CN110827579B - Control method for optimizing berthing of military harbor naval vessel - Google Patents
Control method for optimizing berthing of military harbor naval vessel Download PDFInfo
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Abstract
The invention belongs to the technical field of military port vessel berthing, and particularly relates to a control method for optimizing berthing of a military port vessel. Compared with the prior art, the invention provides a control method for optimizing military port vessel berthing, so as to optimize port berth allocation, maximize the number of berthing vessels in a port and guarantee the optimization of resource allocation. The method covers two processes of ship entering port and ship berthing wharf, and finally judges and selects the ship meeting the requirements of ship entering port, berthing, loading and unloading and replenishment of warships and formation through analysis, comparison, synthesis and optimization of the requirements of the port of army, the wharf and the ships, reasonably distributes berths, fully releases the potential of port guarantee, so that a battle commander, a logistics commander and related staff can judge and make a decision, and provides decision support for integrated combined maritime operations.
Description
Technical Field
The invention belongs to the technical field of military port vessel berthing, and particularly relates to a control method for optimizing berthing of a military port vessel.
Background
The high technology development with the information technology as the core promotes the deep revolution of world military, the war form develops from mechanization to informatization, and the guarantee becomes the fighting power. Scientific foreknowledge, accurate guarantee and rapid guarantee are objective requirements for adapting to future informatization war.
The naval army port is used as a strategic ground of a naval combat and defense system, is a dispatching center of the maritime combat, is also a logistics support of the maritime combat, is a base for maintaining, training and berthing and finishing of a naval vessel, and provides comprehensive guarantees of berthing, logistics, equipment and the like for naval vessel troops. At present, naval combat ships and logistics support ships of naval military and military port support of China are various in types and models, geometric parameters and navigation parameters of the ships and warships are different, for example, the length, width, draft, topside height, navigational speed and the like of the ships and warships have great differences, and ships of different types have different support, supply and loading and unloading requirements on ports and docks. Therefore, the military port berthing capacity, the wind-proof capacity, the energy source guarantee capacity, the material guarantee capacity and the equipment guarantee capacity are fully developed, the guarantee requirements of ships of different types and different models are met, the comprehensive guarantee capacity and the safety protection level of the military port are improved, and the military strategic significance is very important.
The ship berthing is an important prerequisite for the military port to implement ship supply and loading, and comprises the berth distribution of the ship entering the port and the berthing wharf. The requirements of ships for entering ports to ports mainly include: for navigation channels, convoluted water areas, tidal current tide levels, waves and the like; the requirements of the ship berthing dock on the dock mainly include: dock type, dock number, dock mooring line length, dock front depth of water, etc. Analyzing information such as port channel, convoluted water area, hydrological information and the like and information such as length, width, draught, stem height, navigational speed and the like of the naval vessel to ensure that the naval vessel smoothly enters the port; the method analyzes information such as the number of wharfs, the length of wharf mooring lines, the water depth at the front edge of the wharf, energy supply facilities, wharf loading and unloading facilities, wharf load and the like and information of ship demand, reasonably allocates berths for berthing of ships, and is important embodiment of military port berthing guarantee capability.
Currently, the army port berthing guarantee is mainly implemented by experience, and the guarantee mode is as follows: 1) the dependence on human is large, and the decision support by data is lacked; 2) the berthing scheme is difficult to form rapidly under the condition that a large number of ships enter a port; 3) the rationality, scientificity and maximum guarantee benefit of the parking scheme formed by experience are difficult to guarantee.
The invention patent document (application publication number CN103956076A) discloses a berthing-only auxiliary system, which can monitor and quantify the berthing process in real time and improve the operation mode which is only based on the experience of field pilotage in the past; the invention patent document (application publication number CN103901806A) discloses an intelligent ship berthing auxiliary system and method based on multiple sensors; the invention patent document (application publication number CN102236327A) discloses a laser berthing monitoring system for ships; the invention patent document (application publication number CN105841688A) discloses a ship auxiliary berthing method and a system, which are used for calculating the position and the attitude of a ship relative to a port berthing shore line in the berthing process; the invention patent document (application publication No. CN103745617A) discloses an auxiliary berthing monitoring system to ensure reliable operation in case of strong interference. The invention patent only relates to a monitoring means and a method for a ship in a berthing process, assists the berthing of the ship, and does not relate to the requirements of berthing, service support and the like of the ship entering a port and distribution of berths.
Disclosure of Invention
Technical problem to be solved
The technical problem to be solved by the invention is as follows: how to provide a control method for optimizing the berthing of a military port ship.
