An optimization method for navigation flow scheme

Abstract

The present invention relates to the technical field of optimization of navigable water flow schemes, and in particular to a method for optimizing navigable water flow schemes. Since the setting of navigable water flow optimization facilities in an upstream entrance area will affect 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 requirements. Then, based on the navigable water flow scheme after the optimization of the navigable water flow optimization facilities in the upstream entrance area, 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 requirements. This avoids the problem of interference between the upstream and downstream caused by the simultaneous setting of the navigable water flow optimization facilities in the upstream and downstream entrance areas, makes the optimization process more orderly, reduces the uncertainty in the optimization process, and reduces the difficulty of optimization.

Description

Technical Field

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

[0002] In the prior art, when designing a canal hub, it is necessary to design a navigation flow scheme to meet the canal's navigation requirements. Furthermore, when designing a navigation flow scheme, it is necessary to optimize the navigation flow conditions. For example, Chinese patent application number CN113591330B discloses a method for predicting navigation flow conditions in the downstream entrance area of ​​a ship lock. Formulas are used to calculate the extreme longitudinal and transverse velocity values ​​of the water flow surface in the downstream entrance area of ​​the ship lock. The extreme longitudinal and transverse velocity values ​​of 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 centerline of the river discharge and the centerline of the entrance area, referred to as the inflow angle; and BE represents the width of the entrance area. The patent discloses a method for designing and optimizing the plane layout of the downstream entrance area of ​​a ship lock using the above method. This method can predict the navigation flow conditions in the downstream entrance area of ​​the ship lock, facilitating application by engineering designers in the design of the entrance area. This method uses theoretical calculations to predict the navigable flow conditions at the downstream entrance. Following this theoretical calculation, it is usually necessary to conduct tests using hydraulic models to optimize the navigable flow, and the optimization method is selected based on the test results.

[0003] In the prior art, waterway 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 this application 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 leads to 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 in 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 the navigation water flow scheme.

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

[0006] S1. Create a hydraulic model based on the navigation flow plan, which includes the upstream and downstream entrance areas;

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

[0008] S3. Determine 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 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 under the new navigation flow scheme;

[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. Determine whether the navigable flow condition distribution of the downstream entrance area of ​​the navigable flow scheme in which the navigable flow condition of the upstream entrance area meets the requirements. If the navigable flow condition distribution of the downstream entrance area meets the requirements, the optimization of the navigable flow scheme ends. If the navigable flow condition distribution of the downstream entrance area does not meet the requirements, 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 under 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 navigation flow plan optimization is completed.

[0014] The method for optimizing the navigable water flow scheme described in the present invention, since the setting of the navigable water flow optimization facilities in the upstream mouth area will affect the downstream water flow conditions, first optimizes the navigable water flow optimization facilities in the upstream mouth area so that the navigable water flow conditions in the upstream mouth area meet the requirements, and then optimizes the navigable water flow optimization facilities in the downstream mouth area on the basis of the navigable water flow scheme after the optimization of the navigable water flow optimization facilities in the upstream mouth area so that the navigable water flow conditions in the downstream mouth 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 mouth area and the navigable water flow optimization facilities in the downstream mouth 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 navigation flow conditions in the upstream entrance area of ​​the latest navigation 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 according to 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 testing. For example, the test flow level of 1000m / s is the highest flow in the navigation 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 water 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 channel, 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 upward, 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 navigation water flow conditions in the upstream entrance area still not 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] It 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 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 water-blocking wall, and then reduce the permeability of the permeable water-blocking wall on the basis of the original downstream entrance navigation flow optimization facilities;

[0029] Among them, when the navigation flow conditions in the downstream mouth area do not meet the requirements after reducing or increasing the length of the permeable water-blocking wall, the permeability of the permeable water-blocking wall is reduced on the basis of the original downstream mouth 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: first, reducing the length of the permeable water-blocking wall by 10-15m based on the original navigation flow optimization facilities at the downstream entrance, then increasing the length of the permeable water-blocking wall by 10-15m based on the original navigation flow optimization facilities at the downstream entrance, and finally reducing the permeability of the permeable water-blocking wall by 1 / 3-2 / 3 based on 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] It can make each optimization process more reasonable.

[0034] Preferably, the navigable water flow condition includes a lateral flow velocity.

[0035] The transverse flow velocity in navigable water conditions has a greater impact on ship navigation. Mainly considering the transverse flow velocity can reduce test measurements 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 optimization of the navigable water flow optimization facilities in the upstream entrance area, 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. This avoids the problem of interference between the upstream and downstream caused by the simultaneous setting of the navigable water flow optimization facilities in the upstream and downstream entrance areas, 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 drawing for the initial navigation flow plan;

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

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

[0041] Figure 4 The test flow level is 1000m 3 Streamline diagram near the downstream entrance of the lock at s.

