure 6 As shown, one flow-blocking pier is reduced compared with the navigable water flow plan, and the dimensions of each flow-blocking pier are 24m long × 9.5m high × 2m wide.

[0075] Effect analysis: The adjustment and diversion effect of the flow-blocking pier makes the water in the river flow 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 excessive area of ​​lateral flow velocity of about 0.3 to 1.0 m / s within 210m from the top of the water-blocking wall. Figure 7 As shown, although the scope of exceeding the standard has been reduced compared with that before the project, the effect of improving the navigable water flow conditions of the first optimization plan for the navigable water flow scheme in the upstream mouth area is not obvious.

[0076] Second optimization of the navigation flow plan for the upstream entrance area: Modification plan 2-2;

[0077] In view of the problem of excessive cross-flow still existing in the above modification plan 2-1, modification plan 2-2 removes the upstream flow-blocking pier in modification plan 2-1 and only retains the last flow-blocking pier in the design plan, trying 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 8 As shown, the dimensions of the flow-isolating pier are 24m long × 9.5m high × 5.7m wide.

[0078] Effect analysis: Compared with Modification 2-1, the diversion effect of the flow-blocking pier in this modification 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-blocking wall. Fig. 9 As shown, although the excess range is reduced compared with Modification 2-1, the improvement effect of Modification 2-2 on navigable water flow conditions is not obvious.

[0079] The third optimization of the navigation flow plan for the upstream entrance area: Modification plan 2-3;

[0080] In view of the problem of excessive cross-flow that was not solved by the above Modification Plan 2-1 and Modification Plan 2-2, Modification Plan 2-3 removes the upstreammost flow barrier on the basis of Modification Plan 2-1, and reduces the size of the remaining two flow barrier piers, and attempts to adjust the diversion ratio within 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 flow barrier piers are arranged about 40m above the embankment on the right side of the channel in the upstream entrance area of ​​the ship lock, with a length of 10m, a width of 1m, and a center interval of 20m. Figure 10-12 shown.

[0081] Effect analysis: Compared with Modification Scheme 2-1 and Modification Scheme 2-2, the diversion effect of the flow-blocking pier in Modification Scheme 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, Q = 1000m 3 / s, the flow velocity in the connecting section of the gate area is less than 1.5m / s, but the intersection 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 near the dike exceeds 0.3m / s, and the maximum lateral flow velocity is 0.35m / s. Fig.13 As shown, the navigable water flow conditions in the mouth area basically meet the specifications.

[0082] According to the test results of the navigable flow scheme, the main problem in the upstream gate area of ​​the ship lock is that after adding a larger flow barrier pier within the range of 120m above the right side of the gate area, the additional flow barrier pier will move the confluence area upward, resulting in a larger area of ​​velocity exceeding the standard. Therefore, it is considered to reduce the number of flow barriers and reduce the size of flow barriers along the bottom slope line of the channel in the middle of the river. After adding two smaller flow barriers, the flow velocity in the protection range is significantly reduced, and the lateral flow velocity is correspondingly reduced. The maximum lateral flow velocity occurs at the right edge of the channel within 50-90m above the levee, with a width of about 2m and a maximum lateral flow velocity of 0.41m. The other positions are all less than 0.3m / s. From the ship model test, the ship model can smoothly enter the mooring area on the left side of the ship lock along the downstream route. The navigable flow conditions have improved significantly, and the navigable flow conditions in the upstream gate area meet the requirements.

[0083] S6, judging whether the navigable water flow condition distribution of the downstream gate area of ​​the navigable water flow scheme that the navigable water flow condition of the upstream gate area meets the demand meets the demand: if the navigable water flow condition distribution of the downstream gate area meets the demand, the optimization of the navigable water flow scheme ends; if the navigable water flow condition distribution of the downstream gate area does not meet the demand, proceed to step S7;

[0084] In order to reduce the flow velocity of the downstream river, the navigation flow plan lowered the original riverbed elevation on the right side of the ship lock, and the channel width was narrowed by 10m compared with the feasibility stage. Figure 4 and Figure 5It 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 watertight 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 watertight wall embankment exceeds 0.5m / s, and the navigation flow conditions are poor and do not meet the demand. The main reason for this is that the elevation of the river channel, the gate area and the channel bottom below the sluice gate has been reduced in the initial design stage, while the elevation of the diversion embankment hole has not been adjusted, the permeability of the permeable watertight wall is too large, and the water flow penetrates the watertight wall and crosses the entire channel.

