A dispersed step ship lock diagonal wing navigation tunnel system and its arrangement method

Abstract

The application discloses a dispersed cascade ship lock oblique intersecting split-wing navigation tunnel system and a layout method thereof, and relates to the technical field of shipping channels. The dispersed cascade ship lock oblique intersecting split-wing navigation tunnel system comprises an uplink navigation tunnel and a downlink navigation tunnel, the uplink navigation tunnel and the downlink navigation tunnel are arranged at intervals, and the two ends of the uplink navigation tunnel and the downlink navigation tunnel are obliquely intersected, so that a ship can enter a ship lock from the tunnel through only one turn in a connecting section, the layout width of the connecting section is effectively reduced, large excavation engineering quantity of the connecting section is avoided, the construction cost of the connecting section is reduced, and the difficulty of the ship entering the ship lock from the tunnel is reduced. The layout method of the dispersed cascade ship lock oblique intersecting split-wing navigation tunnel system can be used to arrange the aforementioned dispersed cascade ship lock oblique intersecting split-wing navigation tunnel system, so that a ship can enter a ship lock from a tunnel through only one turn in a connecting section, and the layout width of the connecting section is effectively reduced, and large excavation engineering quantity of the connecting section is avoided.

Description

Technical Field

[0001] This invention relates to the field of shipping channel technology, specifically to a distributed cascade lock oblique wing navigation tunnel system and its layout method. Background Technology

[0002] Decentralized cascade locks are a superior solution to the limited navigation layout of high dams on mountainous rivers. They utilize a combination of upstream locks, intermediate channels, and downstream locks to allow vessels to pass through the dam. When the terrain is high, constructing the intermediate channel using large-scale excavation is difficult; in such cases, a navigation tunnel can be used to connect the upstream and downstream locks via an intermediate channel. Currently, the layout of navigation tunnels capable of handling vessels up to 1,000 tons faces the following challenges:

[0003] (1) Issues regarding the scale and cost of the connecting section project

[0004] From domestic and international engineering practice, navigation tunnels often require large cross-sectional dimensions. For example, the Marseille-Rhône Canal Tunnel in France is 22 meters wide and 15.4 meters high, with a navigable depth of 4 meters and a total length of 7 kilometers, capable of accommodating 1,000-ton vessels. The approved Stadt Tunnel in Norway is 1.7 kilometers long, 36 meters wide, and 45 meters high, capable of accommodating ships up to 16,000 tons. Domestic experience in related projects is limited. The navigation tunnel in the Goupi Beach three-stage ship lift system is approximately 400 meters long and 18 meters wide. Although not for navigation purposes, the Taihu Tunnel is 43.6 meters wide (six lanes in both directions), and the Shenzhen-Zhongshan Bridge immersed tunnel is 46-55 meters wide; their large-section construction techniques can provide a reference for navigation tunnels.

[0005] For a 1,000-ton navigation tunnel, the width of a single tunnel needs to be approximately 20 meters, and the safety distance between the up and down navigation tunnels is generally taken as 30 meters, resulting in a total width of approximately 70 meters for the exit section. Currently, there are no tunnel engineering practices in China or abroad with a width exceeding 60 meters, and the difficulty and cost of tunnel construction increase sharply with the increase in width. Therefore, existing connecting sections mostly adopt open-cut structures, which, in mountainous and steep terrain conditions, involve large-scale and costly slope excavation and support engineering.

[0006] (2) Difficulty for ships to exit the navigation tunnel and enter the lock

[0007] Traditional navigation tunnels typically employ a parallel upstream and downstream arrangement, connecting to the lock via an open channel after the exit, with the tunnel axis parallel to the lock axis. To ensure construction and structural safety, the distance between the upstream and downstream navigation tunnels is usually 1 to 4 times the tunnel width. Under this arrangement, ships must make two turns after exiting the tunnel to align with the lock chamber: first, after the stern has completely exited the tunnel, a counter-clockwise turn begins; then, as the bow approaches the lock centerline, the course is adjusted again to align the ship's longitudinal axis with the lock chamber. This turning process requires a certain speed to maintain rudder effectiveness. If the connecting section is insufficient in length, the ship will struggle to accelerate, resulting in poor rudder response, difficulty in maneuverability, and an increased risk of collision.

[0008] (3) Difficulty in starting the vessel in the waiting area of ​​the navigation tunnel.

