A flood control, water stabilization, and safe navigation coordination control system for a cross-basin underground canal
Patent Information
- Application Number
- CN202611343275.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-09-01
- Publication Date
- 2026-10-27
AI Technical Summary
[0005]针对现有技术的不足，本发明提供了一种跨流域地下运河防洪稳水安全通航协同控制系统，解决了现有地下航道与外部水域直接连通且缺乏水位与底面高程约束，易导致外部洪水倒灌引起洞内水位上升危及通航安全，并引发跨流域水资源转移与水生生物迁徙破坏生态平衡的问题
[0018]与现有技术相比，本发明提供了一种跨流域地下运河防洪稳水安全通航协同控制系统，具备以下有益效果：
Smart Images
Figure CN122980372A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of canal flood control technology, specifically to a cross-basin underground canal flood control, water stabilization, safe navigation, and collaborative control system. Background Technology
[0002] The collaborative control method for flood control, water stabilization, and safe navigation in underground canals is mainly applicable to underground canal navigation projects. It is used to regulate the water level of the underground canal, block external floods, and protect navigating vessels during flood season and normal water conditions. Existing underground navigation channels typically rely on direct connections between surface waterways and underground channels, equipped with locks and drainage pumping stations to allow vessels to pass between sections of the underground channel and its outer sections.
[0003] However, the existing underground canals lack physical barriers between them and external reservoirs or surface waterways. The navigable water level of the underground canals is at the same elevation as the normal water level of the external waterways. During the flood season, the inflow of external floodwaters into the underground canals can easily cause the water level inside the tunnels to rise, endangering the safety of ships navigating underground. At the same time, the existing underground waterways are prone to water flow under the action of water heads at both ends, causing cross-basin water resource transfer and cross-basin migration of aquatic organisms, affecting the utilization of water resources in the basins and disrupting the original ecological balance of each basin. Summary of the Invention
[0004] Technical problems to be solved
[0005] To address the shortcomings of existing technologies, this invention provides a collaborative control system for flood control, water stabilization, and safe navigation in cross-basin underground canals. This system solves the problems of existing underground waterways being directly connected to external waters and lacking water level and bottom elevation constraints, which can easily lead to backflow of external floodwaters causing water levels inside the canal to rise and endanger navigation safety. It also addresses the issues of cross-basin water resource transfer and aquatic organism migration disrupting the ecological balance.
[0006] Technical solution
[0007] To achieve the above objectives, the present invention provides the following technical solution:
[0008] A cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system includes: maintaining the water surface along the entire underground canal tunnel at the same elevation without gradient, and maintaining the bottom surface of the entire underground canal tunnel at the same elevation without gradient.
[0009] Preferably, a sill is set at the entrance of the underground canal so that the bottom elevation of the underground canal tunnel is higher than the bottom elevation of the river outside the tunnel, thus separating the river channels inside and outside the tunnel. The normal water level inside the underground canal is higher than the normal water level outside the tunnel. The normal water level inside the tunnel is set to be the same as the design flood level outside the tunnel. When the water level outside the tunnel is below the design flood level, the backflow of floodwater outside the tunnel is blocked, the water level inside the underground canal is maintained at a normal level, and the water level is regulated by the lock outside the underground canal entrance to enable navigation inside and outside the tunnel.
[0010] Preferably, the lock is located at the junction of the underground canal and the reservoir or river, and the top elevation of the lock gate is set to the check flood level. When the water level outside the canal is between the design flood level and the check flood level, the lock gate is used to prevent floodwater from flowing into the underground canal, and the water level is regulated by the lock to maintain navigation. When the water level outside the canal is in the normal or dry season, the lock gate is used to reverse the outflow of water from the underground canal to maintain the normal water level and navigation depth inside the canal.
[0011] Preferably, an emergency gate is installed at the entrance of the underground canal. When the water level outside the canal approaches the check flood level, the emergency gate is closed to seal the entrance and block floods exceeding the check flood level, thus maintaining the water level inside the underground canal at a normal level.
