CN113095011A - Container ship binding force estimation method considering parameter rolling - Google Patents
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Abstract
The invention discloses a method for estimating the binding force of a container ship by considering parameter rolling, which comprises the following steps: acquiring ship parameters; constructing a function of high ship transverse stability along with time change according to ship parameters; constructing a rolling motion model of the ship according to a function that the ship rolling stability is high and changes along with time; calculating the extreme values of the roll angle and the roll acceleration of the ship according to the roll motion model of the ship by using a short-term forecasting method; calculating the pile stress of each container on the ship according to the roll angle and the roll acceleration extreme value; and calculating the respective binding force according to the pile stress of each container and the binding and fastening mode thereof. The invention solves the problem that the parameter rolling phenomenon possibly generated when a ship navigates cannot be considered in the traditional container ship container binding force analysis, and further ensures the safety of the container ship container binding system design.
Description
Technical Field
The invention relates to the technical field of ship construction, in particular to a method for estimating binding force of a container ship by considering parameter rolling.
Background
With the large-scale of container ships and the increasing of the carrying capacity of the container ships, more and more containers are arranged on the deck and are fixed on the ships through binding and fastening systems such as binding bridges, binding rods and the like. Because the container ship is a dynamic process when sailing at sea, the containers on the ship are inevitably subjected to external force, and binding reaction force (namely container binding force) is generated through the binding and fastening system.
The safety of the binding and fastening system is directly determined by the binding force of the container, and whether the container is damaged or falls off in the transportation process of the container ship is also determined. Typically, the classification societies or the international maritime organisation IMO will give the maximum allowable magnitude of lashing force, thereby guiding the design of the container lashing and lashing system of a container ship. Each classification society has a binding force calculation method. However, in the calculation formula of each classification society, the calculated value of the maximum roll angle of the ship does not exceed 30 °.
Parametric roll is a special motion that occurs when a vessel is sailing at sea, and container ships are also one of the types of vessels recognized in the industry as being more susceptible to parametric roll. When the ship generates parameter rolling, the rolling motion of the ship is increased instantly, and the maximum rolling angle can exceed 30 degrees. According to the description, there is an accident that a parametric roll occurs with a container ship, the roll angle thereof reaches 35 ° to 40 °, and finally when the ship arrives at a quay, about 1/3 containers on the deck are lost, and 1/3 containers are broken to different degrees, which is disastrous.
When the roll angle of the container ship exceeds 30 degrees, the safety of the container binding and fastening system designed according to the method of the classification society of various ships cannot be fully guaranteed. However, if all lashing and lashing systems on a large container ship are monitored in real time, the monitoring cost is too expensive and impractical. Therefore, in the actual navigation process of the container ship, a container binding force forecasting method capable of considering the ship parameter rolling is needed, so that the navigation parameters such as the speed, the course and the like are early warned in advance, and the safety of a container binding and fastening system in the navigation process is ensured.
Disclosure of Invention
In view of the above, the present invention provides a method for estimating the lashing force of a container ship considering parameter rolling, so as to solve the problems in the background art.
A method for estimating the binding force of a container ship by considering parameter rolling specifically comprises the following steps:
s1, acquiring ship parameters;
s2, constructing a function of high ship stability and time variation according to the ship parameters;
s3, constructing a rolling motion model of the ship according to the function of high ship rolling stability along with time change;
s4, calculating the extreme values of the roll angle and the roll acceleration according to the roll motion model of the ship by using a short-term forecasting method;
s5, calculating the pile stress of each container on the ship according to the roll angle and the roll acceleration extreme value;
and S6, calculating the respective binding force according to the pile stress and the binding and fastening mode of each container.
Preferably, step S6 is followed by step S7: and judging whether the binding force of each container exceeds the specification requirement, and if so, changing the speed and/or the course to avoid the ship from generating parameter rolling.
Preferably, the specific step of calculating the function of the high ship stability along with the time change according to the ship parameters in S2 is as follows:
s21, acquiring a wave frequency spectrum according to the ship parameters;
s22, generating random waves through a wave frequency spectrum;
and S23, constructing a function of the ship with high transverse stability and time variation according to the generated random waves.
