Optimization method of navigation water flow arrangement scheme

Abstract

The invention relates to an optimization method for a navigation water flow arrangement scheme, and the method comprises the steps: selecting test flow levels from small to large to carry out the navigation water flow test in a hydraulic model when a navigation water flow test is carried out on the navigation water flow arrangement scheme, and carrying out the optimization of the navigation water flow arrangement scheme when a certain test flow level does not meet the standard requirements; if yes, stopping the subsequent navigation water flow test of the larger test flow level, optimizing the navigation water flow arrangement scheme according to the result of the navigation water flow test of the current test flow level, and then selecting the test flow levels again from small to large for the optimized navigation water flow arrangement scheme to perform the navigation water flow test in the hydraulic model. Repeating the test and optimization process until the transverse flow velocity test results of all the test flow levels of the optimized navigation water flow arrangement scheme conform to the specification, and completing the optimization of the navigation water flow arrangement scheme; in this way, the number of tests can be reduced, the test workload is reduced, and the test optimization work is simpler.

Description

Technical Field

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

[0002] In the prior art, the optimization of navigable water flow is generally tested by hydraulic models, and the optimization method is selected according to the test results. For example, the Chinese patent application with publication number CN110984064A discloses a method for improving the water flow conditions for ships at the end of the river in the middle of a branched river. It discloses: "The inventors have proposed a method for improving the water flow conditions for ships at the end of the river in the middle of a branched river by consulting relevant theoretical research results and engineering implementation plans, combined with multiple physical model and ship model tests, to provide technical support for the smooth navigation of ships at the end of the river in the middle of a branched river. The adopted technical solution is to establish a method for improving the water flow conditions for ships at the end of the river in the middle of a branched river, including 4 methods, involving waterway regulation hydraulic structures such as dams, diversion piers, and open dams.

[0003] Method 1 is to arrange a solid dam at the end of an island in the middle of the river. The dam is used to direct the oblique flow to be parallel to the main river channel, reduce the angle between the water flow and the route, and reduce the size of the cross flow.

[0004] Method 2 is to arrange diversion piers at the end of the island in the middle of the river. The diversion piers disperse the oblique flow through the gaps between the piers, reduce the velocity of the oblique flow and thus reduce the size of the cross flow. The piers can guide and block part of the oblique flow from directly hitting the route, thus protecting the stability of the ship.

[0005] Method 3 is to jointly arrange a dam and a diversion pier at the tail of the island in the middle of the river, which is a combination of methods 1 and 2. First, a dam is arranged at the tail of the island, and then a diversion pier is set at the tail of the dam. The gap between the diversion piers and the distance between the diversion pier and the tail of the dam are the length of the diversion pier. Specifically, the oblique water flow is rectified by the dam, and the diffusion flow generated by the tail of the dam is dispersed by the diversion pier.

[0006] Method 4 is to arrange a permeable dam at the end of the island in the middle of the river, specifically to decompose the bottom water flow through the bottom permeable holes, reduce the surface velocity of the water flow, and reduce the angle between the water flow routes by directing the oblique flow through the dam body. The permeable holes are wedge-shaped, with a cross-section of 5m long and 5m wide. The permeable holes are 5m per 10m at the bottom of the dam and are 45° to the longitudinal axis of the dam.

[0007] This patent application discloses various layout forms, but it does not propose how to select the optimized form through multiple physical models. In the prior art, all navigation conditions in a specific project are generally physically tested to determine whether they meet the specification requirements, and then the navigation structure layout is optimized based on all the navigation conditions that do not meet the requirements. However, this method is more suitable for situations with fewer navigation conditions, while for situations with more navigation conditions, the number of physical tests required is large, the test workload is large, and the work is cumbersome and complicated. Summary of the invention

[0008] The purpose of the present invention is to overcome the shortcomings of the prior art of physically testing all navigation conditions in a specific project to determine whether they meet the specification requirements, and then optimizing the navigation structure layout based on all navigation conditions that do not meet the requirements, such as the large number of physical tests required, the large test workload, and the cumbersome and complicated work, and to provide a method for optimizing the navigation water flow layout scheme.

[0009] The present invention provides a method for optimizing a navigation flow arrangement scheme, comprising the following steps:

[0010] S1: Make a hydraulic model according to the navigation flow layout plan and determine the test conditions; the navigation flow layout plan includes the gate area, and the test conditions include test flow levels of different sizes;

[0011] S2: Select test flow levels from small to large to conduct navigation flow tests in the hydraulic model. The steps are S2.1-S2.5:

[0012] S2.1: Select the minimum test flow rate level in the test condition;

[0013] S2.2: Conduct a navigation flow test in the hydraulic model to obtain the lateral flow velocity in the mouth area at the current test flow level;

[0014] S2.3: Determine whether the lateral flow velocity in the inlet area at the current test flow level meets the specification;

[0015] S2.4: If the lateral flow velocity meets the specification, proceed to S2.5; if the lateral flow velocity does not meet the specification, stop the navigation flow test of the current navigation flow arrangement scheme and proceed to step S3;

[0016] S2.5: Increase the test flow level, and then repeat steps S2.2-S2.4 until the lateral flow velocity test results of all test flow levels meet the specifications, and the optimization of the navigation flow layout plan is completed;

[0017] S3: Optimize the navigation water flow arrangement plan based on the lateral flow velocity at the current test flow level, then adjust the hydraulic model according to the optimized navigation water flow arrangement plan, and repeat step S2 until the lateral flow velocity test results of all test flow levels of the optimized navigation water flow arrangement plan meet the specifications, and the optimization of the navigation water flow arrangement plan is completed.

