CN110472370B - Intelligent ship body system - Google Patents
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Abstract
The invention discloses an intelligent ship body system, which comprises a ship body full life cycle management module, a monitoring and auxiliary decision-making module, an execution module and a data module, wherein the monitoring and auxiliary decision-making module is used for monitoring the whole life cycle of a ship body; the data module is used for converting, processing and detecting the sensing data acquired by the sensor to form result data; the monitoring and decision-making assisting module is used for comparing and analyzing the result data with a set value, and when abnormal data occurs in the result data, a decision-making suggestion is made according to the abnormal data; the ship body full life cycle management module is used for detecting the structure of the ship body according to the decision suggestion and independently making a maintenance instruction; and the execution module is used for autonomously making a scheme for executing the ship management and action according to the maintenance instruction and executing the scheme. The intelligent ship body system can monitor the change of the structural stress of the ship body in real time based on the establishment and maintenance of the ship body database, analyze and calculate the abnormity existing in the structural data of the ship body, effectively eliminate the potential danger in the ship body and further improve the navigation safety.
Description
Technical Field
The invention relates to the field of intelligent ships, in particular to an intelligent ship body system.
Background
The intelligent ship is a ship which automatically senses and obtains information and data of the ship, marine environment, logistics, port and the like by using technical means such as sensors, communication, internet of things, internet and the like, and intelligently operates in aspects of ship navigation, management, maintenance, cargo transportation and the like based on a computer technology, an automatic control technology and a big data processing and analyzing technology, so that the ship is safer, more environment-friendly, more economical and more reliable.
The traditional ship body system has the functions of monitoring the underway state of a ship in real time, providing an auxiliary decision according to experience in an emergency and realizing the operation of the ship. Meanwhile, manual operation is also a disadvantage of the traditional ship industry, according to statistics, more than 80% of ship safety and ocean pollution are caused by human factors, and the burden of the ship industry is increased by manually operating the ship; in addition, in the navigation process of the ship, the potential abnormity possibly appearing in the ship structure data can not be analyzed and calculated in time, and dangerous accidents of the ship can be easily caused.
The marine environment is one of the most severe corrosive environments, various metal materials and structures are easy to deteriorate and damage in the marine environment, and the strength and the safety of ships are the most concerned problems in the shipbuilding industry and the shipping industry. Structural defects generated in the operation process of the ship comprise abrasion, residual deformation, structural integrity damage and other defects, the defects can cause the local strength of the ship to be reduced, and adverse effects are caused on the overall strength of the ship, so that structural reliability analysis is carried out in the whole life cycle of the ship without considering the change of structural bearing capacity caused by corrosion, fatigue and the like along with time, and the analysis is very dangerous. The corrosion of the marine environment to the ship structure is weakened year by year, and the corrosion of the marine environment to the ship components is not uniform, and the corrosion rate of the ship structure is different due to the difference of the ship structure. Research shows that the pitting corrosion accounts for the largest proportion in the corrosion of the ship structure, and the research shows that the pitting corrosion has the largest probability in a complex marine environment due to more doping substances in the structural members of the ship body, is easy to occur in a very short time, and develops into an erosion pit along with the increase of the corrosion time, thereby affecting the overall structure of the ship.
Disclosure of Invention
Technical problem to be solved
The invention provides an intelligent ship body system, and aims to solve the problems that the existing ship does not provide monitoring data and a system for assisting and deciding a ship body under an emergency condition, and the existing ship body system cannot calculate the corrosion degree of a ship body structure and provide a corresponding maintenance scheme.
(II) technical scheme
In order to achieve the purpose, the invention adopts the main technical scheme that:
an intelligent ship body system comprises a ship body full life cycle management module, a monitoring and auxiliary decision-making module, an execution module and a data module;
the data module is used for converting, processing and detecting the sensing data acquired by the sensor to form result data;
the monitoring and auxiliary decision-making module is used for comparing and analyzing the result data with a set value, and when abnormal data occurs in the result data, a decision-making suggestion is independently made according to the abnormal data;
the ship body full life cycle management module is used for detecting a ship body structure according to the decision suggestion and independently making a maintenance instruction; and by calculating the corrosion data of the hull structure, independently making a maintenance scheme of the hull structure, wherein the corrosion data comprises: the variation of the maximum pitting depth of the hull structure with time, the pitting rate of the hull structure and the time when the pitting rate reaches the maximum value;
wherein, the change of the maximum pitting depth of the hull structure along with the time is represented by a Weibull function, and the Weibull function is represented as:
L(t)＝L μ {1-exp[-[β(t-T i )] μ ]}
in the formula, L μ Upper limit of depth of pitting, T i The time point when the pitting starts, mu is a shape parameter, beta is a scale parameter, and t is a time point during calculation;
the pitting corrosion rate of the hull structure is expressed as:
the time point at which the pitting corrosion rate of the hull structure reaches a maximum is expressed as:
wherein T represents a time point at which the pitting corrosion rate of the hull structure reaches a maximum value;
and the execution module is used for independently making a scheme for executing the ship management and action according to the maintenance instruction and the maintenance scheme and executing the scheme.
