CN105224745A - Ship loading performance optimization system - Google Patents

Abstract

The invention discloses one can help deck officer to adjust method of ship floating condition, stability and intensity, optimizes ship's navigation trim, the boats and ships specialty calculation of loading system of real time modelling ship loading process, i.e. ship loading instrument.The present invention includes the calculating of ship performance data, ship performance is checked, and boats and ships trim is optimized and ship loading process real time modelling four sub-computing systems.By selecting different sub-computing systems and cooperatively interacting between them thereof, inputting corresponding ship parameter, the master data condition of safety of ship, economic navigation can be obtained.Present invention also offers and utilize above-mentioned software to carry out method of ship floating condition adjustment, the method for stability and strength accounting, trim optimization and real time modelling ship loading process.The present invention can guarantee ship loading and navigation safety, simplifies ship loading operation and economize energy, thus improves security and the economy of Shipping, alleviate the burden of marine navigator to a great extent.

Description

Ship loading performance optimization system

Technical field

The present invention relates to operation of ship management domain, be specifically related to a kind of ship loading performance optimization system.

Background technology

Oneself is of a specified duration for the designed and calculated origin of boats and ships, due to advantages such as its movement capacity are strong, economic performance is good, is developed faster in the seventies and eighties, and especially capsize vessel and container ship development are rapidly.Due to the continuous increase of cargo transport demand and the continuous progress of shipbuilding technology, boats and ships development is tending towards standardization, maximization, by early stage little tonnage to six the seventies ton tens tons up to now again, and also has the trend continuing to increase.

But marine ships accident is all the time along with the development of fleet, ensure that the safety of Shipping is an important process of Shipping.From a large amount of marine accident survey analyses, prestowage is unreasonable can be formed the serious hogging of boats and ships or in hang down, particularly will produce powerful shearing and moment of flexure, distortion moment under the effect of surging, cause the critical phenomenons such as rib sealing-off, rupture plate, when causing boats and ships to fill heavy cargo or alternate hold under harsh climate condition, Ship Structure occurs and damage even from Fracture.Meanwhile, along with the raising of ship energy cost and the expansion of fleet's scale, reduce Shipping energy consumption and improve Shipping efficiency also becoming very important.

As can be seen here, carry out rationally careful inspection check hull, rationally loading boats and ships and carrying out ship resistance optimization to boats and ships is ensure ship transportation safety, improves the important channel of Shipping efficiency and reduction Shipping energy consumption.

Summary of the invention

For the active demand of prior art, the invention provides a kind of ship loading performance optimization system, its object is to, computer auxiliaring means is adopted effectively to check the stability of boats and ships, floading condition and intensity, and simulation optimization is carried out to ship loading and ship resistance, thus guarantee ship transportation safety, improve Shipping efficiency and reduce Shipping energy consumption.

A kind of ship loading performance optimization system, comprising:

Ship performance parameter calculating module, for calculating shearing and the moment of flexure of boats and ships transverse section after boats and ships tail drinking water after boats and ships draft fore after statical stability lever after the metacentric height angle value of boats and ships after light weight, clean ship barycentric coordinates, prestowage, prestowage, prestowage, prestowage, prestowage;

Ship performance checks module, and for metacentric height angle value, statical stability lever being compared with stability desired value, the stability completing boats and ships is checked; Boats and ships draft fore, the drinking water of boats and ships tail are compared with floading condition desired value, the floading condition completing boats and ships is checked; The shearing of boats and ships transverse section and moment of flexure and intensity targets value are contrasted, completes ships strength and check;

Boats and ships trim optimizes module, for building trim Optimized model, trim Optimized model is approximately and expresses drinking water, the speed of a ship or plane and the three-dimensional response surface of relation between trim angle and real shipowner's acc power, the curve searching for real shipowner's acc power respectively minimum at the three-dimensional response surface of each speed of a ship or plane of correspondence is designated as Optimum Trim curve, and the intersection point of this trim curve and every bar load line is the minimum Optimum Trim value of main engine power under this speed of a ship or plane;

Ship loading optimizes module, for real-time reception prestowage planning information, calls ship performance parameter calculating module and ship performance and checks module and complete vessel stability, floading condition, strength check, if check result safety, then continue to load; If check result is dangerous, then stop current loading, prestowage position and prestowage amount are adjusted, again checks, until all Container Loadings are complete.