[0085] S7. Optimize the navigation flow optimization facilities in the downstream entrance area to form a new navigation flow scheme, optimize the hydraulic model with the new navigation flow scheme, and then conduct navigation flow tests on the new navigation flow scheme to obtain the navigation flow condition distribution of the upstream entrance area and the navigation flow condition distribution of the downstream entrance area of ​​the new navigation flow scheme;

[0086] When there is an island on the left side of the downstream entrance area, in step S7, the navigation flow optimization facility of the downstream entrance area is the permeable watertight wall on the right side of the navigation channel under the ship lock, and the navigation flow optimization facility of the downstream entrance area is optimized by reducing or increasing the length of the permeable watertight wall, or changing the air permeability of the permeable watertight wall. By reducing or increasing the length of the permeable watertight wall, or changing the air permeability of the permeable watertight wall, the navigation flow conditions of the downstream entrance area can be changed. There is a backflow area caused by the island in the entrance area, and the backflow intensity is reduced through optimization.

[0087] S8. Repeat steps S6 and S7 until the navigation flow conditions in the downstream entrance area meet the requirements, and the optimization of the navigation flow plan is completed.

[0088] Furthermore, the order of optimizing the navigation flow optimization facilities in the downstream entrance area is: first reduce or increase the length of the permeable watertight wall, and then reduce the air permeability of the permeable watertight wall on the basis of the original downstream entrance navigation flow optimization facilities; wherein, when the navigation flow conditions in the downstream entrance area do not meet the requirements after reducing or increasing the length of the permeable watertight wall, reduce the air permeability of the permeable watertight wall on the basis of the original downstream entrance navigation flow optimization facilities. This can minimize the optimization engineering workload in each optimization process and avoid excessive optimization leading to higher uncertainty.

[0089] Furthermore, the order of optimizing the navigation flow optimization facilities in the downstream entrance area is: firstly reduce the length of the permeable watertight wall by 10-15m on the basis of the original navigation flow optimization facilities at the downstream entrance, then increase the length of the permeable watertight wall by 10-15m on the basis of the original navigation flow optimization facilities at the downstream entrance, and then reduce the air permeability of the permeable watertight wall by 1 / 3-2 / 3 on the basis of the original navigation flow optimization facilities at the downstream entrance; or, firstly increase the length of the permeable watertight wall by 10-15m on the basis of the original navigation flow optimization facilities at the downstream entrance, then reduce the length of the permeable watertight wall by 10-15m on the basis of the original navigation flow optimization facilities at the downstream entrance, and then reduce the air permeability of the permeable watertight wall by 1 / 3-2 / 3 on the basis of the original navigation flow optimization facilities at the downstream entrance. This can make each optimization process more reasonable.

[0090] In this embodiment, according to the test results of the navigable water flow 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 watertight wall on the right side of the lower navigation channel of the ship lock, it obviously spreads to the gate area, and forms a backflow area 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 just near the hollow watertight wall on the right side of the ship lock. Therefore, according to the flow state of the downstream water flow, the test attempts to change the length of the watertight wall, and the hollow structure in the design scheme continues to be used above the dike head to reduce the water level difference inside and outside the hollow watertight wall. See the specific layout for details. Fig.14 (The permeable dike is a permeable water-blocking wall).

[0091] Fig.15 and Fig.16 The following are the distribution diagrams of the transverse velocity in the mouth area after the permeable watertight wall is reduced by 15m and increased by 15m. It can be seen from the figure that after the downstream permeable watertight wall (permeable frame structure) is reduced by 15m, the diversion effect is significantly reduced, the cross-flow exceeding the standard range near the dike head and the inner side of the pilot channel is significantly increased, and the navigable water flow conditions are deteriorated; after the downstream permeable watertight wall is lengthened by 15m, the diversion effect becomes obvious, and after the permeable watertight wall is made hollow, the water level inside and outside the permeable watertight wall is basically the same, the phenomenon of water flow diffusion into the mouth area is significantly weakened, and the transverse velocity in the mouth area is significantly reduced, but the cross-flow at the downstream bend is significantly increased, and the navigable water flow conditions at the bend are significantly worse than the navigable water flow scheme. Therefore, the length of the watertight wall still uses the design scheme length for the next stage of testing.

