CN116933480B - Improved ship anchor ring radius model and anchor intelligent detection method based on same - Google Patents
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Abstract
The invention relates to an improved ship anchor ring radius model and an intelligent anchor detection method based on the same, comprising the following steps: calculating the anchoring radius of the existing ship in the anchoring ground, converting the existing ship coordinates of the anchoring ground into anchoring points, introducing the information of the ship to be anchored into an anchor ring radius model, calculating the anchoring radius of the ship, calculating the anchoring safety distance value of the ship to be anchored according to an anchor safety distance model, randomly generating two-dimensional coordinates of the anchoring points of the two-dimensional coordinate simulation target ship to be anchored through a Monte-Carlo random algorithm, calculating the anchoring points of the existing ship to be anchored and the simulation anchoring points by utilizing an anchor area detection model, obtaining the simulation anchoring points meeting the anchoring safety distance value of the ship to be anchored, and converting the simulation anchoring points into the anchor points and the ship positions of the ship to be anchored, thereby achieving anchoring operation. The detection capability and the detection precision of the ship anchoring area are obviously improved, the anchor position can be rapidly and effectively detected, the anchor ground resource is utilized with high efficiency, and the blank in the field of ship single-anchoring anchor position detection is filled.
Description
The scheme is a divisional application of Chinese patent application with the application date being 2022.04.01 and the application number being 202210338598X, and the invention name being a ship single-mooring anchor position intelligent detection method.
Technical Field
The invention relates to the technical field of ship anchoring, in particular to an improved ship anchor ring radius model and an intelligent anchor detection method based on the same.
Background
At present, the development of various intelligent ship technologies is in progress, and the intelligent ship technology has become a carrier and a breakthrough point for digital technology and economy in the shipping industry. The intelligent detection function of the ship anchor position is one of key technologies which are necessary for autonomous navigation and intelligent navigation of the ship. The ship has anchor position detection capability near the initial port, the destination port and the route so as to meet the requirements of emergency, cargo loading and unloading, personnel loading and unloading, waiting and the like. In the sea-going practice, because of no scientific anchor position detection method, a larger anchor position radius is generally selected for ensuring the anchor position safety of the ship, and the waste of anchor land resources is objectively caused. In addition, a partial water area in the anchor ground can be used as an anchor position water area, but the anchor ground resource is difficult to utilize because of the insufficient anchor position detection capability. Therefore, it is a significant challenge for the intelligent technology of vessels to select a suitable anchoring location and keep the anchoring operation safe.
The intelligent anchor position detection is a strategy and technology for detecting positions meeting the requirement of ship anchoring operation by means of various ship sensors, fusing multi-source data and utilizing a related detection technology, and carrying out safety monitoring on the anchor position, wherein the anchor position detection is one of key technologies for intelligent development of ships, relates to the safety of ship anchoring and the utilization rate of anchor ground, reveals the mechanism of anchor position detection, fills in the blank of anchor position detection cognition, and promotes the development of related theory. However, the anchor position detection research at the current stage is less, the research content is mainly focused on the aspects of the chain length of the anchor chain, the anchor radius, the safety distance of the anchor ship, the anchor land planning, the anchor utilization rate and the like, and the current research results pay insufficient attention to the factors such as special ships, ship type parameters, ship loading states, wind power, water depth, the safety distance of sailing ships entering and exiting the anchor land and the like of dangerous ships and the like.
The foregoing background is intended to assist in understanding the principles and concepts of the application and is not necessarily related to the prior art in this application, but is not intended to be used to evaluate the novelty of this application in the event that no clear evidence indicates that such matter is disclosed prior to the filing date of this application.
Disclosure of Invention
Aiming at the current situation of insufficient detection and research of the current ship anchoring area, the application aims at improving the detection capability and precision of the ship anchoring area, firstly, according to the motion characteristics and rules of the anchoring ship, the ship anchoring ring radius model and the ship anchoring safety interval model are improved, then, an intelligent algorithm combining the anchoring ship anchoring position detection model and a Monte-Carlo random simulation method is constructed, and finally, the ship single-anchoring position detection method is provided, the anchoring position can be rapidly and effectively detected, and the detection capability and precision of the ship anchoring area are improved.
In order to solve at least one technical problem mentioned in the background art, the invention aims to provide the intelligent detection method for the single anchoring position of the ship, which improves a ship anchoring ring radius model and an anchoring ship safety interval model, constructs an intelligent algorithm based on the combination of an anchoring area detection model of the anchoring ship and a Monte-Carlo random simulation method, remarkably improves the detection capability and precision of the anchoring area of the ship, can be used for rapidly and effectively detecting the anchoring position, efficiently utilizes anchoring ground resources, and fills the blank in the field of detection of the single anchoring position of the ship.
In order to achieve the above object, the present invention provides the following technical solutions.
