EP0521857A1

EP0521857A1 - Barrage, in particular a barrage for closing off a tidal channel during a storm tide.

Info

Publication number: EP0521857A1
Application number: EP91902661A
Authority: EP
Inventors: Heinz Krueger
Original assignee: GG Noell GmbH
Current assignee: GG Noell GmbH
Priority date: 1990-03-27
Filing date: 1991-01-24
Publication date: 1993-01-13
Anticipated expiration: 2011-01-24
Also published as: ES2056637T3; CA2075369C; DE4010221A1; JPH05506701A; CA2075369A1; DE59101946D1; US5092708A; WO1991014829A1; DE4010221C2; EP0521857B1

Abstract

Les digues de barrage utilisées en cas de raz-de-marée pour couper les chenaux présentent, en particulier, les inconvénients suivants: construction onéreuse, modification du profil transversal du chenal, élimination onéreuse des choses de flots et de mer et plus précisément entretien difficile. En outre, elles doivent fournir une passe navigable traversante d'au moins 200 à 400 m de large, ayant une profondeur d'eau suffisante à marée basse moyenne. La digue de barrage proposée pour surmonter ces inconvénients comprend des éléments ou parties d'obturation (1a-1d) pouvant être déplacés sur des rampes inclinées (22). La caractéristique de cette digue de barrage est qu'en cas de non-utilisation sur le bord, et de préférence sur la rive, du chenal, ses éléments se replient les uns dans les autres à la manière d'un télescope. La longueur des composants de base (2) formant les rampes inclinées (22) est choisie de telle manière que les éléments d'obturation (1a-1d) déplaçables indépendamment les uns des autres sur des voies puissent être complètement extraits de l'eau et repliés les uns dans les autres au-dessus du niveau moyen de la marée haute (44). Le profil transversal des éléments d'obturation (1a-1d) est en forme de triangle, la face tournée vers la mer supportant le mur de retenue (11) et la face tournée vers la terre (12) absorbant principalement les forces d'appui.Dams used in the event of a tidal wave to cut the channels have, in particular, the following disadvantages: expensive construction, modification of the transverse profile of the channel, expensive removal of things from the waves and the sea and more precisely difficult maintenance . In addition, they must provide a through navigable passage at least 200 to 400 m wide, with sufficient water depth at average low tide. The dam proposed to overcome these drawbacks comprises closing elements or parts (1a-1d) which can be moved on inclined ramps (22). The characteristic of this dam is that when not in use on the edge, and preferably on the bank, of the channel, its elements fold into each other like a telescope. The length of the basic components (2) forming the inclined ramps (22) is chosen in such a way that the shutter elements (1a-1d) which can be moved independently of each other on the tracks can be completely extracted from the water and folded into each other above the mean high tide level (44). The transverse profile of the closing elements (1a-1d) is in the shape of a triangle, the face facing the sea supporting the retaining wall (11) and the face facing the land (12) mainly absorbing the bearing forces .

Description

Barrier, in particular for closing off a tidal stream in the event of a storm surge

description

The invention relates to a barrier, in particular for the closure of a tidal water course in the event of a storm surge.

Storm surge barriers are systems in tidal waterways, the closures of which are generally open, which on the one hand enables normal tidal waves to swing in and out unhindered and on the other does not affect the passage of ships. The major requirements placed on the passage openings of the barriers include the following:

On the one hand, the continuous fairway of at least 200 to 400 m wide and about 12 to 15 m depth under medium low water should not be restricted in any way by the structure. On the other hand, the overall cross-section of the waterway should be changed as little as possible in order to avoid serious effects on the tide course.

It is known to meet such requirements, for. B. to use flaps mounted on the sole, which are erected by means of oil hydraulics or by blowing in compressed air. The flaps have the disadvantage that all moving parts are constantly under water and maintenance is therefore difficult. In addition to the additional shipping problems, there are major design difficulties to be overcome with closure heights of more than 20 m. Even hose-like elastic structures on the sole, which can form a bluff body by filling with water, and floatable closure bodies that are supported by flooding and lowering on a sole sill (drum), are not safe under the most difficult conditions prevailing in an emergency or because of their large dimensions difficult to control.