(II) technical scheme
In order to solve the technical problems, the invention provides a control method for optimizing the berthing of a military port vessel, which is implemented based on a control system for optimizing the berthing of the military port vessel, and the control system comprises: the device comprises a quantity acquisition module, a first matching calculation module, a third matching calculation module and a naval vessel berthing scheme generation module;
the control method comprises the following steps:
step 1: the number acquisition module acquires the number of ships which can be berthed at each wharf in the port and determines the number of ships which can be berthed at the port;
the calculation requirement of the number of the ships which can be parked in a single wharf is as follows:
when L +2d is less than or equal to Lm < 2L +3 d: the mooring requirement of a naval vessel can be met;
when 2L +3d is less than or equal to Lm: can satisfy 2+ n naval vessels berth, wherein:
in the formula: l ism: the wharf continuous mooring line is long, m;
l: designing the length m of the warship;
d: length of affluence, m;
step 2: the first matching calculation module performs matching calculation on the berthing position and the berthing requirement of the naval vessel;
the first matching calculation module performs comparison analysis by using the wharf information and the basic information of the naval vessel to judge whether the naval vessel can be parked at a berth; the dock information includes: the mooring line is long, and the water depth at the front edge of the wharf is high; the vessel basic information comprises: length, width, draught;
and the naval vessel parking meets the following requirements:
1) the requirement of the naval vessel on the water depth of the wharf front edge is as follows:
D＝T+Z1+Z2+Z5(2)
Z2＝KH4％－Z1(3)
in the formula: d: the water depth, m, required by the vessel;
t: designing a naval vessel with full-load draught, m;
Z1: minimum margin depth, m, below the keel;
Z2: wave rich depth, m;
k: a water depth coefficient;
H4％: wave height allowed to berth before the wharf, m, wave height with wave train cumulative frequency of 4%, determined according to local waves and port conditions;
Z5: the draught increased by the warship battle damage, m, is obtained according to the formula (4):
Z5＝FT (4)
in the formula: f: injury increases draught coefficient;
t: designing a naval vessel with full-load draught, m;
2) the naval vessel has the following requirements on the width of the wharf leading water area:
the width of a berthing water area at the front edge of the wharf is not less than 2 times of the design ship width;
3) the length of a wharf mooring line is required by the naval vessel; the method comprises the following steps:
31) requirement of single naval vessel for dock mooring line length:
for a single berth terminal, it is calculated as follows (5):
Lb＝L+2d (5)
for a multi-berth terminal, the following equation is calculated:
end berthing: l isb＝L+1.5d (6)
Middle berth: l isb＝L+d (7)
In the formula: l isb: the length of a wharf mooring line required by a naval vessel is m;
l: designing the length m of the warship;
d: length of affluence, m;
32) the requirement of multiple vessels on the overall length of the mooring line of the wharf:
when the ship mooring requirement analysis is carried out, because whether the wharf is a single-berth wharf or a multi-berth wharf cannot be determined, in order to simplify calculation, the calculation is carried out according to the single-berth wharf, and the total length of wharf mooring lines required by a plurality of ships is calculated according to the following formula:
Lgeneral assembly＝N1Lb(8)
In the formula: l isGeneral assembly: the total length of the mooring lines of the wharf required by a plurality of ships, m;
Lb: calculating the length of a wharf mooring line required by a single naval vessel, m, according to a formula (5);
N1: the number of vessels of the type;
and step 3: the third matching calculation module performs matching calculation on the channel and the vessel navigation demand;
the third matching calculation module is used for carrying out comparative analysis on the information of the port channel and the convoluted water area and the information of the length, the width, the draught, the stem height and the speed of the naval vessel so as to judge whether the naval vessel can enter the port; the following requirements need to be considered:
1) the requirement on navigation water depth is as follows:
the requirement of the naval vessel parking on the navigation water depth is calculated according to the formula (9):
D＝T+Z0+Z1+Z2+Z5(9)
Z0＝A(V)+B(DWT) (10)
Z2＝KH4％(11)
in the formula: d: the water depth, m, required by the vessel;
t: designing a naval vessel with full-load draught, m;
Z0: determining a ship body sinking value m by adopting a formula (10) when the ship navigates;
v: the navigation speed is the economic navigation speed of the naval vessel; a is a function of V;
DWT: the vessel is in a ton grade, and B is a function of DWT;
Z1: minimum margin depth, m, below the keel when the naval vessel is underway;
Z2: calculating the wave rich depth m according to the formula (11) when the naval vessel navigates;
k: a water depth coefficient;
H4％: wave height allowed to berth before the wharf, m, wave height with wave train cumulative frequency of 4%, determined according to local waves and port conditions;
Z5: the draught increased due to the warfare damage of the naval vessel, m, is calculated according to the formula (4);
2) requirements for channel width and number:
calculating the width requirement of the ship berthing on the bidirectional channel according to a formula (12); calculating the width requirement of the unidirectional channel according to a formula (14);
for a two-way channel, it is calculated as follows:
W＝2A’+b+2c (12)
A’＝n’(Lsinγ+B’) (13)
for a one-way channel, it is calculated as follows:
W＝A’+2c (14)
in the formula: w: channel water depth m required by naval vessels;
a': the width of the flight path band, m, is calculated according to the formula (13);
n': a vessel drift coefficient;
γ: wind and current pressure drift angle;
l: designing the length m of the warship;
b': designing a ship width m;
b: and (3) taking the designed ship width B' as the margin width, m, between the two-way channel ships.
