CN113536462A - Sand prevention flat-bottomed ship size design method and system suitable for sediment-laden rivers - Google Patents

Sand prevention flat-bottomed ship size design method and system suitable for sediment-laden rivers Download PDF

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CN113536462A
CN113536462A CN202110807156.0A CN202110807156A CN113536462A CN 113536462 A CN113536462 A CN 113536462A CN 202110807156 A CN202110807156 A CN 202110807156A CN 113536462 A CN113536462 A CN 113536462A
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张金良
崔振华
罗秋实
谢亚光
梁艳洁
崔鹏
靖娟
马莅茗
焦营营
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Yellow River Engineering Consulting Co Ltd
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Abstract

The invention discloses a size design method and a system of a sand prevention flat-bottomed ship suitable for a sediment-laden river, wherein the method comprises the following steps: collecting actual measurement data of a target river channel, analyzing erosion and deposition change characteristics of a hydrological section of the target river channel according to the actual measurement data, fitting a function expression of the water surface width and the flow of the target river channel based on the erosion and deposition change characteristics of the hydrological section of the target river channel, determining the corresponding flow of the target river channel under a design navigation condition according to the actual measurement data, substituting the flow into the function expression to calculate the corresponding expected water surface width under the design navigation condition, fitting an expression of the width and the draft of a design sand-proof flat-bottomed ship according to the design navigation condition on the basis of the expected water surface width, and calculating the target width and the target length of the design sand-proof flat-bottomed ship by using the expression of the width and the draft of the design sand-proof flat-bottomed ship. The sand prevention flat-bottomed ship finally designed is guaranteed to be more practical, and the waste of cost is avoided.

Description

Sand prevention flat-bottomed ship size design method and system suitable for sediment-laden rivers
Technical Field
The invention relates to the technical field of sand prevention flat-bottomed ship manufacturing, in particular to a sand prevention flat-bottomed ship size design method and system suitable for a sediment-laden river.
Background
The yellow river is civilized in that it is rich in silt, silted and migrated. Ancient yellow river shipping is developed, the earliest records about yellow river shipping occur in the 'boat service' of the dry flow in the north and the west of the yellow river, and the yellow river shipping records are recorded in thousands of years in China, Wei, jin, sui, Tang and Song, etc. Recently, the yellow river silts up seriously, which makes the ship difficult to pass in the river. In recent decades, along with the vigorous development of water and soil conservation of loess plateau in the yellow river, the coming sand of the yellow river is gradually reduced, and the water passing capacity of a main river channel of the yellow river is recovered. With the development of social economy, the yellow river channel is urgently needed to be recovered so as to transport a large amount of mineral resources such as yellow river abdominal land to cities along the line, thereby supporting the development of local economy.
The water and sand amount of the yellow river in the flood season is rich, the river channel is convenient to navigate, but river channel siltation can be generated due to the high sand-containing flood, and the navigation of the river channel is blocked. The sand prevention flat-bottomed ship has relatively low requirement on the water depth of a river channel due to the wide ship bottom, and can be well suitable for shipping of a river with much sediment. However, due to the nature of the yellow river, the width and draft of the sand control punt need to be controlled as the case may be. However, in the past research, the design technical parameters of the sand-proof flat-bottomed ship running in a sediment-laden river are lack of research, so that the development of the channel technology in the sediment-laden river is limited, the existing sand-proof flat-bottomed ship design method is used for a designer to draw a ship size design scheme according to the requirement, and then ship manufacturing is carried out according to the ship size design scheme, but the method has the following defects: due to the uniqueness of the design indexes, the design indexes cannot be flexibly changed aiming at different river channels, and meanwhile, the influence factors of the river channels are not taken into consideration when the design indexes are set, so that the finally designed ship cannot be used, and the cost is wasted.
Disclosure of Invention
Aiming at the problems shown above, the invention provides a size design method and a size design system for a sand-prevention flat-bottomed ship suitable for a sediment-laden river, which are used for solving the problems that the design indexes cannot be flexibly changed aiming at different river channels due to the uniqueness of the design indexes, and meanwhile, the influence factors of the river channels are not taken into consideration when the design indexes are set, so that the finally designed ship cannot be used, and the cost is wasted.
A size design method of a sand prevention flat-bottomed ship suitable for a sediment-laden river comprises the following steps:
collecting actual measurement data of a target river channel, and analyzing erosion and deposition change characteristics of a hydrological section of the target river channel according to the actual measurement data;
fitting a function expression of the water surface width and the flow of the target river channel based on the erosion and deposition change characteristics of the hydrological section of the target river channel;
determining the corresponding flow of the target river channel under the design navigation condition according to the measured data, and substituting the flow into a function expression to calculate the corresponding expected water surface width under the design navigation condition;
and fitting an expression of the width and the draft of the designed sand-proof flat-bottomed ship according to the design navigation condition on the basis of the expected water surface width, and calculating the target width and the target length of the designed sand-proof flat-bottomed ship by using the expression of the width and the draft of the designed sand-proof flat-bottomed ship.
Preferably, the collecting of the actual measurement data of the target river channel and the analyzing of the erosion-deposition change characteristics of the hydrological section of the target river channel according to the actual measurement data include:
collecting historical actual measurement data of a representative hydrological measurement station of a target river channel and a historical actual measurement terrain of a hydrological section of the target river channel, wherein the historical actual measurement data comprises: the daily average flow and the daily average water surface width of the target river channel;
calculating the river channel silt charging amount of the target river channel in the flood season, the non-flood season and the whole year according to the actual measurement terrain of the hydrological section of the target river channel based on the measured year data;
and analyzing the erosion and deposition change characteristics of the hydrological section of the target river channel according to the erosion and deposition amount of the river channel in the flood season, the non-flood season and the whole year of the target river channel.
Preferably, based on the characteristics of erosion-deposition change of the hydrological section of the target river channel, fitting out a functional expression of the water surface width and the flow of the target river channel, including:
determining a hydrological representative section of the target river channel according to the erosion-deposition change characteristics of the hydrological section of the target river channel;
acquiring the water surface width and flow of a target river channel corresponding to the hydrological representative section of the target river channel;
arranging actual measurement flood element data of the target river channel, and fitting a function expression of the water surface width and the flow of the target river channel according to the actual measurement flood element data of the target river channel and the water surface width and the flow of the target river channel corresponding to the hydrologic representation section of the target river channel:
Figure BDA0003167025010000031
wherein, B represents the water surface width of the target river channel corresponding to the hydrologic representation section of the target river channel, and Q represents the meshThe hydrologic representation of the river course is the flow of the target river course corresponding to the cross section, alpha1Expressed as a first to-be-determined parameter, beta, in the actual-measured flood element data of the target river channel1And the second undetermined parameter is expressed in the actual measurement flood element data of the target river channel.
