WO2023060723A1 - 一种基于多体运动与动力耦合的起重船优化设计分析方法 - Google Patents

一种基于多体运动与动力耦合的起重船优化设计分析方法 Download PDF

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WO2023060723A1
WO2023060723A1 PCT/CN2021/134305 CN2021134305W WO2023060723A1 WO 2023060723 A1 WO2023060723 A1 WO 2023060723A1 CN 2021134305 W CN2021134305 W CN 2021134305W WO 2023060723 A1 WO2023060723 A1 WO 2023060723A1
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turntable
stress
motion
crane ship
hull
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PCT/CN2021/134305
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French (fr)
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孟珣
李德江
唐品
邓兴旗
生训宁
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中国海洋大学
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/04—Constraint-based CAD
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

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  • the invention belongs to the field of ocean engineering, and in particular relates to an optimal design analysis method for a crane ship based on multi-body motion and dynamic coupling.
  • Crane barge is a kind of main equipment in marine engineering construction, and it also highlights the characteristics of becoming increasingly heavy.
  • the crane equipped with the crane ship will generate strong vibration in the mechanical system when starting, braking and other sudden changes in working conditions, and the lifting system will respond dynamically.
  • the sea conditions are complex and changeable, and the crane moves with the hull, aggravating the sway of the suspended objects.
  • This complex multi-body motion situation lacks effective analysis methods, and the dynamic response characteristics of key structural areas are not clear, threatening the safety of the crane ship operation. Therefore, how to accurately simulate the actual operation of the crane ship under sea conditions and provide suggestions and guidance for the actual engineering operation is one of the technical problems to be solved urgently in this field.
  • the present invention proposes an optimal design analysis method for a crane ship based on multi-body motion and dynamic coupling, comprising the following steps: modeling the rigid body of the crane ship, and importing the rigid body model of the crane ship into the ADAMS software; wherein the crane ship
  • the rigid body includes: hull, turntable assembly, jacket, first truss, second truss, third truss, and fourth truss.
  • the turntable assembly includes turntable and counterweight; the flexible body of the crane ship is modeled.
  • the flexible body model is imported into the ADAMS software; the flexible body of the crane ship includes: the support of the turntable and the jib; the rigid area is established by using the rigid area method, and the connection between the rigid body and the flexible body is completed; the virtual prototype of the crane ship is established by using ADAMS, The virtual prototype of the crane ship includes the rigid body, the flexible body, the first control luffing rope, the second control luffing rope, the third control luffing rope and the hoisting rope; wherein the first truss, the first A fixed pair is applied between the second truss and the third truss and the boom, and a fixed pair is applied between the boom and the turntable; when the lifting ship is in a non-rotating operation state, the turntable assembly and the turntable A fixed pair is applied between the support of the turntable, and a fixed pair is applied between the support of the turntable and the hull; when the lifting ship is in a non-lifting state, a fixed pair is applied between the hoisting rope and
  • the first aspect of the present invention utilizes the three-dimensional modeling software WORKBENCH-Geometry to establish the rigid body member, utilizes the finite element ANSYS analysis software APDL language to establish the flexible body member, finally in multiple
  • the motion response calculation of the three degrees of freedom of the hull roll, pitch, and heave is completed through the AQWA hydrodynamic calculation, and the motion response calculation result is applied to the virtual prototype as a driving function by using the CUBSPL function.
  • the simulation results provide the force transmission and the stress distribution characteristics of the key area structure during the operation of the crane ship, providing a basis for the design and optimization of the key area structure.
  • the fourth aspect uses WORKBENCH to establish the finite element analysis of the turntable support, extract the force on a specific point after ADAMS virtual simulation, and apply it as a load on the turntable support to complete the static analysis, and compare the stress distribution of the turntable support in ADAMS to verify Accuracy of local structure finite element model load application and boundary condition setting.
  • the layout of the reinforcement ribs is designed, and the feasible optimization scheme of the turntable support is obtained by relying on the Design Exploration optimization module, and the TOPSIS method of the objective entropy weight is used to determine the optimal turntable support. Excellent structural design.
