CN113095011B - Container ship binding force prediction method considering parameter rolling - Google Patents
Container ship binding force prediction method considering parameter rolling Download PDFInfo
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- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
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Abstract
The application discloses a method for estimating binding force of a container ship by considering parameter rolling, which comprises the following steps: acquiring ship parameters; constructing a function of the ship stability with time according to the ship parameters; constructing a rolling motion model of the ship according to a function of the ship stability with time variation; calculating the extreme values of roll angle and 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 of each container. The application solves the problem that the parameter rolling phenomenon possibly occurring when the ship sails 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 application relates to the technical field of ship construction, in particular to a container ship binding force prediction method considering parameter rolling.
Background
With the upsizing of container ships and the increasing load capacity thereof, more and more containers are arranged on deck and fixed on the ships by lashing systems such as lashing bridges and lashing bars. Since the container ship sails on the sea as a dynamic process, the containers on the ship are also inevitably subjected to external forces, so that lashing reaction forces (i.e. container lashing forces) are generated by lashing systems.
The size of the container lashing force directly determines the safety of the lashing and fastening system, and also determines whether the container is damaged or falls off in the transportation process of the container ship. Typically, the boat-level society or the international maritime organization IMO will give the maximum allowable magnitude of lashing force, thereby guiding the container lashing system design of the container boat. In addition, each ship-class society has a respective binding force calculation method. However, in the calculation formula of each class agency, the calculated value of the maximum roll angle of the ship does not exceed 30 °.
Parameter roll is a special motion of a ship when the ship is sailing at sea, and container ship is one of the ship types which are recognized in the industry as being easier to generate parameter roll. When a ship is subjected to parameter roll, the roll motion is instantaneously intensified, and the maximum roll angle is possibly more than 30 degrees. According to the records, there are accidents of parameter rolling of container ships together, the roll angle reaches 35 degrees to 40 degrees, and finally when the ship arrives at a wharf, about 1/3 of containers on a deck are lost, and 1/3 of containers are damaged to different degrees, so that the damage is heavy.
When the roll angle of the container ship exceeds 30 degrees, the safety of the container lashing and fastening system designed according to the method of each family society is not fully ensured. If all lashing and lashing systems on a large container ship are monitored in real time, the cost of the monitoring is too expensive and impractical. Therefore, in the actual sailing process of the container ship, a container lashing force forecasting method capable of considering the rolling of ship parameters is needed, so that early warning is carried out on sailing parameters such as the sailing speed, the sailing direction and the like in advance, and the safety of a container lashing and fastening system in the sailing process is ensured.
Disclosure of Invention
In view of the above, the present application provides a method for estimating binding force of a container ship considering parameter rolling, which is used for solving the problems in the prior art.
A container ship binding force estimation method considering parameter rolling specifically comprises the following steps:
s1, acquiring ship parameters;
s2, constructing a function of the ship stability with time change according to the ship parameters;
s3, constructing a rolling motion model of the ship according to a function of the high stability of the ship along with the change of time;
s4, calculating a roll angle and a roll acceleration extremum of the ship according to a 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;
s6, calculating respective binding force according to the pile stress of each container and the binding and fastening modes of the containers.
Preferably, step S6 is followed by step S7: judging whether the binding force of each container exceeds the standard requirement, and if so, changing the navigational speed and/or the heading to avoid the parameter rolling of the ship.
Preferably, the specific step of calculating the function of the ship stability with time according to the ship parameter in S2 is as follows:
s21, acquiring a wave spectrum according to ship parameters;
s22, generating random waves through a wave spectrum;
s23, constructing a function of the ship stability height changing along with time according to the generated random wave.
Preferably, when the function of the ship' S roll height with time is calculated from the generated random wave in S23,
firstly, calculating the encountered wavelength and encountered circular 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 stationarity of the wave crest of the encountered wave of each regular wave at each measuring position, and recording the maximum stationarity and the minimum stationarity of the ship under each regular wave;
then, constructing a time-dependent change relation of the maximum stationarity, the minimum stationarity, the encountered wavelength and the encountered circular frequency of the ship under each regular wave according to the ship under each regular wave;
and finally, superposing the change relation of the ship stability height with time under each regular wave to obtain a function of the ship stability height with time.
Preferably, the relation of the change relation of the stationarity height of the ship under each regular wave with time is thatWherein, GM iMax Is the maximum stationarity of the ship under the ith regular wave, GM iMin Is the minimum stationarity of the ship under the ith regular wave, omega ei The circular frequency of the ship under the ith regular wave is encountered; epsilon i Is a random phase, ranging from 0 to 2 pi;
function of time-varying ship stationarityn is the number of regular waves decomposed from the random wave.
Preferably, the waveform formula of the random wave is:
wherein eta (x, t) is the waveform of random wave and is formed by superposition of n regular waves;
ω i the circular frequency of the ith regular wave;
k i the wave number of the ith regular wave, which is equal to the circular frequency omega i There is a dispersion relation;
A i the amplitude of the ith regular wave can be calculated according to the frequency spectrum of the wave;
ε i is a random phase, ranging from 0 to 2 pi.
Preferably, the vessel parameters include a ship type parameter, a loading condition parameter, a sailing parameter, an environment parameter, and a hydrodynamic parameter.
Preferably, the ship type parameter comprises ship body linetype and displacement;
the loading working condition parameters comprise the central position of the ship and the arrangement box stacking condition of each row of containers on the ship;
the navigation parameters comprise the current navigation speed and the current navigation course of the ship;
the environment parameters comprise wave parameters, wind speed at the current moment and wave direction;
the hydrodynamic parameters include roll damping coefficients.
Preferably, the stack forces of the container include lateral and vertical forces.
The beneficial effects of the application are as follows:
1. the parameter rolling calculation of the container ship is combined with the calculation of the container binding force, so that the problem that the parameter rolling phenomenon possibly occurs when the ship sails cannot be considered in the traditional container ship container binding force analysis is solved, the safety of the container ship container binding system design is further ensured, and the situations of container loss or breakage and the like in the ship sailing process are prevented.
2. And the system cost is greatly saved by only collecting and providing information of each column of container stacking boxes and binding without installing and monitoring all binding systems on the whole container ship.
3. The method can also pre-warn the navigation speed and the heading of the container ship, thereby avoiding the phenomenon of parameter rolling of the ship, and the navigation speed and the heading can determine whether the container ship can roll the parameter to a great extent.
4. The method of the application not only can be used in the sailing process of a real ship, but also can be used for the earlier design of a container ship, thereby guiding the design and arrangement research of a container lashing and fastening system.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed 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 application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flow chart of the method of the present application.
Fig. 2 is a schematic diagram of the stacking situation of the required input containers in the present application.
FIG. 3 is a flow chart of a function for calculating the roll height of a vessel over time.
Figure 4 is a schematic representation of the rolling movement of a container ship over time.
Detailed Description
For a better understanding of the technical solution of the present application, the following detailed description of the embodiments of the present application refers to the accompanying drawings.
It should be understood that the described embodiments are merely some, but not all, embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The application will now be described in further detail with reference to specific examples thereof in connection with the accompanying drawings.
The application provides a method for estimating binding force of a container ship by considering parameter rolling, which specifically comprises the following steps:
s1, acquiring ship parameters.
The ship parameters include a ship type parameter, a loading condition parameter, a sailing parameter, an environment parameter and a hydrodynamic parameter.
The ship type parameters comprise ship body line type, displacement and the like. 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 box stacking condition of each row of containers on the ship and the like, and the arrangement box stacking condition of the containers specifically refers to the parameters such as 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 box stack from the center of the ship and the like.
The navigation parameters comprise current navigation speed, heading and the like of the ship.
The environment parameters comprise wave parameters, wind speed and wave direction at the current moment and the like.
The hydrodynamic parameters include roll damping coefficients and the like.
S2, constructing a function of the ship stability with time change according to the ship parameters.
Specifically, constructing a function of the vessel's roll height over time includes the steps of:
s21, acquiring a wave spectrum according to the ship parameters, and specifically, utilizing the wave parameters in the environment parameters to generate the wave spectrum.
Preferably, the Bretschneider spectrum is chosen as the wave frequency, wherein the wave parameters are the average wave height and the average period.
S22, generating random waves through wave spectrums.
The waveform formula of the random wave is as follows:
wherein eta (x, t) is the waveform of random wave and is formed by superposition of n regular waves;
ω i the circular frequency of the ith regular wave;
k i the wave number of the ith regular wave, which is equal to the circular frequency omega i There is a dispersion relation;
A i the amplitude of the ith regular wave can be calculated according to the frequency spectrum of the wave;
ε i is a random phase, ranging from 0 to 2 pi.
In this embodiment, n is preferably 11, ω i Preferably in the range of 0.2rad/s to 1.2rad/s.
S23, calculating a function of the ship stability height changing along with time according to the generated random wave.
Specifically, first, the encounters of the ship under each regular wave are calculated from the generated random wavesWavelength and encounter circular frequency, i.e. by circular frequency omega i Sum wave number k i Measuring the included angle between the wave direction and the ship navigation speed, and calculating the encountered wavelength and encountered circular frequency omega of the ship under each regular wave ei 。
Secondly, selecting a plurality of measuring positions in the length direction of the ship, respectively calculating the stability of the wave crest of the encountered wave of each regular wave at each measuring position, and recording the maximum stability height GM of the ship under each regular wave iMax And minimum roll high GM iMin 。
Then, constructing a time-dependent change relation of the maximum stationarity, the minimum stationarity, the encountered wavelength and the encountered circular frequency of the ship under each regular wave according to the ship under each regular wave;
the relation of the change relation of the high stability of the ship under each regular wave with time is that
Wherein, GM iMax Is the maximum stationarity of the ship under the ith regular wave, GM iMin Is the minimum stationarity of the ship under the ith regular wave, omega ei Is the encountered circular frequency of the ship under the ith regular wave.
Finally, the change relation of the ship stability height along with time under each regular wave is overlapped to obtain the function of the ship stability height along with time
S3, constructing a rolling motion model of the ship according to a function of the high stability of the ship along with the change of time.
Specifically, a roll motion equation of the ship is established and solved, and the following formula is adopted:
wherein phi is the roll angle of the container ship;
I x ′ x the roll moment of inertia of the vessel, including the vessel's own roll moment of inertia and the additional moment of inertia of the roll, may be calculated from the vessel type parameters and the loading parameters, in this embodiment the roll moment of inertia is about 3.9 x 10 10 kgm 2 ；
d 1 And d 3 The damping coefficients are linear and nonlinear respectively, and can be obtained through conversion of a pool test in ship design;
delta is the drainage quality of the vessel;
g is the gravitational acceleration of 9.81m/s 2 ；
GM (t) is high in ship stability, changes with time, and is calculated in the existing step 2;
K 3 a nonlinear restoring moment coefficient for roll, in this example about 2.7;
F e and (t) is an environmental load, including wave load, wind load, etc., which varies with time.
And solving the nonlinear very differential equation by using a Runge-Kutta method to obtain the short-term change rule of the rolling motion of the container ship along with time. The time domain calculation is for a period of 100 waves encountering.
S4, 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.
And S5, calculating the stack stress of each container on the ship according to the extreme values of the roll angle and the roll acceleration and combining the loading working condition parameters of the ship, wherein the stack stress comprises transverse force and vertical force.
S6, according to the arrangement and stacking situation of each row of containers in the loading working condition parameters, the principle of force distribution and combination is used, and the binding force of each container is calculated by distributing and combining the stacking force of each container in combination with the binding and fastening mode of each container stack.
Step S6 is followed by step S7: judging whether the binding force of each container exceeds the standard requirement, and if so, changing the navigational speed and/or the heading to avoid the parameter rolling of the ship.
Specific embodiments of the present application are described in detail below by way of example.
Assume that the speed of a container ship is 5 knots.
Firstly, generating a wave spectrum according to wave parameters of the container ship, further generating a random wave eta (x, t) according to the generated wave spectrum, and supposing that the random wave eta (x, t) is composed of 11 regular waves, wherein the circular frequency of the regular waves is 0.2rad/s-1.2rad/s.
Assuming that the wave amplitude of one of the regular waves is 3m, the wave number is 0.02rad/m, the circular frequency is 0.45rad/s, the wave direction of the regular wave is 30 degrees with the ship navigation direction through the measurement of the circular frequency and the wave number, the regular wave is navigation along with the ship, the encountering wavelength of the regular wave is calculated to be 350m according to the included angle between the wave direction of the regular wave and the ship navigation direction and the ship navigation speed, the encountering circular frequency is 0.4rad/s, and the encountering wavelength of the regular wave is exactly equal to the length between the vertical lines of the ship. Dividing the ship length into 10 equal parts, respectively calculating the stability of the wave crest of the regular wave encountering wave at each measuring position, and screening out the maximum stability high GM of the ship under the regular wave iMax =3.47 m, minimum stationarity high GM iMin = -0.234m of the total length of the cable, thereby obtaining the change relation of the high stability of the container ship under the regular wave along with time as GM i (t)＝1.618+1.852cos(0.4t+ε i ). And repeating the steps, and respectively calculating the change relation of the stability height of the container ship under each regular wave along with time.
Superposing the stationarity height of each container ship under the regular wave to obtain the time-varying function of the stationarity height of the ship as
The maximum transverse angle and roll angular acceleration of the container ship are then calculated according to the above steps S3 and S4 to be about 32deg and 2.05deg/S, respectively 2 . The binding force of each container is then calculated according to the above steps S5 and S6.
In the embodiment, the container on the ship adopts a double-layer binding mode, and binding points are respectively positioned at the tops of the containers on the 3 rd layer and the 5 th layer. The calculated binding force of the binding rod at the binding position of the 3 rd layer is about 35kN, and the binding force of the binding rod at the binding position of the 5 th layer is about 119kN; the transverse torque of the container is about 278kN at layer 3 and about 130kN at layer 5.
In this embodiment, the standard of american society is adopted, and the american society standard requires that the allowable binding force in the binding direction of the binding rod should be 250kN and the allowable value of the transverse torsion force of the container should be 150kN. The binding force obtained by calculation of the upper number shows that the transverse torsion force of the container for binding the third layer exceeds the allowable value, and the container is likely to be damaged. Therefore, necessary measures are taken to avoid the occurrence of parameter roll of the container ship.
The foregoing description of the preferred embodiments of the application is not intended to be limiting, but rather to enable any modification, equivalent replacement, improvement or the like to be made within the spirit and principles of the application.
Claims (9)
1. The method for estimating the binding force of the container ship by considering the parameter rolling is characterized by comprising the following steps of:
s1, acquiring ship parameters;
s2, constructing a function of the ship stability with time change according to the ship parameters;
s3, constructing a rolling motion model of the ship according to a function of the high stability of the ship along with the change of time;
s4, calculating a roll angle and a roll acceleration extremum of the ship according to a 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;
s6, calculating respective binding force according to the pile stress of each container and the binding and fastening modes of the containers.
2. The method for predicting binding capacity of a container ship considering parameter rolling as claimed in claim 1, wherein the step S6 further comprises the step S7 of: judging whether the binding force of each container exceeds the standard requirement, and if so, changing the navigational speed and/or the heading to avoid the parameter rolling of the ship.
3. The method for estimating binding force of container ship considering parameter rolling according to claim 1, wherein the specific steps of constructing a function of time variation of ship stability according to ship parameters in S2 are as follows:
s21, acquiring a wave spectrum according to ship parameters;
s22, generating random waves through a wave spectrum;
s23, constructing a function of the ship stability height changing along with time according to the generated random wave.
4. The method for estimating binding force of container ship in consideration of parameter rolling according to claim 3, wherein when calculating the function of the time-varying ship' S roll height from the generated random wave in S23,
firstly, calculating the encountered wavelength and encountered circular 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 stationarity of the wave crest of the encountered wave of each regular wave at each measuring position, and recording the maximum stationarity and the minimum stationarity of the ship under each regular wave;
then, constructing a time-dependent change relation of the maximum stationarity, the minimum stationarity, the encountered wavelength and the encountered circular frequency of the ship under each regular wave according to the ship under each regular wave;
and finally, superposing the change relation of the ship stability height with time under each regular wave to obtain a function of the ship stability height with time.
5. The method for estimating binding force of container ship considering parameter rolling as claimed in claim 4, wherein the relation of the time-dependent change of the roll height of the ship under each regular wave is as follows
Wherein, GM iMax Is the maximum stationarity of the ship under the ith regular wave, GM iMin Is the minimum stationarity of the ship under the ith regular wave, omega ei The circular frequency of the ship under the ith regular wave is encountered; epsilon i Is a random phase, ranging from 0 to 2 pi;
function of time-varying ship stationarityn is the number of regular waves decomposed from the random wave.
6. A method for estimating binding force of a container ship in consideration of parameter rolling as claimed in claim 3, wherein the waveform formula of the random wave is:
wherein eta (x, t) is the waveform of random wave and is formed by superposition of n regular waves;
ω i the circular frequency of the ith regular wave;
k i the wave number of the ith regular wave, which is equal to the circular frequency omega i There is a dispersion relation;
A i the amplitude of the ith regular wave can be calculated according to the frequency spectrum of the wave;
ε i is a random phase, ranging from 0 to 2 pi.
7. The method of estimating binding capacity of a container ship with consideration of parameter rolling according to claim 1, wherein the ship parameters include a ship type parameter, a loading condition parameter, a sailing parameter, an environment parameter and a hydrodynamic parameter.
8. The method for estimating binding force of container ship considering parameter rolling according to claim 7, wherein said ship type parameters include hull line type, displacement;
the loading working condition parameters comprise the central position of the ship and the arrangement box stacking condition of each row of containers on the ship;
the navigation parameters comprise the current navigation speed and the current navigation course of the ship;
the environment parameters comprise wave parameters, wind speed at the current moment and wave direction;
the hydrodynamic parameters include roll damping coefficients.
9. The method of estimating binding force of a container ship taking into account parametric roll as recited in claim 1, wherein the stack stress of the container includes lateral and vertical forces.
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| CN113095011A (en) | 2021-07-09 |
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