Preferably, when the function of the ship with high transverse stability and time variation is calculated according to the generated random wave in the step S23,
firstly, calculating the encounter wavelength and the encounter circle frequency of the ship under each regular wave according to the generated random wave;
secondly, selecting a plurality of measuring positions in the length direction of the ship, respectively calculating the high transverse stability of the wave crest of the encountered wave of each regular wave at each measuring position, and recording the maximum transverse stability and the minimum transverse stability of the ship under each regular wave;
then, constructing a time-varying relation of the ship transverse stability under each regular wave according to the maximum transverse stability, the minimum transverse stability, the encounter wavelength and the encounter circular frequency of the ship under each regular wave;
and finally, superposing the time-varying relation of the ship transverse stability under each regular wave to obtain a time-varying function of the ship transverse stability.
Preferably, the relation of the ship with high transverse stability and time variation under each regular wave is as follows
Wherein, GMiMaxThe maximum transverse stability, GM, of the ship under the ith regular waveiMinIs the minimum transverse stability of the ship under the ith regular wave, omegaeiThe encountering circle frequency of the ship under the ith regular wave; epsiloniRandom phase, ranging between 0 and 2 pi;
function of ship transverse stability with time variation
n is the number of regular waves according to random wave decomposition.
Preferably, the waveform formula of the random wave is as follows:
wherein eta (x, t) is a waveform of a random wave and is formed by superposing n regular waves;
ωithe circular frequency of the ith regular wave;
kithe wave number of the ith regular wave, which is related to the circular frequency ωiA dispersion relation exists;
Aiis the amplitude of the ith regular wave, canCalculating according to the frequency spectrum of the wave;
εiis a random phase, ranging from 0 to 2 pi.
Preferably, the vessel parameters include a vessel type parameter, a loading condition parameter, a sailing parameter, an environmental parameter, and a hydrodynamic parameter.
Preferably, the ship type parameters comprise ship body line type and water displacement;
the loading condition parameters comprise the central position of the ship and the arrangement and stacking conditions of all rows of containers on the ship;
the navigation parameters comprise the current navigation speed and the current course of the ship;
the environment parameters comprise wave parameters, the wind speed and the wave direction at the current moment;
the hydrodynamic parameter comprises a roll damping coefficient.
Preferably, the stack forces of the container include lateral and vertical forces.
The invention has the beneficial effects that:
1. the parameter rolling calculation of the container ship is combined with the calculation of the binding force of the container, so that the problem that the parameter rolling phenomenon possibly occurring when the ship sails cannot be considered in the analysis of the binding force of the container of the traditional container ship is solved, the safety of the design of a container binding system of the container ship is further ensured, and the situations that the container is lost or damaged in the sailing process of the ship are prevented.
2. The installation and monitoring of all binding systems on a container ship are not needed, and only the information of stacking and binding of all columns of containers is collected and provided, so that the system cost is greatly saved.
3. The method can also early warn the navigation speed and the navigation course of the container ship, thereby avoiding the phenomenon of parameter rolling of the ship, and the navigation speed and the navigation course can determine whether the container ship can generate the parameter rolling to a great extent.
4. The method of the invention can be used not only in the actual ship navigation process, but also in the early design of the container ship, thereby guiding the design and arrangement research of the container binding and fastening system.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a flow chart of the method of the present invention.
Fig. 2 is a schematic diagram of the stacking of the containers required for input in the present invention.
FIG. 3 is a flow chart of a function for calculating high vessel roll stability over time.
Fig. 4 is a schematic diagram of the container ship roll motion over time.
Detailed Description
For better understanding of the technical solutions of the present invention, the following detailed descriptions of the embodiments of the present invention are provided with reference to the accompanying drawings.
It should be understood that the described embodiments are only some embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The present application is described in further detail below with reference to specific embodiments and with reference to the attached drawings.
The invention provides a method for estimating the binding force of a container ship by considering parameter rolling, which specifically comprises the following steps:
and S1, acquiring ship parameters.