[0018] The method for optimizing the arrangement of navigable water flows of the present invention is as follows: when conducting a navigable water flow test on the arrangement of navigable water flows, the test flow levels are selected from small to large to conduct the navigable water flow test in a hydraulic model; when a certain test flow level does not meet the specification requirements, the subsequent navigable water flow test of a larger test flow level is stopped; and the navigable water flow arrangement is optimized according to the result of the navigable water flow test of the current test flow level; and then the optimized navigable water flow arrangement is reselected from small to large to conduct the navigable water flow test in the hydraulic model; the test and optimization process is repeated until the lateral flow velocity test results of all the test flow levels of the optimized navigable water flow arrangement meet the specifications, and the optimization of the navigable water flow arrangement is completed; this method is based on the fact that the larger the test flow level, the more unfavorable the test result; that is, after the first unfavorable test flow level is screened out in the navigable water flow test of each navigable water flow arrangement, the subsequent navigable water flow test of a larger test flow level is no longer conducted, which can reduce the number of tests, reduce the test workload, and make the test optimization work simpler. And the navigation water flow layout plan is optimized according to the result of the unfavorable test flow level that appears first. The optimized navigation water flow layout plan is more reasonable, avoids excessive safety redundancy, and reduces the cost of the optimization plan.

[0019] Preferably, when step S2 is repeated in step S3, the navigation water flow test of the optimized navigation water flow arrangement scheme is carried out in S2.1 with the test flow level at which the lateral flow velocity does not meet the specification in the navigation water flow test of the previous navigation water flow arrangement scheme as the starting point.

[0020] It can reduce the number of navigation flow tests on the optimized navigation flow arrangement plan and reduce the test workload.

[0021] Preferably, in step S1, an optimization completion boundary is determined, and the optimization completion boundary is the average number of unpassable flights per year;

[0022] In step S2, after determining whether the current navigable water flow arrangement can meet the maximum test flow level of the specified lateral flow velocity, the average number of unnavigable waterways per year is determined based on the maximum test flow level. If the average number of unnavigable waterways per year meets the optimization completion boundary, the optimization is completed.

[0023] It can reduce the number of navigation flow tests on navigation flow layout plans and reduce the test workload.

[0024] Preferably, the navigable water flow arrangement includes a double-line ship lock, an upstream gate area and a downstream gate area, wherein the upstream gate area is located upstream of the double-line ship lock, and the downstream gate area is located downstream of the double-line ship lock;

[0025] In step S2, the lateral flow velocities of the upstream and downstream gate areas are determined respectively:

[0026] When the lateral flow velocity test result of the upstream entrance area does not meet the specification, the upstream entrance area of ​​the navigation flow arrangement plan is optimized in step S3;

[0027] When the lateral flow velocity test result of the downstream entrance area does not meet the specification, the downstream entrance area of ​​the navigation water flow arrangement plan is optimized in step S3.

[0028] Judging and optimizing the upstream and downstream entrance areas separately can reduce optimization changes and lower the difficulty of optimization.

[0029] Preferably, in step S3,

[0030] Set diversion piers at intervals on the centerline of the upstream port area to optimize the lateral flow velocity in the upstream port area;

[0031] A continuous permeable watertight wall is arranged on the centerline of the downstream mouth area to optimize the lateral flow velocity in the downstream mouth area.

[0032] Preferably, the lateral flow velocity in the upstream port area is optimized by changing the number of guide piers;

[0033] The lateral flow velocity in the downstream entrance area is optimized by changing the length of the permeable watertight wall.

[0034] Preferably, when there is an island on one side of the downstream gate area, the lateral flow velocity of the downstream gate area is optimized by providing a permeable frame in the extended section of the permeable water-blocking wall.

[0035] By setting a permeable frame in the extended section of the permeable water-blocking wall to optimize the lateral flow velocity in the downstream gate area, the influence of the recirculation zone formed by the small island in the gate area on the lateral flow velocity can be reduced.

[0036] Preferably, in step S1, after the hydraulic model is made, a monitoring device is provided in the inlet area of ​​the hydraulic model to obtain the lateral flow velocity.

[0037] Preferably, the navigable water flow arrangement plan includes a dam section power station. In step S1, the test conditions are determined according to the operation of the dam section power station, hub dispatching, flow characteristics, the most unfavorable time for ship navigation when encountering different flow rates upstream and different tide levels downstream. The test flow level that is more in line with the on-site engineering profile can be obtained, making the test results more accurate, which is conducive to improving the optimization quality of the navigable water flow arrangement plan.

[0038] Preferably, the test flow rate level of the test condition is 52.1m 3 / s、300m 3 、500m 3 / s、890m 3 / s、1000m 3 / s、1200m 3 / s、1740m 3 / s、2500m 3 / s、3300m 3 / s、4310m 3 / s、5090m 3 / s and 7510m 3 / s.

