CN103334417A - Method for preventing ship entering into/pulling out of specially restricted navigation channel from sinking and contacting bottom - Google Patents

Abstract

The invention relates to a method for preventing a ship entering into/pulling out of a specially restricted navigation channel from sinking and contacting the bottom. The method comprises the following steps of 1, calculating maximum sinkage of a ship entering into/pulling out of a specially restricted navigation channel according to a formula (1), 2, determining a designed water depth of the specially restricted navigation channel according to the maximum sinkage of the ship entering into/pulling out of the specially restricted navigation channel, and 3, adding water into the specially restricted navigation channel so that the depth of water in the specially restricted navigation channel is equal to the designed water depth determined by the step 2, and carrying out a test that the ship repeatedly enters into/pulls out of the specially restricted navigation channel at a ship speed V to test if the ship contacts the bottom when entering into/pulling out of the specially restricted navigation channel. Through measurement of hydrodynamic parameters and navigation channel physical parameters of the ship entering into/pulling out of a specially restricted navigation channel, the method can fast and accurately calculate the maximum sinkage of the ship entering into/pulling out of the specially restricted navigation channel, can truly show the maximum sinkage of the ship entering into/pulling out of the specially restricted navigation channel and can further determine designed water depth of the specially restricted navigation channel according to the maximum sinkage.

Description

Sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel

Technical field

The present invention sinks to touching the method at the end while being specifically related to the particular restriction navigation channel such as a kind of boats and ships turnover ship booster supporting compartment.

Background technology

Restricted waterway refers to because the water surface is narrow, the little navigation channel that ship's navigation is had to the significant limitation effect of section factor, comprises the part approach channel of canal, channel and river network in plain areas etc.And ship booster supporting compartment is as a kind of particular restriction channel, section factor is much smaller than general restricted waterway (being only generally 2.0).Boats and ships are when this type of restricted waterway navigation, due to the obvious blocking effect of the little generation of ratio of channel cross section to vessel's wet cross section, the water body that the place ahead is pushed open by stem moves to stern, form current around ship motion, the flow velocity loss is followed in the backflow campaign of this current, and producing a height of water, this height of water has just formed the sinking of boats and ships.As shown in Figure 1, in figure, δ is the boats and ships deflection, m; F is the following area of the boats and ships midship section water surface, m ²V is ship speed; B is the beam, m; B is the navigation channel section width, m; T is drauht, m; U is boats and ships ambient water back-flow velocity, m/s; H is the initial depth of water, m.

When restricted waterway carries out depth of water design, need accurately estimation ship's navigation deflection, determine rational navigation channel underkell clearance, occur to touch at the end while preventing boats and ships turnover restricted waterway, ensure boats and ships and channel safe.Yet for the calculating of this particular restriction of ship booster supporting compartment navigation channel boats and ships deflection, there is no at present perfect method at present.Existing boats and ships mainly contain following several in the computational methods of restricted waterway navigation deflection:

1.Barrass design formulas: the maximum navigation deflection δ max of boats and ships is by Block Coefficient and the speed of a ship or plane decision of boats and ships, and expression is:

Wherein V is ship speed, kn; C _BFor the boats and ships Block Coefficient; S=f/F, f is the boats and ships cross-sectional area, is approximately equal to 0.98bT, and b is the beam, and T is the drauht depth of water, and F is the navigation channel cross-sectional area, for the restricted waterway F=BH of rectangle.This formula be applicable to depth of water drinking water than h/T between 1.10～1.40, the S reciprocal of section factor between 0.100～0.250, the Block Coefficient C of boats and ships _BBetween 0.50～0.85, the headway V of boats and ships is at 0～20kn.Above-mentioned restrictive condition causes the Barrass design formulas and is not suitable for the calculating of the ship booster supporting compartment boats and ships deflection that section factor is less.