Preferably, the method for calculating the expected water surface width under the design navigation condition by substituting the flow into the functional expression includes:
determining the daily average flow of the target river channel according to the measured data;
performing statistical analysis on the daily average flow, and calculating the flow Q corresponding to the target river channel under the design navigation condition according to the design parameters of the design navigation conditions；
The corresponding flow Q of the target river channel under the design navigation conditionsCalculating the expected water surface width B of the target river channel under the design navigation condition by substituting the flow into the function expressions。
Preferably, the fitting an expression of the width and the draft of the design sand-control flat-bottomed ship according to the design navigation condition based on the expected water surface width, and calculating the target width and the target length of the design sand-control flat-bottomed ship by using the expression of the width and the draft of the design sand-control flat-bottomed ship, includes:
the draft of the design sand-control punt is calculated according to the following formula:
hc＝hs-h1-σh2-h0
wherein h iscExpressed as draft, h, of a design sand-protected puntsExpressed as the channel design water depth, h, corresponding to the design navigation conditions1Expressed as the design sand control flat bottomed safe rich depth, sigma is expressed as the adjustment factor when sedimentation larger than a preset scale occurs in a sediment-laden river, h2Expressed as depth of reserve in the target river, h0The ship navigation sinking amount for designing the sand prevention flat bottom is shown;
calculating the target width of the designed sand-proof flat-bottomed ship according to the draft of the designed sand-proof flat-bottomed ship, and calculating the target width of the designed sand-proof flat-bottomed ship according to the following formula aiming at a single-line channel:
Figure BDA0003167025010000041
wherein, Bc1Expressed as target width, m, of a design sand-protected flat bottomed vessel under a single course channellExpressed as the target river left bank slope coefficient, mrExpressing as a slope coefficient of a right bank of a target river channel, expressing as a ratio of a track bandwidth to a width limit value of a designed sand-proof flat-bottomed ship, expressing as a ratio of a safe distance from the designed sand-proof flat-bottomed ship to a channel edge to a track band of the sand-proof flat-bottomed ship, expressing as a preset scaling factor, expressing as a navigation drift angle of the designed sand-proof flat-bottomed ship, and expressing as sin theta as a sine value of the navigation drift angle of the designed sand-proof flat-bottomed ship;
calculating the target length of the design sand-proof flat-bottomed ship under the single-line channel according to the target width of the design sand-proof flat-bottomed ship under the single-line channel and the expected water surface width of the target river channel under the design navigation condition:
Figure BDA0003167025010000042
wherein L is1Expressed as the target length of the design sand-control punt under a single channel, d expressed as the safe distance of the design sand-control punt to the channel edge, BsRepresenting the expected water surface width of the target river channel under the design navigation condition;
for a bifilar channel, the target width of the design sand-control punt is calculated according to the following formula:
Figure BDA0003167025010000043
wherein, Bc2Target width, δ, expressed as design sand-control punt under two-line channel1Is shown asRatio of safety distance from sand-proof flat-bottomed ship to edge of channel and width of track belt of sand-proof flat-bottomed ship, delta2The ratio of the safe distance from the designed sand-proof flat-bottomed ship to the edge of the channel when the designed sand-proof flat-bottomed ship descends to the track belt of the designed sand-proof flat-bottomed ship is expressed, and the ratio of the safe distance when the up-going sand-proof flat-bottomed ship and the down-going sand-proof flat-bottomed ship meet the ship to the track belt of the designed sand-proof flat-bottomed ship is expressed by eta;
calculating the target length of the design sand-proof flat-bottomed ship under the double-line channel according to the target width of the design sand-proof flat-bottomed ship under the double-line channel and the expected water surface width of a target river channel under the design navigation condition:
Figure BDA0003167025010000051
wherein L is2Expressed as target length, d, of a design sand-protected flat bottomed vessel under a two-line channel1Expressed as the safe distance to the edge of the channel when the design sand-control punt is going up, d2The safe distance from the edge of the channel when the sand-proof flat-bottomed ship is designed to descend is shown, and the safe distance when the sand-proof flat-bottomed ship ascends and descends is shown as C.
Preferably, the method further comprises:
constructing a simulated ship model according to the target width and the target length of the designed sand-proof flat-bottomed ship;
constructing a target river channel scene model of silt of a preset scale by using a preset scene construction algorithm;
merging the simulated ship model into a target river scene model for advancing simulation to obtain a simulation result;
determining the advancing speed and the sinking height of the simulated ship model according to the simulation result;
calculating a target safety coefficient of the designed sand-proof flat-bottomed ship according to the yield strength of the surface part of the sand-proof flat-bottomed ship designed by combining the advancing rate and the sinking height;
and comparing the target safety factor with a preset safety factor, confirming that the design index of the sand prevention flat-bottomed ship is qualified when the target safety factor is more than or equal to the preset safety factor, and confirming that the design index of the sand prevention flat-bottomed ship is unqualified when the target safety factor is less than the preset safety factor.
Preferably, the method further comprises:
determining the upstream maximum flow and the downstream minimum flow of a target river channel;
constructing a multi-target flow scheduling model based on the target river channel by taking the upstream maximum flow and the downstream minimum flow of the target river channel as targets and taking flow balance constraint as constraint conditions;
solving the multi-target traffic scheduling model to obtain a non-inferior solution set;
randomly selecting a plurality of target solutions in the non-inferior solution set, and determining risk factors in a target river channel according to the target solutions;
acquiring the characteristic parameters of each target solution, and constructing the edge distribution of each risk factor according to the characteristic parameters of each target solution;
constructing a comprehensive risk level evaluation model about the target river channel according to the edge distribution of each risk factor and the attribute value of each risk factor;
evaluating the potential high risk probability of the target river channel by utilizing a comprehensive risk level evaluation model of the target river channel according to the erosion and deposition change characteristics of the hydrological section of the target river channel;
acquiring a riverbed topographic map of the target riverway, and performing data processing on the riverbed topographic map to obtain processing data;
acquiring historical flood data of a target river channel, and acquiring sludge deposition amount and river channel water flow during each flood erosion according to the historical flood data;
drawing a river bed height change relation graph of flood sludge of the target river channel along the river channel water flow according to the processing data, the sludge deposition amount and the river channel water flow during each flood erosion;
calculating the average value of each segment in a riverbed height change relation graph of the flood sludge of the target riverway along the riverway water flow;
calculating the comprehensive score of a target river channel according to the average score of each segment, and calculating the stability index of the bank slope of the target river channel according to the comprehensive score of the target river channel;
calculating a correction coefficient for designing the size of the sand-proof flat-bottomed ship according to the potential high risk probability of the target river channel and the stability index of the bank slope of the target river channel;
and correcting the target width and the target length of the design sand-control flat-bottomed ship by using the correction coefficient to obtain final size data of the design sand-control flat-bottomed ship.
