CN116108554A - Whole-ship finite element batch calculation and post-processing method - Google Patents

Whole-ship finite element batch calculation and post-processing method Download PDF

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CN116108554A
CN116108554A CN202211412462.5A CN202211412462A CN116108554A CN 116108554 A CN116108554 A CN 116108554A CN 202211412462 A CN202211412462 A CN 202211412462A CN 116108554 A CN116108554 A CN 116108554A
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fpso
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李英
刘金鑫
甘强
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Tianjin University
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Abstract

A full-ship finite element batch calculation and post-processing method comprises the following steps: s1: establishing a wet surface model of the FPSO hull according to the environmental conditions of the FPSO working sea area and a large number of combined working conditions of the assembly load; s2: the FPSO hull wet surface model is transmitted to the hull surface through wave load to generate load files in batches; s3: establishing a FPSO whole-ship finite element model according to the hull data and the latest hull thickness measurement data, and S4: the whole-ship finite element model is grouped and named according to the ship body structure and the ship steel properties; s5: obtaining a full ship stress value and a maximum displacement batch file under each group of working conditions; s6: adopting an ANSYS post1 post-processing module to output stress values and maximum displacement batch txt files of the whole ship attention area; s7: the method and the device provide powerful support for the safety reliability of the FPSO and the establishment of the proxy model by analyzing and outputting the stress value and the maximum displacement batch data of the whole ship attention area.

Description

Whole-ship finite element batch calculation and post-processing method
Technical Field
The invention relates to the field of design analysis of marine engineering structures, in particular to a method for calculating and post-processing finite elements in batches of a whole ship.
Background
The FPSO needs to bear structural damage caused by various alternating load actions and corrosion caused by marine environment and loading objects in the service period, working condition combination is carried out according to the combined values of the marine environment and assembly loading from the aspects of structural design and reliability, the wave-induced load and the structural strength possibly born by the FPSO in the whole life cycle are researched, the structural strength analysis of all working conditions under the covering operation condition is carried out on the FPSO by using a finite element method, and the FPSO has important practical significance for determining the high-stress area of the FPSO hull and realizing the structural strength safety monitoring of the FPSO in the whole life cycle.
The finite element calculation of the cabin section of the ultra-large ship is the current main method, only partial cabin sections are established, and displacement or constraint is applied to the two ends of the cabin sections, so that the influence of the rest of the ship body on the cabin section area is equivalent to the greatest extent. The cabin finite element modeling method has small workload and wide application, but the method mainly examines the capability of the ship body to bear total longitudinal bending, and the applied load is generally calculated by an empirical formula and has a certain error. The whole-ship finite element method is used as a calculation method with highest precision at present, can accurately simulate each component in a ship, fully considers the influence between the interiors of ship structures, avoids errors caused by the problem of cabin boundary load transmission on calculation results, and meanwhile, the boundary conditions and loads applied by the whole-ship finite element method are more accurate, the result obtained by calculating the whole-ship finite element is more detailed, and the stress distribution and deformation conditions of the whole-ship structure can be displayed.
With the enlargement and the novelty of ocean engineering structures, the digital twin technology is applied to the field of ocean engineering, and the establishment of a proxy model which can approximately predict the performance of a large complex structure system and meet part of design, optimization and simulation tasks becomes very valuable. The agent model aims at establishing a black box type mapping relation between input and output parameters of the model to replace refined simulation, the basis of establishment is a large amount of refined simulation data of a complex structural system, for the FPSO, the FPSO is required to be fully covered with environmental working conditions under the working conditions, the FPSO is carried out by combining different assembly loading working conditions to carry out finite element batch analysis on the whole ship, a large amount of simulation analysis result data is obtained, and the method is the fundamental place of establishing the agent model and even realizing a digital twin technology.
The FPSO whole ship finite element analysis workload is large, the calculation time is long, batch calculation of working conditions according to the traditional method consumes a great deal of manpower, and under the condition that large-scale result data is needed, the traditional GUI interface simulation mode is adopted only by means of manual operation, so that the risk of error occurrence is increased, and the accuracy of the result is affected inevitably. Therefore, the whole-ship finite element batch calculation and post-processing method is beneficial to saving the calculation cost, avoiding the risk of human errors in the repeated load application and result data extraction process, and improving the efficiency and accuracy of finite element analysis.