2.Huuska/Guliev design formulas

$\mathrm{\&delta;}=C_S\frac{\&dtri;}{L_{\mathrm{<figure-callout\; id="2"\; label="pp\; F\; nr"\; filenames="HDA00003203983500013.png,HDA00003203983500022.png"\; state="\{\{state\}\}">pp</figure-callout>}}}\frac{F_{\mathrm{nr}}^{}}{}\frac{{}_2^{}}{\sqrt{1-F_{\mathrm{nr}}^2}}{K}_S$

C in formula _SFor coefficient, desirable 2.4; For vessel displacement, can be expressed as L wherein _PPFor the boats and ships length between perpendiculars; F _NrFor depth of water Froude number, can be expressed as K _SFor correction factor, it is defined as follows:

$K_S=\left\{\begin{array}{c}7.45{\mathrm{<figure-callout\; id="1"\; label="S"\; filenames="DEST\_PATH\_HDA00003555293800011.png,DEST\_PATH\_HDA00003555293800012.png"\; state="\{\{state\}\}">S</figure-callout>}}_1+0.76,{\mathrm{<figure-callout\; id="1"\; label="S"\; filenames="DEST\_PATH\_HDA00003555293800011.png,DEST\_PATH\_HDA00003555293800012.png"\; state="\{\{state\}\}">S</figure-callout>}}_1>0.03\\ 1.0,{\mathrm{<figure-callout\; id="1"\; label="S"\; filenames="DEST\_PATH\_HDA00003555293800011.png,DEST\_PATH\_HDA00003555293800012.png"\; state="\{\{state\}\}">S</figure-callout>}}_1\&le;0.03\end{array}\right.$

Restricted waterway S wherein ₁=S.

3.Yoshimura design formulas

$\mathrm{\&delta;}=[(0.7+\frac{1.5T}{H})\left(\frac{{\mathrm{bC}}_B}{L_{\mathrm{pp}}}\right)+\frac{15T}{H}{\left(\frac{b{C}_B}{L_{\mathrm{pp}}}\right)}^3\frac{V_e^2}{g}]$

V in formula _eFor erection rate, for restricted channel, get V/ (1-S).

4. " sinking and the resistance of boats and ships in navigation channel " proposed the design formulas of boats and ships at the deflection δ of restricted waterway different section pattern navigation, for the rectangle navigation channel:

$1-k=\frac{{\mathrm{<figure-callout\; id="2"\; label="Fr"\; filenames="HDA00003203983500013.png,HDA00003203983500022.png"\; state="\{\{state\}\}">Fr</figure-callout>}}^2}{2}[\frac{1}{{(k-S)}^2}-1]$

Wherein, k=(H-δ)/H; S=f/F=1/n;

In formula, k, S and Fr are respectively the depth of water ratio of zero dimension pattern, inverse and the Froude number of section factor.And in formula, all there is unknown quantity k the equal sign both sides, make solving of boats and ships deflection δ comparatively loaded down with trivial details, and in equation every hydraulic factors on the boats and ships deflection to affect the physics interrogatory true.

The measurement of above-mentioned several method data is comparatively complicated with calculating, and formula is not suitable for the calculating of boats and ships deflection in the particular restriction navigation channels such as ship booster supporting compartment, therefore need a kind of method of simple and fast to measure the boats and ships largest amount of subsidence, and then the design head in definite particular restriction navigation channel.

Summary of the invention

The technical problem to be solved in the present invention is the defect existed according to prior art, a kind of method at the end that prevents from when boats and ships from passing in and out the particular restriction navigation channel sinking to touching is proposed, the method can the accurate response boats and ships deflection in the particular restriction navigation channel such as turnover ship booster supporting compartment, can determine by the deflection of boats and ships the depth of water in particular restriction navigation channel again, and then prevent that boats and ships from sinking to touching at the end when turnover particular restriction navigation channel, ensured the safety in boats and ships and navigation channel.