Preferably, determining the traveling speed and the sinking height of the simulated ship model according to the simulation result comprises:
acquiring a flow pressure coefficient and the received pushing pressure of the simulated ship model in the advancing simulation process and the transverse flow velocity of the target river scene model based on the simulation result;
calculating the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process based on the flow pressure coefficient of the simulated ship model in the advancing simulation process and the transverse flow velocity of the target river scene model:
Figure BDA0003167025010000071
wherein M is the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process, the unit of M is N.m, rho is the density of the multi-silt river, and the unit of rho is kg.s2/m4G is the acceleration of gravity, and the value of g is 9.8m/s2A is a flow pressure coefficient of the simulated ship model in the advancing simulation process, v is a transverse flow velocity of the target river channel scene model, v is in m/s, L is a preset vertical line length in the navigation counting condition, L is in m, W is a preset transverse interval in the navigation counting condition, W is in m, alpha is an included angle between the course of the simulated ship model and the flow direction of the target river channel scene model, and sin alpha is the course of the simulated ship model and the target river channel scene modelThe sine value of an included angle of the flow direction of the model, pi is the circumferential rate, the value of pi is 3.14, and l is the distance from the center of gravity of the simulated ship model to a resultant force action point borne by the simulated ship model;
calculating the traveling speed of the simulated ship model based on the transverse flow pressure ship-turning moment and the received pushing pressure of the simulated ship model in the traveling simulation process:
Figure BDA0003167025010000072
in the formula, v1And the advancing speed of the simulated ship model, beta is a rudder angle of the simulated ship model, and F is the pushing force received by the simulated ship model in the advancing simulation process.
Preferably, the determining the traveling speed and the sinking height of the simulated ship model according to the simulation result further comprises:
calculating a sinking height of the simulated vessel model based on the rate of travel of the simulated vessel model:
Figure BDA0003167025010000073
wherein h' is the sinking height of the simulated vessel model, hcFor designing draft of sand-proof punt, h0The ship navigation sinking amount of the sand-proof flat bottom is designed.
A sand control punt sizing system for use in a sediment-laden river, the system comprising:
the analysis module is used for collecting actual measurement data of the target river channel and analyzing the erosion and deposition change characteristics of the hydrological section of the target river channel according to the actual measurement data;
the fitting module is used for fitting a function expression of the water surface width and the flow of the target river channel based on the erosion-deposition change characteristics of the hydrological section of the target river channel;
the first calculation module is used for determining the corresponding flow of the target river channel under the design navigation condition according to the measured data and substituting the flow into a function expression to calculate the corresponding expected water surface width under the design navigation condition;
and the second calculation module is used for fitting an expression of the width and the draft of the designed sand-proof flat-bottomed ship according to the design navigation condition on the basis of the expected water surface width, and calculating the target width and the target length of the designed sand-proof flat-bottomed ship by using the expression of the width and the draft of the designed sand-proof flat-bottomed ship.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.
The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention.
FIG. 1 is a flow chart of the operation of a method for sizing a sand-control punt for a sediment-laden river according to the present invention;
FIG. 2 is another flow chart of the present invention for a method of sizing a sand control punt for a sediment-laden river;
FIG. 3 is a further flowchart of the method of the present invention for sizing a sand-protected punt for use in a sediment-laden river;
FIG. 4 is a graph of water surface width versus flow for a high village hydrological station in an embodiment implemented in accordance with the method of the present teachings;
FIG. 5 is a graph of water surface width versus flow for an Emma hydrographic station in an embodiment implemented in accordance with the present teachings;
fig. 6 is a schematic structural diagram of a sand-control punt sizing system suitable for a sediment-laden river provided by the invention.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.
The yellow river is civilized in that it is rich in silt, silted and migrated. Ancient yellow river shipping is developed, the earliest records about yellow river shipping occur in the 'boat service' of the dry flow in the north and the west of the yellow river, and the yellow river shipping records are recorded in thousands of years in China, Wei, jin, sui, Tang and Song, etc. Recently, the yellow river silts up seriously, which makes the ship difficult to pass in the river. In recent decades, along with the vigorous development of water and soil conservation of loess plateau in the yellow river, the coming sand of the yellow river is gradually reduced, and the water passing capacity of a main river channel of the yellow river is recovered. With the development of social economy, the yellow river channel is urgently needed to be recovered so as to transport a large amount of mineral resources such as yellow river abdominal land to cities along the line, thereby supporting the development of local economy.
The water and sand amount of the yellow river in the flood season is rich, the river channel is convenient to navigate, but river channel siltation can be generated due to the high sand-containing flood, and the navigation of the river channel is blocked. The sand prevention flat-bottomed ship has relatively low requirement on the water depth of a river channel due to the wide ship bottom, and can be well suitable for shipping of a river with much sediment. However, due to the nature of the yellow river, the width and draft of the sand control punt need to be controlled as the case may be. However, in the past research, the design technical parameters of the sand-proof flat-bottomed ship running in a sediment-laden river are lack of research, so that the development of the channel technology in the sediment-laden river is limited, the existing sand-proof flat-bottomed ship design method is used for a designer to draw a ship size design scheme according to the requirement, and then ship manufacturing is carried out according to the ship size design scheme, but the method has the following defects: due to the uniqueness of design indexes, the design indexes cannot be flexibly changed aiming at different river channels, meanwhile, influence factors of the river channels are not taken into consideration when the design indexes are set, so that the condition that finally designed ships cannot be used is caused, and the cost is wasted.