A ship single-mooring intelligent anchor position detection method comprises the following steps:
Step 1: the method comprises the steps that information of an anchor obstacle and information of the ship length, the ship width and the position of an existing ship are acquired through AIS equipment, the two-dimensional sitting mark of the existing ship and the obstacle is (x 1,y1)、(x2,y2)...(xn,yn), relevant information is imported into an improved ship anchor ring radius model, and the anchoring radius of the existing ship is calculated;
step 2: converting the two-dimensional coordinates of the existing ship and the obstacle in the step 1 into anchor points (x' 1,y′1)、(x′2,y′2)...(x′n,y′n) of the existing anchor ship through an anchor point conversion model;
Step 3: the method comprises the steps of importing relevant information of a ship to be moored and water depth information obtained through electronic sea chart (ECDIS) into an improved ship anchor ring radius model, and calculating the mooring radius of the ship;
step 4: on the basis of the steps 1 and 3, calculating the anchoring safety distance value of the to-be-moored ship according to the ship anchoring safety distance model;
step 5: randomly generating n two-dimensional coordinates (x' 1,y″1)、(x″2,y″2)...(x″n,y″n) by using a Monte-Carlo random algorithm, and simulating the two-dimensional coordinates of the anchor point of the target to be moored;
step 6: constructing an anchoring area detection model of an anchoring ship:
Wherein D n is a ship safety distance value, min (D n) is a minimum value of D n, (x n,yn) is a position of an existing ship or other object which prevents anchoring operation in a plane rectangular coordinate system where an anchor ground is located, and a point (x a,ya) is an anchor point which meets the safety distance D of an anchor ship;
Step 7: performing successive operation on the data in the steps 2 and 5 by using the anchoring area detection model of the anchoring ship in the step 6 to obtain two-dimensional coordinates (X 1,Y1)、(X2,Y2)...(Xn,Yn) of anchoring points of the ship to be anchored, which meet the numerical value of the safety interval in the step 4;
Step 8: if the ship head anchor machine is provided with a position sensor, the two-dimensional coordinates of the anchor points obtained in the step7 can be used as two-dimensional coordinates of the anchor points for ship anchor breaking;
Step 9: converting the two-dimensional coordinates of the anchor point to be moored obtained in the step 7 to a ship position (X' 1,Y′1)、(X′2,Y′2)...(X′n,Y′n) of the ship by using a landing anchor point conversion model;
Step 10: the results of the step 8 and the step 9 are sent to an electronic chart or related equipment, so that anchoring operation of the ship to be moored at the position is facilitated; and displaying a landing anchor point or a ship site on related equipment according to the working characteristics of the ship to be moored for mooring operation.
The improved ship anchor ring radius model is as follows:
Wherein R is the mooring radius (m) of a single anchoring water area; s is the anchor hawse length, and different anchor hawse length models can be selected according to the user requirements; k is the distance between the hawse hole and the center line of the head and the tail of the ship; sigma represents a ship, sigma=1-1.2, when the ship is a common cargo ship, sigma takes a lower limit value, and when the ship is an oil product, liquefied gas and chemical ship, sigma takes an upper limit value; d W is sea chart water depth; d A is the vessel profile depth at the hawse hole; d F is the first draft of the ship; b is the width of the ship; alpha is the ship pitch angle, which is known from a ship sensor; l S is the length of the head and the tail of the ship; l SA is the length of the ship hawse hole to the bow; epsilon represents the positioning error of the ship; τ represents the ship width factor, τ=2-3.
Further, S is preferably but not limited to each of the anchor chain length models in table 1:
TABLE 1 mooring hawse Length
Wherein H is the anchor ground water depth (m).
The information related to the ship to be moored in the step 3 specifically comprises the following steps: marine vessel static parameters, GPS/GNSS/BDS position sensor parameters, inclinometer sensor parameters, ECDIS sensor parameters, compass sensor parameters, other sensor parameters.
The ship anchor position safety interval model is as follows:
Wherein D S' is the safe distance between the anchors of the two moored vessels; r AS is the anchoring safety radius of the ship A; r BS is the anchoring safety radius of the B ship; r a is the anchoring radius of the ship A; r b is the anchoring radius of the B ship; sigma a and sigma b respectively represent a ship type A and a ship type B, sigma a＝1-1.2,σb =1-1.2, and the lower limit value of a common cargo ship is taken, and the upper limit value of an oil product, liquefied gas and chemical product ship is taken according to dangerousness; τ a is the A ship width coefficient, τ b is the B ship width coefficient; b a is the ship width of the ship A; b b is the width of the B ship.
The anchor point falling conversion model is as follows:
Anchor point falls Ship position/>, recorded by formula (11) and when ship is anchoredAnd (5) calculating.
Wherein Z is the distance between the ship landing anchor point and the actual recorded point of the ship when the ship is landed, and theta is the included angle between the connecting line from the anchor hole to the ship position point in the coordinate system and the abscissa.
The anchor site conversion model is:
Anchor site Through formula (12) and post-mooring ship locus/>And (5) calculating.
Wherein Z 'is the distance between the anchored anchor point and the actually recorded point of the ship, and theta' is the included angle between the connecting line of the anchor point and the ship position point in the coordinate system and the abscissa.
