大体积混凝土结构在施工过程中由于温度控制不当会产生裂缝从而影响结构性能和质量,这是工程建设中需要面对的一个难题.针对这个问题,本文设计了一套基于BIM软件的浇筑温度控制与信息交互系统.该系统以BIM软件、结构分析软件、信息系统管理软件为基础,包含温控仿真分析、温度数据监测反馈、风险预警模块,能够有效解决大体积混凝土施工过程中进度控制问题和各参与方信息交互问题.研究表明,利用该系统进行施工控制和辅助决策,能达到施工过程质量动态控制的目的 .

为了研究弯曲河段的船舶安全航行条件,考虑引航道布置在凸(凹)岸、上(下)游引航道水流条件及船舶航行的特点,建立了弯道概化模型.通过水流条件试验和船舶模型航行试验,完善了弯曲河段船闸口门区船舶安全通航的判别公式,提出口门区船舶安全通航的2种判别方法.通过试验,验证了该方法的合理性.

现行规范是以船闸引航道口门区通航水流条件作为船舶能否安全进出口门区的判别标准.通过调查研究,船舶进出船闸是否安全仅考虑口门区通航水流条件是不全面的,还应考虑船舶在该区域本身的运动特征.基于动量守恒定律并考虑水流对船舶的作用,分析船舶为维持安全所形成的航行运动特征,并通过通航水流条件和船舶航行条件的模型试验,对比研究两者的关系,提出了基于动量守恒定律的口门区船舶安全通航条件判定方法.结果表明,采用水流条件试验结果求得的口门区船舶安全通航最小临界速度判定船舶通航的安全性是合理可行的.

串列双圆柱桥墩周围流场与两桥墩间距密切相关,采用黏性流求解方法,使用商业CFD软件中的FLUENT软件,并基于RNG k-ε湍流模型对单圆柱及串列双圆柱桥墩绕流非稳态瞬时流场进行了数值模拟.研究结果表明:桥墩间距影响着两桥墩墩后尾涡的生成与脱落;桥墩墩后横向流速呈正负交替变化;以碍航紊流宽度为标准,航道边线与串列双圆柱桥墩边壁之间的横向安全距离至少应为1.5倍桥墩直径.

考虑桥墩绕流与船舶的耦合作用,以物理模型试验为基础,采用FLUENT软件,并基于RNG k-ε模型,研究不同桥墩间距下船舶驶经串列桥墩时的船体受力特性.研究结果表明:在船、桥交汇过程中,船舶边界的贴近挤压着桥墩周围的流场,干扰墩后涡体的生成和脱落,船舶艏摇力矩以明显的正、负峰值交替的规律演进.两桥墩间距达9.0D时,下游桥墩对上游桥墩的水动力干扰消失.在两桥墩间距大于13.0 D后,船舶驶经上、下游桥墩时,船舶艏摇力矩相当于连续经过2个孤立的单桥墩.

航行船舶与桥墩间的水动力作用随航行速度不同而变化,致使船舶在航行过程中受力及航行姿态发生变化.采用物理模型试验验证和数学模型计算相结合的方法,以船舶航速为变量,分析了船舶沿程受力、艏摇力矩及重心位移受航速影响的变化规律.研究表明:随着航速的增加,船舶受到的横荡力、艏摇力矩正负峰值相应增加;船舶航速越高,船艏驶至桥墩尾涡负压区时,船舶越容易横向靠近桥墩;船尾驶至桥墩尾涡负压区时,航速越高,船尾越容易横扫桥墩,且后续航行过程中船舶横向远离桥墩偏航越大.研究成果可为后续研究船舶运行安全性和工程中确定安全的船桥间距提供参考.

详细介绍了PIV技术的原理、特点以及在土工试验中的应用,并自主设计了试验装置.通过对墙后土体变形观测的实例分析,说明了PIV技术的具体应用方法,得到了土体变形位移场和滑动破坏面随时间变化的发展过程以及土体在完全破坏前出现的折线形破坏面.通过与传统方法的观测结果对比,体现了PIV技术相较于传统观测方法的优势.