[0042] Figure 5 The test flow level is 1000m 3 Transverse flow velocity diagram near the downstream gate area of ​​the ship lock at 1 / s;

[0043] Figure 6 This is a schematic diagram of the first optimized 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 is 1000m 3 Transverse flow velocity diagram of the upstream gate area of ​​the ship lock at / s;

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

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

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

[0048] Figure 11 This is 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] Figure 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 ship lock at / s;

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

[0051] Figure 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] Figure 15 The test flow level is 1000m 3 The lateral velocity distribution cloud diagram of the downstream gate area of ​​the ship lock after the permeable water-blocking wall is reduced by 15m at 1000 m / s;

[0053] Figure 16 The test flow level is 1000m 3 The lateral velocity distribution cloud diagram of the bend downstream of the ship lock after the permeable water-blocking wall is increased by 15m at 1000 ft / s;

[0054] Figure 17 The test flow level 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] Figure 18 This is a schematic diagram of the layout dimensions of the permeable water barrier downstream of the ship lock (the permeable water barrier has a permeability ratio of 1 / 2 of the navigation flow scheme);

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

[0057] 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.

[0058] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or positional relationship, such as "upper", "lower", "left", "right", "center", "inside", and "outside", are based on the expressions of the orientation or positional relationship shown in the accompanying drawings, or are the orientation or positional relationship in which the invented product / device / apparatus is placed when it is conventionally used. These terms of orientation or positional relationship are merely for the purpose of facilitating the description of the scheme of the present invention or simplifying the description of the specific embodiments to facilitate the rapid understanding of the scheme by technicians, 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 positional relationship, and therefore should not be understood as limiting the present invention.

[0059] In addition, in the description of the embodiments of the present invention, "several," "plurality," and "a number" represent at least two. It can also be any number such as two, three, four, five, six, seven, eight, nine, or even more than nine.

[0060] Example 1

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

[0062] S1. Create a hydraulic model based on the navigation flow plan, which includes the upstream and downstream entrance areas;

[0063] In this embodiment, the hub's dual-track ship lock, corresponding to the navigation flow scheme, is located on the left bank of the Qin River. New construction was undertaken by excavating low hills and mountains. The upper gate of the dual-track ship lock forms part of the hub's water retaining line, approximately 1.8 km below the existing sluice gate. The effective dimensions of the ship lock are 300m × 34m × 8m (length × width × threshold water depth). The ship lock consists of upper and lower gates and lock chambers, upstream and downstream pilot channels, and upstream and downstream anchorages. The total straight section length of the ship lock is 1553.5m, with the upper gate length being 66.5m, the lower gate length being 67m, the lock chamber length being 281m, the upstream and downstream navigation adjustment sections each being 177m long, the upstream and downstream mooring sections each being 325m long, the upstream braking section being 90m long, the upstream connecting section being 390m long, the downstream braking section being 45m long, and the downstream connecting section being 290m long. 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 lock passage method is curved entry and 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 is about 18° and 14°. The compound bend is connected to the upstream channel with a turning radius of 600m. The turning angle of the downstream pilot channel and the main channel 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 high × 2m wide, with a spacing of 20m. The flow-blocking pier extends 40m out of the embankment. The downstream hollow water-blocking wall is lengthened to 225m and adopts a hollow form. See for details. Figure 1 .

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

[0065] In a preferred implementation method, 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. The test conditions include several test flow levels of different sizes. A representative test flow level is selected for testing. For example, a test flow level of 1000m / s is the highest flow in the navigation 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 scheme.

[0066] S3. Determine 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 rate, 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 flow 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 1.4 m / s. Near the upstream mouth area, the flow velocity is about 1.0 m / s. The flow velocity to the left of the centerline of the channel in the mouth area is relatively small. 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 at the right edge of the mouth area is 0.49 m / s. There are two areas with a lateral flow velocity exceeding 0.3 m / s, with a maximum width of about 45 m and a total length of about 130 m. 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 has a large 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 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 under the new navigation flow scheme;

[0069] In step S4, the upstream estuary water flow optimization facilities are flow-blocking piers spaced along the channel bottom slope in the middle of the river. These flow-blocking piers are optimized by varying the number and / or size of the piers. By varying the number and / or size of the piers, the confluence area is relocated to avoid a large area of ​​excess flow velocity.

