AU2020102354A4 - Morning and early warning method for coastal port ship operation conditions - Google Patents
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Abstract
The invention provides a monitoring and early warning method for coastal port ship
operation conditions, which particularly comprises the following steps of: establishing a wind
data database through historical data collection and field actual measurement data to obtain
field monitored wind data and predicted wind data; establishing a wave data database to obtain
field wave monitoring data, predicted sea wave data and predicted wave data at a berth;
establishing a tidal current data database, firstly establishing a tidal current mathematical model
of a port area, and providing tidal current prediction data of a dock berth; establishing a ship
dynamic response data database, establishing a ship motion quantity response mathematical
model aiming at a specific ship type in the port area, predicting the corresponding values of
ship motion quantity, mooring force and fender impact force corresponding to the ship fender
force based on the predicted by the wind wave conditions in the above steps; and according to
the PIANC specifications and related standards, evaluating ship motion quantity, mooring
force and fender impact force of a mooring ship and giving a corresponding early warning
grade.
-1/1
On-site monitoring
-ofwinddata
Wind data database
o iddt
Predicted wind data
---Oen sea wave data]
prediction
Monitoring
and early Wave data database Berth wave data
warning prediction
method for
coastal port On-site wave
ship monitoring data
operation
conditions Tidal current data - - --- ___Fedbckmasurdreult
predictionFeedbackmeasuredresults
Tidal current data _ to predicted data, perform
dantq ha -eself-learning and optimize
On-site monitoring prediction algorithm
d ata -.-.- ..- ..- .
__On-site monitoring
data Feed back measured results
Ship dynamic to predicted data, perform
response data Motion response self-learning and optimize
database data prediction . . prediction algorithm
Motion response
data prediction
Fig. 1
Description
-1/1
On-site monitoring -ofwinddata o iddt Wind data database
Predicted wind data
--- Oen sea wave data] prediction Monitoring and early Wave data database Berth wave data warning prediction method for coastal port On-site wave ship monitoring data operation conditions Tidal current data - - --- ___Fedbckmasurdreult
predictionFeedbackmeasuredresults Tidal current data _ to predicted data, perform dantq ha -eself-learning and optimize On-site monitoring prediction algorithm d ata -.-.- ..- ..-
__On-site monitoring . data Feed back measured results Ship dynamic to predicted data, perform response data Motion response self-learning and optimize database data prediction . . prediction algorithm
Motion response data prediction
Fig. 1
PATENTS ACT 1990
The invention is described in the following statement:
The invention relates to the technical field of port channel and offshore
engineering, in particular to a comprehensive condition prediction and early warning
technology for coastal port ship operation.
As an important reference factor in the operation of harbor dock, operation
conditions will affect berthing operations of a ship, loading and unloading dispatching
of a dock, and further affect the economic benefit of dock operation. Therefore, the
accurate prediction of the wind wave, tide and ship's dynamic response at dock berth
has very important economic benefit and safety significance for ensuring mooring
safety of the dock, reasonable production dispatching, and so on.
As investigated, the annual throughput of coastal ports in China has exceeded 12
billion tons, the crude oil throughput has reached 0.42 billion tons, the investment in
the construction of coastal ports has been maintained above RMB 85 billion, making
the great power status of ports stand out. It is found that, due to the restriction of
construction conditions, the operating conditions of berths at different positions during
port operation are greatly different, the production efficiency is different, and the
operation safety still has great hidden dangers in some berths. For example, offshore
berths in some small and medium-sized ports and large berths in the vicinity of ports
are affected by surges in the outer sea because of relatively poor shelter conditions.
At present, the ocean wave forecast of the ocean system mainly is mainly targeted at
one certain sea area and does not directly serve specific ports and wharves, and the wave forecast only has wave height and no wave period, so that the sea wave forecast of the ocean system is not pertinent and effective enough for port production operation. It is urgent to set up a forecast and early warning system which integrates wave forecast, tidal level tide forecast and ship system berthing into a whole, so as to provide technical support for port operation and production.
In view of the above, the present invention aims at providing a monitoring and
early warning method for coastal port ship operation conditions, predicting the
operation condition of a berth position in a port in the next 3 days, predicting the dynamic response of a mooring ship under an external environment, providing the
operation safety grade under the mooring condition of the ship according to the
comparison of the corresponding motion quantity and the cable tension and the standard, and enabling a dock operator to more reasonably arrange the berthing operation of the
ship and the loading and unloading operation of the dock according to the prediction
information.
