CN114789776B - Ice-trapping prevention automatic control method for ice region sailing ship - Google Patents
Ice-trapping prevention automatic control method for ice region sailing ship Download PDFInfo
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- CN114789776B CN114789776B CN202210544860.6A CN202210544860A CN114789776B CN 114789776 B CN114789776 B CN 114789776B CN 202210544860 A CN202210544860 A CN 202210544860A CN 114789776 B CN114789776 B CN 114789776B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
- B63B35/10—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor having forced pitching or rolling equipment
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B11/00—Interior subdivision of hulls
- B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
Abstract
An automatic control method for preventing ice-trapped phenomenon of a ship sailing in an ice region comprises the steps of dividing the ship into four regions along a center line in the length direction and a center line in the width direction of the ship body, wherein a bow port region is an S1 region, a bow starboard region is an S2 region, a stern port region is an S3 region, a stern starboard region is an S4 region, and a ballast water tank is arranged in each of the four regions to serve as a ship attitude adjusting cabin; the ship self-contained equipment and system can be used, the safety of the ship in polar navigation during low-speed navigation or navigation stop operation is guaranteed, and ice blocks are prevented from freezing the side planking of the ship board. At ice district navigation boats and ships when low-speed or the scientific investigation of stopping the navigation, sea ice can gather gradually around the hull planking on every side, and the time is then can the adhesion hull planking for a long time, causes boats and ships ice-stranded phenomenon, and the free equipment of make full use of boats and ships and system are by the hull foil gage response hull stress change around the hull, and through the broken ice of different control strategy control boats and ships, prevent boats and ships ice-stranded.
Description
Technical Field
The invention relates to the technical field of control systems of polar region navigation ships, in particular to an ice-trapping prevention automatic control method of an ice region navigation ship.
Background
Polar vessels are usually opened by breaking ice at a very low speed in front of the ice breaker and then by advancing along the ice breaker at a very low speed behind the ice breaker. No matter the icebreaker or the following ship, the navigation speed is very low, and when the air temperature is extremely low, the crushed ice around the ship channel can be collected quickly to form a thick ice block again, and the thick ice block is adhered to the ship board side outer plate, so that the ship navigation safety is greatly influenced. Particularly, when the polar region sailing ship breaks down and is anchored, the ship stops sailing and floats in the channel. The crushed ice around the ship body quickly traps the side planking of the ship body, so that the ice trapping phenomenon is caused.
The international measure for preventing ice-trapping is to open air holes on the hull plate, start air compressor and discharge compressed air to the side water through the air holes when necessary to disturb ice blocks and prevent ice blocks from gathering. The measures can eliminate the hidden trouble caused by ice trapping to a certain extent. However, the displacement of the special air compressor is large, a large amount of electric power is consumed, and the generator is required to continuously operate to generate electric power to ensure the electric power required by the air compressor. And under the condition of not compressing air, the air holes are easily blocked by freezing, and the protection effect is influenced.
How to fully utilize the existing equipment and system to eliminate ice traps under the condition of energy conservation and emission reduction is an engineering problem which needs to be urgently solved when designing and building a ship sailing in the polar region.
Disclosure of Invention
The applicant provides an automatic control method for preventing ice-trap of a ship sailing in an ice region aiming at the defects in the prior art, so that the self-owned equipment and system of the ship can be used, the safety of the ship sailing in an polar region at low speed or during the operation of stopping the ship can be guaranteed, and ice blocks are prevented from freezing the side planking of the ship.