[0009] When ships start from the waiting area of ​​the navigation tunnel, it is difficult to start due to the small cross-sectional size of the navigation tunnel. At the same time, the traditional navigation tunnel layout scheme has long distances between navigation tunnels. In order to increase the flow area of ​​a single navigation tunnel by setting small holes underwater between navigation tunnels, the effect is not good.

[0010] In summary, existing technical solutions present irreconcilable contradictions regarding engineering economics, navigation safety, and operational efficiency. Therefore, there is an urgent need for an innovative navigation tunnel layout scheme to overcome these bottlenecks at the system level. Summary of the Invention

[0011] To address the technical problems of large excavation volume in the connecting sections and complex and risky operation of ships entering and exiting the lock in existing decentralized cascade lock navigation tunnel systems, this invention provides a decentralized cascade lock oblique wing navigation tunnel system and its layout method. This system allows ships to enter the lock from the tunnel with only one turn at the connecting section, effectively reducing the width of the connecting section, avoiding large excavation work at the connecting section, reducing the construction cost of the connecting section, and reducing the difficulty for ships to enter the lock from the tunnel.

[0012] This invention is achieved through the following technical solution:

[0013] In a first aspect, the present invention provides a distributed cascade lock oblique wing navigation tunnel system, including an upstream navigation tunnel and a downstream navigation tunnel, wherein the upstream navigation tunnel and the downstream navigation tunnel are arranged at intervals, and both ends of the upstream navigation tunnel and the downstream navigation tunnel intersect obliquely.

[0014] The distributed cascade lock oblique wing navigation tunnel system provided by this invention has both ends of the upstream and downstream navigation tunnels intersecting obliquely, which allows ships to enter the lock from the tunnel with only one turn at the connecting section. This effectively reduces the width of the connecting section, avoids the large amount of excavation work at the connecting section, and can reduce the construction cost of the connecting section and reduce the difficulty for ships to enter the lock from the tunnel.

[0015] In an optional embodiment of this application, both the oblique sections of the up-going navigation tunnel and the down-going navigation tunnel are provided with auxiliary flow guide holes, which connect the corresponding berthing sections of the up-going navigation tunnel and the down-going navigation tunnel.

[0016] With the adoption of an oblique, split-wing arrangement, the tunnel walls at the entrance and exit berthing sections are thinner, facilitating the installation of auxiliary flow guide holes between the upstream and downstream tunnels. The water flow generated by the propeller of the leading vessel pushing water backward during convoy navigation, combined with the resistance of the following vessels, is directed into the auxiliary flow guide holes. The water flowing out of these holes acts on the vessels in the corresponding berthing area, providing assistance for their starting and ensuring smooth operation within the tunnel's waiting area. Furthermore, the oblique tunnel arrangement results in a shorter tunnel distance and lower engineering investment for the auxiliary flow guide holes.

[0017] In an optional embodiment of this application, the assisting guide hole is a straight flow channel, and the angle between the length direction of the assisting guide hole and the length direction of the upstream navigation tunnel, and the angle between the length direction of the assisting guide hole and the length direction of the downstream navigation tunnel are both less than 45°. This reduces the flow resistance of the water in the assisting guide hole while ensuring that the lateral flow velocity at the outlet of the assisting guide hole relative to the navigation tunnel is less than or equal to the longitudinal flow velocity, thus ensuring that the water flow from the outlet of the assisting guide hole can provide starting assistance to the ships in the corresponding mooring area.

[0018] In an optional embodiment of this application, the cross-sectional shape of the assisting guide hole is a rounded rectangle to avoid stress concentration in the assisting guide hole.

[0019] In an optional embodiment of this application, a lock channel is also included, which is connected to the intersection of the upstream navigation tunnel and the downstream navigation tunnel via a connecting section.

[0020] In an optional embodiment of this application, the angle between the length direction of the upstream navigation tunnel and the length direction of the lock channel, and the angle between the length direction of the downstream navigation tunnel and the length direction of the lock channel are both less than 5°, so as to minimize the length and width of the connecting section.

[0021] Secondly, the present invention provides a method for arranging a distributed cascade lock oblique-wing navigation tunnel system, comprising the following steps:

[0022] S10. Determine the plan layout parameters and ship navigation parameters of the oblique wing navigation tunnel system respectively;

[0023] S20. If the plan layout parameters meet the navigation requirements, calculate the length of the connecting section based on the plan layout parameters.

