CN115392085A - Container ship safe navigation system and method based on big data technology - Google Patents
Container ship safe navigation system and method based on big data technology Download PDFInfo
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Abstract
The invention discloses a container ship safe navigation system and method based on big data technology, which comprises a ship body stress monitoring module, a finite element strength analysis module, a loading computer module and a navigation line optimization module. Monitoring the stress of the ship body in real time, and giving an alarm when the stress of the ship body exceeds a target value; the navigation direction with smaller stress is found by adopting a finite element strength analysis system, then the navigation direction of the ship relative to waves is changed, wind waves are avoided, the stress caused by wave load is reduced, the distribution of ballast water in a ship ballast tank is adjusted, and the stress caused by still water load is reduced, so that the total stress level of the ship body is reduced on two aspects, and the container ship body is prevented from being fractured. On the premise of ensuring safety, the invention utilizes the navigation route optimization module to plan the most air route and speed, thereby ensuring that the energy consumption of the ship is lowest in the whole voyage, and being safe and energy-saving.
Description
Technical Field
The invention relates to a safe navigation system and a method, in particular to a container ship safe navigation system and a method based on big data technology, belonging to the technical field of ship navigation systems.
Background
The container ship cargo hold has a large opening, the width of the hatch reaches or even exceeds 80% of the width of the ship, the length of the hatch reaches 90% of the space between the cargo holds, and the hatch greatly exceeds that of the common cargo ship, so that the torsional rigidity of the ship body is seriously weakened. The container ship has large wave torque when sailing on the oblique waves, and is easy to damage the ship body. When the container ship sails in the stormy waves, the container ship can bear various complex alternating stresses such as large middle arch, middle sag, shearing and the like.
For example, 2 ten thousand container ships are commonly about 400 meters in length, so that the alternating stress problem of the containers is particularly prominent. The bending moment in the ship is large, and the opening of the cargo hold occupies a large proportion of the width of the ship, so that stress concentration is easy to occur at the corner of the hatch of the cargo hold. In addition, when the ship sails in the storm, when the length of the surge is close to that of the ship, if the wave crests of the surge are positioned at the bow and stern of the ship, the middle part of the ship is very easy to suspend. The container ship is long, the suspended span is large, and the fracture accident is easy to happen due to the huge weight of the ship. In the other situation, if the wave crest of the surge appears in the middle of the ship, the acting force of the wave crest directly acts on the middle of the ship, the head and the tail of the ship are easily suspended, and thus the accident of breakage is easily caused under the action of the gravity of the ship.
In recent years, a rupture of a container hull sometimes occurs, which causes a great loss to shipping companies and customers. Big data technology has been valued in various industries to use data to understand and solve the visible problem, and further, to analyze and predict the invisible problem using data to avoid the visible problem. Therefore, it is necessary to research a container ship navigation method capable of preventing the hull from being broken, ensuring the safety of ships, crews and goods, and reducing marine environmental pollution.
Disclosure of Invention
The invention aims to provide a container ship safe navigation system and a container ship safe navigation method based on big data technology, so as to ensure safe navigation of ships.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
the container ship safe navigation system based on big data technology is characterized in that: the ship hull stress monitoring system comprises a ship hull stress monitoring module, a finite element strength analysis module, a loading computer module and a navigation line optimization module;
the ship stress monitoring module is used for acquiring a stress value of a ship stress fragile part;
the finite element strength analysis module adopts a finite element strength analysis system to calculate the navigation direction with the minimum stress according to the stress value obtained by the hull stress monitoring module;
the loading computer module calculates the total longitudinal strength of the ship body according to the liquid level of the liquid tank, draft gauge data and cargo loading, calculates the integrity stability, the tank breaking stability, the total longitudinal strength and the floating state of the ship, judges whether the total longitudinal strength exceeds a preset safety range, and calculates and adjusts the distribution of the pressure in the ballast tank of the ship in water if the total longitudinal strength exceeds the preset safety range, so as to reduce the stress caused by the hydrostatic load;
the navigation route optimization module is used for calculating the most reasonable route, course, speed and ballast water arrangement under the premise of safe navigation according to navigation schedule planning, route and weather sea conditions and by combining the finite element strength analysis module and the loading computer module to analyze and adjust the structure, so that the ship route energy consumption is reduced under the premise of safe navigation.