The technical scheme adopted by the invention is as follows:
an ice-trapped prevention automatic control method for an ice region sailing ship comprises a ship body, and is characterized in that: dividing the ship into four regions along the central line of the ship body in the length direction and the central line of the ship body in the width direction, wherein the bow port region is an S1 region, the bow starboard region is an S2 region, the stern port region is an S3 region, the stern starboard region is an S4 region, and the four regions are respectively provided with a ballast water tank as a ship attitude adjusting cabin which is named as a T1 cabin, a T2 cabin, a T3 cabin and a T4 cabin; the waterline department pastes evenly distributed's structural strain piece on the hull planking in every region, can the change of real-time supervision planking stress, according to regional difference, names each foil gage:
the S1 area is S1P1, S1P2, \8230, S1Pn, \8230, S1Pm from the bow to the stern respectively;
the S2 area is S2P1, S2P2, \8230, S2Pn, \8230, S2Pm from the bow to the stern respectively;
the S3 area is respectively S3P1, S3P2, \8230, S3Pn, \8230, S3Pm from the bow part to the stern part;
the S4 areas are S4P1, S4P2, \8230, S4Pn, \8230, and S4Pm from the bow to the stern respectively;
wherein, S1Pn represents the nth strain gauge of the S1 region;
s1Pm represents the mth strain gauge of the S1 area;
s2Pn represents the nth strain gauge of the S2 area;
s2Pm represents the mth strain gauge of the S2 area;
s3Pn represents the nth strain gauge of the S3 area;
s3Pm represents the mth strain gauge of the S3 area;
s4Pn represents the nth strain gauge of the S4 area;
s4Pm represents the mth strain gauge of the S4 area;
the distance between each strain gauge is determined according to the actual situation and is not a fixed value;
the distance between the first strain gauge and the second strain gauge in the S1 area is S1L1,
the distance between the second strain gauge and the third strain gauge is S1L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S1Ln;
the distance between the first strain gauge and the second strain gauge in the S2 area is S2L1,
the distance between the second strain gauge and the third strain gauge is S2L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S2Ln;
the distance between the first strain gauge and the second strain gauge in the S3 area is S3L1,
the distance between the second strain gauge and the third strain gauge is S3L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S3Ln;
the distance between the first strain gauge and the second strain gauge in the S4 area is S4L1,
the distance between the second strain gauge and the third strain gauge is S4L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S4Ln;
when the ship normally sails in an ice area, the ship has a large mutual motion relation relative to seawater, the seawater can be adhered to a ship body when being frozen, but the seawater freezing can not be adhered to a ship body outer plate due to the high sailing speed of the ship;
when the ship sails at a low speed or stops sailing in scientific investigation operation in an ice region, the ship moves or is static at a low speed relative to seawater, and the frozen seawater can slowly adhere to the hull plate;
in order to enable the stress change of the strain gauge to be closer to the adhesion condition of the frozen ship outer plate and seawater, the induction values of the strain gauges are weighted according to different positions of different areas,
the rules are as follows:
the areas S1 and S2 belong to a bow area, the water line length of the bow part of the area is smaller, when seawater is adhered, the ship cannot be easily iced, even if the bow is iced, the adhesion can be broken through by the forward impact force of the main propulsion system, and the ship sails forwards, so that the bow part can tolerate a certain adhesion phenomenon, the water line length of the middle part of the ship is larger along with the line type getting bigger and bigger in the ship, and the ship is in the vertical direction of the sailing direction of the ship, the adhesion cannot be broken through the impact force of the propulsion system, and certain adhesion can generate adverse effect on the ship;
therefore, the weight value of each strain gauge is determined according to the distance between each strain gauge and the first strain gauge in the area; weighting the strain gauges of different parts in the area, namely taking each strain gauge in the S1 area as an example, the specific steps are as follows:
S1P1 weight
S1P2 weight->
S1Pn weight->
S1Pm weight->
According to the weight, the induction average of the strain gauges S1P1, S1P2, \8230, S1Pn, \8230, and S1Pm outside the hull of the S1 area is weighted and averaged to obtain
Similarly, the S2 area ship outer plate outer side strain sheets S2P1, S2P2, \8230, S2Pn, \8230, and S2Pm strain sheet induction mean value are weighted and averaged to be