[0024] S30. Construct a partition wall at the entrance of the navigation tunnel. Using the extended line of the lock axis, at the end of the extended line, draw a line segment perpendicular to the extended line of the lock, with the center point of the partition wall as the reference point.

[0025] S40. Draw a straight line of the outer contour of the connecting section that intersects with the edge line of the lock outlet;

[0026] S50. Draw parallel lines parallel to the outer contour of the connecting section at the upper and lower endpoints of the partition wall line segment.

[0027] S60. Extend the outer contour of the connecting section of the two locks and make them intersect; extend the parallel lines of the two locks through the end of the partition wall and make them intersect.

[0028] S70, chamfer the four intersecting lines in S60, and round the entrance of the partition wall.

[0029] The method for arranging a distributed tiered lock oblique-wing navigation tunnel system provided by the present invention can arrange the above-mentioned distributed tiered lock oblique-wing navigation tunnel system, allowing ships to enter the lock from the tunnel with only one turn at the connecting section, effectively reducing the width of the connecting section, avoiding the large amount of excavation work at the connecting section, reducing the construction cost of the connecting section and reducing the difficulty for ships to enter the lock from the tunnel.

[0030] Specifically, the planar layout parameters include the angle between the upstream and downstream navigation tunnels and the lock channel, the tunnel width, the thickness of the tunnel entrance partition wall, the lock exit width, and the minimum turning radius; the ship navigation parameters include the permissible hull length, width, and draft.

[0031] Specifically, the length of the lock channel extension line is greater than three times but less than four times the length of the ship, in order to ensure that the ship can turn smoothly into the lock channel while reducing the length of the connecting section.

[0032] In an optional embodiment of this application, the method further includes the following steps: S80, determining the length of the vessel mooring inside the tunnel, and setting an oblique flow-guiding hole in the tunnel entrance partition wall.

[0033] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0034] 1. The distributed cascade lock oblique wing navigation tunnel system provided by the present invention has both ends of the upstream navigation tunnel and the downstream navigation tunnel intersecting obliquely, which allows ships to enter the lock from the tunnel with only one turn at the connecting section, effectively reducing the width of the connecting section, avoiding the large amount of excavation work in the connecting section, and reducing the construction cost of the connecting section.

[0035] 2. The distributed tiered lock oblique wing navigation tunnel system provided by the present invention has both ends of the upstream navigation tunnel and the downstream navigation tunnel intersecting obliquely. The navigation track of ships entering and exiting the lock is simplified to a slight turn, which greatly reduces the requirements for the pilot's operating skills and fundamentally avoids the risk of collision caused by the error of sharp turn operation, thus significantly improving navigation safety and shortening the operation time of ships passing through the lock.

[0036] 3. The distributed cascade lock oblique wing navigation tunnel system provided by the present invention has two ends of the upstream navigation tunnel and the downstream navigation tunnel intersecting obliquely, and auxiliary flow guide holes are provided on the partition wall to convert the wake energy wasted by the ship into an effective auxiliary thrust to start the ship, realizing the "recovery and reuse" of energy between the two tunnels, and reducing the load on the ship's main engine and energy consumption.

[0037] 4. The method for arranging a distributed tiered lock oblique wing navigation tunnel system provided by the present invention can arrange the above-mentioned distributed tiered lock oblique wing navigation tunnel system, which allows ships to enter the lock from the tunnel with only one turn at the connecting section, effectively reducing the width of the connecting section, avoiding the large amount of excavation work at the connecting section, reducing the construction cost of the connecting section and reducing the difficulty for ships to enter the lock from the tunnel. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of the invention in any way. Furthermore, the shapes and proportions of the components in the drawings are merely illustrative to aid in understanding the invention and do not specifically limit the shapes and proportions of the components. Those skilled in the art, guided by the teachings of this invention, can select various possible shapes and proportions to implement the invention according to specific circumstances.