Of the present invention preventing when boats and ships from passing in and out the particular restriction navigation channel sinks to touching the method at the end, comprises the following steps:

(i), the hydraulic parameter in boats and ships and navigation channel while measuring boats and ships turnover particular restriction navigation channel, and, according to the largest amount of subsidence in following formula Ship ' turnover particular restriction navigation channel, the largest amount of subsidence while establishing boats and ships turnover particular restriction navigation channel is δ,

$\frac{\mathrm{\&delta;}}{H}=2.607\&times;\frac{{\mathrm{<figure-callout\; id="2"\; label="V"\; filenames="HDA00003203983500013.png,HDA00003203983500022.png"\; state="\{\{state\}\}">V</figure-callout>}}^2}{2\mathrm{gH}}\&times;[{\left(\frac{n}{n-1}\right)}^2-1]-0.054---\left(1\right)$

Wherein, the initial depth of water that H is the particular restriction navigation channel (depth of water in navigation channel when the initial depth of water is boats and ships and is still in the particular restriction navigation channel), the travel speed that V is boats and ships, g is acceleration of gravity, n is section factor;

While (ii), according to the boats and ships that calculate, passing in and out the particular restriction navigation channel, largest amount of subsidence is determined the design head in particular restriction navigation channel;

(iii), the particular restriction navigation channel is added to water, make water depth in navigation channel reach the degree of depth of the design head that step mentions in (ii), boats and ships repeatedly pass in and out the particular restriction navigation channel under certain ship's speed V condition, and whether the check boats and ships sink at the tactile end in the process of inward and outward channel.

Above-mentionedly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, described step (i) in, can calculate section factor n according to following formula,

$n=\frac{F}{f}---\left(2\right)$

Wherein F is the boats and ships discharge area, the area that f is the following part of the boats and ships midship section water surface.In addition, V is the maximal rate that while ship reception chamber, boats and ships allow.

Above-mentionedly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, the design head of establishing the particular restriction navigation channel in described step in (ii) is H ', and H ' meets following requirement,

H′＞δ+T ⑶

Wherein, largest amount of subsidence when δ is boats and ships turnover particular restriction navigation channel, T is shipping draft.

Above-mentionedly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, described step (iii) in, if do not touch at the end design head in the particular restriction navigation channel that adopts step (ii) to obtain during boats and ships turnover particular restriction navigation channel; If touch the end, repeating step operation (i) during boats and ships turnover particular restriction navigation channel.

Above-mentioned preventing when boats and ships from passing in and out the particular restriction navigation channel sinks to touching the method at the end, and described particular restriction navigation channel can be the waters in ship booster supporting compartment.

Above-mentionedly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, in described step (i) and (ii), further comprising the steps of: as according to certain proportion requirement, to manufacture ship lift and boats and ships physical model, the water that injects certain depth of water H in the ship reception chamber of ship lift physical model forms restricted waters, the boats and ships physical model is repeatedly passed in and out to the waters in ship reception chamber, obtain boats and ships measured value of largest amount of subsidence during the turnover ship booster supporting compartment under certain ship's speed condition, and measured value and calculated value are compared.

In the present invention, when boats and ships turnover particular restriction navigation channel, suppose that boats and ships navigate by water in the zone of narrow shallow endless, and coordinate system is fixed on boats and ships, can sets up following equation group:

Continuous equation: VF=(V+u) (F-f-B δ) (4)

Energy equation: $\frac{V^2}{2g}=\frac{{(V+u)}^2}{2g}-\mathrm{\&delta;}---\left(5\right)$

According to above equation group, can find out that boats and ships deflection δ is main relevant with factors such as boats and ships discharge area F, boats and ships midship section underwater area f, ship speed V and ship railway carriage or compartment width b.Wherein, discharge area F is relevant with initial depth of water h with navigation channel end face width B, and the area f of the following part of the boats and ships midship section water surface is relevant with shipping draft T and ship type, and n is section factor.