c: the margin width, m, between the vessel and the bottom edge of the channel was the value in table 7.
3) The scale requirements of the convoluted water area are as follows:
the convoluted water area meets the requirements of the naval vessel on self-navigation, entering and exiting ports and leaving and leaning against a wharf, and the width is not less than the rotation diameter of the naval vessel;
and 4, step 4: the naval vessel parking scheme generation module forms a naval vessel parking scheme;
the ship berthing scheme at the port generated by the ship berthing scheme generating module at least comprises the following contents:
1) berth allocation
According to the calculation, allocating a berth for each harborable berthing naval vessel; the berth distribution follows the principle of guaranteeing maximization of the number of ships and guaranteeing optimization of benefits; the method includes the steps that the situation that the ships are large in geometric dimension and high in guarantee requirement are preferably considered to enter ports and park;
2) docking implementation
After the berth allocation is formed, the ships enter the port and berth in the following sequence:
a. considering the guarantee time limit, the ships with strict requirements on the guarantee time limit are preferably docked;
b. the influence on the other ships after the ships enter the port and are parked is considered, and the ships which do not influence the other ships enter the port and are parked are preferably considered.
And (b) giving priority to the factor a between the two factors a and b.
In the step 1 and the step 2, the margin length d adopts the data in the table 1;
TABLE 1. length of margin d
| L(m) | <40 | 41～85 | 86～150 | 151～200 | 201～230 | >230 |
| d(m) | 5 | 8～10 | 12～15 | 18～20 | 22～25 | 30 |
。
Wherein, in the step 2, Z1The data in table 2 are used;
table 2. minimum margin depth, m, under keel when naval vessel is underway;
in the step 2, the water depth coefficient K is 0.3 in the case of downwave and 0.5 in the case of horizontal wave.
Wherein, in the step 2, Z2The result of the calculation is negativeWhen it is worth, take Z2＝0。
Wherein, in the step 2, the injury increasing draught coefficient F is selected according to 0.3.
Wherein, in the step 3, Z1The data in table 4 are taken;
table 4. minimum margin depth under keel, m, when naval vessel sails;
in the step 3, the water depth coefficient K is selected according to the following table 5:
TABLE 5 coefficient of variation of ship and wave angles psi and K
Wherein, the ship drift coefficient n' and the wind and flow pressure deflection angle gamma in the step 3 are selected according to the following table 6:
TABLE 6 naval vessel Drift coefficient n' and wind and flow pressure deflection angle gamma value
In the step 3, the margin width c between the naval vessel and the bottom edge of the channel is selected according to the table 7:
TABLE 7. margin width between naval vessel and channel bottom edge
(III) advantageous effects
Compared with the prior art, the invention provides a control method for optimizing military port vessel berthing, so as to optimize port berth allocation, maximize the number of berthing vessels in a port and guarantee the optimization of resource allocation. The method covers two processes of ship entering port and ship berthing wharf, and finally judges and selects the ship meeting the requirements of ship entering port, berthing, loading and unloading and replenishment of warships and formation through analysis, comparison, synthesis and optimization of the requirements of the port of army, the wharf and the ships, reasonably distributes berths, fully releases the potential of port guarantee, so that a battle commander, a logistics commander and related staff can judge and make a decision, and provides decision support for integrated combined maritime operations.
Drawings
FIG. 1 is a flow chart of the technical solution of the present invention.
Fig. 2 is a detailed view of the technical solution of the present invention.
Detailed Description
In order to make the objects, contents, and advantages of the present invention clearer, the following detailed description of the embodiments of the present invention will be made in conjunction with the accompanying drawings and examples.