A method for designing the size of a sand-control punt suitable for a sediment-laden river, as shown in fig. 1, comprises the following steps:
step S101, collecting actual measurement data of a target river channel, and analyzing erosion and deposition change characteristics of a hydrological section of the target river channel according to the actual measurement data;
s102, fitting a function expression of the water surface width and the flow of the target river channel based on the erosion-deposition change characteristics of the hydrological section of the target river channel;
step S103, determining the corresponding flow of the target river channel under the design navigation condition according to the measured data, and substituting the flow into a function expression to calculate the corresponding expected water surface width under the design navigation condition;
and S104, fitting an expression of the width and the draft of the designed sand-proof flat-bottomed ship according to the design navigation condition on the basis of the expected water surface width, and calculating the target width and the target length of the designed sand-proof flat-bottomed ship by using the expression of the width and the draft of the designed sand-proof flat-bottomed ship.
The working principle of the technical scheme is as follows: collecting actual measurement data of a target river channel, analyzing erosion and deposition change characteristics of a hydrological section of the target river channel according to the actual measurement data, fitting a function expression of the water surface width and the flow of the target river channel based on the erosion and deposition change characteristics of the hydrological section of the target river channel, determining the corresponding flow of the target river channel under a design navigation condition according to the actual measurement data, substituting the flow into the function expression to calculate the corresponding expected water surface width under the design navigation condition, fitting an expression of the width and the draft of a design sand-proof flat-bottomed ship according to the design navigation condition on the basis of the expected water surface width, and calculating the target width and the target length of the design sand-proof flat-bottomed ship by using the expression of the width and the draft of the design sand-proof flat-bottomed ship.
The beneficial effects of the above technical scheme are: the target width and the target length of the designed sand-proof flat-bottomed ship are calculated by fitting a function expression of the water surface width and the flow of the target river according to the erosion and deposition change characteristics of the hydrological section of the target river and further fitting an expression of the width and the draft of the designed sand-proof flat-bottomed ship by combining with the design navigation condition, the influence of the river morphology and the river erosion and deposition of the river on the target river is considered, the finally designed sand-proof flat-bottomed ship is ensured to be more practical, the cost waste is avoided, meanwhile, the method has the advantages of reliable results, simple and convenient calculation and easy operation, solves the problem that the design indexes cannot be flexibly changed aiming at different river channels due to the uniqueness of the design indexes in the prior art, and simultaneously, the influence factors of the river channel are not taken into consideration when the design indexes are set, so that the condition that the finally designed ship cannot be used is caused, and the cost is wasted.
In one embodiment, as shown in fig. 2, the collecting measured data of the target river channel and analyzing the erosion-deposition change characteristics of the hydrological section of the target river channel according to the measured data includes:
step S201, collecting historical actual measurement data of a representative hydrological measurement station of a target river channel and a historical actual measurement terrain of a hydrological section of the target river channel, wherein the historical actual measurement data comprises: the daily average flow and the daily average water surface width of the target river channel;
step S202, based on the measured data of the years, calculating the flood season, the non-flood season and the annual river channel silt charging amount of the target river channel according to the measured terrain of the hydrological section of the target river channel;
and S203, analyzing the erosion and deposition change characteristics of the hydrological section of the target river channel according to the erosion and deposition amount of the river channel in the flood season, the non-flood season and the whole year of the target river channel.
The beneficial effects of the above technical scheme are: through the silt parameter of confirming the target river course accurately according to target river course representative hydrology survey station measured data throughout the year and then can assess out the hydrology section of target river course fast and dash the silt change characteristics, compare and utilize the model simulation to confirm among the prior art that the erosion and silt change characteristics of river course are more practical, the data also have persuasion more, have guaranteed the calculation accuracy of follow-up corresponding design sand prevention flat-bottomed ship size.
In one embodiment, the fitting a functional expression of the water surface width and the flow rate of the target river channel based on the characteristics of the erosion-deposition change of the hydrological section of the target river channel includes:
determining a hydrological representative section of the target river channel according to the erosion-deposition change characteristics of the hydrological section of the target river channel;
acquiring the water surface width and flow of a target river channel corresponding to the hydrological representative section of the target river channel;
arranging actual measurement flood element data of the target river channel, and fitting a function expression of the water surface width and the flow of the target river channel according to the actual measurement flood element data of the target river channel and the water surface width and the flow of the target river channel corresponding to the hydrologic representation section of the target river channel:
Figure BDA0003167025010000111
wherein B represents the water surface width of the target river channel corresponding to the hydrologic representation section of the target river channel, Q represents the flow of the target river channel corresponding to the hydrologic representation section of the target river channel, and alpha1Expressed as a first to-be-determined parameter, beta, in the actual-measured flood element data of the target river channel1And the second undetermined parameter is expressed in the actual measurement flood element data of the target river channel.
The beneficial effects of the above technical scheme are: the final function expression can be ensured to be more objective by fitting the function expression of the water surface width and the flow of the target river channel by using the water surface width and the flow of the hydrologic representation section of the target river channel, the function expression is determined by using the visual and obvious representation data, and the applicability of the final function expression is improved.
In one embodiment, as shown in fig. 3, determining the flow rate of the target river channel under the design navigation condition according to the measured data, and calculating the expected water surface width under the design navigation condition by substituting the flow rate into a functional expression, includes:
step S301, determining the average daily flow of the target river channel according to the actually measured data;
step S302, carrying out statistical analysis on the daily average flow, and calculating the flow Q corresponding to the target river channel under the design navigation condition according to the design parameters of the design navigation conditions；
Step S303, corresponding flow Q of the target river channel under the design navigation conditionsCalculating the expected water surface width B of the target river channel under the design navigation condition by substituting the flow into the function expressions。
The beneficial effects of the above technical scheme are: the flow of the target river channel under the design navigation condition can be determined on the basis of the daily average flow of the target river channel, so that the finally calculated flow can deal with different sludge deposition conditions, and the practicability is improved.
