Simulation analysis method and analysis system for water flow condition of approach channel of double-line ship lock

Abstract

The invention discloses a simulation analysis method and analysis system for the water flow condition of a double-line ship lock approach channel, and the analysis method comprises the steps: building an approach channel three-dimensional model based on the condition that a double-line ship lock shares an upper approach channel and a lower approach channel; according to the approach channel three-dimensional model, establishing an approach channel water flow mathematical model; the operation conditions of the double-line ship lock water filling and draining process are determined, wherein the operation conditions comprise the water level, the ship lock operation mode and the main gallery valve opening time; and based on the approach channel water flow mathematical model, performing three-dimensional numerical simulation on the non-constant flow in the approach channel under different operation conditions during water filling and water drainage of the double-line ship lock to obtain water level fluctuation change, water surface flow velocity and flow state change rules in the approach channel. According to the analysis method, the complexity of the approach channel water flow condition is comprehensively considered, the water flow change rule in the approach channel in the ship lock irrigation and drainage process can be obtained, the calculation result is more objective, and reference data can be provided for hub engineering design.

Description

Technical Field

[0001] The invention relates to the technical field of ship lock approach channel analysis, and in particular to a simulation analysis method and analysis system for water flow conditions of a double-line ship lock approach channel. Background Art

[0002] The pilot channel is an important part of the lock, which directly affects the safety of ships passing through the lock and the passing capacity of the lock. The water flow conditions of the pilot channel of the lock are crucial to the safe navigation of ships and the efficient operation of the lock. Poor water flow conditions may lead to problems such as difficulty in ship maneuvering and collision accidents.

[0003] In some projects, the ship lock adopts a double-line ship lock, which consists of an upper lock head, a lower lock head, a lock chamber, an upstream pilot channel, a downstream pilot channel, and upstream and downstream anchorages. The double-line ship locks are arranged in parallel and share the upstream and downstream pilot channels. Since they share a pilot channel, the non-constant flow in the pilot channel is very complex during the filling and discharge of the ship lock. There may be backflow, vortexes, and water level fluctuations, which affect the navigation and anchoring safety of ships. In order to understand the law of water flow changes in the pilot channel during the filling and discharge of the ship lock, and to grasp the intensity and distribution of oblique water flow, backflow, and vortexes, it is necessary to simulate and analyze the water flow conditions in the pilot channel. At present, the analysis of the water flow conditions in the pilot channel of the ship lock mainly relies on physical model tests and empirical formulas, which have the disadvantages of high cost, long cycle, and limited scope of application. Therefore, an efficient and accurate simulation and analysis method for the water flow conditions in the pilot channel of the ship lock is needed. Summary of the invention

[0004] The purpose of the present invention is to overcome the disadvantages of the prior art that the analysis of water flow conditions in the navigation channel of a ship lock mainly relies on physical model tests and empirical formulas, which has the disadvantages of high cost, long cycle and limited scope of application, and to provide a simulation analysis method and analysis system for water flow conditions in a double-line ship lock navigation channel.

[0005] In order to achieve the above-mentioned object of the invention, the present invention provides the following technical solutions:

[0006] A simulation analysis method for water flow conditions in a double-line ship lock approach channel comprises the following steps:

[0007] Based on the situation that the double-line ship lock shares the upper and lower approach channels, a three-dimensional model of the approach channel is established;

[0008] Establishing a water flow mathematical model of the pilot channel according to the three-dimensional model of the pilot channel;

[0009] Determine the operating conditions of the double-line ship lock during filling and discharge, including water level, ship lock operation mode and main gallery valve opening time;

[0010] Based on the mathematical model of water flow in the pilot channel, a three-dimensional numerical simulation of the non-steady flow in the pilot channel under different operating conditions when the double-line ship lock is filled and discharged is carried out, and the water level fluctuation, water surface velocity and flow state change rules in the pilot channel are obtained.

[0011] In the above technical scheme, by establishing a three-dimensional model of the pilot channel, a mathematical model of the pilot channel water flow is obtained. After determining the operating conditions of the double-line ship lock filling and discharging process, a three-dimensional numerical simulation is carried out on the non-constant flow in the pilot channel under different operating conditions during the double-line ship lock filling and discharging, and the water flow characteristics and hydrodynamic characteristics in the pilot channel are obtained. The model is used to calculate the water surface velocity, water level fluctuation and flow state change law in the pilot channel under various operating conditions. The analysis method of the present invention comprehensively considers the complexity of the pilot channel water flow conditions, can quickly evaluate the water flow conditions under different operating conditions, can obtain the change law of the water flow in the pilot channel during the ship lock filling and discharging process, thereby mastering the oblique water flow, backflow, vortex intensity and distribution, and conducting in-depth research on the complex non-constant flow in the pilot channel, analyzing the development process of the complex water flow, and the calculation results are more objective, so as to provide reference data for the hub project design. The present invention solves the problems of high cost and long cycle in the use of physical models, and improves the efficiency of design and optimization.

[0012] As a preferred solution of the present invention, based on the situation that the double-line ship lock shares the upper approach channel and the lower approach channel, a three-dimensional model of the upper approach channel and a three-dimensional model of the lower approach channel are established for the upper approach channel and the lower approach channel respectively, the three-dimensional model of the upper approach channel includes the upper lock head, the upper navigation section and the upper approach channel section, the simulation range of the three-dimensional model of the lower approach channel includes the lower lock head, the lower navigation section and the lower approach channel section, and the water dividing walls of the upper approach channel and the lower navigation section adopt a bottom open layout type.

[0013] As a preferred embodiment of the present invention, the water level includes the design head, the minimum navigation head and the common head. The design head is 10.32m, the minimum navigation head is 9.62m; the common head is 8.04m; the ship lock operation modes include single-line entry and exit of ships and dual-line synchronous entry and exit of ships; the main corridor valve opening time includes 4min or 3min.

[0014] As a preferred embodiment of the present invention, the water surface velocity law includes water surface velocity distribution, transverse surface velocity distribution, and longitudinal section velocity distribution.

[0015] Another aspect of the present invention provides a method for evaluating the navigation of ships in a double-line ship lock pilot channel. The evaluation method adopts the simulation analysis method of the water flow conditions of the double-line ship lock pilot channel mentioned above to obtain the water level fluctuation changes, water surface flow velocity, and flow state change rules in the pilot channel, and judge whether the water surface flow velocity meets the safety navigation of the ship; calculate the mooring force of the ship's mooring, and judge whether the mooring force meets the safety berthing of the ship.

[0016] In the above technical scheme, the water level fluctuation, water surface velocity and flow state change law in the pilot channel are obtained through the simulation analysis method of the water flow conditions of the double-line ship lock pilot channel. Under the non-constant flow conditions of the pilot channel, it is judged whether the water surface velocity meets the safety navigation of the ship and whether the mooring force meets the safety berthing of the ship. In this way, the non-constant flow navigation conditions in the pilot channel are evaluated to determine whether they meet the requirements for safe passage of the ship.

[0017] As a preferred embodiment of the present invention, the mooring force calculation formula for ships moored in the upstream and downstream pilot channels when the lock chamber is filled or discharged is:

[0018] P=P' v +P' B

[0019] Where P is the mooring force of the ship in the pilot channel, P' v is the velocity force in the pilot channel, P' B is the wave force in the pilot channel.

[0020] As a preferred embodiment of the present invention, the calculation formula of the flow velocity force is:

[0021]

[0022]

[0023] Where δ is the square coefficient of the ship or fleet displacement; is the residual resistance coefficient; m c is the velocity unevenness coefficient in front of the ship; f is the friction coefficient; χ is the flooded cross-sectional area of ​​the ship; O is the flooded surface area of ​​the ship; W is the displacement of the ship fleet; R is the hydraulic radius; C is the Xie Cai coefficient; Q is the flow rate; ω is the water-passing cross-sectional area in the pilot channel; g is the gravitational acceleration; J is the hydraulic gradient; A is the water-passing cross-sectional area.

[0024] As a preferred embodiment of the present invention, the calculation formula of wave force is:

[0025]

[0026] In the formula is the average flow rate increase rate during the period when the wave moves along the ship or fleet; t c is the travel period; Q1 is the flow at the beginning of the period; Q2 is the flow at the end of the period; α is the coefficient; ω n B is the cross-sectional area of ​​the pilot channel; n is the water surface width of the pilot channel; W is the displacement of the fleet; χ is the flooded cross-sectional area of ​​the fleet; l c is the converted length of the ship or fleet; g is the acceleration due to gravity.