For direction of ship travel, the impact of δ is analyzed, when boats and ships go out ship booster supporting compartment, ship stern rear is blind end, boats and ships go out the railway carriage or compartment process and can only be supplemented by the small space around boats and ships and ship railway carriage or compartment from the water body of releasing in the ship railway carriage or compartment, the water body of being released by boats and ships in the ship reception chamber at ship stern rear has little time to supplement, and causes in the ship railway carriage or compartment after the ship stern depth of water decline fairly obvious; And boats and ships are while advancing ship booster supporting compartment, the ship's navigation rear is open waters, and the water body that ship's navigation pushes away away can be supplemented by approach channel fast, stern water surface decline less.Take largest amount of subsidence as ordinate, the speed of a ship or plane is that abscissa curve plotting figure obtains Fig. 2, as seen from Figure 2, under the identical speed of a ship or plane, the deflection of the deflection that boats and ships go out railway carriage or compartment when entering railway carriage or compartment is large, and therefore, sinking value when boats and ships go out the railway carriage or compartment navigation is that boats and ships turnover ship railway carriage or compartment the security control condition of ship grounding does not occur (in Fig. 2, the section in Three Gorges is n=1.63, the section factor n=2.01 of Silin).In identical deflection situation, it is more a lot of than to advance the railway carriage or compartment speed of a ship or plane little that boats and ships go out the railway carriage or compartment speed of a ship or plane, so should using the maximum that boats and ships allow while determining the reasonable depth of water and go out the design condition of railway carriage or compartment speed as the ship railway carriage or compartment normal design depth of water in ship lift ship railway carriage or compartment.

For ship speed, the impact of δ is analyzed, take largest amount of subsidence as ordinate, it is that abscissa curve plotting figure obtains Fig. 3 that boats and ships go out the railway carriage or compartment speed of a ship or plane, Silin wherein, to the family dam, De Chuan railway carriage or compartment, the Three Gorges depth of water is respectively 2.5, 3.0, 3.5m, as seen from Figure 3, ship speed is very remarkable on the impact of boats and ships deflection, the contrast Silin, three different scales such as He Xiangjia dam, Three Gorges, largest amount of subsidence when the not shipmate railway carriage or compartment depth of water and not shipmate type ship go out railway carriage or compartment is visible, in 0.3～1.0m/s speed of a ship or plane scope, boats and ships largest amount of subsidence and boats and ships go out the square substantially linear of the railway carriage or compartment speed of a ship or plane.

For the ship railway carriage or compartment depth of water, the impact of δ is analyzed, known along with the reducing of the ship railway carriage or compartment depth of water, the deflection of boats and ships also reduces thereupon, and the impact of the ship railway carriage or compartment depth of water is less than the impact (see Fig. 4 and Fig. 5) of ship speed on deflection.

For section factor, the impact of δ is analyzed, knownly gone out under the speed of railway carriage or compartment in the mutually shipmate railway carriage or compartment depth of water and boats and ships, the section factor in the larger ship railway carriage or compartment relatively of the tonnage of ship is less, and the deflection of boats and ships is larger.Take Three Gorges as example, ship lift ship railway carriage or compartment depth of water 3.5m, 3000t passenger steamer (n=1.63) and 1000t barge (n=2.18) all go out the ship railway carriage or compartment with the speed of a ship or plane of 0.8m/s, and the largest amount of subsidence of boats and ships is respectively 0.68 and 0.41m, so section factor is on the impact of deflection also very remarkable (see figure 6).

The section factor that during depth of water 2.8m of ship railway carriage or compartment, the 1000t barge is corresponding is 1.78, and the ship railway carriage or compartment section factor 1.77 that during with ship railway carriage or compartment depth of water 3.5m, the 3000t passenger steamer is corresponding is comparatively approaching.Under the identical speed of a ship or plane, during the depth of water 2.8m of ship railway carriage or compartment when the largest amount of subsidence of 1000t barge and the ship railway carriage or compartment depth of water 3.5m largest amount of subsidence of 3000t passenger steamer basic identical, therefore under identical section factor, the basically identical (see figure 7) of the largest amount of subsidence of boats and ships.

In summary, boats and ships go out the control operating mode that the railway carriage or compartment process is boats and ships turnover ship railway carriage or compartment largest amount of subsidence, ship's speed V(m/s), ship railway carriage or compartment depth of water H(m) and section factor n=F/f be the principal element that affects boats and ships deflection δ.Take ,Xiang Jia dam, Three Gorges, Silin etc. is example, and ship lift is gone out to railway carriage or compartment process deflection δ (m), ship's speed V(m/s), after the variablees such as the ship railway carriage or compartment depth of water (m) and section factor n process by dimensionless, the P of drafting～K relation curve is shown in Fig. 7, wherein note

Carry out matching by least square method, between the largest amount of subsidence δ that boats and ships go out ship lift and (V, H, n), have the following (see figure 8) that concerns, V is larger, and the ship railway carriage or compartment depth of water is darker, and the section factor in the larger relative ship of tonnage of ship railway carriage or compartment is less, and the deflection of boats and ships is larger.