S3 area hull outer plate outer side strain gauge S3P1, S3P2, \8230, S3Pn, \8230, S3Pm strain gauge induction average value weighted average is
S4 area hull outer plate outer strain sheet S4P1, S4P2, \8230, S4Pn, \8230, S4Pm strain sheet induction average value weighted average is
The average value of the strain gauge induction of the whole ship is
Under the condition of single board ice trap:
assuming that sea ice outside the hull plate gradually freezes the plate in the S1 area on the port side, S1P1, S1P2, 8230, S1Pn, 8230, and S1Pm strain plates sense stress changes of the hull plate, and the sensing value of each strain plate is S 1 P 1 ,S 1 P 2 ,…,S 1 P n 、…、S 1 P m 。
When the sensing value of the strain gauge in the S1 area is weighted average
Greater than the normal navigation weighted average P 1 0 If the numerical value is constantly changed, the region is considered to have sea ice adhesion and ice trapping risk;
the control equation is as follows:
wherein S 1 P n (t) is the strain value induced by the strain gauge S1Pn at the time t,
S 1 P n (t + 1) is a strain value sensed by the S1Pn strain gauge at the time of t + 1;
when the control unit receives the two logic signals, the large-displacement ballast water pump is quickly started, water is injected into the T1, the ship inclines leftwards, the adhered sea ice is torn off in the inclination process of the ship body, when the T1 cabin is filled with water, the water in the T1 cabin is quickly discharged into the T2 cabin, the ship inclines leftwards and rightwards in a reciprocating mode, the adhered sea ice is torn in a circulating mode, the sea ice is forced to be disconnected from the outer plate of the ship body, and the free state of the ship is kept;
if the two logic signals continue to exist and the average value of the strain of the whole ship is obtained
Greater than the mean value of the strain of the whole ship during normal navigation>
Transmitting an alarm signal to a whole-ship monitoring alarm system, performing sound-light alarm on the whole ship, informing a crew that the ship has ice-stranded risk and needs to move the ship or manually intervene to remove ice;
(II) under the condition that the two sides are iced:
assuming that sea ice on the outer sides of hull outer plates in a port side S1 area and a starboard side S2 area gradually freezes the outer plates, S1P1, S1P2, 8230, S1Pn, 8230, and S1Pm strain gauges sense the stress change of the hull outer plates; S2P1, S2P2, \ 8230, S2Pn, \ 8230, and S2Pm strain gage sensing the stress change of the hull plate;
when the sensing value of the strain gauge in the S1 area is weighted average
Greater than the normal average value P during navigation 1 0 When the sensed value of the strain gauge in the S2 area is weighted mean->
Greater than the normal cruising mean value P 2 0 If the numerical value is changed continuously, the sea ice adhesion exists in the area, and the ice trapping risk exists;
the control equation is as follows:
when the control unit receives the four logic signals simultaneously, the large-displacement ballast water pumps are quickly started to inject water into the T1 cabin and the T2 cabin, so that the ship tilts firstly, sea ice adhesion is broken in the process of inclining the ship body, when the T1 cabin and the T2 cabin are filled with water, water in the T1 cabin is quickly discharged into the T3 cabin, water in the T2 cabin is quickly discharged into the T4 cabin, the ship is inclined back and forth in a reciprocating manner, the adhered sea ice is torn in a circulating manner, the ice on the outer plate of the ship body is torn by the self weight, the sea ice is forced to be broken from the outer plate of the ship body, and the free state of the ship is kept;
with the reciprocating inclination of the ship back and forth, if one logic signal disappears, the control unit judges the area where the signal is located, the area is reduced to a non-adhesion area, then the control strategy is converted into (one) single board ice trap, and the single board ice trap control of the logic signal still exists is carried out;
the two logic signals continuously exist and the average value of the whole ship strain
Greater than normal voyage full boat strain mean>
And transmitting the alarm signal to a whole-ship monitoring alarm system, carrying out sound-light alarm on the whole ship, and informing crews that the ship has ice-stranded risk and needs to move the ship or manually intervene to remove ice.
The further technical scheme is as follows:
the volumes of the ballast water tanks T1, T2, T3 and T4 are large enough to ensure that the ship can generate obvious transverse inclination or longitudinal inclination after being filled with water.
The invention has the following beneficial effects:
the invention has compact and reasonable structure and convenient operation, can use the self-contained equipment and system of the ship to ensure the safety of the ship in low-speed navigation or stop operation in polar navigation and prevent ice blocks from freezing the side planking of the ship.