Disclosure of Invention
The invention aims to provide a whole-ship finite element batch calculation and post-processing method, so that a large amount of FPSO whole-ship finite element simulation analysis result data are obtained, a high stress area and maximum deformation of a ship body are determined, and powerful support is provided for the safety and reliability of the FPSO and the establishment of a proxy model.
The technical scheme adopted for solving the technical problems is as follows: an FPSO whole ship finite element evaluation method based on ANSYS comprises the following steps:
s1: constructing a large number of combined working conditions of the FPSO working sea area environment condition and the assembly load, and covering all working conditions in the FPSO working state; establishing a wet surface model of the FPSO hull, transmitting wave loads to the hull surface, and generating load files in batches;
s3: according to the design data of the ship body, combining with the latest thickness measurement report of the ship body, establishing a finite element model of the whole FPSO ship, and dividing grid units;
s4: grouping and naming the whole ship finite element units according to the ship body structure and the ship steel properties; s5: applying load and boundary conditions to the FPSO whole-ship finite element model in the S3, and carrying out batch static analysis on all grid cells to obtain the whole-ship stress level and the maximum deformation under each group of working conditions;
s6: and (3) using the function of an ANSYS post1 general post-processing module to lead out the stress value and the maximum displacement of the concerned region into txt files in batches, and analyzing the result data.
According to the above scheme, in step S1, the independent variables of the combined working condition include: effective wave height H s Spectral peak period T p And the loading condition of the cargo tank assembly.
According to the above scheme, in the step S2, the method for establishing the hull wet surface model is as follows:
writing the coordinates of the semi-shipside key points of the wet surface of the ship body in a text editor, generating a dat format command stream, storing the dat format command stream in a storage path, and creating the key points of the wet surface of the ship body by using an INPUT command call command stream file;
selecting a Spline Thu KP in an ANSYS GUI interface, and selecting key points to generate Spline curves of each station of the ship body and the ship bow and the ship tail;
generating a FPSO semi-broadside wet surface using an ASKIN command to connect the spline curves;
generating a double side wet surface model using an arsim command, generating a bottom outer plate plane using an AL command;
and adjusting the grid by using the minimum wave period of the FPSO working sea area, wherein different follow-up solving requirements have different grid quality requirements, and the judgment principle is that the grid size is not smaller than 1/7 of the wavelength corresponding to the minimum wave period.
According to the above scheme, in the step S2, the Wave load uses the post-processing program AQWA Wave to export the AQWA calculation result into the aqld file.
According to the above scheme, in the step S3, the thickness measurement mode of the last thickness measurement report of the hull should include underwater visual detection and ultrasonic thickness measurement. The underwater visual monitoring range comprises bilge keels, side plates and bottom plates; the ultrasonic thickness measuring range comprises an underwater side plate and an outer plate part of a bottom plate of the ship body, and at least three rib positions are measured according to the length distribution of the ship body.
According to the above scheme, in the step S3, the specific steps of creating the "FPSO whole ship finite element model" are as follows:
establishing a FPSO whole ship geometric model comprising all longitudinal and transverse main components including an inner shell and outer plate structure, a double-layer bottom rib plate and stringer system, a transverse strong frame and vertical truss, a horizontal truss, a transverse bulkhead and a longitudinal bulkhead;
creating a plate thickness library, correcting the thicknesses of the underwater side plates of the ship body and the outer plate of the bottom plate of the ship body according to the thickness measurement report, determining the thicknesses of the rest plates according to the design data of the ship body, assigning values to the whole FPSO ship plate units, setting the grid division size as the distance between the longitudinal reinforcing members, and gridding the plates into shell units;
and (3) establishing a bone material section library, assigning values to the bone material reinforcing members of the FPSO whole ship, setting the mesh division size as the distance between the longitudinal reinforcing members, and meshing the bone material into a beam unit and a rod unit.