Preferably, the ship body full life cycle management system acquires structure thickness data of different positions of a ship body structure, calculates corrosion data of different positions of the ship body structure according to the structure thickness data, and formulates the maintenance schemes of different time points according to the corrosion data.
Preferably, the ship body full life cycle management module further comprises a ship body database which is established by acquiring stage data of each stage of ship body design, construction and operation, and storing and transmitting the stage data in a standardized electronic data form.
Preferably, the data module comprises an acquisition unit and a processing unit;
the acquisition unit is used for converting the perception data into digital data;
the processing unit is used for performing operations including signal processing, synchronous or asynchronous averaging, algorithm calculation and feature extraction on the digital data and obtaining the result data.
Preferably, the monitoring and auxiliary decision module is used for storing a structural parameter preset for the ship body and calibrating the structural parameter as a set value; the monitoring and auxiliary decision-making module also comprises a step of calculating the fatigue accumulated damage degree of the ship structure in the design life cycle by acquiring the sensing data, a step of calculating the actual life of the ship structure according to the fatigue accumulated damage degree, and a step of giving decision suggestions to the service time of the ship and the use and replacement conditions of the ship structure according to the actual life.
Preferably, the fatigue accumulated damage degree is calculated according to the type of stress, wherein the stress comprises continuous stress and sectional stress;
when the stress type is sectional stress, calculating the fatigue accumulated damage degree by adopting a Miner linear accumulated damage theory on the basis of an S-N curve model, wherein the S-N curve model is expressed as follows:
NS m ＝A
lg N＝lg A-mlg S
in the formula, m and A are fatigue parameters obtained by a test in an S-N curve, S is stress borne by the ship structure, and N is the fatigue life of the ship structure in the stress range level of S;
the calculation formula of Miner's linear accumulated damage theory is expressed as:
in the formula, W i Is a single magnitude damage, N i M is the number of stages of the set stress level, n, to achieve the number of cycles required to fail i Actual cycle number;
when the stress type is continuous stress, the calculation of the fatigue accumulated damage degree adopts a continuous density function, and the continuous density function is expressed as:
in the formula, K is the total cycle number of the stress range, q is a scale parameter, xi is a shape parameter, and gamma is a gamma function.
Preferably, the execution module acquires comprehensive management and control and command data from a central system, the execution module automatically identifies potential conflicts between the schemes and the comprehensive management and control and command data, and uploads the schemes and the conflict data with the potential conflicts to the central system.
Preferably, the central system compares the conflict data with the ship database, and autonomously makes a coordination control instruction;
the execution module executes the coordination control instruction, obtains an execution result, and transmits the execution result to the ship body full life cycle management module.
Preferably, the smart ship hull system further comprises a sensing module, wherein the sensing module comprises an information processing unit and a plurality of sensors, the plurality of sensors are used for acquiring the sensing data of the ship and the surrounding environment, and the information processing unit is used for storing and transmitting the sensing data; the sensors comprise at least one or more of a pressure sensor, a temperature sensor, a liquid level sensor, a wind speed sensor, a flow velocity sensor, a wind direction sensor, a CMOS image sensor, visibility acquisition equipment, a log and a depth meter.
Preferably, the intelligent ship hull system further comprises an external module, and the external module is used for acquiring data of the monitoring and auxiliary decision module and the hull full life cycle module, and storing, backing up and managing the data.
(III) advantageous effects
The invention has the beneficial effects that: the monitoring and decision-making assisting module can monitor important parameters of the safety of the ship structure and relevant marine environment information, provides corresponding operation decision-making assisting according to monitoring and alarming of the monitoring module on ship navigation, loading and unloading at port and docking state, and effectively ensures the navigation safety of the intelligent ship; the intelligent ship body system can monitor the change of the structural stress of the ship body in real time, provide an auxiliary decision, calculate the corrosion degree of the ship body structure, provide a maintenance scheme, analyze abnormal data in the structural data of the ship body in real time, effectively eliminate potential danger in the ship body and further improve the navigation safety of the ship.
Drawings
Fig. 1 is an architecture diagram of a smart ship hull system of the present invention.
[ description of reference ]
1: a sensing module; 2: a data module; 3: a monitoring and decision-making aid module; 4: a ship body full life cycle management module; 5: an execution module; 6: an external module; 7: and a man-machine interaction module.
Detailed Description
For a better understanding of the present invention, reference will now be made in detail to the present embodiments of the invention, which are illustrated in the accompanying drawings.
As shown in fig. 1, fig. 1 is an architecture diagram of an intelligent ship hull system of the present invention, and the intelligent ship hull system mainly includes a hull full-life cycle management module 4, a monitoring and decision-making assisting module 3, an execution module 5 and a data module 2;
the data module 2 comprises an acquisition unit and a processing unit, wherein the acquisition unit is used for acquiring sensing data of the sensor, and the processing unit is used for converting, processing and detecting the sensing data to form result data;
specifically, the acquisition unit inputs the data transmitted by the sensing module 1 to an interface inside the system by using a data device. The sensing module 1 has more data types, and the transmitted data is converted into digital data through the acquisition unit. The acquisition unit is a bridge connected with the external sensing world through a computer, is a communication module based on a remote acquisition unit platform, integrates communication, storage chips and the like on a circuit board, and has acquisition and transmission functions.