In order to solve the problems in the prior art, the invention provides a control method for optimizing the berthing of a military port vessel, which is implemented based on a control system for optimizing the berthing of the military port vessel, and the control system comprises: the device comprises a quantity acquisition module, a first matching calculation module, a second matching calculation module, a third matching calculation module and a naval vessel berthing scheme generation module;
as shown in fig. 1, the control method includes the steps of:
step 1: the number acquisition module acquires the number of ships which can be berthed at each wharf in the port and determines the number of ships which can be berthed at the port;
the calculation requirement of the number of the ships which can be parked in a single wharf is as follows:
when L +2d is less than or equal to Lm < 2L +3 d: the mooring requirement of a naval vessel can be met;
when 2L +3d is less than or equal to Lm: can satisfy 2+ n naval vessels berth, wherein:
in the formula: l ism: the wharf continuous mooring line is long, m;
l: designing the length m of the warship;
d: length of affluence, m;
when two sides of a wharf lean against the ship or have a break angle (namely, the mooring line is discontinuous), the calculation is carried out according to the length of the continuous mooring line. And then taking the sum.
Step 2: the first matching calculation module performs matching calculation on the berthing position and the berthing requirement of the naval vessel;
the first matching calculation module performs comparison analysis by using the wharf information and the basic information of the naval vessel to judge whether the naval vessel can be parked at a berth; the dock information includes: the mooring line is long, and the water depth at the front edge of the wharf is high; the vessel basic information comprises: length, width, draught;
and the naval vessel parking meets the following requirements:
1) the requirement of the naval vessel on the water depth of the wharf front edge is as follows:
D＝T+Z1+Z2+Z5(2)
Z2＝KH4％－Z1(3)
in the formula: d: the water depth, m, required by the vessel;
t: designing a naval vessel with full-load draught, m;
Z1: minimum margin depth, m, below the keel;
Z2: the wave affluence depth m is taken as Z when the calculation result is negative2＝0；
K: the water depth coefficient is 0.3 for the downwave and 0.5 for the cross wave;
H4％: wave height allowed to berth before the wharf, m, wave height with wave train cumulative frequency of 4%, determined according to local waves and port conditions;
Z5: the draught increased by the warship battle damage, m, is difficult to accurately estimate; preliminary consideration is obtained as in equation (4):
Z5＝FT (4)
in the formula: f: the damage increases the draught coefficient, and is selected according to 0.3;
t: designing a naval vessel with full-load draught, m;
2) the naval vessel has the following requirements on the width of the wharf leading water area:
the width of a berthing water area at the front edge of the wharf is not less than 2 times of the design ship width;
3) the length of a wharf mooring line is required by the naval vessel; the method comprises the following steps:
31) requirement of single naval vessel for dock mooring line length:
for a single berth terminal, it is calculated as follows (5):
Lb＝L+2d (5)
for a multi-berth terminal, the following equation is calculated:
end berthing: l isb＝L+1.5d (6)
Middle berth: l isb＝L+d (7)
In the formula: l isb: the length of a wharf mooring line required by a naval vessel is m;
l: designing the length m of the warship;
d: the slack length, m, using the data in table 1;
32) the requirement of multiple vessels on the overall length of the mooring line of the wharf:
when the ship mooring requirement analysis is carried out, because whether the wharf is a single-berth wharf or a multi-berth wharf cannot be determined, in order to simplify calculation, the calculation is carried out according to the single-berth wharf, and the total length of wharf mooring lines required by a plurality of ships is calculated according to the following formula:
Lgeneral assembly＝N1Lb(8)
In the formula: l isGeneral assembly: the total length of the mooring lines of the wharf required by a plurality of ships, m;
Lb: calculating the length of a wharf mooring line required by a single naval vessel, m, according to a formula (5);
N1: the number of vessels of the type;
and step 3: the second matching calculation module performs matching calculation on the wharf guarantee capability and the naval vessel guarantee requirement;
the second matching calculation module judges whether the dock berth meets the supply and loading and unloading requirements of the naval vessel according to the guarantee requirements of the naval vessel and the dock and related facilities, and the guarantee requirements of the naval vessel comprise: the oil supply demand, pier water supply demand and pier loading and unloading demand, the specific requirement is as follows:
1) oil supply requirement:
naval vessel fuels include fuel oil, auxiliary oil and aviation kerosene; the problem of supplying the fuel oil of the naval vessel is only considered because the consumption of the auxiliary oil of the naval vessel is less and frequent supply is not needed; under the common condition, the requirements of port waves, port oil depots and wharf oil loading and unloading facilities need to be considered for ship oil supply, but the scheme only relates to the distribution of wharf berths, so that the wharf oil loading and unloading facilities are only considered; the requirements for terminal oil handling facilities are as follows:
the requirement on the type of oil materials of the oil material loading and unloading facilities of the wharf is that the fuel oil is used by the naval vessel; the loading and unloading capacity meets the requirement of the ship fuel supply service guarantee time limit, namely the loading and unloading capacity is not less than the fuel loading capacity of the ship divided by the guarantee time limit (only the situation that the ships are refueled at the same time is considered);
considering that the oil loading and unloading operation has certain danger, in order to ensure safety, the naval vessel oil loading and unloading operation is carried out on a single wharf, so that the number of the wharfs meets the requirement of the number of naval vessels carrying out the oil loading and unloading operation simultaneously;
2) the wharf water supply requirement is as follows:
the ships have two requirements of fresh water and pure water for water supply, and the problem of the capability of supplying fresh water and pure water for the wharf is considered in the scheme.