  • Fig. 1 is a schematic diagram of a virtual prototype of a crane ship
  • Fig. 2 is the calculation result of rolling motion response
  • Fig. 3 is the hull rolling motion response imported into ADAMS
  • Fig. 4 is a comparison diagram of the time course change curve of the tension value of the first control luffing rope under the static state and the rolling motion state;
  • Fig. 5 is the variation curve of hoisting rope tension peak value under different accelerations
  • Figures 6 to 8 are the finite element models of the turntable assembly and turntable support in WORKBENCH;
  • Figure 9 is the stress distribution diagram of the turntable support in ADAMS.
  • Figure 10 is a distribution map of MARKER points
  • Figure 11 is a schematic diagram of extracting force and applying it to the finite element model
  • Figure 12 is the stress distribution diagram of the WORKBENCH turntable support
  • Figure 13 is a structural schematic diagram of a reinforcing rib
  • Figure 14 is a schematic diagram of the calculation results of the equivalent stress of the turntable support after the reinforcement is set.
  • the optimal design and analysis method of a crane ship based on multi-body motion and dynamic coupling proposed by the present invention aims to accurately simulate the actual operation of the crane ship under sea conditions, and provide suggestions and guidance for actual engineering operations.
  • the first part of the analysis method is the rigid-flexible coupling multi-body dynamics simulation of the crane ship.
  • the rigid-flexible coupling multibody dynamics simulation of the crane ship further includes the establishment of the rigid-flexible coupling model of the crane ship, and the specific steps are as follows:
  • Step S1 rigid body modeling of the crane ship.
  • the rigid body in the crane ship includes: hull, turntable assembly, jacket, first truss, second truss, third truss, and fourth truss, where the first truss and the second truss The third truss and the fourth truss are used to fix the pulley; the turntable assembly is specifically composed of a turntable and a counterweight, and the jacket is used as a hanging object, which can be designed and set as an example to 500 tons.
  • the 3D modeling software WORKBENCH-Geometry is used to complete the modeling of the rigid body of the crane ship, and the output IGES format is imported into ADAMS as the rigid body of the crane ship.
  • ADAMS is the software of Automatic Dynamic Analysis of Mechanical Systems, and Workbench is the collaborative simulation environment.
  • Step S2 modeling the flexible body of the crane vessel.
  • the flexible body of the crane ship includes: a turntable support and a jib.
  • ANSYS-APDL is used to complete the modeling of the flexible body of the crane ship, and the output MNF format is imported into ADAMS as the flexible body of the crane ship.
  • ANSYS-APDL ANSYS Parametric Design Language
  • ANSYS parametric design language ANSYS parametric design language.
  • Step S3 using the rigid region method to establish a rigid region to complete the connection between the rigid body and the flexible body.
  • the support height of the turntable is designed to be 10 meters
  • the radius of the inner wall is designed to be 2 meters
  • the radius of the outer wall is designed to be 9 meters
  • the length of the jib is designed to be 145.872 meters.
  • the grid size is designed to be 1 meter.
  • Step S4 after the above-mentioned components are imported into the ADMAS software, the Cable System is established to complete the establishment of the virtual prototype of the crane ship.
  • the virtual prototype of the crane ship includes a rigid body (hull 10, a turntable assembly 12, a jacket 14, a first truss 15, a second truss 16, a third truss 17 and a fourth truss 18) and a flexible body ( turntable support 11 and jib 13), further comprising a first control luffing rope 19, a second control luffing rope 20, a third control luffing rope 21 and a hoisting rope 22, wherein the fourth truss 18 is configured as a fixed winding hoisting rope 22, the first control luffing rope 19, the second control luffing rope 20 and the third control luffing rope 21 are used to control the boom 13 luffing.
  • the first truss 15, the second truss 16, and the third truss 17 are respectively fixed paired with the jib 13, and fixed paired between the jib 13 and the turntable; A fixed pair is applied between the turntable supports 11, and a fixed pair is applied between the turntable support 11 and the hull 10; when the lifting ship is in a non-lifting state, a fixed pair is applied between the hoisting rope 22 and the turntable; the lifting ship is in a non-moving state Next, a fixed pair is applied between the hull 10 and the ground.