The factors such as the type of a dangerous article special ship, the parameters of the ship, the distance from a hawse hole to the bow and the stern line of the ship, the trim angle, the ship loading state, wind power, water depth and the like and the influence of a ship sailing in and out of an anchor ground on the safety of an anchor berth are fully considered, the radius of the anchor berth of the ship is quantitatively improved, and compared with the prior art, an improved ship anchor berth radius model with more comprehensive consideration factors and more accurate detection results is constructed. When the safe space model of the moored ship is constructed, the relevant factors of the radius of the anchor ring are considered, the margin space parameters are further increased, and the space of the moored ship can be adjusted according to specific live conditions. Finally, on the basis of the research, with the aim of improving the detection capability and the precision of the ship anchoring area, an intelligent algorithm based on the combination of a ship anchoring area detection model and a Monte-Carlo random simulation method is designed, and intelligent detection of the anchor position is developed. The scheme provides theoretical support for ship development in aspects of multi-source data fusion, ship situation awareness, anchor position detection decision and the like; in practice, the technical means of anchor position detection is provided, an algorithm can be arranged on related equipment of the ship, and technical support is provided for selecting safe and controllable anchor positions of the ship under the conditions of normal operation and emergency; in addition, the port channel department can be used for improving the safety level and the utilization efficiency of the anchor ground water area.
The detection method is applied to ship anchoring.
Further, the vessel comprises a single-moored vessel and/or a double-moored vessel.
The application of the model in the detection method in the single anchoring of the ship comprises the following steps:
Improving a ship anchor ring radius model; and/or
A ship anchor position safety interval model; and/or
An anchor point falling conversion model; and/or
An anchor site conversion model.
Further, the application includes application of the detection method in double anchoring of the ship.
The above-mentioned preferable conditions can be combined with each other to obtain a specific embodiment on the basis of common knowledge in the art.
The raw materials or the reagents involved in the invention are all common commercial products, and the related operations are all routine operations in the field unless specified.
The beneficial effects of the invention are as follows:
By acquiring related parameters through an electronic chart and a ship sensor, an intelligent algorithm based on the combination of an anchoring position detection model of an anchoring ship and a Monte-Carlo random simulation method is designed, the detection algorithm can accurately and efficiently detect anchoring point distribution in an anchoring limit, the problems existing in detection and research of a ship anchoring area are solved to a certain extent, the detection capability and precision of the ship anchoring area are improved, a technical means of anchor position detection is provided, the algorithm can be arranged on ship equipment, and technical support is provided for selecting safe and controllable anchor positions under the conditions of normal operation and emergency of the ship; in addition, the system can be used for departments such as harbor channels and the like to improve the safety level and the utilization efficiency of the anchor ground water area.
The invention adopts the technical proposal to realize the aim, makes up the defects of the prior art, has reasonable design and convenient operation.
Drawings
The foregoing and/or other objects, features, advantages and embodiments of the invention will be apparent from the following description taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic view of a ship's back-off mooring method;
FIG. 2 is a schematic plan view of the moored vessel;
FIG. 3 is a schematic view of the vertical motion of the moored vessel;
FIG. 4 is a schematic diagram of an moored vessel safe spacing model;
FIG. 5 is a schematic view of the GPS/GNSS position deviation of the ship position sensor ((1) when the anchor is dropped, (2) after the anchor is anchored);
FIG. 6 is a model solving logic diagram;
FIG. 7 is a schematic view of the anchoring radius of a 192 meter common cargo vessel;
FIG. 8 is a schematic view of the anchoring radius of a 225 meter common cargo vessel;
Fig. 9 is a schematic view of the anchoring radius of a 333 m common cargo vessel.
Detailed Description
Suitable substitutions and/or modifications of the process parameters will be apparent to those skilled in the art from the disclosure herein, however, it is to be expressly pointed out that all such substitutions and/or modifications are intended to be encompassed by the present invention. While the method of the present invention has been described in terms of preferred embodiments, it will be apparent to those skilled in the relevant art that variations and modifications can be made in the method described herein without departing from the spirit and scope of the invention.
The present invention is described in detail below.
Example 1:
The method for constructing the improved ship anchor ring radius model comprises the following specific steps of:
1) Referring to fig. 1, the vessel anchoring radius is determined:
R＝L1+L2+L4-L5+ε (1)
Wherein R represents the radius of the anchor ring of the ship; l 1 represents the bed length of the anchor chain; l 2 represents the catenary horizontal projection length of the anchor chain; l 4 represents the horizontal projection length of the head-tail length of the ship; l 5 represents the horizontal projection length of the hawse hole to the front end of the deck, and ε represents the positioning error of the ship.
L4＝LS×cosα (2)
Wherein alpha is the trim angle of the ship, which can be known from a ship sensor; l S is the length of the head and the tail of the ship.
L5＝LSA×cosα (3)
Where L SA is the length of the vessel hawse hole to the bow.