Likewise, under the desired conditions of the wide fairway, all types are excluded in which the forces from the water pressure are transferred to side pillars because their stability cannot be guaranteed. It is therefore only suitable constructions that can derive the forces that occur as directly as possible to the base structure and into the base. Such constructions are e.g. B. sliding gates that can be moved on basic bodies on a horizontal path from dock-like chambers.

Such a gate with a triangular cross section is, for. B. known as a sliding gate for locks from DE-PS 729 333.

Since the sliding gate is moved horizontally, for this purpose it must have a chamber that can accommodate the full length of the gate to be moved in order to release the flow in its entire width. This means a considerable amount of construction work, which results in high costs, especially since the entire flow profile has to be changed, also as a result of the rectangular closure surface, and the flow rate increases as a result. This in turn has a negative impact on the effort with which the drift and the running rails are to be kept clear because the increased flow rate means that constant collections are to be expected.

The invention is therefore based on the object of creating a barrier which, even with a correspondingly large dimension, the requirements of stability, can be produced easily, without any noteworthy change in the river cross-section, without expensive construction and without great effort, and, in an emergency, can be easily maintained reliable and safe function guaranteed.

This object is achieved with the features of the characterizing part of claim 1. Further advantageous refinements are specified in the subclaims.

The barrier proposed for the solution consists of locking elements or parts which can be moved on inclined planes and which have the peculiarity of being telescopically pushed into one another.

These inclined planes consist of basic bodies which are advantageously installed in a manner adapted to the natural river bed cross section. As a result, the river cross-section is hardly changed and little influenced, so that

1. There are no effects on the tide and

2. The width of the route is not narrowed, which means that there are no obstructions to shipping. The road inclination to be selected is not only based on the best possible adaptation of the straight inclined path to the irregular river profile. Since the width and height of the navigation channel should not be restricted, the bottom depth of the main fairway at its lateral boundary is a compulsory point for the height of the inclined planes for the closure parts. The low point below the middle of the fairway is then a few meters below the target level for the navigation, whereby the driveway always has a sufficient water level for the draft of large ships even in low water.

Pushing the locking parts together in the rest position reduces the space required for the elements when not in use. With a corresponding length of the base bodies forming the inclined planes, the closure parts can be completely moved out of the water and pushed together at least above the average flood level. For this purpose, the closure parts can have individual drives and can be moved independently of one another. The storage of the closure parts in their rest position outside the water is advantageous here. As with the basic bodies, the tidal course is not impaired and gentle and maintenance-friendly storage of each closure part is achieved.

The cross section of the closure elements has a triangular shape, the sea side carrying the dam wall and the inner side predominantly absorbing the supporting forces. The baffle walls can be flat or curved, with what a more favorable introduction of the occurring forces into the base body can be connected. The angles between the legs of the closure elements at their upper edge result from corresponding calculations of the frame stiffness according to the local conditions and planning. Here, among other things, tipping safety and the scope required for telescoping, eg. B. for the seals. A right angle at the top leads z. B. to the favorable design of an isosceles triangle with the force system, the dam wall side as a carrier on two supports, which rests below in the carriageway and on top of the rear support structure.

Vertical end edges are formed on the closure elements at least where two elements must close in the middle of the river when approaching each other. The upper edge of the elements runs approximately parallel to the inclination of the inclined plane, but not steeper than this, so that the upper edge is higher on the upper side than on the river side, also influenced by the individual length and inclination of the road. There is thus a height difference between two elements, the closure part closer to the bank being lower by this height difference than the closer part to the middle of the river. In the view of the closed barrier, there is thus a weak sawtooth-like contour. The lowest points of the upper edge lie at the height of the highest storm surge water level to be prevented, whereby an occasional wave overturn is accepted. Above the bank in the uppermost area of the triangular storm surge section to be closed, which connects to the dike line and extends to the line of the middle flood or slightly above, a horizontal solid wall closes the barrier to the shore, the crown of which is at the height of the maximum storm surge water level. In the rest position, the segments are pushed into each other over this wall.

In the closed position, all elements seal against each other and against the sole. Seals between the individual elements and on the sole are arranged so that they only lie fully in the final closed position. In the intermediate positions and in the rest position, on the other hand, they release a flow gap, which is achieved by suitable shaping of the surfaces on which the seals bear. Lowering the carriageways for the closed position of each closure element can also support the effective sealing.