In one embodiment, the method further comprises:
determining the upstream maximum flow and the downstream minimum flow of a target river channel;
constructing a multi-target flow scheduling model based on the target river channel by taking the upstream maximum flow and the downstream minimum flow of the target river channel as targets and taking flow balance constraint as constraint conditions;
solving the multi-target traffic scheduling model to obtain a non-inferior solution set;
randomly selecting a plurality of target solutions in the non-inferior solution set, and determining risk factors in a target river channel according to the target solutions;
acquiring the characteristic parameters of each target solution, and constructing the edge distribution of each risk factor according to the characteristic parameters of each target solution;
constructing a comprehensive risk level evaluation model about the target river channel according to the edge distribution of each risk factor and the attribute value of each risk factor;
evaluating the potential high risk probability of the target river channel by utilizing a comprehensive risk level evaluation model of the target river channel according to the erosion and deposition change characteristics of the hydrological section of the target river channel;
acquiring a riverbed topographic map of the target riverway, and performing data processing on the riverbed topographic map to obtain processing data;
acquiring historical flood data of a target river channel, and acquiring sludge deposition amount and river channel water flow during each flood erosion according to the historical flood data;
drawing a river bed height change relation graph of flood sludge of the target river channel along the river channel water flow according to the processing data, the sludge deposition amount and the river channel water flow during each flood erosion;
calculating the average value of each segment in a riverbed height change relation graph of the flood sludge of the target riverway along the riverway water flow;
calculating the comprehensive score of a target river channel according to the average score of each segment, and calculating the stability index of the bank slope of the target river channel according to the comprehensive score of the target river channel;
calculating a correction coefficient for designing the size of the sand-proof flat-bottomed ship according to the potential high risk probability of the target river channel and the stability index of the bank slope of the target river channel;
and correcting the target width and the target length of the design sand-control flat-bottomed ship by using the correction coefficient to obtain final size data of the design sand-control flat-bottomed ship.
The beneficial effects of the above technical scheme are: the size of the sand prevention flat-bottomed ship can be planned and designed by evaluating the potential high risk probability of the target river channel and the stability index of the bank slope of the target river channel and considering the external influence factors of the target river channel, and the size index of the sand prevention flat-bottomed ship can be more accurately determined by considering the danger factors of the target river channel, so that the practicability and the safety are further improved.
In one embodiment, said fitting an expression of a width and a draft of a design sand-control punt according to said design navigable conditions based on said desired surface width, and calculating a target width and a target length of the design sand-control punt using said expression of the width and draft of the design sand-control punt, comprises:
the draft of the design sand-control punt is calculated according to the following formula:
hc＝hs-h1-σh2-h0
wherein h iscExpressed as draft, h, of a design sand-protected puntsExpressed as the channel design water depth, h, corresponding to the design navigation conditions1Expressed as the design sand control flat bottomed safe rich depth, sigma is expressed as the adjustment factor when sedimentation larger than a preset scale occurs in a sediment-laden river, h2Expressed as depth of reserve in the target river, h0The ship navigation sinking amount for designing the sand prevention flat bottom is shown;
calculating the target width of the designed sand-proof flat-bottomed ship according to the draft of the designed sand-proof flat-bottomed ship, and calculating the target width of the designed sand-proof flat-bottomed ship according to the following formula aiming at a single-line channel:
Figure BDA0003167025010000141
wherein, Bc1Expressed as target width, m, of a design sand-protected flat bottomed vessel under a single course channellExpressed as the target river left bank slope coefficient, mrExpressing as a slope coefficient of a right bank of a target river channel, expressing as a ratio of a track bandwidth to a width limit value of a designed sand-proof flat-bottomed ship, expressing as a ratio of a safe distance from the designed sand-proof flat-bottomed ship to a channel edge to a track band of the sand-proof flat-bottomed ship, expressing as a preset scaling factor, expressing as a navigation drift angle of the designed sand-proof flat-bottomed ship, and expressing as sin theta as a sine value of the navigation drift angle of the designed sand-proof flat-bottomed ship;
calculating the target length of the design sand-proof flat-bottomed ship under the single-line channel according to the target width of the design sand-proof flat-bottomed ship under the single-line channel and the expected water surface width of the target river channel under the design navigation condition:
Figure BDA0003167025010000142
wherein L is1Indicated as being under a single-line channelD represents the safe distance of the design sand-proof punt to the edge of the channel, BsRepresenting the expected water surface width of the target river channel under the design navigation condition;
for a bifilar channel, the target width of the design sand-control punt is calculated according to the following formula:
Figure BDA0003167025010000143
wherein, Bc2Target width, δ, expressed as design sand-control punt under two-line channel1Expressed as the ratio of the safe distance from the design sand-proof flat-bottomed ship up to the edge of the channel to the width of the track band of the design sand-proof flat-bottomed ship, delta2The ratio of the safe distance from the designed sand-proof flat-bottomed ship to the edge of the channel when the designed sand-proof flat-bottomed ship descends to the track belt of the designed sand-proof flat-bottomed ship is expressed, and the ratio of the safe distance when the up-going sand-proof flat-bottomed ship and the down-going sand-proof flat-bottomed ship meet the ship to the track belt of the designed sand-proof flat-bottomed ship is expressed by eta;
calculating the target length of the design sand-proof flat-bottomed ship under the double-line channel according to the target width of the design sand-proof flat-bottomed ship under the double-line channel and the expected water surface width of a target river channel under the design navigation condition:
Figure BDA0003167025010000151
wherein L is2Expressed as target length, d, of a design sand-protected flat bottomed vessel under a two-line channel1Expressed as the safe distance to the edge of the channel when the design sand-control punt is going up, d2The safe distance from the edge of the channel when the sand-proof flat-bottomed ship is designed to descend is shown, and the safe distance when the sand-proof flat-bottomed ship ascends and descends is shown as C.
The beneficial effects of the above technical scheme are: different sand prevention flat-bottomed boats can be designed for different navigation conditions of a target river channel by respectively calculating the target width and the target width of the sand prevention flat-bottomed boat under the single-line channel and the double-line channel, and the practicability is further improved.
In one embodiment, the method further comprises:
constructing a simulated ship model according to the target width and the target length of the designed sand-proof flat-bottomed ship;
constructing a target river channel scene model of silt of a preset scale by using a preset scene construction algorithm;
merging the simulated ship model into a target river scene model for advancing simulation to obtain a simulation result;
determining the advancing speed and the sinking height of the simulated ship model according to the simulation result;
calculating a target safety coefficient of the designed sand-proof flat-bottomed ship according to the yield strength of the surface part of the sand-proof flat-bottomed ship designed by combining the advancing rate and the sinking height;
and comparing the target safety factor with a preset safety factor, confirming that the design index of the sand prevention flat-bottomed ship is qualified when the target safety factor is more than or equal to the preset safety factor, and confirming that the design index of the sand prevention flat-bottomed ship is unqualified when the target safety factor is less than the preset safety factor.
The beneficial effects of the above technical scheme are: the safety coefficient of the designed sand-proof flat-bottomed ship when the designed sand-proof flat-bottomed ship runs in the target river channel is determined according to the running condition of the model design sand-proof flat-bottomed ship in the target river channel, so that the safety of the designed sand-proof flat-bottomed ship can be effectively evaluated, the life safety of workers is ensured, and the rigor degree is improved.