Further, the ship stress monitoring module comprises a plurality of fiber bragg grating sensors, and the fiber bragg grating sensors are arranged at the position with weak ship stress according to stress calculation results or shipping experience and are used for monitoring the overall stress of the ship.
The system further comprises a server display control module, wherein the server display control module comprises a display and a server, and the display is arranged at one or more positions in the ship cab, the deck office and the engine room centralized control and is used for displaying real-time and historical data records of stress and motion states of all parts of the ship body; the server is used for collecting stress and motion state data of a plurality of ship body parts of each voyage of the ship, storing the collected data by utilizing a database technology, establishing a database, evaluating the stress state of the ship body and predicting the change trend and the structural damage trend of the stress.
Further, still include emergent power module, the power module of stress provides electric power for the server when marine generator can't supply power through emergency power source.
Further, the ship stress monitoring device further comprises an alarm unit, wherein the alarm unit is used for giving an alarm when the monitored stress data of the ship body exceeds a target value.
And the liquid level telemetry system module comprises a liquid tank liquid level meter, a draft gauge and a data display screen and is used for measuring the liquid level of the liquid tank in real time and transmitting a liquid level signal to the loading computer system.
Further, the device also comprises an acceleration and pressure sensor, wherein the acceleration and pressure sensor is arranged inside an outer plate at the most front center line position of the container ship and used for monitoring acceleration and pressure data at the bow waterline.
Further, the stress monitoring sensor is arranged on the automatic rail car, the automatic rail car is arranged on the running track on the deck and can run along the running track, and the stress monitoring sensor automatically moves to a high-stress dangerous area.
A safe navigation method of a container ship safe navigation system based on big data technology is characterized by comprising the following steps:
the method comprises the following steps: stress of a plurality of ship body parts of each voyage is collected through a stress monitoring sensor in a ship body stress monitoring module, and wave and motion state data of a ship body are collected through an ultrasonic detector;
step two: collecting weather forecasts of ocean currents and storms and actual measurement data on a target route;
step three: summarizing the data collected in the first step and the second step to a server display control module so as to form a database; the database judges the sea wave information in the two modes to obtain real-time wind wave and sea condition information;
step four: the server display control module analyzes the collected ship stress data, evaluates the stress state of the ship based on a preset standard, and judges that the ship position is possibly damaged if the collected ship stress exceeds a preset stress standard allowable value of the position;
step five: according to the collected real-time stress data of the ship body, a time sequence prediction method is utilized, a mathematical model is established by considering the evolution of variables along with time and using historical statistics based on historical timing data to predict the stress of the ship body in a period in the future, the stress change trend and the structural damage trend of the ship body are predicted, and then whether corresponding measures are needed to be taken or not is reasonably arranged through the optimization of a navigation line to deal with navigation risks.
Further, in the step one, the specific process of acquiring the wave and the motion state data of the ship body by the ultrasonic detector is as follows: the ultrasonic detector collects ship motion signals of rolling, pitching and fore vertical acceleration, three relative wave heights are obtained through the ultrasonic detectors arranged on two sides of the middle part of the ship and on the bow, then the wave direction is obtained through radar sea surface image processing on the ship, and the wave spectrum and the statistical value thereof are calculated in real time, so that the information of the sea conditions such as the wave height and the wave direction are reversely deduced.
Further, in the first step, the ocean current, storm weather forecast and actual measurement data on the target route are collected in the following modes: the server transmits the information through a shore-based satellite system to further acquire the information of the wind wave and sea conditions.
Further, in the third step, the concrete process of the database for judging the real-time wave sea state information from the two modes of the sea wave information is as follows: comparing the sea wave information obtained in the step one with the sea wave information obtained in the step two, and if the wave height and the wave direction of the sea wave reversely deduced in the step one are different from the sea wave forecast information collected in the step two by more than 10%, correcting the sea wave forecast information collected in the step two, namely finally adopting the sea wave information deduced according to the ship motion in the step one.
