Method for determining section scale of large-scale artificial canal

Abstract

The invention discloses a large-scale artificial canal section scale determination method. The method comprises the steps of calculating a basic section scale, meeting specification requirements, of a large-scale artificial canal; according to the basic section scale, a full-task large ship simulator is adopted to carry out a ship manipulation analog simulation test, and the minimum section scale meeting the navigation safety requirement is screened out; and evaluating the plurality of design section scales based on the minimum section scale to determine an optimal section scale. According to the section scale determination method based on staged optimization, calculation of the basic section scale, screening of the minimum section scale through analog simulation and determination of the optimal section scale based on evaluation of the minimum section scale are conducted, the steps are clear, logic coherence is achieved, it is ensured that the whole determination process is scientific and reasonable, and the method is suitable for large-scale popularization and application. The method can solve the problem of determining the section size of the I-grade, 3000t and above large-scale artificial canal, and achieves the effects of meeting the navigation safety requirement and saving the project investment as much as possible.

Description

Technical Field

[0001] The invention belongs to the technical field of canal section design, and in particular relates to a method for determining the cross-section dimensions of a large artificial canal. Background Art

[0002] With the development of the economy and society, high-grade and large-scale canals are becoming an inevitable trend in future canal construction and development. Canal cross-sections are typically designed in a trapezoidal shape, and their dimensions directly determine the project scale and investment. Cross-section design parameters include water depth, bottom width, and side slope ratio. The side slope ratio is determined by geological conditions, so the parameters that require key verification are water depth and bottom width.

[0003] Generally speaking, determining canal cross-sectional dimensions is complex, requiring both navigational safety and investment economics while minimizing impacts on land occupation, resettlement, and transportation along the route. For small and medium-sized canals (Class II, 2,000 tons or less), current regulations provide clear cross-sectional dimension calculation methods and reference scales. However, for large artificial canals (Class I, 3,000 tons or more), determining cross-sectional dimensions lacks standardization and methodological support, and the interaction between cross-sectional dimensions and the navigation of large vessels remains unclear, making it difficult to meet the needs of future canal development, which will require higher-level and larger vessels. Summary of the Invention

[0004] The purpose of the present invention is to address the deficiencies in the above-mentioned background technology and to provide a method for determining the cross-sectional dimensions of a large artificial canal with strong applicability and high reliability.

[0005] The technical solution adopted by the present invention is: a method for determining the cross-sectional dimensions of a large artificial canal,

[0006] Calculate the basic cross-sectional dimensions of large artificial canals to meet regulatory requirements;

[0007] Based on the basic cross-sectional scale, a full-mission large-scale ship simulator is used to conduct ship maneuvering simulation tests to screen out the minimum cross-sectional scale that meets the navigation safety requirements;

[0008] Based on the minimum cross-sectional scale, several designed cross-sectional scales are evaluated to determine the optimal cross-sectional scale.

[0009] Furthermore, the basic cross-sectional dimensions of a large artificial canal are calculated using the following formula:

[0010] h=T+Δt;

[0011] B b =B-2m(hT)

[0012] B=2B f +2d+c

[0013] B f =B S +Lsinβ

[0014] Among them, h is the cross-section water depth; T is the ship draft; Δt is the surplus water depth; B b is the bottom width of the section; m is the slope coefficient; B is the channel width; B f is the width of the ship or fleet's track; d is the safe distance from the ship or fleet's outer side to the edge of the channel; c is the safe distance when the ship or fleet meets another ship; B S is the width of the ship or fleet; L is the length of the ship or fleet; β is the drift angle of the ship or fleet.

[0015] Furthermore, based on the basic cross-sectional scale, a full-mission large-scale ship simulator is used to conduct ship maneuvering simulation tests to screen out the minimum cross-sectional scale that meets the navigation safety requirements of the large artificial canal, including:

[0016] A certain section of a large artificial canal is selected as an experimental section, and the geographical parameters of the experimental section are imported into the control system of a full-mission large ship simulator;

[0017] On the basis of the basic cross-section scale, the cross-section water depth and cross-section bottom width are changed to form several different set cross-section scales, and the different set cross-section scales are combined with different set navigation conditions to form several different experimental conditions;

[0018] The experimenters completed the ship navigation and maneuvering under different experimental conditions on a full-mission large-scale ship simulator, and obtained the navigation parameters corresponding to different set cross-sectional scales;

[0019] Based on the navigation parameters, it is judged whether different set section sizes meet the safety needs of ship navigation, and the minimum set section bottom width and the corresponding minimum set section water depth that meet the safety needs of ship navigation are taken as the minimum section size.

[0020] Furthermore, on the basis of the basic cross-section scale, the cross-section water depth and cross-section bottom width are transformed to form several different set cross-section scales, including:

[0021] The water depth of the control section starts from the water depth of the basic section and increases with the set water depth interval as the step length to obtain several set section water depths;

[0022] The control section bottom width starts from the basic section bottom width and increases with the set bottom width interval as the step length to obtain several set section bottom widths.

[0023] Several set section water depths and several set section bottom widths are arranged and combined to obtain several different set section scales.

[0024] Furthermore, the navigation conditions include wind direction and wind force.