In order to achieve the above object, the technical scheme of the present invention
is realized as follows:
The monitoring and early warning method for coastal port ship operation conditions specifically comprises the following steps:
(1) Establishing a wind data database through historical data collection and on-site actual measurement data to obtain on-site monitored wind data and predicted wind data;
(2) Establishing a wave data database to obtain on-site wave monitoring data,
predicted sea wave data and predicted wave data at a berth; and comparing the data
with on-site measured data, and performing self-learning on the basis of the original
algorithm;
(3) Establishing a tidal current data database, firstly establishing a tidal current
mathematical model for establishing a harbor area, and providing tidal current prediction data of a dock berth; and comparing the data with on-site measured data, and
performing self-learning on the basis of the original algorithm;
(4) Establishing a ship dynamic response data database, establishing a ship motion
quantity response mathematical model aiming at a specific ship type in a port area, and
predicting corresponding values of ship motion quantity, mooring force and fender impact force based on the wind wave current conditions predicted in the steps (1), (2)
and (3); and comparing the data with on-site measured data, and performing self
learning on the basis of the original algorithm; and
(5) According to the PIANC specification and related standards, evaluating the motion quantity the mooring force and the fender impact force of the mooring ship, and
giving out corresponding early warning grades, wherein the early warning grade
comprises information that an operation is safe, the operation is basically satisfied, the
operation cannot be realized but mooring is feasible, mooring is not realized and escape from a dock is needed, etc..
Further, in the step (1), the wind data database includes data under disaster conditions such as conventional winds, typhoon and the like.
Furthermore, in the step (2), according to the data in the wind data database, a sea
wave database is obtained by using a genetic algorithm, and then the design wave
condition of the engineering area and the small-range calculation wave boundary
condition are calculated through a parabolic slow slope equation; and further, the wave prediction data at the dock berth is obtained by using the BW wave calculation module
in the Mike21 calculation software of the Danish DHI.
Furthermore, in the step (3), the power flow mathematical model is calculated by
adopting a method of nesting a large model and a small model, the flow velocity and
the flow direction of each grid unit in the model are calculated by selecting control equations such as a continuous equation, an X-direction momentum equation, a Y direction momentum equation and the like, and the power flow prediction data of the dock berth is given.
Further, in the step (4), the ship motion quantity response mathematical model
firstly calculates the hydrodynamic parameters of the ship based on the potential flow
theory, including additional mass, additional damping, wave load, unit amplitude
response operator (RAO) and other parameters, and then establishes a calculation model of the mooring ship under the combined action of environmental loads such as wind,
wave, flow and the like and the mooring load by considering the recovery rigidity of
the mooring system and the collision fender; in the time domain, the balance equation after the mooring system is considered is shown by the formula (1):
n MjjY + Aj $j + Ri (t -r}d+CX =[Fj(t)]+ Fmk +F w ++Find k=1
(1)
Mis a floating body mass matrix, A is a floating body additional mass matrix,
X is a displacement vector of the floating body (including longitudinal movement,
transverse movement, heave, transverse roll, longitudinal roll and bow), C.. is a
= 2B s(m)inct floating body restoring force coefficient matrix, R B Co is a time delay function of a system, F m is cable tension, n is the number of mooring lines, Fw is wave
force, Fe is a flow load, Fwind is a wind load;
The tensile force of the Fm cable is calculated according to the input tensile force and deformation curve of the cable, and is related to the relative elongation (AL/L) of the cable and the minimum breaking force BL of the cable;
If the coordinates of the cable pile are (Xi, Yi, Zi), and the coordinates of the guide cable hole are (X 2 , Y 2 , Z 2 ) corresponding to the initial position of the ship, the original length of the cable can be determined by the following formula:
L = - (X 2 - X 1 ) 2 + (Y2 - 1 ) 2 + (Z 2 - Z 1 ) 2
After ship motion, the coordinates of the guide cable whole change to (X', Y2, Z'), the length of the cable should be:
L' = 1(X' - X 1 ) 2 + (y - y 2 +(Z- Z1 ) 2
The relative elongation L of the cable is calculated, and the tensile force
corresponding to the cable according to the curve is obtained;
As for computation of the Fw wave force, the first order wave load and the second order wave load are calculated according to the hydrodynamics software HYDROSTAR, and the second order difference frequency wave load transfer function
(QTF) is calculated with consideration of the shallow water effect, so that the wave
force acting on the mooring ship in the port is obtained, and the excitation effect of the wave on the ship is not considered in the previous numerical simulation of the mooring