The intermediate seals are attached to the inside of each segment on the edge facing the bank. In the closed position, they are pressed against bead-shaped contact surfaces on the baffle wall of the next higher element.

The base seal is created by spring plates protruding in front of the baffle wall, which have rubber profiles on their underside, which run along the baffle wall. These sheets are attached to the lower edge of the elements and seal by pressing the water pressure against corresponding contact surfaces. The contact surfaces are located in front of the front track of the respective closure part on the base body. On the base bodies, the closure elements run in lanes, with each closure part traveling in its own lakefront and inland lanes. The carriageways are recessed into the base body and have sloping flanks, so that the closure parts are positively centered by the flank slopes during the closing or opening movement. This measure takes into account the increased requirements for the stability of each element, since, particularly when the locking mechanism is closed, safe guidance is necessary because of the buoyant and transverse forces that occur simultaneously when the closure elements are moved, and safe storage takes place in the final closing point, so that the forces can be easily derived from the water pressure into the base structure or the sole.

For guidance in the raceways or lanes, the closure elements have rollers and, for their failure, auxiliary runners which can also act as wheel break supports. The roles are attached under the legs of the closure elements so that longitudinal and transverse forces can be transferred well into the base body, for. B. at right angles to each other. The flanks of the trough-shaped carriageways, which are loaded by the rollers, are reinforced for this purpose and / or have corresponding internals as supports. The bearings of the rollers can be elastic, which ensures improved smoothness in the event of vibrations.

The problem here is the increased rolling resistance due to deposits on the road surface. Through on the lower edges of the Closure parts attached broaching elements, in particular sheets mounted in front of and behind the rollers or runners, can easily remove coarse and fine obstacles, e.g. B. be pushed aside with clearing flights. Sand and any other driving in can be flushed out using flushing nozzles located on the base bodies via pressurized water pipes, a particularly advantageous arrangement being to lay the nozzles and pipes directly into the trough-shaped carriageways or to align the nozzles into the carriageways. It would also be conceivable to equip the closure bodies with flushing nozzles and to have them supplied by pumps built into the construction.

The barrage according to the invention can of course also be used to shut off river courses. In the blocking position, the river water is dammed up in front of the barrier and prevented from flowing out. This can e.g. B. happen for the purpose of water storage in dry seasons or to protect densely populated areas downstream from flooding.

In narrow valleys, the barrier elements could e.g. B. be hidden in previously provided chambers of the valley walls.

The invention is explained below using an exemplary embodiment with basic drawings that are not to scale.

It shows,

Fig. 1 is a greatly inflated side view of the half

Barrier in the closed position, FIG. 2 shows a top view according to FIG. 1, 3 shows a cross section through the base body with the closure elements in the rest position,

Fig. 4 is a partial cross section through a roadway and a baffle wall running therein and

Fig. 5 is an illustration of half the barrage in different operating positions.

A tidal stream 4 has z. B. The bottom 41 indicated by dash-dotted lines in FIG. 1. This river bottom 41 runs steeper towards the bank 42 and is flattened in the middle. At the barrier, the bottom 21 of the watercourse 4, which is indicated in Fig. 2, consists of a base body 2, which forms an inclined plane 22, starting from points above the river bank to the deepest point, which is located approximately in the middle of the river course . In the bank area 42, the bottom 21 is flatter and is deeper in the middle of the river course 4 than the original sole 41. This peculiarity benefits the fairway 43 lying in the middle of the river.

2 shows the roadways 23 of the baffle walls 11 and the support walls 12 on the base body 2. A storage wall 11 and a support wall 12 together form a closure element la to ld. The support walls 12 have no covers and have openings between their supports.

Fig. 1 shows the sea-side view of the half barrage in the closed position. With 44 the average flood level is indicated and 45 with the maximum. In the closed position it is shown how the closure elements la to ld overlap one another at their vertical end edges 14 and have seals 15 at the overlap points of the baffle walls which rest on the bead-shaped contact surfaces of the next higher element, not shown. The closure elements la to ld are the same in shape but of different sizes. Your upper edge 13 is inclined according to the inclined plane 22, but can also run differently than shown, z. B. flatter. The elements la to ld are getting smaller from the middle of the river to the bank, marked with the letters a to d. 1 z. B. they are shown very exaggerated.