According to the above scheme, in the step S4, the hull structure of one of the whole-ship finite element unit grouping modes includes: the inner wall of the cargo oil tank, the inner bottom plate of the cargo oil tank, the outer plate of the ship bottom, the outer plate of the side board, the outer plate of the bilge part, the longitudinal bulkhead, the transverse strong frame, the bottom longitudinal girder, the functional platform, the main deck and the like.
According to the above scheme, in the step S4, the marine steel properties of the second whole-ship finite element unit division group are determined according to the steel allowable stress σ 1, ，σ 2 ，…，σ n Divided into n classes.
According to the above scheme, in the step S5, the load includes: deck dead load, wave load, cargo tank load, gravity.
According to the above scheme, in the step S5, the deck dead load is calculated according to the following formula:
P＝P stat ·A+P deck-L ·L+m un ·g
wherein P is stat To uniformly distribute the pressure on the supporting structure, P deck-L For uniformly distributing pressure, m, linearly over the supporting structure un The mass of the apparatus acting on the support structure is concentrated.
According to the above scheme, in the step S5, the wave load is applied in the following manner:
marking the units below the waterline by applying a pressure value with the size of 1;
and (3) importing the aqld result file in the step S2 into ANSYS, and applying normal load to all marked units.
According to the above scheme, in the step S5, the cargo tank load is applied in the following manner:
and creating a cargo tank pressure loading program, and obtaining a command stream file under a storage path according to the input cargo tank liquid level height to realize cargo tank pressure automatic loading.
According to the above scheme, in the step S5, the boundary condition is applied to the first bow and the second stern.
According to the above scheme, in the step S5, the batch calculation is implemented by python in a manner of developing an ANSYS command stream batch generation program for the second time.
According to the above scheme, in the step S6, the step of deriving the stress value is as follows:
recording node serial numbers of a high stress position and a large deformation position according to a finite element analysis result, and writing a command stream in a text editor;
generating an array by using the DIM function in ANSYS for storing the stress value and the deformation value obtained by calculation under different working conditions;
stress and deformation values stored in the array are derived using a set command, derived as txt file.
According to the above scheme, in the step S6, allowable stress values according to different material properties are calculated according to the following formula:
[σ]＝R eH /S
wherein R is eH Is the minimum yield stress of the material, and S is the safety factor.
Advantageous effects
The technical scheme provided by the invention has the beneficial effects that at least:
compared with the prior art, the invention provides the finite element batch calculation method based on ANSYS, which writes the load application command stream under a large number of working conditions in batches by virtue of python, realizes automatic batch calculation of the large number of working conditions, saves the labor cost for calculating the large number of working conditions to a great extent, avoids the risk of human errors in the repeated load application process, and improves the efficiency and accuracy of finite element analysis in the process;
compared with the prior art, the finite element calculation result batch extraction method based on ANSYS is provided, the data result under each group of working conditions is recorded while a large number of working conditions are calculated in batches, the data result collection cost is saved to a great extent, the risk of human errors in the process of extracting result data is avoided, and the efficiency and the accuracy of finite element analysis are improved from the results.
Drawings
The invention will be further described with reference to the accompanying drawings and examples, in which:
FIG. 1 is a schematic flow structure diagram of an FPSO whole-ship finite element batch calculation and post-processing method based on ANSYS;
FIG. 2 is a schematic view of a wet surface model of a FPSO hull in accordance with an embodiment of the invention;
FIG. 3 is a schematic representation of wave load file loading in an embodiment of the invention;
FIG. 4 is a schematic diagram of a finite element model of a FPSO whole vessel in accordance with an embodiment of the present invention;
FIG. 5 is a schematic illustration of the location of the application of the FPSO bow and stern boundary conditions in an embodiment of the invention;
FIG. 6 is a schematic diagram of a calculation result of a certain working condition of a finite element model of a FPSO whole ship in an embodiment of the invention;
FIG. 7 is a schematic diagram of an array for storing the calculation results in ANSYS according to an embodiment of the present invention.
Detailed Description
For a clearer understanding of technical features, objects and effects of the present invention, a detailed description of embodiments of the present invention will be made with reference to the accompanying drawings. It should be understood that the specific embodiments described herein use some engineering data only to illustrate the invention and not to limit the invention.
