Method and device for determining section scale of navigable tunnel and electronic equipment

Abstract

The invention discloses a method and device for determining the section scale of a navigable tunnel and electronic equipment, and relates to the technical field of inland river shipping engineering or other related technical fields, and the method comprises the steps: determining a navigable water depth range and a tunnel width range which meet the ship navigation requirements according to the ship passing density of a tunnel; determining a midship cross section water immersion area of the navigable ship during the designed draft according to the ship type coefficient; calculating channel section coefficients corresponding to channels with different water depths in the navigable tunnel according to the water immersion area of the midship cross section and the water passing section area of the tunnel channel; and determining the section scale of the navigable tunnel based on the navigable water depth range, the tunnel width range, the channel section coefficients corresponding to the channels with different water depths and the water immersion area of the midship cross section. According to the method, the technical problem of low navigation efficiency caused by unreasonable section size design of the inland river navigation tunnel in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of inland waterway shipping engineering or other related fields. Specifically, it relates to a method and device for determining the cross-section scale of a navigation tunnel, and an electronic device. Background Art

[0002] Inland waterway transportation has relative advantages such as large transportation capacity, less land occupation, low energy consumption, low emissions, and low cost, and has been successfully applied all over the world. In plain areas, the method of excavating waterways is adopted to connect lakes and rivers to achieve efficient navigation. In high mountain and canyon areas, due to the large terrain undulation, a series of problems will occur when using conventional excavation schemes, such as: large earthwork excavation volume, large occupied land for storing the excavated earthwork, great impact on the surrounding groundwater level and ecological environment, and large project investment.

[0003] In related technologies, building a navigation tunnel has become an optimal solution to solve these problems. However, in terms of the design of the tunnel cross-section scale, there are deficiencies in the existing technologies. The tunnel cross-section scale is small, the passing capacity is small, which easily becomes a bottleneck of inland waterway shipping projects. If the tunnel cross-section scale is large, the lining structure design is difficult and the cost is high. Therefore, the tunnel cross-section scale of the navigation tunnel is related to the navigation efficiency, construction technology, and construction cost. It is crucial to reasonably determine its cross-section scale. The design of the navigation tunnel cross-section scale should consider both economy and safety, and avoid excessive increase in the cross-section scale leading to an increase in the lining structure design difficulty and unreasonable increase in the project cost, or the cross-section scale design being too small leading to low navigation efficiency and increased safety risks.

[0004] In addition, ships are large in volume, and the driving difficulty is relatively high compared to cars and trains. The speed of ships in water is affected by the tunnel cross-section scale, and they are prone to deviation. The tunnel cross-section design methods in water conservancy and hydropower projects, highway projects, railway projects, and subway projects are not applicable to navigation tunnels.

[0005] In the already built navigation tunnels, it is easy to occur that due to the small cross-section scale, ships often collide with the tunnel sidewalls during driving, the passing capacity is small, which becomes a bottleneck of the passing capacity in the entire waterway project and reduces the waterway passing capacity.

[0006] In view of the above problems, no effective solution has been proposed yet. Summary of the Invention

[0007] Embodiments of the present invention provide a method and device for determining the cross-section scale of a navigation tunnel, and an electronic device, so as to at least solve the technical problem that the cross-section scale design of the inland navigation tunnel in related technologies is unreasonable, resulting in low navigation efficiency.

[0008] According to one aspect of an embodiment of the present invention, a method for determining the cross-section scale of a navigable tunnel is provided, including: determining a navigable water depth range and a tunnel width range that meet the ship navigation requirements according to the passing density of ships in the tunnel; determining the immersed midship section area when the designed draft of the navigable ship is based on the ship form coefficient; calculating the channel section coefficient corresponding to the channels with different water depths in the navigable tunnel according to the immersed midship section area and the cross-sectional area of the water passing through the tunnel channel; and determining the cross-section scale of the navigable tunnel based on the navigable water depth range, the tunnel width range, the channel section coefficient corresponding to the channels with different water depths, and the immersed midship section area.

[0009] Optionally, the step of determining the navigable water depth range that meets the ship navigation requirements according to the passing density of ships in the tunnel includes: obtaining the minimum lock chamber water depth of the navigable tunnel and determining the minimum navigable water depth value of the navigable tunnel based on the minimum lock chamber water depth; obtaining the water depth-draft ratio of the deep water channel corresponding to the navigable tunnel and determining the maximum navigable water depth value of the navigable tunnel based on the water depth-draft ratio of the deep water channel, where the critical water depth value of the deep water channel is based on the minimum navigable water depth value and the highest critical value corresponding to the deep water channel; and determining the navigable water depth range that meets the ship navigation requirements based on the minimum navigable water depth value, the maximum navigable water depth value, and the draft depth parameter of the navigable tunnel.

[0010] Optionally, the step of determining the tunnel width range that meets the ship navigation requirements according to the passing density of ships in the tunnel includes: obtaining the ship track width, the safety distance from the outer side of the ship to the edge of the channel, the ship width, the ship length, and the ship's navigation drift angle to obtain the maximum width value of the single-line channel of the navigable tunnel; determining whether the minimum width value of the single-line channel is greater than a preset tunnel width threshold; in the case where the minimum width value of the single-line channel is greater than the preset tunnel width threshold, calculating the minimum width value of the single-line channel of the navigable tunnel based on the ship width of the representative navigable ship and a preset additional width parameter; and determining the tunnel width range that meets the ship navigation requirements based on the minimum width value of the single-line channel and the preset tunnel width threshold.

[0011] Optionally, after determining the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the passing density of ships in the tunnel, it further includes: calculating the average ship traveling speed based on the tunnel length of the navigable tunnel and the passing density of ships in the tunnel; and calculating the maximum ship speed when the ship travels in the channel of the navigable tunnel based on the average ship traveling speed and the ship's ultimate speed coefficient.

[0012] Optionally, the steps for determining the immersed midship section area at the designed draft of a navigable ship according to the block coefficient include: selecting the block coefficient corresponding to the target ship according to the predetermined transportation industry standard; obtaining the ship width and the ship draft depth of the target ship; calculating the immersed midship section area of the target ship to be navigated in the navigable tunnel based on the block coefficient, the ship width, and the ship draft depth.

[0013] Optionally, the cross-sectional area of the tunnel waterway is obtained by the following method: when the target ship is traveling at the maximum speed in the waterway of the navigable tunnel, calculating the cross-sectional area of the tunnel waterway for different tunnel width values and corresponding navigable water depth values.

[0014] Optionally, when determining the cross-sectional scale of the navigable tunnel, it further includes: widening the lower part of the navigable tunnel to obtain a rectangular structure; locally excavating the upper part of the navigable tunnel to meet the tunnel width range; installing predetermined supporting facilities on both sides of the waterway of the navigable tunnel, where the predetermined supporting facilities include at least one of the following: safety guardrails, wave-dissipating facilities, and maintenance channels; determining the cross-section of the navigable tunnel based on the tunnel passage with the predetermined supporting facilities installed, and obtaining the scale value of the cross-section of the navigable tunnel.

[0015] Optionally, before determining the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel, it further includes: obtaining the one-way annual ship lock passing parameters of the ship locks on both sides of the target navigable tunnel project, where the one-way annual ship lock passing parameters include: gate opening and closing duration, ship lock water filling duration, ship entering and leaving the lock speed, annual navigation days, and loading coefficients of various types of ships; calculating the single-passage speed, single-passage average tonnage, and single-passage duration of each ship type based on the one-way annual ship lock passing parameters; calculating the one-way annual passing ship parameters and the one-way annual passing ship number of the ship locks on both sides of the target navigable tunnel project based on the number of ships passing through per unit time, the sum of the utilization coefficients of the up and down load weights, and the annual navigable duration of the waterway.

[0016] According to another aspect of the embodiments of the present invention, a device for determining the cross-section scale of a navigable tunnel is further provided, including: a navigable basic range determining unit for determining a navigable water depth range and a tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel; a midship section immersed area determining unit for determining the midship section immersed area when the designed draft of the navigable ship is determined according to the block coefficient; a channel section coefficient calculating unit for calculating the channel section coefficients corresponding to the channels with different water depths in the navigable tunnel according to the midship section immersed area and the cross-sectional area of the water passing through the tunnel channel; a navigable tunnel cross-section scale determining unit for determining the cross-section scale of the navigable tunnel based on the navigable water depth range, the tunnel width range, the channel section coefficients corresponding to the channels with different water depths, and the midship section immersed area.