[0012] Preferably, the elevation of the underground canal and the lock is lower than that of the surrounding natural river channels; a water intake pipe is laid from the natural river channel at a higher elevation to the lock chamber, and a drainage pipe is laid from the lock chamber to the downstream of the natural river channel; the lock chamber is filled and drained by gravity without pumps by opening and closing the gate valves on the water intake pipe and the drainage pipe, and water is replenished to the underground canal through the water intake pipe during the normal water period and the dry season.
[0013] Preferably, the lock gates have bidirectional water pressure resistance, and an artificial waterway is provided between the underground canal entrance and the lock chamber. When the water level in the lock chamber does not reach the normal water level inside the tunnel, the lock gates near the entrance are closed. When the water level in the lock chamber is adjusted to be level with the normal water level inside the tunnel, the lock gates near the entrance are opened so that ships can pass between the underground canal and the lock chamber via the artificial waterway.
[0014] Preferably, ventilation ducts are laid along the entire underground canal, and elevators and walkways leading to the ground are installed in the ventilation ducts as emergency evacuation routes; and passenger and freight cable car systems are installed in urban areas along the underground canal to connect to ground transportation hubs, which can also serve as emergency safety routes.
[0015] Preferably, the gate valve control steps during the filling and draining process of the lock chamber include: in the initial stage of filling or draining the lock chamber, adjusting the gate valve on the water intake pipe or drainage pipe to an initial small opening and maintaining a preset initial delay to limit the rate of rise and fall of the water level in the lock chamber; when the water level difference between the lock chamber water level and the target navigation water level decreases to a preset first threshold, increasing the opening of the gate valve to accelerate filling and draining; when the lock chamber water level and the target navigation water level reach the same level, completely closing the gate valve and interlocking to trigger the opening of the corresponding lock gate.
[0016] Preferably, the closing control steps of the emergency gate include: when the water level outside the tunnel is detected to be approaching the preset safety threshold of the check flood level, triggering an emergency gate closing command and collecting the ship clearance signal within the vertical travel area of the emergency gate; after confirming that the travel area is in a clear state, controlling the emergency gate to run at a first falling speed to a preset opening position and hovering for a preset time, with the ventilation duct adjusting the air pressure balance between the inside and outside of the tunnel; after the hovering time ends, controlling the emergency gate to continue falling at a second falling speed lower than the first falling speed until it touches the top surface of the bottom sill to achieve complete closure.
[0017] Beneficial effects
[0018] Compared with existing technologies, this invention provides a collaborative control system for flood control, water stabilization, and safe navigation of cross-basin underground canals, which has the following beneficial effects:
[0019] 1. This cross-basin underground canal flood control, water stabilization, safe navigation, and collaborative control system utilizes the following: maintaining the water surface and tunnel bottom of the entire underground canal at the same elevation without gradient; setting a bottom sill at the tunnel entrance; and setting the normal water level inside the tunnel to be level with the design flood level outside the tunnel. When the water level outside the tunnel is at or below the design flood level, geometric elevation constraints are used to prevent floodwater from flowing back into the tunnel. At the same time, it prevents the underground canal from becoming a water conveyance channel, blocks the uncontrolled transfer of water resources across basins and the migration of aquatic organisms across basins, and protects the original water resources and ecological environment balance of each basin.
[0020] 2. This cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system utilizes the coordinated operation of a lock with a gate top elevation reaching the check flood level and an emergency gate at the canal entrance. Within the range of the design flood level to the check flood level, the lock maintains navigation and blocks floodwaters. During periods of normal and low water levels, it reverses the outflow of water from inside the canal to maintain navigable depth. Furthermore, when the water level exceeds the check flood level, the emergency gate closes to maintain a stable water level inside the canal, allowing vessels navigating inside the canal to maintain safe navigation without needing to leave the canal for safety.