In practice, e.g. B. about 3 to 5 elements a barrage side, the overall height of the largest element 25 to 30 m and their respective length between 100 and 200 m. The overlaps for the intermediate seals 15 are, for example, one to several meters long. For the seals of the uppermost movable closure element 1d, a wall 5 with a corresponding contact surface 51 is built on the upper part of the inclined plane 22. Above this wall 5, the closure elements la to ld are telescopically pushed into one another above the average high water level 44, as indicated by dashed lines in FIG. 1.

To move the closure elements la to ld, use is made, among other things, of drive sticks or toothed racks, and support for the opening movement by means of traction means driven by winches is also contemplated. The required drive machines are housed in the machine house 6.

In Fig. 3, the base body 2, which is made of concrete, is shown in section. It contains, among other things, cable channels and operating aisles 28, not shown, of which one, located in the center of the base body 2, is shown as an example. Under the storage wall side of the closure elements la to ld, the base body 2 is anchored by an additional sealing wall 29 in the subsurface or bottom of the watercourse 21 and is protected against flushing.

The lanes 23 for the retaining walls 12 and baffle walls 11 are located on the base body 2. These lanes 23 are designed identically for both baffle and retaining walls 11, 12 and have a trough-shaped cross section 25 with inclined flanks 26 Closure elements la to ld of the same design lower edges 3 with rollers 31 on the flanks 26 of the trough-shaped roadway 23.

The flanks 26 have angles of 45 ° and the rollers 31 of the closure elements la to ld are arranged at right angles to one another accordingly. The arrangement of the rollers 31 or the inclination of the flanks 26 is intended to enable the stowage and support walls 11, 12 to be supported favorably. Further configurations with differently inclined flanks are conceivable, to which the rollers 31 are arranged to match. A combination of differently inclined flanks in a carriageway or carriageway group 23, in each case according to the storage or support wall 11, 12, is also possible here. The closure elements la to ld are shown pushed together in their rest position over the wall 5. Not shown is the seal 15 present on its respective inner side 16 on the front edges 14 (see FIGS. 1 and 2). On the baffle walls 11, the plates 18 are hatched.

Fig. 4 shows an enlarged section of the lower edge 3 in a roadway 23. The flank flanks 26 contain embedded reinforcements 24, z. B. double-T beams on which the rollers 31 run; the flanks 26 or reinforcements 24 can also have a rail profile. Runners 32 are indicated on both sides, close to the rollers 31, on which a closure element 1 can slide for the rollers as an alternative.

In front of the baffle wall 11, shown partially in section, of a closure element 1, a sheet 33 projects on its lower edge 3, on the underside 34 of which a rubber profile 35 is fastened. This profile 35, which runs along the lower edge 3, lies in a contact surface 27, which runs in front of the carriageway 23 in a channel-like manner, in a sealing manner due to the water pressure and thus prevents the ingress of sea water under the dam walls 11.

Fig. 5 shows different operating positions a to e of the half barrier.

In position a, all the closure elements la to ld are in the rest position above the wall 5.

In position b is an element, e.g. B. for

Maintenance work has been carried out before the others.

At medium low water level 46 it is completely partially out of the water at medium high water level 44.

Positions c and d show positions of readiness c and increased readiness d in the event of an expected storm surge.

Since the flow velocity accelerates extraordinarily with increasing narrowing of the cross-section and an increasing gradient also builds up, which leads to an increasing load on the closure elements la to ld, it should be problematic to have them retract rapidly into the closed position one after the other. Due to the individual drive and the independent movement of the elements la to ld, it is possible to partially obstruct the cross-section and, in an emergency, to achieve a shorter closing time, while at the same time the main fairway 43 can be kept open for a very long time (position d). Accordingly, it can also be opened quickly, which shortens the blocking time for shipping traffic. Position e shows the barrier in the closed position with the maximum flood level 45 indicated.

Since the flow pressure of the incoming water exerts considerable additional forces on the retracting closure elements la to ld, it is favorable to provide flow openings in the baffle walls 11 of the individual elements la to ld for relief, which are only closed after entering the final closed position, e.g. B. Roller contactors on inclined tracks or shutter closures.