[0039] Compared with the prior art, the present invention has the following beneficial effects:

[0040] The present invention provides an optimization method for a navigable water flow arrangement scheme. When a navigable water flow arrangement scheme is subjected to a navigable water flow test, a test flow level is selected from small to large to conduct the navigable water flow test in a hydraulic model. When a certain test flow level does not meet the specification requirements, the subsequent navigable water flow test of a larger test flow level is stopped, and the navigable water flow arrangement scheme is optimized according to the result of the navigable water flow test of the current test flow level. Then, the optimized navigable water flow arrangement scheme is reselected from small to large to conduct the navigable water flow test in the hydraulic model, and the test and optimization process is repeated until the lateral flow velocity test results of all the test flow levels of the optimized navigable water flow arrangement scheme meet the specifications, and the optimization of the navigable water flow arrangement scheme is completed. This method is based on the fact that the larger the test flow level, the more unfavorable the test result. That is, after the first unfavorable test flow level is screened out in the navigable water flow test of each navigable water flow arrangement scheme, the subsequent navigable water flow test of a larger test flow level is no longer conducted. This method can reduce the number of tests, reduce the test workload, and make the test optimization work simpler. And the navigation water flow layout plan is optimized according to the result of the unfavorable test flow level that appears first. The optimized navigation water flow layout plan is more reasonable, avoids excessive safety redundancy, and reduces the cost of the optimization plan. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 Layout drawings of upstream and downstream engineering for navigable water flow layout;

[0042] Figure 2 The layout of the upstream diversion pier for the navigable water flow layout plan;

[0043] Figure 3 The test flow level is Q = 52.1m 3 Schematic diagram of navigable flow conditions in the upstream entrance area at 1000 m / s;

[0044] Figure 4 For the test flow level Q = 300m 3 / s distribution cloud diagram of the lateral velocity of the navigable water flow conditions in the upstream entrance area;

[0045] Figure 5 For the test flow level Q = 500m 3 / s distribution cloud diagram of the lateral velocity of the navigable water flow conditions in the upstream entrance area;

[0046] Figure 6 The test flow level is Q = 1000m 3 / s distribution cloud diagram of the lateral velocity of the navigable water flow conditions in the upstream entrance area;

[0047] Figure 7 The test flow level is Q = 52.1m 3 / s distribution cloud diagram of the lateral velocity of the downstream entrance area under the navigable flow conditions;

[0048] Figure 8 For the test flow level Q = 500m 3 / s distribution cloud diagram of the lateral velocity of the downstream entrance area under the navigable flow conditions;

[0049] Fig. 9 The test flow level is Q = 890m 3 / s distribution cloud diagram of the lateral velocity of the downstream entrance area under the navigable flow conditions;

[0050] Fig.10 The test flow level is Q = 1000m 3 / s distribution cloud diagram of the lateral velocity of the downstream entrance area under the navigable flow conditions;

[0051] Fig.11 The test flow level is Q = 890m 3 Streamline diagram near the downstream entrance of the ship lock at 2000 s;

[0052] Fig.12 The test flow level is Q = 1000m 3 Streamline diagram near the downstream entrance of the ship lock at 2000 s;

[0053] Fig.13 To optimize the layout of navigation flow, the layout of the diversion pier on the right side of the upstream gate area of ​​the rear ship lock is shown;

[0054] Fig.14 To optimize the navigation flow layout, the test flow level Q = 1000m 3 Streamline diagram near the upstream gate area of ​​the lock at 2000 s;

[0055] Fig.15 To optimize the navigation flow layout, the test flow level Q = 1000m 3 / s Transverse velocity distribution cloud map of the upstream gate area of ​​the ship lock;

[0056] Fig.16 In order to optimize the layout of the navigable water flow, a new layout diagram of the permeable water-blocking wall was added to the downstream entrance area;

[0057] Fig.17 To optimize the lateral velocity distribution cloud map of the downstream gate area of ​​the ship lock when the newly added permeable water-blocking wall is 30m long;

[0058] Fig.18 To optimize the lateral velocity distribution cloud map of the downstream gate area of ​​the ship lock when the newly added permeable water-blocking wall is 50m long;

[0059] Fig.19 To optimize the lateral velocity distribution cloud map of the downstream gate area of ​​the ship lock when the newly added permeable water-blocking wall is 70m long;

[0060] Fig. 20 The schematic diagram of the layout of the diversion piers in the upstream entrance area of ​​the optimized navigation flow layout plan;

[0061] Fig.21 This is a schematic diagram of the layout of the newly added permeable watertight wall in the downstream entrance area of ​​the optimized navigation flow layout plan;

[0062] Fig. 22 To optimize the navigation flow layout, the test flow level Q = 1000m 3 Streamline diagram near the upstream gate area of ​​the lock at 2000 s;

[0063] Fig.23 To optimize the navigation flow layout, the test flow level Q = 1000m 3 / s horizontal flow velocity cloud diagram of the upstream gate area of ​​the ship lock;

[0064] Fig.24 To optimize the navigation flow layout, the test flow level Q = 1740m 3 / s horizontal flow velocity cloud diagram of the upstream gate area of ​​the ship lock;

[0065] Fig.25 To optimize the navigation flow layout, the test flow level Q = 1000m 3 / s horizontal flow velocity cloud diagram of the downstream gate area of ​​the ship lock;

[0066] Fig.26 To optimize the navigation flow layout, the test flow level Q = 1740m 3 / s Horizontal flow velocity cloud diagram in the downstream entrance area of ​​the ship lock. DETAILED DESCRIPTION

[0067] 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.

[0068] Example 1

[0069] This embodiment provides a method for optimizing a navigation flow arrangement scheme, comprising the following steps:

[0070] S1: Make a hydraulic model according to the navigation flow layout plan and determine the test conditions; the navigation flow layout plan includes the gate area, and the test conditions include test flow levels of different sizes;

[0071] In some embodiments, in step S1, after the hydraulic model is made, a monitoring device is set in the mouth area of ​​the hydraulic model to obtain the lateral flow velocity in S2.