ship in the port, and only the static tension of the mooring cable is considered;
As for Fc, according to the relevant regulations of the OCIMF specification, the flow Fci in the longitudinal direction, the flow force Fc2 in the transverse direction and the bow swing moment Mc to which the ship is subjected are respectively:
Fci =1/2 CxcpwVc 2 LBP T;
Fc2 =1/2 CycpwVc2 LBP T;
Mc =1/2 Cxycpw Vc2 LBP 2 T
Where: coefficients Cxc, Cyc and Cxyc are fluid coefficients, which can be selected according to different loads and different ship types; rhow is the air density; Vc is the wind speed; LBP is the length between perpendiculars of the ship; T is the draught;
Fwind iscalculated according to the relevant regulations of the OCIMF specification, and the wind force Fwindl in the longitudinal direction, the wind force Fwind2 in the transverse direction and the bow wind moment Mwind of the ship are respectively as follows:
Fwindl =1/2 CxwpwVw 2 AT;
Fwind2 =1/2 CywpwVw 2 AL;
Mwind =1/2 Cxywpw Vw 2 AL LBP
Where: the coefficients Cxw, Cyw and Cxyw are wind power coefficients and can be selected according to different loading and different ship types; the rhow is air density; the Vw is wind speed; the transverse wind receiving area AT of the ship; the AL is the longitudinal wind receiving area of the ship; and the LBP is the vertical line interval length of the ship.
Compared with the prior art, the monitoring and early warning method for coastal
port ship operation conditions has the following advantages:
According to the method provided by the invention, on the premise that only the
external sea wave conditions are predicted at present, the external environment
conditions of the engineering port area can be scientifically analyzed, so that a reliable
basis is provided for predicting the dynamic response of the ship; meanwhile, the
specific ship type is combined, the external environment conditions are fed back to the
dynamic response of the ship, the port ship operation safety method is established, the
risks of cable breakage and collision of the ship during the ship mooring operation are
reduced, the defects of incomplete mastering of weather and sea condition information,
regulation instruction timeliness and mooring operation only by personal experience
are avoided, the result is more reasonable and accurate, and the practical operation is
more instructive.
Another purpose of the present invention is to provide a monitoring and earning
warning system for coastal port ship operation conditions, used for predicting and early
warning the dock operating condition, ensuring the dock mooring safety, and improving
the dock economic benefit and important safety significance.
In order to achieve the above purpose, the technical scheme of the present
invention is realized as follows:
A monitoring and earning warning system for coastal port ship operation conditions comprises a wind data database module, a wave data module, a tidal current data database module and a ship dynamic response data database module, wherein the wind data database module comprises a wind data field monitoring module and a wind data prediction module; the wave data database module comprises a wave data field monitoring module, an offshore wave data prediction module and a berth wave data prediction module; the tidal current data database module comprises a tidal current data field monitoring module, a tidal current data prediction module; and the ship dynamic response data database module comprises a motion quantity, mooring force and fender impact force field monitoring module and a motion quantity, mooring force and fender impact force data prediction module.
The monitoring and earning warning system for coastal port ship operation
conditions disclosed by the invention has the same beneficial effects as the morning
and early warning method for coastal port ship operation conditions, and the detailed
description is omitted here.
The accompanying drawings, which form a part hereof, serve to provide a further
understanding of the invention, and the illustrative embodiments of the invention, together with the description, serve to explain the invention and are not to be construed
as unduly limiting the invention. In the drawings:
FIG. 1 is an analysis schematic diagram shows a prediction and early warning
method for coastal port ship operation conditions according to an embodiment of the
present invention.
It should be noted that embodiments of the present invention and features in
embodiments may be combined with one another without conflict.
In the description of the present invention, it is to be understood that the orientation
or positional relationship indicated by the terms "center", "longitudinal", "crosswise",
"upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top",
"bottom", "inside", "outside" and the like is based on the orientation or the figures
shown in the drawings, is based on the orientation or positional relationship shown in
order to facilitate describing the description and simplifying the present invention and
simplifying the description, rather than indicating the description, and not indicating or
otherwise indicating or otherwise indicating or implying the device, but indicating or
implying devices or otherwise indicating or implying devices or elements must have a
particular orientations in order to be constructed and operating in a particular orientation
and operating in order to the invention, and operating in order of the invention.