The wharf pure water and fresh water supply capacity should meet the requirement of the ship fresh water supply service guarantee time limit, namely the water supply capacity is not less than the ship fresh water loading capacity divided by the guarantee time limit;
3) loading and unloading requirements of a wharf:
the loading and unloading of the wharf need to meet the requirements of supplying ammunition and dry goods and materials to the naval vessel, loading sundries, liquid goods and containers to the naval vessel, and hoisting vehicles and rolling vehicles of the naval vessel. The loading of liquid cargo on ships mainly comprises oil supply and wharf water supply, which are described above. Therefore, the requirements of ships for supplying ammunition and dry supplies, the loading of sundries and containers, the lifting of ships and the rolling of vehicles on the ships, and the requirements of waves, loading machinery/facilities, bearing capacity and the like are mainly considered.
The wharf loading and unloading requirements specifically include:
31) the requirements for waves:
as shown in table 3, the allowable wave height and wind force requirements for the ship loading and unloading operation are as follows:
TABLE 3 allowable wave height and wind force for ship loading and unloading operation
32) Requirements for handling machinery/facilities:
the requirements of the naval vessel for loading the miscellaneous goods and the requirements of the wharf loading and unloading machine comprise the requirements of the type, the maximum loading and unloading capacity and the loading and unloading speed of the loading and unloading machine. Due to the uncertainty of the materials, the requirements of the loading and unloading machine types of the materials, the maximum weight of the single materials and the total weight of the materials should be considered. The requirement of the maximum loading and unloading capacity is the maximum weight of a single material, and the requirement of the loading and unloading speed is the total weight of the material divided by the guarantee time limit;
the requirement of loading the container by the naval vessel is considered by the professional loading and unloading machinery of the container.
The ship needs to hoist vehicles, the loading and unloading machinery needs to be various cranes, the maximum loading and unloading capacity needs to be the maximum weight of a single vehicle, and the loading and unloading speed needs to be the total number of the vehicles divided by the guarantee time limit. The relevant business department should give the maximum weight of a single vehicle and the total number of vehicles.
The ship rolling and loading vehicle requires that a dock is provided with a ship loading ramp (a special landing dock and a ferry dock can meet the requirements generally) for the situation that ships need to be rolled and loaded from head to tail to land the ships and the vehicle ferry.
33) The requirement for the load-bearing capacity of the wharf
The warship supplies ammunition and dry living goods to bear the weight of the wharf, and mainly considers the requirements on automobile load and crane load (concentrated load).
The loading capacity of the naval vessel for loading the grocery to the wharf comprises uniformly distributed load and concentrated load.
The loading capacity of the ship loading container to the wharf is mainly uniform load.
The requirements of ships hoisting vehicles on the load bearing capacity of the wharf are mainly considered.
The loading capacity of the ship roll-on-roll-off vehicle on the wharf is mainly considered to meet the requirement on the automobile load.