In one embodiment, determining the travel rate and the sinking height of the simulated vessel model from the simulation results comprises:
acquiring a flow pressure coefficient (related to a flow side angle and a draught depth of the simulation ship and determined according to experiments of the simulation ship) and an experienced thrust pressure of the simulation ship model and a transverse flow speed of the target river scene model in the advancing simulation process based on the simulation result;
calculating the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process based on the flow pressure coefficient of the simulated ship model in the advancing simulation process and the transverse flow velocity of the target river scene model:
Figure BDA0003167025010000161
wherein M is the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process, the unit of M is N.m, rho is the density of the multi-silt river, and the unit of rho is kg.s2/m4G is the acceleration of gravity, and the value of g is 9.8m/s2A is a flow pressure coefficient of the simulated ship model in the advancing simulation process, v is a transverse flow velocity of the target river channel scene model, v is in m/s, L is a vertical line length preset in the meter navigation condition, L is in m, W is a transverse distance preset in the meter navigation condition, W is in m, alpha is an included angle between the course of the simulated ship model and the flow direction of the target river channel scene model, sin alpha is a sine value of an included angle between the course of the simulated ship model and the flow direction of the target river channel scene model, pi is a circumferential rate, the value of pi is 3.14, and L is a distance between the gravity center of the simulated ship model and a resultant force action point borne by the simulated ship model;
calculating the traveling speed of the simulated ship model based on the transverse flow pressure ship-turning moment and the received pushing pressure of the simulated ship model in the traveling simulation process:
Figure BDA0003167025010000162
in the formula, v1And the advancing speed of the simulated ship model, beta is a rudder angle of the simulated ship model, and F is the pushing force received by the simulated ship model in the advancing simulation process.
The beneficial effects of the above technical scheme are: and calculating the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process according to the numerical value obtained in the advancing simulation process, calculating the advancing speed of the simulated ship model based on the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process and the received pushing pressure, and providing data for subsequently judging whether the design index of the designed sand-proof flat-bottomed ship is qualified.
In one embodiment, determining the travel rate and the sinking height of the simulated ship model according to the simulation result further comprises:
calculating a sinking height of the simulated vessel model based on the rate of travel of the simulated vessel model:
Figure BDA0003167025010000171
wherein h' is the sinking height of the simulated vessel model, hcFor designing draft of sand-proof punt, h0The ship navigation sinking amount of the sand-proof flat bottom is designed.
The beneficial effects of the above technical scheme are: and calculating the sinking height of the simulated ship model according to the advancing rate of the simulated ship model, and further providing data for subsequently judging whether the design index of the designed sand-proof flat-bottomed ship is qualified, so that the judgment result of whether the design index is qualified is more convincing and rigorous.
In one embodiment, the method comprises the following steps:
calculating the draught depth and width of the sand-proof flat-bottomed ship between the mouth of the garden at the downstream of the yellow river and the river reach of the high village (called flower high river reach for short);
and collecting water and sand data of the two hydrological survey stations and actual measurement historical topographic data of each topographic survey section of the river reach by taking the hydrological station at the garden mouth and the hydrological station in the high village as an inlet and outlet control station of the river reach. According to the actually measured flood element data, fitting the relation between the actually measured water surface width and the flow in the flood season in consideration of the deviation guarantee navigation, as shown in fig. 4 and fig. 5;
according to the relationship between the water surface width and the flow rate of the garden mouth hydrology station and the high village hydrology station respectively obtained in the figures 4 and 5, the relationship is as follows:
garden-mouth hydrological station: B-7.7758Q0.5012
High village hydrological station: B-53.513Q0.2857
Taking a 4-level channel design standard as a design navigation condition of a garden mouth-high village river reach, statistically analyzing daily average flow data of 2000-2019 year flood season of a garden mouth hydrological station and a high village hydrological station, and obtaining the flow of the garden mouth and the high village hydrological station respectively of 302m under the condition that the flow guarantee rate is 95% through analysis3/s、260m3S; and substituting the flow data into the above formula respectively to obtain the water surface widths of the two stations as 136m and 262m respectively.
According to the situation of a garden mouth-high village river reach since topographic data analysis 2000, the main channel of the river reach is flushed for many years, and the main channel of the river reach is silted in a short time in consideration of the period of water and sand adjustment at the bottom of a small wave, the depth of the prepared silt is 0.2m, and the adjustment coefficient sigma is 1.0. And the sum of the navigation sinking amount h0 of the sand-proof flat-bottomed ship and the bottom-touching safety margin h1 is 0.25m, and the draft limit value of the sand-proof flat-bottomed ship is as follows:
hc＝hs-0.45
taking gamma as 1.2 and three terms delta 1+ delta 2+ eta as 0.5, according to the measured data, the garden opening section slope coefficient ml, mrRespectively 0.018 and 1.303, and high village section slope coefficient ml、mr0.029 and 0.053, and theta is 3 degrees. If the river reach is a bifilar channel, the data is substituted into the formula (4) and is arranged into the following data:
section of garden opening:
Figure BDA0003167025010000181
high village section:
Figure BDA0003167025010000182
as can be seen from the formula, B is calculated from the section of the garden opening in the river reachcThe higher village section is small, so the formula is used as a control equation for the size design of the river reach sand control flat-bottomed ship.
This embodiment also discloses a sand prevention punt size design system suitable for silt-laden river, as shown in fig. 6, this system includes:
the analysis module 601 is used for collecting actual measurement data of the target river channel and analyzing erosion and deposition change characteristics of the hydrological section of the target river channel according to the actual measurement data;
the fitting module 602 is configured to fit a functional expression of the water surface width and the flow rate of the target river based on the erosion-deposition change characteristics of the hydrological section of the target river;
a first calculating module 603, configured to determine, according to the measured data, a corresponding flow rate of the target river under the design navigation condition, and substitute the flow rate into a functional expression to calculate an expected water surface width corresponding to the design navigation condition;
and a second calculating module 604, configured to fit an expression of the width and the draft of the designed sand-control punt according to the design navigation condition based on the expected water surface width, and calculate a target width and a target length of the designed sand-control punt by using the expression of the width and the draft of the designed sand-control punt.
The working principle and the advantageous effects of the above technical solution have been explained in the method claims, and are not described herein again.