When the ship sails at low speed or is in a parking scientific investigation in an ice region, ambient sea ice can gradually gather around the hull outer plate, and the hull outer plate can be adhered for a long time to cause the ice trapping phenomenon of the ship.
Meanwhile, the invention also has the following advantages:
1. the ship ballast system is utilized to control the ship to prevent ice traps, no additional equipment is added, and the space and the construction cost are saved;
2. all steps in the control strategy are automatically controlled by the control unit, so that the intervention operation of personnel is reduced, and the misoperation is reduced.
3. When the ship is under low-speed navigation or is under a navigation stop scientific investigation, the control strategy automatically operates to prevent the ship from being iced at any time.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Detailed Description
The following describes embodiments of the present invention with reference to the drawings.
As shown in fig. 1, the ship is divided into four regions by a center line in the ship length direction and a center line in the ship width direction, a bow port region is a region S1, a bow starboard region is a region S2, a stern port region is a region S3, and a stern starboard region is a region S4. And at the same time, one ballast water tank with enough capacity is arranged in each of the four areas to be used as a ship attitude adjusting chamber. The areas are named as a T1 cabin, a T2 cabin, a T3 cabin and a T4 cabin respectively according to the areas.
Structural strain gauges are pasted on the upper waterline of the hull plate, stress change of the hull plate can be monitored in real time, and the strain gauges are named according to different regions.
The S1 area is S1P1, S1P2, \8230, S1Pn, \8230, S1Pm from the bow to the stern respectively;
the S2 area is S2P1, S2P2, \8230, S2Pn, \8230, S2Pm from the bow to the stern respectively;
the S3 area is respectively S3P1, S3P2, \8230, S3Pn, \8230, S3Pm from the bow part to the stern part;
the S4 areas are S4P1, S4P2, \8230, S4Pn, \8230, and S4Pm from the fore part to the stern part respectively.
Wherein, S1Pn represents the nth strain gauge of the S1 region;
s1Pm represents the m-th strain gage of the S1 area (the last strain gage of the area number).
S2Pn represents the nth strain gauge of the S2 area;
s2Pm represents the m-th strain gage of the S2 area (the last strain gage of the area number).
S3Pn represents the nth strain gauge of the S3 area;
s3Pm represents the m-th strain gage of the S3 area (the last strain gage of the area number).
S4Pn represents the nth strain gauge of the S4 area;
s4Pm represents the m-th strain gage of the S4 area (the last strain gage of the area number).
The distance between each strain gauge is determined according to actual conditions and is not a fixed value.
The distance between the first strain gauge and the second strain gauge in the S1 area is S1L1,
the distance between the second strain gauge and the third strain gauge is S1L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S1Ln.
The distance between the first strain gauge and the second strain gauge in the S2 area is S2L1,
the distance between the second strain gauge and the third strain gauge is S2L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S2Ln.
The distance between the first strain gauge and the second strain gauge in the S3 area is S3L1,
the distance between the second strain gauge and the third strain gauge is S3L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S3Ln.
The distance between the first strain gauge and the second strain gauge in the S4 area is S4L1,
the distance between the second strain gauge and the third strain gauge is S4L2,
the distance between the nth strain gauge and the (n + 1) th strain gauge is S4Ln.
The volumes of the ballast water tanks T1, T2, T3 and T4 are enough to ensure that the ship can generate obvious transverse inclination or longitudinal inclination after one tank is filled with water.
When the ship normally sails in the ice area, the ship has a large mutual motion relation relative to seawater, and the seawater can be adhered to the ship body when being frozen.
S1 area hull outer plate outer side strain gauge S1P1, S1P2, \ 8230, S1Pn, \ 8230, S1Pm;
each strain gauge has an induction value S 1 P 1 0 ,
S2 area hull outer plate outer side strain gauge S2P1, S2P2, \ 8230, S2Pn, \ 8230, S2Pm;
each strain gauge has an induction value S 2 P 1 0 ,
S3 area hull outside strain gauges S3P1, S3P2, \8230, S3Pn, \8230, S3Pm;
each strain gauge has an induction value S 3 P 1 0 ,
S4 area ship hull outer side strain sheets S4P1, S4P2, \8230, S4Pn, \8230, S4Pm;
each strain gauge has an induction value S 4 P 1 0 ,
When the ship sails at a low speed or stops sailing in scientific investigation operation in an ice region, the ship moves or is static at a low speed relative to seawater, and the frozen seawater can slowly adhere to the hull plate.