According to the flow feature of the upstream approach channel of the second-line shiplock in Dayuandu junction,we explore the influence of the three main factors including the navigable flow condition at the upstream entrance area of Dayuandu junction,the discharge capacity near the sluice gate lock holes and the length of braking area in the approach channel on the arrangement of the navigable wall at the upstream approach channel using the overall hydraulic model experiment and ship model experiment,in which,the adaptability of arrangements of three lengths are compared and the conclusion is drawn that proposal of 130 m navigable wall has the best flow condition at upstream entrance area and meets the requirements of the length of braking area;the proposal of 300 m navigable wall has the least influence by the circulating flow area and the best discharge capacity of the sluice.Considering comprehensively the code stipulations and requirement of the length of the braking area,and to maximize the discharge capacity of the sluice,we choose the proposal of 130 m navigable wall as the recommended one.

上海洋山港高桩码头后方接岸结构采用斜顶桩接岸结构,目前对该结构中斜顶桩、板桩的负摩阻力鲜有研究,且缺乏对负摩阻力主要产生原因的认识.为对接岸结构中各桩负摩阻力特性有较全面的认识,通过简化边界条件建立概化物理模型,利用土工离心试验来实测接岸结构在特定条件下的变形和受力情况.根据相关资料和试验数据,着重分析了结构和土体变形,进而分析各桩轴向力和负摩阻力沿桩深分布规律,并对负摩阻力产生的主要原因进行阐述,最后采用原型观测验证物模结果.试验研究结果表明:接岸结构各桩均在桩身一定范围内产生负摩阻力,其中性点位置与桩长比例范围约为0.63~0.75;且软黏土固结是斜顶桩接岸结构中桩基负摩阻力产生的主要原因.

Transverse velocity,indicating the flow condition in the entrance area of ship lock,is a major index determining the safety of ships entering or exiting the entrance area.Through collecting and analyzing the data of hydraulic engineering and hydropower project in curved reach,the transverse velocity at some measurement points in the entrance area are found to be exceeding standard limit while ship model navigation parameters could meet requirements.In view of this,we conducted model test of navigation flow condition and ship model test for the second ship lock of Dayuandu navigation and electricity junction.We analyzed the characteristics of ship navigation in the entrance area of the curved reach and investigated the differences between the two test results.We propose to take the heading angle of ship navigation into consideration in research of navigation flow conditions at the entrance area of ship lock in curved reach.We also recommend to compare the effective transverse velocity which is relative to the ship with standard values.

After the expansion of the second-line ship lock in Dayuandu navigation-power junction, the flow condition at the downstream entrance area of approach channel will become complicated and will impact safe navigation of ship or fleets.In order to improve the flow condition and make the surface velocity at the entrance area suitable to the requirements of the specification,based on fully collecting geological and hydrological data,the overall hydraulic model test is carried out,in-cluding digging the downstream river combined with arranging navigation structures.According to relevant materials and experiment data,the effect produced by the change of the terrain before and after digging,and arranging leading dike and diversion piers on water flow regime is emphatically analyzed,along with describing the mechanism of decreasing recirculation and oblique flow at the downstream entrance area.The results showed that the combination of river digging with naviga-tion structures can effectively improve the flow condition at entrance area of Dayuandu navigation, and it will also provide reference for the similar engineering design.

低水头枢纽通常采用消力池底流消能的方式来消减泄水闸下泄水流的能量,而消力墩的位置对水跃的形式、强弱影响较大,从而影响整个消力池的消能率.采用计算流体力学软件Fluent的VOF模型,探讨消力墩位置对消力池内水跃特征、湍动能耗散率分布及消能率的影响.结果表明:消力墩位置会影响消力池消能率——消力墩布置在消力池长度的0.65及以上时,其消能效果与不布置消力墩时相差不大;消力墩布置在消力池长度的0.35处时,消力池的消能率最大,比布置在0.65时消能率提高约10.5％.

针对海漫后河床冲刷变形问题，结合某枢纽泄水闸断面模型进行了动床试验及数学模型分析，结果表明：经水流长期淘刷河床使海漫后形成冲坑，反淘刷海漫地基，刚性海漫无法适应河床冲刷后的变形，引起海漫基础托空并有海漫被冲毁的风险；而柔性海漫可适应河床冲刷后的变形，且糙率较大，消能扩散更充分，相比传统刚性海漫结构有更好的消能防冲效果。

邻近船闸基坑开挖工程会对已建船闸的安全运行带来一定影响,为了解该影响,保证邻近已建船闸的安全和正常运营,结合非线性有限元仿真分析方法,采用理想弹塑性本构模型和D-P屈服准则建立邻近船闸基坑放坡开挖平面二维有限元模型,分析基坑距船闸的距离、基坑的坡度等因素对邻近已建船闸的影响,提出了邻近船闸基坑开挖安全间距及基坑坡度的建议值.