[0040] In the attached diagram:

[0041] Figure 1 This is a schematic diagram of the traditional navigation tunnel layout of the distributed cascade ship lock mentioned in the background technology of the embodiments of the present invention;

[0042] Figure 2 This is a schematic diagram of the plan layout of the distributed cascade ship lock oblique wing navigation tunnel system provided in an embodiment of the present invention;

[0043] Figure 3 A schematic plan view of the connection section between the lock channel and the tunnel in the distributed cascade lock oblique wing navigation tunnel system provided in an embodiment of the present invention;

[0044] Figure 4 This is a schematic diagram illustrating the working principle of the auxiliary flow guide hole in the distributed cascade ship lock oblique wing navigation tunnel system provided in an embodiment of the present invention.

[0045] Figure 5This is a schematic diagram of the cross-sectional shape of the flow guide hole provided in an embodiment of the present invention.

[0046] The attached diagram shows the markings and corresponding component names:

[0047] 1-Upstream navigation tunnel, 2-Downstream navigation tunnel, 3-Upstream lock, 4-Downstream lock, 5-Upstream connecting section, 6-Downstream connecting section, 7-Assisted flow guide hole. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. It should be noted that similar reference numerals and letters in the following drawings indicate similar items. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0049] In the description of the embodiments of this application, the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the device of this application is usually placed in when in use, or the orientation or positional relationship that is commonly understood by those skilled in the art. It is only for the convenience of describing this application and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.

[0050] In the description of this application, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0051] Example 1

[0052] Combination Figure 2 and Figure 3 This embodiment provides a distributed cascade lock oblique wing navigation tunnel system, including an upstream navigation tunnel 1 and a downstream navigation tunnel 2. The upstream navigation tunnel 1 and the downstream navigation tunnel 2 are arranged at intervals, and the two ends of the upstream navigation tunnel 1 and the downstream navigation tunnel 2 intersect obliquely.

[0053] It is understood that this embodiment also includes lock channels (upstream lock channel 3 and downstream lock channel 4), which are connected to the intersection of the upstream navigation tunnel 1 and the downstream navigation tunnel 2 through connecting sections (corresponding upstream connecting section 5 and downstream connecting section 6, which are gradually deformed tunnel structures).

[0054] In this embodiment, the angle between the length direction of the upstream navigation tunnel 1 and the length direction of the lock channel, and the angle between the length direction of the downstream navigation tunnel 2 and the length direction of the lock channel are both less than 5°, so as to minimize the length and width of the connecting section.

[0055] Combination Figure 4 Both the upstream navigation tunnel 1 and the downstream navigation tunnel 2 are provided with auxiliary flow guide holes 7 at their oblique intersection sections. The auxiliary flow guide holes 7 connect the corresponding berthing sections of the upstream navigation tunnel 1 and the downstream navigation tunnel 2.

[0056] Understandably, with the oblique, split-wing arrangement, the tunnel walls at the entrance and exit berthing sections are relatively thin, facilitating the installation of auxiliary flow guide holes 7 between the upstream and downstream tunnels. This allows the water flow generated by the propeller of the leading vessel pushing water backward during convoy navigation, combined with the resistance of the following vessels, to be directed into the auxiliary flow guide holes 7. The water flow exiting the auxiliary flow guide holes 7 then acts on the vessels in the corresponding berthing area, providing assistance for their starting and ensuring smooth commencement of operations within the berthing area of ​​the tunnel. Furthermore, with the oblique arrangement of the navigation tunnel sections, the tunnel distance is shorter, resulting in lower engineering costs for the auxiliary flow guide holes 7.

[0057] It should be noted that the assist guide hole 7 is a straight flow channel. The angle between the length direction of the assist guide hole 7 and the length direction of the upstream navigation tunnel 1, and the angle between the length direction of the assist guide hole 7 and the length direction of the downstream navigation tunnel 2 are both less than 45°. This is to reduce the flow resistance of the water in the assist guide hole 7, while ensuring that the lateral flow velocity at the outlet of the assist guide hole 7 relative to the navigation tunnel is less than or equal to the longitudinal flow velocity. This ensures that the water flow from the outlet of the assist guide hole 7 can provide starting assistance to the ships in the corresponding mooring area.

[0058] Combination Figure 5 The cross-sectional shape of the assist guide hole 7 is a rounded rectangle to avoid stress concentration in the assist guide hole 7.