In order to enable the stress change of the strain gauge to be closer to the adhesion condition of the ship outer plate and the frozen seawater as far as possible, the induction numerical values of the strain gauges are weighted according to different positions of different areas. The rules are as follows:
the areas S1 and S2 belong to a bow area, the water line length of the bow part of the area is smaller, when seawater is adhered, the ship cannot easily get iced, and even if the bow is iced, the adhesion can be broken through by the forward impact force of the main propulsion system, and the ship sails forwards, so that the bow can tolerate a certain adhesion phenomenon. The water line length of the middle part of the ship is larger along with the line type becoming larger toward the middle of the ship, and the middle part of the ship is in the vertical direction of the ship sailing direction, so that the adhesion can not be broken through the impact force of the propulsion system, and certain adhesion can generate adverse effect on the ship.
Therefore, the weight value of each strain gauge is determined according to the distance between the strain gauge and the first strain gauge in the area. Weighting the strain gauge of each different part of the region, namely taking each strain gauge of the S1 region as an example, the specific method is as follows:
S1P1 weight
S1P2 weight->
S1Pn weight +>
S1Pm weight->
According to the weight, the induction mean value of the strain gauges S1P1, S1P2, 8230, S1Pn, 8230and S1Pm outside the hull plate in the S1 area is weighted and averaged to be
Similarly, the S2 area ship hull outer plate outer side strain sheets S2P1, S2P2, \ 8230, S2Pn, \ 8230, and the S2Pm strain sheet induction average value is weighted average
S3 area ship hull outer plate outer side strain sheet S3P1, S3P2, \8230, S3Pn, \8230, S3Pm strain sheet induction average value is weighted average
S4 area hull outer plate outer strain sheet S4P1, S4P2, \8230, S4Pn, \8230, S4Pm strain sheet induction average value weighted average is
The average value of the strain gauge induction of the whole ship is
Under the condition of single board ice trap:
assuming that sea ice outside the hull plate gradually freezes the plate in the S1 area on the port side, S1P1, S1P2, 8230, S1Pn, 8230, and S1Pm strain plates sense stress changes of the hull plate, and the sensing value of each strain plate is S 1 P 1 ,S 1 P 2 ,…,S 1 P n 、…、S 1 P m 。
When the sensing value of the strain gauge in the S1 area is weighted average
Greater than the normal navigation weighted average P 1 0 And if the numerical value is changed constantly, the region is considered to have sea ice adhesion and ice trapping risk.
The control equation is as follows:
wherein S 1 P n (t) is the strain value induced by the strain gauge S1Pn at the time t,
S 1 P n and (t + 1) is the strain value sensed by the strain gauge S1Pn at the time of t + 1.
When the control unit receives the two logic signals, the large-displacement ballast water pump is quickly started to inject water into the T1, so that the ship inclines leftwards, and the adhered sea ice is torn off in the process of inclining the ship body. When the T1 cabin is filled with water, the water in the T1 cabin is quickly discharged into the T2 cabin, so that the ship tilts left and right in a reciprocating manner, the adhered sea ice is torn circularly, the sea ice is forced to be disconnected from the hull plate, and the free state of the ship is kept.
And meanwhile, the strain gauge is continuously monitored, if the outside air temperature is low and the sea ice is quickly solidified, and the two logic signals still exist, the water injection process is opened in the T3 cabin on the same side, and the ship left-leaning speed is increased.
After the port T1 cabin and the T3 cabin are filled with water at the same time, water in the T1 cabin is quickly discharged into the T2 cabin, water in the T3 cabin is quickly and synchronously discharged into the T4 cabin, the ship is inclined in a left-right reciprocating mode, and ice on an outer plate of the ship body is torn up by the weight of the ship body.