In addition, the descriptions related to the first, the second, etc. in the present invention are only used for description purposes, do not particularly refer to an order or sequence, and do not limit the present invention, but only distinguish components or operations described in the same technical terms, and are not understood to indicate or imply relative importance or implicitly indicate the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, technical solutions and technical features between various embodiments can be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not be within the protection scope of the present invention.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims (10)

1. A size design method of a sand prevention flat-bottomed ship suitable for a sediment-laden river is characterized by comprising the following steps:
collecting actual measurement data of a target river channel, and analyzing erosion and deposition change characteristics of a hydrological section of the target river channel according to the actual measurement data;
fitting a function expression of the water surface width and the flow of the target river channel based on the erosion and deposition change characteristics of the hydrological section of the target river channel;
determining the corresponding flow of the target river channel under the design navigation condition according to the measured data, and substituting the flow into a function expression to calculate the corresponding expected water surface width under the design navigation condition;
and fitting an expression of the width and the draft of the designed sand-proof flat-bottomed ship according to the design navigation condition on the basis of the expected water surface width, and calculating the target width and the target length of the designed sand-proof flat-bottomed ship by using the expression of the width and the draft of the designed sand-proof flat-bottomed ship.
2. The method of claim 1, wherein the collecting of the actual measurement data of the target river and the analyzing of the erosion-deposition change characteristics of the hydrological section of the target river according to the actual measurement data comprise:
collecting historical actual measurement data of a representative hydrological measurement station of a target river channel and a historical actual measurement terrain of a hydrological section of the target river channel, wherein the historical actual measurement data comprises: the daily average flow and the daily average water surface width of the target river channel;
calculating the river channel silt charging amount of the target river channel in the flood season, the non-flood season and the whole year according to the actual measurement terrain of the hydrological section of the target river channel based on the measured year data;
and analyzing the erosion and deposition change characteristics of the hydrological section of the target river channel according to the erosion and deposition amount of the river channel in the flood season, the non-flood season and the whole year of the target river channel.
3. The method of claim 1, wherein the fitting of the functional expression of the water surface width and the flow rate of the target river based on the erosion-deposition change characteristics of the hydrological section of the target river comprises:
determining a hydrological representative section of the target river channel according to the erosion-deposition change characteristics of the hydrological section of the target river channel;
acquiring the water surface width and flow of a target river channel corresponding to the hydrological representative section of the target river channel;
arranging actual measurement flood element data of the target river channel, and fitting a function expression of the water surface width and the flow of the target river channel according to the actual measurement flood element data of the target river channel and the water surface width and the flow of the target river channel corresponding to the hydrologic representation section of the target river channel:
Figure FDA0003167025000000021
wherein B represents the water surface width of the target river channel corresponding to the hydrologic representation section of the target river channel, Q represents the flow of the target river channel corresponding to the hydrologic representation section of the target river channel, and alpha1Expressed as a first to-be-determined parameter, beta, in the actual-measured flood element data of the target river channel1And the second undetermined parameter is expressed in the actual measurement flood element data of the target river channel.
4. The method of claim 3, wherein the step of determining the flow rate of the target river under the design navigation condition according to the measured data and calculating the expected water surface width under the design navigation condition by substituting the flow rate into a functional expression comprises:
determining the daily average flow of the target river channel according to the measured data;
performing statistical analysis on the daily average flow, and calculating the flow Q corresponding to the target river channel under the design navigation condition according to the design parameters of the design navigation conditions；
The corresponding flow Q of the target river channel under the design navigation conditionsCalculating the expected water surface width B of the target river channel under the design navigation condition by substituting the flow into the function expressions。
5. The method of claim 4, wherein the step of fitting an expression of the width and draft of the design sand-control punt based on the expected surface width according to the design navigation condition and calculating the target width and length of the design sand-control punt using the expression of the width and draft of the design sand-control punt comprises:
the draft of the design sand-control punt is calculated according to the following formula:
hc＝hs-h1-σh2-h0
wherein h iscExpressed as draft, h, of a design sand-protected puntsExpressed as the channel design water depth, h, corresponding to the design navigation conditions1Expressed as the design sand control flat bottomed safe rich depth, sigma is expressed as the adjustment factor when sedimentation larger than a preset scale occurs in a sediment-laden river, h2Expressed as depth of reserve in the target river, h0The ship navigation sinking amount for designing the sand prevention flat bottom is shown;
calculating the target width of the designed sand-proof flat-bottomed ship according to the draft of the designed sand-proof flat-bottomed ship, and calculating the target width of the designed sand-proof flat-bottomed ship according to the following formula aiming at a single-line channel:
Figure FDA0003167025000000031
wherein, Bc1Expressed as target width, m, of a design sand-protected flat bottomed vessel under a single course channellExpressed as the target river left bank slope coefficient, mrExpressing as a slope coefficient of a right bank of a target river channel, expressing as a ratio of a track bandwidth to a width limit value of a designed sand-proof flat-bottomed ship, expressing as a ratio of a safe distance from the designed sand-proof flat-bottomed ship to a channel edge to a track band of the sand-proof flat-bottomed ship, expressing as a preset scaling factor, expressing as a navigation drift angle of the designed sand-proof flat-bottomed ship, and expressing as sin theta as a sine value of the navigation drift angle of the designed sand-proof flat-bottomed ship;
calculating the target length of the design sand-proof flat-bottomed ship under the single-line channel according to the target width of the design sand-proof flat-bottomed ship under the single-line channel and the expected water surface width of the target river channel under the design navigation condition:
Figure FDA0003167025000000032
wherein L is1Expressed as the target length of the design sand-control punt under a single channel, d expressed as the safe distance of the design sand-control punt to the channel edge, BsRepresenting the expected water surface width of the target river channel under the design navigation condition;
for a bifilar channel, the target width of the design sand-control punt is calculated according to the following formula:
Figure FDA0003167025000000033
wherein, Bc2Targets designed for sand-protected punts under a two-line channelWidth, delta1Expressed as the ratio of the safe distance from the design sand-proof flat-bottomed ship up to the edge of the channel to the width of the track band of the design sand-proof flat-bottomed ship, delta2The ratio of the safe distance from the designed sand-proof flat-bottomed ship to the edge of the channel when the designed sand-proof flat-bottomed ship descends to the track belt of the designed sand-proof flat-bottomed ship is expressed, and the ratio of the safe distance when the up-going sand-proof flat-bottomed ship and the down-going sand-proof flat-bottomed ship meet the ship to the track belt of the designed sand-proof flat-bottomed ship is expressed by eta;
calculating the target length of the design sand-proof flat-bottomed ship under the double-line channel according to the target width of the design sand-proof flat-bottomed ship under the double-line channel and the expected water surface width of a target river channel under the design navigation condition:
Figure FDA0003167025000000041
wherein L is2Expressed as target length, d, of a design sand-protected flat bottomed vessel under a two-line channel1Expressed as the safe distance to the edge of the channel when the design sand-control punt is going up, d2The safe distance from the edge of the channel when the sand-proof flat-bottomed ship is designed to descend is shown, and the safe distance when the sand-proof flat-bottomed ship ascends and descends is shown as C.