Further, the specific process of acquiring information by the stress monitoring sensor in the hull stress monitoring module in the first step is as follows:
1.1, feeding back the position with larger stress monitored by the stress monitoring sensor to the loading computer module and the server display control module;
1.1, a loading computer module simulates and adjusts the distribution of ballast water among all ballast tanks in a software system, and calculates the total longitudinal bending moment distribution and the shear force distribution of the ship at different ship lengths;
1.3, simulating and analyzing local stress at typical nodes such as cargo compartment opening corners and the like when the ballast water is distributed in each ballast compartment under the current sea condition by using a finite element strength analysis module;
1.4, regulating the distribution scheme of ballast water among the ballast tanks by circulating the processes of the step 1.2 and the step 1.3;
1.5, comparing the stress at the dangerous positions of the stress monitored by the stress monitoring sensors when the ballast water is distributed among the ballast tanks according to the calculation result after the distribution schemes of the ballast water among the ballast tanks are adjusted, and obtaining a better ballast water distribution working condition;
1.6, selecting a better ballast water pump to adjust the ballast water amount of the ballast tank according to the better ballast water distribution working condition obtained in the step 1.5, and further reducing the stress level of the ship body.
Further, the fourth step is specifically: evaluating hull stress of typical dangerous parts under the current loading working condition of draft, different wave directions, different wave frequencies and different ship speeds, screening out the wave direction with lower hull stress level, and guiding a crew to adjust the sailing direction of the ship relative to waves according to the screened wave direction with lower hull stress level under the current loading working condition of draft and sea conditions so as to reduce the hull stress.
Compared with the prior art, the invention has the following advantages and effects: according to the invention, the stress of the ship body is monitored in real time, and an alarm is given when the stress of the ship body exceeds a target value; the finite element strength analysis module and the loading computer module are utilized to reduce the total stress level of the ship body from two aspects of course optimization and ballast adjustment, and the safety of the ship body structure is ensured. On the premise of ensuring safety, the navigation route optimization module is utilized to plan the most air route and the air speed, so that the energy consumption of the ship in the whole air route is ensured to be the lowest, and the safety and the energy conservation are realized.
Drawings
Fig. 1 is a flow chart of a safe navigation method of a container ship based on big data technology of the present invention.
Fig. 2 is a flow chart of the ultrasonic detector of the present invention for collecting data on the motion state of waves and a hull.
FIG. 3 is a flow chart of a finite element strength analysis of the present invention.
FIG. 4 is a flow chart of the stress monitoring sensor of the present invention collecting information.
Fig. 5 is a layout view of the hull stress monitoring module of the present invention.
Detailed Description
To elaborate on technical solutions adopted by the present invention to achieve predetermined technical objects, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, it is obvious that the described embodiments are only partial embodiments of the present invention, not all embodiments, and technical means or technical features in the embodiments of the present invention may be replaced without creative efforts, and the present invention will be described in detail below with reference to the drawings and in conjunction with the embodiments.
The container ship safe navigation system based on big data technology is characterized in that: the intelligent ship navigation system comprises a ship stress monitoring module, a finite element strength analysis module, a loading computer module, a navigation line optimization module, a server display control module, an emergency power module, an alarm unit, a liquid level remote measurement system module and acceleration and pressure sensors.
The ship stress monitoring module is used for acquiring a stress value of a ship stress fragile part. The ship stress monitoring module comprises a plurality of fiber bragg grating sensors, and the fiber bragg grating sensors are arranged at the position with weak ship stress according to stress calculation results or shipping experience and are used for monitoring the overall stress of the ship. As shown in fig. 5, the stress monitoring sensors in this embodiment are disposed at the corners of the upper deck opening port and starboard at the bottom of the vessel, and at the port and starboard of the upper deck at the bow, at a position in the container ship. Stress monitoring sensor sets up on automatic railcar, and automatic railcar setting just can walk along the orbit on the deck on the orbit, and stress monitoring sensor automatically move to high stress danger area.