Further, described boats and ships trim optimizes module for building trim Optimized model: p _sfor main engine power, T is trim value, and D represents Mean Draught value, and the average that after Mean Draught value equals prestowage, boats and ships draft fore and tail absorb water, V represents speed of a ship or plane variable, V ₀for the current speed of a ship or plane, D ₀for current Mean Draught value, T ₁for the minimum trim value of current permission, T ₂for current permission maximum trim value;

Described trim Optimized model is approximately and expresses drinking water, the speed of a ship or plane and the three-dimensional response surface of relation between trim angle and real shipowner's acc power $y={\mathrm{\&beta;}}_0+\underset{i=1}{\overset{k}{\&Sigma;}}{\mathrm{\&beta;}}_i{x}_i+\underset{i=1}{\overset{k}{\&Sigma;}}{\mathrm{\&beta;}}_{ii}{x}_i^2+\underset{i=1}{\overset{k}{\&Sigma;}}\underset{j=1}{\overset{k}{\&Sigma;}}\underset{i<j}{{\mathrm{\&beta;}}_{ij}{x}_i{x}_j}+\mathrm{\&epsiv;},$ Y is main engine power P _s, variable x _ifor { T, D, V}, variable number k=3, β ₀for constant term, β _ifor linear coefficient, β _iifor second order coefficient, β _ijfor coupling coefficient, ε is remaining for calculating;

By sampled value (P _s, T, D, V) substitute into described three-dimensional response surface and determine each term coefficient, thus complete the foundation of response surface three-dimensional mathematical model;

The curve searching for real shipowner's acc power respectively minimum at the three-dimensional response surface of each speed of a ship or plane of correspondence is designated as Optimum Trim curve, and the intersection point of this trim curve and every bar load line is the minimum Optimum Trim value of main engine power under this speed of a ship or plane.

The present invention adopts computer auxiliaring means, optimized configuring, make full use of the delivered payload capability of boats and ships, and make boats and ships have the navigation attitude of suitable stability, enough intensity, rationally trim and the best, reach and guarantee navigation safety, optimize the object of ship loading operation and reduction boats and ships energy consumption.Boats and ships trim optimizes module without the need to changing Ship Hull Lines and increasing other shipborne equipments, easy to use and reliable, and the trim angle that only need adjust boats and ships can reach the effect of economize energy, emissions reduction.

Accompanying drawing explanation

Fig. 1 is ship loading performance optimization system general frame figure of the present invention;

Fig. 2 is that initial stability of vessel calculates schematic diagram;

Fig. 3 is boats and ships curve of static stability lever figure;

Fig. 4 is method of ship floating condition figure;

Fig. 5 is ships strength curve map;

Fig. 6 Ship's Optimum Trim display figure;

Fig. 7 is that trim optimizes response surface schematic diagram;

Fig. 8 is ship loading optimizing process schematic diagram.

Embodiment

In order to make object of the present invention, technical scheme and advantage clearly understand, below in conjunction with drawings and Examples, the present invention is described in further detail.Should be appreciated that specific embodiment described herein only for explaining the present invention, being not intended to limit the present invention.In addition, if below in described each embodiment of the present invention involved technical characteristic do not form conflict each other and just can mutually combine.

As shown in Figure 1, the invention provides a kind of ship loading performance optimization system, comprise ship performance parameter calculating module, ship performance checks module, boats and ships trim optimizes module and prestowage planning optimizes module, below each module is described in detail.