[0017] Optionally, the navigable basic range determining unit includes: a minimum navigable water depth value determining module for obtaining the minimum chamber water depth of the ship lock of the navigable tunnel and determining the minimum navigable water depth value of the navigable tunnel based on the minimum chamber water depth of the ship lock; a maximum navigable water depth value determining module for obtaining the water depth draft ratio of the deep water channel corresponding to the navigable tunnel and determining the maximum navigable water depth value of the navigable tunnel based on the water depth draft ratio of the deep water channel, wherein the critical water depth value of the deep water channel is based on the minimum navigable water depth value and the highest critical value corresponding to the deep water channel; a navigable water depth range determining module for determining a navigable water depth range that meets the ship navigation requirements based on the minimum navigable water depth value, the maximum navigable water depth value, and the draft depth parameter of the navigable tunnel.

[0018] Optionally, the navigable basic range determining unit includes: a maximum width value determining module for a single-line channel for obtaining the ship track width, the safety distance from the outer side of the ship to the edge of the channel, the ship width, the ship length, and the ship navigation drift angle to obtain the maximum width value of the single-line channel of the navigable tunnel; a tunnel width judging module for judging whether the minimum width value of the single-line channel is greater than a preset tunnel width threshold; a minimum width value calculating module for a single-line channel, a tunnel width range determining module for calculating the minimum width value of the single-line channel of the navigable tunnel based on the ship width of the representative ship for navigation and a preset surplus width parameter when the minimum width value of the single-line channel is greater than the preset tunnel width threshold; and determining a tunnel width range that meets the ship navigation requirements based on the minimum width value of the single-line channel and the preset tunnel width threshold.

[0019] Optionally, the device for determining the cross-sectional dimensions of a navigable tunnel further includes: a module for calculating an average ship speed, for calculating the average ship speed based on the tunnel length of the navigable tunnel and the density of ships passing through the tunnel, after determining the navigable water depth range and tunnel width range that meet the ship navigation requirements according to the density of ships passing through the tunnel; and a module for calculating the maximum speed of a ship when traveling in the waterway of the navigable tunnel based on the average ship speed and the ship's maximum speed coefficient.

[0020] Optionally, the midship cross-section flooded area determination unit includes: a ship square coefficient selection module, used to select the ship square coefficient corresponding to the target ship according to a predetermined transportation industry standard; a ship draft parameter acquisition module, used to obtain the ship width and ship draft of the target ship; a midship cross-section flooded area calculation module, used to calculate the midship cross-section flooded area of the target ship to be traveling in the navigation tunnel based on the ship square coefficient, the ship width and the ship draft.

[0021] Optionally, when obtaining the water-passing cross-sectional area of the tunnel channel, the device for determining the cross-sectional dimensions of the navigable tunnel includes: a tunnel channel water-passing cross-sectional area calculation module, which is used to obtain the maximum speed of the target ship when it is traveling in the channel of the navigable tunnel, and calculate the water-passing cross-sectional area of the tunnel channel for different tunnel width values and corresponding navigable water depth values.

[0022] Optionally, when determining the cross-sectional dimensions of the navigation tunnel, the device for determining the cross-sectional dimensions of the navigation tunnel further includes: a widening unit for widening the lower portion of the navigation tunnel to obtain a rectangular structure; an excavation unit for partially excavating the upper portion of the navigation tunnel to meet the width range of the tunnel; a supporting facilities installation unit for installing predetermined supporting facilities on both sides of the waterway of the navigation tunnel, wherein the predetermined supporting facilities include at least one of the following: safety guardrails, wave-breaking facilities, and maintenance passages; a navigation tunnel cross-sectional dimension value determination unit for determining the navigation tunnel cross-sectional dimension based on the tunnel channel in which the predetermined supporting facilities have been installed, and obtaining the dimension value of the navigation tunnel cross-sectional dimension.

[0023] Optionally, the device for determining the cross-section scale of a navigable tunnel further includes: a one-way annual lock passage parameter acquisition unit, configured to acquire the one-way annual lock passage parameters of the ship locks on both sides of the target navigable tunnel project before determining the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel, where the one-way annual lock passage parameters include: the gate opening and closing duration, the lock water filling duration, the ship entering and leaving the lock speed, the annual navigation days, and the loading coefficients of various types of ships; a ship type parameter calculation unit, configured to calculate the single passage speed, the average tonnage per single passage, and the single passage duration of each ship type based on the one-way annual lock passage parameters; a one-way annual passage ship parameter calculation unit, configured to calculate the one-way annual passage ship parameters and the one-way annual passage ship number of the ship locks on both sides of the target navigable tunnel project based on the number of ships passing through per unit time, the sum of the load utilization coefficients of the upstream and downstream, and the annual navigable duration of the waterway.

[0024] On the other hand, according to an embodiment of the present invention, there is also provided a computer-readable storage medium, where the computer-readable storage medium includes a stored computer program, and when the computer program runs, it controls the device where the computer-readable storage medium is located to execute the method for determining the cross-section scale of a navigable tunnel according to any one of the above.

[0025] On the other hand, according to an embodiment of the present invention, there is also provided an electronic device, including one or more processors and a memory, where the memory is used to store one or more programs, and when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method for determining the cross-section scale of a navigable tunnel according to any one of the above.

[0026] On the other hand, according to an embodiment of the present invention, there is also provided a computer program product, including a computer program, where when the computer program is executed by a processor, it implements the steps of the method for determining the cross-section scale of a navigable tunnel according to any one of the above.

[0027] In the present disclosure, the navigable water depth range and the tunnel width range that meet the ship navigation requirements are determined according to the ship passing density in the tunnel, the immersed midship section area when determining the designed draft of the navigable ship is determined according to the ship type coefficient, the section coefficient of the waterway corresponding to different water depths in the navigable tunnel is calculated according to the immersed midship section area and the cross-sectional area of the waterway in the tunnel, and the cross-section scale of the navigable tunnel is determined based on the navigable water depth range, the tunnel width range, the section coefficient of the waterway corresponding to different water depths, and the immersed midship section area.

[0028] Based on the above disclosure, the cross-sectional dimensions of the navigation tunnel can be determined based on the navigation draft range of the navigation tunnel, the tunnel width range, the cross-sectional coefficient corresponding to the waterways with different water depths, and the immersed area of the midship section, so that the passing capacities of the navigation structures, the tunnel, and the waterway are better matched, greatly improving the navigation efficiency, thereby solving the technical problem in the related art that the cross-sectional dimension design of the inland navigation tunnel is unreasonable, resulting in low navigation efficiency. Brief Description of the Drawings

[0029] The drawings described herein are used to provide a further understanding of the present invention, and constitute a part of this application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0030] Figure 1 is a flowchart of an optional method for determining the cross-sectional dimensions of a navigation tunnel according to an embodiment of the present invention;

[0031] Figure 2 is a schematic diagram of an optional navigation tunnel project for the over-mountain section of the Xianggui Canal according to an embodiment of the present invention;

[0032] Figure 3 is a schematic cross-sectional diagram of an optional navigation tunnel project design according to an embodiment of the present invention;

[0033] Figure 4 is a schematic diagram of an optional device for determining the cross-sectional dimensions of a navigation tunnel according to an embodiment of the present invention;

[0034] Figure 5 is a hardware structure block diagram of an electronic device (or mobile device) for an optional method for determining the cross-sectional dimensions of a navigation tunnel according to an embodiment of the present invention. Detailed Description of the Embodiments

[0035] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0036] It should be noted that the terms "first", "second", etc. in the description, claims and the above-mentioned drawings of the present invention are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present invention described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0037] It should be noted that the method and device for determining the cross-section scale of a navigation tunnel in the present disclosure can be used in the field of inland waterway engineering technology in the case of realizing the determination of the cross-section scale of a navigation tunnel in inland waterway engineering.

[0038] It should be noted that the information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) collected in the present disclosure are information and data authorized by the user or fully authorized by all parties. And the processing of relevant data, such as collection, storage, use, processing, transmission, provision, disclosure and application, all comply with the relevant laws, regulations and standards of the relevant regions, take necessary confidentiality measures, do not violate public order and good customs, and provide corresponding operation entrances for users to choose to authorize or refuse. For example, there is an interface between the present system and relevant users or institutions. Before obtaining relevant information, it is necessary to send a request for obtaining information to the aforementioned users or institutions through the interface, and obtain the relevant information after receiving the consent information feedback from the aforementioned users or institutions.

[0039] It should be noted that in the present disclosure, when collecting customer information, analyzing customer information, a corresponding operation entrance is provided for users to choose to agree or refuse the automated decision result; if the user chooses to refuse, the expert decision-making process will be entered.