2) Referring to fig. 2, the single-anchored ship is anchored and then performs more complex motions under the comprehensive influence of wind, wave, rotary flow, reciprocating flow and the like, and in fig. 2, (b) - (f) show the distribution of the motion track of the ship per hour in the period of 12 hours, 24 hours, 5 days, 10 days and 15 days of anchoring of a real ship respectively. It is known that when the wind and wave flow direction is relatively stable, the moored ship presents the characteristic of short periodic deflection movement; when the wave flow direction is unstable, the anchoring ship moves in a nearly circular motion in a long period state, and the swing amplitude and the circumference radius of the ship are closely related to the external influence.
3) Referring to fig. 3, on a vertical plane, a single mooring ship performs radial back and forth reciprocating motion under the influence of different wind, wave and external forces, the mooring chain length of the ship at the point A in fig. 3 is S, a catenary S S has a certain radian, a horizontal chain S L lies on the sea floor, and the resultant force P of the holding force of an anchor and the friction force of the horizontal chain is greater than or equal to the external wind and current external force F. If F becomes larger, the ship moves from the point A to the point B, and is stabilized at the point B after P and F are balanced, at the moment, the catenary length S S becomes longer, and the horizontal chain S L becomes shorter; if F continues to grow larger than P, there is a risk of anchor running; if F becomes smaller, the moored vessel will return from point B to point A. From the standpoint of anchoring safety, it is therefore necessary to take the above factors into account, in particular in the case of dense water areas of ships, to select suitable anchor turns, anchor points and anchoring radii.
4) Referring to fig. 3, the horizontal projection of the anchor chain is simplified taking into account the motion limits of the moored vessel:
Wherein S is the anchor chain length; k is the distance between the hawse hole and the center line of the head and the tail of the ship; d is the depth from the hawse hole to the sea bottom; d W is sea chart water depth; d A is the vessel profile depth at the hawse hole; d F is the first draft of the vessel.
5) Determining the anchoring radius of a common ship:
6) Considering the running requirement of other ships between anchor lands, 2-3 times of the ship width is reserved for guaranteeing the anchoring safety; considering the characteristics of the dangerous cargo ship, the anchoring radius is increased by a certain safety margin compared with the ordinary cargo anchoring ship; universal anchoring radius:
Wherein, sigma represents a ship type, sigma=1-1.2, the lower limit value of a common cargo ship is taken, and the upper limit value of an oil product, liquefied gas and chemical ship is taken according to the danger; τ represents a ship width coefficient, τ=2-3; b represents the ship width.
The anchoring radius model described in the above (6) can be applied to the Chinese standard, japanese standard, british standard and Dindar Oz standard described in Table 1, and different anchoring out-of-chain models can be selected according to the requirements. The example adopts Chinese standard, and improves the anchoring ship radius model according to the model (6):
Wherein R is the mooring radius (m) of a single anchoring water area; l is the designed captain (m); h is the depth (m) of the anchor ground water; k is the distance between the hawse hole and the center line of the head and the tail of the ship; sigma represents a ship type, sigma=1-1.2, the lower limit value of a common cargo ship is taken, and the upper limit value of an oil product, liquefied gas and chemical ship is taken according to dangers; d W is sea chart water depth; d A is the vessel profile depth at the hawse hole; d F is the first draft of the ship; b is the width of the ship; alpha is the ship pitch angle and can be known from a ship sensor; l S is the length of the head and the tail of the ship; l SA is the length of the ship hawse hole to the bow; epsilon represents the positioning error of the ship; τ represents the ship width factor, τ=2-3.
Example 2:
On the basis of the foregoing embodiment, the construction of the ship safety distance model includes the following specific steps:
1) Referring to fig. 4 (a), considering that the moored vessels continuously perform circular motion in a single moored state, in order to avoid safety interference between the moored vessels, the distance between the moored vessels is sufficiently considered, and when the moored vessels maintain a synchronous motion state, the distance between the moored vessels satisfies formula (8):
Wherein Q is the distance between two moored vessels; d S is the distance between the anchors of the two moored vessels; r a is the anchoring radius of the ship A; r b is the anchoring radius of the B ship; l S2 represents the captain of the B ship.
2) Referring to fig. 4 (b), (c) and (d), consider the extreme motion dynamics when two moored vessels cannot keep synchronous motion, the two moored vessels have opposite heading and opposite stern, the two moored vessels are in the most dangerous state, and collision danger is caused once a certain vessel is out of control; for this purpose, when the anchoring radius is set, a certain safety margin is set for the two anchoring vessels, and in this state, the distance between the two vessels satisfies the formula (9):
wherein R AS is the anchoring safety radius of the ship A; r BS is the anchoring safety radius of the B ship; r a is the anchoring radius of the ship A; r b is the anchoring radius of the B ship; q' is the safe distance between two moored vessels; d S' is the safe distance between the anchors of the two moored vessels; ΔR a is the mooring safety radius margin for vessel A; ΔR b is the anchoring safety radius margin for the B vessel.