[0025] Furthermore, the navigation parameters include the width of the upstream and downstream track bands of the ship, the shortest distance between the ship and the bottom boundary of the channel, the encounter distance between two ships, and the risk of the ship hitting the bottom.

[0026] Furthermore, judging whether different set cross-sectional dimensions meet the safety requirements of ship navigation based on navigation parameters includes:

[0027] Determination of set section bottom width: The actual section bottom width required for safe navigation of the ship is determined based on the width of the track band, and the actual section bottom width is compared with the corresponding set section bottom width. If the actual section bottom width is greater than the set section bottom width, it is determined that the corresponding set section bottom width does not meet the safety needs of the ship's navigation; otherwise, it is determined that the corresponding set section bottom width can meet the safety needs of the ship's navigation;

[0028] Determination of set section water depth: If the risk of the ship hitting the bottom is yes under the set section water depth, it is judged that the corresponding set section water depth does not meet the safety requirements for ship navigation; otherwise, it is judged that the corresponding set section water depth can meet the safety requirements for ship navigation;

[0029] For any set of set section dimensions, if the set section bottom width and the set section water depth both meet the safety needs of ship navigation, then it is determined that the set section dimensions meet the safety needs of ship navigation; if the set section bottom width and / or the set section water depth do not meet the safety needs of ship navigation, then it is determined that the set section dimensions do not meet the safety needs of ship navigation.

[0030] Furthermore, the step of evaluating a plurality of designed cross-sectional dimensions based on the minimum cross-sectional dimension to determine the optimal cross-sectional dimension includes:

[0031] Establish an evaluation index system, including safety and economic objectives. The safety objectives include three indicators related to the minimum cross-sectional dimension: the cross-sectional coefficient, the water depth-to-draft ratio, and the navigation width margin. The economic objectives include four indicators: the increase rate of project excavation volume, the increase rate of land occupation, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment.

[0032] Setting indicator parameters, including weight coefficients for safety and economic objectives, weight coefficients for each indicator, and calculation methods and scoring criteria for each indicator;

[0033] Based on the index parameters, the comprehensive suitability, safety and economy of several design section scales are scored respectively, and the optimal section scale is determined according to the scoring results.

[0034] Furthermore, the comprehensive suitability, safety and economy of the design section scale are scored using the following formula:

[0035] A=x*A1+y*A2;

[0036] A1=a1*S1+a2*S2+a3*S3;

[0037] A2=b1*G1+b2*G2+b3*G3+b4*G4;

[0038] Among them, A, A1, and A2 are the scores of the comprehensive suitability, safety, and economy of the design section scale respectively; x and y are the weight coefficients of the safety target and the economic target respectively; S1, S2, and S3 are the scores of the three indicators of section coefficient, water depth to draft ratio, and navigation width redundancy respectively; a1, a2, and a3 are the weight coefficients of the three indicators of section coefficient, water depth to draft ratio, and navigation width redundancy respectively; G1, G2, G3, and G4 are the scores of the four indicators of the increase rate of engineering excavation volume, the increase rate of land area, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment respectively; b1, b2, b3, and b4 are the weight coefficients of the four indicators of the increase rate of engineering excavation volume, the increase rate of land area, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment respectively.

[0039] Furthermore, determining the optimal cross-sectional scale according to the scoring results includes:

[0040] The comprehensive suitability scores, safety scores and economic scores of several design section scales are compared, and the design section scale whose comprehensive suitability score, safety score and economic score are all greater than the set threshold and with the largest comprehensive suitability score is taken as the optimal section scale.

[0041] The beneficial effects of the present invention are:

[0042] The present invention proposes a staged optimization method for determining cross-sectional dimensions, from basic cross-sectional dimension calculation to screening of the minimum cross-sectional dimension through simulation, and then to determination of the optimal cross-sectional dimension based on the minimum cross-sectional dimension evaluation. The steps are clear and logically coherent, ensuring that the entire determination process is scientific and reasonable. The present invention uses the dual means of standard formula calculation and ship maneuvering simulation test, combining theory with experiment, to study and propose a cross-sectional dimension that can fully guarantee the navigation safety of large artificial canals, avoiding the problems of poor applicability and low reliability caused by the sole use of current standard formula calculations. It not only considers the minimum cross-sectional dimension that meets the navigation safety requirements, but also lays the foundation for subsequent evaluation of the optimal cross-sectional dimension based on this dimension and balancing safety and economy. It can solve the difficult problem of determining the cross-sectional dimension of large artificial canals of Class I and 3,000 tons and above, achieving the effect of meeting the needs of navigation safety while saving engineering investment as much as possible, and providing technical support for the establishment of a theoretical and methodological system for the design of large artificial canals in the future.

[0043] The present invention calculates the basic cross-sectional dimensions through clear formulas, taking into account multiple factors such as ship draft, surplus water depth, slope coefficient, channel width, ship or fleet track width, safety distance, ship or fleet width, length, navigation drift angle, etc., so that the calculation of the basic cross-sectional dimensions is systematic and has a scientific basis; at the same time, these formulas can accurately calculate the basic cross-sectional dimensions that meet the requirements of the specifications according to different ship parameters and navigation conditions, providing an accurate starting point for subsequent simulation and determination of the optimal cross-sectional dimensions.