[0040] The following embodiments of the present invention can be applied to various systems / applications / devices for determining the cross-section scale of a navigation tunnel. The cross-section scale of the navigation tunnel provided by the present invention can be applied to mountainous and canyon areas with complex terrain in inland water transportation where it is difficult to adopt conventional channel excavation techniques. The specific application scenario can be in the project of building a canal crossing a high mountain. For example, in the navigation tunnel project of the over-mountain section of the Xianggui Canal, in such a project, ship locks are configured at both ends, and a relatively long waterway is connected in the middle, and the key navigation tunnel serves as a passage for crossing geological obstacles, taking into account the size of the ship, the navigation speed, and the safety and efficiency during the navigation process.

[0041] By optimizing the cross-section scale design, the navigation speed of ships in the tunnel is ensured to match the passing capacity of the ship locks and waterways at both ends, avoiding the tunnel becoming a traffic bottleneck and significantly increasing the annual number of ships passing through and the cargo passing capacity of the entire waterway project. At the same time, considering the driving characteristics of ships in a narrow tunnel, the present invention reduces the collision events of ships in the tunnel by increasing the appropriate navigation water depth and width, improving the navigation safety, especially in the case of increasing ship size and navigation density.

[0042] In addition, the present invention fully considers the maneuverability of ships and the requirements for tunnel maintenance during the design process, and the formed cross-section of the navigation tunnel is convenient for ships to pass through and is also conducive to daily inspection and maintenance.

[0043] The present invention will be described in detail below in conjunction with each embodiment.

[0044] Embodiment 1

[0045] According to an embodiment of the present invention, an embodiment of a method for determining the cross-section scale of a navigation tunnel is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0046] Figure 1 is a flowchart of an optional method for determining the cross-section scale of a navigation tunnel according to an embodiment of the present invention, as Figure 1 shown, the method includes the following steps:

[0047] Before determining the navigation water depth range and tunnel width range that meet the ship navigation requirements, the present invention first analyzes the one-way annual ship lock passing parameters of the ship locks on both sides of the target navigation tunnel project to ensure the rationality and efficiency of the tunnel design. These parameters include key data such as the opening and closing duration of the gate, the water filling duration of the ship lock, the ship entering and leaving the lock speed, the annual navigation days, and the loading coefficients of various types of ships. They are crucial for calculating the single-pass speed, the average tonnage per single pass, and the single-pass duration, and thus affect the design scale of the tunnel and the navigation efficiency of the entire waterway project.

[0048] It should be noted that when obtaining the one-way annual lock passing parameters of the locks on both sides of the target navigable tunnel project, it is usually based on the comprehensive analysis of the operation data and specification requirements of existing lock projects. For example, the gate opening and closing duration (such as 4 minutes) is the basic time consumption during the lock operation; the lock filling and emptying duration (such as 15 minutes) is closely related to the hydraulic characteristics of the lock and its designed surge chamber system; the ship entering and leaving the lock speed (such as 0.8 m / s for entering the lock and 1.0 m / s for leaving the lock) reflects the average speed of the ship passing through the lock, which is directly related to the passing efficiency of the lock; the annual navigation days (such as 340 days) take into account the restrictions on navigation due to climate, maintenance and other factors; the loading coefficients of various types of ships (such as 0.8) are related to the load capacity of the ships and affect the calculation of the passing load tonnage.

[0049] Optionally, before determining the navigable water depth range and tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel, it also includes: obtaining the one-way annual lock passing parameters of the locks on both sides of the target navigable tunnel project, where the one-way annual lock passing parameters include: gate opening and closing duration, lock filling and emptying duration, ship entering and leaving the lock speed, annual navigation days, loading coefficients of various types of ships; calculating the single-pass speed, single-pass average tonnage, and single-pass duration of each ship type based on the one-way annual lock passing parameters; calculating the one-way annual passing ship parameters and the one-way annual passing ship times of the locks on both sides of the target navigable tunnel project based on the number of ships passing through per unit time, the sum of the load utilization coefficients of up and down directions, and the annual navigable duration of the waterway.

[0050] The calculation of the single-pass speed can be determined by analyzing the average speed of the ship entering and leaving the lock and the effective length of the lock. Generally speaking, this involves the comprehensive consideration of ship hydrodynamics and hydraulics to ensure that the ship can pass through the lock safely and quickly. The single-pass average tonnage is based on the average tonnage and passing proportion of various types of ships and the effective size of the lock, and the single-pass duration is calculated by integrating the gate opening and closing time, filling and emptying time, ship entering and leaving the lock speed, and necessary interval time. Determining the single-pass duration has direct guiding significance for estimating the ship passing density in the tunnel and setting the width and water depth of the tunnel.

[0051] In addition, the calculation of the number of ships passing through per unit time is based on the lock chamber length, single-pass duration, and the number of ships. By analyzing the queuing and operation process of the ships in the lock, the number of ships that can pass through per unit time can be estimated. The sum of the load utilization coefficients of up and down directions refers to the case of a two-way waterway, taking into account the load differences and utilization efficiencies of up and down ships. This coefficient is obtained by analyzing historical ship load data and predicting future trends. The annual navigable duration of the waterway refers to the actual navigable hours or days in a year after excluding the time when navigation is impossible due to maintenance, climate or other force majeure factors.

[0052] Step S101: Determine the navigable water depth range and the tunnel width range that meet the ship navigation requirements based on the passing density of ships in the tunnel.

[0053] This step S101 is based on the passing density of ships in the tunnel and uses existing lock design parameters and specifications to determine the navigable water depth range and the tunnel width range that meet the navigation requirements. The following will be explained and described in detail respectively.

[0054] Optionally, the step of determining the navigable water depth range that meets the ship navigation requirements based on the passing density of ships in the tunnel includes: obtaining the minimum chamber water depth of the lock in the navigable tunnel and determining the minimum navigable water depth value of the navigable tunnel based on the minimum chamber water depth of the lock; obtaining the water depth draft ratio of the deep water channel corresponding to the navigable tunnel and determining the maximum navigable water depth value of the navigable tunnel based on the water depth draft ratio of the deep water channel, where the critical water depth value of the deep water channel is based on the minimum navigable water depth value and the highest critical value corresponding to the deep water channel; determining the navigable water depth range that meets the ship navigation requirements based on the minimum navigable water depth value, the maximum navigable water depth value, and the draft depth parameter of the navigable tunnel.

[0055] Among them, the minimum chamber water depth is an important parameter that must be considered in lock design. It ensures that the water depth at the shallowest part during lock operation is sufficient for the design representative ship to pass smoothly. For a navigable tunnel, the designed minimum navigable water depth should be at least equivalent to the minimum chamber water depth of the lock to avoid the tunnel becoming a bottleneck for passing capacity. The water depth draft ratio of the deep water channel is used to determine whether the channel belongs to a "deep water channel". For a navigable tunnel, this ratio is also applicable to determine whether the tunnel can be regarded as a deep water channel, that is, whether the tunnel water depth is sufficient to reduce the water flow resistance at the bottom of the ship, thus avoiding the blockage effect.

[0056] Optionally, the step of determining the tunnel width range that meets the ship navigation requirements based on the passing density of ships in the tunnel includes: obtaining the ship track width, the safety distance from the outer side of the ship to the edge of the channel, the ship width, the ship length, and the ship navigation drift angle to obtain the maximum width value of the single-line channel of the navigable tunnel; determining whether the minimum width value of the single-line channel is greater than the preset tunnel width threshold; in the case where the minimum width value of the single-line channel is greater than the preset tunnel width threshold, calculating the minimum width value of the single-line channel of the navigable tunnel based on the ship width of the navigation representative ship and the preset additional width parameter; determining the tunnel width range that meets the ship navigation requirements based on the minimum width value of the single-line channel and the preset tunnel width threshold.

[0057] In tunnel design, the determination of the tunnel width range is based on the balance between the minimum width value of a single-line waterway and the economic threshold, ensuring that the tunnel can not only meet the requirements for the safe passage of ships but also avoid unnecessary construction costs due to an overly large width design. Among them, the ship width, length, and navigation drift angle are important factors determining the tunnel width, and the determination of the track width and safety distance ensures the safe navigation of ships in the tunnel.

[0058] When presetting the tunnel width threshold, it is necessary to consider the cost increase and construction difficulty brought about by the increase in tunnel width. If the calculated minimum width value of the single-line waterway is greater than this threshold, the rationality of the tunnel width design needs to be reconsidered.

[0059] Optionally, after determining the navigable water depth range and tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel, it further includes: calculating the average ship traveling speed based on the tunnel length of the navigable tunnel and the ship passing density in the tunnel; calculating the maximum ship speed when the ship travels in the waterway of the navigable tunnel based on the average ship traveling speed and the ship's limit speed coefficient.