If the two logic signals continue to exist and the average value of the strain of the whole ship is obtained
Greater than the mean value of the strain of the whole ship during normal navigation>
And transmitting the alarm signal to a whole-ship monitoring alarm system, carrying out sound-light alarm on the whole ship, and informing crews that the ship has ice-stranded risk and needs to move the ship or manually intervene to remove ice.
(II) in case of ice trapped on both sides:
assuming that sea ice on the outer sides of hull outer plates in a port side S1 area and a starboard side S2 area gradually freezes the outer plates, S1P1, S1P2, 8230, S1Pn, 8230, and S1Pm strain gauges sense the stress change of the hull outer plates; S2P1, S2P2, \ 8230, S2Pn, \ 8230and S2Pm strain plates sense the stress change of the hull plate.
When the sensing value of the strain gauge in the S1 area is weighted average
Greater than the normal cruising mean value P 1 0 When the sensed value of the strain gauge in the S2 area is weighted mean->
Greater than the normal average value P during navigation 2 0 And if the numerical value is changed continuously, the sea ice adhesion exists in the area, and the ice trapping risk exists. The control equation is as follows: />
When the control unit receives the four logic signals at the same time, the large-displacement ballast water pump is quickly started to inject water into the T1 cabin and the T2 cabin. So that the ship tilts firstly and sea ice adhesion is broken in the process of the inclination of the ship body. When the T1 cabin and the T2 cabin are filled with water, the water in the T1 cabin is quickly discharged into the T3 cabin, and the water in the T2 cabin is quickly discharged into the T4 cabin. The ship is inclined back and forth, the adhered sea ice is torn circularly, the condensed ice on the outer plate of the ship body is torn by the self weight, the sea ice is forced to be disconnected from the outer plate of the ship body, and the free state of the ship is kept.
With the reciprocating inclination of the ship back and forth, if one logic signal disappears, the control unit judges the area where the signal is located, the area is reduced to a non-adhesion area, then the control strategy is converted into (one) single-board ice trap, and the single-board ice trap control of the logic signal still exists is carried out.
If the two logic signals continue to exist and the mean value of the strain of the whole ship is obtained
Greater than the mean value of the strain of the whole ship during normal navigation>
And transmitting the alarm signal to a whole-ship monitoring alarm system, carrying out sound-light alarm on the whole ship, and informing crews that the ship has ice-stranded risk and needs to move the ship or manually intervene to remove ice.
In addition, in the actual operation process, different control methods can be selected according to different actual conditions, as shown in the following table:
if the data of the induction slices in the three areas or the four areas are abnormal, and the strain mean value of the whole ship is obtained
Greater than the mean value of the strain of the whole ship during normal navigation>
And transmitting the alarm signal to a whole-ship monitoring alarm system, carrying out sound-light alarm on the whole ship, and informing crews that the ship has ice-stranded risk and needs to move the ship or manually intervene to remove ice.
The above description is intended to be illustrative and not restrictive, and the scope of the invention is defined by the appended claims, which may be modified in any manner within the scope of the invention.