[0021] 3. This cross-basin underground canal flood control, water stabilization, safe navigation and collaborative control system utilizes the high-altitude natural river water diversion pipeline, downstream drainage pipeline and graded opening gate valves to achieve pump-free self-flowing filling and drainage of ship locks and self-flowing water replenishment of underground canals, reducing system operation and maintenance energy consumption. In conjunction with the ventilation ducts and passenger and freight cable car system deployed along the route, it ensures air circulation and pressure equalization release in long tunnels, while providing emergency evacuation channels for personnel transfer. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the method steps of the present invention;
[0023] Figure 2 This is a schematic diagram of the general aviation control system of the present invention. Detailed Implementation
[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0025] Please see Figure 1 , Figure 2 A cross-basin underground canal flood control, water stabilization, safe navigation and collaborative control system includes: maintaining the water surface along the entire underground canal tunnel at the same elevation without gradient, and maintaining the bottom surface of the entire underground canal tunnel at the same elevation without gradient.
[0026] In this embodiment, a 300km long inter-basin underground canal is taken as an example. This underground canal spans different river systems and its two ends connect to the backwater areas of reservoirs or natural surface rivers in different basins. To achieve the isolation and protection of water resources and the ecological environment, the underground canal is designed as a horizontal waterway throughout its 300km length. Specifically, the bottom surface of the underground canal tunnel maintains the same horizontal reference elevation along the entire 300km length, without any longitudinal slope; at the same time, the navigable water surface, i.e., the normal water level of the underground canal, also maintains the same elevation, with no hydraulic gradient or flow gradient along the entire length. Through the zero-gradient geometry of the water surface and the tunnel bottom, the physical conditions for the underground canal to evolve into an inter-basin water conveyance tunnel due to the difference in water head at both ends are blocked, avoiding uncontrolled water resource transfer and imbalance in distribution between basins; at the same time, the downstream autonomous migration of aquatic organisms between different river systems is blocked, protecting the balance of the original ecosystems of each basin. The water stored in the underground canal serves only as a buoyancy-bearing medium for ship navigation and does not consume water during operation.
[0027] A sill is installed at the entrance of the underground canal to make the bottom elevation of the underground canal tunnel higher than the bottom elevation of the river outside the tunnel, thus separating the river channels inside and outside the tunnel. The normal water level inside the underground canal is also higher than the normal water level outside the tunnel. The normal water level inside the tunnel is set to be the same as the design flood level outside the tunnel. When the water level outside the tunnel is below the design flood level, the backflow of floodwater outside the tunnel is blocked, and the water level inside the underground canal is maintained at a normal level. The water level is regulated by the lock outside the underground canal entrance to enable navigation between the inside and outside of the tunnel.
[0028] In this embodiment, taking the connection between the underground canal and the external reservoir as an example, the normal water level of the reservoir outside the tunnel is 440.00m, the design flood level is 445.00m, and the check flood level is 450.00m. A physical sill is constructed at the entrance of the underground canal. The top surface of the sill is flush with the inner edge of the bottom of the underground canal tunnel lining, and the bottom surface of the sill reaches the bottom of the reservoir or riverbed in the backwater area. This makes the overall elevation of the bottom surface of the underground canal tunnel higher than the bottom surface of the river channel outside the tunnel, thereby physically cutting off the river channel inside and outside the tunnel in space and preventing the silt from sliding into the tunnel.
[0029] The normal operating water level inside the underground canal is set to be exactly the same as the design flood level of the reservoir outside the canal, i.e., directly anchored at 445.00m. Since the normal water level of the underground canal (445.00m) is higher than the normal water level of the reservoir outside the canal (440.00m), and during general flood season when the design flood level of 445.00m or lower occurs outside the canal, the flood level outside the canal will never exceed the reference water level inside the canal. Therefore, relying on the geometric constraint of equal water level elevation, general floodwaters are naturally prevented from flowing back into the canal without the canal entrance being closed by gates. At this time, the water level inside the canal is stably maintained at the reference elevation of 445.00m, and ships can use the locks located outside the canal to regulate the water level, achieving smooth navigation both inside and outside the canal.