[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, if the addition of piers shifts the confluence area at the upstream entrance upward, resulting in a larger area where the velocity exceeds the standard, the order for optimizing the upstream entrance's navigation flow optimization facilities is to first reduce the number of piers, then reduce their size. If, despite reducing the number of piers, the upstream entrance's navigation flow conditions still do not meet the requirements, reduce the pier size. Reducing the number of piers first, then reducing their size, minimizes the amount of work required in each optimization process and avoids excessive optimization that can lead to increased uncertainty.

[0072] Furthermore, when the upstream estuary's navigation flow optimization facilities consist of n flow-blocking piers spaced along the channel bottom slope in the middle of the river, and n ≥ 2, the order for optimizing the upstream estuary's navigation flow optimization facilities is as follows: first, reduce the number of flow-blocking piers one by one until the number is 1; then, increase 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 navigation channel almost fills 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, based on the design 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 flow barrier piers arranged in the center of the river channel along the bottom slope line of the navigation channel is reduced. Figure 6 As shown, one flow-blocking pier is reduced compared with the navigable water flow scheme, and the dimensions of each flow-blocking pier are 24m long × 9.5m high × 2m wide.

[0075] Effect analysis: The diversion effect of the flow barrier makes the water in the river flow enter the channel earlier, and the angle between the water flow in the channel and the navigation 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 barrier. Figure 7 As shown in the figure, although the scope of exceeding the standard has been reduced compared with that before the project, the effect of improving the navigation flow conditions of the first optimization scheme of the navigation flow scheme in the upstream entrance area is not obvious.

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

[0077] In order to solve the problem of excessive cross-flow in the above modification plan 2-1, the modification plan 2-2 removes the upstream flow separation pier in the modification plan 2-1 and only retains the last flow separation 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 the modified plan 2-1, the diversion effect of the flow barrier in this modified 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 9 As shown, although the scope of exceeding the standard 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 scheme for the upstream entrance area: modification scheme 2-3;

[0080] In response to the cross-flow exceeding standard problem not solved by the above-mentioned Modification Plan 2-1 and Modification Plan 2-2, Modification Plan 2-3 removes the upstreammost flow barrier and reduces the size of the remaining two flow barrier on the basis of Modification Plan 2-1, and attempts to adjust the diversion ratio between the original natural river channel and the waterway in order to reduce the cross-flow velocity of the water flow in the waterway entrance area. Therefore, two flow barrier piers are arranged about 40m above the embankment on the right side of the waterway in the upstream entrance area of ​​the ship lock, with a length of 10m and a width of 1m, and a center spacing 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 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 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 13 As shown, the navigable water flow conditions in the mouth area basically meet the specifications.

[0082] According to the test results of the navigation flow scheme, the main problem in the upstream entrance area of ​​the ship lock is that the addition of larger flow barriers within the 120m range above the right side of the entrance will shift the confluence area upward, resulting in a larger area where the flow exceeds the standard. Therefore, the number of flow barriers and the size of the flow barriers are reduced in the central channel along the channel bottom slope. After the addition of two smaller flow barriers, 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 90m above the dike, with a width of approximately 2m. The maximum transverse flow velocity is 0.41m / s, and is less than 0.3m / s at other locations. Ship model tests show that the ship 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.

[0083] S6. Determine whether the navigable flow condition distribution of the downstream entrance area of ​​the navigable flow scheme in which the navigable flow condition of the upstream entrance area meets the requirements. If the navigable flow condition distribution of the downstream entrance area meets the requirements, the optimization of the navigable flow scheme ends. If the navigable flow condition distribution of the downstream entrance area does not meet the requirements, 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 from the hub, squeezed by the island, flows down along the left bank of the left branch of the island. After passing the permeable water barrier on the right side of the ship lock approach channel, it spreads into the downstream gate area of ​​the ship lock and forms a backflow zone on the left bank of the gate area. Affected by the water flow diffusion, the lateral flow velocity within 60m around the permeable water barrier head exceeds 0.5m / s, and the navigation conditions are poor and do not meet the demand. 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 all reduced during the initial design stage compared to the feasibility study, while the elevation of the dike hole was not adjusted. The permeability of the permeable water barrier was too high, and the water flow penetrated the water barrier and crossed 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 under the new navigation flow scheme;

[0086] If there is an island on the left side of the downstream entrance area, in step S7, the navigation flow optimization facility in the downstream entrance area is the permeable watertight wall on the right side of the lower approach channel of the ship lock. This optimization is performed by reducing or increasing the length of the permeable watertight wall or changing its permeability. By reducing or increasing the length of the permeable watertight wall or changing its permeability, the navigation flow conditions in the downstream entrance area can be changed. Furthermore, a backflow zone created by the island exists within the entrance area. Through optimization, the backflow intensity is reduced.