[0072] In some embodiments, the navigable water flow arrangement plan includes a dam section power station. In step S1, the test conditions are determined according to the operation of the dam section power station, hub scheduling, flow characteristics, the most unfavorable time for ship navigation when encountering different flow rates upstream and different tide levels downstream. A test flow level that is more in line with the on-site engineering profile can be obtained, making the test results in S2 more accurate, which is conducive to improving the optimization quality of the navigable water flow arrangement plan in S3.

[0073] Furthermore, the test flow rate level of the test condition is 52.1m 3 / s、300m 3 、500m 3 / s、890m 3 / s、1000m 3 / s、1200m 3 / s、1740m 3 / s、2500m 3 / s、3300m 3 / s、4310m 3 / s、5090m 3 / s and 7510m 3 / s.

[0074] S2: Select test flow levels from small to large to conduct navigation flow tests in the hydraulic model. The steps are S2.1-S2.5:

[0075] S2.1: Select the minimum test flow rate level in the test condition;

[0076] S2.2: Conduct a navigation flow test in the hydraulic model to obtain the lateral flow velocity in the mouth area at the current test flow level;

[0077] S2.3: Determine whether the lateral flow velocity in the inlet area at the current test flow level meets the specification;

[0078] S2.4: If the lateral flow velocity meets the specification, proceed to S2.5; if the lateral flow velocity does not meet the specification, stop the navigation flow test of the current navigation flow arrangement scheme and proceed to step S3;

[0079] S2.5: Increase the test flow level, and then repeat steps S2.2-S2.4 until the lateral flow velocity test results of all test flow levels meet the specifications, and the optimization of the navigation flow layout plan is completed;

[0080] Wherein, when the navigable water flow arrangement plan includes a double-line ship lock, an upstream gate area and a downstream gate area, the upstream gate area is located upstream of the double-line ship lock, and the downstream gate area is located downstream of the double-line ship lock;

[0081] S3: Optimize the navigation water flow arrangement plan based on the lateral flow velocity at the current test flow level, then adjust the hydraulic model according to the optimized navigation water flow arrangement plan, and repeat step S2 until the lateral flow velocity test results of all test flow levels of the optimized navigation water flow arrangement plan meet the specifications, and the optimization of the navigation water flow arrangement plan is completed.

[0082] In some embodiments, when the navigable water flow arrangement includes a double-line ship lock, an upstream gate area, and a downstream gate area, the upstream gate area is located upstream of the double-line ship lock, and the downstream gate area is located downstream of the double-line ship lock;

[0083] In step S2, the lateral flow velocities of the upstream and downstream gate areas are determined respectively:

[0084] When the lateral flow velocity test result of the upstream entrance area does not meet the specification, the upstream entrance area of ​​the navigation flow arrangement plan is optimized in step S3;

[0085] When the lateral flow velocity test result of the downstream entrance area does not meet the specification, the downstream entrance area of ​​the navigation water flow arrangement plan is optimized in step S3.

[0086] Judging and optimizing the upstream and downstream entrance areas separately can reduce optimization changes and lower the difficulty of optimization.

[0087] As a preferred implementation, in step S3,

[0088] Set diversion piers at intervals on the centerline of the upstream port area to optimize the lateral flow velocity in the upstream port area;

[0089] A continuous permeable watertight wall is arranged on the centerline of the downstream mouth area to optimize the lateral flow velocity in the downstream mouth area.

[0090] Furthermore, the lateral flow velocity in the upstream gate area is optimized by changing the number of diversion piers;

[0091] The lateral flow velocity in the downstream entrance area is optimized by changing the length of the permeable watertight wall.

[0092] When there is a small island on one side of the downstream gate area, the lateral flow velocity of the downstream gate area is optimized by setting a permeable frame in the extended section of the permeable water-blocking wall.

[0093] By setting a permeable frame in the extended section of the permeable water-blocking wall to optimize the lateral flow velocity in the downstream gate area, the influence of the recirculation zone formed by the small island in the gate area on the lateral flow velocity can be reduced.

[0094] The method for optimizing the navigable water flow arrangement scheme described in the present embodiment is to select test flow levels from small to large to conduct navigable water flow tests in a hydraulic model when conducting navigable water flow tests on the navigable water flow arrangement scheme. When a certain test flow level does not meet the requirements of the specifications, the subsequent navigable water flow tests at larger test flow levels are stopped, and the navigable water flow arrangement scheme is optimized based on the results of the navigable water flow tests at the current test flow level. Then, the optimized navigable water flow arrangement scheme is reselected from small to large test flow levels to conduct navigable water flow tests in the hydraulic model, and the test and optimization process is repeated until the lateral flow velocity test results of all test flow levels of the optimized navigable water flow arrangement scheme meet the specifications, and the optimization of the navigable water flow arrangement scheme is completed. This method is based on the principle that the larger the test flow level, the more unfavorable the test result. That is, after the first unfavorable test flow level is screened out in the navigable water flow test of each navigable water flow arrangement scheme, the subsequent navigable water flow tests at larger test flow levels are no longer conducted. This can reduce the number of tests, reduce the test workload, and make the test optimization work simpler. And the navigation water flow layout plan is optimized according to the result of the unfavorable test flow level that appears first. The optimized navigation water flow layout plan is more reasonable, avoids excessive safety redundancy, and reduces the cost of the optimization plan.