As shown in fig. 1-7, the FPSO whole-ship finite element batch calculation and post-processing method based on ANSYS of the invention comprises the following steps:
s1: constructing a large number of combined working conditions of the FPSO working sea area environment condition and the assembly load, and covering all working conditions in the FPSO working state;
the step S1 specifically comprises the following steps: performing effective wave height H according to wave scattering diagram of FPSO operation area s Sum spectrum peak period T p Is arranged and combined, the Latin hypercube sampling method is adopted to randomly sample the assembly load conditions, and corresponds to each groupThe combination of effective wave height and spectral peak period is extracted 10 to assemble the load conditions, covering all the combined conditions that may be encountered in the FPSO operating years.
S2: establishing a wet surface model of the FPSO hull, transmitting wave loads to the hull surface, and generating load files in batches;
the step S2 specifically comprises the following steps: writing coordinates of a half side key point of a wet surface of a ship body in a text editor, generating a dat format command stream, storing the dat format command stream in a storage path, calling a command stream file by using an INPUT command to create the key point of the wet surface of the ship body, selecting a Spline Thu KP in an ANSYS GUI interface, selecting the key point to generate Spline curves of each station of the ship body and the bow and the stern, connecting the Spline curves by using ASKIN command to generate an FPSO half side wet surface, generating a double side wet surface model by using an ARSYM command, generating a bottom outer plate plane by using an AL command, adjusting grids by using the minimum spectral peak period of an FPSO working sea area, and enabling the grid size to be not smaller than 1/7 of the wavelength corresponding to the minimum spectral peak period. And exporting a Wave load result calculated by the AQWA into an aqld file by utilizing a post-processing program AQWA Wave, and automatically generating a file sequence number corresponding to the S1 working condition one by one.
S3: according to the design data of the ship body, combining with the latest thickness measurement report of the ship body, establishing a finite element model of the whole FPSO ship, and dividing grid units;
the step S3 specifically comprises the following steps: and carrying out underwater visual detection and ultrasonic thickness measurement on the FPSO hull, wherein an underwater visual monitoring range comprises bilge keels, side plates and bottom plates, an ultrasonic thickness measurement range comprises the underwater side plates and the bottom plate outer plate part of the hull, and measuring at least three rib positions according to the length distribution of the hull to generate a complete thickness measurement report. The method comprises the steps of establishing a geometrical model of the FPSO whole ship, including all longitudinal and transverse main components, including an inner shell and outer plate structure, a double-layer bottom rib plate and longitudinal truss system, a transverse strong frame and vertical truss, a horizontal truss, a transverse bulkhead and a longitudinal bulkhead, creating a plate thickness library, correcting the thicknesses of the underwater side plates of the ship body and the outer plate of the ship bottom plate according to a thickness measurement report, determining the thicknesses of the rest plates according to the design data of the ship body, assigning values to the FPSO whole ship plate unit, setting the grid division size as the distance between the longitudinal reinforcing members, gridding the plates into shell units, creating a bone section library, assigning values to the bone reinforcing members of the FPSO whole ship, setting the grid division size as the distance between the longitudinal reinforcing members, gridding the bone into beam units and rod units.
S4: grouping and naming the whole ship finite element units according to the ship body structure and the ship steel properties;
the step S4 specifically comprises the following steps: the CM commands in ANSYS are used to generate hull structural components including cargo tank inner walls, cargo tank inner bottom plates, bottom outer plates, side outer plates, bilge outer plates, longitudinal bulkheads, transverse strong frames, bottom stringers, functional platforms, and main decks. Using the CM command in ANSYS, the stress was 235N/mm at yield 2 Is of the type A steel with a yield stress of 315N/mm 2 Is characterized by having a yield stress of 355N/mm 2 Three grades of grade D high strength steel of (c) are produced as a material component.