[0060] The navigable tunnel length and the ship passing density in the tunnel are key parameters for calculating the average ship traveling speed. The tunnel length determines the time required for the ship to pass through the tunnel, while the ship passing density in the tunnel reflects the number of ships that can pass through per unit time, indirectly affecting the average traveling speed of the ship in the tunnel.

[0061] In tunnel design, not only the average ship traveling speed but also the maximum ship speed must be considered to ensure that the size and structure of the tunnel can withstand the ship's navigation at the maximum speed (i.e., the maximum ship speed when the ship travels in the waterway of the navigable tunnel, which can also refer to the limit speed). The ship's limit speed coefficient is a parameter reflecting the ratio between the maximum ship speed and the normal speed when the ship travels in a narrow water area or tunnel, usually less than 1. For example, 0.8.

[0062] Step S102: Determine the midship section immersed area when the navigable ship is at the designed draft according to the ship form coefficient.

[0063] Optionally, the step of determining the midship section immersed area when the navigable ship is at the designed draft according to the ship form coefficient includes: selecting the ship block coefficient corresponding to the target ship according to the predetermined transportation industry standard; obtaining the ship width and ship draft depth of the target ship; calculating the midship section immersed area of the target ship to be traveled in the navigable tunnel based on the ship block coefficient, ship width, and ship draft depth.

[0064] Among them, the block coefficient of a ship is a parameter reflecting the geometric relationship between the underwater volume and dimensions of the ship, and is usually defined as the ratio of the underwater volume of the ship to the volume of the ideal geometric body formed by its maximum dimensions (length, width, and draft). In the design of inland waterways and navigable tunnels, this coefficient is used to evaluate the impact of the ship on the water flow and the required cross-sectional dimensions of the tunnel. Specifically, the predetermined transportation industry standard may refer to selecting the block coefficient of the ship matching the type of the target ship for navigation design according to the "Code for Loads in Port Engineering" (JTS144-1-2010) or other applicable transportation industry standards. For example, for dry bulk carriers, the recommended block coefficient is 0.825, while for general cargo ships or river ships, 0.625 may be used.

[0065] It should be noted that the block coefficient of a ship may vary under different channel conditions and ship designs. Therefore, according to specific environmental factors and ship design details, such as the specific type of the ship (oil tanker, bulk carrier, river barge, etc.) and the hydrodynamic characteristics of the channel, fine-tuning may be required or specific correction factors may be adopted.

[0066] The immersed midship section area of a ship is a key factor for measuring the underwater resistance and hydrodynamic performance of the ship, and is used to analyze the navigation stability and resistance of the ship under given water depth conditions. Using the selected block coefficient of the ship and combining the width and draft of the target ship, the immersed midship section area of the ship at the design draft can be calculated.

[0067] It should be noted that the draft of the ship will vary under different load conditions, which will in turn affect its immersed midship section area. Therefore, when calculating the immersed midship section area, the draft of the target ship under typical load conditions should be considered to ensure that the designed tunnel can meet the navigation requirements under various load conditions.

[0068] Step S103, calculate the channel section coefficient corresponding to the channels with different water depths in the navigable tunnel according to the immersed midship section area and the cross-sectional area of the tunnel channel.

[0069] Among them, the channel section coefficient is calculated based on the immersed midship section area and the cross-sectional area of the tunnel channel. Specifically, it can be calculated using the following formula: Channel section coefficient = Cross-sectional area of the tunnel channel / Immersed midship section area.

[0070] Optionally, the cross-sectional area of the tunnel waterway is obtained as follows: When obtaining the maximum speed of the target ship when it travels in the waterway of the navigation tunnel, for different tunnel width values and corresponding navigable water depth values, calculate the cross-sectional area of the tunnel waterway. Among them, the purpose of calculating the cross-sectional area of the tunnel waterway is to determine the optimal scale of the tunnel cross-section by calculating the section coefficient of the tunnel at different water depths, so as to ensure that the tunnel has good navigation performance and at the same time control the project cost.

[0071] It should be noted that the calculation of the cross-sectional area of the tunnel waterway needs to combine the maximum speed of the target ship in the navigation tunnel and the analysis of different tunnel widths and navigable water depths. The maximum speed is the maximum speed at which the ship can pass through the tunnel safely and efficiently, and it is affected by the section coefficient of the tunnel. The lower the section coefficient, the higher the resistance and risk during ship navigation.

[0072] Step S104: Determine the cross-sectional scale of the navigation tunnel based on the navigable water depth range, tunnel width range, section coefficient of the waterway corresponding to different water depths, and the immersed midship section area.

[0073] After determining the navigable water depth range and tunnel width range, the cross-sectional scale of the tunnel can be determined by calculating the section coefficient of the waterway corresponding to different water depths. A reasonable value of the section coefficient of the waterway should ensure good hydrodynamic performance of the tunnel, while controlling the cross-sectional area to avoid unnecessary excavation costs.

[0074] Through the above steps, the navigable water depth range and tunnel width range that meet the ship navigation requirements can be determined according to the passing density of ships in the tunnel, the immersed midship section area when the navigable ship is designed to draw water can be determined according to the ship type coefficient, the section coefficient of the waterway corresponding to different water depths in the navigation tunnel can be calculated according to the immersed midship section area and the cross-sectional area of the tunnel waterway, and the cross-sectional scale of the navigation tunnel can be determined based on the navigable water depth range, tunnel width range, section coefficient of the waterway corresponding to different water depths, and the immersed midship section area. In this embodiment, the cross-sectional scale of the navigation tunnel can be determined based on the navigable water depth range, tunnel width range, section coefficient of the waterway corresponding to different water depths, and the immersed midship section area of the navigation tunnel, so that the passing capacity matching of the navigation building, tunnel, and waterway is better, greatly improving the navigation efficiency, thereby solving the technical problem of low navigation efficiency caused by the unreasonable design of the cross-sectional scale of the inland river navigation tunnel in the related technology.

[0075] Optionally, when determining the cross-section scale of the navigation tunnel, it further includes: widening the lower part of the navigation tunnel to obtain a rectangular structure; locally excavating the upper part of the navigation tunnel to meet the tunnel width range; installing predetermined supporting facilities on both sides of the navigation channel of the navigation tunnel, where the predetermined supporting facilities include at least one of the following: safety guardrails, wave dissipation facilities, and maintenance channels; determining the cross-section of the navigation tunnel based on the tunnel passage with the predetermined supporting facilities installed, and obtaining the scale value of the cross-section of the navigation tunnel.

[0076] When determining the cross-section scale of the navigation tunnel, in addition to the basic water depth and width design, in order to further optimize the navigation conditions and structural safety, the present invention also proposes a series of additional steps and measures, mainly including widening the lower part of the navigation tunnel to form a rectangular structure, locally excavating the upper part, and installing specific supporting facilities on both sides of the tunnel navigation channel, ensuring that the design of the navigation tunnel can not only meet the navigation needs of large ships but also improve the safety and economy of the entire project.

[0077] Among them, widening the lower part of the navigation tunnel to obtain a rectangular structure is to optimize the section coefficient and improve the navigation efficiency while controlling the project cost by increasing the width of the lower part of the tunnel to form a rectangular cross-section on the basis of meeting the requirements of the minimum water depth and width of the navigation tunnel. Here, it should be noted that the section coefficient of the navigation tunnel is a key indicator to measure the passing capacity of the tunnel, which reflects the ratio of the tunnel cross-section area to the immersed area of the ship. For the navigation tunnel, a larger section coefficient means smaller water flow resistance, which is conducive to maintaining a stable ship navigation speed and improving the navigation efficiency. However, simply increasing the tunnel width will greatly increase the complexity of the lining structure and the project cost, while widening the lower part of the tunnel to form a rectangular structure can optimize the cross-section shape, improve the water flow conditions, and enhance the navigation efficiency without significantly increasing the total cross-section area.

[0078] Specifically, according to the requirements of the "Design Code for Waterway Engineering" regarding the section coefficient and the consideration of the safety of ships navigating in the tunnel, the designer needs to first calculate the original cross-section area of the tunnel under the conditions of the minimum navigation water depth and width. Then, by analyzing the change of the ship's resistance under different water depth conditions, determine the specific size that needs to be widened at the lower part of the tunnel to form a rectangular structure. The optimized design of the rectangular structure should consider the balance among the ship's navigation stability, hydrodynamics, and cost control.

[0079] When making partial excavation treatment on the upper part of the navigable tunnel to meet the tunnel width range, in some cases, the originally designed tunnel width may not be sufficient to meet the navigation requirements, or in order to adapt to the possible changes in ship types in the future, it is necessary to make partial excavation on the upper part of the tunnel to increase the tunnel width. This method of partial excavation can not only meet the navigation needs, but also avoid unnecessary large-scale excavation, thus saving project costs. Specifically, after initially determining the minimum navigable water depth of the tunnel, the width of the tunnel after widening at the lower part can be calculated. Subsequently, comparing this width with the upper limit value of the tunnel width range, if the width after widening at the lower part still fails to meet the width range requirements, the designer will make partial excavation treatment on the upper part of the tunnel until the tunnel width reaches the design requirements. In addition, it should be noted that the degree and location of partial excavation need to ensure that they do not affect the overall structural safety of the tunnel.