6. The method of sizing a sand-protecting punt for use in a sediment-laden river of claim 1, further comprising:
constructing a simulated ship model according to the target width and the target length of the designed sand-proof flat-bottomed ship;
constructing a target river channel scene model of silt of a preset scale by using a preset scene construction algorithm;
merging the simulated ship model into a target river scene model for advancing simulation to obtain a simulation result;
determining the advancing speed and the sinking height of the simulated ship model according to the simulation result;
calculating a target safety coefficient of the designed sand-proof flat-bottomed ship according to the yield strength of the surface part of the sand-proof flat-bottomed ship designed by combining the advancing rate and the sinking height;
and comparing the target safety factor with a preset safety factor, confirming that the design index of the sand prevention flat-bottomed ship is qualified when the target safety factor is more than or equal to the preset safety factor, and confirming that the design index of the sand prevention flat-bottomed ship is unqualified when the target safety factor is less than the preset safety factor.
7. The method of sizing a sand-protecting punt for use in a sediment-laden river of claim 1, further comprising:
determining the upstream maximum flow and the downstream minimum flow of a target river channel;
constructing a multi-target flow scheduling model based on the target river channel by taking the upstream maximum flow and the downstream minimum flow of the target river channel as targets and taking flow balance constraint as constraint conditions;
solving the multi-target traffic scheduling model to obtain a non-inferior solution set;
randomly selecting a plurality of target solutions in the non-inferior solution set, and determining risk factors in a target river channel according to the target solutions;
acquiring the characteristic parameters of each target solution, and constructing the edge distribution of each risk factor according to the characteristic parameters of each target solution;
constructing a comprehensive risk level evaluation model about the target river channel according to the edge distribution of each risk factor and the attribute value of each risk factor;
evaluating the potential high risk probability of the target river channel by utilizing a comprehensive risk level evaluation model of the target river channel according to the erosion and deposition change characteristics of the hydrological section of the target river channel;
acquiring a riverbed topographic map of the target riverway, and performing data processing on the riverbed topographic map to obtain processing data;
acquiring historical flood data of a target river channel, and acquiring sludge deposition amount and river channel water flow during each flood erosion according to the historical flood data;
drawing a river bed height change relation graph of flood sludge of the target river channel along the river channel water flow according to the processing data, the sludge deposition amount and the river channel water flow during each flood erosion;
calculating the average value of each segment in a riverbed height change relation graph of the flood sludge of the target riverway along the riverway water flow;
calculating the comprehensive score of a target river channel according to the average score of each segment, and calculating the stability index of the bank slope of the target river channel according to the comprehensive score of the target river channel;
calculating a correction coefficient for designing the size of the sand-proof flat-bottomed ship according to the potential high risk probability of the target river channel and the stability index of the bank slope of the target river channel;
and correcting the target width and the target length of the design sand-control flat-bottomed ship by using the correction coefficient to obtain final size data of the design sand-control flat-bottomed ship.
8. The method of claim 6, wherein determining the rate of travel and the sinking height of the model of the simulated vessel based on the simulation results comprises:
acquiring a flow pressure coefficient and the received pushing pressure of the simulated ship model in the advancing simulation process and the transverse flow velocity of the target river scene model based on the simulation result;
calculating the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process based on the flow pressure coefficient of the simulated ship model in the advancing simulation process and the transverse flow velocity of the target river scene model:
Figure FDA0003167025000000061
wherein M is the transverse flow pressure ship-turning moment of the simulated ship model in the advancing simulation process, the unit of M is N.m, rho is the density of the multi-silt river, and the unit of rho is kg.s2/m4G is the acceleration of gravity, and the value of g is 9.8m/s2A isThe flow pressure coefficient of the simulated ship model in the advancing simulation process is v, the transverse flow velocity of the target river channel scene model is v, the unit of v is m/s, L is the length between vertical lines preset in the navigation condition, the unit of L is m, W is the transverse distance preset in the navigation condition, the unit of W is m, alpha is the included angle between the course of the simulated ship model and the flow direction of the target river channel scene model, sin alpha is the sine value of the included angle between the course of the simulated ship model and the flow direction of the target river channel scene model, pi is the circumferential rate, the value of pi is 3.14, and L is the distance between the gravity center of the simulated ship model and the resultant force action point of the simulated ship model, and the unit of m;
calculating the traveling speed of the simulated ship model based on the transverse flow pressure ship-turning moment and the received pushing pressure of the simulated ship model in the traveling simulation process:
Figure FDA0003167025000000062
in the formula, v1And the advancing speed of the simulated ship model, beta is a rudder angle of the simulated ship model, and F is the pushing force received by the simulated ship model in the advancing simulation process.
9. The method of claim 8, wherein determining the rate of travel and the sinking height of the model of the simulated vessel based on the simulation results further comprises:
calculating a sinking height of the simulated vessel model based on the rate of travel of the simulated vessel model:
Figure FDA0003167025000000063
wherein h' is the sinking height of the simulated vessel model, hcFor designing draft of sand-proof punt, h0The ship navigation sinking amount of the sand-proof flat bottom is designed.
10. A sand control punt sizing system for use in a sediment-laden river, the system comprising:
the analysis module is used for collecting actual measurement data of the target river channel and analyzing the erosion and deposition change characteristics of the hydrological section of the target river channel according to the actual measurement data;
the fitting module is used for fitting a function expression of the water surface width and the flow of the target river channel based on the erosion-deposition change characteristics of the hydrological section of the target river channel;
the first calculation module is used for determining the corresponding flow of the target river channel under the design navigation condition according to the measured data and substituting the flow into a function expression to calculate the corresponding expected water surface width under the design navigation condition;
and the second calculation module is used for fitting an expression of the width and the draft of the designed sand-proof flat-bottomed ship according to the design navigation condition on the basis of the expected water surface width, and calculating the target width and the target length of the designed sand-proof flat-bottomed ship by using the expression of the width and the draft of the designed sand-proof flat-bottomed ship.
CN202110807156.0A 2021-07-16 2021-07-16 Sand prevention flat-bottomed ship size design method and system suitable for sediment-laden rivers Pending CN113536462A (en)

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