CN112084573A - Method for evaluating positioning capacity of intelligent ship dynamic positioning system - Google Patents

Method for evaluating positioning capacity of intelligent ship dynamic positioning system Download PDF

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CN112084573A
CN112084573A CN202010800243.9A CN202010800243A CN112084573A CN 112084573 A CN112084573 A CN 112084573A CN 202010800243 A CN202010800243 A CN 202010800243A CN 112084573 A CN112084573 A CN 112084573A
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王晓原
夏媛媛
姜雨函
朱慎超
王芳涵
郝仑
万倩男
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Navigation Brilliance Qingdao Technology Co Ltd
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Abstract

The invention provides a method for evaluating the positioning capacity of an intelligent ship dynamic positioning system, which is characterized in that a dynamic positioning system capacity analysis curve graph is drawn by calculating the maximum environmental load which can be resisted by a target ship in each wind direction angle within a range of 360 degrees under each working condition and the static balance relation between the maximum environmental load and the thrust output by a corresponding propeller and the thrust moment; determining the comprehensive weight of the evaluation index by acquiring the subjective weight and the objective weight of the evaluation index; and further obtaining a comprehensive evaluation value of each wind direction angle under each working condition, and drawing the comprehensive evaluation value into a rose diagram, so that the comprehensive evaluation can be made on the positioning capability of the target ship under different working conditions. The method is suitable for the characteristic that the intelligent ship has the action capability under various working conditions, and when the given comprehensive evaluation index is combined with the data under various working conditions, the result is more accurate and visual; through the given comprehensive value of the dynamic positioning capability, different ships can be conveniently and directly compared with each other, and certain guidance effect is provided for the optimization of the dynamic positioning ships.

Description

Method for evaluating positioning capacity of intelligent ship dynamic positioning system
Technical Field
The invention relates to the field of intelligent ships, in particular to an evaluation method capable of reflecting the comprehensive performance of the positioning capability of a dynamic positioning system, which is established according to the performances of the intelligent ships under different working conditions.
Background
The dynamic positioning system is applied to an ocean drilling ship, a platform supporting ship, a submersible supporting ship and the like, and the main principle is that a computer is used for automatically calculating collected environmental parameters (wind, wave and flow) according to the ship position provided by a position reference system, and the thrust of each propeller is controlled, so that the ship keeps the heading and the ship position. In recent years, with the development of smart ships, the demand of ships with dynamic positioning performance is gradually increased, and the evaluation of the positioning capability of a dynamic positioning system also generates corresponding demand.
The positioning capability of a dynamically positioned vessel refers to the ability to maintain position under certain environmental and operational conditions. The evaluation and analysis of the positioning capability of the dynamic positioning system is a work with practical significance. On one hand, the method can be used as an evaluation standard of the dynamic positioning, and on the other hand, the method can also provide guidance and basis for the design of the dynamic positioning. Therefore, a reasonable evaluation criterion of the positioning capability of the dynamic positioning system is very important. The evaluation standards of the positioning capability of the dynamic positioning system are formulated by various home and abroad large classification societies, such as an environmental regulation index ERN of Norwegian classification societies, an achievement capability index PCR of British Law classification societies, an environmental position maintenance index ESKI of French classification societies, a dynamic positioning capability curve and the like.
The existing dynamic positioning capacity evaluation method only takes the maximum storm level which can be resisted by keeping the ship position when the ship has different heading directions as an evaluation basis, the evaluation result is usually shown in a rose diagram form, when the rose diagrams of two ships or two working conditions are overlapped, the comparison is difficult, as shown in figure 1, and the advantages and disadvantages of the positioning capacity of different ships and different working conditions are difficult to compare only by depending on a single rose diagram.
In addition, the conventional evaluation method is difficult to comprehensively evaluate the power capacity of the intelligent ship under various working conditions such as dynamic positioning, tracking navigation and berthing dependence.
Disclosure of Invention
The invention aims to provide an evaluation method capable of reflecting the comprehensive performance of the positioning capability of a dynamic positioning system according to the performances of an intelligent ship under different working conditions.