[0080] To ensure the safe operation and later maintenance management of the navigable tunnel, a series of supporting facilities such as safety guardrails, wave dissipation facilities, and maintenance channels also need to be installed on both sides of the tunnel waterway. These facilities are crucial for ensuring the smoothness and safety of ship navigation, as well as the daily maintenance and emergency handling of the tunnel. Among them, the setting of safety guardrails can effectively prevent ships from accidentally deviating from the waterway in the tunnel and hitting the tunnel wall, thus improving navigation safety. The wave dissipation facilities are mainly used to reduce the wave effect caused by ship navigation in the tunnel and avoid impacting subsequent ships and the tunnel structure. The maintenance channel is the infrastructure to ensure the daily inspection and maintenance of the tunnel, and its layout and width design need to consider the safety and convenience of personnel access.

[0081] The renovated tunnel will be measured in detail, including the width, height of the tunnel, and the occupied space of the supporting facilities, etc. Subsequently, based on these data, as well as the navigation characteristics and safety requirements of the ships, the designer finally determines the cross-sectional dimensions of the tunnel. This dimension should not only ensure the smooth passage of ships, but also meet the requirements of structural strength and stability, and at the same time leave enough space for future maintenance and upgrading.

[0082] The following will be described in detail in combination with another optional specific implementation manner.

[0083] The tunnel cross-section design is a system related to multiple navigable technical indicators, including factors such as the cross-section coefficient, allowable ship speed, water surface fluctuation, and driving sight, etc. The most important influencing factor among them is the cross-section coefficient. According to the cross-section scale required for passing capacity, in essence, the cross-section coefficient of the tunnel is determined by combining the one-way lockage time of the lock project. The time for ships to pass through the tunnel is matched with the one-way lockage time of the lock project, and then the designed ship speed is estimated through the tunnel length and navigation time. From this, the cross-section coefficient is inversely calculated and the cross-sectional dimensions are designed, so as to achieve the best balance between passing capacity and project investment.

[0084] The present invention will be illustratively described below in conjunction with a specific navigable tunnel project, namely the navigable tunnel project of the over-mountain section of the Xiang-Gui Canal.

[0085] In the first aspect, the present invention provides a method for designing the cross-section scale of a navigable tunnel. Taking the navigable tunnel project of the over-mountain section of the Xiang-Gui Canal as an example, the method for designing the cross-section scale of the navigable tunnel will be described as follows:

[0086] Figure 2 It is a schematic diagram of a navigable tunnel project of the over-mountain section of the Xiang-Gui Canal according to an embodiment of the present invention. As Figure 2 shown, the navigable tunnel project includes: ship locks at both ends, a middle channel, and a navigable tunnel. Among them, the effective scale of the lock chambers at both ends is 200m×34m×5.5m (lock chamber length×lock chamber width×minimum sill depth), and 2 lines of ship locks are built at each end. The middle channel is 28 km long and is designed as a two-way channel. The length of the tunnel is 2 km, and a double-tunnel design is adopted (the large tunnel is the navigable tunnel, and the small tunnel is the maintenance tunnel).

[0087] Figure 2 For the illustrated navigable tunnel project, the designed ship tonnage is 2000t, and the designed representative ship type scale is 85m×15.8m×3.6m (length×width×draft).

[0088] When specifically calculating the cross-section scale of the tunnel of this navigable tunnel project, the following steps are included:

[0089] Step S1: Calculate the number of ships passing through the ship locks in one direction per year and the one-way annual ship lock passing capacity.

[0090] The navigable tunnel project of the over-mountain section of the Xiang-Gui Canal consists of ship locks at both ends, a middle channel, and a navigable tunnel. The effective scale of the lock chambers at both ends is 200m×34m×5.5m (lock chamber length×lock chamber width×minimum sill depth), and 2 lines of ship locks are built at each end. Estimate the number of ships passing through the ship lock projects at both ends in one direction per year according to the "General Design Code for Ship Locks".

[0091] Under the condition of a Class II waterway in the future, the traffic volume of the Xiang-Gui Canal in 2050 can reach 40 million tons. The predicted ship flow structure under the condition of a Class II waterway is shown in Tables 1 to 3 below.

[0092] Table 1 Ship tonnage structure of the future canal's Class II waterway cross-section

[0093]

[0094] Table 2 Planned ship type scales of the Xiang-Gui Canal's Class II waterway Unit (m)

[0095]

[0096] Table 3 Main parameters for calculating the ship lock passing capacity

[0097]

[0098]

[0099] Table 4 Calculation of the Passing Capacity of the Lock Chamber with Dimensions of 200×34×5.5m (Grade II)

[0100]

[0101]

[0102] 1. Calculation Principles

[0103] The following issues were considered during the calculation:

[0104] 1) Referring to the design experience of lock chambers of similar scale, a water conveyance system with three-stage stilling basins was selected for the lock chamber, and the water conveyance time was controlled within 15 min to 18 min. In this case, 15 min was adopted.

[0105] 2) The gate opening and closing time was taken as 4 min.

[0106] 3) According to the development trend of ship types, the number of fleets has been decreasing continuously, while the number of single motorized ships has been increasing continuously. In accordance with the regulations in the "General Design Code for Lock Chambers" and referring to the on-site measured data, the average entering speed was taken as 0.8 m / s, and the average leaving speed was taken as 1.0 m / s.

[0107] 4) Based on the proportion of ship types passing through the lock, their dimensions, and the proposed lock chamber dimensions, the random scheduling of ships passing through the lock was carried out by means of computer simulation, avoiding the subjectivity and empiricism of traditional manual scheduling, and calculating the three key parameters for calculating the passing capacity of the lock chamber, namely "average deadweight tonnage per lockage", "average utilization rate of the lock chamber", and "average number of ships per lockage".

[0108] 2. Lock Chamber Information Parameters

[0109] The basic information of the lock chamber is shown in Table 5 below.

[0110] Table 5 Basic Information Table of the Lock Chamber

[0111]

[0112]

[0113] 3. Dynamic Scheduling

[0114] The ship type proportions calculated based on the traffic volume and ship type proportions are shown in Table 6 below:

[0115] Table 6 Ship Type Proportions

[0116]

[0117] After calculation, the average tonnage passing through the lock at one time for the dynamic gear shift is: 10914 t.

[0118] 4. One-time lock passage time

[0119] The one-time lock passage time of the ship lock is calculated according to the following formula:

[0120] One-way lock passage T1: 4t1 + t2 + 2t3 + t4 + 2t5.

[0121] Among them, T1 refers to the one-way one-time lock passage duration (min); t1 refers to the door opening or closing duration (min); t2 refers to the first ship entering the lock duration in one direction (min); t3 refers to the lock chamber filling or draining duration (min); t4 refers to the first ship leaving the lock duration in one direction (min); t5 refers to the interval duration between ships or fleets entering or leaving the lock (min).

[0122] Two-way lock passage T2: 4t1 + 2t ′ 2 + 2t3 + t2t ′ 4 + 4t5.

[0123] Among them, T2 refers to the two-way lock passage duration for each of the upstream and downstream passages (min); t ′ 2 refers to the first ship entering the lock duration in two directions (min); t ′ 4 refers to the first ship leaving the lock duration in two directions. The one-time lock passage time is shown in Table 7 below.

[0124] Table 7 One-time lock passage time

[0125]

[0126]

[0127] Step S2: Calculate the annual number of ships passing through the lock in one direction of the waterway. The middle waterway is 28 km long, with a two-way waterway design, a waterway width of 70 m, a minimum water depth of 4.8 m, and a minimum turning radius of 500 m. Estimate the cross-sectional ship passing number and cargo passing capacity of the waterway project according to the "Waterway Engineering Handbook".

[0128] Refer to the following formula to calculate the waterway passing capacity:

[0129] Ww = P * M * N * t * a1 * a2 * a3 * a4

[0130] Among them, Ww refers to the waterway passing capacity; P refers to the standard deadweight tonnage of the ship; M refers to the number of ships passing through per unit time; N refers to the sum of the load utilization coefficients of upstream and downstream; t refers to the annual available passing duration (h); a1 refers to the reduction coefficient caused by the increase in ship density resulting in an increase in operating resistance. For example, 0.7 is taken for the upstream section and 0.9 is taken for the middle and downstream sections. a2 refers to the reduction coefficient caused by the imbalance of inland river operations; a3 refers to the reduction coefficient caused by the variable draft of the ship; a4 refers to the influence coefficient caused by ship meeting and avoidance resulting in ship deceleration.