The stress of the ship comprises stress caused by hydrostatic load (such as vertical bending stress caused by hydrostatic bending moment in a hydrostatic state) and stress caused by wave load, namely M = Ms + Mw, wherein M is the total bending moment of the ship, ms is the hydrostatic bending moment, and Mw is the wave bending moment. The data collected by the stress monitoring sensors include stresses caused by vessel loading variations and motions in the waves. When the container ship sails in the wave, when the length of the wave is close to the length of the ship, if the wave crest appears at the position in the ship, a middle arch can be caused, if the wave trough appears at the position in the ship, a middle sag can be caused, and the excessive bending moment in the ship causes great stress which exceeds the allowable value, so that the ship body is broken.
And the finite element strength analysis module calculates the navigation direction with the minimum stress by adopting a finite element strength analysis system according to the stress value acquired by the hull stress monitoring module. The finite element strength analysis module adopts a finite element strength analysis system to find a navigation direction with smaller stress, then changes the navigation direction of the ship relative to waves, avoids wind waves, reduces the stress caused by wave load, adjusts the distribution of ballast water in a ship ballast tank, and reduces the stress caused by still water load, thereby reducing the total stress level of the ship body in two aspects and preventing the container ship body from cracking.
The loading computer module calculates the total longitudinal strength of the ship body according to the liquid level of the liquid tank, draft gauge data and cargo loading, calculates the integrity stability, the cabin breaking stability, the total longitudinal strength (bending moment and shearing force) and the floating state (draft and trim) of the ship, judges whether the total longitudinal strength exceeds a preset safety range, and calculates and adjusts the distribution of the pressure in the ballast tank of the ship in water if the total longitudinal strength exceeds the preset safety range, so that the stress caused by the hydrostatic load is reduced;
the navigation route optimization module is used for calculating the most reasonable course, navigation speed and ballast water arrangement on the premise of safe navigation according to navigation schedule planning, navigation route and weather sea conditions and by combining the finite element strength analysis module and the loading computer module to analyze and adjust the structure, so that the ship course energy consumption is reduced on the premise of safe navigation. The navigation line optimizing module receives the navigation direction of the ship with lower stress relative to waves, optimizes the navigation line according to the navigation direction with lower force transmission, avoids severe weather sea conditions on the premise of ensuring that the ship arrives at the destination on time, reduces the damage of sea waves in the navigation process, prevents the ship from being broken, and simultaneously ensures that the oil consumption of the whole voyage of the ship is as less as possible.
The server display control module comprises a display and a server, wherein the display is arranged at one or more positions in the ship cab, the deck office and the engine room centralized control and is used for displaying real-time and historical data records of stress and motion states of all parts of the ship body; the server is used for collecting stress and motion state data of a plurality of ship body parts of each voyage of the ship, storing the collected data by utilizing a database technology, establishing a database, evaluating the stress state of the ship body and predicting the change trend and the structural damage trend of the stress.
And the emergency power module provides power for the server when the ship generator cannot supply power through the emergency power supply.
And the alarm unit is used for giving an alarm when the monitored stress data of the ship body exceeds a target value.
And the liquid level telemetering system module comprises a liquid tank liquid level meter, a draft meter and a data display screen, is used for measuring the liquid level of the liquid tank (a ballast water tank, a fuel tank, a fresh water tank and the like) in real time, and transmits a liquid level signal to the loading computer system.
Acceleration and pressure sensors are provided inside the outer plate at the most forward line position of the container ship for monitoring acceleration and pressure data at the bow waterline (the bow may be subjected to accidental external forces such as ice floes or other surface floaters).
According to the invention, the stress of the ship body is monitored in real time, and an alarm is given when the stress of the ship body exceeds a target value; the navigation direction with smaller stress is found by adopting a finite element strength analysis system, then the navigation direction of the ship relative to waves is changed, the wind waves are avoided, the stress caused by the wave load is reduced, the distribution of ballast water in a ship ballast tank is adjusted, and the stress caused by the still water load is reduced, so that the total stress level of the ship body is reduced on the two aspects, and the container ship body is prevented from being broken.