$\frac{\mathrm{\&delta;}}{H}=2.607\&times;\frac{{\mathrm{<figure-callout\; id="2"\; label="V"\; filenames="HDA00003203983500013.png,HDA00003203983500022.png"\; state="\{\{state\}\}">V</figure-callout>}}^2}{2\mathrm{gH}}\&times;[{\left(\frac{n}{n-1}\right)}^2-1]-0.054---\left(1\right)$

Known through experiment, the index of correlation between measured data and this curve has reached 0.93.Therefore, during boats and ships turnover ship railway carriage or compartment, boats and ships largest amount of subsidence δ, can according to ship speed V, ship railway carriage or compartment depth of water H and corresponding ship railway carriage or compartment section factor for n formula (3) carry out approximate estimation.

Utilization of the present invention is by measuring Hydrodynamic Parameters and the navigation channel physical parameter of boats and ships inward and outward channel, largest amount of subsidence while calculating quickly and accurately boats and ships turnover particular restriction navigation channel, data are accurate, simple and easy to get, can truly reflect the largest amount of subsidence of boats and ships inward and outward channel, and then determine the design head in navigation channel by largest amount of subsidence.

The accompanying drawing explanation

Fig. 1 is that the boats and ships deflection is generally drawn.

Largest amount of subsidence comparison diagram when Fig. 2 is boats and ships turnover ship railway carriage or compartment.

Fig. 3 is the graph of relation that boats and ships go out railway carriage or compartment speed and boats and ships largest amount of subsidence.

Fig. 4 is the ship railway carriage or compartment depth of water of 500t level ship lift and the graph of relation of boats and ships largest amount of subsidence.

Fig. 5 is the ship railway carriage or compartment depth of water of 3000t level ship lift and the graph of relation of boats and ships largest amount of subsidence.

Boats and ships largest amount of subsidence and the speed of a ship or plane graph of a relation when Fig. 6 is the section factor difference.

Fig. 7 is the comparison diagram of not shipmate type ship largest amount of subsidence under identical section factor.

Fig. 8 is boats and ships deflection influencing characterisitic curve map.

Fig. 9 is the boats and ships largest amount of subsidence measured value of embodiment mono-and the comparison diagram of calculated value.

Figure 10 is the boats and ships largest amount of subsidence measured value of embodiment bis-and the comparison diagram of calculated value.

Figure 11 is the boats and ships largest amount of subsidence measured value of embodiment tri-and the comparison diagram of calculated value.

The specific embodiment

Embodiment mono-

The 3000t level passenger boat of take is example by certain ship booster supporting compartment, its ship railway carriage or compartment depth of water is 3.5m, section factor 1.63, according to above-mentioned data, utilize (1) formula to obtain the boats and ships largest amount of subsidence, set up physical model is surveyed simultaneously, the boats and ships largest amount of subsidence that (1) measured value and formula calculate sees the following form respectively 1, and by drafting pattern (see figure 9) as a result, by table 1 and Fig. 8 can find out boats and ships deflection design formulas and the physical model measured result substantially identical.

Table 13000t passenger steamer goes out railway carriage or compartment largest amount of subsidence model actual measurement and the contrast of formula calculated value

Embodiment bis-

The 1000t level passenger boat of take is example by certain ship booster supporting compartment, its ship railway carriage or compartment depth of water is 3.0m, section factor 1.85, according to above-mentioned data, utilize (1) formula to obtain the boats and ships largest amount of subsidence, set up physical model simultaneously and surveyed, physical model measured value and the boats and ships largest amount of subsidence (1) calculated with formula see the following form respectively 2 and Figure 10.To go out the railway carriage or compartment largest amount of subsidence substantially identical for boats and ships as seen from Figure 10.