[0030] The lock is located at the junction of the underground canal and the reservoir or waterway. The top elevation of the lock gate is set at the check flood level. When the water level outside the canal is between the design flood level and the check flood level, the lock gate is used to prevent floodwater from flowing into the underground canal and to regulate the water level to maintain navigation. When the water level outside the canal is in the normal or low water period, the lock gate is used to block the outflow of water from the underground canal in the opposite direction to maintain the normal water level and navigation depth inside the canal.
[0031] In this embodiment, the lock configured at the connection between the underground canal and the reservoir includes a lock chamber, a first gate near the entrance of the canal (i.e., the south gate), and a second gate away from the entrance of the canal (i.e., the north gate). The gates adopt a bidirectional pressure-bearing structure, and the elevation of the top of the gates is strictly set to the check flood level of the reservoir outside the canal, which is 450.00m.
[0032] When the outside of the tunnel encounters a medium to large flood and the external water level is between the design flood level of 445.00m and the check flood level of 450.00m, the closed lock gates directly form a water barrier to prevent external floods from entering the underground canal, while the water level inside the tunnel remains stable at the normal level of 445.00m. If navigation is required at this time, the water level is adjusted by filling or draining water into the lock chamber through the lock, allowing ships to transition between the normal water level of 445.00m inside the tunnel and the current external flood level of 445.00m to 450.00m, maintaining normal navigation around the clock.
[0033] When the external water level is at normal or low, such as when the reservoir water level is 440.00m or even lower, the normal water level inside the tunnel is 445.00m higher than the water level outside the tunnel. The lock gates reverse the flow of water to prevent the water from leaking out of the tunnel, ensuring that the water depth of the 300km underground canal remains constant and meets the safe draft requirements of 3,000-ton ships.
[0034] An emergency gate is installed at the entrance of the underground canal. When the water level outside the canal approaches the check flood level, the emergency gate is closed to seal the entrance and block floods exceeding the check flood level, thus maintaining the water level inside the underground canal at a normal level.
[0035] In this embodiment, an emergency sealing gate, or emergency gate, is installed on the tunnel entrance structure of the underground canal, capable of completely sealing the entire tunnel entrance cross-section. When external hydrological monitoring indicates an exceptionally large flood exceeding the verification standard, or when the flood level outside the tunnel approaches the verification flood level of 450.00m, which is close to the top elevation of the lock gate, the canal dispatching system issues an emergency closure command, rapidly lowering and locking the emergency gate at the tunnel entrance, completely sealing the entrance.
[0036] The emergency gate effectively prevented extreme floodwaters exceeding the check flood level from entering the tunnel, and the water level inside the underground canal remained constant at the normal level of 445.00m. For ships navigating the middle section of the 300km long canal, it takes more than ten hours to reach the tunnel entrance. Without the emergency gate, a massive flood would cause the water level inside the tunnel to rise, potentially leading to a collision with the top of the ship. In this embodiment, the emergency gate provides a bottom-sealing barrier, allowing ships inside the tunnel to continue navigating or berthing safely within the protected, stable water environment without the need for an emergency exit.
[0037] The elevation of the underground canal and lock is lower than that of the surrounding natural river channels. Water diversion pipelines are laid from the natural river channels at higher elevations to the lock chamber, and drainage pipelines are laid from the lock chamber to the downstream of the natural river channels. Pump-free gravity filling and drainage of the lock chamber are achieved by opening and closing the gate valves on the water diversion and drainage pipelines. Water is also supplied to the underground canal through the water diversion pipelines during the normal water period and the dry season.
[0038] In this embodiment, the underground canal and the lock at the entrance are located in a mountainous terrain with natural surface rivers on surrounding high ground, and the riverbed has a relatively steep longitudinal slope. Utilizing this topographical difference, a water intake pipe, i.e., the lock's water inlet channel, is laid upstream of the natural surface river channel at an elevation higher than the lock chamber, leading directly to the lock chamber. A water intake gate valve is installed on the water intake pipe. Simultaneously, a drainage pipe, i.e., the lock's spillway channel, is laid downstream of the lock chamber into the lower-elevation natural river channel. A drainage gate valve is installed on the drainage pipe.