[0095] In some embodiments, when step S2 is repeated in step S3, the test flow level at which the lateral flow velocity in the navigation flow test of the previous navigation flow arrangement scheme does not meet the specification is used as the starting point in S2.1 to conduct a navigation flow test on the optimized navigation flow arrangement scheme. This can reduce the number of navigation flow tests on the optimized navigation flow arrangement scheme and reduce the test workload. For example, 52.1m 3 / s、300m 3 、500m 3 / s、890m 3 / s、1000m 3 / s navigation flow test, but the test flow level Q is 1000m 3 / s navigation flow test determines that the lateral flow velocity does not meet the specification requirements, so it is necessary to enter step S3 for optimization. The optimized navigation flow layout plan needs to be tested for navigation flow. The test flow level Q is 1000m 3 / s for navigation flow test, instead of 52.1m 3 / s、300m 3 、500m 3 / s、890m 3 / s to conduct navigation water flow tests, which can reduce the number of navigation water flow tests for the optimized navigation water flow arrangement plan and reduce the test workload.

[0096] In some embodiments, in step S1, the optimization completion boundary is determined, and the optimization completion boundary is the average number of days that the air cannot be traversed each year; for example, the optimization completion boundary is the average number of days that the air cannot be traversed each year of 1.5 days;

[0097] In step S2, after determining whether the current navigable water flow arrangement can meet the maximum test flow level of the standard lateral flow velocity, the average number of unnavigable waterways per year is determined based on the maximum test flow level. If the average number of unnavigable waterways per year meets the optimization completion boundary, the optimization is completed. For example, 1000m 3 / s navigation flow test does not meet the requirements of the specification, then according to 52.1m 3 / s、300m 3 、500m 3 / s、890m 3 / s calculates whether the number of days in a year when navigation is not possible is less than 1.5 days. If so, it means that the demand is met and the optimization is completed. This method does not need to consider that the lateral flow velocity of the navigation water flow test at all test flow levels of the test conditions meets the requirements of the specifications. Navigation will not be carried out at the time when the test flow level does not meet the requirements of the specifications.

[0098] In view of the above-mentioned solution, this implementation provides a specific implementation case, as follows:

[0099] S1: Make a hydraulic model according to the navigation flow layout plan and determine the test conditions; Figure 1 As shown, the navigable water flow arrangement includes an upstream gate area, a downstream gate area and a double-line ship lock, the double-line ship lock is located between the upstream gate area and the downstream gate area, and there is a small island on the left side of the downstream gate area; the test conditions include test flow levels of different sizes;

[0100] Based on various considerations such as the operation of power stations in the dam area, hub dispatching, flow characteristics, and the most unfavorable time for ship navigation when different upstream flows encounter different downstream tides, 12 typical flows were selected for the pre-project water flow characteristics test, as shown in Table 1.

[0101] Table 1 Typical flow rates of the hub overall model test

[0102]

[0103]

[0104] Navigation flow arrangement scheme Engineering layout: The effective dimensions of the double-line ship lock are 300m×34m×8m (length×width×sill depth), the main section of the ship lock is 1553.5m long, the upper lock is 66.5m long, the lower lock is 67m long, the lock chamber is 281m long, the upstream and downstream navigation adjustment sections are both 177m long, the upstream and downstream berthing sections are both 325m long, the upstream braking section is 90m long, the upstream connecting section is 390m long, the downstream braking section is 45m long, and the downstream connecting section is 290m long. The double-line ship lock adopts a shared pilot channel layout, and the ship lock adopts a curved entry and straight exit method. The width of the upstream and downstream pilot channels is 156m, the slope of the main navigation wall is 1:6, and the slope of the auxiliary navigation wall is 1:8. The turning angles of the upstream pilot channel and the upstream channel are about 19° and 14°. The compound bend is connected to the upstream channel, and the turning radius is 600m. The turning angle of the downstream pilot channel and the main channel is 39°, and the turning radius is 650m. In order to improve the navigation flow conditions of the upstream pilot channel and the flood gate diversion outlet and the downstream pilot channel and the downstream confluence of the flood gate, diversion piers are set on the outer side of the upstream right braking section, with a total of 2 diversion piers, such as Figure 2 As shown, the single length is 10m, the spacing is 20m, and the diversion pier extends 40m beyond the dike. A water-blocking wall is arranged downstream, which is 117m long and adopts a hollow form.

[0105] In step S2, test flow levels are selected from small to large to conduct navigation flow test analysis in the hydraulic model:

[0106] (1) Navigable flow conditions at the upstream entrance of the ship lock

[0107] Test flow level Q = 52.1m 3 / s flow, the water level in front of the upstream dam is maintained at 8.70m, the upstream flow is relatively small, and the reservoir area is basically in a static water state. The flow velocity in the mouth area and the connecting section is below 0.30m / s, and the cross-current intensity is basically less than 0.1m / s. The navigable water flow conditions are excellent, such as Figure 3 shown.

[0108] As the flow increases, the upstream flow (corresponding to the test flow level) Q = 300m 3 / s, the velocity near the mouth area is less than 0.5m / s, and the maximum lateral velocity in the mouth area is less than 0.25m / s. The navigable water flow conditions are excellent. Figure 4 As shown;

[0109] Q=500m 3 / s, the flow velocity near the gate area is about 0.6m / s, but the angle between the water flow and the channel near the dike upstream of the ship lock is large, and the local lateral flow velocity at the edge of the channel near the dike exceeds 0.3m / s, and the maximum lateral flow velocity is 0.37m / s. Figure 5 As shown, the navigable water flow conditions in the mouth area basically meet the requirements of the regulations;

[0110] When the flow rate reaches Q = 890m 3 / s, the navigable flow conditions in the mouth area basically meet the requirements of the regulations;

[0111] When the flow rate reaches Q = 1000m 3 / s, the flow velocity near the gate area is between 1.2 and 1.5m / s, and the intersection angle between the water flow and the channel near the upstream dike of the ship lock is about 22°, resulting in a large lateral flow velocity in the channel near the dike of the gate area, with a maximum lateral flow velocity of 0.65m / s. Figure 6 As shown, the range where the lateral flow velocity exceeds 0.3 m / s is about 270 m long and 70 m wide, which cannot meet the requirements for safe navigation of ships.