And 4, step 4: the third matching calculation module performs matching calculation on the channel and the vessel navigation demand;
the third matching calculation module is used for carrying out comparative analysis on the information of the port channel and the convoluted water area and the information of the length, the width, the draught, the stem height and the speed of the naval vessel so as to judge whether the naval vessel can enter the port; the following requirements need to be considered:
1) the requirement on navigation water depth is as follows:
the requirement of the naval vessel parking on the navigation water depth is calculated according to the formula (9):
D＝T+Z0+Z1+Z2+Z5(9)
Z0＝A(V)+B(DWT) (10)
Z2＝KH4％(11)
in the formula: d: the water depth, m, required by the vessel;
t: designing a naval vessel with full-load draught, m;
Z0: the ship body sinking value m is determined by adopting a formula (10) as shown in figure 2 when the ship navigates;
v: the navigation speed is the economic navigation speed of the naval vessel; a is a function of V;
DWT: the vessel is in a ton grade, and B is a function of DWT;
Z1: the minimum margin depth, m, below the keel when the naval vessel navigates adopts the data in table 4;
Z2: calculating the wave rich depth m according to the formula (11) when the naval vessel navigates;
k: the water depth coefficient is selected according to table 5;
H4％: wave height allowed to berth before the wharf, m, wave height with wave train cumulative frequency of 4%, determined according to local waves and port conditions;
Z5: the draught increased due to the warfare damage of the naval vessel, m, is calculated according to the formula 4;
2) requirements for channel width and number:
the military harbor channel is required to meet the requirement of bidirectional navigation of the naval vessels, namely, the naval vessels can be ensured to enter and exit simultaneously; when the port has only one channel, the port is a bidirectional channel; when the port has more than two channels, the ports can be respectively set as one-way channels;
calculating the width requirement of the ship berthing on the bidirectional channel according to a formula (12); calculating the width requirement of the unidirectional channel according to a formula (14);
for a two-way channel, it is calculated as follows:
W＝2A’+b+2c (12)
A’＝n’(Lsinγ+B’) (13)
for a one-way channel, it is calculated as follows:
W＝A’+2c (14)
in the formula: w: channel water depth m required by naval vessels;
a': the width of the flight path band, m, is calculated according to the formula (13);
n': the ship drift coefficient adopts the numerical value in the table 6;
γ: wind and current pressure deflection angles and degrees adopt the numerical values in the table 6;
l: designing the length m of the warship;
b': designing a ship width m;
b: and (3) taking the designed ship width B' as the margin width, m, between the two-way channel ships.
c: the margin width, m, between the vessel and the bottom edge of the channel was the value in table 7.
3) The scale requirements of the convoluted water area are as follows:
the convoluted water area meets the requirements of the naval vessel on self-navigation, entering and exiting ports and leaving and leaning against a wharf, and the width is not less than the rotation diameter of the naval vessel;
and 5: the naval vessel parking scheme generation module forms a naval vessel parking scheme;
the ship berthing scheme at the port generated by the ship berthing scheme generating module at least comprises the following contents:
1) berth allocation
According to the calculation, allocating a berth for each harborable berthing naval vessel; the berth distribution follows the principle of guaranteeing maximization of the number of ships and guaranteeing optimization of benefits; the method includes the steps that the situation that the ships are large in geometric dimension and high in guarantee requirement are preferably considered to enter ports and park;
2) docking implementation
After the berth allocation is formed, the ships enter the port and berth in the following sequence:
a. considering the guarantee time limit, the ships with strict requirements on the guarantee time limit are preferably docked;
b. the influence on the other ships after the ships enter the port and are parked is considered, and the ships which do not influence the other ships enter the port and are parked are preferably considered.
And (b) giving priority to the factor a between the two factors a and b.
In the step 1 and the step 2, the margin length d adopts the data in the table 1;
TABLE 1. length of margin d
| L(m) | <40 | 41～85 | 86～150 | 151～200 | 201～230 | >230 |
| d(m) | 5 | 8～10 | 12～15 | 18～20 | 22～25 | 30 |
。
Wherein, in the step 2, Z1The data in table 2 are used;
table 2. minimum margin depth, m, under keel when naval vessel is underway;
| seabed substrate | Z1(m) |
| Silt soil | 0.20 |
| Silt-containing sand, clay-containing sand and loose sand | 0.30 |
| Lumpy soil containing sand or clay | 0.40 |
| Rock soil | 0.60 |
. Note: to gravity type dock, Z1Should be considered as rock soil.
In the step 2, the water depth coefficient K is 0.3 in the case of downwave and 0.5 in the case of horizontal wave.
Wherein, in the step 2, Z2When the calculation result is negative, taking Z2＝0。
Wherein, in the step 2, the injury increasing draught coefficient F is selected according to 0.3.
Wherein, in the step 4, Z1The data in table 4 are taken;
table 4. minimum margin depth under keel, m, when naval vessel sails;
in the step 4, the water depth coefficient K is selected according to table 5:
TABLE 5 coefficient of variation of ship and wave angles psi and K
Note that when DWT <10000t, the data in the table should increase by 25%.