[0059] In summary, the arrangement of the navigation tunnel and lock provided in this embodiment has the following characteristics:

[0060] Oblique and split-wing structure: At the ports where the upstream navigation tunnel 1 and the downstream navigation tunnel 2 connect to their respective locks (3 and 4), the axis of the navigation tunnel forms an acute angle with the axis of the corresponding lock. Diagonal intersection (see) Figure 3 At the ends of the upstream connecting section 5 and the downstream connecting section 6, a partition wall (not separately marked in the figure, located at the starting separation point between the upstream navigation tunnel 1 and the downstream navigation tunnel 2) arranged along the extension line of the lock axis divides the passage into two, thus forming a "wing" structure, connecting the upstream navigation tunnel 1 and the downstream navigation tunnel 2 respectively. The partition wall starts on the extension line of the center line of the lock head exit.

[0061] Gradual transition sections: The upstream transition section 5 and downstream transition section 6 are not traditional wide open channels, but are designed as navigation tunnel structures with gradually changing cross-sections. This smoothly transitions the rectangular outlet of the upstream lock 3 and the rectangular entrance of the downstream lock 4 to the combined cross-section of the double navigation tunnel entrance formed by the partition wall and the side tunnel walls. Preferably, the oblique angle... Less than 5°, with 3° being optimal, ensures that ships only need to enter and exit the lock once. Minor heading adjustments at the angle.

[0062] Integrated assisted flow guiding device: On the partition wall separating the upstream navigation tunnel 1 and the downstream navigation tunnel 2, corresponding to the ship berthing area inside the navigation tunnel, multiple assisted flow guiding holes 7 are provided (see Figure 4 The assist guide hole 7 is a straight channel, and the angle between its axis (i.e., centerline) and the centerline of the navigation tunnel is [value missing]. And satisfy Its opening direction is set at an acute angle to the standard direction of travel of ships within the navigation tunnel. The cross-sectional shape of the assist guide hole 7 is preferably a rounded rectangle (see...). Figure 5 This is to avoid stress concentration.

[0063] In other words, the core of this embodiment is to make the axis of the navigation tunnel form an acute angle with the axis of the lock. The locks intersect, and the navigation tunnel branches into two independent navigation tunnels (wings) after the connecting section, with a partition wall separating the upstream and downstream navigation tunnels. Through this combination of "oblique intersection" and "wings" structure, ships only need to make one trip when entering the navigation tunnel from the lock (or vice versa). Small angle turns are all that's needed to align the course, greatly simplifying the ship handling process. More importantly, the structural form of this embodiment transforms the traditional open water connecting section into a compact navigation tunnel type that gradually transitions from the lock exit to the dual navigation tunnel entrance, significantly reducing the structural width of the connecting section and avoiding large-scale excavation of the mountain or foundation, thereby greatly reducing the project cost.

[0064] In summary, the distributed tiered lock oblique-wing navigation tunnel system provided in this embodiment, where both ends of the upstream navigation tunnel 1 and the downstream navigation tunnel 2 intersect obliquely, allows ships to enter the lock from the tunnel with only one turn at the connecting section. This effectively reduces the width of the connecting section, avoids large-scale excavation work, and lowers the construction cost of the connecting section, as well as the difficulty for ships to enter the lock from the tunnel. Furthermore, assistive flow guide holes 7 are provided at the oblique intersection sections of both the upstream navigation tunnel 1 and the downstream navigation tunnel 2, providing assistance for ship starts and ensuring smooth starts within the tunnel waiting area.

[0065] Example 2

[0066] Combination Figures 2-5 This embodiment provides a method for arranging a distributed cascade lock oblique-wing navigation tunnel system, which can arrange the distributed cascade lock oblique-wing navigation tunnel system described in Embodiment 1, including the following steps:

[0067] S10. Determine the plan layout parameters and ship navigation parameters of the oblique wing navigation tunnel system respectively.

[0068] Specifically, the planar layout parameters include the angles between the upstream and downstream navigation tunnels and the lock axis. Width of navigation tunnel Thickness of partition wall at the entrance of navigation tunnel Lock exit width Minimum turning radius of navigation tunnel The ship navigation parameters include the permissible hull length. ,width and draft .

[0069] In this embodiment, the angle between the navigation tunnel axis and the lock axis is first determined. Through physical model experiments, numerical simulations, and ship simulation operation simulators, the optimal angle between the navigation tunnel axis and the lock axis was determined. And determine the width of the navigation tunnel. Based on physical model experiments and ship simulation operation simulators, the thickness of the partition wall at the entrance of a 1,000-ton navigation tunnel is 20m. (Based on calculations of the navigation tunnel structure, it is typically greater than 3m), width at the lock exit. and the designed hull length ,width and draft .