The processing unit is used for performing signal processing, synchronous or asynchronous averaging, algorithm calculation, feature extraction and other operations on the acquired and processed digital data. Data processing is data mining, typical algorithms include Support Vector Machines (SVMs) for statistical analysis and NaiveBayes for classification, and Contourlet transform algorithms for denoising, and the main tools used include Hadoop and Mahout, and the single-thread data mining algorithm is mainly used.
The Contourlet transformation algorithm is adopted to denoise data, the algorithm mainly aims at the denoising of ship body position data, and the algorithm can process the data in two aspects of scale and direction and has the best denoising effect. The Contourlet transform includes two stages, laplacian pyramid decomposition and directional filtering, the inner product of the Laplacian pyramid decomposition is:
s j ＝<x,ψ j >
in the formula (I), the compound is shown in the specification,
a base that is a Laplacian pyramid decomposition; the inner product for the Contourlet transform is of the form:
in the formula, beta j,d Is the basis of the Contourlet transform.
The monitoring and decision-making assisting module 3 is used for storing preset hull structure parameters, marking the structure parameters as set values, comparing and analyzing result data with the set values, and independently making decision-making suggestions according to abnormal data when the abnormal data appear in the result data;
the monitoring and decision-making aid module 3 has the following main functions:
(1) Collecting and monitoring relevant important parameters related to the safety of a hull structure;
(2) Storing the collected data;
(3) Calculating and analyzing the abnormity according to the data collected by the monitoring module;
(4) When the analysis result is abnormal, an alarm can be given in time;
(5) According to the alarm parameters, a decision suggestion of ship operation is provided;
(6) The device is connected with a loading instrument, an electric course and an anemorumbometer, and is used for analyzing and recording sea condition information and ship navigation parameters of a ship;
(7) In the navigation process, when parameters such as structural stress of a ship body, movement and acceleration of the ship, head slamming pressure, liquid tank sloshing pressure and the like give an alarm, the intelligent ship body system performs overall calculation analysis and evaluation on the load of the ship body according to the current sea condition, course and speed and makes operation instructions such as the need of changing the course, the speed and the posture of the ship;
(8) In the loading and unloading process of the port, when the stress of the hull structure gives an alarm, the system can give operation guidance on whether to continuously load and unload goods, adjust a loading and unloading cargo cabin, load and unload goods speed and the like;
(9) In the docking and maintenance processes of a ship, when the total longitudinal deformation of a ship body gives an alarm, a system should provide a measure for adjusting the arrangement of a docking block;
(10) And determining and further adding related decision-making assisting functions according to the actual conditions and safety requirements of the ship.
In the functions of the monitoring and decision-making assisting module 3, a fatigue stress monitoring unit is adopted for monitoring the structural stress of the ship body, the fatigue failure of the ship structure is an important factor influencing the safety of the ship, and the ship structure fatigue failure monitoring and decision-making assisting module has the characteristics of long forming time and strong randomness. The most advanced optical fiber sensor technology is adopted for detecting the ship structure, sensors are arranged at dangerous points, a ship fatigue dynamic real-time assessment system is established, the stress state of the fatigue dangerous part of the ship structure is monitored in real time, and therefore the actual service life of the ship structure is calculated. The principle of the arrangement of the danger points is: the device is arranged at dangerous points of various structures of the ship body, but is not arranged at the positions with equipment; the sensors are arranged on two sides of a typical part of the ship body, and the sensors can be arranged on one side of the rest part.
The method for checking the fatigue strength of the ship mainly comprises a method based on a Miner linear accumulated damage theory, wherein the Miner linear accumulated damage theory is analyzed and calculated on the basis of an S-N curve model. Under the action of the alternating stress S, the cycle number of the stressed structure to be damaged is N, the fatigue life of the structure of the ship in the stress range level of S is N, and the relational expression between the stress range level S and the life N is as follows:
NS m ＝A
taking logarithm on two sides to obtain:
lg N＝lg A-mlg S
wherein m and A are fatigue parameters obtained by tests in an S-N curve.
According to the Miner linear accumulated damage theory, the total fatigue damage degree of the hull structure under the action of multi-stage constant amplitude alternating stress is W, which is the damage degree W under a single amplitude i And (4) the sum. Single amplitude damage W at a certain stress level i Number n of actual cycles equal to the stress range i And the structure is in the stress range S i Number of cycles N required to achieve destruction under a single action i By contrast, assuming that the stress levels are M-th order, W is expressed as:
according to the ship linear damage criterion, it is specified that fatigue failure is considered to have occurred in the hull structure when the total fatigue damage degree W =1 of the structure.