[0027] As a preferred solution of the present invention, the safe navigation conditions for ships in the pilot channel are: the maximum longitudinal flow velocity in the upstream pilot channel should not be greater than 0.5-0.8 m / s, and the maximum longitudinal flow velocity in the downstream pilot channel should not be greater than 0.8-1.0 m / s. When the flow velocity in the upstream pilot channel or the downstream pilot channel meets the safe navigation conditions, it is considered that the water depth is sufficient to ensure the navigation of ships, and ships and fleets can navigate safely.

[0028] As a preferred embodiment of the present invention, the ship type is a 5000 ton bulk carrier, with a total length of 88.0-90.0m, a total width of 15.5-15.8m, a full load draft of 4.8-5.2m, a height above the waterline of 15.8m, and a height above the waterline of 12.8m when the mast is inverted. The requirements for safe berthing of ships are: the maximum longitudinal mooring force of 5000t ships is not more than 58kN, and the maximum transverse mooring force is not more than 29.0kN.

[0029] The present invention also provides a simulation and analysis system for water flow conditions in a double-line ship lock approach channel, the system comprising:

[0030] The pilot channel modeling module is used to establish a three-dimensional model of the pilot channel based on the shared upper and lower pilot channels of the double-line ship lock;

[0031] A mathematical modeling module is used to establish a mathematical model of water flow in the pilot channel based on the three-dimensional model of the pilot channel;

[0032] The working condition determination module is used to determine the operating conditions of the double-line ship lock during the filling and discharge process. The operating conditions include water level, ship lock operation mode and main gallery valve opening time;

[0033] The simulation analysis module is used to carry out three-dimensional numerical simulation of the non-steady flow in the pilot channel under different operating conditions when the double-line ship lock is filled and discharged based on the mathematical model of the pilot channel water flow, so as to obtain the water level fluctuation, water surface flow velocity and flow state change law in the pilot channel.

[0034] The present invention also provides an electronic device, comprising at least one processor, and a memory communicatively connected to the at least one processor; the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the above-mentioned simulation analysis method of the water flow conditions of a double-line ship lock navigation channel.

[0035] The present invention also provides a computer-readable storage medium, in which at least one instruction, at least one program, a code set or an instruction set is stored. The at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to implement the above-mentioned simulation analysis method of the water flow conditions of a double-line ship lock navigation channel.

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

[0037] 1. The present invention provides a simulation analysis method for the water flow conditions of the double-line ship lock approach channel, which comprehensively considers the complexity of the water flow conditions of the approach channel, can quickly evaluate the water flow conditions under different operating conditions, and can obtain the law of water flow changes in the approach channel during the ship lock filling and discharge process, so as to grasp the oblique water flow, backflow, vortex intensity and distribution, conduct in-depth research on the complex non-constant flow in the approach channel, analyze the development process of complex water flow, and make the calculation results more objective, so as to provide reference data for the design of hub projects. The present invention solves the problems of high cost and long cycle of using physical models, and improves the efficiency of design and optimization.

[0038] 2. The present invention obtains the water level fluctuation, water surface velocity, and flow state change rules in the pilot channel through a simulation analysis method of the water flow conditions in the double-line ship lock pilot channel. Under the non-constant flow conditions in the pilot channel, it is judged whether the water surface velocity meets the safety navigation of the ship and whether the mooring force meets the safety berthing of the ship. In this way, the non-constant flow navigation conditions in the pilot channel are evaluated to determine whether the requirements for safe passage of the ship are met. This can provide a scientific basis for the design, operation and management of the ship lock, and improve the safety of ship navigation and the operation efficiency of the ship lock. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a flow chart of the simulation analysis method of the water flow conditions of the double-line ship lock approach channel of the present invention;

[0040] Figure 2 It is a plan view of the partial structure of the double-line ship lock in this embodiment;

[0041] Figure 3 This is the plan view of the lower lock head and part of the pilot channel;

[0042] Figure 4 It is a three-dimensional diagram of the three-dimensional model of the lower pilot channel;

[0043] Figure 5 The layout diagram of the upper lock head and the upper approach channel;

[0044] Figure 6 It is a three-dimensional diagram of the three-dimensional model of the upper pilot channel;

[0045] Figure 7 The water level diagram at each moment of the axis section of the upper approach channel lock in working condition S1;

[0046] Figure 8 The water level at a fixed point in the berthing section of working condition S1 changes with time;

[0047] Fig. 9 The water level diagram at each moment of the axis section of the upper approach channel lock in working condition S2;

[0048] Fig.10 The water level at a fixed point in the berthing section of working condition S2 changes with time;

[0049] Fig.11 The distribution of water surface velocity at each time in the pilot channel of working condition S1;

[0050] Fig.12 The velocity distribution of the lock chamber axis section on the upper navigation channel under working condition S1;

[0051] Fig.13 This is the change of the lateral flow velocity on the surface of the upstream approach channel when the single-line ship lock is filled with water in working condition S1;

[0052] Markings in the figure: 1-upstream pilot channel, 2-lock chamber, 3-water transfer system, 4-downstream pilot channel, 5-connecting corridor. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0054] Example 1

[0055] This embodiment provides a simulation analysis method for water flow conditions in a double-line ship lock approach channel. Figure 1 As shown, the following steps are included:

[0056] S1. Based on the shared upper and lower navigation channels of the double-line ship lock, a three-dimensional model of the navigation channel is established;

[0057] S2. establishing a water flow mathematical model of the pilot channel according to the three-dimensional model of the pilot channel;

[0058] S3. Determine the operating conditions of the double-line ship lock during the filling and discharge process, including water level, ship lock operation mode and main gallery valve opening time;

[0059] S4. Based on the mathematical model of water flow in the pilot channel, a three-dimensional numerical simulation is carried out on the non-steady flow in the pilot channel under different operating conditions when the double-line ship lock is filled and discharged, and the water level fluctuation, water surface velocity and flow state change rules in the pilot channel are obtained.

[0060] This embodiment provides a double-line ship lock for the Central and Young Hub of the Western Land-Sea New Channel (Pinglu) Canal, such as Figure 2The upstream navigation channel 1, the lock chamber 2, the water delivery system 3 (including the water inlet, the upper lock head, the lock chamber, the lower lock head) and the downstream navigation channel 4 of the double-line ship lock are shown. In order to conduct simulation analysis, the water delivery system of this embodiment is a water delivery system with side branch holes in the long corridor at the bottom of the lock. Since the lock has high requirements for saving water resources and improving water delivery efficiency, and the lock adopts a double-line ship lock arranged in parallel, sharing the upstream and downstream navigation channels, the two-line ship lock bottom outlet corridors are connected through two connecting corridors 5. The corridor section size of the water delivery valve of the double-line ship lock bottom long corridor side branch hole water delivery system is 4.5m×6.0m, and the total area of ​​the corridor section of the valve section is 54m 2 The cross-sectional area of ​​the main corridor at the bottom of the gate is 67.0m 2 A partition wall with a thickness of 1.0m is set in the middle of the main corridor, and about 50% of the area is interconnected to ensure uniform outflow during unilateral water transfer. The water transfer system adopts the side branch hole water discharge and open ditch energy dissipation arrangement with better energy dissipation effect. 64 water outlet holes are set in the outlet section of the main corridor at the bottom of the gate, divided into 2 groups. The size of the hole from upstream to downstream (width × height) is 0.75m × 1.4m (32 holes) and 0.7m × 1.4m (32 holes). The outlet section corridors of the two-line ship locks are connected by two connecting corridors, and valves are set to control the water transfer between the two-line ship locks. The area of ​​the valve section of the connecting corridor is 54.0m 2 , which is consistent with the corridor of the water delivery valve section. The size statistics of each part of the water delivery system are shown in Table 1.

[0061] Table 1 Characteristic dimensions of the water delivery system of the side branch holes in the long corridor at the bottom of the gate

[0062]

[0063] The pilot channel includes the upper pilot channel and the lower pilot channel. The modeling of the lower pilot channel includes the lower lock head, the upper navigation section and the pilot channel section, with a total length of about 600m. The water divider wall of the downstream navigation section has been optimized, the length of the water divider wall has been shortened, and a bottom open layout has been adopted, that is, below the maximum draft depth of the ship at the downstream extreme low water level (below -6.82m elevation), the secondary guide wall adopts an open layout to make the water flow more dispersed and evenly enter the pilot channel. The specific design form is as follows: Figure 3 As shown, the three-dimensional model is Figure 4 shown.