[0039] During the operation of the lock, the rise in water level in the lock chamber relies entirely on the gravity injection of water from the natural river channel at higher elevations through the water diversion pipe. The drop in water level relies entirely on the gravity discharge of water from the lock chamber downstream through the drainage pipe. No power pumps are required for pumping; water intake and drainage are controlled solely by opening and closing the intake and drainage valves, reducing energy consumption for operation and maintenance. During periods of normal and low water levels, when minor water loss occurs in the 300km underground canal due to ship passage through the lock, water can be replenished through this water diversion pipe to maintain a constant water level of 445.00m within the tunnel.
[0040] The lock gates have bidirectional water pressure resistance, and an artificial waterway is provided between the underground canal entrance and the lock chamber. When the water level in the lock chamber does not reach the normal water level inside the tunnel, the lock gates near the entrance are closed. When the water level in the lock chamber is adjusted to be the same as the normal water level inside the tunnel, the lock gates near the entrance are opened to allow ships to pass through the artificial waterway between the underground canal and the lock chamber.
[0041] In this embodiment, an artificial waterway is constructed between the lock and the underground canal entrance, forming two independent hydraulic regulation units with the lock chamber. During periods of normal water level, low water level, or when the water level outside the lock is below 445.00m, the specific operation for vessels to travel from inside the lock to the reservoir outside is as follows: First, the second gate furthest from the entrance is closed, and the intake valve is opened to fill the lock chamber with water, raising the water level to 445.00m, which is level with the artificial waterway and the normal water level inside the lock. At this point, the first gate near the entrance is opened, allowing the vessel to smoothly enter the lock chamber from the underground canal via the artificial waterway. Then, the first gate is closed, and the drainage valve is opened to lower the water level in the lock chamber to the current reservoir level, for example, 440.00m. Finally, the second gate is opened, allowing the vessel to enter the reservoir area. Reverse operation is performed when a vessel travels in the opposite direction into the lock.
[0042] The control system is equipped with electrical interlock protection logic: under any operating condition, as long as there is a height difference between the real-time water level in the gate chamber and the normal water level of 445.00m in the tunnel, whether it is higher or lower than 445.00m, the first gate will be locked; only when the sensor detects that the water level in the gate chamber has been adjusted to be completely level with the normal water level in the tunnel, the first gate will be allowed to open, reducing the risk of water level fluctuation or water backflow caused by accidental gate opening.
[0043] Ventilation ducts are laid along the entire underground canal, and elevators and walkways leading to the ground are installed within the ventilation ducts to serve as emergency evacuation routes; in addition, passenger and freight cable car systems are installed in urban areas along the underground canal to connect to ground transportation hubs, which also serve as emergency safety passages.
[0044] In this embodiment, to ensure air quality and personnel safety within the confined space of the 300km-long underground canal, a ventilation duct leading directly to the surface is constructed every 500m along the canal's longitudinal length, either vertically or inclined. This ventilation duct serves as both a ventilation shaft and a surface passageway, providing continuous natural or mechanical ventilation to ensure air circulation and oxygen levels within the long tunnel. Each ventilation duct is equipped with a vertical elevator and emergency walkway leading to the surface, forming a high-density surface escape network.
[0045] Meanwhile, at various town nodes along the underground canal, underground passenger and cargo terminals are constructed, and passenger and cargo cable car systems are erected to directly connect to surface town transportation hubs, with one set installed approximately every 10km. Under normal circumstances, the passenger and cargo cable car system serves as a transfer point for passenger traffic between canal shipping and surface road and rail transportation hubs, as well as a vertical transport function for light cargo. In the event of a sudden fire, structural hazard, or extreme scheduling conditions, the cable car lanes can be directly used as a safe passage for large-capacity, rapid-response evacuation of personnel.