In addition, when the stress received by the hull structure is not in a segmented form but in a continuous density function, the fatigue cumulative damage degree should also be in a continuous function form, so the fatigue cumulative damage degree of the continuous hull structure is calculated as follows:
in the formula: s is the stress range borne by the hull structure, l (S) is a probability density function distributed in the stress range, N is the number of cycles required for the structure to reach the failure limit under the action of the stress range S, K is the total number of cycles of the internal stress range in the whole time period to be considered, dn is the number of cycles of the stress range in the piece taking [ S, S + dS ], and integral is the integral of the whole time period to be considered.
The distribution condition of the long-term distributed stress of the ship hull structure stress range in the complete life time of the structure is calculated by adopting a Weibull distribution function with respect to the long-term distribution of the stress range S:
where q is a scale parameter and ξ is a shape parameter, these two parameters are parameters in the Weibull distribution function.
By combining the above formulas, the calculation formula of the fatigue accumulated damage of the ship structure is obtained as follows:
in the formula: gamma is a gamma function;
the calculation of the fatigue accumulated damage of the ship is the fatigue damage of the structure every stress cycle, so the calculation of the fatigue damage strength of the ship under continuous load is carried out. In addition, the service life of the ship structure is analyzed and calculated according to the relevant theory of the service life of the metal initiated cracks in the corrosion environment.
The calculation and evaluation of the residual fatigue strength of the hull structure mainly aim to predict the fatigue strength of the intelligent ship after the intelligent ship is continuously in service for N years after the intelligent ship is operated for a period of time.
The ship body full life cycle management module 4 is used for detecting the structure of the ship body according to the decision suggestion and independently making a maintenance instruction; the maintenance scheme of the ship structure is independently formulated by calculating the corrosion data of the ship structure, wherein the corrosion data comprises: the variation of the maximum pitting depth of the hull structure with time, the pitting rate of the hull structure and the time when the pitting rate reaches the maximum value; specifically, the ship full life cycle management system acquires structure thickness data of different positions of a ship structure, calculates corrosion data of different positions of the ship structure according to the structure thickness data, and formulates maintenance schemes at different time points according to the corrosion data. The ship body full life cycle management module 4 is an important component module of the intelligent ship body, the ship body full life cycle management module 4 stores and transmits data of each stage of ship body design, construction and operation in a standardized electronic data form, and a ship body database is established, so that the ship can be maintained and updated in the full life cycle management module in time. Meanwhile, the digital transmission technology is adopted to integrate the ship body monitoring and ship body structure inspection and maintenance data, so that technical support such as structure inspection, maintenance and repair can be effectively developed, the ship body structure state of the intelligent ship can be mastered in real time, and a corresponding maintenance scheme can be formulated in advance according to the structure state of the ship, so that the full life cycle management of the ship from construction to operation can be realized, the maintenance cost of the ship body structure can be reduced, and the service life of the ship body structure can be prolonged.
In the processes of design, construction, launching, berthing, sailing, docking maintenance and the like of a ship, the ship body structure is deformed or damaged due to the force, the transverse load and other local forces caused by total longitudinal bending, and the data of the three-side model of the ship body structure geometric model, the structural strength analysis model and the ship body performance calculation model are analyzed by the ship body full life cycle management module 4 database in consideration of the stress condition of the ship.
The main functions of the ship body full life cycle management module 4 are as follows:
(1) Monitoring and managing the building of the ship body;
the monitoring management of ship construction is to use computer to monitor the three stages of monitoring before, during and after construction. The monitoring before construction is to carry out finite element structural strength evaluation and fatigue strength evaluation on the ship body and to analyze the crack, buckling and deformation regions of the ship which are easy to damage the structural integrity of the ship body; monitoring in construction is to monitor the four aspects of pre-assembly, unit group assembly and subsection assembly, inspection after welding, structural change and the like of each key position of the ship; after construction, monitoring mainly focuses on whether cracks, corrosion, local damage, severe deformation, local paint shedding and other defects occur at key positions.
Through the supervision and management of the ship body construction process, the supervision and construction inspection records and file data are stored to form an electronic file for ship body supervision and construction management.
(2) Monitoring the thickness and evaluating the strength of the hull structure;
the monitoring and strength evaluation of the ship structure thickness is a structure thickness database which is established by a computer system based on a ship structure geometric model and is used in the complete operation period from the completion of ship construction to the decommissioning of the ship. The corrosion condition of the ship structure is visually displayed through the thickness data of the ship measured all the time, and the corrosion trend of the ship structure is predicted based on factors such as the environment and the like according to the measured data and the corrosion condition.
Due to the fact that the surface of the ship structure contains certain impurities and non-metallic inclusions, when the metal surface layer contains certain chemical unevenness or surface physical defects, local corrosion of the ship structure is easy to initiate at the weak points. The corrosion rate and corrosion thickness of the hull structure are accounted for by Weibull function calculations.
After the hull structure is worn by corrosion, the strength of the hull structure is mainly represented by the residual hull thickness, and the corrosion residual thickness is the actual thickness of the component testing position. Average residual thickness of ordinary corrosion of hull members is a and average residual thickness of ordinary corrosion of the same members in a hull cross section is b, and thus
The average residual thickness value of the hull component is as follows:
in the formula: a is a j Is the remaining thickness at a point in the member; b is the number of measurement points on the component.