  • the boom 13 is a flexible body, and the rope is an elastic body. If in the state of non-lifting heavy objects, when the simulation starts, since the self-weight of the jib 13 and the weight of the lifting heavy objects will act on the multi-body system instantaneously, there will be fluctuations in the first 30s of the simulation. The tension of the four sets of ropes and the stress of the 11 nodes supported by the turntable all fluctuated greatly in the first 30s. In actual operation, the first, second and third control luffing ropes 21 are always in a tensioned state during the luffing process of the jib 13, and the tension of the hoisting rope 22 continues to increase while the heavy object is in a suspended state. Boom 13 will not fluctuate greatly. In order to eliminate the simulation error introduced by this fluctuation phenomenon and make the analysis results more consistent with the actual operating conditions, step 5 adopts the following design.
  • step S5 after the simulation starts, time is counted until the end of the set initial waiting period, that is, the virtual prototype of the crane vessel enters the hoisting state after the jib stabilizes.
  • the initial waiting period is set to 30s.
  • the rigid-flexible coupling multi-body dynamics simulation of the crane ship also includes the multi-body dynamics analysis under the hull motion, and the multi-body dynamics analysis under the hull motion specifically includes the following steps:
  • Step S6 Calculate the height of the center of gravity and the radius of gyration of the lifting vessel according to the set stowage scheme in the lifting state.
  • the height of the center of gravity is 11.38m
  • the radius of gyration kxx is 30.01m
  • the radius of gyration kyy is 47.41m
  • the radius of gyration kzz is 45.85m.
  • Step S7 setting the operating conditions of the crane ship, performing hydrodynamic calculations according to the operating conditions, and determining the time step and simulation period of the time domain analysis.
  • the operating conditions mainly include sea area conditions, and the significant wave height is set to 2.5m, the spectral peak period is 6.5s, the wind speed is 10m/s, and the flow speed is 1m/s.
  • AQWA is used to complete the hydrodynamic calculation, the time step of time domain analysis is 0.1s, and the irregular wave analysis considering the influence of low frequency load is set to three hours for the simulation period.
  • Step S8 calculate the rolling motion response and heave motion response of the hull under the conditions of the first wind incidence angle, the first wave incidence angle and the first flow incidence angle; Calculating the pitching motion response of the hull under the condition of incident angle.
  • the first wind incidence angle, the first wave incidence angle, and the first inflow angle are all 90°
  • the second wind incidence angle, the second wave incidence angle, and the second inflow angle are all 180°.
  • Step S9 select the motion response of the representative degrees of freedom of the hull and import it into ADAMS for driving simulation.
  • a section of motion response corresponding to three degrees of freedom is selected and imported into ADAMS for simulation, and each section includes a corresponding peak value, that is, the motion response of the three degrees of freedom of the hull includes the calculation result of the roll motion response.
  • the peak value, the peak value of the calculation result of the pitch motion response and the peak value of the calculation result of the heave motion response as shown in the motion response in the dashed box in Figure 2.
  • the roll motion response of the hull imported into ADAMS is shown in Fig. 3.
  • step S10 in step S4, the establishment of the virtual prototype of the lifting vessel has been completed.
  • a translation pair is applied between the hoisting rope and the turntable; at least one set of lifting acceleration and moving speed of the heavy object is set, and the actual time-consuming of lifting the heavy object to the set height is calculated; the total time-consuming is calculated; the first driving function is established;
  • the above total time consumption is the sum of the initial waiting period and the actual time consumption.
  • the initial waiting time of 30s needs to be added to the total time, that is, the total time is 290s.
  • the first driver function is as follows:
  • step S11 when the crane ship is in motion, a rotating joint is applied between the ship's hull and the ground to establish a second driving function.