[0131] For example, in the navigation tunnel project of the over-mountain section of the Xianggui Canal, it is determined that M = 2×10 km / h = 20 (ships / h), then Ww = 2800×(2×10)×(0.9 + 0.7)×1×340×22×0.7×0.6×0.6×0.8 = 13511 (10,000 tons). That is, the waterway passing capacity is significantly greater than the lock passing capacity, and the lock is the bottleneck of the waterway passing capacity.

[0132] Step S3: Estimate the ship passing density in the tunnel. The locks on both sides of the waterway are designed as double-line locks; the same tunnel is designed as a double-tunnel, that is, the upstream and downstream are separated, that is, the navigation density of the tunnel is the same as that of the lock. According to Table 4 above, the time for an average ship to pass through the lock is T1 = 76.95 / 4 = 19.24 (min), that is, the ship passing density of a single navigation tunnel is 1 / 19.24 (ships / min). The navigation time loss caused by tunnel maintenance, repair and accidents is not considered here, so it is an estimate.

[0133] Step S4: Determine the navigable water depth range. The minimum navigable water depth hc of the navigation tunnel is mainly related to the draft depth hs of the design representative ship and the sinking amount. The navigation tunnel can be regarded as a narrow waterway similar to a lock, and the value range of the minimum navigable water depth h of the tunnel can be set with reference to the minimum chamber water depth of the lock in the "General Design Code for Locks" (JTJ305 - 2001): hc > 1.6hs.

[0134] The influence of channel depth on ship navigation is mainly that when the water depth is relatively shallow, the bottom of the channel restricts the water flow movement around the ship, increases the water flow velocity on the ship, and thus produces a blocking effect. Obviously, when the channel depth reaches a certain depth, the influence of the bottom of the channel on ship navigation can be ignored, and at this time it can be called a "deep water channel". Therefore, the critical value corresponding to the "deep water channel" can be used as the upper limit value of the minimum navigable water depth hs of the tunnel. For the boundary of the "deep water channel", the current common method is to determine it according to the water depth draft ratio hc / hs. According to the recommendations of the International Shipping Association, the water depth draft ratio hc / hs corresponding to the "deep water channel" can be taken as 3. Therefore, the value range of the minimum navigable water depth hs of the navigable tunnel can be set as: 1.6hs ≤ hc ≤ 3.0hs. That is, 1.6×2.6 = 4.16 ≤ hc ≤ 3.0×2.6 = 7.8, and take 5 ≤ hc ≤ 8.

[0135] Step S5: Determine the tunnel width range.

[0136] The calculation formula for the width of a single - line channel tunnel can be as follows:

[0137] B1 = B F +2d

[0138] B F = B s +Ls inβ

[0139] Where, B1 - the width of the single - line channel in the straight section (m);

[0140] B F - the width of the ship or fleet track zone (m);

[0141] d - the safety distance from the outer side of the ship or fleet to the edge of the channel (m); for ships, it can be taken as (0.25 - 0.30) times the width of the track zone, and for single ships, it can be taken as (0.34 - 0.40) times the width of the track zone; because widening the tunnel will cause a large increase in investment, here it is taken as 0.25 times the width of the track zone.

[0142] B s - the width of the ship or fleet (m);

[0143] L - the length of the ship or fleet (m);

[0144] β - the drift angle of the ship or fleet during navigation (°), because there is basically no wind load influence in the navigable tunnel, take 1°;

[0145] For the navigable tunnel project of the over - mountain section of the Xiang - Gui Canal shown in this embodiment, B1 = B s +Ls inβ+2d = 1.5(B s+Ls inβ) = 1.5×(16.3 + 88×s in(1 / 180×pi())) = 26.75(m), take B1 = 27m.

[0146] The channel width determined by this formula is relatively large. For a navigation tunnel, with current construction technology, the tunnel width should not be greater than 25m. To meet the requirements of ship navigation, the tunnel width should be greater than the ship width + safety margin = 16.3 + 2 (1m reserved on each side) = 18.3(m). That is, the tunnel width should be between 18.3m and 25m.

[0147] Step S6: Estimate the ship speed in the tunnel. The length of the navigation tunnel is 2km, so the speed of each ship passing through the tunnel is V1 = 2000 / (19.24×60) = 1.73m / s. Here, it is assumed that the ship speed is uniform.

[0148] It should be noted that in this embodiment, when calculating the limit speed, a predetermined speed coefficient is adopted. For example, 0.8. The limit speed is 1 / 0.8 = 1.25 times the designed speed. Then the limit speed of the ship in the tunnel is V2 = V1 / 0.8 = 1.73 / 0.8 = 2.16(m / s).

[0149] Step S7: Determine the immersed midship section area of the navigation ship at the designed draft according to the ship form coefficient. Select the ship block coefficient according to the industry standard of transportation "Code for Loads in Port Engineering" (JTS144 - 1 - 2010). For example, the block coefficient of a dry bulk carrier is 0.825, then the immersed midship section area A of a 2000 - ton dry bulk carrier s = 16.3 * 2.6 * 0.825 = 34.96m2.

[0150] Among them, the formula for calculating the immersed midship section area of the ship adopted is A s = B s ×hs×C b = 16.3 * 2.6 * 0.825 = 34.96m 2 .

[0151] B s — Ship width, hs — Ship draft, C b — Block coefficient of dry bulk carrier.

[0152] According to the calculated tunnel section coefficient, carry out the design of the tunnel section scale and related structures.

[0153] Step S8: Draw up the tunnel section scale.

[0154] The minimum channel depth and minimum channel width required for safe ship navigation in the canal channel are calculated through steps S4 and S5. If the combination of the minimum water depth and the minimum width is adopted, the channel section coefficient is less than 6, which does not meet the requirements of Article 3.0.5 of the "Inland Waterway Navigation Standard".

[0155] Therefore, under the conditions of the minimum channel depth and minimum channel width required for safe ship navigation, in order to achieve a certain specific speed and meet the requirements of the section coefficient, it is necessary to increase the channel cross-sectional area to reduce the ship resistance.

[0156] It should be noted that when a ship sails in a restricted channel, due to the limitation of boundary conditions, there is a limit speed. According to the limit speed determined in step S6, the channel section coefficients at different water depths are measured. For example, the tunnel width of a 2,000-ton ship is shown in Table 8 below. According to the tunnel width calculated in step S5, the tunnel cross-section scale in Table 8 is tunnel width B1 = 19.3m, and the navigable water depth hc = 5m.

[0157] Specifically, referring to the formula for calculating the combination between the tunnel width and the navigable water depth at different water depths under the limit speed (corresponding to the highest speed of the above ship sailing in the navigable tunnel):

[0158]

[0159] Among them, g is the acceleration due to gravity, taking 9.8m / s2; h is the water depth (m); A s is the immersed midship cross-sectional area when designing the draft of the designed navigable ship or fleet (m 2 ); A c is the cross-sectional area of the channel through which water flows (m 2 ), and V lim is the limit speed.

[0160] Among them, A c = B1*hc. By trial calculation of hc, the corresponding hc and B1 are listed in Table 8, and various combinations of the navigable water depth and the tunnel width are calculated through the above formula.

[0161] Table 8 Tunnel width at different water depths

[0162]

[0163] Furthermore, the channel section coefficient = the cross-sectional area of the channel through which water flows at the lowest navigable water level / the immersed midship cross-sectional area. Through this formula, the channel section coefficients at different water depths of the navigable tunnel can be calculated. For example, the channel section coefficient = the water area on the cross-section at the lowest navigable water level / the immersed midship cross-sectional area of the ship = (5 * 19 / 34.96) = 2.72.

[0164] Step S9: Determine the tunnel cross-section scale.

[0165] When a ship sails in a tunnel, in addition to meeting the requirements of navigable water depth, it also needs to meet the requirements of navigable clearance dimensions. According to the "Inland Waterway Navigation Standard", the navigable clearance height for Class II waterways is 10m.

[0166] Figure 3 It is a schematic cross-section diagram of an optional navigable tunnel project according to an embodiment of the present invention. As Figure 3 shown, taking the position of (navigable clearance dimension + navigable water depth) / 2 as the center of the circle, which is the center of the circle formed by the shield machine, the initial excavation of the navigable tunnel is carried out. See Figure 3 the left figure in

[0167] To meet the requirements of the section coefficient, the lower part of the tunnel is widened into a rectangle. See Figure 3 the middle figure. To meet the navigable width and clearance height within the navigable width, local excavation is carried out within the upper navigable width. See Figure 3 the middle figure.