Furthermore, the terms "first", "second", and the like are used for descriptive purposes
only and are not to be construed as indicating or implying relative importance or
implicitly indicating the number of technical features indicated. Thus, features defining
"first", "second", etc. may explicitly or implicitly include one or more such features. In
the description of the present invention, "a plurality of' means two or more unless
otherwise indicated.
In the description of the present invention, it should be noted that, unless expressly
stated and defined otherwise, the terms "mounted", "connected", "connect" are to be
understood broadly, for example, as may be a fixed connection, a removable connection,
or an integral connection, as may be a mechanical connection, as may be an electrical
connection, as may be directly connected, as may be indirectly connected via an
intermediate medium, as may be the internal communication of two elements. The
specific meanings of the above terms in the present invention will be understood by
those of ordinary skill in the art by specific examples.
The present invention will now be described in details with reference to the
accompanying drawings in conjunction with examples.
The invention aims to overcome the defects of the prior art, predict the working conditions of a berth position in a port in the next 3 days, predict the dynamic response of a mooring ship under the external environment, and provide the working safety grade under the mooring condition of the ship according to the comparison of the corresponding motion quantity and the cable tension and the specifications. The dock operator can more reasonably arrange the ship berthing operation and the dock loading and unloading operation according to the prediction information.
As shown in FIG. 1, the monitoring and early warning method for coastal port ship
operation conditions comprises the following steps:
(1) Establishing a wind data database through historical data collection and field actual measurement data, wherein the wind data database comprises data under disaster
conditions such as conventional winds, typhoon and the like;
(2) Establishing a wave data database, firstly obtaining a sea wave database by
using a genetic algorithm according to the wind data, then calculating design wave
conditions and small-range calculation wave boundary conditions of an engineering
area through a parabolic slow slope equation, and further obtaining wave prediction data at a dock berth by adopting a BW wave calculation module in Mike21 calculation
software of Danish DHI; and comparing the data with on-site measured data, and
performing self-learning on the basis of the original algorithm to improve prediction
accuracy;
The genetic algorithm is as follows: the genetic algorithm is a global optimization algorithm which uses the viewpoint of biogenetics to improve the adaptability of each
individual through the action mechanisms of natural selection, inheritance, variation
and the like. Similar to natural evolution, the genetic algorithm finds good chromosomes through genes acting on the chromosomes to solve the problem. Similar to the nature, the genetic algorithm has no knowledge of the problem itself. All it needs is to evaluate every chromosome generated by the algorithm, and select the chromosome based on the adaptation value, so that the chromosome with good adaptability has more breeding opportunities. In the genetic algorithm, a plurality of digital codes which require problem solution, namely chromosomes, are generated in a random mode to form an initial population: each individual is subjected to numerical evaluation through a fitness function, individuals with low fitness are eliminated, individuals with high fitness are selected to participate in genetic operation, and the individuals after the genetic operation are collected to form a new population of the next generation. The next evolution is started for this new population. This is the basic principle of the genetic algorithm.
The individuals with high adaptation value are selected from the current
population to generate a mating pool, so that excellent individuals can be selected from
the current population, and thus they have an opportunity to generate offspring
individuals as parents. The genetic algorithm simulates the success and failure operations in organisms through selection operations. The higher the fitness is, the
higher the probability that individuals are inherited to the next generation will be. The
purpose of selection is to avoid gene loss and improve global convergence. There are
many commonly used selection operators.
According to a set of samples = ((uivi)},i=1,2,---,m,m<fn, where
m is the number of samples, u, v are genetic factors, ui, vi are expected values. The
fitness function is defined as:
F(x) =I 1 imY(ui -0,)2 + (Vi -v,)2
The concrete implementation steps are as follows:
An initial population is generated based on the wind and wave data of the forecast
region over the past 30 years.
Wind-wave response m analysis, for example, taking a longer wind distance of 500 km in the Bohai Sea region, the effective influence time s 5000 s and is 13 hours for the wind speed which can be taken as the factor of whether the influence is caused
or not, and the influence time is 26 hours for the wave taking the wave wavelength
period ratio as the influence factor, for example, the wave taking the wave with the
wave length period ratio of 3 s and the speed is about 5 m/s. The growth of the wind wave requires a certain process and takes a longer time of 3 days, i. e. 72 hours.