[0046] The gate valve control steps during the filling and draining process of the lock chamber include: in the initial stage of filling or draining the lock chamber, adjusting the gate valve on the water intake pipe or drainage pipe to the initial small opening and maintaining the preset initial delay to limit the rate of rise and fall of the water level in the lock chamber; when the water level difference between the lock chamber water level and the target navigation water level narrows to a preset first threshold, increasing the gate valve opening to accelerate filling and draining; when the lock chamber water level and the target navigation water level reach the same level, completely closing the gate valve and interlocking to trigger the opening of the corresponding lock gate.
[0047] In this embodiment, to prevent water hammer in the pipes and violent swells in the lock chamber from causing the ship to lose berthing stability during water filling or drainage, a multi-stage stepped gate valve opening control strategy is adopted:
[0048] Taking the water filling operation as an example, when the water filling command is initiated, the control system first opens the water intake gate valve on the water intake pipeline to a small initial opening, such as 15% to 30%, and maintains it for a preset initial delay time, such as 2 to 5 minutes, to constrain the initial rise rate of the water level inside the lock chamber within a low and stable range. As the thickness of the water cushion inside the lock chamber increases and the water level difference between the lock chamber water level and the target navigation water level of 445.00m decreases to a preset first threshold, such as the water level difference decreasing to 0.50m to 1.00m, the control system drives the water intake gate valve to increase to a high opening, such as 80% to 100% full opening, to quickly complete the main volume filling with a large flow rate. When the high-precision water level sensor detects that the lock chamber water level and the target navigation water level have reached the same level, such as the water level difference entering the balance range of 0.00m to 0.05m, the water intake gate valve is immediately and completely closed, and the first gate is automatically interlocked and triggered to open, allowing ships to pass through the lock safely and smoothly. In drainage operation, symmetrical timing control is implemented through drainage gate valves.
[0049] The closing control steps of the emergency gate include: when the water level outside the tunnel is detected to be approaching the preset safety threshold of the check flood level, the emergency gate closing command is triggered, and the ship clearance signal within the vertical travel area of the emergency gate is collected; after confirming that the travel area is in a clear state, the emergency gate is controlled to move to the preset opening position at the first falling speed and hover for a preset time, and the air pressure balance between the inside and outside of the tunnel is adjusted by the ventilation duct; after the hovering time ends, the emergency gate is controlled to continue falling at a second falling speed lower than the first falling speed until it touches the top surface of the bottom sill to achieve complete closure.
[0050] In this embodiment, when an external hydrological station detects that the flood level outside the tunnel is approaching the preset safety threshold of 450.00m (the check flood level), for example, when the water level reaches the range of 449.50m to 449.90m, the system automatically generates an emergency gate closing command. The radar and photoelectric sensor array installed above the tunnel entrance gate slot first scans the vertical lifting range of the emergency gate and the sill projection range to collect the ship clearance signal; after confirming that there are no ships or floating objects remaining, the closing mechanism is activated.
[0051] The closing process employs a two-stage, graded descent buffer control: In the first stage, the emergency gate is controlled to descend at a relatively fast initial descent speed to a preset opening position, for example, the lower opening of the gate is kept at 10% to 20%, and it hovers at this position for a preset time, for example, 2 to 5 minutes. During the hovering period, the compressed air generated by closing the tunnel opening is released to the ground surface through the ventilation duct near the tunnel opening, so that the pressure inside the 300km sealed tunnel is stable and equalized with the external atmospheric pressure, avoiding the impact of transient air pressure pulsation caused by the rapid closing of the gate, which could damage the ventilation facilities inside the tunnel and the hull. After the buffering period ends, the second stage of descent is initiated, and the emergency gate is controlled to slowly close to the top surface of the bottom sill at a second descent speed significantly slower than the first stage, completing the watertight and airtight locking of the entire cross section.
[0052] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
Claims
1. A collaborative control system for flood control, water stabilization, and safe navigation of inter-basin underground canals, characterized in that: include: Maintain the water surface along the entire underground canal at the same elevation without gradient, and maintain the bottom surface of the entire underground canal tunnel at the same elevation without gradient.
2. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 1, characterized in that: A sill is installed at the entrance of the underground canal to make the bottom elevation of the underground canal tunnel higher than the bottom elevation of the river outside the tunnel, thus separating the river channels inside and outside the tunnel. The normal water level inside the underground canal is also higher than the normal water level outside the tunnel. The normal water level inside the tunnel is set to be the same as the design flood level outside the tunnel. When the water level outside the tunnel is below the design flood level, the backflow of floodwater outside the tunnel is blocked, and the water level inside the underground canal is maintained at a normal level. The water level is regulated by the lock outside the underground canal entrance to enable navigation between the inside and outside of the tunnel.
3. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 2, characterized in that: The lock is located at the junction of the underground canal and the reservoir or river. The top elevation of the lock gate is set at the check flood level. When the water level outside the canal is between the design flood level and the check flood level, the lock gate is used to prevent floodwater from flowing into the underground canal and to regulate the water level to maintain navigation. When the water level outside the canal is in the normal or dry season, the lock gate is used to block the outflow of water from the underground canal in the opposite direction to maintain the normal water level and navigation depth inside the canal.
4. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 2, characterized in that: An emergency gate is installed at the entrance of the underground canal. When the water level outside the canal approaches the check flood level, the emergency gate is closed to seal the entrance and block floods exceeding the check flood level, thus maintaining the water level inside the underground canal at a normal level.
5. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 3, characterized in that: The elevation of the underground canal and lock is lower than that of the surrounding natural river channels. A water diversion pipeline is laid from the natural river channel at a higher elevation to the lock chamber, and a drainage pipeline is laid from the lock chamber to the downstream of the natural river channel. The lock chamber is filled and drained by gravity without pumps by opening and closing the gate valves on the water diversion and drainage pipelines. During the normal water period and the dry season, water is replenished to the underground canal through the water diversion pipeline.
6. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 5, characterized in that: The lock gates have bidirectional water pressure resistance, and an artificial waterway is provided between the underground canal entrance and the lock chamber. When the water level in the lock chamber does not reach the normal water level inside the tunnel, the lock gates near the entrance are closed. When the water level in the lock chamber is adjusted to be the same as the normal water level inside the tunnel, the lock gates near the entrance are opened to allow ships to pass through the artificial waterway between the underground canal and the lock chamber.
7. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 4, characterized in that: Ventilation ducts are laid along the entire underground canal, and elevators and walkways leading to the ground are installed within the ventilation ducts to serve as emergency evacuation routes; in addition, passenger and freight cable car systems are installed in urban areas along the underground canal to connect to ground transportation hubs, which also serve as emergency safety passages.
8. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 6, characterized in that: The gate valve control steps during the filling and draining process of the lock chamber include: in the initial stage of filling or draining the lock chamber, adjusting the gate valve on the water intake pipe or drainage pipe to the initial small opening and maintaining a preset initial delay to limit the rate of rise and fall of the water level in the lock chamber; when the water level difference between the lock chamber water level and the target navigation water level narrows to a preset first threshold, increasing the opening of the gate valve to accelerate filling and draining; when the lock chamber water level and the target navigation water level reach the same level, completely closing the gate valve and interlocking to trigger the opening of the corresponding lock gate.
9. The cross-basin underground canal flood control, water stabilization, and safe navigation collaborative control system according to claim 7, characterized in that: The closing control steps of the emergency gate include: when the water level outside the tunnel is detected to be approaching the preset safety threshold of the check flood level, an emergency gate closing command is triggered, and the ship clearance signal within the vertical travel area of the emergency gate is collected; after confirming that the travel area is in a clear state, the emergency gate is controlled to move to a preset opening position at a first falling speed and hover for a preset time, and the air pressure balance between the inside and outside of the tunnel is adjusted by the ventilation duct; after the hovering time ends, the emergency gate is controlled to continue falling at a second falling speed lower than the first falling speed until it touches the top surface of the bottom sill to achieve complete closure.