In marine practice, the intervessel distance Q shown in equation (8) is typically used to determine the anchor radius. But since the moored vessel is moving irregularly back and forth radially inside the mooring ring, i.e. the distance Q is a variable. Selecting the distance Q to determine the anchoring radius results in the possible presence of an obstacle in the mooring ring of the moored vessel as shown in fig. 2. In order to ensure anchoring safety, an anchoring ring with a larger radius is often selected, so that the anchor utilization rate is objectively wasted, and the anchor ground is blocked. Under the condition of accurate anchor points, the anchor point detection is safe and reliable by selecting the safe space D of the moored ship. The formula (5) has reserved a space 2-3 times of the ship width as compared with the anchoring radius model of the formula (4) as a safety margin. For this purpose the inter-mooring vessel safe spacing model can be further derived as equation (10):
Wherein, sigma a and sigma b respectively represent a ship type A and a ship type B, sigma a＝1-1.2,σb =1-1.2, the lower limit value of a common cargo ship is taken, and the upper limit value of an oil product, liquefied gas and chemical ship is taken according to the danger; τ a represents the a-ship width coefficient, and τ b represents the B-ship width coefficient.
Example 3:
on the basis of the foregoing embodiment, constructing a falling anchor point conversion model includes:
Referring to fig. 5 (a), the landing anchor point is also called a throwing anchor point, which is the position of the anchor when the ship is anchored, a coordinate system with the ship site as the origin is established, the X-axis represents longitude, the Y-axis represents latitude, the landing anchor point is called a 1 point, the actual recording point of the ship is called a 1 point of the antenna recording point of the ship position GPS/GNSS/BDS sensor, a and b represent the distance between the GPS/GNSS/BDS sensor and the front and the rear of the ship, c and d represent the distance between the GPS/GNSS/BDS sensor and the two sides of the ship, the distance between the hawse hole and the bow is called e, and the distance between the hawse and the center line from the front and the tail is called k; anchor point falls Ship position/>, recorded by formula (11) and when ship is anchoredAnd (5) calculating.
Wherein Z is the distance between the ship landing anchor point and the actual recorded point of the ship when the ship is landed; and theta is the included angle between the connecting line from the anchor chain hole to the ship position point in the coordinate system and the abscissa.
Example 4:
On the basis of the foregoing embodiment, constructing an anchor site conversion model includes:
Referring to fig. 5 (b), the anchor point is also called as an anchoring point, and refers to a position point of an anchor when a ship catches a substrate and is relatively stable in the process of anchoring, namely, a point a 2 in fig. 5 (b), the ship anchor moves from a drop anchor point a 1 thrown by a lower command to an anchor point a 2 to have certain displacement in the horizontal direction, and the reason for the displacement is complex, and the displacement is related to the self factors such as ship operability, type, tonnage, speed, loading condition, anchor type and the like, and is also related to the factors such as external wave flow, water depth and substrate and the like. To find the anchor point, as shown in FIG. 5 (b), the anchor point is anchored Through formula (12) and post-mooring ship locus/>And (5) calculating.
Wherein Z 'is the distance between the anchored anchor point and the actually recorded point of the ship, and theta' is the included angle between the connecting line of the anchor point and the ship position point in the coordinate system and the abscissa.
Example 5:
On the basis of the foregoing embodiment, an intelligent detection method for a single anchoring position of a ship is provided, firstly, anchor information of 2 seas is defined by MATLAB program, the water depth value is 20-40 meters, and the following assumption is made: the falling anchor point coincides with the anchor position point, namely, L 0 =0; the anchor point is right in front of the ship, namely on the course line of the ship; ship pitch angle α=0.5°; the coefficient tau takes a value of 2; σ=1; epsilon=0.
The 3 common cargo vessel dimensions are shown in table 2 and the anchoring radius model is shown in table 3.
Table 2, parameters of the vessel (unit: meter)
TABLE 3 anchoring radius related model
And carrying out anchoring area detection and test in a MATLAB program according to the ship parameters in table 2 and the ship radius related model in table 3. The existing ships in the anchor ground and the ship to be moored are all three types of ships, and the space between the existing ships in the anchor ground meets the requirement of the safety space between the anchor ships. The anchor ground water depths were 20 meters, 25 meters, 30 meters, 35 meters and 40 meters respectively, and the experimental data contained 10 groups of two types: the first type is 5 groups of anchoring area detection data with wind power less than or equal to 7 levels, and the second type is 5 groups of anchoring area detection data with wind power more than 7 levels. Tables 4 and 5 are the first set of extracted first type data and the first set of extracted second type data, respectively.