1, ship performance parameter calculating module

(1) calculating of ship weight and barycentric coordinates

$\left\{\begin{array}{c}\mathrm{\&Delta;}=W=W_L+\mathrm{\&Sigma;}{P}_i+C\\ x_g=\frac{W_L{x}_L+{\mathrm{\&Sigma;P}}_i{x}_i+{\mathrm{Cx}}_C}{\mathrm{\&Delta;}}\\ y_g=\frac{W_L{y}_L+{\mathrm{\&Sigma;P}}_i{y}_i+{\mathrm{Cy}}_C}{\mathrm{\&Delta;}}\\ z_g=\frac{W_L{z}_L+{\mathrm{\&Sigma;P}}_i{z}_i+{\mathrm{Cz}}_C}{\mathrm{\&Delta;}}\end{array}\right.$

Wherein, Δ is boats and ships general assembly (TW) (t), W _lfor light weight (t), x _l, y _l, z _lfor the coordinate (m) of clean ship center of gravity, P _ifor all kinds of Weight Loaded (t), comprise goods weight, fuel oil, lubricating oil, fresh water, ballast water, food etc., x _i, y _i, z _ifor corresponding every barycentric coordinates (m), C is ship's constant (t), x _c, y _c, z _cfor the coordinate (m) of constant center of gravity, (x _g, y _g, z _g) be the total barycentric coordinates of boats and ships.

(2) initial stability of vessel calculates

As shown in Figure 2, the initial Water Plane of boats and ships is WL, and the Water Plane after boats and ships heel is W _ll _l, boats and ships metancenter is M, and center of gravity is G, θ is ship's heeling angle, and boats and ships centre of buoyancy of top-uping is B, and after heel, centre of buoyancy is B _l, before and after heel, the intersection point of two buoyancy lines is M, GZ is arm of stability.

Initial stability equation

M _R＝9.18ΔGMsinθ

Wherein M _rrepresent righting couple (KNm), θ represents ship's heeling angle (°), and GM is initial metacentric height (m).

GM is the basic sign weighing initial stability of vessel size.The expression formula of initial metacentric height GM

GM＝KM-KG

In formula, KM is the height of Transverse Metacenter apart from boats and ships baseline, and can look into according to the water discharge after ship loading and get hydrostatic curve table or obtained by hydrostatic calculation, KG is the height of boats and ships distance of centre of gravity boats and ships baseline, is also the vertical coordinate z of boats and ships center of gravity _g.

Each tank cabinet on ship, in the whole cabin of liquid underfill during space, move to inclination side with boats and ships heel, this liquid surface is called free surface.When ship inclination, the liquid in the cabinet of cabin flows thereupon, the center of gravity of liquid is moved to inclination one side, produces a heeling moment, thus decrease original righting couple, also namely reduce initial metacentric height.Its decreasing value is

${\mathrm{\&delta;GM}}_f=\frac{{\mathrm{\&Sigma;\&rho;i}}_x}{\mathrm{\&Delta;}}$

In formula, the fluid density (t/m that ρ loads for certain tank cabinet ³), i _xfor free surface in certain tank cabinet is to the area inertia moment (m of liquid level central shaft ⁴).

If liquid is not filled in liquid tank, initial metacentric height should carry out free surface correction, through the revised metacentric height angle value of free surface is

G ₀M＝KM-KG-δGM _f

(3) boats and ships stability at large angle calculates

There is high spud angle heel in boats and ships, after external force disappears, boats and ships gravity and buoyancy form a couple, and its moment is moment of statical stability under external force

M _S＝Δ·GZ

Boats and ships under the condition that water discharge is certain, moment of statical stability M _ssize depends on the vertical range of boats and ships center of gravity to the rear buoyancy line that tilts, and namely depends on statical stability lever GZ, and is directly proportional to GZ.Choose basic point as the reference point measuring the arm of force, then statical stability lever GZ can be expressed as

GZ＝KN-KG ₀sinθ

In formula, KN is lever of form stability, and it is that after keel baseline mid point i.e. true origin to inclination, buoyancy line hangs down distance, and KN is only relevant with the underwater shape of hull, and KN value is looked into cross curves of stability by ship loading displacement of volume Δ and heeling angle θ and determined.KG ₀for through free surface revised boats and ships distance of centre of gravity baseline height.