[0064] The 3D model of the upper approach channel includes the upper lock head, the upper navigation section and the upper approach channel section, with a total length of about 600m. Figure 5 As shown in the figure, according to the structure of the three-dimensional model of the pilot channel Figure 6As shown. In order to reduce the impact of bypass flow when the navigation section of the upper approach channel is flooded, considering that the lateral velocity of the water flow near the pier head of the water diversion wall is also relatively large, this poses certain safety hazards to the entry and exit of ships in the non-flooding first-line ship lock. For this reason, the bottom permeable water diversion wall layout type is also adopted during the adjustment, that is, the permeable layout is adopted below the maximum draft depth of the ship at the upper extreme low water level (below 2.80m elevation), so that the water flow can enter the navigation channel of the flooding first-line ship lock more dispersedly and evenly.

[0065] The mathematical model of water flow in the pilot channel is established by using the Euler method to study the flow field, and the fluid is regarded as an incompressible fluid. The hydrodynamic control equations used include the continuity equation and the momentum equation. The mass conservation law of the fluid is described by the continuity equation, and the continuity equation expression is:

[0066]

[0067] The law of conservation of momentum of fluid is described by the momentum equation (NS equation), which is expressed as:

[0068]

[0069] Where x, y, and z are the coordinate components in three directions, with units of m; u, v, and w are the velocity components in three directions, with units of m / s; Ax, Ay, and Az are the area fractions corresponding to the three directions of the fluid; V F is the volume fraction of the area in the grid where fluid can flow; ρ is the fluid density, in kg / m 3 ; p is pressure, unit is Pa; Gx, Gy, Gz are body force accelerations in three directions, unit is m / s 2 ; fx, fy, fz are the viscous accelerations in three directions, in m / s 2 , satisfying formula (5) to formula (13); μ is the dynamic viscosity, unit is Pa·s; τ is the solid stress.

[0070] For flow problems in actual engineering, it is often not necessary to understand all the details of the flow field at any time, but more attention is paid to the average flow field changes caused by turbulence. This study uses the RNG k-ε turbulence model.

[0071] k equation:

[0072]

[0073] Epsilon equation:

[0074]

[0075] μ eff =μ+μ t(19)

[0076]

[0077] Where k is the turbulent kinetic energy, in m 2 / s 2 ; ε is the turbulent energy dissipation rate, unit is m 2 / s 2 ;Diff k is the turbulent energy diffusion term, satisfying formula (16); Diff ε is the diffusion term of turbulent energy dissipation rate, satisfying formula (17); P T is the generation term of turbulent energy k caused by the average velocity gradient, satisfying formula (18); C s is the turbulence parameter, the default value is 1; μ eff is the corrected turbulent viscosity, in Pa·s, satisfying formula (19); μ t is the turbulent viscosity, in Pa·s, satisfying formula (20); is the model constant after the mainstream time-averaged strain is introduced, satisfying formula (21); η is the ratio of the turbulent time scale to the average flow time scale, satisfying formula (22); E xy 、E xz 、E yz are the time-averaged strain rates of the mainstream in three directions, satisfying formulas (23) to (25); α k , α ε are the reciprocals of the effective Prandtl numbers of k and ε, respectively, and their values ​​are 1.3; C μ , C 1ε , C 2ε is an empirical constant, with values ​​of 0.0845, 1.42, and 1.68 respectively; η0 is the typical value of η, η0 is 4.377, and β is 0.012.

[0078] When solving flow problems with a free liquid surface, the VOF model (free surface model, The Fraction Volume of Fluid Method) is used to track the changes in the free liquid surface by solving the transport equation of the water volume fraction F. At the free liquid surface, the maximum gradient direction of F is the normal direction of the free liquid surface. After solving the value of F and the normal direction of the free surface, the shape of the free liquid surface can be obtained. The transport equation of the water volume fraction F is as follows:

[0079]

[0080] Where F is the volume function, which represents the ratio of the volume occupied by each unit fluid in the computational domain to the volume of fluid that the unit can accommodate. F = 1 means that the computational grid unit is filled with water, F = 0 means that the computational grid unit is filled with gas, and 0 < F < 1 means that the computational grid unit contains both water and gas. DIF is the effective volume fraction diffusion term; S c is the turbulent Schmidt constant.

[0081] The equation discretization of the mathematical model of the pilot channel water flow in this embodiment adopts the finite difference method (Finite Difference Method, referred to as FDM). It divides the solution area into rectangular or orthogonal curve differential grids, stores pressure, velocity, volume fraction F and other unknown scalars on the grid line nodes, and replaces the derivatives of the partial differential equations of these unknown quantities with difference quotients, thereby discretizing the differential equations of continuous functions into differential equations of a finite number of unknowns on the grid nodes. Each equation contains the dependent variable values ​​of the function to be solved at this node and some nearby nodes. By solving these algebraic equations, the numerical solution of the differential equation can be obtained. The discretization format adopts a first-order upwind format that takes into account the flow direction.

[0082] The solution strategy for the discrete equations of the mathematical model of the pilot channel water flow is to use the pressure-velocity coupling algorithm. The basic idea of ​​the solution is as follows:

[0083] S200, set the time step and assume an intermediate velocity field;

[0084] S201, using the intermediate velocity field to solve the momentum equation, and obtain a relationship between the pressure correction value and the intermediate velocity field;

[0085] S202, substituting the relationship between the pressure correction value and the intermediate velocity field into the continuity equation to obtain the Poisson equation with the pressure correction value;

[0086] S203, solving the Poisson equation to obtain the pressure correction value and the pressure field, substituting them back into the momentum equation to solve the velocity field at the new moment;

[0087] S204, determine whether the calculation at the current time step converges; if not, return to S201, adjust the time step, and continue iteration; if converged, calculate the transport equation of the volume ratio function, update the free surface information, and then enter the iteration of the physical quantity of the next time step.

[0088] In order to study the impact of double-line ship lock filling and discharge on the navigation conditions of the approach channel, the water level change, flow velocity and flow state of the approach channel during filling and discharge are analyzed, and two operation modes are considered: single-line ship lock entry and exit (single-line ship lock filling and discharge) and double-line ship lock synchronous entry and exit (left and right line ship locks are filled and discharged at the same time). The operating conditions and corresponding water level combinations shown in Table 2 are proposed. The upper approach channel includes 6 operating conditions and the lower approach channel includes 6 operating conditions.

[0089] Table 2. Operation conditions of pilot channel flow conditions

[0090]

[0091] 1.3 Aviation safety indicators

[0092] (1) Flow rate index

[0093] When the ship lock is filled or released, the hydraulic characteristics of the non-steady flow in the pilot channel, such as water surface fluctuation, gradient and flow velocity, shall not only meet the berthing conditions standards for ships and fleets in the pilot channel, but also meet the navigation conditions for ships and fleets in the pilot channel and the operational requirements for berthing at the wharf; the lowering of the water level in the pilot channel shall ensure sufficient water depth for navigating ships, and the maximum longitudinal flow velocity in the upstream pilot channel shall not be greater than 0.5-0.8m / s, and that in the downstream pilot channel shall not be greater than 0.8-1.0m / s.

[0094] (2) Mooring force index

[0095] The lock chamber and pilot channel are required to meet the mooring stability conditions to ensure that the maximum longitudinal mooring force for a 5,000-ton ship is no more than 58 kN and the maximum transverse mooring force is no more than 29.0 kN.

[0096] The mooring force of ships (fleet) in the pilot channel is calculated as follows:

[0097] (I) The velocity force of ships and fleets is calculated as follows:

[0098]

[0099] Where P' v is the velocity force in the pilot channel (KN); δ is the square coefficient of the displacement of the ship or fleet, which can be taken as about 0.8; is the residual resistance coefficient. For non-self-propelled wedge-shaped wooden ships and metal ships, it is 10.5×10 -3 ; Non-self-propelled spoon-shaped iron hull boat takes 8×10 -3 ;m c is the coefficient of uneven velocity in front of the ship. When the lock chamber is discharged and the pilot channel is set to 1; when the lock chamber is filled with water, when a complex energy dissipation device is used, it is set to 2 to 2.5, and when a simple energy dissipation device is used, it is set to 3 to 4; f is the friction coefficient. For metal ships, it is set to 0.17x10 -3 , wooden boat takes 0.25x10 -3; χ is the flooded cross-sectional area of ​​the ship (㎡); O is the flooded surface area of ​​the ship (㎡); W is the displacement of the fleet (t); R is the hydraulic radius (m); C is the Xie Cai coefficient; Q is the flow rate (m 3 ), ω is the cross-sectional area of ​​the pilot channel (㎡), g is the acceleration due to gravity (m / s 2 ) ; J is the hydraulic gradient; A is the water flow cross-sectional area (㎡).