[0044] The present invention uses a full-mission large-scale ship simulator to carry out ship maneuvering simulation tests, which can highly restore the real ship navigation environment, make the test results closer to the actual situation, and thus screen out the minimum cross-sectional scale that better meets the navigation safety requirements; by changing the cross-sectional water depth and bottom width to form different set cross-sectional scales, and combining them with different set navigation conditions to form a variety of experimental conditions, the impact of different cross-sectional scales and navigation conditions on ship navigation safety is fully considered, and the reliability of the screening results is improved.

[0045] The present invention increases the cross-sectional water depth and bottom width by setting a step size, and performs permutations and combinations to obtain different set cross-sectional scales, so that the changes in the cross-sectional scales are regular and systematic, which facilitates subsequent comprehensive and orderly experiments and analyses of different set cross-sectional scales, and can efficiently generate multiple set cross-sectional scales, avoiding the blind selection of cross-sectional scales for experiments and improving experimental efficiency.

[0046] The present invention incorporates wind direction and wind force into the navigation conditions, fully considering the impact of natural environmental factors on ship navigation, making the simulation test closer to the actual navigation conditions and improving the accuracy and reliability of screening the minimum cross-sectional scale.

[0047] The present invention selects navigation parameters such as the width of the upstream and downstream track strips of ships, the shortest distance between the ship and the bottom boundary of the channel, and the meeting distance between two ships. These parameters can directly reflect the navigation safety status of ships at different cross-sectional scales, providing a specific and targeted basis for subsequent judgment on whether the cross-sectional scale meets safety requirements.

[0048] The present invention determines the actual cross-sectional bottom width required for safe navigation of the ship based on the track width and compares it with the set cross-sectional bottom width. This judgment method is simple and clear, highly operational, and can intuitively judge whether the set cross-sectional bottom width meets the safety needs of ship navigation.

[0049] The present invention constructs an evaluation index system that includes safety and economic objectives, comprehensively considering multiple key factors in the process of determining the cross-sectional scale of large artificial canals, making the determination of the optimal cross-sectional scale more comprehensive and reasonable; setting index parameters, including weight coefficients, calculation methods and scoring criteria, gives the evaluation process a scientific basis and can accurately assess the comprehensive suitability, safety and economy of different design cross-sectional scales.

[0050] The present invention scores the comprehensive suitability, safety and economy of the design section scale through a clear formula, quantifies each indicator, makes the evaluation result more objective and accurate, and facilitates the comparison and analysis of different design section scales.

[0051] The present invention compares the comprehensive suitability scores, safety scores, and economic scores of several design section sizes, and takes the design section size with the comprehensive suitability score, safety score, and economic score all greater than the set threshold and the largest comprehensive suitability score as the optimal section size. This method comprehensively considers multiple factors to ensure that the final optimal section size not only meets safety requirements, but also has good economy and the highest comprehensive suitability. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 Flowchart of the present invention.

[0053] Figure 2 This is a schematic diagram of the canal's trapezoidal section.

[0054] Figure 3 This is a realistic picture of a full-mission large ship simulator. DETAILED DESCRIPTION

[0055] The following is a further description of specific embodiments of the present invention in conjunction with the accompanying drawings. It should be noted that the description of these embodiments is intended to facilitate understanding of the present invention and does not constitute a limitation of the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0056] like Figure 1 As shown, the present invention provides a method for determining the cross-sectional dimensions of a large artificial canal. The method is systematically established from three aspects: standard calculation, ship maneuvering simulation test, and multi-factor comprehensive evaluation. The method specifically includes the following steps:

[0057] Step 1: Calculate the basic cross-sectional dimensions of large artificial canals to meet regulatory requirements.

[0058] The present invention uses the standard formula currently applicable to small and medium-sized canals of Class II and 2000t or less to calculate the cross-sectional water depth and cross-sectional bottom width, such as Figure 2As shown, it is the basic cross-sectional scale of a large artificial canal.

[0059] The water depth of the canal section is calculated as follows:

[0060] h = T + Δt (1)

[0061] Where h is the cross-sectional water depth, unit: m; T is the ship draft, unit: m; Δt is the surplus water depth, unit: m.

[0062] The bottom width of the trapezoidal section is calculated as follows:

[0063] B b = B - 2m(h - T) (2)

[0064] Where B b is the bottom width of the section, unit: m; m is the slope coefficient; B is the channel width (i.e. the section width corresponding to the bottom of the ship when the ship is fully loaded with water), unit: m;

[0065] The calculation formula for the width of a two-lane waterway is as follows:

[0066] B = 2B f + 2d + c (3)

[0067] B f = B S + Lsinβ (4)

[0068] Where B f is the width of the ship or fleet's track, in meters; d is the safe distance from the ship or fleet's outer side to the edge of the channel, in meters; c is the safe distance when a ship or fleet meets another ship, in meters; B S is the width of the ship or fleet, unit: m; L is the length of the ship or fleet, unit: m; β is the drift angle of the ship or fleet, unit: °; 2d+c is the sum of various safety distances, unit: m. The fleet can take 1.0 times the track width, and a single ship can take 1.5 times the track width.