[0070] Meanwhile, the length of the connecting segment is calculated based on the above parameters, and the calculation model is as follows:

[0071] .

[0072] Based on extensive physical models and numerical simulations... To find the optimal solution, based on the assumptions... Calculate, if ,Increase Angle value recalculated ; , reduce Angle value recalculated until satisfied That is, the length of the connecting section is greater than three times but less than four times the length of the hull, so as to ensure that the hull can turn smoothly into the lock channel while reducing the length of the connecting section.

[0073] In addition, the minimum turning radius of the navigation tunnel needs to be determined. It is usually three times the length of the ship, that is .

[0074] In other words, the basic design conditions must first be collected and determined, including: the clear width of the lock chamber exit. The main dimensions (overall length) of the representative ship type , width Fully loaded with water Then, based on navigation standards and ship simulation, the design clear width of the single-hole is determined. The design thickness of the partition wall at the entrance section of the navigation tunnel was determined through structural calculations. A preliminary oblique angle is proposed. The attempted value.

[0075] Then Substitute the values ​​into the length calculation model for the connecting segment to calculate the theoretical length of the connecting segment. Final optimization and verification: Judge the calculated results Does it meet the requirements? If the conditions are not met, adjustments will be made according to the rules. value( Too small Increase Too large (Adjust by reducing the length), recalculate the length of the connecting section until the optimization condition is met, thereby determining the final design angle. With connection segment length .

[0076] S20. If the plan layout parameters meet the navigation requirements, the length of the connecting section shall be calculated based on the plan layout parameters.

[0077] S30, construct a partition wall at the entrance of the navigation tunnel, extending from the lock axis, with a length of... At the endpoint of the extended line, using the center point of the partition wall as an example, draw a line segment perpendicular to the extended line of the lock, with a width of [missing information]. .

[0078] S40. Draw a straight line representing the outer contour of the connecting section that intersects with the edge line of the lock outlet. That is, draw two angles that intersect with the edge line of the lock channel outlet. The outer contour line of the connecting segment.

[0079] S50. Draw parallel lines parallel to the outer contour of the connecting section at the upper and lower endpoints of the partition wall segment.

[0080] S60. Extend the outer contour of the connecting section of the two locks and make them intersect. Extend the parallel lines of the two locks through the end of the partition wall and make them intersect.

[0081] S70, chamfer the four intersecting lines in S60, with a minimum chamfer radius of [value missing]. By rounding the entrance to the partition wall, an obliquely oriented, split-wing navigation tunnel can be constructed. It should be noted that the upstream and downstream layout methods are consistent.

[0082] S80. Determine the berthing length of ships in the navigation tunnel and install oblique auxiliary flow guide holes in the partition wall at the entrance of the navigation tunnel.

[0083] Specifically, in the arrangement of the oblique-wing navigation tunnel, by setting up auxiliary flow guide holes, water can be introduced from the downstream (upstream) tunnel into the upstream (downstream) navigation tunnel. On the one hand, this can realize active water flow replenishment, and on the other hand, the introduced water has a flow velocity, which can help the ship start.

[0084] Refer to the calculation model for the lock chamber length when a ship is moored in the lock in the "General Design of Locks": ,in For ample length, This refers to the number of vessels passing through the lock at one time. Auxiliary flow guide holes are arranged within the length range.

[0085] To minimize resistance to the water flow within the guide orifice, its axis is set as a straight line. Furthermore, to ensure that the lateral velocity at the guide orifice outlet relative to the navigation tunnel (upstream or downstream) is less than or equal to the longitudinal velocity, the angle between the guide orifice's axis and the navigation tunnel is less than or equal to 45°. In the split-wing navigation tunnel design, the angle between the centerline of the navigation tunnel (i.e., the extension of the lock axis) and the navigation tunnel (i.e., the angle between the tunnel axis and the lock axis) is... Generally less than 5°, the angle between the guide hole and the centerline of the navigation tunnel is... Furthermore, the angle between the angle and the direction of the ship's travel is an acute angle.