  • the second driving function is CUBSPL(time,0,SPLINE_1,0); where SPLINE_1 is the motion response of the three degrees of freedom of the hull, and the motion response includes the motion response of the hull doing roll and heave coupled motion, and the hull Do pitch and heave coupled motion responses.
  • the following steps are involved in determining the kinematic response of the hull to roll and heave coupled motion or to determine the response of the hull to the pitch and heave coupled motion: establish a sphere at the center of gravity of the hull; Or during the coupled motion of pitch and heave, a rotation joint is applied between the hull and the sphere established at the center of gravity of the hull; at the same time, a translation joint is applied between the sphere and the ground, so as to complete the coupled motion of the two degrees of freedom of the hull in ADAMS.
  • Step S12 set the simulation step length, and output the first control luffing rope tension value, the second control luffing rope tension value, the third control luffing rope tension value, the hoisting rope tension value, and the maximum stress of the turntable support under the set time period Corresponding to the time history change curve of the stress value at the node; wherein the set period is the total time from the end of the initial waiting period to when the heavy object is hoisted to the set height.
  • the simulation step size is 0.06s
  • the set period is 30-290s.
  • Step S13 compare the first control luffing rope tension value, the second control luffing rope tension value, the third control luffing rope tension value, the hoisting rope tension value when the crane ship is in a static state and a moving state respectively. value, the time-history change curve of the stress value at the node corresponding to the maximum stress of the turntable support, establish the hull motion and the tension value of the first control luffing rope, the second control luffing rope tension value, the third control luffing rope tension value, the hoisting rope Correspondence between the tension value and the stress value at the node corresponding to the maximum stress of the turntable support.
  • the analysis shows that the hull roll, heave and their coupled motion have a greater influence on the tension increase of the first control luffing rope, and the tension increase of the first control luffing rope tension is the largest under the hull roll and heave coupled motion .
  • the tension increase of the second control luffing rope caused by the rolling motion is 14.58%
  • the tension caused by the pitching motion is 14.58%.
  • the tension increase of the second control luffing rope is 1.35%
  • the tension increase of the second control luffing rope caused by the heave motion is 12.25%
  • the tension increase of the second control luffing rope caused by the rolling and heaving coupling motion of the hull is 27.94%
  • the tension of the second control luffing rope caused by the coupled motion of the pitch and heave of the hull is 15.72%.
  • the tension increase of the third control luffing rope caused by the rolling motion is 14.53%
  • the tension caused by the pitching motion is The tension increase of the third control luffing rope is 2.91%
  • the tension increase of the third control luffing rope caused by the heave motion is 12.25%
  • the tension increase of the third control luffing rope caused by the rolling and heaving coupling motion of the hull is 27.73%
  • the third control luffing rope tension increase is 17.31% caused by the pitch-heave coupling motion of the hull.
  • the nodal stress increase caused by the rolling motion is 14.67%
  • the nodal stress caused by the pitching motion is 14.67%.
  • the increase is 1.98%
  • the nodal stress increase is 10.61% caused by the heave motion
  • the nodal stress increase is 26.94% due to the coupled motion of the roll and heave of the hull
  • the increase of the nodal stress due to the coupled motion of the pitch and heave is 13.76%.
  • the analysis shows that the hull roll, heave and their coupled motion have a greater impact on the nodal stress increase, and the nodal stress increase is the largest under the hull heave coupled motion.
  • the present invention further includes the following steps: setting multiple groups of heavy object lifting accelerations, establishing multiple groups of first drive functions corresponding to each group of heavy object lifting accelerations; The time course change curve of the tension value; determine the peak value of the tension value of the hoisting rope under different hoisting accelerations, and establish a one-to-one correspondence between the hoisting acceleration and the peak value of the tension value of the hoisting rope; determine the maximum value of the tension of the hoisting rope; according to the tension of the hoisting rope The maximum value and the one-to-one correspondence between the lifting acceleration and the peak value of the hoisting rope tension value determine the allowable maximum lifting acceleration for the lifting operation.