[0069] Step 2: Based on the basic cross-sectional dimensions calculated in step 1, appropriately enlarge and select several set cross-sectional dimensions, conduct ship maneuvering simulation tests using a full-mission large-scale ship simulator, and select the minimum cross-sectional dimensions that meet the navigation safety requirements of the large artificial canal. The specific process is as follows:

[0070] Step 1: Select a typical section in a large artificial canal as the test section.

[0071] Step 2: Digitize the geographical parameters of the test section (including topography, landforms, flow fields, etc.) and import them into the control system of the full-mission large-scale ship simulator.

[0072] Step 3: Based on the basic cross-sectional scale, the cross-sectional water depth and cross-sectional bottom width are transformed to form several different set cross-sectional scales. The different set cross-sectional scales are combined with different set navigation conditions to form several different experimental conditions. The navigation conditions include wind direction and wind force.

[0073] It is understandable that, based on the basic cross-section scale, the cross-section water depth and cross-section bottom width are changed to form several different set cross-section scales, including:

[0074] a. The water depth of the control section starts from the water depth of the basic section and increases step by step with the set water depth interval to obtain several set section water depths; if the calculated water depth of the basic section is h0 and the set water depth interval is Δh, then the several set section water depths are: h0, h0+Δh, h0+2Δh, h0+3Δh..., generally 2-5 set section water depths are taken as experimental data, and preferably 3 or 4 set section water depths are taken from small to large as experimental data.

[0075] b. The control section bottom width starts from the basic section bottom width and increases incrementally with the set bottom width interval as the step size to obtain several set section bottom widths; if the calculated basic section bottom width is B0 and the set bottom width interval is ΔB, then the several set section bottom widths are: B0, B0+ΔB, B0+2ΔB, B0+3ΔB…, generally 2-5 set section bottom widths are taken as experimental data, and preferably 3 or 4 set section bottom widths are taken from small to large as experimental data.

[0076] To facilitate subsequent processing and calculation, if the bottom width of the foundation section calculated above is not an integer multiple of 10, the bottom width of the foundation section shall be optimized, and the optimized new bottom width of the foundation section shall be used as the experimental data for calculation. Specifically, the smallest integer multiple of 10 that is greater than the bottom width of the foundation section shall be used as the new bottom width of the foundation section.

[0077] c. Arrange and combine several set section water depths and several set section bottom widths to obtain several different set section scales, such as the set section scales include: (h0, B0), (h0, B0+ΔB), (h0+Δh, B0), etc.

[0078] Step 4: Under different test conditions, the experimenters complete the ship navigation maneuvers on a full-mission large-scale ship simulator, obtain and export the navigation parameters corresponding to different set cross-sectional scales, among which the navigation parameters specifically include but are not limited to the track width of the ship when going up and down, the shortest distance between the ship and the bottom boundary of the channel, the encounter distance between the two ships, the risk of the ship hitting the bottom (yes or no), and other data.

[0079] It should be noted that the full-mission large ship simulator uses the NT-PRO 5000 ship simulator, which has dynamic display function and three-dimensional visual space, such as Figure 3 As shown, the ship's motion can be simulated in various scenarios, and the bridge system includes radar, electronic charts, navigation aids, and communication systems. Using the ship maneuvering simulator, computer simulations of ship navigation are performed according to plans consistent with actual navigation practices. This allows for the collection, analysis, and study of various data collected during navigation, and the rationality of the canal's designed cross-sectional dimensions to be verified.

[0080] Step 5: Based on the navigation parameters, determine whether the different set cross-sectional dimensions meet the safety requirements of ship navigation, and thus select the minimum cross-sectional dimension that meets the navigation safety requirements.

[0081] It is understandable that the determination of whether different set cross-sectional dimensions meet the safety requirements of ship navigation based on navigation parameters is to determine each set of cross-sectional dimensions separately, and the determination process includes the following steps:

[0082] A. Determination of the set section bottom width: Substitute the parameters such as the width of the upstream and downstream track bands into formula (3) in step 1 to calculate the channel width required for the safe navigation of the ship, and then convert it into the required actual section bottom width by formula (2) in step 1. Compare the actual section bottom width with the corresponding set section bottom width. If the actual section bottom width is greater than the set section bottom width, it is determined that the corresponding set section bottom width does not meet the safety needs of the ship's navigation. It can be directly determined that the set section scale of the corresponding group does not meet the safety needs of the ship's navigation, and there is no need to perform step B (i.e., determine the water depth of the set section of the group); if the actual section bottom width is less than or equal to the set section bottom width, it is determined that the corresponding set section bottom width can meet the safety needs of the ship's navigation, and then perform step B.

[0083] B. Determination of set section water depth: Under any operating conditions (including upstream, downstream, different wind directions and wind strengths, etc.), if the risk of the ship hitting the bottom is yes at the set section water depth, it means that the ship may have the risk of hitting the bottom at the set section water depth, and the set section scale of the corresponding group does not meet the safety needs of ship navigation; if the risk of the ship hitting the bottom is no at the set section water depth, it means that the ship does not have the risk of hitting the bottom at the set section water depth, and the set section scale of the corresponding group meets the safety needs of ship navigation.

[0084] C. That is, for any set of set cross-sectional dimensions, if both the set cross-sectional bottom width and the set cross-sectional water depth meet the safety requirements for ship navigation, then the set cross-sectional dimensions meet the safety requirements for ship navigation; if the set cross-sectional bottom width and / or the set cross-sectional water depth do not meet the safety requirements for ship navigation, then the set cross-sectional dimensions do not meet the safety requirements for ship navigation. The above steps A and B can also be reversed, i.e., step B is performed first, followed by step A.