Similar gene acquisition technology, the wind in Bohai Sea has four main factors:
the size and process of wind speed, the wind direction and process, the spatial
distribution of wind speed and the spatial distribution of wind direction. In the Bohai Sea, n points are taken, 72 hours are divided into m uniform time periods, and the data
in the prediction period are Ui, j, Vi, j, i=1, ... n; j=1, ... m. At the same position, the
same time interval and any time starting point t in the historical data, ui, j, vi, j, i=1,
n; j=1, . . m.
The gene coincidence parameter kt i,j=((ui,j-Uij)2+(vi,j-Vij)2)/(Ui,j^2+Vi,j^2) is constructed, and kt is the sum of time and space, and the minimum value of kt is the
genetic sample with the smallest gene difference in data close to 30 years.
The wind-wave forecasting technique has a complex correlation between wind and
wave, which is related to the boundary of tidal level and other factors. It is an effective
and efficient method for using the measured data in correlation analysis. In wind and
wave forecasting, the historical data is first processed as the measured historical data, so that the relationship between wind and wave can be established. Different weights
for the wind speed of 72 hours are established, wherein the closer the wind speed is, the
greater the weight will be, and the representative wind speed is obtained; and the wind
direction is processed to obtain the representative wind direction. The weight coefficients can be subject to triangular distribution.
(3) Establishing a tidal current data database, firstly establishing a tidal current
mathematical model of an engineering port area, calculating the tidal current mathematical model by adopting a method of nesting a large model and a small model, selecting control equations such as a continuous equation, an X-direction momentum equation, a Y-direction momentum equation and the like to calculate the flow speed and the flow direction of each grid unit in the model, and providing tidal current prediction data of the dock berth; and comparing the data with on-site measured data, and performing self-learning on the basis of the original algorithm to improve prediction accuracy;
(4) Establishing a ship dynamic response data database, carrying out modeling
analysis on a specific ship type in a port area, predicting corresponding values of ship
motion quantity, mooring force and fender impact force based on the predicted wind wave current conditions; and comparing the data with on-site measured data, and
performing self-learning on the basis of the original algorithm to improve prediction
accuracy;
Ship motion response mathematical model: the ship motion quantity response
mathematical model firstly calculates the hydrodynamic parameters of the ship based on the potential flow theory, including additional mass, additional damping, a wave
load, a unit amplitude response operator (RAO) and other parameters, and then
establishes a calculation model of the moored ship under the combined action of
environmental loads such as wind, wave, current and the like and the moored load by considering the recovery rigidity of the mooring system and the collision fender,
wherein the motion equation of the model is shown by the formula (1):
fMj+[AijZjx 1' + Rj(t-r)jIX dr+C jIX} =F, ,(t)]+ "F,k +F + +Find
(1)
Where: M. is a floating body mass matrix, Ais a floating body additional mass
matrix, X, is a displacement vector of the floating body (including longitudinal
movement, transverse movement, heave, roll, roll and bow), C is a floating body
=2 sinet restoring force coefficient matrix, o (0 is a time delay function of a system, F is cable tension, n is the number of mooring lines, Fw is wave force, Fc is a
flow load, Fwind is a wind load, wherein the mooring force Fm, the wave force, the flow
load Fc and the wind load Fwid;
The tensile force of the Fm cable is calculated according to the input tensile force and deformation curve of the cable, and is related to the relative elongation (AL/L) of the cable and the minimum breaking force BL of the cable (different cables have corresponding BL values).