Claims (1)
1. An ice-trapped prevention automatic control method for an ice region sailing ship, wherein the ship comprises a ship body, and is characterized in that: dividing the ship into four regions along the central line of the ship body in the length direction and the central line of the ship body in the width direction, wherein the bow port region is an S1 region, the bow starboard region is an S2 region, the stern port region is an S3 region, the stern starboard region is an S4 region, and the four regions are respectively provided with a ballast water tank as a ship attitude adjusting cabin which is named as a T1 cabin, a T2 cabin, a T3 cabin and a T4 cabin; the structural strain gauges that evenly distributed are pasted in waterline department on the hull planking in every region, can the change of real-time supervision planking stress, according to regional difference, name each strain gauge:
the S1 area is S1P1, S1P2, \8230, S1Pn, \8230, S1Pm from the bow to the stern respectively;
the S2 area is S2P1, S2P2, \8230, S2Pn, \8230, S2Pm from the bow to the stern respectively;
the S3 area is respectively S3P1, S3P2, \8230, S3Pn, \8230, S3Pm from the bow part to the stern part;
the S4 areas are S4P1, S4P2, \8230, S4Pn, \8230, and S4Pm from the bow to the stern respectively;
wherein, S1Pn represents the nth strain gauge of the S1 region;
s1Pm represents the mth strain gauge of the S1 area;
s2Pn represents the nth strain gauge of the S2 area;
s2Pm represents the mth strain gauge of the S2 area;
s3Pn represents the nth strain gauge of the S3 area;
s3Pm represents the mth strain gauge of the S3 area;
s4Pn represents the nth strain gauge of the S4 area;
s4Pm represents the mth strain gauge of the S4 area;
the distance between each strain gauge is determined according to actual conditions and is not a fixed value;
the distance between the first strain gauge and the second strain gauge in the S1 area is S 1 L1，
The distance between the second strain gauge and the third strain gauge is S 1 L2，
The distance between the nth strain gauge and the (n + 1) th strain gauge is S 1 Ln；
The distance between the first strain gauge and the second strain gauge in the S2 area is S 2 L1，
The distance between the second strain gauge and the third strain gauge is S 2 L2，
The distance between the nth strain gauge and the (n + 1) th strain gauge is S 2 Ln；
The distance between the first strain gauge and the second strain gauge in the S3 area is S 3 L1，
The distance between the second strain gauge and the third strain gauge is S 3 L2，
The nth strain gauge and the (n + 1) th strain gaugeThe distance between each strain gage is S 3 Ln；
S4, the distance between the first strain gauge and the second strain gauge in the area is S 4 L1，
The distance between the second strain gauge and the third strain gauge is S 4 L2，
The distance between the nth strain gauge and the (n + 1) th strain gauge is S 4 Ln；
When the ship normally sails in an ice area, the ship has a large mutual motion relation relative to seawater, the seawater can be adhered to a ship body when being frozen, but the frozen seawater can not be adhered to an outer plate of the ship body because the sailing speed of the ship is high;
when the ship sails at a low speed in scientific investigation operation in an ice region or stops sailing, the ship moves or is static at a low speed relative to seawater, and the frozen seawater can slowly adhere to the hull plate;
in order to enable the stress change of the strain gauge to be closer to the adhesion condition of the ship outer plate and the frozen seawater, the induction numerical values of the strain gauges are weighted according to different positions of different areas,
the rules are as follows:
the S1 and S2 areas belong to a bow area, the length of a water line at the bow part of the area is small, when seawater is adhered, the ship cannot be easily iced, even if the bow part is iced, the adhesion can be broken through the forward impact force of a main propulsion system, and the ship sails forwards, so that the bow part can tolerate a certain adhesion phenomenon, the length of the water line at the middle part of the ship is large along with the line type getting bigger towards the ship, and the ship is positioned in the vertical direction of the sailing direction of the ship, the adhesion cannot be broken through the impact force of the propulsion system, and certain adhesion can generate adverse effect on the ship;
therefore, the weight value of each strain gauge is determined according to the distance between each strain gauge and the first strain gauge in the area; weighting the strain gauge of each different part of the region, namely taking each strain gauge of the S1 region as an example, the specific method is as follows:
S1P1 weight
S1P2 weight>
..., S1Pn weight->
..., S1Pm weight->
；
According to the weight, the induction average of the strain gauges S1P1, S1P2, \8230, S1Pn, \8230, and S1Pm outside the hull of the S1 area is weighted and averaged to obtain
；
Wherein
The induction value of the nth strain gauge in the S1 area is obtained when the ship normally navigates in a non-ice area;