[0085] It can be understood that after determining all the set section dimensions that meet the safety needs of ship navigation, a set of set section dimensions corresponding to the minimum set section bottom width and minimum set section water depth that meet the safety needs of ship navigation is used as the minimum section dimension.

[0086] Step 3: Based on steps 1 and 2, the minimum cross-sectional dimensions that meet navigation safety can be obtained. In fact, in order to fully ensure the safety of ship navigation and improve navigation efficiency, the cross-sectional water depth or bottom width can be further increased, but considering the requirements of investment economy, the cross-sectional dimensions of the canal should not be too large. Therefore, on the basis of the minimum cross-sectional dimensions that meet navigation safety, several design cross-sectional dimensions are selected. The several design cross-sectional dimensions are preferably all the set cross-sectional dimensions that meet the safety needs of ship navigation in step 2. An evaluation model is established to conduct a comprehensive assessment of safety and economy, and to seek the optimal cross-sectional dimensions of large canals. The specific steps are as follows:

[0087] (1) Constructing an evaluation index system

[0088] After sorting and screening, an index system for evaluating the suitability of canal cross-sectional scales was established, as shown in Table 1. This index system encompasses two objective layers: safety and economy. The safety dimension includes three indicators related to the minimum cross-sectional scale: the cross-sectional coefficient, the water depth-to-draft ratio, and the navigation width margin, reflecting the degree to which the design cross-sectional scale meets navigation safety requirements. The economy dimension includes four indicators: the increase rate of project excavation volume (also related to the minimum cross-sectional scale), the increase rate of land area, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment. These indicators are used to assess the economic efficiency of the design scale relative to the base scale. The design scale (i.e., the design water depth and design bottom width in Table 1) refers to the canal cross-sectional scale selected for design, i.e., the design cross-sectional scale mentioned above. The base scale (i.e., the base water depth and base bottom width in Table 1) refers to the minimum cross-sectional scale that meets navigation safety requirements, calculated using standard formulas and ship maneuvering simulation tests.

[0089] (2) Setting indicator parameters

[0090] After establishing the above system and indicators, the corresponding parameters need to be determined. This includes setting weight coefficients for safety and economic objectives, weight coefficients for each indicator, and calculation methods and scoring criteria for each indicator. The calculation of some indicators includes minimum cross-sectional dimensions. For example, the parameters in the formula for the cross-sectional coefficient indicator (water-passing cross-sectional area) and the parameters in the formula for the engineering excavation volume increase rate indicator (design excavation volume, foundation excavation volume) are all related to the minimum cross-sectional dimensions. The specific associations are conventional techniques and will not be elaborated here. The parameters for each indicator are shown in Table 1.

[0091] Table 1 Evaluation index of scale suitability of large canal sections

[0092]

[0093]

[0094] Table 1 lists the specific calculation formulas for each indicator. After the indicator values are calculated, they are scored using a 5-point scale (5, 4, 3, 2, 1), with scores from high to low representing very suitable, suitable, basically suitable, unsuitable, and very unsuitable. Grading Method for Scoring Criteria: For areas with national or industry standards, those standards are prioritized. For example, the "Inland Navigation Standards" stipulate that the cross-sectional coefficient of restricted waterways such as canals should not be less than 6, and for waterways with high flow rates, it should not be less than 7. Therefore, a cross-sectional coefficient of 6 is considered basically suitable. For areas without national or industry standards, scoring criteria are established based on expert consultation.

[0095] Each score in the scoring criteria in Table 1 corresponds to the displayed calculated value of the corresponding indicator. If the actual calculated value of an indicator falls between two displayed calculated values, interpolation is used to determine the score. If the actual calculated value of an indicator is greater than or less than the displayed calculated value corresponding to the highest score, the highest score is used. If the actual calculated value of an indicator is greater than or less than the displayed calculated value corresponding to the lowest score, the lowest score is used. This is illustrated using the section coefficient and the rate of increase in project excavation volume as examples. For the section coefficient indicator: if the actual calculated value is 9.2, which is greater than the displayed calculated value of 9 for 5 points, it is directly scored as 5 points. If the actual calculated value is 3.5, which is less than the displayed calculated value of 4 for 1 point, it is directly scored as 1 point. If the actual calculated value is 8, which is between the displayed calculated values of 7.5 and 9 for 4 and 5 points, it is interpolated to determine a score of 4.3. For the increase rate of engineering excavation volume: if the actual calculated value is -10, which is less than the displayed calculated value of 0 corresponding to 5 points, it is directly rated as 5 points; if the actual calculated value is 90, which is greater than the displayed calculated value of 80 corresponding to 1 point, it is directly rated as 1 point; if the actual calculated value is 10, which is between the displayed calculated values of 20 and 0 corresponding to 4 points and 5 points, the score is determined as 4.5 points through interpolation.

[0096] In addition to the evaluation indicators, the selection of indicator weights is also crucial to the evaluation results. The widely used hierarchical analysis method can be used to determine the indicator weights, or the indicator weights can be directly calibrated based on experience. In order to simplify the determination process, the present invention directly selects the calibration indicator weights. The indicator weights are shown in Table 1.