The average annual corrosion rate in the hull member is:
in the formula: m is a unit of 0 An initial build thickness for the marine component; t is the time corresponding to the vessel component usage between measurements.
However, when a ship sails in a marine environment, the corrosion of the hull structure by the marine environment is weakened year by year, and the corrosion of the hull structure by the marine environment is not uniform due to the difference in the corrosion rate of the hull structure. The proportion of the pitting corrosion in the hull structure corrosion is the largest, and researches show that the hull structure is doped with more substances, the probability of the pitting corrosion in a complex marine environment is the largest, the pitting corrosion is easy to occur in a very short time, and the pitting corrosion develops into pits along with the increase of the corrosion time, so that the overall structure of the ship is influenced.
The pitting process is roughly divided into three stages: (1) a non-corrosion stage; (2) a micro-etching stage, wherein the point etching development shows high nonlinearity, and the etching rate is increased sharply; (3) pitting corrosion progresses to a pit stage, in which pits grow steadily, and due to the gradual thickening of the corrosion layer and the increase in the number of microorganisms growing, the corrosion is slowed down compared to the pitting corrosion rate. The corrosion process of the hull structure thus goes through three phases, a corrosion-free phase, a corrosion-accelerated phase and a corrosion-slowed-down phase.
Considering the complexity of the pitting process, the Weibull function with respect to the maximum pitting depth as a function of time is:
L(t)＝L μ {1-exp[-[β(t-T i )] μ ]}
in the formula: l is μ Is the upper limit of the pitting depth; t is a unit of i Is a position parameter, representing the pitting starting time; u is shapedA shape parameter; beta is a scale parameter.
The calculation of the Weibull function for the pitting rate of the hull structure is:
under the condition of a parameter mu-1, the Weibull function model can embody the processes of acceleration and deceleration of pitting corrosion of the ship structure, and the pitting corrosion rate is at
The time of day reaches a maximum.
The corrosion condition of the hull structure adopts a Weibull function, which mainly has strong fitting performance and can analyze the corrosion conditions of different structural positions of various ships; in addition, the function can reasonably analyze the corrosion condition of the hull structure, and is closest to the actual ship corrosion condition.
(3) A ship body inspection and maintenance plan;
the hull maintenance plan is also a regular inspection maintenance plan for the hull structure which is automatically made by using a computer system based on a geometric model of the hull structure and combined with data of ship construction and detection according to related requirements of a CCS (China Classification Society ) on ships and requirements of the ships.
(4) And analyzing the breakage stability and the structural strength residual strength.
The hull structure strength analysis mainly comprises a cabin section and a whole-ship finite element model, and the calculation and analysis of the total longitudinal strength, the transverse strength and the local strength of the hull structure, and the calculation and analysis of the yield strength, the buckling strength, the fatigue strength, the ultimate strength and the residual strength of the hull structure strength are realized by analyzing the hull structure strength. The ship performance calculation model is used for calculating and analyzing the ship integrity stability and the ship damage.
In addition, besides the strength, the ship structure also has enough rigidity, the deformation of the structure does not exceed the allowable limit, and the strength of the ship body cannot be reduced due to the generation of wrinkles when the structure is stressed.
The execution module 5 is used for independently making a scheme for executing the ship management and action according to the maintenance instruction and executing the scheme. The execution module 5 autonomously makes and executes a hull management and action scheme according to the output results of the hull full life cycle management module 4 and the hull monitoring and decision-making assisting module 3, is an important component module of the intelligent ship hull system, and the execution module 5 is required to execute the operation of the instruction sent by the intelligent ship hull system.
In the navigation process of the intelligent ship, the execution module 5 can automatically identify potential conflicts between the action scheme and other sub-modules, upload the action scheme and the conflicts with the potential conflicts to an intelligent ship integrated control and command central system in time, and finally execute a coordinated control command sent by the ship full-life-cycle management module 4 to realize intelligent maintenance and service of the ship, and simultaneously feed back the intelligent maintenance and service conditions of the ship, and return corresponding data information to the ship full-life-cycle management module 4 to compare and analyze data.
The intelligent ship hull system further comprises a sensing module 1, the sensing module 1 comprises an information processing unit and a plurality of sensors, the information processing unit is used for storing and transmitting sensing data, and the plurality of sensors comprise at least one or more of a pressure sensor, a temperature sensor, a liquid level sensor, a wind speed sensor, a flow velocity sensor, a wind direction sensor, a CMOS image sensor, a visibility acquisition device, a log and a water depth meter and are used for acquiring the sensing data of the ship and the surrounding environment. The pressure sensor is mainly applied to monitoring the stress of a ship structure, and converts monitored pressure data into an electric signal for transmission; the temperature sensor is mainly applied to temperature detection in emergency equipment, and converts monitored temperature data into an electric signal for transmission; the liquid level sensor is a pressure sensor for measuring liquid level, converts static pressure into an electric signal, and converts the electric signal into a standard electric signal through temperature compensation and linear correction; the ship speed detector is mainly applied to detecting the ship speed in ship navigation parameters, and converts the monitored speed information into an electric signal for transmission; the wind speed sensor is mainly applied to detecting wind speed in sea condition data, and converts the monitored wind speed data into an electric signal for transmission; the flow velocity sensor is mainly applied to the detection of the flow velocity in the sea state data, and converts the monitored flow velocity information into an electric signal for transmission; the CMOS image sensor is mainly applied to video monitoring, monitors the conditions of all equipment and devices in real time, and converts monitored image information into electric signals for transmission.