Depending on the height of the elements, various devices are considered, the z. B. also make the height of the upper edge of the closure elements changeable can, e.g. B. a design with hanging flaps in a frame structure.

The sloping upper edge corresponding to the inclination of the road would have to be replaced by a horizontal support structure for the storage of the storage flaps. The flaps, which are held approximately horizontally during the retraction of the elements, are only lowered into the inclined position for the final closing, which corresponds to the inclination of the storage wall of the other closure elements.

Claims

1. Barrier especially for the isolation of a

Tidal water course during storm surge with a barrier of approximately triangular cross-sectional shape, one inclined wall of which is a baffle wall (11) and the other wall of which is a retaining wall (12), which are connected to one another via a common upper edge (13), and that on a base body (2 ) can be moved between a rest position at the edge of the watercourse and a closed position in the watercourse, characterized in that the locking mechanism comprises a plurality of movable closure elements (la, lb, lc, ld), that the base body (2) is at the bottom of the watercourse (21) adapted inclined planes (22) on which the closure elements (la, lb, lc, ld) are displaceable, that all closure elements (la, lb, lc, ld) have a geometrically similar triangular cross-sectional shape, but according to their position in the closed position are of different sizes and are designed and arranged so that they are telescopic in the rest position on the edge, preferably on the bank of the watercourse pushed into each other and in the closed position up to the lowest point of the watercourse are moved out in size and that on the front edges (14) of the baffle walls (11) elastic seals (15) are arranged, which in the closed position each have the gap between seal two overlapping closure elements (la, lb, lc, ld).

2. Barrier according to claim 1, characterized in that the end edges (14) of the storage and the support wall (11, 12) of the closure elements (la, lb, lc, ld) are at least partially designed so that they define vertical planes.

3. Barrier according to claim 1 or 2, characterized in that the baffle wall (11) is curved and the support wall (12) is frame-like.

4. Barrier according to one of claims 1 to 3, characterized in that the base body (2) contains parallel carriageways (23), the carriageways (23) run along the inclined plane (22) and have trough-shaped cross-section (25), the Cross section (25) has oblique flanks (26).

5. Barrier according to claim 4, characterized in that the closure elements (la, lb, lc, ld) with elastically mounted rolling and / or sliding devices located on the lower edges (3) of the closure elements (la, lb, lc, ld ) are in each case in a lane (23) under the dam wall

(11) and a roadway (23) under the retaining wall

(12) are guided and are supported at least on the flanks (26) of the trough-shaped cross section (25), whereby they center themselves.

6. Barrier according to one of claims 1 to 5, characterized in that on the lower edges (3) Closure elements (la, lb, lc, ld) are attached, which at least partially consist of sheets in front of and behind each rolling and / or sliding device (31, 32).

7. Barrier according to claim 4 and possibly one of claims 5 or 6, characterized in that there are water pipes on the base body (2) which are at least partially arranged in the carriageways (23, 24), the water pipes having nozzles, from which pressurized water emerges and the carriageways (23) can be flushed free of the pressurized water.

8. Barrier according to one or more of claims 4 to 7, characterized in that the seals (15) on the end edges (14) of the baffle walls (11) on the inside (16) of the closure elements (la, lb, lc, ld ) are attached that there are bearing surfaces (17) with a bead-like shape on the baffle wall (11) on the river-side end edge (14) and that the seals (15) against the bead-shaped bearing surfaces (17) of the next higher closure element (lb, lc, ld) can be pressed.

9. Barrier according to one of claims 1 to 8, characterized in that on the lower edges (3) of the baffle walls (11) continuous sheets (33) are attached, which protrude in front of the baffle walls (11) and on their underside (34) Wear rubber profile (35) along the lower edges (3) of the baffle walls (11) runs and that there are contact surfaces (27) on the base body (2) in front of the baffle wall (11), the sheets (33) being pressed against the contact surfaces (27) by the water pressure.

10. Barrier according to one of claims 1 to 9, characterized in that the closure elements (la, lb, lc, ld) have closable openings in their baffle wall (11), by means of which pressure equalization is made possible during the extension into the closed position.