Table 4, ship safety distance data of wind power less than or equal to 7 level (water depth 20 meters)
Table 5, ship safety distance data of wind force > 7 level (depth of water 20 m)
Referring to fig. 6, the intelligent detection method for the ship single-mooring anchor position comprises the following steps:
Step 1: the method comprises the steps that information of an anchor obstacle and information of the ship length, the ship width and the position of an existing ship are acquired through AIS equipment, the two-dimensional sitting mark of the existing ship and the obstacle is (x 1,y1)、(x2,y2)...(xn,yn), relevant information is imported into an improved ship anchor ring radius model, and the anchoring radius of the existing ship is calculated;
step 2: converting the two-dimensional coordinates of the existing ship and the obstacle in the step 1 into anchor points (x' 1,y′1)、(x′2,y′2)...(x′n,y′n) of the existing anchor ship through an anchor point conversion model;
Step 3: leading the information related to the ship to be moored and the water depth information acquired by an electronic sea chart (ECDIS) into an improved ship anchor ring radius model;
Step 4: on the basis of the steps 1 and 3, calculating the anchoring safety distance value of the to-be-moored ship according to the ship anchoring safety distance model;
Step 5: randomly generating 5000 two-dimensional coordinates (x' 1,y″1)、(x″2,y″2)...(x″n,y″n) by using a Monte-Carlo random algorithm, and simulating the two-dimensional coordinates of the anchor point of the target to be moored;
step 6: constructing an anchoring area detection model of an anchoring ship:
Wherein D n is a ship safety distance value, min (D n) is a minimum value of D n, (x n,yn) is a position of an existing ship or other object which prevents anchoring operation in a plane rectangular coordinate system where an anchor ground is located, and a point (x a,ya) is an anchor point which meets the safety distance D of an anchor ship;
Step 7: performing successive operation on the data in the steps 2 and 5 by using the anchoring area detection model of the anchoring ship in the step 6 to obtain two-dimensional coordinates (X 1,Y1)、(X2,Y2)...(Xn,Yn) of anchoring points of the ship to be anchored, which meet the numerical value of the safety interval in the step 4;
Step 8: if the ship head anchor machine is provided with a position sensor, the two-dimensional coordinates of the anchor points obtained in the step7 can be used as two-dimensional coordinates of the anchor points for ship anchor breaking;
Step 9: converting the two-dimensional coordinates of the anchor point to be moored obtained in the step 7 to a ship position (X' 1,Y′1)、(X′2,Y′2)...(X′n,Y′n) of the ship by using a landing anchor point conversion model;
Step 10: drawing a simulation graph of the anchoring position working space, and sending the results of the step 8 and the step 9 to an electronic chart or related equipment, so that anchoring operation of the ship to be moored at the position is facilitated; and displaying a landing anchor point or a ship site on related equipment according to the working characteristics of the ship to be moored for mooring operation.
The calculation solution is performed on the anchoring radius model of the table 3 according to the data of the table 2, and the result is shown in fig. 7-9.
(1) The improved anchoring radius model can have F, G, H and I deformation according to the wind power, the ship type and the safety influence of the anchor passing ship, the models F and H consider the general anchoring radius model, and the models G and I are used for considering the anchoring safety radius and the two anchoring ship safety distances when the ship passes in the anchor. Compared with the traditional models A-E, the improved anchoring radius models F, G, H and I fully consider factors such as dangerous goods such as tankers, ship parameters, the distance from a hawse hole to the bow, trim angles, ship loading states and the like, and the model well reflects engineering practice background and has higher accuracy.
(2) The model F has the applicable condition that the wind power is less than or equal to 7 levels, and compared with the model A under the same condition, the model F fully considers the dangerous special ship types such as a tanker, and the radius value of the model F is slightly smaller than the anchoring radius model A by 10 percent. The anchoring radius model F has a larger radius value at shallow water than model C, but as the water depth increases, the radius value of model C increases faster and larger than the model F. The anchoring radius model F is larger than the model D considering poor anchor ground quality. Compared with the model E, the anchoring radius model F fully considers factors such as ship type parameters, the distance from the hawse hole to the ship head, the trim angle, the ship loading state and the like, well reflects engineering practice background, and has higher accuracy. In shallower waters, model F is slightly larger than model E by 10% and in deeper waters the radius is substantially equal. Therefore, the improved anchoring radius model F can better meet the engineering practice background under the same condition, and the radius value is more accurate and smaller under the condition that the chain length is safest and conservative.
(3) The model G takes into account the safety impact between two moored vessels in the anchor ground compared to the model A/C/D/E. The space model of the anchoring ship is formed by using the model, so that the safety influence of the ship passing through the anchoring ground on the anchoring ship is reduced as much as possible. The radius of model G is greater than the radius of model A/C/D in shallow waters and the opposite effect occurs in deeper waters. And becomes weaker as the captain increases. The model E only considers the utilization rate of the anchor land, so that the safety of the traveling ship and the anchoring ship is not considered much, and the radius value of the model E has no reference significance.
(4) Both model H and model B are radius models considering severe weather conditions with wind power of 7 or more or wind power of 30 m/s. With equal chain length, model H can not only faithfully reflect the anchoring engineering practice background, but also be smaller in value. Under the condition of ensuring safety, the use efficiency of the anchor ground is improved.
(5) Compared with the model B/C/D/E, the model I fully considers the safety influence between two moored vessels in the anchor ground. The space model of the anchoring ship is formed by using the model, so that the safety influence of the ship passing through the anchoring ground on the anchoring ship is reduced as much as possible. Since the out-chain length of model I is greatest compared to model B/C/D/E for safety reasons, the radius value and the pitch value are relatively increased.