[0112] (2) Navigable flow conditions at the downstream entrance of the ship lock

[0113] The river channel near the downstream entrance area of ​​the ship lock is relatively wide. Under the action of the diversion wall on the right side of the ship lock, the discharged water from the hub flows down along the right bank, forming a large-scale backflow near the entrance area of ​​the ship lock.

[0114] like Figure 7-Figure 9 and Fig.11 As shown, Q≤890m 3 / s, the maximum backflow velocity downstream of the ship lock gate area is less than 0.2m / s. At the right edge of the channel about 130m below the dike, the local maximum lateral flow velocity is 0.44m / s due to the diffusion of the downstream water flow. The lateral flow in other areas continues to increase, and the downstream water flow obviously diffuses to the gate area; Q = 1000m 3 / s, such as Fig.10 and Fig.12 As shown in the figure, the velocity on the right side of the centerline at the end of the mouth area is about 1.0 m / s, and the cross flow in the mouth area exceeds the standard in a large range; 3 / s), the maximum flow velocity at the end of the mouth area reaches 2.0m / s, and the lateral flow velocity reaches 1.0m / s, and the navigation flow conditions are poor.

[0115] Since Q = 1000m 3 / s, if the lateral flow velocity does not meet the specification, the navigation flow test of the current navigation flow arrangement scheme is stopped and the process goes to step S3; in step S3, the navigation flow conditions of the ship lock are improved.

[0116] (1) Improving the test conditions for navigation flow upstream of the lock

[0117] According to the test results of the previous navigation flow arrangement scheme, the main problem in the upstream gate area of ​​the ship lock is that the lateral flow velocity on the right side of the channel within 120m above the dike is relatively large. According to the research results of the previous feasibility stage, three diversion piers are arranged within 120m above the dike. The length of the diversion pier is 20m, and the interval between them is 20m. The specific arrangement is shown in Fig.13 .

[0118] Engineering effect: After adding diversion piers within 120m above the right side of the dike head in the mouth area, the water flow velocity within the protection range of the diversion piers was significantly reduced, and the lateral flow velocity was reduced accordingly. 3 / s, the maximum lateral velocity occurs at the right edge of the channel, 120-160m above the dike, with a width of about 12m and a maximum lateral velocity of 0.43m / s. Fig.14 and Fig.15 As shown, the speeds at other positions are all less than 0.3 m / s. From the ship model test, the ship model can smoothly enter the mooring area on the left side of the lock along the downstream route, and the navigation flow conditions are significantly improved.

[0119] (2) Improving the test conditions for navigation flow downstream of the lock

[0120] According to the test results of the previous navigation flow arrangement scheme, the water flow in the downstream gate area was squeezed by the island and flowed down along the left bank of the left branch of the island. After passing through the permeable watertight wall on the right side of the lower navigation channel of the ship lock, the water flow obviously spread to the gate area, and a backflow area was formed to the left of the navigation center line in the gate area. The main reason for this is that after the water flow was squeezed by the island, the top impact point happened to be near the embankment of the permeable watertight wall on the right side of the ship lock, and the permeable watertight wall diverted the flow. The effect is not obvious. In addition, the hollow water-blocking wall is a solid embankment. The water level inside the embankment (on the side of the mouth area) is slightly lower than that outside the embankment, which makes the water flow diffusion more obvious and forms a backflow area. Therefore, according to the flow pattern of the downstream water, the hollow water-blocking wall was extended by 30m, 50m, and 70m respectively in the test, and a hollow structure was used 70m above the embankment head (the bottom of the hole is 2m away from the bottom of the embankment, the width is 2m, the height is 7m, and the interval between each hole is 1.75m) to reduce the water level difference inside and outside the hollow water-blocking wall. The specific arrangement is shown in Fig.16 .

[0121] Figure 17-Figure 19They are the distribution diagrams of lateral flow velocity in the mouth area when the permeable watertight wall is extended to different lengths (30m, 50m, and 70m). It can be seen from the figure that after the downstream permeable watertight wall is lengthened, the diversion effect is obvious, and after the permeable watertight wall is made hollow, the water levels inside and outside the permeable watertight wall are basically the same, the diffusion of water flow into the mouth area is significantly weakened, and the lateral flow velocity in the mouth area is significantly reduced. The lateral flow velocity exceeds the standard in the scheme of extending the permeable watertight wall by 30m is still obviously exceeded. For the schemes of extending the permeable watertight wall by 50m and 70m, the navigable water flow conditions in the mouth area are significantly improved, and only the local area is slightly exceeded, and the range is relatively small. After comprehensive consideration, the 50m extension scheme is adopted for the next stage of testing.

[0122] Optimized engineering layout of navigation flow arrangement scheme: Based on the improvement test results, the following adjustments are made on the basis of the previous engineering layout of navigation flow arrangement scheme:

[0123] (1) Three diversion piers are arranged about 120m above the dike on the right side of the channel in the upstream entrance area of ​​the ship lock (one diversion pier is added on the original basis). The diversion pier is 20m long, 20m apart, and has a top elevation of 9.5m. Fig. 20 As shown;

[0124] (2) Extend the permeable watertight wall on the right side of the downstream navigation channel of the ship lock by 50m and adopt a permeable structure with the top elevation of the permeable frame hole at -2.7m. Fig.21 shown.