The sensing module 1 can acquire various information of the ship and the surrounding environment based on a plurality of sensing devices and information processing units, so that the ship can sail more safely and reliably, and the sensing module is a key technology for researching intelligent ships. The information sensed by the sensing module 1 is divided into self state information and surrounding environment information, wherein the self state information comprises state information of various devices such as a ship side-pushing device, ship anchor equipment, mooring equipment and emergency equipment, and navigation state information of navigation positions, navigation speeds, courses and the like of a ship; the surrounding environment information comprises various application information in the navigation process, such as surrounding obstacle ship and obstacle information, surrounding meteorological conditions, water depth, rotating speed, video monitoring information, audio monitoring information, water flow speed and direction, navigation mark position and the like.
In addition, the acquisition of the sensing data by the sensing module 1 includes:
(1) The acquisition of sensing data in a driving device and an automatic control device in the side pushing device;
(2) Acquiring sensing data for monitoring the conditions of all equipment and devices in real time in video monitoring;
(3) Acquiring sensing data in a temperature, smoke and water inlet detection device and an automatic paint spraying and automatic carbon dioxide releasing device in emergency equipment;
(4) Sensing data such as an anchor machine, an anchor weight, an anchor chain length, a clutch device and a brake device in anchor equipment are acquired;
(5) Collecting sensing data of a mooring winch, a mooring rope, a clutch device, automatic retraction and the like in mooring equipment;
(6) Acquiring sensing data of a ship body full life cycle ship database, ship body structure thickness monitoring and strength evaluation, ship body inspection and maintenance, damage stability and residual strength calculation analysis in the ship body coefficient;
(7) And (3) acquiring sensing data of ship navigation parameters, sea condition data, head tapping, ship motion acceleration, ship motion and the like in the ship stress.
The intelligent ship body system further comprises an external module 6, and the external module 6 is used for acquiring data of the monitoring and auxiliary decision module 3 and the ship body full life cycle module, and storing, backing up and managing the data. It mainly includes computer, server and database, and the function of outside module 6 mainly includes:
(1) The system is provided with a server or a database with enough capacity to realize the functions of data, network and system storage, backup, management and playback;
(2) Storing data for at least one inspection cycle;
(3) Historical operating data can be retrieved and called by other functional modules such as the ship body full life cycle management module 4, the ship body monitoring and auxiliary decision module 3 and the like at any time;
(4) Historical data trends may be used for statistical correlation analysis, and for accuracy, previous health status assessments and root cause information should be reviewed and verified;
(5) The dual-redundancy hot backup function is realized;
(6) Has the function of analog drilling.
The intelligent ship body system further comprises a man-machine interaction module 7, the man-machine interaction module 7 displays information in ship navigation at a ship end, a shore end or a mobile terminal device, and the information comprises alarm information, measurement information and abnormal information.
Specifically, a bank-end operator performs information communication and communication through software by means of hardware devices such as a computer and a mobile terminal, so that the operator can know and analyze alarm information, measurement information and health assessment result information in the navigation process of the intelligent ship body. The ship-side data interaction synchronization mode is that a mail synchronization packet mode is utilized, data packets are packaged into mails and sent to a shore side through a mail server, and therefore ship-shore information synchronization and man-machine interaction are achieved.
The functions of the human-computer interaction module 7 include:
(1) The overall pictures and all sub-module pictures of all the hull equipment are displayed, statistical information of different equipment can be output, and the operation is simple and convenient;
(2) Outputting identification codes, serial numbers, state monitoring and health assessment;
(3) Converting the received data into a format necessary for the device to make a correct decision;
(4) Providing data of abnormal conditions that the relevant analyst can identify and understand;
(5) Different authorities are set for operators with different requirements, misoperation of the operators is avoided, and safety of the system is guaranteed.
The intelligent ship hull system is divided into a man-machine interaction module 7, an external module 6, a hull full life cycle management module 4, a monitoring and auxiliary decision module 3, an execution module 5, a sensing module 1 and a data module 2 by adopting a distributed architecture mode, and all sub-modules are communicated by adopting an interface communication mode, so that the coupling degree among the modules is effectively reduced; moreover, different pieces of software are responsible for different sub-modules, when a functional module is added, only one sub-module needs to be added, and the interfaces of other modules are called, so that the flexibility of module deployment is effectively improved. Moreover, the intelligent ship body system is high in openness, and an existing ship information management module and a subsequent newly-added module can be integrated, so that the intelligent ship can be monitored in all directions; information interaction is realized based on a complete shore-based module, and intelligent management of the ship is realized.