Specifically, the invention provides a method for evaluating the positioning capacity of a dynamic positioning system of an intelligent ship, which comprises the following steps:
step 100, calculating the maximum environmental load which can be resisted by a target ship in each wind direction angle within a range of 360 degrees under each working condition, calculating the static balance relation between the thrust and the thrust moment of a corresponding propeller under each maximum environmental load, and drawing a capacity analysis curve graph of a dynamic positioning system with the wind direction angle, the thrust and the thrust moment;
step 200, taking one or more components in the maximum environmental load as one or more evaluation indexes, obtaining the subjective weight of each evaluation index based on a G1 method, obtaining the objective weight of each evaluation index based on an approximation ideal point method, and determining the comprehensive weight of each evaluation index according to the subjective weight and the objective weight of each evaluation index in the dispersion square sum;
and 300, carrying out weighted average on the evaluation indexes by using the comprehensive weight to obtain a comprehensive evaluation value of each wind direction angle under each working condition, and drawing the comprehensive evaluation value into a rose diagram, so that the comprehensive evaluation can be carried out on the positioning capability of the target ship under different working conditions.
In one embodiment of the invention, the operating conditions comprise at least a dynamic positioning function, a tracking navigation function, an autonomous collision avoidance function and an autonomous berthing function.
In one embodiment of the present invention, the maximum environmental load is obtained by: by continuously increasing the environmental force and the moment acting on the target ship at a certain wind direction angle until the maximum effective thrust provided by a propulsion system of the target ship cannot be balanced with the environmental force and the moment, the environmental condition at the moment is the maximum environmental load at the wind direction angle; the maximum environmental loads include wind loads, flow loads and wave loads.
In one embodiment of the present invention, the wind load is calculated by an empirical formula, and the empirical formula is as follows:
Figure BDA0002627107770000031
in the formula, XW、YW、NWRespectively the wind power, rho, received by the target ship in the X, Y and Z-axis directionsaIs the air density; u shapeRRelative wind speed; alpha is alphaRIs a relative angle; l isOAThe total length of the target ship; a. thefIs the orthographic projection area above the waterline of the target ship; a. thesThe side projection area above the waterline of the target ship; cwx(αR) Is the wind pressure coefficient in the x direction; cwy(αR) Is the wind pressure coefficient in the y direction; cwn(αR) Is the wind pressure moment coefficient around the z axis;
wherein, the calculation formula of each wind pressure coefficient is as follows:
Figure BDA0002627107770000041
in the formula, Ai、Bi、CiThe representation coefficient is determined by table lookup; l isoaRepresenting the total length of the target ship; b is the target ship type width; c is the perimeter of the side projection area above the waterline of the target ship; e is the distance between the centroid of the side projection area at the upper part of the target ship waterline and the ship bow; m is the number of masts or mid-plane struts in the side projected area.
In one embodiment of the present invention, the flow load is calculated by using a slice theory, and the slice theory formula is as follows:
Figure BDA0002627107770000042
Figure BDA0002627107770000043
Figure BDA0002627107770000044
wherein α is a flow direction angle; is CcuxCoefficient of resistance, Ccux＝k1·(1+k)·CfThe middle k1 is a ship model conversion coefficient and is usually taken
Figure BDA0002627107770000045
k is a shape factor; cfIs a flat plate friction resistance coefficient, is obtained by an ITTC formula,
Figure BDA0002627107770000046
is the Reynolds number, and S is the wet surface area of the vessel.
In one embodiment of the present invention, the calculation formula of the wave load is:
Fwax＝0.5ρgLa2CXD(λ)cosψ (6)
Fway＝0.5ρgLa2CYD(λ)sinψ (7)
Fwan＝0.5ρgLa2CND(λ)sinψ (8)
in the formula, rho is the density of the seawater, g is the gravity acceleration, and a is the amplitude; λ is the wavelength; psi is the wave direction angle; cDX(λT) Is the wave drift force coefficient in the X direction; cYD(λT) The wave drift force coefficient in the Y direction; cND(λT) Is the wave drift moment coefficient around the z direction;
the wave drift moment coefficient is obtained by the following formula:
Figure BDA0002627107770000051
Figure BDA0002627107770000052
Figure BDA0002627107770000053
in one embodiment of the present invention, the static equilibrium relationship between each maximum environmental load and the thrust-thrust moment of the corresponding thruster is required to satisfy the following equation:
Figure BDA0002627107770000054
Figure BDA0002627107770000055
Figure BDA0002627107770000056
in the formula, Fopx、FopyAnd FopnIs the operating force and moment of the target vessel, which are related to the physical parameters of the target vessel itself and the motion state of the target vessel.