[0125] In step S2 repeated in step S3, the optimized navigation flow arrangement scheme is analyzed for navigation flow conditions:

[0126] (1) Analysis of experimental conditions for navigation flow in the upstream entrance area and connecting section:

[0127] After adding diversion piers within 120m above the dike head on the right side of the mouth area, the water flow velocity within the protection range of the diversion piers is significantly reduced, and the lateral flow velocity is reduced accordingly. Q = 1000m 3 / s, the maximum lateral velocity occurs at the right edge of the channel, 120-160m above the dike, with a width of about 12m, and the maximum lateral velocity is 0.43m / s. Other locations are less than 0.3m / s, and the navigable water flow conditions basically meet the requirements of the specification. Fig. 22 and Fig.23 .

[0128] As the flow rate from upstream increases, the flow velocity upstream of the ship lock gradually increases, Q = 1200m 3 / s, the maximum lateral velocity is 0.47m / s; as the upstream flow increases, the velocity upstream of the lock gradually increases, Q = 1740m 3 / s, the flow velocity near the upstream gate area is about 1.8m / s, and the maximum lateral flow velocity exceeds 0.6m / s. Fig.24As shown; Q = 2500m 3 / s, the velocity near the upstream gate area is about 2.45m / s, and the maximum lateral velocity exceeds 0.75m / s. When the flow rate reaches 3300m 3 / s, the flow velocity near the upstream entrance of the ship lock has exceeded 2.5m / s, and the maximum lateral flow velocity has exceeded 1m / s. Both the lateral and longitudinal flow velocities exceed the requirements of the specifications, and the navigation conditions are very poor.

[0129] (2) Navigable flow conditions in the downstream entrance area and connecting section:

[0130] After the permeable watertight wall downstream of the ship lock was lengthened, the diversion effect was obvious. Under the action of the watertight wall, the main flow of the ship lock was located in the non-navigable area on the right bank. In addition, after the permeable watertight wall was permeated, the water levels inside and outside the permeable watertight wall were basically the same. There were three small-scale backflow areas within the gate area, and the backflow intensity was less than 0.4m / s. The diffusion phenomenon of the downstream water flow into the gate area was significantly weakened, and the lateral flow velocity in the gate area was significantly reduced, Q = 1000mm 3 / s, such as Fig.25 As shown, the flow velocity in the downstream entrance area is basically less than 0.25m / s, the maximum lateral flow velocity in the local area near the permeable watertight wall is less than 0.35m / s, and the exceeding range is very small. The other areas are basically less than 0.3m / s, and the navigable water flow conditions basically meet the requirements of the specification. The ship model goes down at a still water speed of 2.5m / s, and the maximum drift angle at the end of the entrance area is -9.7°. The ship model goes up at a still water speed of 3.0m / s, with a maximum drift angle of 7.6°. The rudder is less than 25°, which meets the requirements for safe navigation of ships.

[0131] As the incoming flow increases, the flow velocity downstream of the ship lock gradually increases, Q = 1200mm 3 / s, the maximum lateral velocity exceeds 0.35m / s; Q = 1740m 3 / s, such as Fig.26 As shown in the figure, the water flow entering the entrance area through the permeable watertight wall increases significantly, and the flow velocity near the permeable watertight wall increases significantly, with the maximum lateral flow velocity exceeding 0.4m / s; Q = 2500m 3 / s, the flow velocity in the mainstream area on the right side of the mouth area has exceeded 2.5m / s, and the lateral flow velocity in a large area in the downstream mouth area exceeds 0.3m / s; Q = 3300m 3 / s, the flow velocity in the mainstream area on the right side of the mouth area has exceeded 3m / s, and the maximum lateral flow velocity in the mouth area exceeds 0.5m / s, with a large range and poor navigation conditions.

[0132] At the location of the double-line ship lock, the natural river channel width is less than 100m. The navigation flow layout plan is to connect the upstream pilot channel to the main channel as soon as possible and reduce the height of the left mountain excavation. The upstream is connected to the upstream channel through a 19° and 14° compound bend, with a turning radius of 600m; the angle between the centerline of the downstream bridge section channel and the centerline of the pilot channel is 39°, with a turning radius of 650m. The width of the upstream entrance area channel is the same as the width of the river channel, and there is no space to arrange a separate discharge channel. All upstream flows pass through the entrance area channel, flow out at the top of the bend in the entrance area, and then enter the sluice gate after passing through the original natural river channel. Q = 500m 3 / s, the flow velocity near the gate area of ​​the design scheme is about 0.6m / s, but the angle between the water flow and the channel near the dike upstream of the ship lock is large, the local lateral flow velocity at the edge of the channel near the dike exceeds 0.3m / s, and the maximum lateral flow velocity is 0.37m / s. The navigable water flow conditions in the gate area basically meet the requirements of the specification; after multiple groups of tests, the optimization space of the navigable water flow layout scheme is small, and the maximum navigable flow upstream of the ship lock is 1000m 3 / s.