Wherein, the ship drift coefficient n' and the wind and flow pressure deflection angle gamma in the step 4 are selected according to a table 6:
TABLE 6 naval vessel Drift coefficient n' and wind and flow pressure deflection angle gamma value
In the step 4, the margin width c between the naval vessel and the bottom edge of the channel is selected according to the table 7:
TABLE 7. margin width between naval vessel and channel bottom edge
Note: the naval vessels are selected according to oil tankers or other dangerous goods ships.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (9)
1. A control method for optimizing the berthing of a military port vessel is characterized in that the control method is implemented based on a control system for optimizing the berthing of the military port vessel, and the control system comprises: the device comprises a quantity acquisition module, a first matching calculation module, a third matching calculation module and a naval vessel berthing scheme generation module;
the control method comprises the following steps:
step 1: the number acquisition module acquires the number of ships which can be berthed at each wharf in the port and determines the number of ships which can be berthed at the port;
the calculation requirement of the number of the ships which can be parked in a single wharf is as follows:
when L +2d is less than or equal to Lm < 2L +3 d: the mooring requirement of a naval vessel can be met;
when 2L +3d is less than or equal to Lm: can satisfy 2+ n naval vessels berth, wherein:
in the formula: l ism: the dock continuous mooring line is long and the unit is m;
l: designing the length of a warship with the unit of m;
d: the surplus length is m;
step 2: the first matching calculation module performs matching calculation on the berthing position and the berthing requirement of the naval vessel;
the first matching calculation module performs comparison analysis by using the wharf information and the basic information of the naval vessel to judge whether the naval vessel can be parked at a berth; the dock information includes: the mooring line is long, and the water depth at the front edge of the wharf is high; the vessel basic information comprises: length, width, draught;
and the naval vessel parking meets the following requirements:
1) the requirement of the naval vessel on the water depth of the wharf front edge is as follows:
D＝T+Z1+Z2+Z5(2)
Z2＝KH4％－Z1(3)
in the formula: d: the water depth required by a naval vessel is m;
t: designing a naval vessel to have full-load draught, wherein the unit is m;
Z1: the minimum margin depth below the keel, with the unit of m;
Z2: wave rich depth in m;
k: a water depth coefficient;
H4％: the wave height allowed to berth before the wharf is m, the cumulative frequency of the wave train is 4 percent of the wave height, and the wave height is determined according to the local waves and port conditions;
Z5: the draught increased by the warship battle damage is obtained according to the formula (4) in the unit of m:
Z5＝FT (4)
in the formula: f: injury increases draught coefficient;
t: designing a naval vessel to have full-load draught, wherein the unit is m;
2) the naval vessel has the following requirements on the width of the wharf leading water area:
the width of a berthing water area at the front edge of the wharf is not less than 2 times of the design ship width;
3) the length of a wharf mooring line is required by the naval vessel; the method comprises the following steps:
31) requirement of single naval vessel for dock mooring line length:
for a single berth terminal, it is calculated as follows (5):
Lb＝L+2d (5)
for a multi-berth terminal, the following equation is calculated:
end berthing: l isb＝L+1.5d (6)
Middle berth: l isb＝L+d (7)
In the formula: l isb: the dock mooring line required by the naval vessel is long, and the unit is m;
l: designing the length of a warship with the unit of m;
d: the surplus length is m;
32) the requirement of multiple vessels on the overall length of the mooring line of the wharf:
when the ship mooring requirement analysis is carried out, because whether the wharf is a single-berth wharf or a multi-berth wharf cannot be determined, in order to simplify calculation, the calculation is carried out according to the single-berth wharf, and the total length of wharf mooring lines required by a plurality of ships is calculated according to the following formula:
Lgeneral assembly＝N1Lb(8)
In the formula: l isGeneral assembly: the total length of the mooring line of the wharf required by a plurality of naval vessels is m;
Lb: calculating the length of a wharf mooring line required by a single naval vessel according to a formula (5), wherein the unit is m;
N1: the number of vessels;
and step 3: the third matching calculation module performs matching calculation on the channel and the vessel navigation demand;
the third matching calculation module is used for carrying out comparative analysis on the information of the port channel and the convoluted water area and the information of the length, the width, the draught, the stem height and the speed of the naval vessel so as to judge whether the naval vessel can enter the port; the following requirements need to be considered:
1) the requirement on navigation water depth is as follows:
the requirement of the naval vessel parking on the navigation water depth is calculated according to the formula (9):
D＝T+Z0+Z1+Z2+Z5(9)
Z0＝A(V)+B(DWT) (10)
Z2＝KH4％(11)