In one embodiment of the present invention, the dynamic positioning system capability analysis graph is obtained by the following steps;
step 110, in a range of 360 degrees, taking a 0-degree angle of a target ship as an initial wind direction angle, then deflecting clockwise or anticlockwise for a certain angle to serve as a next wind direction angle, and sequentially dividing the wind direction angles in the whole range;
step 111, determining a wind speed range according to the upper limit wind speed value and the lower limit wind speed value of the region in the historical data;
step 112, calculating the maximum environmental load corresponding to each wind speed in the wind speed range, then calculating the expected thrust and the thrust moment in the state, endowing the corresponding wind speed as the lower limit wind speed if the expected thrust and the thrust moment can be output according to the propeller configuration of the target ship, endowing the wind speed as the upper limit wind speed if the expected thrust and the thrust moment cannot be output, and circularly calculating the process to obtain the limit wind speed of the current wind direction angle within a certain error range;
and 113, repeating the steps 110 to 112 to calculate the limit wind speed of each wind direction angle, and drawing a dynamic positioning system positioning capability analysis curve graph representing the limit wind speed of each wind direction angle and corresponding thrust and thrust moment according to the obtained data.
In one embodiment of the present invention, the process of obtaining the subjective weight is as follows:
taking the maximum wind speed of the wind direction angle under each working condition as an evaluation index, the formula of the G1 method is as follows:
Figure BDA0002627107770000061
pk-1＝ukpk (16)
S＝(sij) (17)
wherein p isnThe subjective weight of the nth evaluation index; k is n, n-1, …,3, 2; i represents the ith evaluation index which is sorted from high importance to low importance; mu.siAs an evaluation index xi-1And xiRatio p of importance ofi-1/piThe rational judgment is determined according to a preset rational judgment reference value table;
the importance of various working conditions is determined according to the purposes of different types of target ships, and the determined rational judgment is substituted into the formula to obtain the subjective weight vector P of the target ship.
In one embodiment of the present invention, the process of obtaining the objective weight is as follows:
the calculation formula for approximating the ideal point method is as follows:
Figure BDA0002627107770000062
wherein j is 1,2, …, m, qiIndicates evaluation index xiThe weight of (c);
Figure BDA0002627107770000063
the value of the ith evaluation index is the value of the target ship when the target ship can resist the wind speed of the designated navigation area;
establishing an evaluation index according to the navigational region of the target ship, S*＝s* ijWherein s isijSubstituting the evaluation index value of the ship dynamic positioning evaluation index S into the formula to obtain objective weight vector S ═ Sij。
According to the method, the subjective weight and the objective weight of each index are obtained, the comprehensive weight of the indexes of the ship under different working conditions is obtained according to the obtained subjective weight and the objective weight based on the sum of squared deviations, and the dynamic positioning capability evaluation indexes under the different working conditions are weighted and averaged according to the comprehensive weight, so that the comprehensive evaluation index capable of evaluating the dynamic positioning capability of the intelligent ship under the different working conditions is obtained.
The comprehensive evaluation method is suitable for the characteristic that the intelligent ship has the action capability under various working conditions, and when the given comprehensive evaluation index is combined with data under various working conditions, the result is more accurate and visual; through the given comprehensive value of the dynamic positioning capability, different ships can be conveniently and directly compared with each other, and certain guidance effect is provided for the optimization of the dynamic positioning ships.
Drawings
FIG. 1 is a rose diagram showing the results of evaluation of a ship in the prior art;
FIG. 2 is a schematic flow diagram of a method according to an embodiment of the present invention;
FIG. 3 is a graphical depiction of the steps for analyzing the capabilities of a dynamic positioning system in accordance with one embodiment of the present invention;
FIG. 4 is a schematic diagram of a limiting wind speed curve in one embodiment of the present invention.
Detailed Description
The detailed structure and implementation process of the present solution are described in detail below with reference to specific embodiments and the accompanying drawings.