After prestowage, statical stability lever GZ follows the change of heeling angle θ and Changing Pattern, the relation of GZ and θ is depicted as a curve, is called curve of static stability lever.

(4) ship's floating condition calculation

Method of ship floating condition can balance the drinking water of underwater head and the tail with boats and ships and represent.The size of boats and ships trim represents by drauht difference, and drauht difference refers to boats and ships draft fore d _fd is absorbed water with tail _adifference, represent with t.

$t=\frac{\mathrm{\&Delta;}(x_g-x_b)}{MTC}$

In formula, Δ is vessel displacement (t), x _gfor boats and ships center of gravity ordinate (m), x _bfor boats and ships centre of buoyancy ordinate (m), MTC is every MTC (tm).

Boats and ships head and the tail absorb water d _fand d _atried to achieve by following formula

$\left\{\begin{array}{c}{d}_f=d_M+\frac{L_{BP}/2-x_f}{L_{BP}}\&CenterDot;t\\ d_a=d_M-\frac{L_{BP}/2+x_f}{L_{BP}}\&CenterDot;t\end{array}\right.$

In formula, d _mfor boats and ships equivalent draft (m), L _bPfor boats and ships head and the tail intercolumniation long (m), x _ffor boats and ships centre of floatation longitudinal coordinate (m).

(5) ships strength calculates

The difference of gravity and buoyancy suffered by the longitudinal each section upper hull of boats and ships, is exactly suffered vertical bonding force on this section hull, is called load.The existence of load on subsection hull, makes each transverse section of hull will be subject to the effect of shearing and moment of flexure.Assuming that gravity is distributed as p (x) along captain, buoyancy is distributed as b (x) along captain, and wherein x is the longitudinal coordinate along captain direction, then their difference is exactly the load q (x) causing hull beam longitudinal bending, namely

q(x)＝p(x)-b(x)

According to the theory of hull beam, shearing N (x) on any transverse section of boats and ships and moment M (x) can be expressed as

$N\left(x\right)=\underset{0}{\overset{x}{\&Integral;}}q\left(x\right)dx$

$M\left(x\right)=\underset{0}{\overset{x}{\&Integral;}}N\left(x\right)dx=\underset{0}{\overset{x}{\&Integral;}}\left(\underset{0}{\overset{x}{\&Integral;}}q\right(x\left)dx\right)dx$

2, ship performance checks module

(1) stability is checked

Substantially weigh under each loading condition of boats and ships alignment request below the revised intact stability of free surface should meet simultaneously:

Initial metacentric height GM is not less than 0.15m; The region area of curve of static stability lever between heeling angle 0 ° ~ 30 ° is not less than 0.055mrad; Curve of static stability lever encloses area and is not less than 0.090mrad between heeling angle 0 ° ~ M °, M be 40 ° with the smaller in flooding angle; Curve of static stability lever encloses area and is not less than 0.030mrad between heeling angle 30 ° ~ M °; The righting arm at heeling angle 30 ° place is not less than 0.20m; Angle for maximum righting lever is not less than 25 °;

If Calculation of Stability result does not meet safety requirements, calculation of loading system automatic alarm also points out corresponding dangerous reason.