As shown in fig. 1, the data flow between the sub-modules is: the sensing module 1 acquires sensing data in a sensor; the data module 2 acquires the perception data in the perception module 1, and converts and processes the perception information according to the transmission format requirement and the data algorithm processing requirement to form result data; the monitoring and auxiliary decision module 3 acquires result data, performs anomaly analysis and provides a decision suggestion of ship operation; after obtaining the decision suggestion, the ship body full life cycle management module 4 detects the structure of the ship body and autonomously makes a maintenance instruction; meanwhile, the external module 6 acquires the decision information and stores and backs up the decision information; the execution module 5 autonomously makes a scheme of ship management and action after acquiring the maintenance instruction and executes the scheme; the man-machine interaction module 7 acquires and outputs alarm information, maintenance information and the like and displays the alarm information, the maintenance information and the like in the interaction module.
The data are transmitted and stored in a communication protocol mode among the modules, the man-machine interaction module 7 acquires data through an SFTP adapter, the external module 6 acquires data through the SFTP adapter, the ship body full life cycle management module 4 acquires data through an HttpClient interface, the monitoring and auxiliary decision module 3 acquires data through the HttpClient interface, the execution module 5 acquires data through a JDBC adapter, the perception module 1 acquires data through the JDBC interface, and the data module 2 acquires data through a UDP adapter. The specific protocol content is as follows:
(1) The SFTP protocol is an abbreviation of Secure File transfer protocol, and a Secure File transfer protocol, and can provide a Secure encryption method for a transmission File. SFTP is a part of SSH, and is a secure way to transmit files to Blogger server, and SFTP itself has no separate daemon process, and needs SSHD daemon process to complete corresponding connection operation, so SFTP is more like a client program. SFTP uses encryption to transmit authentication information and transmitted data, so SFTP has high network security performance. In Windows, operations such as Croe FTP, fileZilla and WinSCP can be used for connecting SFTP for uploading, downloading files, establishing and deleting directories and the like. The transmission speed is influenced by many factors, such as the size of a file, the quality of a network, etc., and is mainly determined according to actual needs.
(2) The JDBC protocol (Java Data Base Connectivity ) is a Java api for executing SQL statements, which provides uniform access to multiple relational databases, and is composed of a set of classes and interfaces written in the Java language. JDBC provides a benchmark by which more advanced tools and interfaces can be built to enable database developers to write database applications. JDBC extends the functionality of Java and may connect to one or more internal databases through Intranet. The transmission speed of JDBC is less than 20 seconds in single process, and the transmission speed is more than 400kb/s; and in the multi-process, the IE in the JDBC opens a plurality of windows to access, and the speed basically has no influence.
(3) The HTTP live protocol is a child under Apache Jakarta Common and can be used to provide an efficient, up-to-date, feature-rich client programming toolkit supporting the HTTP protocol, and to support up-to-date versions and recommendations of the HTTP protocol. The main functions that the http client can provide are: (1) all HTTP methods are implemented; (2) supporting automatic steering; (3) supporting the HTTPS protocol; (4) supporting a proxy server, etc.
(4) The UDP Protocol (User Datagram Protocol), which is a connectionless transport layer Protocol in the OSI reference model, provides a transaction-oriented simple unreliable information transfer service, is used for processing packets in a network like the TCP Protocol, and is a connectionless Protocol, and the main function of the UDP Protocol is to compress network data traffic into packets, where a typical packet is a transmission unit of binary data, the first 8 bytes of each packet are used to contain header information, and the remaining bytes are used to contain specific transmission data. Under general tests, in a relatively reliable environment, the packet loss rate of the UDP is very low, so the transmission speed is high.
In addition, the data storage and backup is to record the data in a database according to format requirements, and can call the data in real time according to the needs of the system. Data flow reflects data flowing in the system and represents characteristics of dynamic data, while data storage backups reflect data that is static in the system and represents characteristics of static data. The Database is MySQL Database, which is a Relational Database Management System, and MySQL is one of the best RDBMS (Relational Database Management System) application software. Relational databases save data in different tables, increasing speed and flexibility, the SQL (Structured Query Language) Language used by MySQL is the most common standardized Language for accessing databases. The writing speed of the MySQL database reaches 57 ten thousand rows per second, the query speed is mainly related to the configuration and the data volume of a computer, and the query speed is high when the data volume is small.
The intelligent ship body system provides an auxiliary decision for safety navigation and structural maintenance in the whole life cycle of the ship body based on the establishment and maintenance of the ship body database, and simultaneously can provide an intelligent module for the auxiliary decision of ship operation through automatic acquisition and monitoring of relevant ship body data, thereby effectively overcoming the defects of multiple marine accidents, casualties and high ship operation cost of the traditional ship, and successfully realizing informatization, networking, greening and intellectualization of the ship.