S5: applying load and boundary conditions to the FPSO whole-ship finite element model in the S3, and carrying out batch static analysis on all grid cells to obtain the whole-ship stress level and the maximum deformation under each group of working conditions;
the step S5 specifically comprises the following steps: generating a plurality of groups of command stream files by secondarily developing an ANSYS command stream batch generation program through python, marking a pressure value of 1 applied to a unit below a waterline of a FPSO whole-ship finite element model under each group of working condition command stream files, importing an aqld result file in the step S2 into ANSYS, and applying normal load to all marked units; automatically generating a command stream file under a storage path according to the input assembly loading information in an array form by utilizing a cargo tank pressure loading program, and automatically loading cargo tank loads; gravity is applied to the FPSO whole vessel finite element model. Y-direction and Z-direction displacement constraints are applied to the stem finite element nodes, X-direction and Z-direction displacement constraints are applied to the finite element nodes at the junction of the stern and the port side plate, and Y-direction and Z-direction displacement constraints are applied to the finite element nodes at the junction of the stern and the starboard side plate. And (3) compiling an ANSYS MAC macro program by using python, and carrying out batch analysis on all design conditions of the FPSO whole-ship finite element model. And (5) calculating the static load of the deck according to the following formula:
P＝P stat ·A+P deck-L ·L+m un ·g
wherein P is stat To uniformly distribute the pressure on the supporting structure, P deck-L For uniformly distributing pressure, m, linearly over the supporting structure un The mass of the apparatus acting on the support structure is concentrated.
S6: and (3) using the function of an ANSYS post1 general post-processing module to lead out the stress value and the maximum displacement of the concerned region into txt files in batches, and analyzing the result data.
The step S6 specifically comprises the following steps: and recording node serial numbers of the high stress position and the large deformation position according to the finite element analysis result, writing a post-processing command stream into a text editor, generating n m-dimensional arrays corresponding to the high stress position by utilizing a DIM function in ANSYS, wherein n is the number of the high stress position, m is the number of working conditions, writing and storing stress values and deformation values obtained by calculation of all working conditions, deriving the stress values and the deformation values stored in the arrays by using a set command, and storing the stress values and the deformation values in a txt file format in a storage path. The allowable stress values according to different material properties are calculated according to the following formula:
[σ]＝R eH /S
wherein R is eH Is the minimum yield stress of the material, and S is the safety factor.

Claims (6)

1. The whole-ship finite element batch calculation and post-processing method is characterized by comprising the following steps of:
s1: establishing a wet surface model of the FPSO hull according to the environmental conditions of the FPSO working sea area and a large number of combined working conditions of the assembly load;
s2: the FPSO hull wet surface model is transmitted to the hull surface through wave load to generate load files in batches;
s3: establishing a FPSO whole-ship finite element model according to the hull data and the latest hull thickness measurement data, wherein:
establishing a FPSO whole ship geometric model comprising all longitudinal and transverse main components including an inner shell and outer plate structure, a double-layer bottom rib plate and stringer system, a transverse strong frame and vertical truss, a horizontal truss, a transverse bulkhead and a longitudinal bulkhead;
performing underwater visual detection and ultrasonic thickness measurement to obtain a latest thickness measurement report of the ship body;
creating a plate thickness library, correcting the thicknesses of the underwater side plates of the ship body and the outer plate of the bottom plate of the ship body according to the thickness measurement report, determining the thicknesses of the rest plates according to the design data of the ship body, assigning values to the whole FPSO ship plate units, setting the grid division size as the distance between the longitudinal reinforcing members, and gridding the plates into shell units;
creating a bone material section library, assigning values to the bone material reinforcing members of the FPSO whole ship, setting the mesh division size as the distance between the longitudinal reinforcing members, and meshing the bone material into a beam unit and a rod unit;
s4: the whole-ship finite element model is grouped and named according to the ship body structure and the ship steel properties;
s5: applying load, boundary conditions and all grid cells to the FPSO whole-ship finite element model to carry out batch static analysis, and obtaining a whole-ship stress value and a maximum displacement batch file under each group of working conditions;
s6: according to the whole ship stress value and the maximum displacement batch file under each group of working conditions, an ANSYS post1 post processing module is adopted to output the stress value and the maximum displacement batch txt file of the whole ship region of interest;
s7: and analyzing and outputting the stress value and the maximum displacement batch data of the whole ship attention area.