The improved anchoring radius model changes the phenomenon that the original anchoring radius model is rough, not only fully considers factors such as ship type parameters, the distance from a hawse hole to a ship head, a trim angle, a ship loading state and the like, but also considers the influence of wind power, a ship and other special ship types with dangerousness and a ship sailing in and out of an anchor ground on the safety distance of an anchoring ship, so that the model meets the engineering practice background better. The radius value of the improved model in four cases is within an acceptable range, and is smaller than the radius value of each model in most scenes. The improved model is applied to detection of the anchoring area, so that the scientificity of detection, the safety of the anchoring ship and the utilization rate of the anchor ground can be improved.
The detection algorithm can accurately and efficiently detect the distribution of the anchoring points within the limit of the anchoring ground. The intelligent anchor position detection algorithm combining the anchor position detection model and the Monte-Carlo random simulation method can fully consider the influence of the ship type on the anchor position distance, and provides a reasonable anchor position detection scheme for dangerous ships such as oil, liquefied gas and the like. The ship anchoring area detection model fully considers the safety requirement of passing ships between anchor lands, and sets a certain safety passing allowance. The ship anchoring area detection model fully considers the influence of the anchor ground boundary, for the detected anchor ship, the ship tail can effectively avoid the anchor ground boundary, the anchor ship is prevented from drifting out of the anchor ground boundary, and the ship anchoring area detection model can flexibly increase the safety distance according to the situation.
Aiming at the defects existing in the detection and research of the current ship anchoring area, the invention aims at improving the detection capability and precision of the anchoring area, designs an intelligent algorithm based on the combination of an anchoring area detection model of an anchoring ship and a Monte-Carlo random simulation method, and has the following progressive significance:
(1) The ship anchor ring radius model is improved, the factors such as the special ship type of dangerous goods such as a tanker, ship parameters, the distance from a hawse hole to a bow and a ship bow line, a trim angle, a ship loading state, wind power, water depth and the like and the influence of a ship sailing in and out of an anchor ground on the safety of an anchor ship are fully considered, the ship anchor ring radius is quantitatively improved, and compared with the existing research, the ship anchor ring radius improvement model has the characteristics of comprehensive consideration and accurate result;
(2) The safe space model of the anchoring ship is improved, the relevant factors of the radius of the anchor ring are considered, the margin space parameter is flexibly increased, and the space of the anchoring ship can be adjusted according to specific live conditions;
(3) On the basis of the research, an anchor position detection algorithm model of an anchor area is constructed, intelligent anchor position detection is carried out by adopting a Monte-Carlo random simulation method, and the anchor position detection algorithm is capable of accurately and efficiently detecting anchor position distribution within an anchor ground limit.
The invention provides an intelligent algorithm combining an anchoring area detection model of an anchoring ship and a Monte-Carlo random simulation method, solves the problems existing in detection and research of the anchoring area of the ship to a certain extent, and improves the detection capability and precision of the anchoring area. The research result provides theoretical support for ship development in the aspects of multi-source data fusion, ship situation awareness, anchoring area detection decision and the like. In practice, the technical means for detecting the anchoring area is provided, an algorithm can be arranged on ship equipment, the detected anchoring area is displayed on an ECDIS system or other systems for anchoring, and technical support is provided for selecting safe and controllable anchoring under the conditions of normal operation and emergency of the ship; in addition, the system can be used for departments such as harbor channels and the like to improve the safety level and the utilization efficiency of the anchor ground water area.
The conventional technology in the above embodiments is known to those skilled in the art, and thus is not described in detail herein.
The specific embodiments described herein are offered by way of example only to illustrate the spirit of the invention. Various modifications or additions to the described embodiments may be made by those skilled in the art to which the invention pertains or may be substituted in a similar manner without departing from the spirit of the invention or beyond the scope of the appended claims.
While the invention has been described in detail and with reference to specific embodiments thereof, it will be apparent to one skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope thereof.
The invention is a well-known technique.
Claims (7)
1. The method for constructing the improved ship anchor ring radius model is characterized by comprising the following specific steps of:
determining the anchoring radius of the ship:
(1)
In the method, in the process of the invention, Representing the radius of the anchor ring of the ship; /(I)Representing the bedding length of the anchor chain; /(I)Representing the catenary horizontal projection length of the anchor chain; /(I)A horizontal projection length representing the head-to-tail length of the vessel; /(I)Representing the horizontal projected length of the hawse hole to the front end of the deck,/>Representing the positioning error of the ship;
(2)
In the method, in the process of the invention, The pitch angle of the ship can be known from a ship sensor; /(I)The length of the head and the tail of the ship;
(3)
In the method, in the process of the invention, The length from the anchor hole of the ship to the bow;
the horizontal projection of the anchor chain is simplified in consideration of the motion limit condition of the moored ship:
(4)
In the method, in the process of the invention, A hawser length for mooring; k is the distance between the hawse hole and the center line of the head and the tail of the ship; /(I)To the depth of the anchor hole to the sea bottom; Is the sea chart water depth; /(I) Is the ship-shaped depth at the hawse hole; /(I)The first draft of the ship;
determining the anchoring radius of a common ship:
(5)
Considering the running requirement of other ships between anchor lands, 2-3 times of the ship width is reserved for guaranteeing the anchoring safety; considering the characteristics of the dangerous cargo ship, the anchoring radius is increased by a certain safety margin compared with the ordinary cargo anchoring ship; universal anchoring radius:
(6)
In the method, in the process of the invention, Representing a ship type,/>Taking the lower limit value of a common cargo ship, and taking the upper limit value of an oil product, liquefied gas and chemical product ship according to dangerousness; /(I)Representing the ship width coefficient,/>；/>Representing the width of the ship.