As shown in fig. 2, in an embodiment of the present invention, a method for evaluating a positioning capability of a smart ship dynamic positioning system includes the following steps:
step 100, calculating the maximum environmental load which can be resisted by a target ship in each wind direction angle within a range of 360 degrees under each working condition, calculating the static balance relation between the thrust and the thrust moment of a corresponding propeller under each maximum environmental load, and drawing a capacity analysis curve graph of a dynamic positioning system with the wind direction angle, the thrust and the thrust moment;
a ship equipped with dynamic positioning generally needs to satisfy dynamic positioning \ tracking navigation \ autonomous collision avoidance \ autonomous berthing function, and under different working conditions, the dynamic positioning capability of the ship is different, so comprehensive evaluation on dynamic positioning needs to obtain dynamic positioning capability evaluation indexes under each working condition.
And expressing the positioning capacity of the positioning system of the target ship under the formulated propulsion system and environmental conditions by using a dynamic positioning curve form. The limiting wind speed curve is used for measuring the positioning capacity of the dynamic positioning system through the maximum environmental condition which can be resisted by a target ship, and the angle of any point on the envelope curve represents the incoming direction (wind direction angle) of the environmental load relative to the ship; the radius represents the maximum environmental condition that the target vessel can resist with a determined propeller configuration in this direction to maintain its position heading.
The maximum environmental condition is obtained by keeping the maximum environmental condition which can be resisted by the self position and the heading, and the maximum environmental condition is obtained by continuously increasing the environmental force and the moment acted on the ship until the maximum effective thrust which can be provided by the propulsion system can not be balanced with the maximum environmental condition, wherein the environmental condition at the moment is the maximum environmental condition or the limited environment, and the environmental condition mainly comprises the environmental parameters such as wind speed, flow speed, wave condition and the like. In general, the flow velocity is a fixed value, the wind speed and the wave condition increase with the same probability, the variation relationship between the wind speed and the wave condition depends on the sea state of the working area, and can be obtained according to other long-term statistics of the area.
The process of calculating the wind load is as follows:
the wind load calculation was performed using an empirical formula proposed by Isherwood as follows:
Figure BDA0002627107770000091
in the formula, XW,YW,NWRespectively the wind force, rho, to which the hull is subjected in the X, Y and Z-axis directionsaIs the air density; u shapeRRelative wind speed; alpha is alphaRIs a relative angle; l isOAThe total length of the ship; a. thefThe forward projection area above the ship waterline; a. thesThe side projection area above the ship waterline; cwx(αR) Is the wind pressure coefficient in the x direction; cwy(αR) Is the wind pressure coefficient in the y direction; cwn(αR) Is the wind pressure moment coefficient around the z axis.
The wind pressure coefficient is determined by using an empirical formula of Isherwood, and the formula is as follows:
Figure BDA0002627107770000092
in the formula, Ai、Bi、CiRepresenting the coefficients, which can be determined by looking up the table; l isoaRepresents the overall length of the ship; b is the ship width; c is the perimeter of the side projection area above the ship waterline; e is the distance between the centroid of the side projection area of the upper part of the ship waterline and the ship bow; m is the number of masts or mid-plane struts in the side projected area.
The main computer works as threeEvaluation of the wind load factor in one degree of freedom, where Cwx(αR) Is the longitudinal wind coefficient at the wind direction angle, Cwx(αR) The transverse wind force coefficient at the wind direction angle is; cWn(αR) Is the wind pressure moment coefficient around the z axis;
the procedure for calculating the flow load is as follows:
the calculation of the flow load is calculated by using the slice theory, and the formula is as follows:
Figure BDA0002627107770000101
Figure BDA0002627107770000102
Figure BDA0002627107770000103
wherein α is a flow direction angle; is CcuxCoefficient of resistance, Ccux＝k1·(1+k)·CfThe middle k1 is a ship model conversion coefficient and is usually taken
Figure BDA0002627107770000104
k is a shape factor; cfIs a flat plate friction resistance coefficient, is obtained by an ITTC formula,
Figure BDA0002627107770000105
is the Reynolds number, and S is the wet surface area of the vessel.
The formula for calculating the wave load is as follows:
Fwax＝0.5ρgLa2CXD(λ)cosψ (6)
Fway＝0.5ρgLa2CYD(λ)sinψ (7)
Fwan＝0.5ρgLa2CND(λ)sinψ (8)
where ρ is sea water density, g is gravitational acceleration, and a is waveA web; λ is the wavelength; psi is the wave direction angle; fwaxIs the wave drift force coefficient in the X direction; fwayThe wave drift force coefficient in the Y direction; fwanIs the wave drift moment coefficient around the z direction; can be obtained by the following formula.