[0100] (II) The wave force on ships and fleets shall be calculated as follows:

[0101]

[0102] Where P' B is the wave force in the pilot channel (KN); is the average flow rate increase rate during the period when the wave moves along the ship or fleet (m 3 / s 2 );t c is the travel period (s); Q1 is the flow rate at the beginning of the period (m 3 ); Q2 is the flow rate at the end of the period (m 3 );α is the coefficient;ω n B is the cross-sectional area of ​​the pilot channel (㎡); n is the water surface width of the pilot channel (m); W is the displacement of the fleet (t); χ is the flooded cross-sectional area of ​​the fleet (㎡); l c is the converted length of the ship or fleet (m); g is the acceleration due to gravity (m / s 2 ).

[0103] In summary, the berthing conditions of ships in the upstream and downstream pilot channels when the lock chamber is filled or released are calculated as follows:

[0104] P=P' v +P' B (35)

[0105] Where P is the mooring force of the ship (fleet) in the pilot channel.

[0106] Example 2

[0107] On the basis of Example 1, three-dimensional numerical simulation of unsteady flow is performed on different operating conditions of the upper approach channel and the lower approach channel.

[0108] 2.1 Water level process line of upper approach channel

[0109] Figure 7Table 3 and Table 4 show the water levels at various moments of the lock chamber axis section when the upper navigation channel ship lock is operating in single-line mode under working condition S1. It can be seen that as the ship lock is filled with water, the water level near the gate head drops first, and the resulting water drop wave is quickly transmitted to the upstream of the navigation channel, causing the water level in the entire navigation channel to gradually drop from the gate head to the upstream; as the water level in the lock chamber rises, the water filling flow decreases, while the water flow in the navigation channel still flows to the upper gate head under the action of inertia, causing the water level at the upper gate head to rise, forming a backwater, and the backwater wave is transmitted from the gate head to the upstream, the navigation channel water level continues to rise, and finally returns to the same level as the upstream reservoir water level. The water level fluctuation range of the water drop wave in the berthing section of the navigation channel is 8.53~8.67m, and the maximum gradient of the water drop wave is about 0.43‰. The water level fluctuation range of the backwater wave is 8.71~8.78m, and the maximum gradient of the backwater wave is -0.22‰. From Figure 8 It can be seen that at the berthing sections x=-202m, x=-302m and x=-402m, the fluctuations gradually decay with time, the maximum amplitude occurs in the first cycle, the water level fluctuation in front of the gate is the largest, and the amplitude decreases with the distance from the gate.

[0110] Table 3 Statistics of water level process lines of upper approach channel under working condition S1 (section of ship lock axis)

[0111]

[0112] Fig. 9 Table 4 and Table 5 show the water levels at different moments of the lock chamber axis section when the double-line lock of the upper approach channel is in synchronous operation under working condition S2. Its variation pattern is similar to that of the single-line lock operation. The water level fluctuation range of the drop wave in the berthing section of the upper approach channel is 8.43-8.65m, and the maximum gradient of the drop wave is about 0.68‰. The water level fluctuation range of the backwater wave is 8.71-8.78m, and the maximum gradient of the backwater wave is -0.40‰. Fig.10 It can be seen that at the parking sections x=-202m, x=-302m and x=-402m, the fluctuations gradually decay with time, and the maximum amplitude occurs in the first cycle.

[0113] Table 4 Statistics of water level process lines in the upper approach channel under working condition S2

[0114]

[0115]

[0116] Table 5 shows the water level at each moment of the lock chamber axis section when the upper navigation channel ship lock is in single-line operation under working condition S3. Under this working condition, the water level near the gate head drops first, and the resulting water drop wave quickly propagates to the upstream of the navigation channel, causing the water level in the entire navigation channel to gradually drop from the gate head to the upstream; as the water flow decreases, the water flow in the navigation channel still flows to the upper gate head under the action of inertia, causing the water level at the upper gate head to rise, forming backwater, and the backwater wave propagates back from the gate head to the upstream, causing water fluctuations in the navigation channel, and the water level in the navigation channel continues to rise. According to the calculation results, the fluctuation range of the water drop wave in the berthing section of the upper navigation channel is 7.85-7.98m, and the maximum gradient of the water drop wave is about 0.40‰. The fluctuation range of the water backwater wave is 7.99-8.07m, and the maximum gradient of the backwater wave is -0.25‰. At the parking sections x=-202m, x=-302m and x=-402m, the fluctuations gradually decay with time, and the maximum amplitude occurs in the first cycle.

[0117] Table 5 Statistics of water level process lines in upper approach channel under working condition S3

[0118]

[0119] Table 6 shows the water level at each moment of the lock chamber axis section when the double-line synchronous operation of the upper approach channel ship lock in working condition S4. Its variation law is similar to that of the single-line ship lock operation. The water level fluctuation range of the drop wave in the berthing section of the upper approach channel is 7.74-7.95m, and the maximum gradient of the drop wave is about 0.65‰. The water level fluctuation range of the backwater wave is 8.01-8.13m, and the maximum gradient of the backwater wave is -0.37‰. For the berthing section x = -202m, x = -302m and x = -402m, the fluctuation gradually decays with time, and the maximum amplitude appears in the first cycle.

[0120] Table 6 Statistics of water level process lines in upper approach channel under working condition S4

[0121]

[0122] The water level variation law in the upper approach channel under working condition S5 is similar to that under working condition S1. The water level near the gate head drops first, and the resulting water drop wave is transmitted to the upstream of the approach channel, causing the water level in the entire approach channel to gradually drop from the gate head to the upstream. Due to the fast opening speed of the valve under this working condition, the water flow in the approach channel has a large inertia effect, which makes the water level at the upper gate head rise significantly, and the backwater wave is transmitted from the gate head to the upstream, causing water fluctuations in the approach channel. According to the calculation results, the water level fluctuation range of the water drop wave in the berthing section of the upper approach channel is 8.55-8.68m, and the maximum gradient of the water drop wave is about 0.40‰. The water level fluctuation range of the backwater wave is 8.72-8.90m, and the maximum gradient of the backwater wave is -0.55‰. At the berthing section x=-202m, x=-302m and x=-402m, the trough gradually decays with time, but the maximum peak appears in the second cycle.

[0123] The water level variation law of the lock chamber axis section at each moment when the double-line synchronous operation of the upper approach channel lock in working condition S6 is similar to that of the single-line lock operation. The water level fluctuation range of the drop wave in the berthing section of the upper approach channel is 8.41-8.65m, and the maximum gradient of the drop wave is about 0.74‰. The water level fluctuation range of the backwater wave is 8.75-8.98m, and the maximum gradient of the backwater wave is -0.71‰. Similar to the single-line operation, the troughs at x = -202m, x = -302m and x = -402m in the berthing section gradually decay with time, but the maximum peak appears in the second cycle.

[0124] 2.2 Distribution of water surface velocity in the upper approach channel

[0125] Fig.11 The whole evolution process of the water surface flow field in the upper approach channel during the filling of the single-line ship lock in working condition S1 is shown. With the start of the ship lock filling, the flow velocity in the first line approach channel gradually increases from the lock head and transmits upstream. When t=250s, the filling flow rate reaches the maximum, the surface flow velocity in the berthing section of the approach channel reaches 0.4m / s, and the flow velocity in the local area reaches 0.5m / s; then the filling flow rate decreases, and waterlogging begins to form near the lock head area. The falling water wave and the waterlogging wave offset each other, the flow velocity decreases, and a backflow is formed, which is transmitted upstream, resulting in a decrease in the flow velocity of the entire upper approach channel. After t=540s, there is a backflow with a flow velocity of less than 0.1m / s in some parts of the approach channel. During the entire filling process, the flow velocity distribution in the berthing section shows that the closer to the lock head, the greater the flow velocity, but the flow velocity meets the requirements of the specification, and the flow state in the approach channel is good, without obvious vortex, surge and other adverse flow states.

[0126] The evolution of the surface flow field in the upper navigation channel during the synchronous flooding of the two-line ship locks in working condition S2 is as follows: with the start of flooding, the flow velocity in the navigation channel gradually increases from the gate head and is transmitted upstream. The large flow velocity areas generated in the navigation channel merge into one, and the range expands upstream. When t = 250s, the flooding flow reaches the maximum, the surface flow velocity in the berthing section of the navigation channel is about 0.8m / s, and the flow velocity in the local area can reach 0.9~1.1m / s; as the flooding flow decreases, waterlogging begins to form near the gate head, the waterfall wave and the waterlogging wave offset each other, and the flow velocity decreases. After t = 540s, there is a backflow with a flow velocity of less than 0.2m / s in the navigation channel. During the entire flooding process, the velocity distribution in the berthing section shows that the velocity increases as it goes upstream, and the flow state in the navigation channel is good, without obvious adverse flow states such as vortex and surge.