As shown in fig. 1, a safe navigation method of a container ship safe navigation system based on big data technology comprises the following steps:
the method comprises the following steps: stress of a plurality of ship body parts of each voyage is collected through a stress monitoring sensor in a ship body stress monitoring module, and wave and motion state data of a ship body are collected through an ultrasonic detector.
As shown in fig. 2, the specific process of acquiring the wave and motion state data of the ship body by the ultrasonic detector is as follows: the ultrasonic detector collects ship motion signals of rolling, pitching and fore vertical acceleration, three relative wave heights are obtained through the ultrasonic detectors arranged on two sides of the middle part of the ship and on the bow, then the wave direction is obtained through radar sea surface image processing on the ship, and the wave spectrum and the statistical value thereof are calculated in real time, so that the information of the sea conditions such as the wave height and the wave direction are reversely deduced.
The method for collecting the meteorological forecasts of ocean currents and storms and the actually measured data on the target flight line comprises the following steps: the server transmits the information through a shore-based satellite system to further acquire the information of the wind wave and sea conditions.
As shown in fig. 4, the specific process of collecting information by the stress monitoring sensor in the hull stress monitoring module is as follows:
1.1, feeding back the position with larger stress monitored by the stress monitoring sensor to the loading computer module and the server display control module;
1.1, a loading computer module simulates and adjusts the distribution of ballast water among all ballast tanks in a software system, and calculates the total longitudinal bending moment distribution and the shear force distribution of the ship at different ship lengths;
1.3, simulating and analyzing local stress at typical nodes such as cargo compartment opening corners and the like when the ballast water is distributed in each ballast compartment under the current sea condition by using a finite element strength analysis module;
1.4, regulating the distribution scheme of ballast water among the ballast tanks by circulating the processes of the step 1.2 and the step 1.3;
1.5, comparing the stress at the dangerous positions of the stress monitored by the stress monitoring sensors when the ballast water is distributed among the ballast tanks according to the calculation result after the distribution schemes of the ballast water among the ballast tanks are adjusted, and obtaining a better ballast water distribution working condition;
1.6, selecting a better ballast water pump to adjust the ballast water amount of the ballast tank according to the better ballast water distribution working condition obtained in the step 1.5, and further reducing the stress level of the ship body.
Step two: and collecting weather forecasts of ocean current and storm on the target route and actual measurement data.
Step three: summarizing the data collected in the first step and the second step to a server display control module to form a database; the database judges the sea wave information in the two modes to obtain real-time storm sea condition information.
The specific process of judging the real-time wave information by the database for the wave information in the two modes is as follows: comparing the sea wave information obtained in the step one with the sea wave information obtained in the step two, and if the wave height and the wave direction of the sea wave reversely deduced in the step one are different from the sea wave forecast information collected in the step two by more than 10%, correcting the sea wave forecast information collected in the step two, namely finally adopting the sea wave information deduced according to the ship motion in the step one.
Step four: the server display control module analyzes the collected ship stress data, evaluates the stress state of the ship based on a preset standard, and judges that the ship position is possibly damaged if the collected ship stress exceeds a preset stress standard allowable value of the position.
Evaluating hull stress of typical dangerous parts under the conditions of draft under the current loading working condition, different wave directions (the wave direction is 0-180 degrees, and the wave direction is one wave direction searched according to every 30 degrees), different wave frequencies (the current wave frequency is +/-0.5 rad/s, and the frequency interval is 0.1 rad/s) and different ship speeds, screening out the wave direction with lower hull stress level, and guiding a shipman to adjust the sailing direction of the ship relative to waves according to the screened wave direction with lower hull stress level under the current loading working condition draft and the sea condition so as to reduce the hull stress.