Figure BDA0002627107770000111
Figure BDA0002627107770000112
Figure BDA0002627107770000113
The thrust and thrust moment distribution process of the thruster is as follows:
when a dynamic positioning curve is calculated, external loads in the current state are obtained according to the environmental loads, and a thrust distribution module is established. The dynamic positioning capacity curve considers the static balance relation between the environmental load of the target ship on the horizontal plane and the thrust of the propeller, and the following equation conditions are satisfied:
Figure BDA0002627107770000114
Figure BDA0002627107770000115
Figure BDA0002627107770000116
in the formula, Fopx、FopyAnd FopnThe operating force and moment of the target vessel are related to the physical parameters of the target vessel itself and the motion state of the target vessel.
As shown in FIG. 3, the dynamic positioning system capability analysis graph is obtained as follows;
step 110, in a range of 360 degrees, taking a 0-degree angle of a target ship as an initial wind direction angle, then deflecting clockwise or anticlockwise for a certain angle to serve as a next wind direction angle, and sequentially dividing the wind direction angles in the whole range;
in the embodiment, the limiting wind speed under each wind direction angle is obtained by adopting a bisection method, namely, a range of the wind speed is given firstly, the intermediate value of the upper limit wind speed and the lower limit wind speed is used as the input wind speed time thrust optimal distribution calculation, and whether the propulsion system can realize the positioning of the ship under the wind speed is judged.
Step 111, determining a wind speed range according to the upper limit wind speed value and the lower limit wind speed value of the region in the historical data;
when the limit wind speed of the dynamic positioning capability of the target ship is calculated, the wind direction starts from 0 DEG to the coming direction of the target ship, a wind speed range is given, the change conditions of the wind speed, the waves and the ocean current depend on the sea condition of an action area, the change conditions can be obtained according to the long-term statistical data of the area, the environmental load corresponding to the upper limit and the lower limit is calculated, the expected thrust and thrust moment is calculated according to a formula
Figure BDA0002627107770000121
And
Figure BDA0002627107770000122
step 112, calculating the maximum environmental load corresponding to each wind speed in the wind speed range, then calculating the expected thrust and the thrust moment in the state, endowing the corresponding wind speed as the lower limit wind speed if the expected thrust and the thrust moment can be output according to the propeller configuration of the target ship, endowing the wind speed as the upper limit wind speed if the expected thrust and the thrust moment cannot be output, and circularly calculating the process to obtain the limit wind speed of the current wind direction angle within a certain error range;
according to the configuration of a propulsion system of the target ship, if the target ship propeller can output expected thrust and thrust moment, positioning can be achieved, the wind speed value is given to the lower limit wind speed, if positioning cannot be achieved, the wind speed value is given to the upper limit wind speed, the calculation is circulated until the interpolation of the upper limit wind speed and the lower limit wind speed is within a certain error range, and at the moment, the limit wind speed of the wind direction angle can be obtained.
And 113, repeating the steps 110 to 112 to calculate the limit wind speed of each wind direction angle, and drawing a dynamic positioning system positioning capability analysis curve graph representing the limit wind speed of each wind direction angle and corresponding thrust and thrust moment according to the obtained data.
The wind direction is deflected by a certain angle (usually 10 °), the limit wind speed at the angle is calculated, and finally, a limit wind speed envelope curve, i.e. a so-called limit wind speed curve, can be drawn according to the limit wind speed calculated at each wind direction angle, as shown in fig. 4.
As can be seen from FIG. 4, the target vessel has different positioning capabilities at different wind angles, and within each azimuth range, there is a certain limit wind speed XiThe value can be used as an evaluation index for subsequently calculating the positioning capability of the target ship under the wind direction angle.
Step 200, taking one or more components in the maximum environmental load as one or more evaluation indexes, obtaining the subjective weight of each evaluation index based on a G1 method, obtaining the objective weight of each evaluation index based on an approximation ideal point method, and determining the comprehensive weight of each evaluation index according to the subjective weight and the objective weight of each evaluation index in the dispersion square sum;
firstly, the working conditions of the ship are determined: a target ship equipped with dynamic positioning generally needs to satisfy various modes of dynamic positioning \ tracking navigation \ autonomous collision avoidance \ autonomous berthing, and in different modes, the dynamic positioning capability of the ship is different, and in each working condition, one or more indexes need to be obtained for calculating the comprehensive evaluation index of the positioning capability of the ship.