  • the simulation outputs the time course variation curve of the tension value of the hoisting rope under different hoisting accelerations; the peak value of the tension value of the hoisting rope under different hoisting accelerations is determined, and the one-to-one correspondence between the hoisting acceleration and the peak value of the tension value of the hoisting rope is established.
  • the variation of the peak tension of the hoisting rope under different accelerations is shown in Fig. 5.
  • Another aspect of the present invention establishes the finite element model of the key area structure, and applies the force on the specific point after the virtual simulation as a load on the concerned finite element model, and relies on the optimization tool to complete the optimal design of the key area structure, and provide the structure design for reference.
  • the present invention also includes the following steps:
  • a finite element model of the turntable support and the turntable assembly is established, wherein the contact type between the turntable, the counterweight and the turntable support is binding.
  • the finite element model of the turntable support is established in WORKBENCH.
  • the thickness of the inner wall, outer wall and shaft plate of the turntable support is consistent with the setting parameters of the flexible body in ADAMS. For example, it can be set to 0.2m.
  • the contact type of the turntable, counterweight and turntable support is set to bound. 6-8 show finite element models of the turntable assembly and turntable support.
  • the crane ship is set to be in a non-moving state, and the crane ship is configured for lifting operations.
  • the simulation obtains the node with the largest stress value of the turntable support during the lifting operation, the occurrence time of the node with the largest stress value, and the stress value.
  • Figure 9 shows the stress distribution of the turntable support in ADAMS.
  • the above parameters can be obtained from the stress distribution diagram of the turntable support.
  • the stress value at node 172 is the largest, and the node with the largest stress value occurs at 37.74s.
  • the maximum stress The value is 6.4381e7Pa.
  • a plurality of first marking points where the jib frame is connected to the turntable is determined, and a plurality of second marking points where the pulley corresponding to the hoisting rope is connected to the turntable are determined.
  • the jib and each rope transmit the force to the turntable through a plurality of first marking points and second marking points, and then to the support of the turntable, wherein the first marking point is the marking point where the jib is fixedly connected to the turntable , including MARKER point 1 to MARKER point 6 as shown in Figure 10, the second mark point is the mark point where the pulley of the hoisting rope system is fixedly connected to the turntable, as shown in the figure MARKER point 7.
  • the reliability of the turntable support directly determines the safety of the crane operation.
  • setting the thickness of the inner wall, outer wall and shaft plate of the turntable support as an example to 0.2 meters can ensure that the turntable support is reliable enough. It is used to analyze the dynamic response law of the crane ship.
  • the reinforcement ribs, the inner wall, the outer wall and the shaft plate are further optimized to design the optimal turntable support.
  • the optimal design of ribs, inner wall, outer wall and shaft plate includes the following steps:
  • a rotary joint is applied between the turntable assembly and the turntable support.
  • a fixed pair is placed between the hoisting rope and the turntable, and the starting acceleration of the turning operation, the braking acceleration of the turning operation, the length of the starting cycle, the length of the braking cycle, the uniform rotation speed, the duration of the uniform rotation cycle and the rotation angle are set.
  • the absolute value of the starting acceleration and the braking acceleration of the turning operation is 0.05d/s 2
  • the starting period and the braking period are 10s
  • the constant turning speed is 0.5d/s
  • the constant turning period is 170s
  • the rotation angle is 90°counterclockwise.
  • the slewing drive function is further established, and the time-history variation of the stress distribution of the turntable support is output and displayed through virtual simulation.
  • the T-shaped bar is selected as the reinforcing rib, and the initial inner wall thickness (for example, the design is 0.02 m), the initial outer wall thickness (for example, the design is 0.07 m), and the initial shaft plate thickness (for example, the design is 0.065 m) are selected as the reinforcing rib.
  • the design is 0.017m
  • obtain the yield limit of the material used to make the turntable support (take Q345 steel as an example, the yield limit is 345MPa), and calculate the equivalent stress of the turntable support after the reinforcement is set in the initial state, according to the turntable support
  • the yield limit of the material calculates the allowable stress for the turntable support.