(2) floading condition is checked

Check according to floading condition weighing apparatus alignment request, described floading condition weighing apparatus alignment request is specially: after prestowage, boats and ships Mean Draught can not exceed summer load line, the average that after Mean Draught equals prestowage, boats and ships draft fore and tail absorb water; After prestowage, tail drinking water ensures the complete submergence of screw propeller; After prestowage, draft fore can not be less than the minimum draft fore of requirement; Captain L is greater than to the boats and ships of 150 meters, Draft Forward df>0.012L+2 after prestowage, boats and ships Mean Draught dm>=0.02L after prestowage _bP+ 2, L _bPfor length between perpendiculars; Captain L is less than or equal to the boats and ships of 150 meters, bow least draught df>0.025L+2 after prestowage, boats and ships Mean Draught dm>=0.02L after prestowage _bP+ 2; For ton boats and ships, require that full load tail inclines for 0.3m-0.6m, during semi-load, tail inclines for 0.6m-0.8m, and during underloading, tail inclines for 0.9m-1.9m.

If floating condition calculation result does not meet safety requirements, calculation of loading system automatic alarm also points out corresponding dangerous reason.

(3) strength check

Accounting specific requirement for longitudinal strength is, under arbitrary loading condition, the shearing of boats and ships mainly on face, station and moment of flexure meet following requirement:

If strength Calculation Result does not meet safety requirements, calculation of loading system automatic alarm also points out corresponding dangerous reason.

3, boats and ships trim optimizes module

Make ship model according to boats and ships table of offsets and molded lines, respectively at ship model stem, middle part and the scale mark of the different drinking water of afterbody mark, facilitate the adjustment of trim angle.

Carry out the series model resistance test under different drinking water, the different speed of a ship or plane and different trim angle, test findings is converted to the main engine power of real ship according to not labor German side method.The drag overall C of ship model _tobtain from model test, coefficient of frictional resistance C _fobtained by the ITTC formula of 1957, then RRF C _rcan be obtained by formula below:

C _Rm＝C _tm-C _fm＝C _Rs

In formula, subscript m and s represent model and real ship respectively.The total drag coefficients C of real ship _tscan be obtained by following formula:

C _ts＝C _fs+C _Rs+ΔC _f

Δ C in formula _ffor roughness subsidy coefficient, be taken as Δ C _f=0.4 × 10 ^-3, because real ship surface ratio is more coarse, and ship model surface is very bright and clean, therefore will revise real ship coefficient of frictional resistance.The drag overall R of real ship can be obtained by following formula:

$R=\frac{1}{2}\&times;\mathrm{\&rho;}\&times;S\&times;V^2\&times;C_{ts}$

In formula, S is the wetted surface area of real ship when navigating by water in water, and ρ is the density of water.Therefore, real ship useful power (P _e) can be expressed as:

P _E＝R×V

In formula, V is the real ship speed of a ship or plane.Finally, the main engine power P of real ship _scan be obtained by following formula:

$P_S=\frac{P_E}{{\mathrm{\&eta;}}_S\&CenterDot;{\mathrm{\&eta;}}_G\&CenterDot;{\mathrm{\&eta;}}_D}$

η _sfor axle system transmission efficiency, η _gfor gear case efficiency, η _dfor propulsive efficiency.Three all can be found by Ship Design data.

Based on the main engine power of the real ship under difference drinking water, the different speed of a ship or plane and different trim angle, form trim optimization data source.With trim, drinking water and the speed of a ship or plane for design variable, take main engine power as objective function, require as constraint condition with trim scope, draft: range and the speed of a ship or plane, set up trim optimized mathematical model, as follows:

P _S＝f(T,D,V)

Wherein, P _sfor main engine power, T is trim value, and D is Mean Draught value, and V is the speed of a ship or plane, V ₀for the current speed of a ship or plane, D ₀for current drinking water, T ₁for the minimum trim value of current permission, T ₂for current permission maximum trim value;

According to second order polynomial response surface model set up can approximate expression drinking water, the speed of a ship or plane and the three-dimensional response surface of relation between trim angle and real shipowner's acc power, its expression formula is:

$y={\mathrm{\&beta;}}_0+\underset{i=1}{\overset{k}{\&Sigma;}}{\mathrm{\&beta;}}_i{x}_i+\underset{i=1}{\overset{k}{\&Sigma;}}\underset{j=1}{\overset{k}{\&Sigma;}}\underset{i<j}{{\mathrm{\&beta;}}_{ij}{x}_i{x}_j}+\mathrm{\&epsiv;}$

Wherein k is variable number, β ₀for constant term, β _ifor linear dimensions coefficient, x _ifor variable, β _ijfor coupling parameter coefficient, ε is for calculating residual volume.In order to solve the key point (maximum of points, minimum point or flex point) on response surface, divalence polynomial response surface model is necessary to comprise quadratic term, as shown in the formula:

$y={\mathrm{\&beta;}}_0+\underset{i=1}{\overset{k}{\&Sigma;}}{\mathrm{\&beta;}}_i{x}_i+\underset{i=1}{\overset{k}{\&Sigma;}}{\mathrm{\&beta;}}_{ii}{x}_i^2+\underset{i=1}{\overset{k}{\&Sigma;}}\underset{j=1}{\overset{k}{\&Sigma;}}\underset{i<j}{{\mathrm{\&beta;}}_{ij}{x}_i{x}_j}+\mathrm{\&epsiv;}$

Wherein β _iifor second order parameter coefficient.

By sampled value (P _s, T, D, V) substitute into described three-dimensional response surface and determine each term coefficient, thus complete the foundation of response surface three-dimensional mathematical model, as shown in Figure 7.

Use Direct search algorithm, can find on the response surface of corresponding each speed of a ship or plane and all there is an Optimum Trim curve, the intersection point of this trim curve and every bar load line is the minimum Optimum Trim value place of main engine power.

Adopt Fortran language, in conjunction with c# language, above-mentioned data and searching process are written as executable trim Optimized code, and it is fused in ship loading instrument system, as a sub-computing system of ship loading instrument.During real ship application, according to the loading conditions of boats and ships, the current speed of a ship or plane of input boats and ships, water discharge and the first drinking water, can provide the Optimum Trim state that boats and ships should keep under this loading condition, makes boats and ships with the navigation of minimum resistance, save fuel.

4, ship loading optimizes module

Statistical classification is carried out to all kinds of cabins information of boats and ships, comprises the information such as the size in cabin, position, bearing capacity; Before Container Loading, statistical classification is carried out to goods information, comprise the information such as the volume of goods, weight, state.The details in cabin are sent to prestowage planning and optimize module, can call at any time, and situation of being loaded in cabin shows with dialog box form.

Call ship performance parameter calculating module and ship performance to check module and complete vessel stability, floading condition, strength check, if check result safety, then continue to load; If check result is dangerous, then stop current loading, prestowage position and prestowage amount are adjusted, again checks, until all Container Loadings are complete, load model as shown in Figure 8.

Before Ship's Cargo is loaded, make a series of loading operation program, real time modelling is carried out to each loading operation program, comprise and loading sequence and single charging capacity are monitored and tested, in this process, the behavior pattern such as the stability of real-time display boats and ships and the shearing of each section, moment of flexure change.Driver chooses an ideal job procedure in the job procedure carrying out loading test, loads in real time, guarantees the safety of ship in loading process.

As the boats and ships professional software towards navigating officer, stowage calculation system except functionally will as far as possible perfect, data as far as possible accurately except, should try one's best succinct close friend at interface, convenient operation, and have good fault-tolerance.Embodiment is as follows:

1. enter stowage calculation system master menu and sub-computing system.

2. the hosting Informations such as the goods of boats and ships, oil, water are input to ship loading performance optimization system.

3. the ship loading performance optimization system required for user calculates data, selects different sub-computing systems, comprises the calculating of ship performance data, the check of Ship navigation performance, the optimization calculating of boats and ships trim and ship loading optimization.