[0133] The width of the river channel near the downstream gate area of ​​the ship lock after the project is between 190m and 300m. The width of the downstream gate area gradually changes from about 193m to 100m. There is an approximately 80m discharge channel on the right bank of the gate area. From the model test, Q≤890m 3 / s, under the action of the right bank side water barrier, the water flows down along the right bank side, and the water velocity diffused to the mouth area is relatively small, and the navigation flow conditions meet the requirements of the specification; with the increase of flow, Q = 1000m 3 / s, the maximum lateral velocity occurs at the right edge of the channel 120-160m above the dike, with a width of about 12m, and the maximum lateral velocity is 0.43m / s. Other locations are less than 0.3m / s, and the navigation flow conditions basically meet the requirements of the specification. Navigation flow layout plan The maximum navigation flow upstream and downstream of the lock is 1000m 3 / s, the daily runoff guarantee rate is 99.64%, and the average number of days that cannot be cleared is less than 1.5 days per year, so there is no need to control the flow rate greater than Q = 1000m 3 / s to conduct navigation water flow experiments, which can reduce the number of tests and the test workload.

[0134] 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 arrangement scheme, characterized in that: The following steps are involved: S1: Make a hydraulic model according to the navigation flow layout plan and determine the test conditions; the navigation flow layout plan includes the gate area, and the test conditions include test flow levels of different sizes; S2: Select test flow levels from small to large to conduct navigation flow tests in the hydraulic model. The steps are S2.1-S2.5: S2.1: Select the minimum test flow rate level in the test condition; S2.2: Conduct a navigation flow test in the hydraulic model to obtain the lateral flow velocity in the mouth area at the current test flow level; S2.3: Determine whether the lateral flow velocity in the inlet area at the current test flow level meets the specification; S2.4: If the lateral flow velocity meets the specification, proceed to S2.5; if the lateral flow velocity does not meet the specification, stop the navigation flow test of the current navigation flow arrangement scheme and proceed to step S3; S2.5: Increase the test flow level, and then repeat steps S2.2-S2.4 until the lateral flow velocity test results of all test flow levels meet the specifications, and the optimization of the navigation flow layout plan is completed; S3: Optimize the navigation water flow arrangement plan based on the lateral flow velocity at the current test flow level, then adjust the hydraulic model according to the optimized navigation water flow arrangement plan, and repeat step S2 until the lateral flow velocity test results of all test flow levels of the optimized navigation water flow arrangement plan meet the specifications, and the optimization of the navigation water flow arrangement plan is completed.

2. The method for optimizing the arrangement of navigation flow according to claim 1, characterized in that: When step S2 is repeated in step S3, the navigation flow test of the optimized navigation flow arrangement scheme is carried out with the test flow level at which the lateral flow velocity does not meet the specification in the navigation flow test of the previous navigation flow arrangement scheme as the starting point in S2.

1.

3. The method for optimizing the arrangement of navigation flow according to claim 1, characterized in that: In step S1, the optimization completion boundary is determined, and the optimization completion boundary is the average number of unpassable air routes per year; In step S2, after determining whether the current navigable water flow arrangement can meet the maximum test flow level of the specified lateral flow velocity, the average number of unnavigable waterways per year is determined based on the maximum test flow level. If the average number of unnavigable waterways per year meets the optimization completion boundary, the optimization is completed.

4. The method for optimizing the arrangement of navigation flow according to claim 1, characterized in that: The navigable water flow layout plan includes a double-line ship lock, an upstream gate area and a downstream gate area. The upstream gate area is located upstream of the double-line ship lock, and the downstream gate area is located downstream of the double-line ship lock. In step S2, the lateral flow velocities of the upstream and downstream gate areas are determined respectively: When the lateral flow velocity test result of the upstream entrance area does not meet the specification, the upstream entrance area of ​​the navigation flow arrangement plan is optimized in step S3; When the lateral flow velocity test result of the downstream entrance area does not meet the specification, the downstream entrance area of ​​the navigation water flow arrangement plan is optimized in step S3.

5. The method for optimizing the arrangement of navigation flow according to claim 4, characterized in that: In step S3, Set diversion piers at intervals on the centerline of the upstream port area to optimize the lateral flow velocity in the upstream port area; A continuous permeable watertight wall is arranged on the centerline of the downstream mouth area to optimize the lateral flow velocity in the downstream mouth area.

6. The method for optimizing the arrangement of navigation flow according to claim 5, characterized in that: The lateral flow velocity in the upstream gate area is optimized by changing the number of diversion piers; The lateral flow velocity in the downstream entrance area is optimized by changing the length of the permeable watertight wall.

7. The method for optimizing the arrangement of navigation flow according to claim 6, characterized in that: When there is a small island on one side of the downstream gate area, the lateral flow velocity of the downstream gate area is optimized by setting a permeable frame in the extended section of the permeable water-blocking wall.

8. The method for optimizing the arrangement of navigation flow according to claim 1, characterized in that: In step S1, after the hydraulic model is made, a monitoring device is set at the mouth area of ​​the hydraulic model to obtain the lateral flow velocity.

9. A method for optimizing a navigation flow arrangement scheme according to any one of claims 1 to 8, characterized in that: The navigable water flow arrangement plan includes the power station in the river section of the dam area. In step S1, the test conditions are determined according to the operation of the power station in the river section of the dam area, the hub dispatching, the flow characteristics, the encounter of different flow rates upstream and the most unfavorable time for ship navigation at different tide levels downstream.

10. The method for optimizing the arrangement of navigation flow according to claim 9, characterized in that: The test flow rate of the test condition is 52.1m 3 / s、300m 3 , 500m 3 / s、890m 3 / s、1000m 3 / s、1200m 3 / s、1740m 3 / s、2500m 3 / s、3300m 3 / s、4310m 3 / s、5090m 3 / s and 7510m 3 / s.

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