The limit wind speeds calculated by the steps are respectively vij(i-1, 2,3, 4; j-1, 2,3 … 36), wherein i-1 represents a power unit operating condition and i-2 represents a tracking navigation operating condition; the i-3 represents an autonomous collision avoidance working condition, and the i-4 represents an autonomous berthing working condition;j represents a wind direction angle range, j 1 represents a wind direction angle of 0 ° to 10 °, j 2 represents a wind direction angle of 10 ° to 30 °, and so on.
The process of obtaining the subjective weight under each working condition is as follows:
the subjective weight of each evaluation index is obtained by the G1 method, and the formula is as follows:
Figure BDA0002627107770000131
pk-1＝ukpk (16)
S＝(sij) (17)
wherein p isnThe subjective weight of the nth evaluation index; k is n, n-1, …,3, 2; i represents the ith evaluation index which is sorted from high importance to low importance; mu.siAs an evaluation index xi-1And xiRatio p of importance ofi-1/piThe rational judgment of (1) is determined based on a preset rational judgment reference value table, as shown in table 2. The method is simple, convenient and flexible, has small calculated amount and has no limit on the number of elements.
TABLE 2 rational judgment reference value assignment table
Figure BDA0002627107770000141
For the present embodiment, the importance degree of different evaluation indexes is obtained according to the specific use of the target ship, and when the evaluation target ship is used for transportation, the importance degree can be expressed as: tracking navigation refers to autonomous collision avoidance, self-help berthing and dynamic positioning; when the target vessel is an offshore operation vessel, the degree of importance may be expressed as: dynamic positioning, tracking navigation, autonomous collision avoidance and self-help berthing; the importance of different types of target vessels varies, and the transport vessel is evaluated as an example below.
The degree of importance of a transport vessel may be expressed as: autonomous collision avoidance along tracking navigation>Self-help berthing and departing>The dynamic positioning is carried out on the steel wire,i.e. sorted according to the degree of importance, and marked as c1j,c2j,c3j,c4j(j ═ 1,2,3.. 36), then the corresponding uiThe values are noted as:
Figure BDA0002627107770000142
based on the values, a subjective weight vector p can be calculated according to formula (15).
And then obtaining objective weight by using an approach ideal point method:
since the weight of the objective weighting method is the variation degree of each single maneuverability index in all indexes and the influence degree on other indexes, the embodiment adopts an approximate ideal point method in the weighting method for highlighting the overall difference, and obtains the objective weighting weight of the ship dynamic positioning capability evaluation method by establishing a Lagrange function. Specifically, obtaining the objective weight of each index based on the approach ideal point method includes:
Figure BDA0002627107770000151
wherein j is 1,2, …; m, qiIndicates evaluation index xiThe weight of (c);
Figure BDA0002627107770000152
the value of the ith evaluation index is the value of the target ship capable of resisting the wind speed of the designated navigation area.
Establishing an evaluation index according to the navigational region of the target ship, S*＝s* ijWherein s isijCalculating an objective weight vector S which is S-S for the evaluation index value of the target ship dynamic positioning evaluation index S through a formula (19)ij。
And finally, acquiring the comprehensive weight through the sum of squared deviations:
determining the comprehensive weight of each evaluation index according to the subjective weight of each evaluation index and the objective weight of each evaluation index, wherein the comprehensive weight comprises the following steps:
W＝α1P+α2Q (20)
wherein, W is a comprehensive weight vector; p is a subjective weight vector; q is an objective weight vector; alpha is alpha1And alpha2To combine weighting coefficients, alpha1＞0，α2Is greater than 0 and satisfies the unitization constraint condition alpha1 2+α2 2＝1。
And 300, carrying out weighted average on the evaluation indexes by using the comprehensive weight to obtain a comprehensive evaluation value of each wind direction angle under each working condition, and drawing the comprehensive evaluation value into a rose diagram, so that the comprehensive evaluation can be carried out on the positioning capability of the target ship under different working conditions.