The ship parameters comprise ship type parameters, loading condition parameters, navigation parameters, environment parameters and hydrodynamic parameters.
The ship-type parameters include hull linetype, displacement, etc. The ship type parameters can be obtained through a design file of the ship.
The loading condition parameters comprise the central position of the ship, the arrangement and stacking conditions of all rows of containers on the ship and the like, and the arrangement and stacking conditions of the containers specifically refer to the parameters of the height of a single container, the mass of each layer of containers, the relative position of the center of the bottom of the whole container stack from the center of the ship and the like.
The navigation parameters comprise the current navigation speed, the current course and the like of the ship.
The environmental parameters comprise wave parameters, wind speed and wave direction at the current moment and the like.
The hydrodynamic parameters include roll damping coefficient and the like.
And S2, constructing a function of the ship with high stability and time variation according to the ship parameters.
Specifically, constructing a function of high ship stability over time includes the steps of:
and S21, acquiring a wave frequency spectrum according to the ship parameters, and specifically generating the wave frequency spectrum by using the wave parameters in the environment parameters.
Preferably, the Bretschneider spectrum is selected as the wave frequency, wherein the wave parameters are the mean wave height and the mean period.
And S22, generating random waves through the wave frequency spectrum.
The waveform formula of the random wave is as follows:
wherein eta (x, t) is a waveform of a random wave and is formed by superposing n regular waves;
ωithe circular frequency of the ith regular wave;
kithe wave number of the ith regular wave, which is related to the circular frequency ωiA dispersion relation exists;
Aithe amplitude of the ith regular wave can be calculated according to the frequency spectrum of the wave;
εiis a random phase, ranging from 0 to 2 pi.
In the present embodiment, n is preferably 11, ωiPreferably in the range of 0.2rad/s to 1.2 rad/s.
And S23, calculating a function of the ship transverse stability along with time according to the generated random wave.
Specifically, first, the encounter wavelength and the encounter circular frequency of the ship under each regular wave are calculated from the generated random wave, i.e., the passing circular frequency ωiSum wave number kiMeasuring the included angle between the wave direction and the ship sailing speed, and calculating the encounter wavelength and the encounter circular frequency omega of the ship under each regular waveei。
Secondly, selecting a plurality of measuring positions in the length direction of the ship, respectively calculating the high transverse stability of the wave crest of the encountered wave of each regular wave at each measuring position, and recording the GM (maximum transverse stability) high of the ship under each regular waveiMaxAnd a high minimum transverse stability GMiMin。
Then, constructing a time-varying relation of the ship transverse stability under each regular wave according to the maximum transverse stability, the minimum transverse stability, the encounter wavelength and the encounter circular frequency of the ship under each regular wave;
the relation of the ship with high transverse stability and time-dependent change relation under each regular wave is as follows
Wherein, GMiMaxThe maximum transverse stability, GM, of the ship under the ith regular waveiMinIs the minimum transverse stability of the ship under the ith regular wave, omegaeiIs the encountered circle frequency of the ship under the ith regular wave.
Finally, the variation relation of the ship transverse stability with time under each regular wave is superposed to obtain the function of the ship transverse stability with time
And S3, constructing a rolling motion model of the ship according to the function of the high ship rolling stability and the time variation.
Specifically, a rolling motion equation of the ship is established and solved as follows:
wherein phi is the roll angle of the container ship;
Ix′xthe rolling moment of inertia of the ship comprises the rolling moment of inertia of the ship and the additional moment of inertia of rolling, and can be calculated by ship type parameters and loading condition parameters, and the rolling moment of inertia is about 3.9 x 10 in the embodiment10kgm2；
d1And d3Linear damping coefficients and nonlinear damping coefficients are obtained through conversion of a water tank test during ship design;
Δ is the drainage quality of the vessel;
g is the acceleration of gravity and is 9.81m/s2；
GM (t) is high in ship transverse stability, changes along with time, and is obtained by calculation in the step 2;
K3the nonlinear restoring moment coefficient for roll, which is about 2.7 in this embodiment;
Fe(t) environmental loads, including wave loads, wind loads, etc., change over time.
And solving the nonlinear ordinary differential equation by using a Runge-Kutta method to obtain a short-term change rule of the rolling motion of the container ship along with time. The time domain calculates the duration of the encounter period of 100 waves.
And S4, calculating the extreme values of the roll angle and the roll acceleration according to the roll motion model of the ship by using a short-term forecasting method.
And S5, calculating the pile stress of each container on the ship according to the extreme values of the roll angle and the roll acceleration and by combining the loading condition parameters of the ship, wherein the pile stress comprises a transverse force and a vertical force.
And S6, distributing and combining the pile stress of each container according to the arrangement and pile condition of each row of containers in the loading working condition parameters and the distribution and combination principle of the transport force and the binding and fastening mode of each box pile, and calculating the binding force of each container.
Step S7 is also included after step S6: and judging whether the binding force of each container exceeds the specification requirement, and if so, changing the speed and/or the course to avoid the ship from generating parameter rolling.
The following describes in detail embodiments of the present invention by way of examples.
Suppose the speed of a certain container ship is 5 knots.
Firstly, a wave frequency spectrum is generated according to wave parameters of the container ship, random waves eta (x, t) are further generated according to the generated wave frequency spectrum, and the random waves eta (x, t) are assumed to be composed of 11 regular waves, and the circular frequency of the regular waves is 0.2rad/s-1.2 rad/s.
Assuming that the wave amplitude of one regular wave is 3m, the wave number is 0.02rad/m, and the circular frequency is 0.45rad/s, the angle between the wave direction of the regular wave and the ship sailing direction is 30 degrees through the circular frequency and the wave number, the regular wave sails with the waves, the encountering wavelength of the regular wave is 350m according to the angle between the wave direction of the regular wave and the ship sailing direction and the ship speed, the encountering frequency is 0.4rad/s, and the encountering wavelength of the regular wave is exactly equal to the vertical line length of the ship. Then, dividing the ship length into 10 equal parts, respectively calculating the high transverse stability of the wave crest of the regular wave encountering wave at each measuring position, and screening the maximum high transverse stability GM of the ship under the regular waveiMax3.47m, high GM of minimum transverse stabilityiMinThe GM is obtained from the time-dependent variation relationship of the container ship under the regular wave with high transverse stabilityi(t)＝1.618+1.852cos(0.4t+εi). Repeating the steps, and respectively calculating the change relation of the high transverse stability of the container ship under each regular wave along with the time.
Superposing the high transverse stability of the container ship under each regular wave to obtain a function of the high transverse stability of the ship changing along with time as
Then, the maximum values of the maximum roll angle and the maximum roll angle acceleration of the container ship are calculated according to the above steps S3 and S4, and are about 32deg and 2.05deg/S respectively2. The lashing force of each container is then calculated according to the above steps S5 and S6.
In this embodiment, the containers on the ship adopt a double-layer binding mode, and binding points are respectively positioned on the tops of the 3 rd-layer containers and the 5 th-layer containers. The binding force of the binding rods at the binding position of the 3 rd layer is about 35kN, and the binding force of the binding rods at the binding position of the 5 th layer is about 119 kN; the container lateral torsional force is approximately 278kN at level 3 and 130kN at level 5.
The embodiment adopts the specification standard of the American classification society, and the specification requirement of the American classification society, the allowable binding force of the binding rod in the binding direction is 250kN, and the allowable value of the transverse torsion force of the container is 150 kN. The binding force obtained by the calculation of the upper number indicates that the transverse torsion force for binding the container on the third layer exceeds the allowable value, and the container can be damaged. Therefore, necessary measures are taken to avoid parametric roll of the container ship.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (9)
1. A method for estimating the binding force of a container ship by considering parameter rolling is characterized by comprising the following steps:
s1, acquiring ship parameters;
s2, constructing a function of high ship stability and time variation according to the ship parameters;
s3, constructing a rolling motion model of the ship according to the function of high ship rolling stability along with time change;
s4, calculating the extreme values of the roll angle and the roll acceleration according to the roll motion model of the ship by using a short-term forecasting method;
s5, calculating the pile stress of each container on the ship according to the roll angle and the roll acceleration extreme value;
and S6, calculating the respective binding force according to the pile stress and the binding and fastening mode of each container.
2. The method for estimating the lashing force of the container ship considering the roll parameter as recited in claim 1, further comprising the step of S7 after the step of S6: and judging whether the binding force of each container exceeds the specification requirement, and if so, changing the speed and/or the course to avoid the ship from generating parameter rolling.
3. The method for estimating the lashing force of the container ship considering the parameter rolling according to claim 1, wherein the step of constructing the function of the ship with high rolling stability along with the time according to the ship parameters in the step S2 comprises the following specific steps:
s21, acquiring a wave frequency spectrum according to the ship parameters;
s22, generating random waves through a wave frequency spectrum;
and S23, constructing a function of the ship with high transverse stability and time variation according to the generated random waves.
4. The method for estimating the lashing force of a container ship considering parameter rolling according to claim 3, wherein when the function of the change of the ship rolling stability along with time is calculated according to the generated random wave in S23,
firstly, calculating the encounter wavelength and the encounter circle frequency of the ship under each regular wave according to the generated random wave;
secondly, selecting a plurality of measuring positions in the length direction of the ship, respectively calculating the high transverse stability of the wave crest of the encountered wave of each regular wave at each measuring position, and recording the maximum transverse stability and the minimum transverse stability of the ship under each regular wave;
then, constructing a time-varying relation of the ship transverse stability under each regular wave according to the maximum transverse stability, the minimum transverse stability, the encounter wavelength and the encounter circular frequency of the ship under each regular wave;
and finally, superposing the time-varying relation of the ship transverse stability under each regular wave to obtain a time-varying function of the ship transverse stability.
5. The method of estimating lashing force of a container ship considering parameter rolling according to claim 4, wherein each regular wave ship is down-lyingThe relation of the high transverse stability and the time variation is as follows
Wherein, GMiMaxThe maximum transverse stability, GM, of the ship under the ith regular waveiMinIs the minimum transverse stability of the ship under the ith regular wave, omegaeiThe encountering circle frequency of the ship under the ith regular wave; epsiloniRandom phase, ranging between 0 and 2 pi;
function of ship transverse stability with time variation
n is the number of regular waves according to random wave decomposition.
6. The method for estimating the lashing force of a container ship considering parameter rolling according to claim 3, wherein the waveform formula of the random wave is as follows:
wherein eta (x, t) is a waveform of a random wave and is formed by superposing n regular waves;
ωithe circular frequency of the ith regular wave;
kithe wave number of the ith regular wave, which is related to the circular frequency ωiA dispersion relation exists;
Aithe amplitude of the ith regular wave can be calculated according to the frequency spectrum of the wave;
εiis a random phase, ranging from 0 to 2 pi.
7. The method for estimating the lashing force of a container ship considering parameter rolling according to claim 1, wherein the ship parameters include a ship type parameter, a loading condition parameter, a navigation parameter, an environmental parameter and a hydrodynamic parameter.
8. The method of estimating lashing force of a container ship considering parameter roll according to claim 7, wherein the ship type parameters include hull line type, displacement;
the loading condition parameters comprise the central position of the ship and the arrangement and stacking conditions of all rows of containers on the ship;
the navigation parameters comprise the current navigation speed and the current course of the ship;
the environment parameters comprise wave parameters, the wind speed and the wave direction at the current moment;
the hydrodynamic parameter comprises a roll damping coefficient.
9. The method of estimating lashing force of a container ship in consideration of roll parameter as recited in claim 1, wherein the stack force of the container includes lateral force and vertical force.
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| 顾学文;: "江海直达型敞口集装箱的绑扎设计", 科技创新与应用, no. 33 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114104203A (en) * | 2021-11-23 | 2022-03-01 | 上海海事大学 | Container stacking safety monitoring method |
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