[0097] Based on the weighted calculation of the indicators in Table 1, a comprehensive evaluation value for the suitability of the canal cross-section scale is ultimately derived, representing the comprehensive suitability of the designed canal cross-section scale in terms of safety and economic efficiency. To align with the indicator scoring criteria, a five-level evaluation scale is used to determine the suitability level: very suitable (5 points), suitable (4 points), basically suitable (3 points), unsuitable (2 points), and very unsuitable (1 point).

[0098] (3) Conduct a comprehensive assessment to determine the optimal cross-section dimensions of the canal

[0099] A comprehensive evaluation is carried out for each group of design section scales. The comprehensive suitability, safety and economy of several design section scales are scored based on the index parameters and the minimum section scale, and the optimal section scale is determined based on the scoring results.

[0100] The comprehensive suitability, safety and economy of the design section scale are scored using the following formula:

[0101] A=x*A1+y*A2;

[0102] A1=a1*S1+a2*S2+a3*S3;

[0103] A2=b1*G1+b2*G2+b3*G3+b4*G4;

[0104] Among them, A, A1, and A2 are the scores of the comprehensive suitability, safety, and economy of the design section scale respectively; x and y are the weight coefficients of the safety target and the economic target respectively, and corresponding to Table 1, both are 50%; S1, S2, and S3 are the scores of the three indicators of section coefficient, water depth draft ratio, and navigation width redundancy respectively; a1, a2, and a3 are the weight coefficients of the three indicators of section coefficient, water depth draft ratio, and navigation width redundancy respectively, and corresponding to Table 1, the three are 40%, 30%, and 30% respectively; G1, G2, G3, and G4 are the scores of the four indicators of the increase rate of engineering excavation volume, the increase rate of land area, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment respectively; b1, b2, b3, and b4 are the weight coefficients of the four indicators of the increase rate of engineering excavation volume, the increase rate of land area, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment respectively, and corresponding to Table 1, the four weight coefficients are all 25%.

[0105] It is understandable that determining the optimal cross-sectional scale according to the scoring results includes:

[0106] Compare the comprehensive suitability scores, safety scores, and economic scores of several design cross-sectional dimensions. The optimal cross-sectional dimension is the one with the highest comprehensive suitability score, safety score, and economic score all exceeding the set threshold. For example, if the threshold is 3, the optimal cross-sectional dimension is the one with the highest comprehensive suitability score, with a comprehensive suitability score, safety score, and economic score all above 3.

[0107] Example

[0108] Taking a certain canal as an example, this paper describes in detail a method for determining the cross-sectional dimensions of a large artificial canal. In the future, it can be extended and applied to the design and demonstration of cross-sectional dimensions of other artificial canals, and also provides technical support for the establishment of a theoretical and methodological system for the design of large artificial canals.

[0109] A canal located in the Jianghan Plain is designed to accommodate 10,000-ton vessels and is the largest canal currently under construction. The representative vessel is a 10,000-ton inland cargo ship, measuring 130m x 22m x 5.5m (length x breadth x draft).

[0110] A method for determining the cross-sectional dimensions of a large artificial canal is carried out in the following steps:

[0111] Step 1: Calculate the basic cross-sectional dimensions of large artificial canals to meet regulatory requirements.

[0112] According to formulas (1)-(4), the canal foundation cross-section dimensions required for the 10,000-ton class representative ship design are calculated as shown in Tables 2-4:

[0113] ① Water depth of section

[0114] Table 2 Calculation table of water depth of canal section, unit: m

[0115] Design representative ship type Ship's fully loaded draft Rich and deep Cross-section water depth 10,000t class 5.5 1.0 6.5

[0116] Since the "Waterway Engineering Design Code" only provides the surplus water depth for Class II and below waterways, the maximum value of the surplus water depth is temporarily taken as 1.0m.

[0117] ② Channel width

[0118] Table 3 Calculation table of canal channel width, unit: m

[0119] Design ship type captain Ship width Track width Sum of safety distances Channel width 10000t 130 22 27.67 41.51 96.85

[0120] ③ Section bottom width

[0121] Table 4 Calculation table of canal section bottom width, unit: m

[0122]

[0123] The "Inland Navigation Standards" stipulate that the cross-sectional coefficient of restrictive waterways such as canals should not be less than 6, and that of waterways with higher flow rates should not be less than 7.

[0124] According to calculations, the canal's minimum cross-sectional water depth is 6.5m, the minimum channel width is 96.85m, and the cross-sectional bottom width is 90.85m. The corresponding cross-sectional coefficient is less than 6.0, which does not meet the regulatory requirements. Therefore, the canal cross-sectional dimensions need to be appropriately increased based on the minimum values calculated in the above regulations. Assuming the channel width remains unchanged, if the cross-sectional water depths are 7.0m, 7.5m, and 8.0m, respectively, the corresponding minimum cross-sectional bottom widths are 87.85m, 84.85m, and 81.85m, respectively. The cross-sectional coefficients are all greater than 6.0, meeting the regulatory requirements.

[0125] Step 2: Conduct ship maneuvering simulation tests to select the minimum cross-sectional dimensions that meet navigation safety requirements.