[0092] It was observed in the experiment 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 permeable watertight wall on the right side, the more obvious the diffusion of the discharge water from the sluice gate into the entrance area, and the worse the navigation flow conditions in the entrance area. Therefore, the experiment reduced the permeability of the permeable watertight wall at this location to half of the original. Fig.17 This is a statistical diagram of the lateral flow velocity downstream of the ship lock after the air permeability is reduced to 1 / 2. It can be seen from the figure that after the air permeability is reduced, the cross flow in the channel of the gate area becomes 7When the air permeability is reduced to 1 / 2, the crossflow in the entrance area is still large. The test results also show that the crossflow at the downstream bend also begins to increase, and the navigation conditions become worse. Therefore, it is considered to reduce the height of the air permeable holes on the basis of adopting the 1 / 2 design scheme for the next stage of testing. Fig.18 As shown in the figure, in order to further reduce the air permeability, the modified right side of the watertight 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 airtight watertight wall is shown in the figure below. Fig.18 As shown in the experiment. Fig.17 and Fig.19 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 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.

[0093] In a preferred implementation, in step S8, the navigable water flow condition distribution of the upstream entrance area of ​​the latest navigable water flow scheme obtained in step S7 is used to check whether it meets the requirements, which can further ensure the rationality of the optimized navigable water flow scheme.

[0094] The method for optimizing the navigable water flow scheme described in the present embodiment, since the setting of the navigable water flow optimization facilities in the upstream entrance area will affect the downstream water flow conditions, firstly optimize the navigable water flow optimization facilities in the upstream entrance area so that the navigable water flow conditions in the upstream entrance area meet the requirements, then optimize the navigable water flow optimization facilities in the downstream entrance area based on the navigable water flow scheme after the navigable water flow optimization facilities in the upstream entrance area are optimized so that the navigable water flow conditions in the downstream entrance area meet the requirements, thereby avoiding the problem of interference between the upstream and the downstream caused by the simultaneous setting of the navigable water flow optimization facilities in the upstream entrance area and the navigable water flow optimization facilities in the downstream entrance area, making the optimization process more orderly, reducing the uncertainty in the optimization process, and reducing the difficulty of optimization.

[0095] In the optimized navigation flow scheme of this embodiment, after the excavation of the original river channel upstream of the ship lock, the flow section near the upstream gate area of ​​the ship lock is more uniform. In the test, it was observed that after the water flows out of the lock, most of it flows down through the right bank, and the flow velocity in the gate area is significantly reduced. After the flow barrier pier is added on the right side of the gate area, the maximum safe navigation flow upstream of the ship lock is 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 more. When the flow rate Q = 2500m 3 / s, it is difficult for ships to enter the lock from the downstream channel due to the large cross current in the downstream channel in the upstream entrance section of the lock, and they can only enter the lock along the left upstream channel.

[0096] 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 schemes, Q = 1200m 3 / s, the daily runoff guarantee rate is 99.76%, the velocity near the mouth area is less than 1.0m / s, the maximum lateral velocity does not exceed 0.35m / s, and the navigable 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 single-line navigation of ships. The cross flow exceeding the standard area in the right channel is larger. The ship model test shows that the ship can enter and exit the lock in a single line along the slow flow area of ​​the left bank channel.

[0097] 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 protection scope of the present invention.

Claims

1. A method for optimizing a navigable water flow scheme, characterized in that: The following steps are involved: S1. Make a hydraulic model according to the navigation flow plan, which includes the upstream and downstream entrance areas; S2. Conduct navigation flow tests on the navigation flow scheme to obtain the navigation flow condition distribution of the upstream and downstream entrance areas; S3, judging whether the navigable water flow conditions in the upstream entrance area meet the requirements: if the navigable water flow conditions in the upstream entrance area do not meet the requirements, proceed to step S4; if the navigable water flow conditions in the upstream entrance area meet the requirements, proceed to step S6; S4. Optimize the navigation flow optimization facilities in the upstream entrance area to form a new navigation flow plan, optimize the hydraulic model with the new navigation flow plan, and then conduct navigation flow tests on the new navigation flow plan to obtain the navigation flow condition distribution of the upstream entrance area and the navigation flow condition distribution of the downstream entrance area of ​​the new navigation flow plan; S5, repeat steps S3 and S4 until the navigable water flow conditions in the upstream entrance area meet the requirements, and then proceed to step S6; S6, judging whether the navigable water flow condition distribution of the downstream gate area of ​​the navigable water flow scheme that the navigable water flow condition of the upstream gate area meets the demand meets the demand: if the navigable water flow condition distribution of the downstream gate area meets the demand, the optimization of the navigable water flow scheme ends; if the navigable water flow condition distribution of the downstream gate area does not meet the demand, proceed to step S7; S7. Optimize the navigation flow optimization facilities in the downstream entrance area to form a new navigation flow scheme, optimize the hydraulic model with the new navigation flow scheme, and then conduct navigation flow tests on the new navigation flow scheme to obtain the navigation flow condition distribution of the upstream entrance area and the navigation flow condition distribution of the downstream entrance area of ​​the new navigation flow scheme; S8. Repeat steps S6 and S7 until the navigation flow conditions in the downstream entrance area meet the requirements, and the optimization of the navigation flow plan is completed.