The mono-ship of table 21000t goes out railway carriage or compartment largest amount of subsidence model actual measurement and the contrast of formula calculated value

Embodiment tri-

The single ship of the 500t level of take is example by certain ship booster supporting compartment, its ship railway carriage or compartment depth of water is 2.5m, section factor 2.01, according to above-mentioned data, utilize (1) formula to obtain the boats and ships largest amount of subsidence, set up physical model simultaneously and surveyed, physical model measured value and the boats and ships largest amount of subsidence (1) calculated with above-mentioned formula see the following form respectively 3 and Figure 11.During the ship reception chamber that is 2.5m for the mono-ship of 500t by certain depth of water as seen by above-mentioned chart, the largest amount of subsidence that calculates the 500t level boats and ships of gained is slightly larger than the deflection of model testing actual measurement, can make definite result of ship reception chamber design head content to retain sovereignty over a part of the country complete.

The mono-ship of table 3500t goes out railway carriage or compartment largest amount of subsidence model actual measurement and the contrast of formula calculated value

Claims (6)

1. one kind prevents from when boats and ships from passing in and out the particular restriction navigation channel sinking to touching the method at the end, it is characterized in that, comprises the following steps:

(i), the hydraulic parameter in boats and ships and navigation channel while measuring boats and ships turnover particular restriction navigation channel, and, according to the largest amount of subsidence in following formula Ship ' turnover particular restriction navigation channel, the largest amount of subsidence while establishing boats and ships turnover particular restriction navigation channel is δ,

$\frac{\mathrm{\&delta;}}{H}=2.607\&times;\frac{V^2}{2\mathrm{gH}}\&times;[{\left(\frac{n}{n-1}\right)}^2-1]-0.054---\left(1\right)$

Wherein, the initial depth of water that H is the particular restriction navigation channel, the travel speed that V is boats and ships, g is acceleration of gravity, n is section factor;

While (ii), according to the boats and ships that calculate, passing in and out the particular restriction navigation channel, largest amount of subsidence is determined the design head in particular restriction navigation channel;

(iii), the particular restriction navigation channel is added to water, make water depth in navigation channel reach the degree of depth of the design head that step mentions in (ii), boats and ships repeatedly pass in and out the particular restriction navigation channel under certain ship's speed V condition, and whether the check boats and ships sink at the tactile end in the process of inward and outward channel.

2. as claimed in claim 1ly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, it is characterized in that: described step (i) in, can calculate section factor n according to following formula,

$n=\frac{F}{f}---\left(2\right)$

Wherein F is the boats and ships discharge area, the area that f is the following part of the boats and ships midship section water surface.

3. as claimed in claim 1ly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, it is characterized in that: the design head of establishing the particular restriction navigation channel in described step in (ii) is H ', and H ' meets following requirement,

H′＞δ+T ⑶

Wherein, largest amount of subsidence when δ is boats and ships turnover particular restriction navigation channel, T is shipping draft.

4. as claimed in claim 1ly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, it is characterized in that: described step (iii) in, if do not touch at the end design head in the particular restriction navigation channel that adopts step (ii) to obtain during boats and ships turnover particular restriction navigation channel; If touch the end, repeating step operation (i) during boats and ships turnover particular restriction navigation channel.

5. as claimed in claim 1 preventing when boats and ships from passing in and out the particular restriction navigation channel sinks to touching the method at the end, and it is characterized in that: described particular restriction navigation channel can be the waters in ship booster supporting compartment.

6. as claimed in claim 5ly sink to touching the method at the end while preventing boats and ships turnover particular restriction navigation channel, it is characterized in that, in described step (i) and (ii), further comprising the steps of: as according to certain proportion requirement, to manufacture ship lift and boats and ships physical model, the water that injects certain depth of water H in the ship reception chamber of ship lift physical model forms restricted waters, the boats and ships physical model is repeatedly passed in and out to the waters in ship reception chamber, obtain boats and ships measured value of largest amount of subsidence during the turnover ship booster supporting compartment under certain ship's speed condition, and measured value and calculated value are compared.

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