  • the constraint model is established relying on the Design Exploration optimization module in WORKBENCH, in which the design variables include the height of the T-shaped rib, the width of the T-shaped rib, and the web of the T-shaped rib Height, thickness of T-shaped stiffener flange, thickness of outer wall of turntable support, and thickness of shaft plate of turntable support. Since the stress value of the inner wall of turntable support is very small, it is preferable not to use the inner wall of turntable support as a design variable.
  • the thickness of inner wall of turntable support adopts the initial inner wall A thickness of 0.02 m is used as a constant.
  • the narrow flange T-shaped steel is selected as the T-shaped rib, the height of the T-shaped rib is greater than the width of the T-shaped rib. In this way, the optimized model can be obtained:
  • max(Equivalent_Stress) represents the maximum value of the support stress of the turntable
  • Weight is the support weight of the turntable
  • H is the height of the T-shaped rib
  • B is the width of the T-shaped rib
  • Equivalent Stress represents the support stress of the turntable
  • C is the allowable stress
  • the feasible structural design scheme of turntable support is obtained based on multi-objective genetic algorithm.
  • 100 samples are initially generated, the maximum number of iterations is set to 5, and 50 samples are generated for each iteration.
  • Three repeated calculations were performed on the design point where the first calculation was wrong, with an interval of one minute to avoid optimization failure due to memory problems.
  • the TOPSIS method based on the objective entropy weight obtains the optimal structural design scheme of the turntable support.
  • the optimal structural design scheme is shown in Table 4:
  • the maximum equivalent stress is 1.6704x10 8 Pa
  • the steel consumption of the turntable support is 423880kg
  • the weight of the turntable support is reduced by 12.3%.
  • Figure 14 shows the calculation results of the equivalent stress of the support structure after the reinforcement is set.
  • the first aspect of the present invention uses the three-dimensional modeling software WORKBENCH-Geometry to establish rigid body components, uses the finite element ANSYS analysis software APDL language to establish flexible body components, and finally assembles the virtual prototype of the crane ship in the multi-body simulation ADAMS, through AQWA hydrodynamic calculation Complete the calculation of the three-degree-of-freedom motion response of the hull, roll, pitch, and heave, and use the CUBSPL function to apply the motion response calculation results as a driving function to the virtual prototype to simulate the actual lifting operation of the crane ship, compared with the crane ship in a static state and the time-history curves of different variables in the moving state, establish the corresponding relationship between the variables in the static state and the moving state of the hull, and provide suggestions and guidance for the operation of the crane ship.
  • the fourth aspect uses WORKBENCH to establish the finite element analysis of the turntable support, extract the force on a specific point after ADAMS virtual simulation, and apply it as a load on the turntable support to complete the static analysis, and compare the stress distribution of the turntable support in ADAMS to verify Accuracy of local structure finite element model load application and boundary condition setting.
  • the layout of the reinforcement ribs is designed, and the feasible optimization scheme of the turntable support is obtained by relying on the Design Exploration optimization module, and the TOPSIS method of the objective entropy weight is used to determine the optimal turntable support. Excellent structural design.