If the coordinates of the cable pile are (Xi, Yi, Zi), and the coordinates of the guide cable hole are (X 2, Y2, Z 2) corresponding to the initial position of the ship, the original length of the cable can be determined by the following formula:
L = (X 2 - X 1 ) 2 + (Y2 - y 1 ) 2 + (Z2 - Z1 ) 2
After ship motion, the coordinates of the guide cable whole change to (X', Y2, Z'), the length of the cable should be:
L' = 1(X' - X 1 ) 2 + (y - y 2 +(Z- Z1 ) 2
The relative elongation L of the cable is calculated, and the tensile force
corresponding to the cable according to the curve is obtained
As for computation of the Fw wave force, the first order wave load and the second
order wave load are calculated according to the hydrodynamics software
HYDROSTAR, and the second order difference frequency wave load transfer function
(QTF) is calculated with consideration of the shallow water effect, so that the wave
force acting on the mooring ship in the port is obtained, and the excitation effect of the
wave on the ship is not considered in the previous numerical simulation of the mooring
ship in the port, and only the static tension of the mooring cable is considered;
As for Fc, according to the relevant regulations of the OCIMF specification, the flow Fei in the longitudinal direction, the flow force Fc2 in the transverse direction and the bow swing moment Me to which the ship is subjected are respectively:
Fei =1/2 CxcpwVc2 LBP T;
Fc2=1/2 CycpwVc2 LBP T;
2 2 Mc =1/2 Cxypw Vc LBP T
Where: coefficients Cx, Cyc and Cxyc are fluid coefficients, which can be selected according to different loads and different ship types; rhow is the air density; Vc is the wind speed; LBP is the length between perpendiculars of the ship; T is the draught;
Fwind is calculated according to the relevant regulations of the OCIMF (Oil Companies International Marine Forum) specification, and the wind force Fwindl in the longitudinal direction, the wind force Fwin2 in the transverse direction and the bow wind moment Mwind of the ship are respectively as follows:
Fwindl =1/2 CxwpwVw 2 AT;
Fwind2=1/2 CywpwVw 2 AL;
Mwind =1/2 Cxywpw Vw2 AL LBP
Where: the coefficients Cxw, Cyw and Cxyw are wind power coefficients and can be selected according to different loading and different ship types; the rhow is air density; the Vw is wind speed; the transverse wind receiving area Arof the ship; the AL is the longitudinal wind receiving area of the ship; and the LBP is the vertical line interval length of the ship.
(5) According to the PIANC specifications and related standards (see below),
evaluating the ship motion quantity, mooring force and fender impact force of a
mooring ship and giving a corresponding early warning grade, wherein the early
warning grade comprises information that an operation is safe, the operation is basically
satisfied, the operation cannot be realized but mooring is feasible, mooring is not
realized and escape from a dock is needed, etc..
(6) Constructing a system framework and testing a system unit, realizing various
functions of the system through system integration, and achieving the purpose of forecasting and early warning.
Wherein, the relevant criteria are shown in the following table:
(1) Standards of motion quantity:
Table 1 International Shipping Association recommended allowable range of motion
for different ship safety operations (PIANC, 1995)
Allowable motion quantity
Loading and Longitu Turn Transve Longitu Form of ship unloading dinal Travers Heave around rse equipment shift e (m) (M) au ) rollroll(.) dinal (.) (.) roll(. (in)
Fishing boat Crane 0.15 0.15
-3000 Lifting device 1.0 1.0 0.4 3 3 3
GRT Suction pump 2.0 1.2
Offshore cargo Ship machine 1.0 1.2 0.6 1 1 2 ship Loading and <10000 unloading 1.0 1.2 0.8 2 1 3
DWT ship
Lateral 0.6 0.6 0.6 1 1 2 springboard
Ferry Head and tail 0.8 0.6 0.8 1 1 4 Rolling vessel springboard
Linkspan 0.4 0.6 0.8 3 2 4
Rail slideway 0.1 0.1 0.4 1 1
Grocery ship -- 2.0 1.5 1.0 3 2 5
Container ship 100% 1.0 0.6 0.8 1 1 3
Efficiency
50% 2.0 1.2 1.2 1.5 2 6 Efficiency
Grab bucket 2.0 1.0 1.0 2 2 6 ship unloader Powder Continuous Boat ship unloader 1.0 0.5 1.0 2 2 2
Ship loader 5.0 2.5 3
Loading and Oil tanker unloading 3.0 3.0 arm
Liquefied gas Loading and 2.0 2.0 2 2 2 carrier unloading arm
(2) Standards of mooring force:
According to Article 10.2.4 of PortEngineeringLoad Code (JTS 144-1-2010) of
China, "The standard value of the mooring force should not be greater than the breaking
force of the cable. The breaking force of the cable should be determined according to
the material and specification of the cable. When there is no data, it can be determined
according to Appendix G".