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

[0088] Furthermore, the order of optimizing the downstream entrance navigation flow optimization facilities 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 entrance navigation flow optimization facilities. If 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 based on the original downstream entrance navigation flow optimization facilities. This can minimize the optimization workload in each optimization process and avoid excessive optimization leading to higher uncertainty.

[0089] Furthermore, the order of optimizing the navigation flow optimization facilities at the downstream entrance area is as follows: 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 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 based on the original navigation flow optimization facilities at the downstream entrance, then reduce 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 permeability of the permeable watertight wall by 1 / 3-2 / 3 based on 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 navigation 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 water-blocking 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 water-blocking wall on the right side of the ship lock. Therefore, according to the flow pattern of the downstream water flow, the length of the water-blocking wall is changed in the test, and the hollow structure in the design scheme is continued to be used above the embankment to reduce the water level difference inside and outside the hollow water-blocking wall. See the specific arrangement for details. Figure 14 (The permeable guide dike is a permeable water-blocking wall).

[0091] Figure 15 and Figure 16 The following diagrams show the cross-flow velocity distribution in the entrance area after the permeable wall is reduced by 15m and increased by 15m, respectively. As can be seen from the figure, after the downstream permeable wall (permeable frame structure) is reduced by 15m, the diversion effect is significantly reduced, the range of cross-flow exceeding the standard near the dike head and inside the pilot channel is significantly increased, and the navigation flow conditions deteriorate. After the downstream permeable wall is extended by 15m, 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 weakened, 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 navigation flow scheme. Therefore, the length of the permeable wall will still be the design scheme for the next stage of testing.

[0092] 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 permeable water-blocking 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 test reduced the permeability of the permeable water-blocking wall at this location to half of the original. Figure 17 The horizontal flow velocity statistics of the downstream of the ship lock after the air permeability is reduced by 1 / 2. It can be seen from the figure that the horizontal 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 permeability holes on the basis of adopting the 1 / 2 design solution for the next stage of testing. Figure 18 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 18 As shown. The test shows that Figure 17 and Figure 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 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.

[0093] In a preferred embodiment, 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 verify 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 this embodiment is that since the installation of the navigable water flow optimization facilities in the 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 optimization of the navigable water flow optimization facilities in the upstream entrance area, 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 installation of the navigable water flow optimization facilities in the upstream and downstream entrance areas, 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. During 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 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.

[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 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.

[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 scope of protection of the present invention.

Claims

1. A method for optimizing a navigation flow scheme, characterized in that: The following steps are involved: S1. Create a hydraulic model based on the navigation flow plan, which includes the upstream and downstream entrance areas; S2. Conducting a navigation flow test on the navigation flow scheme to obtain the navigation flow condition distribution of the upstream and downstream entrance areas; S3. Determine 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 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 under the new navigation flow scheme; 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 channel. The navigation flow optimization facilities in the upstream entrance area are optimized by: changing the number and / or size of the flow-blocking piers; When the added flow-blocking piers move the confluence area of ​​the upstream entrance 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, then reduce the size of the flow-blocking piers; Among them, when reducing the number of flow-blocking piers still makes the navigation flow conditions in the upstream entrance area not meet the requirements, the size of the flow-blocking piers shall be reduced; 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. Determine whether the navigable flow condition distribution of the downstream entrance area of ​​the navigable flow scheme in which the navigable flow condition of the upstream entrance area meets the requirements. If the navigable flow condition distribution of the downstream entrance area meets the requirements, the optimization of the navigable flow scheme ends. If the navigable flow condition distribution of the downstream entrance area does not meet the requirements, 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 under the new navigation flow scheme; 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 water-blocking wall on the right side of the lower approach channel of the ship lock. 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; The order of optimizing the navigation flow optimization facilities at the downstream entrance area is: first reduce or increase the length of the permeable water barrier, and then reduce the permeability of the permeable water barrier on the basis of the original downstream entrance navigation flow optimization facilities; 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 water-blocking wall, the permeability of the permeable water-blocking wall shall be reduced on the basis of the original downstream entrance navigation flow optimization facilities; 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: When the navigation flow optimization facilities in the upstream entrance area consist of 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.

5. The method for optimizing a navigation flow scheme according to claim 1, characterized in that: The order of optimizing the navigation flow optimization facilities at the downstream entrance area is as follows: first, reduce the length of the permeable water barrier by 10-15m based on the original navigation flow optimization facilities at the downstream entrance; then, increase the length of the permeable water barrier by 10-15m based on the original navigation flow optimization facilities at the downstream entrance; and finally, reduce the permeability of the permeable water barrier 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.

6. A method for optimizing a navigation flow scheme according to any one of claims 1 to 5, characterized in that: Navigable water flow conditions include lateral flow velocity.

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