Step five: according to the collected real-time stress data of the ship body, a time sequence prediction method is utilized, a mathematical model is established by considering the evolution of variables along with time and using historical statistics based on historical timing data to predict the stress of the ship body in a period in the future, the stress change trend and the structural damage trend of the ship body are predicted, and then whether corresponding measures are needed to be taken or not is reasonably arranged through a navigation line to deal with navigation dangers. As shown in fig. 3, the navigation direction of the ship with relatively low stress of the ship body, which is given by the strength analysis system, relative to the waves is automatically received according to finite element strength analysis, the navigation line is optimized according to the navigation direction with relatively low stress of the ship body, on the premise that the target port is achieved on time, severe weather sea conditions are avoided, damage caused by sea waves in the navigation process is reduced, the ship body is prevented from being broken, and meanwhile, the oil consumption of the whole voyage of the ship is ensured to be as low as possible.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (14)
1. The container ship safe navigation system based on big data technology is characterized in that: the ship hull stress monitoring system comprises a ship hull stress monitoring module, a finite element strength analysis module, a loading computer module and a navigation line optimization module;
the ship stress monitoring module is used for acquiring a stress value of a ship stress fragile part;
the finite element strength analysis module calculates the navigation direction with the minimum stress by adopting a finite element strength analysis system according to the stress value acquired by the hull stress monitoring module;
the loading computer module calculates the total longitudinal strength of the ship body according to the liquid level of the liquid tank, draft gauge data and cargo loading, calculates the integrity stability, the tank breaking stability, the total longitudinal strength and the floating state of the ship, judges whether the total longitudinal strength exceeds a preset safety range, and calculates and adjusts the distribution of the pressure in the ballast tank of the ship in water if the total longitudinal strength exceeds the preset safety range, so as to reduce the stress caused by the hydrostatic load;
the navigation route optimization module is used for calculating the most reasonable route, course, speed and ballast water arrangement under the premise of safe navigation according to navigation schedule planning, route and weather sea conditions and by combining the finite element strength analysis module and the loading computer module to analyze and adjust the structure, so that the ship route energy consumption is reduced under the premise of safe navigation.
2. The safe navigation system of the container ship based on big data technology as claimed in claim 1, wherein: the ship stress monitoring module comprises a plurality of fiber bragg grating sensors, and the fiber bragg grating sensors are arranged at the position with weak ship stress according to stress calculation results or shipping experience and are used for monitoring the overall stress of the ship.
3. The safe navigation system of the container ship based on big data technology as claimed in claim 1, wherein: the system also comprises a server display control module, wherein the server display control module comprises a display and a server, and the display is arranged at one or more positions in the ship cab, the deck office and the engine room centralized control and is used for displaying real-time and historical data records of stress and motion states of all parts of the ship body; the server is used for collecting stress and motion state data of a plurality of ship body parts of each voyage of the ship, storing the collected data by utilizing a database technology, establishing a database, evaluating the stress state of the ship body and predicting the change trend and the structural damage trend of the stress.
4. The safe navigation system of the container ship based on big data technology as claimed in claim 1, wherein: still include emergent power module, stress power module provides electric power for the server through emergency power source when marine generator can't supply power.
5. The safe navigation system of the container ship based on big data technology as claimed in claim 1, wherein: the ship stress monitoring system further comprises an alarm unit, wherein the alarm unit is used for giving an alarm when the monitored stress data of the ship exceeds a target value.
6. The safe navigation system of the container ship based on big data technology as claimed in claim 1, wherein: the liquid level remote measuring system module comprises a liquid tank liquid level meter, a draft gauge and a data display screen and is used for measuring the liquid level of the liquid tank in real time and transmitting a liquid level signal to the loading computer system.
7. The safe navigation system of the container ship based on big data technology as claimed in claim 1, wherein: the device also comprises an acceleration sensor and a pressure sensor, wherein the acceleration sensor and the pressure sensor are arranged inside an outer plate at the position of the center line of the most bow part of the container ship and are used for monitoring acceleration and pressure data at the position of a bow waterline.
8. The safe navigation system of the container ship based on big data technology as claimed in claim 1, wherein: stress monitoring sensor sets up on automatic railcar, and automatic railcar setting just can walk along the orbit on the deck, and stress monitoring sensor automatic movement is to high stress danger area.