For each wind direction angle, a comprehensive evaluation value in the wind direction angle can be obtained, and is represented as:
kj＝wij*vij(i＝1，2，3，4；j＝1，2，3…36) (21)
the positioning energy of the target ship under different working conditions can be comprehensively evaluated by drawing the rose diagram.
In the embodiment, a comprehensive weighting method is utilized, the subjective weight of each index is obtained based on a G1 method, the objective weight of each evaluation index is obtained based on an approximate ideal point method, the weights of the indexes of the ship under different working conditions are obtained based on the deviation square sum according to the obtained subjective weight and objective weight, and the comprehensive weight of each working condition is determined. And carrying out weighted average on the dynamic positioning capability evaluation indexes under all the working conditions according to the comprehensive weights under different working conditions to finally obtain the comprehensive evaluation indexes capable of evaluating the dynamic positioning capability of the intelligent ship under different working conditions.
The comprehensive evaluation method of the embodiment is suitable for the characteristic that the intelligent ship has the action capability under various working conditions, and when the given comprehensive evaluation index is combined with data under various working conditions, the result is more accurate and visual; through the given comprehensive value of the dynamic positioning capability, different ships can be conveniently and directly compared with each other, and certain guidance effect is provided for the optimization of the dynamic positioning ships.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (10)

1. A method for evaluating the positioning capacity of a dynamic positioning system of an intelligent ship is characterized by comprising the following steps:
step 100, calculating the maximum environmental load which can be resisted by a target ship in each wind direction angle within a range of 360 degrees under each working condition, calculating the static balance relation between the thrust and the thrust moment of a corresponding propeller under each maximum environmental load, and drawing a capacity analysis curve graph of a dynamic positioning system with the wind direction angle, the thrust and the thrust moment;
step 200, taking one or more components in the maximum environmental load as one or more evaluation indexes, obtaining the subjective weight of each evaluation index based on a G1 method, obtaining the objective weight of each evaluation index based on an approximation ideal point method, and determining the comprehensive weight of each evaluation index according to the subjective weight and the objective weight of each evaluation index in the dispersion square sum;
and 300, carrying out weighted average on the evaluation indexes by using the comprehensive weight to obtain a comprehensive evaluation value of each wind direction angle under each working condition, and drawing the comprehensive evaluation value into a rose diagram, so that the comprehensive evaluation can be carried out on the positioning capability of the target ship under different working conditions.
2. The method of claim 1,
the working conditions at least comprise a dynamic positioning function, a tracking navigation function, an autonomous collision avoidance function and an autonomous berthing function.
3. The method of claim 1,
the maximum environmental load is obtained by the following steps: by continuously increasing the environmental force and the moment acting on the target ship at a certain wind direction angle until the maximum effective thrust provided by a propulsion system of the target ship cannot be balanced with the environmental force and the moment, the environmental condition at the moment is the maximum environmental load at the wind direction angle; the maximum environmental loads include wind loads, flow loads and wave loads.
4. The method of claim 3,
the wind load is calculated by adopting an empirical formula method, wherein the formula of the empirical formula method is as follows:
Figure FDA0002627107760000021
in the formula, XW、YW、NWRespectively the wind power, rho, received by the target ship in the X, Y and Z-axis directionsaIs the air density; u shapeRRelative wind speed; alpha is alphaRIs a relative angle; l isOAThe total length of the target ship; a. thefIs the orthographic projection area above the waterline of the target ship; a. thesThe side projection area above the waterline of the target ship; cwx(αR) Is the wind pressure coefficient in the x direction; cwy(αR) Is the wind pressure coefficient in the y direction; cwn(αR) Is the wind pressure moment coefficient around the z axis;
wherein, the calculation formula of each wind pressure coefficient is as follows:
Figure FDA0002627107760000022
in the formula, Ai、Bi、CiThe representation coefficient is determined by table lookup; l isoaRepresenting the total length of the target ship; b is the target ship type width; c is the perimeter of the side projection area above the waterline of the target ship; e is the distance between the centroid of the side projection area at the upper part of the target ship waterline and the ship bow; m is the number of masts or mid-plane struts in the side projected area.