in the formula: d: the water depth required by a naval vessel is m;
t: designing a naval vessel to have full-load draught, wherein the unit is m;
Z0: determining a ship body sinking value in unit of m by adopting a formula (10) when the ship navigates;
v: the navigation speed is the economic navigation speed of the naval vessel; a is a function of V;
DWT: the vessel is in a ton grade, and B is a function of DWT;
Z1: the minimum margin depth under the keel when the naval vessel navigates is m;
Z2: calculating the wave rich depth in the unit of m according to the formula (11) when the naval vessel navigates;
k: a water depth coefficient;
H4％: the wave height allowed to berth before the wharf is m, the cumulative frequency of the wave train is 4 percent of the wave height, and the wave height is determined according to the local waves and port conditions;
Z5: the draught increased due to the warship battle damage is calculated according to the formula (4) with the unit of m;
2) requirements for channel width and number:
calculating the width requirement of the ship berthing on the bidirectional channel according to a formula (12); calculating the width requirement of the unidirectional channel according to a formula (14);
for a two-way channel, it is calculated as follows:
W＝2A’+b+2c (12)
A’＝n’(Lsinγ+B’) (13)
for a one-way channel, it is calculated as follows:
W＝A’+2c (14)
in the formula: w: the channel water depth required by the naval vessel is m;
a': the width of the flight path belt is calculated according to a formula (13), wherein the unit of the width is m;
n': a vessel drift coefficient;
γ: wind and current pressure drift angle;
l: designing the length of a warship with the unit of m;
b': designing the width of a ship with the unit of m;
b: taking the design ship width B' with the unit of m as the margin width between the two-way channel ships;
c: the margin width between the naval vessel and the bottom edge of the channel is m, and the numerical value in the table 7 is adopted;
TABLE 7. margin width between naval vessel and channel bottom edge
3) The scale requirements of the convoluted water area are as follows:
the convoluted water area meets the requirements of the naval vessel on self-navigation, entering and exiting ports and leaving and leaning against a wharf, and the width is not less than the rotation diameter of the naval vessel;
and 4, step 4: the naval vessel parking scheme generation module forms a naval vessel parking scheme;
the ship berthing scheme at the port generated by the ship berthing scheme generating module at least comprises the following contents:
1) berth allocation
According to the calculation, allocating a berth for each harborable berthing naval vessel; the berth distribution follows the principle of guaranteeing maximization of the number of ships and guaranteeing optimization of benefits; the method includes the steps that the situation that the ships are large in geometric dimension and high in guarantee requirement are preferably considered to enter ports and park;
2) docking implementation
After the berth allocation is formed, the ships enter the port and berth in the following sequence:
a. considering the guarantee time limit, the ships with strict requirements on the guarantee time limit are preferably docked;
b. the influence on the landing and the parking of other ships after the ships are parked in the port is considered, and the ships which do not influence the landing and the parking of other ships are preferably considered;
and (b) giving priority to the factor a between the two factors a and b.
2. The control method for optimizing the berthing of a military harbor vessel according to claim 1, wherein in the steps 1 and 2, the margin length d adopts the data in the table 1;
TABLE 1. length of margin d
。
3. The control method for optimizing the berthing of military harbor vessels according to claim 1, wherein in the step 2, Z1The data in table 2 are used;
table 2. minimum margin depth under keel in m when naval vessel sails;
。
4. The method for controlling the optimal berthing of a military harbor vessel according to claim 1, wherein in the step 2, the water depth coefficient K is 0.3 in the case of a tailsea and 0.5 in the case of a cross-sea.
5. The control method for optimizing the berthing of military harbor vessels according to claim 1, wherein in the step 2, Z2When the calculation result is negative, taking Z2＝0。
6. The control method for optimizing the berthing of the military harbor vessel according to claim 1, wherein in the step 2, the damage increase draft coefficient F is selected as 0.3.
7. The control method for optimizing the berthing of military harbor vessels according to claim 1, wherein in the step 3, Z1The data in table 4 are taken;
table 4. minimum margin depth under keel in m when naval vessel sails;
8. the control method for optimizing the berthing of the military harbor vessel according to claim 1, wherein in the step 3, the water depth coefficient K is selected according to the following table 5:
TABLE 5 coefficient of variation of ship and wave angles psi and K
9. The control method for optimizing the berthing of the military harbor vessel according to claim 1, wherein the drift coefficient n' and the wind and flow pressure deflection angle γ of the vessel in the step 3 are selected according to table 6:
TABLE 6 naval vessel Drift coefficient n' and wind and flow pressure deflection angle gamma value
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