[0086] To reduce stress concentration, the shape of the assist guide hole is set as a rounded rectangle; to facilitate water flow through the assist guide hole, the total width of the assist guide hole is... The water surface fluctuation in the navigation tunnel is less than 0.5m, therefore the elevation of the top of the auxiliary diversion hole is taken. ,in The water level of the navigation tunnel; the water flow in the navigation tunnel is concentrated around the hull, therefore the elevation of the bottom of the navigation tunnel is taken as... ,in To ensure the design of the ship's draft; and to meet the safety requirements of the power steering guide hole structure, the spacing between the power steering guide holes must be at least 5 meters, i.e. .

[0087] This embodiment uses a second-line navigation project of a 1,000-tonnage dam as an example. The upstream and downstream water level fluctuations are both approximately 15m. The second-line project is located far from the dam construction site, with an axial length of approximately 3km and a total head of 81.6m. The specific layout method is as follows:

[0088] S11. Preliminary determination of the angle between the axis of the obliquely intersecting split-wing navigation tunnel and the axis of the lock. ;

[0089] S12. Based on physical model experiments and ship simulation operation simulators, determine the width of the thousand-ton navigation tunnel. ;

[0090] S13. Determine the thickness of the entrance partition wall of the navigation tunnel based on the structural calculations. ;

[0091] S14. Determine the width at the lock exit. ;

[0092] S15. Determine the length, beam, and draft of the designed ship. ;

[0093] S16, Calculation ; ;

[0094] S17, Confirm Does the angle satisfy the condition? ,therefore Reasonable;

[0095] S18. Determine the minimum turning radius of the oblique-wing split-wing navigation tunnel. Take 1000m.

[0096] After determining the above parameters, the specific steps for the layout of the navigation tunnel are as follows:

[0097] (1) The extension line of the axis of the two-stage ship lock is extended, and the length of the extension line is ;

[0098] (2) Construct a partition wall at the entrance of the navigation tunnel. Using the endpoint of the extended lock axis as the center point of the partition wall, construct a line segment perpendicular to the extended lock axis with a width of [missing information]. ;

[0099] (3) Draw two angles that intersect the edge of the lock outlet. The outer contour line of the connecting segment;

[0100] (4) Draw parallel lines parallel to the outer contour of the connecting section at the upper and lower endpoints of the partition wall line segment;

[0101] (5) Extend the outer contour of the connecting section of the two locks and make them intersect; extend the parallel lines of the two locks through the end of the partition wall and make them intersect.

[0102] (6) Chamfer the four intersecting lines in (5), with the minimum chamfer radius being [value missing]. By rounding the entrance of the partition wall, a distributed tiered lock oblique wing navigation tunnel system can be arranged.

[0103] With the above settings, ships can easily enter and exit the lock by turning only 3 degrees. At the same time, the width of the connecting section is much smaller than that of the traditional connecting section. The gradual navigation tunnel type is adopted, which greatly saves engineering investment.

[0104] Finally, the length of ship berthing inside the navigation tunnel was determined. An inclined flow-guiding hole is installed in the thin-walled partition wall at the entrance of the navigation tunnel, with the angle between the flow-guiding hole and the centerline of the navigation tunnel being [value missing]. The guide hole is at an acute angle to the direction of the ship's travel. It is a rounded rectangle with a radius of 0.2m and a width of 1m. The top is 0.5m above the water surface and the bottom is at the designed draft of the ship. At the following 0.5m position, where the auxiliary flow guide hole is 3m high and 1m wide, the distance between the auxiliary flow guide hole near the lock and the entrance partition wall of the navigation tunnel is equal to the width of the navigation tunnel. They are then evenly distributed along the mooring section, with the auxiliary guide holes spaced 5m apart.

[0105] Practical verification shows that the results of comparing this embodiment with a traditional solution of the same scale are as follows:

[0106] In terms of workload: the opening width of the connecting section in the traditional parallel navigation tunnel scheme is estimated to be about 70-80 meters, while the scheme described in this embodiment is a 44-meter navigation tunnel. According to the workload calculation, the height of the open-cut slope is reduced by about 100%, the earthwork excavation volume is reduced by about 95%, and the support area is reduced by about 95%, resulting in direct investment savings of over 90% for this part of the project.

[0107] In terms of navigation safety: the ship maneuvering has been changed from two nearly 90° sharp turns (the success rate of which is highly dependent on the skill of the pilot) to a single 3° fine adjustment (almost intuitive operation), which can reduce the probability of accidents at the connection point by more than 70%.