[0126] Using a full-scale, large-scale ship simulator, ship maneuvering simulation tests were conducted at the canal cross-sectional scale. The straight section between the intermediate node B and the pivot point C in the upper section of the canal (pile numbers K34+000 to K40+000) was selected as a representative section. The flow conditions in the canal were determined by hydrodynamic simulation (the canal is essentially still water, with a flow velocity not exceeding 0.1 m / s). Following the principle of the most unfavorable wind direction, northerly and southerly winds were used, and the wind force was the maximum operating wind force of level 6 (wind speed ≤ 13.8 m / s). Based on the reference cross-sectional scale obtained in step 1, 12 test conditions were designed (see Table 5). The channel widths for the different conditions were 90 m, 110 m, and 130 m, respectively, and the water depths were 7 m and 7.5 m. The navigation speed was an average of 15 km / h, the minimum speed to maintain rudder effectiveness (11 km / h) and the maximum speed of 20 km / h for common inland waterway vessels.

[0127] The test results show that when the cross-sectional bottom width is 90m, the required cross-sectional bottom width calculated based on the actual navigation track width of the ship is greater than 90m, indicating that the set cross-sectional bottom width of 90m is insufficient, and the shortest distance between the ship and the bottom boundary of the channel when meeting is only 5m, the maneuvering space is extremely limited, and the risk of the ship hitting the wall is high; when the cross-sectional bottom width is 110m, the required cross-sectional bottom width calculated based on the actual navigation track width of the ship is less than 110m, indicating that the cross-sectional bottom width of 110m can meet the requirements of safe navigation and meeting of ships, and the shortest distance between the ship and the bottom boundary of the channel when meeting is 14m, with a large safety margin; when the cross-sectional bottom width is 130m, the required cross-sectional bottom width calculated based on the actual navigation track width of the ship is less than 130m, and the shortest distance between the ship and the bottom boundary of the channel when meeting is increased to 25m, and the ship maneuverability is safer.

[0128] In addition, the ship maneuvering process shows that when the cross-sectional water depth is 7.0m and above, the design represents that there is no risk of the ship hitting the bottom when sailing, and the water depth meets the safety needs of the ship's navigation.

[0129] Table 5 Test data statistics under different experimental conditions

[0130]

[0131]

[0132] From Table 5, we can see that the minimum cross-sectional dimension that meets navigation safety is 110m×7m, that is, the water depth of the canal cross-section should be no less than 7.0m, and the cross-sectional bottom width should be no less than 110m.

[0133] Step 3: Establish an evaluation model to conduct a comprehensive assessment of safety and economy, and seek the optimal cross-sectional scale of the canal.

[0134] Based on the minimum cross-sectional dimensions that meet navigation safety obtained in steps 1 and 2, the water depth or bottom width was appropriately increased. Four groups of design cross-sectional dimensions were designed from small to large: 110 m × 7.0 m, 110 m × 7.5 m, 130 m × 7.0 m, and 130 m × 7.5 m. Further evaluation and comparison were performed using a multi-factor evaluation model, and the optimal cross-sectional dimension that takes both safety and economy into consideration was recommended. The comprehensive parameters of each group of design cross-sectional dimensions are shown in Table 6.

[0135] Table 6 Comprehensive comparison of different cross-section scales

[0136]

[0137]

[0138] As shown in Table 6, as the canal cross-section size gradually increases from 110m × 7.0m to 130m × 7.5m, parameters such as the cross-section coefficient and water depth-to-draft ratio gradually increase, and the safety score also rises from 3.7 to 4.5. Conversely, as the cross-section size increases, the project excavation volume, land occupation, resettlement, and transportation reconstruction investment all increase, resulting in a decrease in the economic score from 5.0 to 3.7. Overall, the 110m × 7.5m cross-section has the highest comprehensive score of 4.4, and its corresponding safety and economic scores are both above the critical score of 3.0, indicating that the 110m × 7.5m cross-section size is the optimal cross-section size.

[0139] Therefore, taking safety and economy into comprehensive consideration, it is recommended that the water depth of the canal section be 7.5m and the bottom width of the section be 110m.

[0140] The above are only specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be covered by the scope of protection of the present invention. Matters not described in detail in this specification belong to the prior art known to those skilled in the art.

Claims

1. A method for determining the cross-sectional dimensions of a large artificial canal, characterized by: Calculate the basic cross-sectional dimensions of large artificial canals to meet regulatory requirements; Based on the basic cross-sectional scale, a full-mission large-scale ship simulator is used to conduct ship maneuvering simulation tests to screen out the minimum cross-sectional scale that meets the navigation safety requirements; Based on the minimum cross-sectional scale, several designed cross-sectional scales are evaluated to determine the optimal cross-sectional scale.

2. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 1, characterized in that: The basic cross-sectional dimensions of a large artificial canal are calculated using the following formula: h=T+Δt; B b =B-2m(h-T); B=2B f +2d+c; B f =B S +Lsinβ; Among them, h is the cross-section water depth; T is the ship draft; Δt is the surplus water depth; B b is the bottom width of the section; m is the slope coefficient; B is the channel width; B f is the width of the ship or fleet's track; d is the safe distance from the ship or fleet's outer side to the edge of the channel; c is the safe distance when the ship or fleet meets another ship; B S is the width of the ship or fleet; L is the length of the ship or fleet; β is the drift angle of the ship or fleet.

3. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 1, characterized in that: Based on the basic cross-sectional scale, a full-mission large-scale ship simulator was used to conduct ship maneuvering simulation tests to screen out the minimum cross-sectional scale that meets the navigation safety requirements of the large artificial canal, including: A certain section of a large artificial canal is selected as an experimental section, and the geographical parameters of the experimental section are imported into the control system of a full-mission large ship simulator; On the basis of the basic cross-section scale, the cross-section water depth and cross-section bottom width are changed to form several different set cross-section scales, and the different set cross-section scales are combined with different set navigation conditions to form several different experimental conditions; The experimenters completed the ship navigation and maneuvering under different experimental conditions on a full-mission large-scale ship simulator, and obtained the navigation parameters corresponding to different set cross-sectional scales; Based on the navigation parameters, it is judged whether different set section sizes meet the safety needs of ship navigation, and the minimum set section bottom width and the corresponding minimum set section water depth that meet the safety needs of ship navigation are taken as the minimum section size.

4. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 3, characterized in that: On the basis of the basic cross-section scale, the cross-section water depth and cross-section bottom width are transformed to form several different set cross-section scales, including: The water depth of the control section starts from the water depth of the basic section and increases with the set water depth interval as the step length to obtain several set section water depths; The control section bottom width starts from the basic section bottom width and increases with the set bottom width interval as the step length to obtain several set section bottom widths. Several set section water depths and several set section bottom widths are arranged and combined to obtain several different set section scales.

5. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 3, characterized in that: The navigation conditions include wind direction and wind force.

6. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 3, characterized in that: The navigation parameters include the width of the upstream and downstream track of the ship, the shortest distance between the ship and the bottom boundary of the channel, the encounter distance between the two ships, and the risk of the ship hitting the bottom.

7. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 3, characterized in that: The determining, based on navigation parameters, whether different set cross-sectional dimensions meet the safety requirements of ship navigation includes: Determination of set section bottom width: The actual section bottom width required for safe navigation of the ship is determined based on the width of the track band, and the actual section bottom width is compared with the corresponding set section bottom width. If the actual section bottom width is greater than the set section bottom width, it is determined that the corresponding set section bottom width does not meet the safety needs of the ship's navigation; otherwise, it is determined that the corresponding set section bottom width can meet the safety needs of the ship's navigation; Determination of set section water depth: If the risk of the ship hitting the bottom is yes under the set section water depth, it is judged that the corresponding set section water depth does not meet the safety requirements for ship navigation; otherwise, it is judged that the corresponding set section water depth can meet the safety requirements for ship navigation; For any set of set section dimensions, if the set section bottom width and the set section water depth both meet the safety needs of ship navigation, then it is determined that the set section dimensions meet the safety needs of ship navigation; if the set section bottom width and / or the set section water depth do not meet the safety needs of ship navigation, then it is determined that the set section dimensions do not meet the safety needs of ship navigation.

8. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 1, characterized in that: The step of evaluating a plurality of designed cross-sectional dimensions based on the minimum cross-sectional dimension to determine the optimal cross-sectional dimension includes: Establish an evaluation index system, including safety and economic objectives. The safety objectives include three indicators related to the minimum cross-sectional dimension: the cross-sectional coefficient, the water depth-to-draft ratio, and the navigation width margin. The economic objectives include four indicators: the increase rate of project excavation volume, the increase rate of land occupation, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment. Setting indicator parameters, including weight coefficients for safety and economic objectives, weight coefficients for each indicator, and calculation methods and scoring criteria for each indicator; Based on the index parameters, the comprehensive suitability, safety and economy of several design section scales are scored respectively, and the optimal section scale is determined according to the scoring results.

9. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 8, characterized in that: The comprehensive suitability, safety and economy of the design section scale are scored using the following formula: A=x*A1+y*A2; A1=a1*S1+a2*S2+a3*S3; A2=b1*G1+b2*G2+b3*G3+b4*G4; Among them, A, A1, and A2 are the scores of the comprehensive suitability, safety, and economy of the design section scale respectively; x and y are the weight coefficients of the safety target and the economic target respectively; S1, S2, and S3 are the scores of the three indicators of section coefficient, water depth to draft ratio, and navigation width redundancy respectively; a1, a2, and a3 are the weight coefficients of the three indicators of section coefficient, water depth to draft ratio, and navigation width redundancy respectively; G1, G2, G3, and G4 are the scores of the four indicators of the increase rate of engineering excavation volume, the increase rate of land area, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment respectively; b1, b2, b3, and b4 are the weight coefficients of the four indicators of the increase rate of engineering excavation volume, the increase rate of land area, the increase rate of immigrant population, and the increase rate of transportation reconstruction investment respectively.

10. The method for determining the cross-sectional dimensions of a large artificial canal according to claim 8, characterized in that: Determining the optimal cross-sectional scale according to the scoring results includes: The comprehensive suitability scores, safety scores and economic scores of several design section scales are compared, and the design section scale whose comprehensive suitability score, safety score and economic score are all greater than the set threshold and with the largest comprehensive suitability score is taken as the optimal section scale.

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