According to the provisions of the Oil Companies International Marine Forum
(OCIMF), "Mooring Equipment Guidelines (2008)": "For steel cables, the tensile wire
polyamide to the cables should not be greater than 55% of its minimum breaking rope
(MBL); for synthetic fiber cables, the tensile force applied to the cables should not be
greater than 50% of its minimum breaking force; for nylon cables, the tensile force
applied to the cables should not be greater than 45% of its minimum breaking force."
(3) Standards of Impact force:
For the impact force and the impact energy of the fender, when the calculated
impact force and the impact energy exceed the design impact force and the impact energy of the fender, the type of the fender does not meet the requirement as deemed.
Wherein, the motion quantity value equal to 60% in the table indicates that the
operation condition is good; the motion quantity value which is close to the table value
indicates basic satisfaction of the operation; and the motion quantity value larger than
the table value indicates that operation cannot be realized, but mooring is feasible. If the motion quantity exceeds the values in the table and the mooring force is greater than
% of the minimum breaking force, the ship needs to escape from the dock.
The foregoing is to be considered as preferred embodiments of the invention and is not
to be construed as limiting the invention, and any modifications, equivalents,
modifications, etc. that come within the spirit and principles of the invention are intended to be included within the scope of the invention.
Claims (6)
1. A morning and early warning method for coastal port ship operation conditions,
wherein the method particularly comprises the following steps:
(1) Establishing a wind data database to obtain on-site monitored wind data and predicted wind data, wherein the predicted wind data is derived from a GFS numerical
prediction model;
(2) Establishing a wave data database based on the ECMWF and the collected
engineering actual measurement data, jointly combining wind data, obtaining predicted
sea wave data and predicted berth wave data through a genetic algorithm, comparing
the predicted sea wave data and the predicted berth wave data with the field actual measurement data, and performing self-learning on the basis of the original algorithm;
(3) Establishing a tidal current data database, wherein a tidal current mathematical
model is established firstly for defining a harbor area, and tidal current prediction data
of a dock berth is given; and comparing the tidal current prediction data with the field actual measurement data, and performing self-learning on the basis of the original
algorithm;
(4) Establishing a ship dynamic response data database, establishing a ship motion
quantity response mathematical model aiming at a specific ship type the a port area,
and predicting corresponding values of ship motion quantity, mooring force and fender impact force based on the wind wave current conditions predicted in the steps (1), (2)
and (3); and comparing the values with the field actual measurement data, and
performing self-learning on the basis of the original algorithm; and
(5) According to the PIANC specifications and related standards, evaluating the
ship motion quantity, mooring force and fender impact force of a mooring ship and
giving a corresponding early warning grade, wherein the early warning grade comprises information that an operation is safe, the operation is basically satisfied, the operation
cannot be realized but mooring is feasible, mooring is not realized and escape from a dock is needed, etc..
2. The monitoring and early warning method for coastal port ship operation conditions according to claim 1, wherein in the step (1), the wind data database comprises data under disaster conditions such as conventional winds, typhoon and the
like.
3. The monitoring and early warning method for coastal port ship operation
conditions according to claim 1, wherein in the step (2), according to the data in the
wind data database, a sea wave database is obtained by using a genetic algorithm, and then the design wave condition of the engineering area and the wave boundary
condition are calculated in a small range through a parabolic slow slope equation; and
further, the wave prediction data at the dock berth is obtained by using the BW wave calculation module in the Mike21 calculation software of the Danish DHI.
4. The monitoring and early warning method for coastal port ship operation conditions according to claim 1, wherein in the step (3), the tidal current mathematical
model is calculated by adopting a large-small model nested method, the flow velocity
and the flow direction of each grid unit in the model are calculated by selecting control
equations such as a continuous equation, an X-direction momentum equation, a Y direction momentum equation and the like, and the tidal current prediction data of the
dock berth are provided.