2. The method of claim 1, wherein anchoring the hawser length model comprises:
，
h is the anchor ground water depth (m).
3. The method according to claim 2, characterized in that:
Adopts Chinese standard and improves the anchoring ship radius model according to the model (6):
(7)
Wherein R is the mooring radius (m) of a single anchoring water area; l is the designed captain (m); h is the depth (m) of the anchor ground water; k is the distance between the hawse hole and the center line of the head and the tail of the ship; representing a ship type,/> Taking the lower limit value of a common cargo ship, and taking the upper limit value of an oil product, liquefied gas and chemical product ship according to dangerousness; /(I)Is the sea chart water depth; /(I)Is the ship-shaped depth at the hawse hole; /(I)The first draft of the ship; b is the width of the ship; alpha is the ship pitch angle and can be known from a ship sensor; l S is the length of the head and the tail of the ship; l SA is the length of the ship hawse hole to the bow; /(I)Representing the positioning error of the ship; τ represents the ship width coefficient,/>。
4. Use of an improved ship anchor radius model obtained by the method according to any of claims 1-3 for ship anchoring, characterized in that:
the vessel comprises a single-moored vessel and/or a double-moored vessel.
5. The intelligent ship single-mooring anchor position detection method is characterized by comprising the following steps of:
Step 1: the ship to be moored acquires anchor ground obstacle information and the ship length, the ship width and the position information of the existing ship through AIS equipment, and the two-dimensional sitting mark of the existing ship and the obstacle is as follows And introducing relevant information into an improved ship anchor ring radius model constructed by the method of any one of claims 1-3, and calculating the anchoring radius of the existing ship;
step 2: converting the two-dimensional coordinates of the existing ship and the obstacle in the step 1 into anchor points of the existing anchor ship through an anchor point conversion model ；
Step 3: the method comprises the steps of importing relevant information of a ship to be moored and water depth information obtained through electronic sea chart (ECDIS) into an improved ship anchor ring radius model, and calculating the mooring radius of the ship;
step 4: on the basis of the steps 1 and 3, calculating the anchoring safety distance value of the to-be-moored ship according to the ship anchoring safety distance model;
step 5: random generation of n two-dimensional coordinates using Monte-Carlo random algorithm Simulating two-dimensional coordinates of an anchor point of a target to-be-moored ship;
step 6: constructing an anchoring area detection model of an anchoring ship:
(13)
Wherein dn is a ship safety distance value, min (dn) is a minimum value of dn, (xn, yn) is the position of the existing ship or other object targets which obstruct the anchoring operation in a plane rectangular coordinate system where the anchor ground is located, and points (xa, ya) are anchor points which meet the safety distance D of the anchoring ship;
Step 7: the data of the steps 2 and 5 are operated successively by using the anchoring area detection model of the anchoring ship in the step 6 to obtain two-dimensional coordinates of anchoring points of the ship to be moored, which meet the numerical value of the safety interval in the step 4 ；
Step 8: if the ship head anchor machine is provided with a position sensor, the two-dimensional coordinates of the anchor points obtained in the step7 can be used as two-dimensional coordinates of the anchor points for ship anchor breaking;
step 9: converting the two-dimensional coordinates of the anchor point to be moored obtained in the step 7 to the ship position point of the ship by using a landing anchor point conversion model ；
Step 10: the results of the step 8 and the step 9 are sent to an electronic chart or related equipment, so that anchoring operation of the ship to be moored at the position is facilitated; and displaying a landing anchor point or a ship site on related equipment according to the working characteristics of the ship to be moored for mooring operation.
6. The method according to claim 5, wherein: the anchor point falling conversion model is as follows:
The anchor point falling conversion model is as follows:
Anchor point falls Ship position/>, recorded by formula (11) and when ship is anchoredAnd (3) calculating:
(11)
Wherein Z is the distance between the ship landing anchor point and the actual recorded point of the ship when the ship is in the landing state, The included angle between the connecting line from the anchor chain hole to the ship position point in the coordinate system and the abscissa is formed.
7. The method according to claim 5 or 6, characterized in that: the anchor site conversion model is:
The anchor site conversion model is:
Anchor site Through formula (12) and post-mooring ship locus/>And (3) calculating:
(12)
In the method, in the process of the invention, For the distance between the anchor point after anchoring and the point actually recorded by the vessel,/>The included angle between the connecting line from the anchor point to the ship position point in the coordinate system and the abscissa is defined.
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