[0127] The entire evolution of the water surface flow field in the upper navigation channel during the filling of the single-line ship lock in working condition S3 is as follows: as the ship lock begins to fill, the flow velocity in the first line navigation channel gradually increases from the lock head and is transmitted upstream. When t=200s, the water filling flow rate reaches the maximum, the surface flow velocity in the berthing section of the navigation channel reaches 0.4m / s, and the flow velocity in the local area reaches 0.45m / s; then the water filling flow rate decreases, and waterlogging begins to form near the lock head area. The falling water wave and the waterlogging wave offset each other, and the flow velocity decreases. During the entire water filling process, the flow velocity in the berthing section is less than 0.4m / s, which meets the requirements of the specification. The flow state in the navigation channel is good, and there are no obvious adverse flow states such as vortices and surges.

[0128] The evolution of the surface flow field in the upper navigation channel during the synchronous flooding of the two-line ship locks in working condition S4 is as follows: with the start of flooding, the flow velocity in the navigation channel gradually increases from the gate head and is transmitted upstream. The large flow velocity areas generated in the navigation channel merge into one, and the range expands upstream. When t = 200s, the flooding flow reaches the maximum, the surface flow velocity in the berthing section of the navigation channel is about 0.8m / s, and the flow velocity in the local area can reach 1.1m / s; as the flooding flow decreases, waterlogging begins to form near the gate head, the waterfall wave and the waterlogging wave offset each other, and the flow velocity decreases. After t = 540s, there is a backflow with a flow velocity of less than 0.2m / s in some parts of the navigation channel. During the entire flooding process, the velocity distribution in the berthing section shows that the velocity increases as it goes upstream, and the flow state in the navigation channel is good, without obvious adverse flow states such as vortex and surge.

[0129] The entire evolution of the water surface flow field in the upper approach channel during the filling of the single-line ship lock in working condition S5 is as follows: as the ship lock begins to fill, the flow velocity in the first line of the approach channel gradually increases from the lock head and is transmitted upstream. When t=180s, the water filling flow reaches the maximum, the surface flow velocity in the berthing section of the approach channel reaches 0.4m / s, and the flow velocity in the local area reaches 0.45m / s; then the water filling flow decreases, and waterlogging begins to form near the lock head area. The falling water wave and the waterlogging wave offset each other, the flow velocity decreases, and a backflow is formed, which is transmitted upstream, resulting in a decrease in the flow velocity of the entire upper approach channel. After t=540s, there is a backflow with a flow velocity of less than 0.2m / s in some parts of the approach channel. During the entire filling process, the flow velocity distribution in the berthing section shows that the closer to the lock head, the greater the flow velocity, but the flow velocity meets the requirements of the specification, and the flow state in the approach channel is good, without obvious vortex, surge and other unfavorable flow states.

[0130] The evolution of the surface flow field in the upper navigation channel during the synchronous flooding of the two-line ship locks in working condition S6 is as follows: with the start of flooding, the flow velocity in the navigation channel gradually increases from the gate head and is transmitted upstream. The large flow velocity areas generated in the navigation channel merge into one, and the range expands upstream. When t = 180s, the flooding flow rate reaches the maximum, the surface flow velocity in the berthing section of the navigation channel is about 0.8m / s, and the flow velocity in the local area can reach 1.0m / s; as the flooding flow rate decreases, waterlogging begins to form near the gate head area, the waterfall wave and the waterlogging wave offset each other, and the flow velocity decreases. After t = 540s, there is a backflow with a flow velocity of less than 0.3m / s in the navigation channel. During the entire flooding process, the velocity distribution in the berthing section shows that the velocity increases as it goes upstream, and the flow state in the navigation channel is good, without obvious adverse flow states such as vortex and surge.

[0131] 2.3 Velocity distribution in the longitudinal section of the upper approach channel

[0132] Fig.12 This is the flow field change process of the lock axis section on one side of the upper approach channel during the water filling process of the single-line ship lock in working condition S1. As the water filling begins, the water body near the lock head of the navigation section begins to flow, and the flow velocity increases with the increase of the water filling flow, and gradually spreads upstream. When t=250s, the water filling flow reaches the maximum, the flow velocity in the berthing section of the approach channel is about 0.4m / s, and the flow velocity in the local area reaches 0.5m / s. No surge occurs in the approach channel.

[0133] The flow field changes of the lock axis section on one side of the upper approach channel during the synchronous water filling of the double-line ship lock in working condition S2 are as follows: as the water filling begins, the water body near the lock head in the navigation section begins to flow, and the flow velocity increases with the increase of water filling flow, and gradually spreads upstream. When t=250s, the water filling flow reaches the maximum, the surface flow velocity in the berthing section of the approach channel is about 0.8m / s, and the flow velocity in the upstream local area can reach 1.0~1.2m / s. No surge occurs in the approach channel.

[0134] The flow field changes of the lock axis section on one side of the upper approach channel during the water filling process of the single-line ship lock in working condition S3 are as follows: as the water filling begins, the water body near the lock head of the navigation section begins to flow, and the flow velocity increases with the increase of the water filling flow rate, and gradually spreads upstream. When t=200s, the water filling flow rate reaches the maximum, the surface flow velocity in the berthing section of the approach channel reaches 0.4m / s, and the flow velocity in the local area reaches 0.45m / s. No surge occurs in the approach channel.

[0135] The flow field changes of the lock axis section on one side of the upper approach channel during the synchronous water filling of the double-line ship lock in working condition S4 are as follows: as the water filling begins, the water body near the lock head in the navigation section begins to flow, and the flow velocity increases with the increase of water filling flow, and gradually spreads upstream. When t=200s, the water filling flow reaches the maximum, the surface flow velocity in the berthing section of the approach channel is about 0.8m / s, and the flow velocity in the upstream local area can reach 1.1m / s. No surge occurs in the approach channel.

[0136] During the filling process of the single-line ship lock in working condition S5, the flow field change process of the lock axis section on one side of the upper approach channel is as follows: when t = 180s, the filling flow rate reaches the maximum, the surface velocity in the berthing section of the approach channel reaches 0.4m / s, and the velocity in the local area reaches 0.45m / s. No surge occurs in the approach channel.

[0137] The flow field changes of the lock axis section on one side of the upper approach channel during the synchronous water filling of the double-line ship lock in working condition S6 are as follows: as the water filling begins, the water body near the lock head in the navigation section begins to flow, and the flow velocity increases with the increase of water filling flow, and gradually spreads upstream. When t=180s, the water filling flow reaches the maximum, and the surface flow velocity in the berthing section of the approach channel is about 0.8m / s, and the flow velocity in the local area can reach 1.0m / s. No surge occurs in the approach channel.

[0138] 2.4 Transverse velocity distribution of the upper approach channel

[0139] Fig.13 When the S1 single-line ship lock is filled with water under the design head of 10.32m (the main gallery valve is opened for 4 minutes, and the maximum peak flow is 424m 3 / s), and the changes in the lateral velocity on the surface of the upstream approach channel at every 2-min interval. In the figure, negative values ​​indicate that the lateral velocity is pointing to the right bank of the river, and positive values ​​indicate that the lateral velocity is pointing to the left bank of the river, that is, green represents zero lateral velocity. It can be seen from the figure that the optimized water diversion wall in the valve opening stage effectively reduces the size and influence range of the lateral velocity, and further reduces the impact of lateral water flow on irrigation, and the lateral velocity of the water flow in the berthing section of the approach channel is less than 0.05m / s.

[0140] The change of the lateral velocity on the surface of the upstream approach channel at every 2-minute interval when the S2 double-line ship lock is synchronously filled with water under the design head of 10.32m. The synchronous filling of the double-line ship lock can effectively reduce the lateral flow of water, and the lateral velocity of water under this condition is less than 0.02m / s.

[0141] In summary, it can be seen that during the synchronous filling of single-line and double-line ship locks, the lateral flow velocity in the upstream pilot channel berthing area is relatively small, which can meet the navigation safety.