2. The method for optimizing a navigation flow scheme according to claim 1, characterized in that: In step S8, the navigable water flow condition distribution of the upstream entrance area of ​​the latest navigable water flow scheme obtained in step S7 is verified to see whether it meets the requirements.

3. The method for optimizing a navigation flow scheme according to claim 1, characterized in that: When conducting a navigation flow test on a navigation flow scheme, the test conditions are preliminarily determined based on the navigation area. The test conditions include test flow levels of different sizes. Then, one test flow level is selected from the test conditions as the optimized maximum test flow level for the navigation flow test.

4. The method for optimizing a navigation flow scheme according to claim 1, characterized in that: In step S4, the navigation flow optimization facilities in the upstream entrance area are flow-blocking piers arranged at intervals along the bottom slope line of the channel in the middle of the river. The navigation flow optimization facilities in the upstream entrance area are optimized by changing the number and / or size of the flow-blocking piers.

5. The method for optimizing a navigation flow scheme according to claim 4, characterized in that: When the additional flow-blocking piers move the confluence area of ​​the upstream entrance area upward, resulting in a larger area of ​​velocity exceeding the standard, the order of optimizing the navigation flow optimization facilities in the upstream entrance area is: first reduce the number of flow-blocking piers, and then reduce the size of the flow-blocking piers; Among them, when reducing the number of flow-blocking piers makes the navigable water flow conditions in the upstream entrance area still fail to meet the requirements, the size of the flow-blocking piers is reduced.

6. The method for optimizing a navigation flow scheme according to claim 5, characterized in that: When the navigation flow optimization facilities in the upstream entrance area are n flow-blocking piers set at intervals along the bottom slope line of the channel in the middle of the river and n≥2, the order of optimizing the navigation flow optimization facilities in the upstream entrance area is: first reduce the flow-blocking piers one by one until the number of flow-blocking piers is 1; then change the number of flow-blocking piers to n-1 and gradually reduce the size of the flow-blocking piers.

7. The method for optimizing a navigation flow scheme according to claim 1, characterized in that: When the left side of the downstream entrance area has, in step S7, the navigation flow optimization facility of the downstream entrance area is the permeable water-blocking wall on the right side of the navigation channel under the ship lock, and the navigation flow optimization facilities of the downstream entrance area are optimized by: reducing or increasing the length of the permeable water-blocking wall, or changing the permeability of the permeable water-blocking wall.

8. The method for optimizing a navigation flow scheme according to claim 7, characterized in that: The order of optimizing the navigation flow optimization facilities in the downstream entrance 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 navigation flow optimization facilities at the downstream entrance; Among them, when the navigation flow conditions in the downstream entrance 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 entrance navigation flow optimization facilities.

9. The method for optimizing a navigation flow scheme according to claim 8, characterized in that: The order of optimizing the navigation flow optimization facilities at the downstream entrance area is: first, reduce the length of the permeable watertight wall by 10-15m based on the original navigation flow optimization facilities at the downstream entrance, then increase the length of the permeable watertight wall by 10-15m based on the original navigation flow optimization facilities at the downstream entrance, and then reduce the air permeability of the permeable watertight wall by 1 / 3-2 / 3 based on the original navigation flow optimization facilities at the downstream entrance; Or, first increase the length of the permeable watertight wall by 10-15m on the basis of the original downstream navigation water flow optimization facilities, then reduce the length of the permeable watertight wall by 10-15m on the basis of the original downstream navigation water flow optimization facilities, and then reduce the permeability of the permeable watertight wall by 1 / 3-2 / 3 on the basis of the original downstream navigation water flow optimization facilities.

10. A method for optimizing a navigation flow scheme according to any one of claims 1 to 9, characterized in that: Navigable water flow conditions include lateral flow velocity.

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