[0168] By installing supporting facilities, including safety guardrails, wave-dissipating facilities, maintenance channels, etc., the cross-section of the navigable tunnel is formed.

[0169] In the embodiment of the present invention, based on the analysis of the tunnel passing capacity, the waterway project, and the passing capacity of the navigation building project, the ship sailing speed in the tunnel is proposed, so that the matching of the passing capacities of the navigation building, the tunnel, and the waterway is better, and the investment benefit is higher.

[0170] In the embodiment of the present invention, the designed cross-section dimensions of the navigable tunnel are relatively economical and reasonable, with good navigable safety and higher efficiency.

[0171] The following is a detailed description in combination with another embodiment.

[0172] Embodiment 2

[0173] The device for determining the cross-section dimensions of a navigable tunnel provided in this embodiment includes a plurality of implementation units, and each implementation unit corresponds to each implementation step in Embodiment 1 above.

[0174] Figure 4 It is a schematic diagram of an optional device for determining the cross-section dimensions of a navigable tunnel according to an embodiment of the present invention. As Figure 4 shown, the device for determining the cross-section dimensions of the navigable tunnel may include: a navigable basic range determination unit 41, a midship section immersed area determination unit 42, a waterway section coefficient calculation unit 43, and a navigable tunnel cross-section dimension determination unit 44.

[0175] Among them, the navigable basic range determination unit 41 is used to determine the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel.

[0176] The midship section immersed area determination unit 42 is configured to determine the midship section immersed area at the designed draft of the navigable ship according to the ship form coefficient.

[0177] The channel section coefficient calculation unit 43 is configured to calculate the channel section coefficients corresponding to the channels with different water depths in the navigable tunnel according to the midship section immersed area and the cross-sectional area of the water passage of the tunnel channel.

[0178] The navigable tunnel section dimension determination unit 44 is configured to determine the dimensions of the navigable tunnel section based on the navigable water depth range, the tunnel width range, the channel section coefficients corresponding to the channels with different water depths, and the midship section immersed area.

[0179] The above-mentioned device for determining the dimensions of the navigable tunnel section can, through the navigable basic range determination unit 41, determine the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the ship passing density of the tunnel, through the midship section immersed area determination unit 42, determine the midship section immersed area at the designed draft of the navigable ship according to the ship form coefficient, through the channel section coefficient calculation unit 43, calculate the channel section coefficients corresponding to the channels with different water depths in the navigable tunnel according to the midship section immersed area and the cross-sectional area of the water passage of the tunnel channel, and through the navigable tunnel section dimension determination unit 44, determine the dimensions of the navigable tunnel section based on the navigable water depth range, the tunnel width range, the channel section coefficients corresponding to the channels with different water depths, and the midship section immersed area. In this embodiment, the dimensions of the navigable tunnel section can be determined based on the navigable water depth range, the tunnel width range, the channel section coefficients corresponding to the channels with different water depths, and the midship section immersed area, so that the passing capacities of the navigation structures, the tunnel, and the channel are better matched, greatly improving the navigation efficiency, thereby solving the technical problem in the related art that the design of the cross-section dimensions of the inland navigable tunnel is unreasonable, resulting in low navigation efficiency.

[0180] Optionally, the navigable basic range determination unit includes: a minimum navigable water depth value determination module, configured to obtain the minimum lock chamber water depth of the navigable tunnel and determine the minimum navigable water depth value of the navigable tunnel based on the minimum lock chamber water depth; a maximum navigable water depth value determination module, configured to obtain the water depth draft ratio of the deep water channel corresponding to the navigable tunnel and determine the maximum navigable water depth value of the navigable tunnel based on the water depth draft ratio of the deep water channel, wherein the critical water depth value of the deep water channel is based on the minimum navigable water depth value and the highest critical value corresponding to the deep water channel; and a navigable water depth range determination module, configured to determine the navigable water depth range that meets the ship navigation requirements based on the minimum navigable water depth value, the maximum navigable water depth value, and the draft depth parameter of the navigable tunnel.

[0181] Optionally, the navigable basic range determination unit includes: a single-line channel maximum width value determination module, configured to obtain the ship track width, the safety distance from the outer side of the ship to the edge of the channel, the ship width, the ship length, and the ship navigation drift angle, so as to obtain the maximum width value of the single-line channel of the navigable tunnel; a tunnel width judgment module, configured to judge whether the minimum width value of the single-line channel is greater than a preset tunnel width threshold; a single-line channel minimum width value calculation module, and a tunnel width range determination module, configured to, when the minimum width value of the single-line channel is greater than the preset tunnel width threshold, calculate the minimum width value of the single-line channel of the navigable tunnel based on the ship width of the navigable representative ship and a preset safety width parameter; and determine the tunnel width range that meets the ship navigation requirements based on the minimum width value of the single-line channel and the preset tunnel width threshold.

[0182] Optionally, the device for determining the cross-section scale of the navigable tunnel further includes: a ship average traveling speed calculation module, configured to, after determining the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the tunnel ship passing density, calculate the average traveling speed of the ship based on the tunnel length of the navigable tunnel and the tunnel ship passing density; and a ship maximum speed calculation module, configured to calculate the maximum speed of the ship when traveling in the channel of the navigable tunnel based on the average traveling speed of the ship and the ship limit speed coefficient.

[0183] Optionally, the midship section immersed area determination unit includes: a ship block coefficient selection module, configured to select a ship block coefficient corresponding to the target ship according to a predetermined transportation industry standard; a ship draft parameter acquisition module, configured to acquire the ship width and the ship draft depth of the target ship; and a midship section immersed area calculation module, configured to calculate the midship section immersed area of the target ship to be traveled in the navigable tunnel based on the ship block coefficient, the ship width, and the ship draft depth.

[0184] Optionally, when the device for determining the cross-section scale of the navigable tunnel acquires the cross-sectional area of the tunnel channel, it includes: a tunnel channel cross-sectional area calculation module, configured to calculate the cross-sectional area of the tunnel channel for different tunnel width values and corresponding navigable water depth values when the target ship travels in the channel of the navigable tunnel at the maximum speed.

[0185] Optionally, when determining the cross-sectional dimensions of the navigation tunnel, the device for determining the cross-sectional dimensions of the navigation tunnel further includes: a widening unit for widening the lower portion of the navigation tunnel to obtain a rectangular structure; an excavation unit for partially excavating the upper portion of the navigation tunnel to meet the tunnel width range; a supporting facilities installation unit for installing predetermined supporting facilities on both sides of the waterway of the navigation tunnel, wherein the predetermined supporting facilities include at least one of the following: safety guardrails, wave-breaking facilities, and maintenance passages; a unit for determining the scale value of the cross-sectional dimensions of the navigation tunnel, for determining the cross-sectional dimensions of the navigation tunnel based on the tunnel channel in which the predetermined supporting facilities have been installed, and obtaining the scale value of the cross-sectional dimensions of the navigation tunnel.

[0186] Optionally, the device for determining the cross-sectional dimensions of the navigable tunnel also includes: a one-way annual ship lock passage parameter acquisition unit, which is used to obtain the one-way annual ship lock passage parameters of the ship locks on both sides of the target navigable tunnel project before determining the navigable water depth range and tunnel width range that meet the ship navigation requirements according to the tunnel ship passing density, wherein the one-way annual ship lock passage parameters include: gate opening and closing time, ship lock water delivery time, ship entry and exit speed, annual number of sea passages, and loading factors of various types of ships; a ship type parameter calculation unit, which is used to calculate the single-pass speed, single-pass average tonnage, and single-pass time of each ship type based on the one-way annual ship lock passage parameters; a one-way annual ship passing parameter calculation unit, which is used to calculate the one-way annual ship passing parameters and the one-way annual number of ships passing the ship locks on both sides of the target navigable tunnel project based on the number of ships passing per unit time, the sum of the upstream and downstream load utilization coefficients, and the navigable time of the waterway throughout the year.

[0187] The above-mentioned device for determining the cross-sectional dimensions of the navigation tunnel may also include a processor and a memory. The above-mentioned basic navigation range determination unit 41, the midship cross-section flooded area determination unit 42, the channel section coefficient calculation unit 43, the navigation tunnel cross-sectional dimensions determination unit 44, etc. are all stored in the memory as program units, and the processor executes the above-mentioned program units stored in the memory to realize the corresponding functions.

[0188] The processor includes a kernel, which retrieves the corresponding program unit from the memory. One or more kernels can be set, and the cross-sectional scale design of the navigation tunnel project can be realized by adjusting the kernel parameters.

[0189] The above-mentioned memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash memory (fl ash RAM), and the memory includes at least one storage chip.