[0142] 2.5 Analysis of mooring conditions in the upper approach channel

[0143] The design ship type of the double-line ship lock is mainly 5,000-ton ships. Taking a 5,000-ton bulk ship as an example, the design ship size is (length × width × draft): 90m × 15.8m × 5.2m; when the design head is 10.32m (8.7m upstream, -1.62m downstream) and the single-line operation is carried out, the mooring force of the ship in the upstream pilot channel is 32.01kN, and when the double-line synchronous operation is carried out, the mooring force of the ship in the upstream pilot channel is 56.04kN; when the minimum navigable head is 9 When the single-line operation is 8.62m (8.0m upstream, -1.62m downstream), the mooring force of the ship in the upstream pilot channel is 30.78kN, and when the double-line operation is synchronous, the mooring force of the ship in the upstream pilot channel is 55.02kN; when the single-line operation is 8.04m (8.7m upstream, 0.66m downstream), the mooring force of the ship in the upstream pilot channel is 37.34kN, and when the double-line operation is synchronous, the mooring force of the ship in the upstream pilot channel is 56.78kN. The mooring force of the upstream pilot channel under all working conditions does not exceed the 58kN mooring force requirement for 5000-ton ships.

[0144] 2.6 Water level process line of lower pilot channel

[0145] Table 7 shows the water level of the lower approach channel at different times during the single-line discharge process of the X1 ship lock. It can be seen that the discharge can cause rising waves in the lower approach channel, and the rising waves spread rapidly downstream. As the discharge flow increases, the water level of the lower approach channel continues to rise, and the maximum water level increase in the navigation section is about 0.21m. Then, as the discharge flow decreases, the water level begins to drop. At the end of the discharge, the water level has an excess drop of 0.06m. After multiple reciprocating waves, it finally returns to the normal water level. The water level fluctuation range of the falling wave in the berthing section of the lower approach channel is -1.56~-1.47m, and the maximum gradient of the falling wave is about 0.28‰. The water level fluctuation range of the backwater wave is -1.67~-1.62m, and the maximum gradient of the backwater wave is -0.15‰. At the berthing sections x=200m, x=300m and x=400m, the water fluctuations gradually decay with the increase of propagation distance. The maximum amplitude occurs in the first cycle. The water level fluctuation in front of the gate is the largest, and the amplitude decreases with the distance from the gate.

[0146] Table 7 Statistics of water level process line of pilot channel under working condition X1

[0147]

[0148] Table 8 shows the water level of the lower approach channel at different times during the discharge process of the double-line synchronous operation of the X2 ship lock. It can be seen that the discharge can cause rising waves in the lower approach channel, and the rising waves spread rapidly downstream. As the discharge flow increases, the water level of the lower approach channel continues to rise, and the maximum water level increase in the navigation section is about 0.4m. Then, as the discharge flow decreases, the water level begins to drop. At the end of the discharge, the water level has an excess drop of 0.1m. After multiple reciprocating waves, it finally returns to the normal water level. The water level fluctuation range of the falling wave in the berthing section of the lower approach channel is -1.51~-1.33m, and the maximum gradient of the falling wave is about 0.55‰. The water level fluctuation range of the backwater wave is -1.68~-1.61m, and the maximum gradient of the backwater wave is -0.22‰. At the berthing sections x=200m, x=300m and x=400m, the water fluctuations gradually decay with the increase of propagation distance. The maximum amplitude occurs in the first cycle. The water level fluctuation in front of the gate is the largest, and the amplitude decreases with the distance from the gate.

[0149] Table 8 Statistics of water level process lines in the pilot channel under working condition X2

[0150]

[0151] Table 9 shows the water level of the lower approach channel at each time during the discharge process of the single-line operation of the ship lock under working condition X3. It can be seen that the discharge can cause a rising water wave in the lower approach channel, which spreads rapidly downstream. As the discharge flow increases, the water level of the lower approach channel continues to rise, and the maximum water level increase in the navigation section is about 0.20m. Then, as the discharge flow decreases, the water level begins to drop. At the end of the discharge, the water level has an excess drop of 0.06m. After multiple reciprocating waves, the waves finally return to the normal water level.

[0152] Table 9 Statistics of water level process line of pilot channel under working condition X3

[0153]

[0154] Table 10 shows the water level of the lower approach channel at different times during the discharge process of the double-line synchronous operation of the X4 ship lock. It can be seen that the discharge can cause rising waves in the lower approach channel, and the rising waves spread rapidly downstream. As the discharge flow increases, the water level of the lower approach channel continues to rise, and the highest water level increase in the navigation section is about 0.39m. Then, as the discharge flow decreases, the water level begins to drop. At the end of the discharge, the water level has an excess drop of 0.11m. After multiple reciprocating waves, it finally returns to the normal water level. The water level fluctuation range of the falling wave in the berthing section of the lower approach channel is -1.52~-1.36m, and the maximum gradient of the falling wave is about 0.49‰. The water level fluctuation range of the backwater wave is -1.67~-1.62m, and the maximum gradient of the backwater wave is -0.15‰. At the berthing sections x=200m, x=300m and x=400m, the water fluctuations gradually decay with the increase of propagation distance. The maximum amplitude occurs in the first cycle. The water level fluctuation in front of the gate is the largest, and the amplitude decreases with the distance from the gate.

[0155] Table 10 Statistics of water level process lines of the pilot channel under working condition X4 (section of the ship lock axis)

[0156]

[0157] The water level of the lower approach channel at each time during the single-line discharge process of the X5 ship lock in working condition. The discharge can cause rising waves in the lower approach channel, and the rising waves spread rapidly downstream. As the discharge flow increases, the water level of the lower approach channel continues to rise, and the maximum water level increase in the navigation section is about 0.2m. Then, as the discharge flow decreases, the water level begins to fall. At the end of the discharge, the water level has an excess drop of 0.13m. After multiple reciprocating waves, it finally returns to the normal water level. The water level fluctuation range of the drop wave in the berthing section of the lower approach channel is 0.73~0.81m, and the maximum gradient of the drop wave is about 0.25‰. The water level fluctuation range of the backwater wave is 0.59~0.65m, and the maximum gradient of the backwater wave is -0.18‰. At the berthing sections x=200m, x=300m and x=400m, the water fluctuations gradually decay with the increase of propagation distance. The maximum amplitude occurs in the first cycle. The water level fluctuation in front of the gate is the largest, and the amplitude decreases with the distance from the gate.

[0158] The water level of the lower approach channel at each time during the discharge process of the double-line synchronous operation of the X6 ship lock. The discharge can cause a rising wave in the lower approach channel, which spreads rapidly downstream. As the discharge flow increases, the water level of the lower approach channel continues to rise, and the highest water level increase in the navigation section is about 0.38m. Then, as the discharge flow decreases, the water level begins to fall. At the end of the discharge, the water level has an excess drop of 0.24m. After multiple reciprocating waves, it finally returns to the normal water level. The water level fluctuation range of the drop wave in the berthing section of the lower approach channel is 0.80~0.96m, and the maximum gradient of the drop wave is about 0.49‰. The water level fluctuation range of the backwater wave is 0.55~0.65m, and the maximum gradient of the backwater wave is -0.46‰. At the berthing sections x=200m, x=300m and x=400m, the water fluctuations gradually decay with the increase of propagation distance. The maximum amplitude occurs in the first cycle. The water level fluctuation in front of the gate is the largest, and the amplitude decreases with the distance from the gate.

[0159] 2.7 Distribution of water surface velocity in the lower approach channel

[0160] The entire evolution of the water surface flow field in the lower navigation channel during the discharge of the single-line ship lock under working condition X1 is as follows: as the ship lock opens the valve to discharge water, the flow velocity in the lower navigation channel gradually increases from the lower lock head and is transmitted downstream. When t=200s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the navigation channel also reaches the maximum. At this time, the surface flow velocity in the berthing section is 0.4m / s~0.5m / s. Then, as the discharge flow decreases, the water level begins to drop, forming a falling water wave, and the flow velocity also decreases. After t=420s, the flow velocity in the berthing section is less than 0.3m / s. From the flow state, the water flow in the navigation channel is basically uniform at the beginning of the discharge. As the discharge flow gradually decreases, a backflow area appears in the navigation section, but the flow velocity is small, and there are no unfavorable flow states such as vortices.

[0161] The entire evolution of the water surface flow field in the lower navigation channel during the synchronous release of the double-line ship lock in working condition X2 is as follows: as the ship lock opens the valve to release water, the flow velocity in the lower navigation channel gradually increases from the lower lock head and is transmitted downstream, and the water flow in the navigation channel is uniform. When t = 200s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the navigation channel also reaches the maximum. At this time, the surface flow velocity in the berthing section is 0.6m / s~0.8m / s. Then, as the discharge flow decreases, the water level begins to drop, forming a falling water wave, and the flow velocity also decreases. After t = 420s, the flow velocity in the berthing section is less than 0.5m / s. From the flow state, the water flow in the navigation channel is basically uniform at the beginning of the release. As the discharge flow gradually decreases, fluctuations occur in the navigation channel, but the flow velocity is less than 0.5m / s, and there are no unfavorable flow states such as vortices.