9. A safe voyage method of a safe voyage system of a container ship based on big data technology according to any of claims 1-8, characterized by comprising the steps of:
the method comprises the following steps: stress of a plurality of ship body parts of each voyage is collected through a stress monitoring sensor in a ship body stress monitoring module, and wave and motion state data of a ship body are collected through an ultrasonic detector;
step two: collecting weather forecasts of ocean currents and storms and actual measurement data on a target route;
step three: summarizing the data collected in the first step and the second step to a server display control module so as to form a database; the database judges the sea wave information in the two modes to obtain real-time wind wave and sea condition information;
step four: the server display control module analyzes the collected ship stress data, evaluates the stress state of the ship based on a preset standard, and judges that the ship position is possibly damaged if the collected ship stress exceeds a preset stress standard allowable value of the position;
step five: according to the collected real-time stress data of the ship body, a time sequence prediction method is utilized, a mathematical model is established by considering the evolution of variables along with time and using historical statistics based on historical timing data to predict the stress of the ship body in a period in the future, the stress change trend and the structural damage trend of the ship body are predicted, and then whether corresponding measures are needed to be taken or not is reasonably arranged through the optimization of a navigation line to deal with navigation risks.
10. The safe voyage method according to claim 9, characterized in that: in the first step, the specific process of acquiring the motion state data of the waves and the ship body by the ultrasonic detector is as follows: the ultrasonic detector collects ship motion signals of rolling, pitching and fore vertical acceleration, three relative wave heights are obtained through the ultrasonic detectors arranged on two sides of the middle part of the ship and on the bow, then the wave direction is obtained through radar sea surface image processing on the ship, and the wave spectrum and the statistical value thereof are calculated in real time, so that the information of the sea conditions such as the wave height and the wave direction are reversely deduced.
11. The safe voyage method according to claim 9, characterized in that: in the first step, the collection mode of the ocean current, the storm weather forecast and the actual measurement data on the target route is as follows: the server transmits the information through a shore-based satellite system to further acquire the information of the wind wave and sea conditions.
12. The safe navigation method according to claim 9, wherein: in the third step, the concrete process of the database for judging the real-time stormy wave sea condition information from the two modes comprises the following steps: comparing the sea wave information obtained in the step one with the sea wave information obtained in the step two, and if the wave height and the wave direction of the sea wave reversely deduced in the step one are different from the sea wave forecast information collected in the step two by more than 10%, correcting the sea wave forecast information collected in the step two, namely finally adopting the sea wave information deduced according to the ship motion in the step one.
13. The safe navigation method according to claim 9, wherein: the specific process of acquiring information by the stress monitoring sensor in the ship body stress monitoring module in the first step is as follows:
1.1, feeding back the position with larger stress monitored by the stress monitoring sensor to the loading computer module and the server display control module;
1.1, a loading computer module simulates and adjusts the distribution of ballast water among all ballast tanks in a software system, and calculates the total longitudinal bending moment distribution and the shear force distribution of the ship at different ship lengths;
1.3, simulating and analyzing local stress at typical nodes such as cargo compartment opening corners and the like when the ballast water is distributed in each ballast compartment under the current sea condition by using a finite element strength analysis module;
1.4, regulating the distribution scheme of ballast water among the ballast tanks by circulating the processes of the step 1.2 and the step 1.3;
1.5, comparing the stress at the position where the stress is dangerous, which is monitored by a stress monitoring sensor when the ballast water is distributed among the ballast tanks in different schemes, according to the calculation result after the distribution scheme of the ballast water among the ballast tanks is adjusted, and obtaining a better ballast water distribution working condition;
1.6, selecting a better ballast water pump to adjust the ballast water amount of the ballast tank according to the better ballast water distribution working condition obtained in the step 1.5, and further reducing the stress level of the ship body.
14. The safe voyage method according to claim 9, characterized in that: the fourth step is specifically as follows: evaluating hull stress of typical dangerous parts under the current loading working condition of draft, different wave directions, different wave frequencies and different ship speeds, screening out the wave direction with lower hull stress level, and guiding a crew to adjust the sailing direction of the ship relative to waves according to the screened wave direction with lower hull stress level under the current loading working condition of draft and sea conditions so as to reduce the hull stress.
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