Using the combination of generalized flume experiment and mathematical model test methods,a two-dimensional generalized model of water and bridge is established, through the study of the trace,trailing vortex intensity and shedding frequency,analyzing the pier spacing influence of turbulent flow characteristics around pier.The research has shown that:when tandem double bridge pier spacing smaller (L/D ≤ 2.0),the upstream bridge has no vortex shedding,the upstream bridge pier shear layer alternate adhere to the downstream piers,causing shear layer thickened before exercise,reducing trail vortex shed-ding frequency,the turbulence intensity increases.When 3.0 ≤L/D < 5.0,upstream and downstream bridge piers both have vortex shedding,and as bridge pier spacing bigger,vor-tex shedding phenomenon more obvious,the trailing vortex of the turbulence intensity re-duce along with the increase of spacing.After the bridge pier spacing increases to 5.0,up-stream and downstream turbulence of trailing vortex and trailing vortex shedding are similar to single bridge pier.

With the method combined with both the physical model test and mathematical model calculation，the impact from the upstream weir height on the sedimentation on the weir face of the broken line practical weir is studied herein. The result shows that when the upstream weir height is 3m，the velocity of the bottom flow and the turbulent energy at the slot of the maintenance gate are larger and the sediment is not prone to remain therein due to the larger upstream weir height and the elevation of weir crest that is not higher than the upstream river bed，which has only less impact on the normal opening and closing of the maintenance gate. The test result can provide a certain reference for the similar engineering design.

为满足航运和经济发展要求,大源渡枢纽拟在一线船闸的基础上扩建二线船闸,现有的一线船闸上游引航道口门区位于弯曲河段,水流条件比较复杂.为使扩建后的二线船闸上游引航道口门区水流条件能够满足规范要求,主要选取3种不同形式的隔水墙布置方案,在最大通航流量Q=17 500 m3/s(10 a一遇)下,研究不同的隔水墙布置方案时上游引航道口门区通航水流条件、枢纽河段行洪能力以及其改善措施.结果表明:隔水墙能够改善口门区水流条件;综合考虑通航和行洪的要求,上游引航道选取透空式隔水墙布置方案较为合适.其研究结果可为类似工程的设计研究提供参考.

为了解地基对坞式船闸结构的影响,依据某复杂地基坞式闸室结构,结合非线性有限元仿真分析方法,对比分析了原型复杂地基模型、均质地基模型和简化地基模型对闸室结构变形和内力分布的影响.分析表明,不同地基模型中地基与结构共同沉降变形方式的差别,影响了结构的变形及内力分布.复杂地基与均质地基模型两者的计算结果差别较大,说明地基因素是影响坞式结构变形和内力分布的重要原因.而简化地基与复杂地基模型两者的计算结果比较接近,说明对复杂地基模型如果处理得当,则结构数值计算工作既能反映地基对结构的影响,又能简化计算分析过程,取得事半功倍的效果.

为改善大源渡航电枢纽二线船闸下游通航水流条件,采用整体物理模型试验,研究了在有支流入汇的弯曲河段拟建二线船闸下游引航道口门区的通航水流条件及影响因素.基于设计方案的多次优化比选试验,提出一种在下游口门区外侧布置隔水墙的隔挡方案,该布置方案满足下游口门区船舶(队)安全航行及河段行洪能力的要求,较好地解决了该枢纽二线船闸下游通航问题,为类似工程提供科学依据和借鉴.

河口动力机制复杂,生态环境敏感脆弱,珠江三角洲咸潮上溯距离逐年上移,对生态环境造成了巨大的影响.咸潮上溯距离受径流和潮汐影响显著.该文采用物理模型试验方法,对径流和潮汐共同作用下的咸潮上溯距离进行分析,结果表明:1)增加上游径流量,引起河道水力坡度变陡使得咸界整体往下移动;2)存在临界潮差,使咸潮涨憩时上溯距离最小;3)上游同样增加相同径流量时,潮差小时咸界下移距离大于潮差大时的咸界下移.最后利用Fischer的分层-环流图阐述了产生其偏差的机理:一方面当潮差小时,引起的分层系数变化和us/uf变化幅值更大;另一方面,增加径流量时改变了密度环流输运作用,而潮差较小时密度环流输运是主导因素,此时增大的径流量,改变了主导因素的输运比例,引起了较大的作用效果,反之,潮差大时作用效果则较小.