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Abstract

基于多体运动与动力耦合起重船优化设计分析方法包括：起重船刚性体、柔性体建模；刚性体和柔性体连接处理；建立起重船虚拟样机；仿真起吊状态；根据设定配载方案计算重心高度及回转半径；设定作业工况并进行水动力计算，确定时间步长和模拟周期；选取船体自由度运动响应导入ADAMS中驱动仿真，输出设定时段下第一、二、三控制变幅绳索、吊装绳索的张力值、转台支撑最大应力对应节点处应力值的时程变化曲线；对比处于静止和运动状的时程变化曲线，建立船体处于静止和运动状态下第一、二、三控制变幅绳索、吊装绳索张力值、转台支撑最大应力对应节点处应力值的动力耦合放大关系；可以提高仿真效率、捕捉真实响应特征，为实际作业提供有效建议和指导。

Description

一种基于多体运动与动力耦合的起重船优化设计分析方法 技术领域
本发明属于海洋工程领域，尤其涉及一种基于多体运动与动力耦合的起重船优化设计分析方法。
背景技术
随着海洋开发技术的不断发展，模块化、大型化成为海洋工程建设的主要特点。起重船是海洋工程建设中的一种主要设备，也凸显出日趋重型化的特点。起重船配套设置的起重机在启动、制动和其它工作状态突变时机械系统会产生强烈的振动，吊物系统发生动力响应。同时，海况复杂多变，起重机随船体运动，加剧吊物摇摆，这种复杂多体运动情况缺少有效分析手段，结构关键区域动力响应特征不清晰，威胁起重船作业安全。因此，如何准确模拟起重船在海域条件下的实际作业情况，为工程实际操作提供建议和指导，是本领域亟待解决的技术问题之一。
发明内容
本发明提出一种基于多体运动与动力耦合起重船优化设计分析方法，包括以下步骤：起重船刚性体建模，将起重船刚性体模型导入ADAMS软件中；其中所述起重船刚性体包括：船体、转台组件、导管架、第一桁架、第二桁架、第三桁架、第四桁架，所述转台组件包括转台和配重；起重船柔性体建模，将起重船柔性体模型导入ADAMS软件中；其中所述起重船柔性体包括：转台支撑和臂架；利用刚性区域法建立刚性区域，完成刚性体和柔性体的连接；利用ADAMS建立起重船虚拟样机，所述起重船虚拟样机包括所述刚性体、所述柔性体、第一控制变幅绳索、第二控制变幅绳索、第三控制变幅绳索和吊装绳索；其中所述第一桁架、第二桁架、第三桁架分别与所述臂架之间施加固定副、所述臂架与所述转台之间施加固定副；所述起重船处于非回转作业状态下，所述转台组件与所述转台支撑之间施加固定副，所述转台支撑与所述船体之间施加固定副；所述起重船处于非起吊重物状态下，所述吊装绳索与所述转台之间施加固定副；所述起重船处于非运动状态下，所述船体与地面之间施加固定副；仿真开始，计时直至设定的初始等待阶段结束，所述起重船虚拟样机进入起吊状态；根据起吊状态下的设定配载方案计算起重船的重心高度及回转半径；设定起重船的作业工况，根据所述作业工况进行水动力计算，确定时域分析的时间步长和模拟周期；在第一风入射角、第一浪入射角和第一流入射角条件下计算船体横摇运动响应和垂荡运动响应；在第二风入射角、第二浪入射角和第二流入射角条件下计算船体纵摇运动响应；选取船体代表自由度的运动响应并导入ADAMS中驱动仿真；起重船处于起吊重物状态，吊装绳索与转台之间施加平移副；设定至少一 组重物起吊加速度和移动速度，计算重物起吊至设定高度的实际耗时；计算总耗时；建立第一驱动函数；其中，所述总耗时为初始等待阶段时长与实际耗时之和；起重船处于运动状态下，船体与地面之间施加旋转副，建立第二驱动函数；设定仿真步长，输出设定时段下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的时程变化曲线；其中所述设定时段为自初始等待阶段时长结束至重物起吊至设定高度时的总时长；对比起重船分别处于静止状态和运动状态时，设定时段下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的时程变化曲线，建立船体处于静止状态和运动状态下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的对应关系。