[0162] The entire evolution of the water surface flow field in the lower navigation channel during the discharge of the single-line ship lock in working condition X3 is as follows: as the ship lock opens the valve to discharge water, the flow velocity in the lower navigation channel gradually increases from the lower lock head and is transmitted downstream. When t=200s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the navigation channel also reaches the maximum. At this time, the surface flow velocity in the berthing section is 0.35m / s~0.45m / s. Then, as the discharge flow decreases, the water level begins to drop, forming a falling water wave, and the flow velocity also decreases. After t=420s, the flow velocity in the berthing section is less than 0.3m / s. From the flow state, the water flow in the navigation channel is basically uniform at the beginning of the discharge. As the discharge flow gradually decreases, a backflow area appears in the navigation section, but the flow velocity is small, and there is no unfavorable flow state such as vortex.

[0163] The entire evolution of the water surface flow field in the lower navigation channel during the synchronous release of the double-line ship lock in working condition X4 is as follows: as the ship lock opens the valve to release water, the flow velocity in the lower navigation channel gradually increases from the lower lock head and is transmitted downstream, and the water flow in the navigation channel is uniform. When t = 200s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the navigation channel also reaches the maximum. At this time, the surface flow velocity in the berthing section is 0.6m / s~0.75m / s. Then, as the discharge flow decreases, the water level begins to drop, forming a falling water wave, and the flow velocity also decreases. After t = 420s, the flow velocity in the berthing section is less than 0.4m / s. From the flow state, the water flow in the navigation channel is basically uniform at the beginning of the release. As the discharge flow gradually decreases, fluctuations occur in the navigation channel, but the flow velocity is less than 0.4m / s, and there are no unfavorable flow states such as vortices.

[0164] The entire evolution of the water surface flow field in the lower navigation channel during the discharge of the single-line ship lock in working condition X5 is as follows: as the ship lock opens the valve to discharge water, the flow velocity in the lower navigation channel gradually increases from the lower lock head and is transmitted downstream. When t=150s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the navigation channel also reaches the maximum. At this time, the surface flow velocity in the berthing section is 0.25m / s~0.35m / s. Then, as the discharge flow decreases, the water level begins to drop, forming a falling water wave, and the flow velocity also decreases. After t=420s, the flow velocity in the berthing section is less than 0.15m / s. From the flow state, the water flow in the navigation channel is basically uniform at the beginning of the discharge. As the discharge flow gradually decreases, a backflow area appears in the navigation section, but the flow velocity is small, and there is no unfavorable flow state such as vortex.

[0165] The entire evolution of the water surface flow field in the lower navigation channel during the synchronous release of the double-line ship lock in working condition X6 is as follows: as the ship lock opens the valve to release water, the flow velocity in the lower navigation channel gradually increases from the lower lock head and is transmitted downstream, and the water flow in the navigation channel is uniform. When t=150s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the navigation channel also reaches the maximum. At this time, the surface flow velocity in the berthing section is 0.4m / s~0.6m / s. Then, as the discharge flow decreases, the water level begins to drop, forming a falling water wave, and the flow velocity also decreases. After t=420s, the flow velocity in the berthing section is less than 0.2m / s. From the flow state, the water flow in the navigation channel is basically uniform at the beginning of the release. As the discharge flow gradually decreases, a backflow area appears in the navigation section, but the flow velocity is less than 0.3m / s, and there is no unfavorable flow state such as vortex.

[0166] 2.8 Velocity distribution in the longitudinal section of the lower pilot channel

[0167] The flow field changes of the lock axis section on one side of the lower approach channel during the discharge of the single-line ship lock under working condition X1 are as follows: the energy dissipation effect at the bottom of the navigation section is good. When t=200s, the discharge flow reaches the maximum, and the flow velocity of the berthing section of the approach channel is 0.4m / s~0.5m / s. No adverse flow patterns such as tumbling and surging appear on the longitudinal section of the approach channel.

[0168] The flow field changes of the lock axis section on one side of the lower approach channel during the synchronous discharge of the double-line ship lock in working condition X2 are as follows: due to the large synchronous discharge of the double-line ship lock, the energy dissipation space of the water body is reduced, and the flow velocity of the approach channel is significantly greater than that of the single-line ship lock. When t = 200s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the approach channel also reaches the maximum. At this time, the surface flow velocity within the berthing section is 0.6m / s~0.8m / s. No adverse flow patterns such as tumbling and surging appear on the longitudinal section of the approach channel.

[0169] The flow field changes of the lock axis section on one side of the lower approach channel during the discharge of the single-line ship lock under working condition X3 are as follows: the energy dissipation effect at the bottom of the navigation section is good. When t=200s, the discharge flow reaches the maximum, and the flow velocity of the berthing section of the approach channel is 0.35m / s~0.45m / s. No adverse flow patterns such as tumbling and surging appear on the longitudinal section of the approach channel.

[0170] The flow field changes of the lock axis section on one side of the lower approach channel during the synchronous discharge of the double-line lock in working condition X4 are as follows: due to the large synchronous discharge of the double-line lock, the water body energy dissipation space is reduced, and the flow velocity of the approach channel is significantly greater than the discharge of the single-line lock. When t = 200s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the approach channel also reaches the maximum. At this time, the surface flow velocity within the berthing section is 0.6m / s~0.75m / s. No adverse flow patterns such as tumbling and surging appear on the longitudinal section of the approach channel.

[0171] The flow field changes of the lock axis section on one side of the lower approach channel during the discharge process of the single-line ship lock in working condition X5 are as follows: the energy dissipation effect at the bottom of the navigation section is good. When t=150s, the discharge flow reaches the maximum, and the flow velocity in the berthing section of the approach channel is 0.25m / s~0.35m / s. No adverse flow patterns such as tumbling and surging appear on the longitudinal section of the approach channel.

[0172] The flow field changes of the lock axis section on one side of the lower approach channel during the synchronous discharge of the double-line ship lock in working condition X6 are as follows: due to the large synchronous discharge flow of the double-line ship lock, the water body energy dissipation space is reduced, and the flow velocity of the approach channel is significantly greater than the discharge of the single-line ship lock. When t = 150s, the discharge flow reaches the maximum, and the flow velocity of the berthing section of the approach channel also reaches the maximum. At this time, the surface flow velocity within the berthing section is 0.4m / s~0.6m / s. No adverse flow patterns such as tumbling and surging appear on the longitudinal section of the approach channel.

[0173] 2.9 Transverse velocity distribution of the lower approach channel

[0174] When the X1 single-line ship lock with a design head of 10.32m is released, the change of the lateral velocity on the surface of the downstream approach channel at every 2-minute interval. The optimized water divider wall during the valve opening stage effectively reduces the size and impact range of the lateral velocity, and further reduces the impact of the lateral water flow on the berthing section. The lateral velocity of the water flow in the berthing section of the approach channel is less than 0.2m / s.

[0175] The change of the lateral velocity on the surface of the downstream approach channel at every 2-minute interval when the X2 double-line ship lock releases water synchronously under the design head of 10.32m. The synchronous release of the double-line ship lock can effectively reduce the lateral flow of water. Under this condition, the lateral velocity of the water flow in the berthing section is less than 0.15m / s.

[0176] When the single-line ship lock under the minimum navigable head condition X3 releases water, the changes in the lateral flow velocity on the surface of the downstream navigation channel every 2 minutes show that the optimized water dividing wall during the valve opening stage effectively reduces the size and impact range of the lateral flow velocity, and further reduces the impact of the lateral water flow on the mooring section. The lateral flow velocity of the water flow in the mooring section of the navigation channel is less than 0.2m / s.

[0177] The change of the lateral velocity on the surface of the downstream approach channel at every 2-minute interval when the double-line ship lock releases water synchronously under the minimum navigation head condition X4. The synchronous release of the double-line ship lock can effectively reduce the lateral flow of water. Under this condition, the lateral velocity of the water flow in the berthing section is less than 0.1m / s.

[0178] When the single-line ship lock of X5 is released under the common head condition, the change of the lateral velocity on the surface of the downstream approach channel at every 2-minute interval. The optimized water divider wall in the valve opening stage effectively reduces the size and influence range of the lateral velocity, and further reduces the impact of the lateral water flow on the mooring section. The lateral velocity of the water flow in the mooring section of the approach channel is less than 0.15m / s.

[0179] The change of the lateral velocity on the surface of the downstream approach channel at every 2-minute interval when the double-line ship lock of X6 releases water synchronously under the common head condition. The synchronous release of the double-line ship lock can effectively reduce the lateral flow of water. Under this condition, the lateral velocity of the water flow is less than 0.06m / s.