2. The method for mass calculation and post-processing of finite elements for a whole ship according to claim 1, wherein in the step S1, the method for establishing the wet surface model of the ship body is as follows:
the obtaining of the independent variable of the combined working condition comprises the following steps: effective wave height H s Spectral peak period T p The loading condition of the cargo tank is assembled, and a working condition file is automatically generated by arranging and combining the program;
writing the coordinates of the semi-shipside key points of the wet surface of the ship body in a text editor, generating a dat format command stream, storing the dat format command stream in a storage path, and creating the key points of the wet surface of the ship body by using an INPUT command call command stream file;
selecting a Spline Thu KP in an ANSYS GUI interface, and manually selecting key points to generate Spline curves of each station of the ship body and the ship bow and the ship tail;
generating a FPSO semi-broadside wet surface using an ASKIN command to connect the spline curves;
generating a double side wet surface model using an arsim command, generating a bottom outer plate plane using an AL command;
and adjusting the grid by using the minimum wave period of the FPSO working sea area, wherein different follow-up solving requirements have different grid quality requirements, and the judgment principle is that the grid size is not smaller than 1/7 of the wavelength corresponding to the minimum wave period.
3. The method for batch calculation and post-processing of finite element models of whole vessels according to claim 1, wherein in the step S4, the hull structure of one of the group modes of the finite element models of whole vessels comprises: the cargo oil tank comprises a cargo oil tank inner wall, a cargo oil tank inner bottom plate, a ship bottom outer plate, a side outer plate, a bilge outer plate, a longitudinal bulkhead, a transverse strong frame, a bottom stringer, a functional platform and a main deck; the marine steel properties of the second whole-ship finite element unit division group are according to steel allowable stress sigma 1, ，σ 2 ，…，σ n Divided into n classes.
4. The method for calculating and post-processing the finite element of the whole ship in batches according to claim 1, wherein in the step S5, a whole ship stress value and a maximum displacement batch file under each group of working conditions are obtained; comprising the following steps:
marking a unit below the waterline of the water FPSO whole-ship finite element model by applying a pressure value with the size of 1;
importing the file carrying results generated in batch in the step S2 into ANSYS, and applying normal load to all marked units;
creating a cargo tank pressure loading program, and obtaining a command stream file under a storage path according to the input cargo tank liquid level height to realize cargo tank pressure automatic loading;
and writing deck static load, wave load and cargo tank load into the command stream file by using a python program, and generating txt format command stream files in batches.
5. The method for calculating and post-processing finite element in batches for a whole ship according to claim 4, wherein in the step S5, the load includes: deck dead load, wave load, cargo tank load, gravity; wherein:
the deck dead load is calculated as:
P＝P stat ·A+P deck-L ·L+m un ·g
wherein P is stat To uniformly distribute the pressure on the supporting structure, P deck-L For uniformly distributing pressure, m, linearly over the supporting structure un The mass of the apparatus acting on the support structure is concentrated.
The wave load is applied in the following manner:
marking the units below the waterline by applying a pressure value with the size of 1;
importing the aqld result file in the step S2 into ANSYS, and applying normal load to all marked units; the cargo tank load is applied as follows:
and creating a cargo tank pressure loading program, and obtaining a command stream file under a storage path according to the input cargo tank liquid level height to realize cargo tank pressure automatic loading.
6. The method for calculating and post-processing the finite element lot of the whole ship according to claim 1, wherein in the step S6, the step of outputting the stress value and the maximum displacement lot txt file of the whole ship region of interest is:
recording node serial numbers of a high stress position and a large deformation position according to a finite element analysis result in AYSYS, and writing an input command stream in a text editor;
generating an array by using the DIM function in AYSYS, and storing the stress value and the deformation value obtained by calculation under different working conditions;
stress and deformation values stored in the array are derived using a set command, derived as txt file.
CN202211412462.5A 2022-11-11 2022-11-11 Whole-ship finite element batch calculation and post-processing method Pending CN116108554A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117473642A (en) * 2023-10-13 2024-01-30 广东工业大学 Reinforcing method for stern structure of crude oil transfer ship based on dynamic and static load coupling effect

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117473642A (en) * 2023-10-13 2024-01-30 广东工业大学 Reinforcing method for stern structure of crude oil transfer ship based on dynamic and static load coupling effect

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