[0190] According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium, which includes a stored computer program. When the computer program runs, it controls the device where the computer-readable storage medium is located to execute the method for determining the cross-section scale of a navigable tunnel according to any one of the above-mentioned Embodiment 1.

[0191] According to another aspect of the embodiments of the present invention, there is also provided an electronic device, which includes one or more processors and a memory. The memory is used to store one or more programs. When the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method for determining the cross-section scale of a navigable tunnel according to any one of the above-mentioned Embodiment 1.

[0192] The present application also provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements the steps of the method for determining the cross-section scale of a navigable tunnel in each embodiment of the present application.

[0193] The present application also provides a computer program product, which includes a non-volatile computer-readable storage medium. The non-volatile computer-readable storage medium stores a computer program. When the computer program is executed by a processor, it implements the steps of the method for determining the cross-section scale of a navigable tunnel in each embodiment of the present application.

[0194] Figure 5 is a hardware structure block diagram of an electronic device (or mobile device) for the method of determining the cross-section scale of a navigable tunnel according to an embodiment of the present invention. As Figure 5 shown, the electronic device may include one or more ( Figure 5 shown as 502a, 502b,..., 502n in Figure 5 processors (the processor may include, but is not limited to, a processing device such as a microprocessor MCU or a programmable logic device FPGA), and a memory 504 for storing data. In addition, it may further include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of the I / O interface), a network interface, a keyboard, a power supply, and / or a camera. Those of ordinary skill in the art can understand that Figure 5 the structure shown is only schematic and does not limit the structure of the above-mentioned electronic device. For example, the electronic device may further include more or fewer components than Figure 5 shown, or have a different configuration from

[0195] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages and disadvantages of the embodiments.

[0196] In the above embodiments of the present invention, the descriptions of the various embodiments each have their own emphasis. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0197] In the several embodiments provided by the present application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only illustrative. For example, the division of the units can be a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of the units or modules can be in electrical or other forms.

[0198] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place, or can be distributed to multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0199] In addition, the functional units in the various embodiments of the present invention can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated units can be implemented in the form of hardware or in the form of software functional units.

[0200] If the above integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. And the aforementioned storage medium includes: USB flash drives, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), mobile hard disks, magnetic disks or optical disks and other various media that can store program codes.

[0201] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A method for determining the cross-sectional scale of a navigable tunnel, characterized in that, Including: Determine the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the passing density of ships in the tunnel; Determine the immersed midship section area when the navigable ship is designed to draw water according to the ship form coefficient; Calculate the section coefficient of the waterway corresponding to different water depths in the navigable tunnel according to the immersed midship section area and the cross-sectional area of the waterway of the tunnel waterway; Determine the cross-sectional scale of the navigable tunnel based on the navigable water depth range, the tunnel width range, the section coefficient of the waterway corresponding to different water depths in the tunnel, and the immersed midship section area.

2. The method for determining the cross-sectional dimension of a navigable tunnel according to claim 1, wherein The steps of determining the navigable water depth range that meets the ship navigation requirements according to the passing density of ships in the tunnel include: Obtain the minimum chamber water depth of the ship lock of the navigable tunnel, and determine the minimum navigable water depth value of the navigable tunnel based on the minimum chamber water depth of the ship lock; Obtain the water depth draft ratio of the deep waterway corresponding to the navigable tunnel, and determine the maximum navigable water depth value of the navigable tunnel based on the water depth draft ratio of the deep waterway, where the critical water depth value of the deep waterway is based on the minimum navigable water depth value and the highest critical value corresponding to the deep waterway; Determine the navigable water depth range that meets the ship navigation requirements based on the minimum navigable water depth value, the maximum navigable water depth value, and the draft depth parameter of the navigable tunnel.

3. The method for determining the cross-section scale of a navigable tunnel according to claim 1, wherein, The steps of determining the tunnel width range that meets the ship navigation requirements according to the passing density of ships in the tunnel include: Obtain the width of the ship's track belt, the safety distance from the outer side of the ship to the edge of the waterway, the width of the ship, the length of the ship, and the drift angle of the ship's navigation to obtain the maximum width value of the single-line waterway of the navigable tunnel; Judge whether the minimum width value of the single-line waterway is greater than the preset tunnel width threshold; When the minimum width value of the single-line waterway is greater than the preset tunnel width threshold, calculate the minimum width value of the single-line waterway of the navigable tunnel based on the width of the representative ship for navigation and the preset additional width parameter; Determine the tunnel width range that meets the ship navigation requirements based on the minimum width value of the single-line waterway and the preset tunnel width threshold.

4. The method for determining the cross-sectional dimension of a navigable tunnel according to claim 1, wherein After determining the navigable water depth range and the tunnel width range that meet the ship navigation requirements according to the passing density of ships in the tunnel, it further includes: Calculate the average traveling speed of the ship based on the tunnel length of the navigable tunnel and the passing density of the ships in the tunnel; Calculate the maximum sailing speed of the ship when sailing in the waterway of the navigable tunnel based on the average traveling speed of the ship and the ship's ultimate sailing speed coefficient.

5. The method for determining the cross-sectional dimension of a navigable tunnel according to claim 1, wherein The steps of determining the immersed midship section area when the navigable ship is designed to draw water according to the ship form coefficient include: Select the ship block coefficient corresponding to the target ship according to the predetermined transportation industry standard; Obtain the width of the target ship and the draft depth of the target ship; Calculate the immersed midship section area of the target ship to be traveled in the navigable tunnel based on the ship block coefficient, the width of the ship, and the draft depth of the ship.

6. The method for determining the cross-sectional dimension of a navigable tunnel according to claim 1, characterized in that, The cross-sectional area of the tunnel waterway is obtained by the following method: Obtain the cross-sectional area of the tunnel waterway by calculating the cross-sectional area of the tunnel waterway for different tunnel width values and corresponding navigable water depth values when the target ship is sailing at the maximum sailing speed in the waterway of the navigable tunnel.

7. The method for determining the cross-section scale of a navigable tunnel according to claim 1, characterized in that When determining the cross-section scale of a navigable tunnel, it also includes: Widening the lower part of the navigable tunnel to obtain a rectangular structure; Locally excavating the upper part of the navigable tunnel to meet the tunnel width range; Installing predetermined supporting facilities on both sides of the waterway of the navigable tunnel, where the predetermined supporting facilities include at least one of the following: safety guardrails, wave-dissipating facilities, and maintenance channels; Based on the tunnel passage with the predetermined supporting facilities installed, determining the cross-section of the navigable tunnel to obtain the scale value of the cross-section of the navigable tunnel.

8. The method for determining the cross-sectional dimension of a navigable tunnel according to claim 1, characterized in that, Before determining the navigable water depth range and tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel, it also includes: Obtaining the one-way annual ship lock passing parameters of the ship locks on both sides of the target navigable tunnel project, where the one-way annual ship lock passing parameters include: gate opening and closing duration, ship lock water filling duration, ship entering and leaving the lock speed, annual navigation days, and loading coefficients of various types of ships; Calculating the single-pass speed, single-pass average tonnage, and single-pass duration of each ship type based on the one-way annual ship lock passing parameters; Calculating the one-way annual passing ship parameters and one-way annual passing ship times of the ship locks on both sides of the target navigable tunnel project based on the number of ships passing through per unit time, the sum of the utilization coefficients of the up and down load weights, and the annual navigable duration of the waterway.

9. An apparatus for determining the cross-sectional scale of a navigable tunnel, characterized in that It includes: A navigable basic range determination unit for determining the navigable water depth range and tunnel width range that meet the ship navigation requirements according to the ship passing density in the tunnel; A midship section immersed area determination unit for determining the midship section immersed area when the designed draft of the navigable ship is determined according to the ship form coefficient; A waterway section coefficient calculation unit for calculating the waterway section coefficients corresponding to the waterways with different water depths in the navigable tunnel according to the midship section immersed area and the cross-sectional area of the water passing through the tunnel waterway; A navigable tunnel cross-section scale determination unit for determining the cross-section scale of the navigable tunnel based on the navigable water depth range, the tunnel width range, the waterway section coefficients corresponding to the waterways with different water depths, and the midship section immersed area.

10. An electronic device, characterized in that, It includes one or more processors and a memory, and the memory is used to store one or more programs. Wherein, when the one or more programs are executed by the one or more processors, the one or more processors implement the method for determining the cross-section scale of the navigable tunnel according to any one of claims 1 to 8.

11. A computer program product, comprising a computer program, characterized in that, The steps of the method for determining the cross-section scale of the navigable tunnel according to any one of claims 1 to 8 are implemented when the computer program is executed by the processor.

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