Claims (10)
1. An intelligent ship body system is characterized by comprising a ship body full life cycle management module, a monitoring and auxiliary decision-making module, an execution module and a data module;
the data module is used for converting, processing and detecting the sensing data acquired by the sensor to form result data;
the monitoring and auxiliary decision-making module is used for comparing and analyzing the result data with a set value, and when abnormal data occurs in the result data, a decision-making suggestion is independently made according to the abnormal data;
the ship body full life cycle management module is used for detecting a ship body structure according to the decision suggestion and independently making a maintenance instruction; and by calculating the corrosion data of the ship structure, autonomously formulating a maintenance scheme of the ship structure, wherein the corrosion data comprises: the variation of the maximum pitting depth of the hull structure with time, the pitting rate of the hull structure and the time when the pitting rate reaches the maximum value;
wherein, the change of the maximum pitting depth of the hull structure along with the time is represented by a Weibull function, and the Weibull function is represented as:
L(t)＝L μ {1-exp[-[β(t-T i )] μ ]}
in the formula, L μ Upper limit of depth of pitting, T i At the time point when pitting starts, μ is a shape parameter, β is a scale parameter, and t is a time at which calculation is performedPoint;
the pitting corrosion rate of the hull structure is expressed as:
the time point at which the pitting corrosion rate of the hull structure reaches a maximum is expressed as:
wherein T represents a time point at which the pitting corrosion rate of the hull structure reaches a maximum value;
and the execution module is used for independently making a scheme for executing the ship management and action according to the maintenance instruction and the maintenance scheme and executing the scheme.
2. The smart marine vessel hull system according to claim 1, wherein said hull full life cycle management system obtains structural thickness data of different locations of the hull structure, calculates said corrosion data of different locations of the hull structure based on said structural thickness data, and formulates said maintenance schedule at different time points based on said corrosion data.
3. The smart marine hull system according to claim 1, wherein said hull full life cycle management module further comprises building a hull database by acquiring phase data for each phase of hull design, construction and operation, and storing and transmitting said phase data in standardized electronic data form.
4. The smart marine vessel hull system according to claim 1, wherein said data module comprises an acquisition unit and a processing unit;
the acquisition unit is used for converting the perception data into digital data;
the processing unit is used for performing operations including signal processing, synchronous or asynchronous averaging, algorithm calculation and feature extraction on the digital data and obtaining the result data.
5. The intelligent ship hull system according to claim 1, wherein the monitoring and decision-making aid module is configured to store a structural parameter preset for the hull, and calibrate the structural parameter to a set value; the monitoring and auxiliary decision-making module also comprises a step of calculating the fatigue accumulated damage degree of the ship structure in the design life period by acquiring the sensing data, a step of calculating the actual life of the ship structure according to the fatigue accumulated damage degree, and a step of giving decision suggestions according to the actual life to the service time of the ship and the use and replacement condition of the ship structure.
6. The smart marine hull system according to claim 5, wherein said fatigue cumulative damage degree is calculated according to a type of stress, said stress including a continuous stress and a segmented stress;
when the stress type is sectional stress, calculating the fatigue accumulated damage degree by adopting a Miner linear accumulated damage theory on the basis of an S-N curve model, wherein the S-N curve model is expressed as follows:
NS m ＝A
lg N＝lg A-mlg S
in the formula, m and A are fatigue parameters obtained by a test in an S-N curve, S is stress borne by the ship structure, and N is the fatigue life of the ship structure in the stress range level of S;
the calculation formula of Miner linear accumulated damage theory is expressed as:
in the formula, W i Is a single amplitude damage degree, N i M is the number of stages of the set stress level, n, to achieve the number of cycles required to fail i Actual cycle number;
when the stress type is continuous stress, the calculation of the fatigue accumulated damage degree adopts a continuous density function, and the continuous density function is expressed as:
in the formula, K is the total cycle number of the stress range, q is a scale parameter, xi is a shape parameter, and gamma is a gamma function.
7. The smart marine vessel hull system according to claim 3, wherein said executive module obtains integrated management and command data from a hub system, said executive module automatically identifies potential conflicts between said solutions and said integrated management and command data, and uploads said solutions and conflict data with said potential conflicts to said hub system.
8. The intelligent ship hull system according to claim 7, wherein the central system compares the conflict data with the hull database to autonomously make coordination management and control instructions;
the execution module executes the coordination control instruction, obtains an execution result, and transmits the execution result to the ship body full life cycle management module.
9. The smart marine vessel hull system according to claim 1, further comprising a sensing module including an information processing unit and a plurality of sensors for acquiring said sensing data of the vessel itself and the surroundings, said information processing unit for storing and transmitting said sensing data; the sensors comprise at least one or more of a pressure sensor, a temperature sensor, a liquid level sensor, a wind speed sensor, a flow velocity sensor, a wind direction sensor, a CMOS image sensor, visibility acquisition equipment, a log and a depth meter.
10. The smart marine vessel hull system according to claim 1, further comprising an external module for acquiring data of said monitoring and aid decision module and said hull full life cycle module, and storing, backing up and managing.
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