4. in corresponding sub-computing system, input different boats and ships data, specific as follows:

(1) in the calculating of ship performance data, ship weight and barycentric coordinates calculating, initial stability of vessel calculating, the calculating of boats and ships stability at large angle, ship's floating condition calculation and ships strength calculating is comprised;

(2) in the check of Ship navigation performance, the result that ship performance data calculate is called.The result data that input initial stability of vessel calculates and boats and ships stability at large angle calculates, the related specifications of foundation vessel stability, carries out stability check to boats and ships, and points out whether safety; The result data of input ship's floating condition calculation, according to the related specifications of method of ship floating condition, carries out floading condition check to boats and ships, and points out whether safety; The result data that input ships strength calculates, according to the related specifications of ships strength, carries out strength check to boats and ships, and points out whether safety;

(3) in boats and ships trim is optimized, input the current water discharge of boats and ships, the speed of a ship or plane and draft fore and tail drinking water, trim is optimized the trim of sub-computing system to boats and ships and is optimized voluntarily.

(4) in ship loading process real time modelling, by input cabin, goods information, simulation test is carried out to prefabricated each loading pattern, and vessel stability and strength information in real-time monitoring loading process.

5. ship loading instrument integrates ship loading information and boats and ships input data, according to the difference of user-selected sub-computing system, carries out corresponding data processing.

6. result display and printing (output), specific as follows:

(1) in the calculating of ship performance data, ship weight and barycentric coordinates calculate the general assembly (TW) and barycentric coordinates that export boats and ships, initial stability of vessel calculates the statical stability lever exporting boats and ships, and boats and ships stability at large angle calculates the curve of static stability lever exporting boats and ships, as shown in Figure 3.Ship's floating condition calculation exports method of ship floating condition figure, as shown in Figure 4.Ships strength calculates and exports ships strength curve, as shown in Figure 5;

(2) in the check of Ship navigation performance, whether vessel stability, floading condition and intensity meet the demands, and utilize ship performance data result of calculation by user, and the related specifications according to boats and ships judges, and display security warning and prompting;

(3) in boats and ships trim is optimized, output boats and ships have head and the tail drinking water during minimum ship resistance under certain water discharge and the speed of a ship or plane, as shown in Figure 6.

(4) in ship loading process real time modelling, the stability of boats and ships and shearing, the moment of flexure situation of change of each section in loading process is exported.

Those skilled in the art will readily understand; the foregoing is only preferred embodiment of the present invention; not in order to limit the present invention, all any amendments done within the spirit and principles in the present invention, equivalent replacement and improvement etc., all should be included within protection scope of the present invention.

Claims (3)

1. a ship loading performance optimization system, is characterized in that, comprising:

Ship performance parameter calculating module, for calculating shearing and the moment of flexure of boats and ships transverse section after boats and ships tail drinking water after boats and ships draft fore after statical stability lever after the metacentric height angle value of boats and ships after light weight, clean ship barycentric coordinates, prestowage, prestowage, prestowage, prestowage, prestowage;

Ship performance checks module, and for metacentric height angle value, statical stability lever being compared with stability desired value, the stability completing boats and ships is checked; Boats and ships draft fore, the drinking water of boats and ships tail are compared with floading condition desired value, the floading condition completing boats and ships is checked; The shearing of boats and ships transverse section and moment of flexure and intensity targets value are contrasted, completes ships strength and check;

Boats and ships trim optimizes module, for building trim Optimized model, trim Optimized model is approximately and expresses drinking water, the speed of a ship or plane and the three-dimensional response surface of relation between trim angle and real shipowner's acc power, the curve searching for real shipowner's acc power respectively minimum at the three-dimensional response surface of each speed of a ship or plane of correspondence is designated as Optimum Trim curve, and the intersection point of this trim curve and every bar load line is the minimum Optimum Trim value of main engine power under this speed of a ship or plane;

Ship loading optimizes module, for real-time reception prestowage planning information, calls ship performance parameter calculating module and ship performance and checks module and complete vessel stability, floading condition, strength check, if check result safety, then continue to load; If check result is dangerous, then stop current loading, prestowage position and prestowage amount are adjusted, again checks, until all Container Loadings are complete.