similarly, the S2 area ship hull outer plate outer side strain sheets S2P1, S2P2, \ 8230, S2Pn, \ 8230, and the S2Pm strain sheet induction average value is weighted average
；
Wherein
The induction value of the nth strain gauge in the S2 area is obtained when the ship normally navigates in a non-ice area;
s3 area hull outer plate outer side strain gauge S3P1, S3P2, \8230, S3Pn, \8230, S3Pm strain gauge induction average value weighted average is
；
Wherein
The induction value of the nth strain gauge in the S3 area is obtained when the ship normally sails in a non-ice area;
s4 area ship hull outer plate outer side strain sheet S4P1, S4P2, \8230, S4Pn, \8230, S4Pm strain sheet induction average value is weighted average
；/>
Wherein
The induction value of the nth strain gauge in the S4 area is obtained when the ship normally sails in a non-ice area;
the average value of the strain gauge induction of the whole ship is
；
In the case of ice on a single board:
assuming that sea ice outside the hull plate gradually freezes the plate in the S1 area on the port side, S1P1, S1P2, 8230, S1Pn, 8230, and S1Pm strain plates sense stress changes of the hull plate, and the sensing value of each strain plate is equal to
,/>
,…, />
、…、/>
；
When the sensing value of the strain gauge in the S1 area is weighted average
Greater than normal voyage weighted average
If the numerical value is continuously increased, the region is considered to have sea ice adhesion and ice trapping risk;
the control equation is as follows:
wherein
The value of the strain induced by the strain gauge of S1Pn at time t,
when the control unit receives two logic signals obtained by two control equations, a large-displacement ballast water pump is quickly started, water is injected into the T1, the ship inclines leftwards, adhesion sea ice is torn off in the inclination process of the ship body, when the T1 cabin is filled with water, the water in the T1 cabin is quickly discharged into the T2 cabin, the ship inclines left and right in a reciprocating mode, the adhesion sea ice is torn in a circulating mode, the sea ice is forced to be disconnected from an outer plate of the ship body, and the free state of the ship is kept;
if the two logic signals continue to exist and the average value of the strain of the whole ship is obtained
Greater than the mean value of the strain of the whole ship during normal navigation>
Transmitting an alarm signal to a whole-ship monitoring alarm system, carrying out sound-light alarm on the whole ship, informing a crew that the ship has ice-stranded risk and needs to move the ship or manually intervene to remove ice;
(II) under the condition that the two sides are iced:
assuming that sea ice on the outer sides of hull outer plates in a port side S1 area and a starboard side S2 area gradually freezes the outer plates, S1P1, S1P2, 8230, S1Pn, 8230, and S1Pm strain gauges sense the stress change of the hull outer plates; S2P1, S2P2, \ 8230, S2Pn, \ 8230, and S2Pm strain gage sensing the stress change of the hull plate;
when the sensing value of the strain gauge in the S1 area is weighted average
Greater than the average value during normal navigation>
When the sensed value of the strain gauge in the S2 area is weighted mean->
Greater than average for normal voyage>
And if the numerical value is continuously increased, the region is considered to have sea ice adhesion and ice trapping risk;
the control equation is as follows:
when the control unit receives four logic signals obtained by four control equations simultaneously, the large-displacement ballast water pumps are quickly started to inject water into the T1 cabin and the T2 cabin, so that the ship is inclined firstly, sea ice adhesion is broken in the process of inclining the ship body, when the T1 cabin and the T2 cabin are filled with water, the water in the T1 cabin is quickly discharged into the T3 cabin, the water in the T2 cabin is quickly discharged into the T4 cabin, the ship is inclined back and forth in a reciprocating manner, the adhered sea ice is torn in a circulating manner, the ice on the outer plate of the ship body is torn by the weight of the ship body, the sea ice is forced to be broken from the outer plate of the ship body, and the free state of the ship is kept;
with the reciprocating inclination of the ship back and forth, if one logic signal disappears, the control unit judges the area where the signal is located, the area is reduced to a non-adhesion area, then the control strategy is converted into (one) single board ice trap, and the single board ice trap control of the logic signal still exists is carried out;
the four logic signals continuously exist and the average value of the whole ship strain
Greater than the mean value of the strain of the whole ship during normal navigation>
And transmitting the alarm signal to a whole-ship monitoring alarm system, performing sound-light alarm on the whole ship, and informing a crew that the ship has ice-stranded risk and needs to move the ship or manually intervene to remove ice. />
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