5. The method of claim 4,
the flow load is calculated by adopting a slice theory, and the slice theory formula is as follows:
Figure FDA0002627107760000023
Figure FDA0002627107760000024
Figure FDA0002627107760000031
wherein α is a flow direction angle; is CcuxCoefficient of resistance, Ccux＝k1·(1+k)·CfThe middle k1 is a ship model conversion coefficient and is usually taken
Figure FDA0002627107760000032
k is a shape factor; cfIs a flat plate friction resistance coefficient, is obtained by an ITTC formula,
Figure FDA0002627107760000033
is the Reynolds number, and S is the wet surface area of the vessel.
6. The method of claim 5,
the calculation formula of the wave load is as follows:
Fwax＝0.5ρgLa2CXD(λ)cosψ (6)
Fway＝0.5ρgLa2CYD(λ)sinψ (7)
Fwan＝0.5ρgLa2CND(λ)sinψ (8)
in the formula, rho is the density of the seawater, g is the gravity acceleration, and a is the amplitude; λ is the wavelength; psi is the wave direction angle; cDX(λT) Is the wave drift force coefficient in the X direction; cYD(λT) The wave drift force coefficient in the Y direction; cND(λT) Is the wave drift moment coefficient around the z direction;
the wave drift moment coefficient is obtained by the following formula:
Figure FDA0002627107760000034
Figure FDA0002627107760000035
Figure FDA0002627107760000036
7. the method of claim 6,
the static balance relationship between each maximum environmental load and the thrust and thrust moment of the corresponding propeller needs to satisfy the following equation conditions:
Figure FDA0002627107760000037
Figure FDA0002627107760000038
Figure FDA0002627107760000041
in the formula, Fopx、FopyAnd FopnIs the operating force and moment of the target vessel, which are related to the physical parameters of the target vessel itself and the motion state of the target vessel.
8. The method of claim 1,
the method comprises the following steps of obtaining a dynamic positioning system capacity analysis curve chart;
step 110, in a range of 360 degrees, taking a 0-degree angle of a target ship as an initial wind direction angle, then deflecting clockwise or anticlockwise for a certain angle to serve as a next wind direction angle, and sequentially dividing the wind direction angles in the whole range;
step 111, determining a wind speed range according to the upper limit wind speed value and the lower limit wind speed value of the region in the historical data;
step 112, calculating the maximum environmental load corresponding to each wind speed in the wind speed range, then calculating the expected thrust and the thrust moment in the state, endowing the corresponding wind speed as the lower limit wind speed if the expected thrust and the thrust moment can be output according to the propeller configuration of the target ship, endowing the wind speed as the upper limit wind speed if the expected thrust and the thrust moment cannot be output, and circularly calculating the process to obtain the limit wind speed of the current wind direction angle within a certain error range;
and 113, repeating the steps 110 to 112 to calculate the limit wind speed of each wind direction angle, and drawing a dynamic positioning system positioning capability analysis curve graph representing the limit wind speed of each wind direction angle and corresponding thrust and thrust moment according to the obtained data.
9. The method of claim 1,
the process of obtaining the subjective weight is as follows:
taking the maximum wind speed of the wind direction angle under each working condition as an evaluation index, the formula of the G1 method is as follows:
Figure FDA0002627107760000051
pk-1＝ukpk (16)
S＝(sij) (17)
wherein p isnThe subjective weight of the nth evaluation index; k is n, n-1, …,3, 2; i represents the ith evaluation index which is sorted from high importance to low importance; mu.siAs an evaluation index xi-1And xiRatio p of importance ofi-1/piThe rational judgment is determined according to a preset rational judgment reference value table;
the importance of various working conditions is determined according to the purposes of different types of target ships, and the determined rational judgment is substituted into the formula to obtain the subjective weight vector P of the target ship.
10. The method of claim 9,
the process of obtaining objective weights is as follows:
the calculation formula for approximating the ideal point method is as follows:
Figure FDA0002627107760000052
wherein j is 1,2, …, m, qiIndicates evaluation index xiThe weight of (c);
Figure FDA0002627107760000053
the value of the ith evaluation index is the value of the target ship when the target ship can resist the wind speed of the designated navigation area;
establishing an evaluation index according to the navigational region of the target ship, S*＝s* ijWherein s isijSubstituting the evaluation index value of the ship dynamic positioning evaluation index S into the formula to obtain objective weight vector S ═ Sij。
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