[0108] In terms of operational efficiency: the booster provided by the booster orifice, as preliminarily verified by the tank model test, can shorten the time for a thousand-ton class fleet to reach a stable speed from a standstill by about 22%, thereby saving main engine energy consumption.

[0109] In summary, the method for arranging a distributed tiered lock oblique-wing navigation tunnel system provided in this embodiment can arrange the distributed tiered lock oblique-wing navigation tunnel system described in Embodiment 1. It allows ships to enter the lock from the tunnel with only one turn at the connecting section, effectively reducing the width of the connecting section, avoiding large-scale excavation work at the connecting section, reducing the construction cost of the connecting section and reducing the difficulty for ships to enter the lock from the tunnel.

[0110] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A dispersed step lock skew wing navigation tunnel system characterized in that, It includes an up-flow navigation tunnel and a down-flow navigation tunnel, which are spaced apart, and the two ends of the up-flow navigation tunnel and the down-flow navigation tunnel intersect obliquely.

2. The diagonal split-wing navigation tunnel system of dispersed step-ladder locks according to claim 1, characterized in that, Both the upstream navigation tunnel and the downstream navigation tunnel are equipped with auxiliary flow guide holes at their oblique intersection sections, and these auxiliary flow guide holes connect the corresponding berthing sections of the upstream and downstream navigation tunnels.

3. The distributed cascade ship lock oblique wing navigation tunnel system according to claim 2, characterized in that, The assisting guide hole is a straight flow channel, and the angle between the length direction of the assisting guide hole and the length direction of the upbound navigation tunnel, and the angle between the length direction of the assisting guide hole and the length direction of the downbound navigation tunnel are both less than 45°.

4. The distributed cascade ship lock oblique wing navigation tunnel system according to claim 2, characterized in that, The cross-sectional shape of the assist guide hole is a rounded rectangle.

5. The distributed cascade lock oblique-wing navigation tunnel system according to any one of claims 1 to 4, characterized in that, It also includes a lock channel, which is connected to the intersection of the upstream navigation tunnel and the downstream navigation tunnel via a connecting section.

6. The distributed cascade ship lock oblique wing navigation tunnel system according to claim 5, characterized in that, The angle between the length direction of the upstream navigation tunnel and the length direction of the lock channel, and the angle between the length direction of the downstream navigation tunnel and the length direction of the lock channel are both less than 5°.

7. A method for arranging a distributed cascade lock oblique-wing navigation tunnel system, characterized in that, The system capable of arranging the distributed cascade lock oblique-wing navigation tunnel system according to any one of claims 1 to 6 includes the following steps: S10. Determine the plan layout parameters and ship navigation parameters of the oblique-wing navigation tunnel system respectively; S20. If the plan layout parameters meet the navigation requirements, calculate the length of the connecting section based on the plan layout parameters. S30. Construct a partition wall at the entrance of the navigation tunnel. Using the extended line of the lock axis, at the end of the extended line, draw a line segment perpendicular to the extended line of the lock, with the center point of the partition wall as the reference point. S40. Draw a straight line of the outer contour of the connecting section that intersects with the edge line of the lock outlet; S50. Draw parallel lines parallel to the outer contour of the connecting section at the upper and lower endpoints of the partition wall line segment. S60. Extend the outer contour of the connecting section of the two locks and make them intersect; extend the parallel lines of the two locks through the end of the partition wall and make them intersect. S70, chamfer the four intersecting lines in S60, and round the entrance of the partition wall.

8. The method for arranging a distributed cascade ship lock oblique-wing navigation tunnel system according to claim 7, characterized in that, The plan layout parameters include the angle between the upstream and downstream navigation tunnels and the lock channel, the tunnel width, the thickness of the tunnel entrance partition wall, the lock exit width, and the minimum turning radius. The ship's navigation parameters include the permissible hull length, width, and draft.

9. The method for arranging a distributed cascade ship lock oblique-wing navigation tunnel system according to claim 8, characterized in that, The length of the lock channel extension is greater than three times the length of the ship but less than four times the length of the ship.

10. The method for arranging a distributed cascade lock oblique-wing navigation tunnel system according to any one of claims 7 to 9, characterized in that, It also includes the following steps: S80. Determine the length of vessel berthing inside the tunnel and install oblique auxiliary flow guide holes in the tunnel entrance partition wall.

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