[0180] 2.10 Analysis of mooring conditions in the lower pilot channel

[0181] The design ship type of the double-line ship lock is mainly 5,000-ton ships. Taking a 5,000-ton bulk ship as an example, the design ship size is (length × width × draft): 90m × 15.8m × 5.2m; when the design head is 10.32m (8.7m upstream, -1.62m downstream) and the single-line operation is carried out, the mooring force of the downstream pilot channel ship is 24.06kN, and when the double-line synchronous operation is carried out, the mooring force of the downstream pilot channel ship is 49.94kN; when the head is 9.6 When the single-line operation is 2m (8.0m upstream, -1.62m downstream), the mooring force of the downstream pilot channel ship is 23.34kN, and when the double-line synchronous operation is 44.91kN; when the single-line operation is 8.04m (8.7m upstream, 0.66m downstream) with a common head, the mooring force of the downstream pilot channel ship is 18.28kN, and when the double-line synchronous operation is 37.38kN. The mooring force of the downstream pilot channel under all working conditions does not exceed the 58kN mooring force requirement for 5,000-ton ships.

[0182] Example 3

[0183] This embodiment provides a simulation analysis system for water flow conditions in a double-line ship lock approach channel, the system comprising:

[0184] The pilot channel modeling module is used to establish a three-dimensional model of the pilot channel based on the shared upper and lower pilot channels of the double-line ship lock;

[0185] The mathematical modeling module is used to establish a mathematical model of water flow in the pilot channel based on the three-dimensional model of the pilot channel;

[0186] The working condition determination module is used to determine the operating conditions of the double-line ship lock during the filling and discharge process. The operating conditions include water level, ship lock operation mode and main gallery valve opening time;

[0187] The simulation and analysis module is used to carry out three-dimensional numerical simulation of the non-steady flow in the pilot channel under different operating conditions when the double-line ship lock is filled and discharged based on the mathematical model of the pilot channel water flow, and obtain the water level fluctuation changes, water surface flow velocity, and flow state change rules in the pilot channel.

[0188] The above embodiments describe only the basic principles, main features and / or advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and the invention content of the specification only describe the principles or specific cases of the present invention. Without departing from the essence of the innovative idea of ​​the present invention, the innovative scheme of the present invention may be subject to various changes and improvements, and these changes and improvements all fall within the scope of protection required by the present invention.

Claims

1. A simulation analysis method for water flow conditions in a double-line ship lock approach channel, characterized in that: The following steps are involved: Based on the situation that the double-line ship lock shares the upper and lower approach channels, a three-dimensional model of the approach channel is established; Establishing a water flow mathematical model of the pilot channel according to the three-dimensional model of the pilot channel; Determine the operating conditions of the double-line ship lock during filling and discharge, including water level, ship lock operation mode and main gallery valve opening time; Based on the mathematical model of water flow in the pilot channel, a three-dimensional numerical simulation of the non-steady flow in the pilot channel under different operating conditions when the double-line ship lock is filled and discharged is carried out, and the water level fluctuation, water surface velocity and flow state change rules in the pilot channel are obtained.

2. The simulation analysis method for water flow conditions of a double-line ship lock approach channel according to claim 1 is characterized in that: Based on the situation that the double-line ship lock shares the upper approach channel and the lower approach channel, a three-dimensional model of the upper approach channel and a three-dimensional model of the lower approach channel are established for the upper approach channel and the lower approach channel respectively. The three-dimensional model of the upper approach channel includes the upper lock head, the upper navigation section and the upper approach channel section. The simulation range of the three-dimensional model of the lower approach channel includes the lower lock head, the lower navigation section and the lower approach channel section. The water dividing walls of the upper approach channel and the lower navigation section adopt a layout type with a hollow bottom.

3. The simulation analysis method for water flow conditions of a double-line ship lock approach channel according to any one of claims 1-2, characterized in that: The water level includes the design head, the minimum navigation head and the common head. The design head is 10.32m, the minimum navigation head is 9.62m, the common head is 8.04m; the ship lock operation modes include single-line entry and exit of ships and dual-line synchronous entry and exit of ships; the main corridor valve opening time includes 4min or 3min.

4. The simulation analysis method for water flow conditions of a double-line ship lock approach channel according to any one of claims 1-2, characterized in that: The water surface velocity law includes water surface velocity distribution, transverse surface velocity distribution, and longitudinal profile velocity distribution.

5. A method for judging the navigation of ships in a double-line ship lock pilot channel, characterized in that: The evaluation method adopts the simulation analysis method of the water flow conditions of the double-line ship lock pilot channel as described in any one of claims 1-4 to obtain the water level fluctuation changes, water surface velocity, and flow state change rules in the pilot channel, and judge whether the water surface velocity meets the requirements for safe navigation of ships; calculate the mooring force for ship mooring, and judge whether the mooring force meets the requirements for safe berthing of ships.

6. The method for judging the navigation of ships in the double-line ship lock pilot channel according to claim 5, characterized in that: The calculation formula for the mooring force of ships moored in the upstream and downstream pilot channels when the lock chamber is released is: P=P' v +P' B Where P is the mooring force of the ship in the pilot channel, P' v is the velocity force in the pilot channel, P' B is the wave force in the pilot channel.

7. The method for judging the navigation of ships in the double-line ship lock pilot channel according to claim 6, characterized in that: The calculation formula of flow velocity force is: Where δ is the square coefficient of the ship or fleet displacement; is the residual resistance coefficient; m c is the velocity unevenness coefficient in front of the ship; f is the friction coefficient; χ is the flooded cross-sectional area of ​​the ship; O is the flooded surface area of ​​the ship; W is the displacement of the ship fleet; R is the hydraulic radius; C is the Xie Cai coefficient; Q is the flow rate; ω is the water-passing cross-sectional area in the pilot channel; g is the gravitational acceleration; J is the hydraulic gradient; A is the water-passing cross-sectional area.

8. The method for judging the navigation of ships in the double-line ship lock pilot channel according to claim 6, characterized in that: The wave force calculation formula is: In the formula is the average flow rate increase rate during the period when the wave moves along the ship or fleet; t c is the travel period; Q1 is the flow at the beginning of the period; Q2 is the flow at the end of the period; α is the coefficient; ω n B is the cross-sectional area of ​​the pilot channel; n is the water surface width of the pilot channel; W is the displacement of the fleet; χ is the flooded cross-sectional area of ​​the fleet; l c is the converted length of the ship or fleet; g is the acceleration due to gravity.

9. The method for judging the navigation of a ship in a double-line ship lock pilot channel according to any one of claims 5 to 8, characterized in that: The safe navigation conditions for ships in the pilot channel are: the maximum longitudinal flow velocity in the upstream pilot channel should not be greater than 0.5-0.8 m / s, and the maximum longitudinal flow velocity in the downstream pilot channel should not be greater than 0.8-1.0 m / s.

10. The method for judging the navigation of a ship in a double-line ship lock pilot channel according to any one of claims 5 to 8, characterized in that: During the simulation, the ship type is a 5000-ton bulk carrier; the requirements for safe berthing of the ship are: the maximum longitudinal mooring force of a 5000t ship is not more than 58kN, and the maximum transverse mooring force is not more than 29.0kN.

11. A simulation and analysis system for water flow conditions in a double-line ship lock approach channel, characterized in that: The system comprises: The pilot channel modeling module is used to establish a three-dimensional model of the pilot channel based on the shared upper and lower pilot channels of the double-line ship lock; A mathematical modeling module is used to establish a mathematical model of water flow in the pilot channel based on the three-dimensional model of the pilot channel; The working condition determination module is used to determine the operating conditions of the double-line ship lock during the filling and discharge process. The operating conditions include water level, ship lock operation mode and main gallery valve opening time; The simulation analysis module is used to carry out three-dimensional numerical simulation of the non-steady flow in the pilot channel under different operating conditions when the double-line ship lock is filled and discharged based on the mathematical model of the pilot channel water flow, so as to obtain the water level fluctuation, water surface flow velocity and flow state change law in the pilot channel.

12. An electronic device comprising at least one processor and a memory in communication with the at least one processor; the memory stores instructions executable by the at least one processor, characterized in that: The instructions are executed by the at least one processor so that the at least one processor can execute the simulation analysis method of the water flow conditions of the double-line ship lock navigation channel as described in any one of claims 1-4.

13. A computer-readable storage medium, wherein at least one instruction, at least one program, code set or instruction set is stored in the computer-readable storage medium, characterized in that: The at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement the simulation analysis method of the water flow conditions of the double-line ship lock navigation channel as described in any one of claims 1-4.

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