5. The monitoring and early warning method for coastal port ship operation
conditions according to claim 1, wherein in the step (4), the ship motion quantity
response mathematical model firstly calculates the hydrodynamic parameters of the ship based on the potential flow theory, including additional mass, additional damping,
a wave load, a unit amplitude response operator (RAO) and other parameters, and then
establishes a calculation model of the moored ship under the combined action of
environmental loads such as wind, wave, current and the like and the moored load by considering the recovery rigidity of the mooring system and the collision fender,
wherein the motion equation of the model is shown by the formula (1):
M ]+A[Ajj [+R(t -r ) di[X1=[F(t)]+YF +Fc ++Fi,, k-1
(1)
Where: M. is a floating body mass matrix, A. is a floating body additional mass
matrix, X. is a displacement vector of the floating body (including longitudinal
movement, transverse movement, heave, roll, roll and bow), C is a floating body
R 2 w sinot d restoring force coefficient matrix, R is a time delayfunctionofa
system, F,is cable tension, n is the number of mooring lines, Fw is wave force, Fc is a
flow load, Fwind is a wind load, wherein the mooring force Fm, the wave force, the flow
load Fc and the wind load Fwid;
The tensile force of the Fm cable is calculated according to the input tensile force and deformation curve of the cable, and is related to the relative elongation (AL/L) of the cable and the minimum breaking force BL of the cable;
If the coordinates of the cable pile are (Xi, Yi, Zi), and the coordinates of the guide cable hole are (X 2 , Y2, Z 2 ) corresponding to the initial position of the ship, the original length of the cable can be determined by the following formula:
L = (X 2 - X 1 ) 2 + (Y2 - y 1 ) 2 + (Z 2 -Z 1 ) 2
After ship motion, the coordinates of the guide cable hole change to (X2, Yi, Z'), the length of the cable should be:
L' = _ [(X'- X1)2 + (yL _ y Z1)2
The relative elongation -L-of the cable is calculated, and the tensile force corresponding to the cable according to the curve is obtained;
As for computation of the Fw wave force, the first order wave load and the second
order wave load are calculated according to the hydrodynamics software HYDROSTAR, and the second order difference frequency wave load transfer function
(QTF) is calculated with consideration of the shallow water effect, so that the wave
force acting on the mooring ship in the port is obtained, and the excitation effect of the
wave on the ship is not considered in the previous numerical simulation of the mooring
ship in the port, and only the static tension of the mooring cable is considered;
As for Fc, according to the relevant regulations of the OCIMF specification, the flow Fcl in the longitudinal direction, the flow force Fc2 in the transverse direction and the bow swing moment Mc to which the ship is subjected are respectively:
Fcl =1/2 CxcpwVc 2 LBP T;
Fc2 =1/2 CycpwVc2 LBP T;
2 Mc =1/2 Cxycpw Vc2 LBP T
Where: coefficients Cxc, Cyc and Cxyc are fluid coefficients, which can be selected according to different loads and different ship types; rhow is the air density; Vc is the wind speed; LBP is the length between perpendiculars of the ship; T is the draught;
Fwind iscalculated according to the relevant regulations of the OCIMF specification, and the wind force Fwindl in the longitudinal direction, the wind force Fwind2 in the transverse direction and the bow wind moment Mwind of the ship are respectively as follows:
Fwindl =1/2 CxwpwVw 2 AT;
Fwind2 =1/2 CywpwVw2AL;
Mwind =1/2 Cxywpw Vw2 AL LBP
Where: the coefficients Cxw, Cyw and Cxyw are wind power coefficients and can be selected according to different loading and different ship types; the rhow is air density; the Vw is wind speed; the transverse wind receiving area AT of the ship; the AL is the longitudinal wind receiving area of the ship; and the LBP is the vertical line interval length of the ship.
6. A monitoring and earning warning system for coastal port ship operation
conditions, wherein the system comprises a wind data database module, a wave data
module, a tidal current data database module and a ship dynamic response data database module, wherein the wind data database module comprises a wind data field monitoring module and a wind data prediction module; the wave data database module comprises a wave data field monitoring module, an offshore wave data prediction module and a berth wave data prediction module; the tidal current data database module comprises a tidal current data field monitoring module, a tidal current data prediction module; and the ship dynamic response data database module comprises a motion quantity, mooring force and fender impact force field monitoring module and a motion quantity, mooring force and fender impact force data prediction module.
-1/1-
On-site monitoring of wind data Wind data database 2020102354
Predicted wind data
Open sea wave data prediction Monitoring and early Wave data database Berth wave data warning prediction method for coastal port On-site wave ship monitoring data operation conditions Tidal current data Feed back measured results prediction Tidal current data to predicted data, perform database self-learning and optimize On-site monitoring prediction algorithm data
On-site monitoring data Feed back measured results Ship dynamic to predicted data, perform response data Motion response self-learning and optimize database data prediction prediction algorithm
Motion response data prediction
Fig. 1
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