2. ship loading system according to claim 1, is characterized in that, described boats and ships trim optimizes module for building trim Optimized model: p _sfor main engine power, T is trim value, and D represents Mean Draught value, and the average that after Mean Draught value equals prestowage, boats and ships draft fore and tail absorb water, V represents speed of a ship or plane variable, V ₀for the current speed of a ship or plane, D ₀for current Mean Draught value, T ₁for the minimum trim value of current permission, T ₂for current permission maximum trim value;

Described trim Optimized model is approximately and expresses drinking water, the speed of a ship or plane and the three-dimensional response surface of relation between trim angle and real shipowner's acc power $y={\mathrm{\&beta;}}_0+\underset{i=1}{\overset{k}{\&Sigma;}}{\mathrm{\&beta;}}_i{x}_i+\underset{i=1}{\overset{k}{\&Sigma;}}{\mathrm{\&beta;}}_{ii}{x}_i^2+\underset{i=1}{\overset{k}{\&Sigma;}}\underset{j=1}{\overset{k}{\&Sigma;}}\underset{i<j}{{\mathrm{\&beta;}}_{ij}{x}_i{x}_j}+\mathrm{\&epsiv;},$ Y is main engine power P _s, variable x _ifor { T, D, V}, variable number k=3, β ₀for constant term, β _ifor linear coefficient, β _iifor second order coefficient, β _ijfor coupling coefficient, ε is remaining for calculating;

By sampled value (P _s, T, D, V) substitute into described three-dimensional response surface and determine each term coefficient, thus complete the foundation of response surface three-dimensional mathematical model;

The curve searching for real shipowner's acc power respectively minimum at the three-dimensional response surface of each speed of a ship or plane of correspondence is designated as Optimum Trim curve, and the intersection point of this trim curve and every bar load line is the minimum Optimum Trim value of main engine power under this speed of a ship or plane.

3. ship loading system according to claim 1, is characterized in that, described ship performance is checked module and comprised:

Stability checks submodule, and for checking according to stability weighing apparatus alignment request, described stability weighing apparatus alignment request is specially: initial metacentric height GM is not less than 0.15m; The region area of curve of static stability lever between heeling angle 0 ° ~ 30 ° is not less than 0.055mrad; Curve of static stability lever encloses area and is not less than 0.090mrad between heeling angle 0 ° ~ M °, M be 40 ° with the smaller in flooding angle; Curve of static stability lever encloses area and is not less than 0.030mrad between heeling angle 30 ° ~ M °; The righting arm at heeling angle 30 ° place is not less than 0.20m; Angle for maximum righting lever is not less than 25 °;

Floading condition checks submodule, and for checking according to floading condition weighing apparatus alignment request, described floading condition weighing apparatus alignment request is specially: after prestowage, boats and ships Mean Draught can not exceed summer load line, the average that after Mean Draught equals prestowage, boats and ships draft fore and tail absorb water; After prestowage, tail drinking water ensures the complete submergence of screw propeller; After prestowage, draft fore can not be less than the minimum draft fore of requirement; Captain L is greater than to the boats and ships of 150 meters, Draft Forward df>0.012L+2 after prestowage, boats and ships Mean Draught dm>=0.02L after prestowage _bP+ 2, L _bPfor length between perpendiculars; Captain L is less than or equal to the boats and ships of 150 meters, bow least draught df>0.025L+2 after prestowage, boats and ships Mean Draught dm>=0.02L after prestowage _bP+ 2; For ton boats and ships, require that full load tail inclines for 0.3m-0.6m, during semi-load, tail inclines for 0.6m-0.8m, and during underloading, tail inclines for 0.9m-1.9m;

Strength check submodule, for requiring to check according to Strength criteria, described Strength criteria requires to be specially: after prestowage, the shearing of boats and ships transverse section and moment of flexure meet following requirement: