CN113919067A - Method for determining configuration of port ship tug based on wind wave flow - Google Patents

Method for determining configuration of port ship tug based on wind wave flow Download PDF

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CN113919067A
CN113919067A CN202111169807.4A CN202111169807A CN113919067A CN 113919067 A CN113919067 A CN 113919067A CN 202111169807 A CN202111169807 A CN 202111169807A CN 113919067 A CN113919067 A CN 113919067A
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赵奎
马志宇
崔海朋
赵巍
陆文超
魏代善
纪海龙
姜英昌
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Qingdao Jari Industry Control Technology Co ltd
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Abstract

The invention relates to the technical field of port ship safety management, in particular to a method for determining configuration of a port ship tugboat based on storm flow. The method comprises the steps of determining the water depth and the error of a port, determining the fluid acting force of a ship, determining the sinking force and the sinking amount of the ship, determining a ship motion equation, respectively calculating the interference of three factors of wind and wave flow on the ship, calculating the minimum drag force required by ship berthing under the combined action of the wind and wave flow, calculating an optimal solution by adopting a multi-objective optimization algorithm combining the superposition of a genetic algorithm and a particle swarm algorithm, and the like. The design of the invention can calculate the minimum towing force of the tug required under the combined action of wind, wave and current by determining the fluid acting force of the ship and establishing the ship motion equation, and finally optimizes the configuration condition of the tug by a multi-objective optimization algorithm, thereby achieving the optimal configuration of the tug towing force when the ship is berthed, improving the port scheduling efficiency, reducing the working pressure of the port tug, reducing the resource waste of the tug and reducing the cost of the tug when the ship is berthed.

Description

Method for determining configuration of port ship tug based on wind wave flow
Technical Field
The invention relates to the technical field of port ship safety management, in particular to a method for determining configuration of a port ship tugboat based on storm flow.
Background
In some complicated harbor conditions, the turning performance and rudder efficiency of a large ship are deteriorated due to restrictions of water area conditions and weather conditions in harbors. On the other hand, the congestion of the channel is increased by the increasing number of large vessels, resulting in a limited maneuvering space for other vessels in the channel. The blockage of the canal then triggers a "butterfly effect". Therefore, efficient scheduling of tugs is of great interest for port operations.
At present, the maximum towing force in a threshold value is often selected when a tug configuration is selected when ships lean to or depart from a berth in China, and although the maximum towing force is more stable, the resource waste of the tug is caused, the cost of the tug is increased when the ships lean to or depart from the berth, and the passing efficiency of ports is reduced. Therefore, a method for optimizing the configuration of a port ship tugboat based on environment judgment is urgently needed in China.
Disclosure of Invention
The invention aims to provide a method for determining the configuration of a tug of a port ship based on wave flow, so as to solve the problems in the background technology.
In order to solve the above technical problem, an object of the present invention is to provide a method for determining a tugboat configuration of a port vessel based on wave flow, comprising the following steps:
s1, determining the water depth and the error of the port according to the existing data and the data acquired in real time;
s2, determining the fluid acting force of the ship according to the ship data arriving at port, calculating the sinking force and sinking amount of the ship and determining the motion equation of the ship;
s3, respectively calculating the interference of the wind, wave and flow factors to the ship through the measured parameters;
s4, calculating the minimum towing force required by the ship to lean against and leave under the combined action of wind, wave and flow;
and S5, calculating the optimal solution by adopting a multi-objective optimization algorithm of superposition combination of a genetic algorithm and a particle swarm algorithm according to the objectives of optimal economy, shortest route and maximum towing force.
As a further improvement of the present invention, in S2, the ship fluid acting force is calculated according to the following formula according to the mass of the arriving ship:
Figure 504589DEST_PATH_IMAGE001
the above formula is converted to obtain:
Figure 359413DEST_PATH_IMAGE002
in the formula (1), P is the ship fluid acting force, rho is the fluid density, CIs a constant number of times, and is,
Figure 339483DEST_PATH_IMAGE003
is the fluid velocity potential, t is the time, V is the ship speed (m/s), g is the gravity acceleration (9.807 m/s)2) And z is the free liquid level height.
As a further improvement of the present technical solution, in S2, a calculation expression for calculating the sinking force and the sinking amount of the ship is as follows:
the calculation equation for calculating the sinking force of the ship according to the fluid acting force is as follows:
Figure 875637DEST_PATH_IMAGE004
in the formula (2), the reaction mixture is,
Figure 221168DEST_PATH_IMAGE005
representing the unit normal vector of the hull,
Figure 184576DEST_PATH_IMAGE006
d represents the height of the underwater part of the ship, and s represents the cross-sectional area of the ship in contact with the horizontal plane;
determining the ship sinking amount through the ship sinking force, and calculating the ship sinking amount by using a Hooft formula, wherein the expression of the ship sinking amount is as follows:
Figure 858134DEST_PATH_IMAGE007
Figure 322613DEST_PATH_IMAGE008
Figure 398017DEST_PATH_IMAGE009
Figure 922539DEST_PATH_IMAGE010
in the formulas (3 a), (3 b), (3 c) and (3 d), T is the sinking amount of the bow,
Figure 817814DEST_PATH_IMAGE011
the average sinking amount of the ship body is,
Figure 692841DEST_PATH_IMAGE012
the amount of toe-in due to changes in pitch,
Figure 747385DEST_PATH_IMAGE013
the length (m) between the vertical lines of the ship,
Figure 380492DEST_PATH_IMAGE014
the volume of water to be drained for the ship,
Figure 28642DEST_PATH_IMAGE015
the depth of water is Froude number, g is the acceleration of gravity (9.807 m/s)2) V is the ship speed (m/s) and h is the water depth (m);
wherein, the sinking amount of the ship body is closely related to the depth of water, the size of the ship and the speed of the ship, especially the speed of the ship.
As a further improvement of the technical solution, in S2, a ship motion equation is determined according to a potential flow theory, where the equation expression is:
Figure 772607DEST_PATH_IMAGE016
in the formula (4), the reaction mixture is,
Figure 822602DEST_PATH_IMAGE017
is six-freedom-degree motion changing along with time, M is a ship body generalized mass matrix,
Figure 423348DEST_PATH_IMAGE018
、
Figure 355532DEST_PATH_IMAGE019
、
Figure 575292DEST_PATH_IMAGE020
is the three-dimensional hydrodynamic coefficient.
As a further improvement of the technical solution, in S3, the method for calculating the interference of the wind factor to the ship through the measured parameters includes the following steps:
the calculation expression for determining the wind load coefficient through the actually measured wind parameters is as follows:
Figure 542111DEST_PATH_IMAGE021
Figure 717353DEST_PATH_IMAGE022
in the formula (5 a), in the formula (5 b), CxIn order to be the longitudinal wind load factor,
Figure 871254DEST_PATH_IMAGE023
is the ship side projected area on the waterline, ATIs the orthographic projection area of the hull on the waterline, S is the perimeter of the side projection area of the hull above the waterline, B is the width of the ship and LOAIs the ship length, C is the distance between the center of the side projection area and the ship bow, N is the number of the line surface struts or masts in the side projection area, CyThe lateral wind load coefficient is shown, and Ass is the lateral projection area of the superstructure;
further, the wind pressure acting on the vessel can be calculated as:
Figure 19338DEST_PATH_IMAGE024
Figure 575084DEST_PATH_IMAGE025
in the formulas (5 c) and (5 d),
Figure 861840DEST_PATH_IMAGE026
is the pressure of the wind in the longitudinal direction,
Figure 830933DEST_PATH_IMAGE027
in the case of a lateral wind pressure,
Figure 392496DEST_PATH_IMAGE028
in order to be the density of the air,
Figure 68328DEST_PATH_IMAGE029
is the relative wind speed.
As a further improvement of the technical solution, in S3, the calculation expression for calculating the interference of the wave factor on the ship by the measured parameters is as follows:
Figure 712936DEST_PATH_IMAGE030
in the formula (6), the reaction mixture is,
Figure 310270DEST_PATH_IMAGE031
in order to apply the acting force of the waves to the ship,
Figure 469332DEST_PATH_IMAGE032
the length of the water line is long,
Figure 937353DEST_PATH_IMAGE033
the effective wave height.
As a further improvement of the technical solution, in S3, the calculation expression for calculating the ship interference by the flow factor through the measured parameters is as follows:
the influence of the flow on the movement of the ship is determined by actually measuring the flow parameters, the action of the flow is similar to the action principle of wind in the process of berthing of the ship, the flow load coefficient is similar to the wind load coefficient, the ship can be divided into two hydrodynamic forces in different directions, and the formula is as follows:
Figure 424966DEST_PATH_IMAGE034
Figure 368652DEST_PATH_IMAGE035
in the formulae (7 a) and (7 b),
Figure 334334DEST_PATH_IMAGE036
in the form of a longitudinal flow force,
Figure 188020DEST_PATH_IMAGE037
is a flow power in the transverse direction,
Figure 580955DEST_PATH_IMAGE038
the length (m) between the vertical lines of the ship and the T is the sinking amount of the ship.
As a further improvement of the present technical solution, in S4, according to the calculation function of the wind pressure, the hydrodynamic force and the wave force, the formula for calculating the minimum total towing force of the tug required by the ship in the berthing process is as follows:
Figure 621724DEST_PATH_IMAGE039
in the formula (8), the reaction mixture is,
Figure 391097DEST_PATH_IMAGE040
for the stress of the ship in the x direction under the action of wind and current,
Figure 627518DEST_PATH_IMAGE041
for the stress of the ship in the y direction under the action of wind and current,
Figure 660196DEST_PATH_IMAGE042
the stress of the ship in the z direction under the action of wind and current.
As a further improvement of the present technical solution, in S5, the specific method for calculating the optimal solution with the objectives of economic optimality, shortest route, and maximum towing force includes the following steps:
s5.1, determining the corresponding weights of the three targets according to the targets of optimal economy, shortest route and maximum towing force by an actual operator;
s5.2, determining a corresponding multi-objective optimization function and constraint conditions by adopting a genetic algorithm;
s5.3, initializing a multi-objective optimization function by adopting a particle swarm algorithm to obtain a group of random solutions;
s5.4, finding an optimal solution through iteration, wherein in each iteration, the particles update themselves by tracking individual extremum and global extremum;
s5.5, optimizing the corresponding weight of each target through a genetic algorithm so as to prepare for the next calculation;
s5.6, the method for optimizing the weight comprises the steps of carrying out mutation operation of the genetic algorithm on the current particle speed of the initial weight, carrying out cross operation of the genetic algorithm on the particles of the initial weight at the next step, and finally carrying out cross operation on the current solution, the individual extreme value and the global extreme value respectively to generate a solution as a new weight.
As a further improvement of the technical solution, in S5.2, the objective function and the constraint condition are:
Figure 578474DEST_PATH_IMAGE043
in the formula (9), L is the distance between each tug and the target ship, S is the fuel consumption, F is the towing force of the tug, N is the tug number,
Figure 151538DEST_PATH_IMAGE044
a (0, 1) matrix is selectable for the tug.
The invention also aims to provide a determining system for the tug configuration of the port ship based on the storm flow, which comprises a data acquisition and transmission module, a data storage module, a towing force calculation module and a tug configuration optimization module;
the data acquisition and transmission module is used for acquiring the storm flow data and the ship parameters in the current time period and transmitting the data to the data storage module;
the data storage module can establish a meteorological data set and a ship body data set, preprocess data and store real-time data;
the towing force calculation module is used for inputting the meteorological data and the ship body data into the towing force calculation module to obtain the minimum towing force required by the towing ship for berthing;
the tug configuration optimization module takes tug conditions and minimum towing force obtained through calculation as constraint conditions, and calls a multi-objective optimization algorithm to optimize the tug configuration conditions by taking the objectives of economic optimization, shortest route and maximum towing force as the targets, and displays the tug configuration conditions to a user in a chart form so as to assist the user in making decisions.
The invention also provides an operation device of the system for determining the tug configuration of the port ship based on the wave current, which comprises a processor, a memory and a computer program stored in the memory and operated on the processor, wherein the processor is used for realizing the steps of the system and the method for determining the tug configuration of the port ship based on the wave current when executing the computer program.
It is a fourth object of the present invention to provide a computer readable storage medium, which stores a computer program, which when executed by a processor, implements the steps of the system and method for determining a tug configuration of a storm-based harbor vessel.
Compared with the prior art, the invention has the beneficial effects that:
according to the method for determining the tug configuration of the port ship based on the wind wave flow, the fluid acting force of the ship can be determined through ship data, a ship motion equation can be established according to a potential flow theory, the minimum towing force of the tug required under the combined action of the wind wave flow and the wave flow can be calculated by respectively calculating the interference of the wind, the wave and the flow on the ship, and finally the tug configuration condition can be optimized through a multi-objective optimization algorithm, so that the optimal configuration of the tug towing force when the ship is close to the berth can be optimized, the port scheduling efficiency is improved, the working pressure of the tug of the port is reduced, the resource waste of the tug is reduced, and the cost of the tug when the ship is close to the berth is reduced.
Drawings
FIG. 1 is a flow chart of the overall method operation of the present invention;
FIG. 2 is a flow chart of an overall determination method of the present invention;
FIG. 3 is a flow chart of a partial determination method of the present invention;
FIG. 4 is a flowchart of the working principle of calculating the optimal solution in the present invention;
FIG. 5 is a block diagram of an exemplary determination system apparatus of the present invention;
FIG. 6 is a block diagram of an exemplary electronic computer product device according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the 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.
Example 1
As shown in fig. 1 to 6, the present embodiment provides a method for determining a tugboat configuration of a port vessel based on wave current, which includes the following steps:
s1, determining the water depth and the error of the port according to the existing data and the data acquired in real time;
s2, determining the fluid acting force of the ship according to the ship data arriving at port, calculating the sinking force and sinking amount of the ship and determining the motion equation of the ship;
s3, respectively calculating the interference of the wind, wave and flow factors to the ship through the measured parameters;
s4, calculating the minimum towing force required by the ship to lean against and leave under the combined action of wind, wave and flow;
and S5, calculating the optimal solution by adopting a multi-objective optimization algorithm of superposition combination of a genetic algorithm and a particle swarm algorithm according to the objectives of optimal economy, shortest route and maximum towing force.
In this embodiment, in S2, the ship fluid acting force is calculated according to the following formula according to the mass of the arriving ship:
Figure 448658DEST_PATH_IMAGE001
the above formula is converted to obtain:
Figure 511292DEST_PATH_IMAGE002
in the formula (1), P is the ship fluid acting force, rho is the fluid density, C is a constant,
Figure 464336DEST_PATH_IMAGE003
is the fluid velocity potential, t is the time, V is the ship speed (m/s), g is the gravity acceleration (9.807 m/s)2) And z is the free liquid level height.
Further, in S2, the calculation expression for calculating the ship' S sinkage force and sinkage is:
the calculation equation for calculating the sinking force of the ship according to the fluid acting force is as follows:
Figure 168986DEST_PATH_IMAGE004
in the formula (2), the reaction mixture is,
Figure 382930DEST_PATH_IMAGE005
representing the unit normal vector of the hull,
Figure 757411DEST_PATH_IMAGE006
d represents the height of the underwater part of the ship, and s represents the cross-sectional area of the ship in contact with the horizontal plane;
determining the ship sinking amount through the ship sinking force, and calculating the ship sinking amount by using a Hooft formula, wherein the expression of the ship sinking amount is as follows:
Figure 384701DEST_PATH_IMAGE007
Figure 765479DEST_PATH_IMAGE045
Figure 833929DEST_PATH_IMAGE046
Figure 113732DEST_PATH_IMAGE010
in the formulas (3 a), (3 b), (3 c) and (3 d), T is the sinking amount of the bow,
Figure 900423DEST_PATH_IMAGE011
the average sinking amount of the ship body is,
Figure 681297DEST_PATH_IMAGE012
the amount of toe-in due to changes in pitch,
Figure 604253DEST_PATH_IMAGE013
the length of the vertical line of the ship is long,
Figure 586116DEST_PATH_IMAGE014
the volume of water to be drained for the ship,
Figure 63365DEST_PATH_IMAGE047
the depth of water is Froude number, g is the acceleration of gravity (9.807 m/s)2) V is the ship speed (m/s) and h is the water depth (m);
wherein, the sinking amount of the ship body is closely related to the depth of water, the size of the ship and the speed of the ship, especially the speed of the ship.
Further, in S2, according to the potential flow theory, determining a ship motion equation, where the equation expression is:
Figure 320034DEST_PATH_IMAGE016
in the formula (4), the reaction mixture is,
Figure 690972DEST_PATH_IMAGE017
is six-freedom-degree motion changing along with time, M is a ship body generalized mass matrix,
Figure 333085DEST_PATH_IMAGE018
、
Figure 359947DEST_PATH_IMAGE019
、
Figure 357990DEST_PATH_IMAGE020
is the three-dimensional hydrodynamic coefficient.
In this embodiment, in S3, the method for calculating the interference of the wind factor on the ship through the measured parameters includes the following specific steps:
the calculation expression for determining the wind load coefficient through the actually measured wind parameters is as follows:
Figure 255539DEST_PATH_IMAGE021
Figure 438259DEST_PATH_IMAGE022
in the formula (5 a), in the formula (5 b), CxIn order to be the longitudinal wind load factor,
Figure 624521DEST_PATH_IMAGE023
is the side projection area of the ship body on the waterline,A T is the orthographic projection area of the hull on the waterline, S is the perimeter of the side projection area of the hull above the waterline, B is the width of the ship and LOAIs the ship length, C is the distance between the center of the side projection area and the ship bow, N is the number of the line surface struts or masts in the side projection area, CyThe lateral wind load coefficient is shown, and Ass is the lateral projection area of the superstructure;
further, the wind pressure acting on the vessel can be calculated as:
Figure 754151DEST_PATH_IMAGE024
Figure 443889DEST_PATH_IMAGE025
in the formulas (5 c) and (5 d),
Figure 735193DEST_PATH_IMAGE026
is the pressure of the wind in the longitudinal direction,
Figure 533385DEST_PATH_IMAGE027
in the case of a lateral wind pressure,
Figure 870301DEST_PATH_IMAGE028
in order to be the density of the air,
Figure 476863DEST_PATH_IMAGE029
is the relative wind speed.
Further, in S3, the calculation expression for calculating the interference of the wave factor on the ship by the measured parameter is as follows:
Figure 407910DEST_PATH_IMAGE048
in the formula (6), the reaction mixture is,
Figure 365501DEST_PATH_IMAGE049
in order to apply the acting force of the waves to the ship,
Figure 368092DEST_PATH_IMAGE050
the length of the water line is long,
Figure 298002DEST_PATH_IMAGE051
the effective wave height.
Further, in S3, the calculation expression for calculating the ship disturbance by the flow factor through the measured parameters is as follows:
the influence of the flow on the movement of the ship is determined by actually measuring the flow parameters, the action of the flow is similar to the action principle of wind in the process of berthing of the ship, the flow load coefficient is similar to the wind load coefficient, the ship can be divided into two hydrodynamic forces in different directions, and the formula is as follows:
Figure 259005DEST_PATH_IMAGE052
Figure 579259DEST_PATH_IMAGE053
in the formulae (7 a) and (7 b),
Figure 323224DEST_PATH_IMAGE054
in the form of a longitudinal flow force,
Figure 232274DEST_PATH_IMAGE055
is a flow power in the transverse direction,
Figure 971036DEST_PATH_IMAGE056
the length (m) between the vertical lines of the ship and the T is the sinking amount of the ship.
In this embodiment, in S4, the formula for calculating the minimum total towing force of the tug required for the ship to lean away from the berth according to the calculation functions of the wind pressure, the hydrodynamic force and the wave force is as follows:
Figure 903220DEST_PATH_IMAGE039
in the formula (8), the reaction mixture is,
Figure 450876DEST_PATH_IMAGE040
for the stress of the ship in the x direction under the action of wind and current,
Figure 89798DEST_PATH_IMAGE041
for the stress of the ship in the y direction under the action of wind and current,
Figure 127025DEST_PATH_IMAGE042
the stress of the ship in the z direction under the action of wind and current.
In this embodiment, in S5, the specific method for calculating the optimal solution with the objectives of economic optimization, shortest route, and maximum towing force includes the following steps:
s5.1, determining the corresponding weights of the three targets according to the targets of optimal economy, shortest route and maximum towing force by an actual operator;
s5.2, determining a corresponding multi-objective optimization function and constraint conditions by adopting a genetic algorithm;
s5.3, initializing a multi-objective optimization function by adopting a particle swarm algorithm to obtain a group of random solutions;
s5.4, finding an optimal solution through iteration, wherein in each iteration, the particles update themselves by tracking individual extremum and global extremum;
s5.5, optimizing the corresponding weight of each target through a genetic algorithm so as to prepare for the next calculation;
s5.6, the method for optimizing the weight comprises the steps of carrying out mutation operation of the genetic algorithm on the current particle speed of the initial weight, carrying out cross operation of the genetic algorithm on the particles of the initial weight at the next step, and finally carrying out cross operation on the current solution, the individual extreme value and the global extreme value respectively to generate a solution as a new weight.
Further, in S5.2, the objective function and the constraint condition are:
Figure 546505DEST_PATH_IMAGE043
in the formula (9), L is the distance between each tug and the target ship, S is the fuel consumption, F is the towing force of the tug, N is the tug number,
Figure 835535DEST_PATH_IMAGE044
a (0, 1) matrix is selectable for the tug.
As shown in fig. 5, the embodiment further provides a system for determining the tug configuration of a port ship based on wave flow, which includes a data acquisition and transmission module, a data storage module, a tug calculation module, and a tug configuration optimization module;
the data acquisition and transmission module is used for acquiring the storm flow data and the ship parameters in the current time period and transmitting the data to the data storage module;
the data storage module can establish a meteorological data set and a ship body data set, preprocess data and store real-time data;
the towing force calculation module is used for inputting the meteorological data and the ship body data into the towing force calculation module to obtain the minimum towing force required by the towing ship for berthing;
the tug configuration optimization module takes tug conditions and minimum towing force obtained through calculation as constraint conditions, and calls a multi-objective optimization algorithm to optimize the tug configuration conditions by taking the goals of economic optimization, shortest route and maximum towing force as targets, and the tug configuration optimization module is displayed to a user in a chart form to assist the user in making decisions.
As shown in fig. 6, the present embodiment also provides an operating apparatus of a determining system for a tug configuration of a port vessel based on wave current, the apparatus comprising a processor, a memory, and a computer program stored in the memory and running on the processor.
The processor comprises one or more processing cores, the processor is connected with the memory through the bus, the memory is used for storing program instructions, and the steps of the system and the method for determining the tug configuration of the port ship based on the storm flows are realized when the processor executes the program instructions in the memory.
Alternatively, the memory may be implemented by any type or combination of volatile or non-volatile memory devices, such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disks.
In addition, the present invention further provides a computer readable storage medium, which stores a computer program, and the computer program, when executed by a processor, implements the steps of the above system and method for determining the tug configuration of a port ship based on wave flow.
Optionally, the present invention also provides a computer program product containing instructions which, when run on a computer, cause the computer to perform the steps of the above aspects of the system and method for determining a tug configuration of a storm-based harbour vessel.
It will be understood by those skilled in the art that all or part of the steps of implementing the above embodiments may be implemented by hardware, or may be implemented by hardware related to instructions of a program, which may be stored in a computer-readable storage medium, such as a read-only memory, a magnetic or optical disk, and the like.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and the preferred embodiments of the present invention are described in the above embodiments and the description, and are not intended to limit the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (10)

1. A method for determining the configuration of a port ship tug based on wind wave flow is characterized by comprising the following steps: the method comprises the following steps:
s1, determining the water depth and the error of the port according to the existing data and the data acquired in real time;
s2, determining the fluid acting force of the ship according to the ship data arriving at port, calculating the sinking force and sinking amount of the ship and determining the motion equation of the ship;
s3, respectively calculating the interference of the wind, wave and flow factors to the ship through the measured parameters;
s4, calculating the minimum towing force required by the ship to lean against and leave under the combined action of wind, wave and flow;
and S5, calculating the optimal solution by adopting a multi-objective optimization algorithm of superposition combination of a genetic algorithm and a particle swarm algorithm according to the objectives of optimal economy, shortest route and maximum towing force.
2. The method of determining a tug configuration for a port vessel based on wave currents according to claim 1, characterized in that: in S2, the ship fluid acting force is calculated according to the mass of the arriving ship and the following formula:
Figure 644512DEST_PATH_IMAGE001
the above formula is converted to obtain:
Figure 92811DEST_PATH_IMAGE002
in the formula (1), P is the ship fluid acting force, rho is the fluid density, C is a constant,
Figure 565160DEST_PATH_IMAGE003
is the fluid velocity potential, t is the time, V is the boat speed, g is the gravitational acceleration, and z is the free liquid level height.
3. The method of determining a tug configuration for a port vessel based on wave currents according to claim 2, characterized in that: in S2, the calculation expression for calculating the ship' S sinking force and sinking amount is:
the calculation equation for calculating the sinking force of the ship according to the fluid acting force is as follows:
Figure 491528DEST_PATH_IMAGE004
in the formula (2), the reaction mixture is,
Figure 978004DEST_PATH_IMAGE005
representing the unit normal vector of the hull,
Figure 472570DEST_PATH_IMAGE006
d represents the variation of fluid force of the shipThe height of the underwater part of the ship, s represents the cross-sectional area of the ship in contact with the horizontal plane;
determining the ship sinking amount through the ship sinking force, and calculating the ship sinking amount by using a Hooft formula, wherein the expression of the ship sinking amount is as follows:
Figure 411707DEST_PATH_IMAGE007
Figure 141766DEST_PATH_IMAGE008
Figure 217169DEST_PATH_IMAGE009
Figure 7271DEST_PATH_IMAGE010
in the formulas (3 a), (3 b), (3 c) and (3 d), T is the sinking amount of the bow,
Figure 699283DEST_PATH_IMAGE011
the average sinking amount of the ship body is,
Figure 108399DEST_PATH_IMAGE012
the amount of toe-in due to changes in pitch,
Figure 38309DEST_PATH_IMAGE013
the length of the vertical line of the ship is long,
Figure 264891DEST_PATH_IMAGE014
the volume of water to be drained for the ship,
Figure 910111DEST_PATH_IMAGE015
depth Froude number, g gravity accelerationDegree, V is the ship speed, and h is the water depth;
wherein, the sinking amount of the ship body is closely related to the depth of water, the size of the ship and the speed of the ship, especially the speed of the ship.
4. The method of claim 3, wherein the method comprises: in the step S2, according to the potential flow theory, a ship motion equation is determined, where the equation expression is:
Figure 857339DEST_PATH_IMAGE016
in the formula (4), the reaction mixture is,
Figure 297548DEST_PATH_IMAGE017
is six-freedom-degree motion with time variation, and M is a ship body generalized mass matrixA]、[B]、 [C]Is the three-dimensional hydrodynamic coefficient.
5. The method of determining a tug configuration for a port vessel based on wave currents according to claim 4, wherein: in S3, the method for calculating the interference of the wind factor to the ship through the measured parameters includes the following steps:
the calculation expression for determining the wind load coefficient through the actually measured wind parameters is as follows:
Figure 304818DEST_PATH_IMAGE018
Figure 705843DEST_PATH_IMAGE019
in the formula (5 a), in the formula (5 b), CxIn order to be the longitudinal wind load factor,
Figure 315816DEST_PATH_IMAGE020
is the ship side projected area on the waterline, ATIs the orthographic projection area of the hull on the waterline, S is the perimeter of the side projection area of the hull above the waterline, B is the width of the ship and LOAIs the ship length, C is the distance between the center of the side projection area and the ship bow, N is the number of the line surface struts or masts in the side projection area, CyThe lateral wind load coefficient is shown, and Ass is the lateral projection area of the superstructure;
further, the wind pressure acting on the vessel can be calculated as:
Figure 485897DEST_PATH_IMAGE021
Figure 664069DEST_PATH_IMAGE022
in the formulas (5 c) and (5 d),
Figure 411445DEST_PATH_IMAGE023
is the pressure of the wind in the longitudinal direction,
Figure 231634DEST_PATH_IMAGE024
in the case of a lateral wind pressure,
Figure 256221DEST_PATH_IMAGE025
in order to be the density of the air,
Figure 602365DEST_PATH_IMAGE026
is the relative wind speed.
6. The method of determining a tug configuration for a port vessel based on wave currents according to claim 5, wherein: in S3, the calculation expression of the interference of the wave factor to the ship calculated by the measured parameters is:
Figure 571458DEST_PATH_IMAGE027
in the formula (6), the reaction mixture is,
Figure 664179DEST_PATH_IMAGE028
in order to apply the acting force of the waves to the ship,
Figure 667907DEST_PATH_IMAGE029
the length of the water line is long,
Figure 719039DEST_PATH_IMAGE030
the effective wave height.
7. The method of claim 6, wherein the method comprises: in S3, the calculation expression of the interference of the flow factor to the ship through the measured parameter is:
the influence of the flow on the movement of the ship is determined by actually measuring the flow parameters, the action of the flow is similar to the action principle of wind in the process of berthing of the ship, the flow load coefficient is similar to the wind load coefficient, the ship can be divided into two hydrodynamic forces in different directions, and the formula is as follows:
Figure 316374DEST_PATH_IMAGE031
Figure 947206DEST_PATH_IMAGE032
in the formulae (7 a) and (7 b),
Figure 805441DEST_PATH_IMAGE033
in the form of a longitudinal flow force,
Figure 496317DEST_PATH_IMAGE034
is a flow power in the transverse direction,
Figure 580947DEST_PATH_IMAGE035
the length between the vertical lines of the ship is T, and the sinking amount of the ship is T.
8. The method of claim 7, wherein the method comprises: in S4, the formula for calculating the minimum total towing force of the tug required by the ship during berthing according to the calculation functions of the wind pressure, the hydrodynamic force and the wave force is as follows:
Figure 405684DEST_PATH_IMAGE036
in the formula (8), the reaction mixture is,
Figure 259370DEST_PATH_IMAGE037
for the stress of the ship in the x direction under the action of wind and current,
Figure 118217DEST_PATH_IMAGE038
for the stress of the ship in the y direction under the action of wind and current,
Figure 549199DEST_PATH_IMAGE039
the stress of the ship in the z direction under the action of wind and current.
9. The method of claim 8, wherein the method comprises: in S5, the specific method for calculating the optimal solution with the objectives of economic optimization, shortest route, and maximum towing force includes the following steps:
s5.1, determining the corresponding weights of the three targets according to the targets of optimal economy, shortest route and maximum towing force by an actual operator;
s5.2, determining a corresponding multi-objective optimization function and constraint conditions by adopting a genetic algorithm;
s5.3, initializing a multi-objective optimization function by adopting a particle swarm algorithm to obtain a group of random solutions;
s5.4, finding an optimal solution through iteration, wherein in each iteration, the particles update themselves by tracking individual extremum and global extremum;
s5.5, optimizing the corresponding weight of each target through a genetic algorithm so as to prepare for the next calculation;
s5.6, the method for optimizing the weight comprises the steps of carrying out mutation operation of the genetic algorithm on the current particle speed of the initial weight, carrying out cross operation of the genetic algorithm on the particles of the initial weight at the next step, and finally carrying out cross operation on the current solution, the individual extreme value and the global extreme value respectively to generate a solution as a new weight.
10. The method of determining a tug configuration for a port vessel based on wave currents of claim 9, wherein: in S5.2, the objective function and the constraint condition are:
Figure 787413DEST_PATH_IMAGE040
in the formula (9), L is the distance between each tug and the target ship, S is the fuel consumption, F is the towing force of the tug, N is the tug number,
Figure 495606DEST_PATH_IMAGE041
a (0, 1) matrix is selectable for the tug.
CN202111169807.4A 2021-10-08 2021-10-08 Method for determining configuration of port ship tug based on wind wave flow Pending CN113919067A (en)

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