与现有技术相比，本发明的优点和积极效果是：本发明第一方面利用三维建模软件WORKBENCH-Geometry建立刚性体构件，利用有限元ANSYS分析软件APDL语言建立柔性体构件，最后在多体仿真ADAMS中组件起重船虚拟样机，通过AQWA水动力计算完成船体横摇、纵摇、垂荡三自由度运动响应计算，利用CUBSPL函数将运动响应计算结果作为驱动函数施加在虚拟样机上，以模拟起重船实际起吊作业，对比起重船处于静止状态和运动状态时不同变量的时程变化曲线，建立船体处于静止状态和运动状态下变量的对应关系，为起重船操作提供建议和指导。第二方面在仿真时施加不同的驱动，以模拟不同起吊加速度下的吊装情况，并根据起重船吊装绳索的极限承载，获得起吊的上临界加速度，为工程实际提供参考。第三个方面完成了起重船刚柔耦合动力学分析，仿真结果给出起重船作业时力的传递情况及关键区域结构的应力分布特点，为关键区域结构的设计及优化提供基础。第四个方面利用WORKBENCH建立转台支撑的有限元分析，提取ADAMS虚拟仿真后特定点上的力，作为载荷施加在转台支撑上，完成静力分析，并对比ADAMS中转台支撑的应力分布情况，验证局部结构有限元模型载荷施加及边界条件设置的准确性。第五个方面，根据起重机起吊及回转作业时转台支撑的应力分布，设计加强筋的布置，并依托Design Exploration优化模块得到转台支撑的可行优化方案，综合客观熵权的TOPSIS方法确定转台支撑的最优结构设计方案。
结合附图阅读本发明的具体实施方式后，本发明的其他特点和优点将变得更加清楚。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为起重船虚拟样机的示意图；
图2为横摇运动响应计算结果；
图3为导入ADAMS中的船体横摇运动响应；
图4为静止状态和横摇运动状态下第一控制变幅绳索张力值时程变化曲线的对比图；
图5为不同加速度下的吊装绳索张力峰值变化曲线；
图6至图8为转台组件和转台支撑在WORKBENCH中的有限元模型；
图9为ADAMS中转台支撑的应力分布图；
图10为MARKER点的分布图；
图11为提取力并施加在有限元模型上的示意图；
图12为WORKBENCH中转台支撑的应力分布图；
图13为加强筋的结构示意图；
图14为设置加强筋后转台支撑的等效应力计算结果示意图。
具体实施方式
为了使本发明的目的、技术方案及优点更加清楚明白，以下将结合附图和实施例，对本发明作进一步详细说明。本发明所提出的基于多体运动与动力耦合的起重船优化设计分析方法，旨在准确模拟起重船在海域条件下的实际作业情况，为工程实际操作提供建议和指导。
具体来说分析方法的第一部分为起重船刚柔耦合多体动力学仿真。起重船刚柔耦合多体动力学仿真进一步包括起重船刚柔耦合模型建立，其具体步骤如下：
步骤S1,起重船刚性体建模。以半潜起重船为例，起重船中的刚性体包括：船体、转台组件、导管架、第一桁架、第二桁架、第三桁架、第四桁架，其中第一桁架和第二桁架用于固定滑轮并连接绳索固定端，第三桁架和第四桁架用于固定滑轮；转台组件具体由转台和配重组成，导管架作为吊物，可以示例性地设计设定为500吨。利用三维建模软件WORKBENCH-Geometry完成起重船刚性体建模，输出IGES格式作为起重船刚性体导入ADAMS中。ADAMS为机械系统动力学自动分析(Automatic Dynamic Analysis of Mechanical Systems)软件,Workbench为协同仿真环境。
步骤S2,起重船柔性体建模。起重船柔性体包括：转台支撑和臂架。利用ANSYS-APDL完成起重船柔性体建模，输出MNF格式作为起重船柔性体导入ADAMS中。ANSYS-APDL(ANSYS Parametric Design Language),即ANSYS参数化设计语言。
步骤S3，利用刚性区域法建立刚性区域，完成刚性体和柔性体的连接。示例性地，转台支撑高度设计为10米，内壁半径设计为2米，外壁半径设计为9米，臂架长度设计为145.872米。转台支撑和臂架的材质参数设定为ρ＝7850kg/m3，E＝2.1E11Pa，μ＝0.3。网格大小设计为1米。
步骤S4，在上述构件导入ADMAS软件后，建立Cable System,从而完成起重船虚拟样机的建立。如图1所示,起重船虚拟样机包括刚性体(船体10、转台组件12、导管架14、第一桁架15、第二桁架16、第三桁架17以及第四桁架18)和柔性体(转台支撑11和臂架13)，还包括第一控制变幅绳索19、第二控制变幅绳索20、第三控制变幅绳索21以及吊装绳索22，其中第四桁架18配置为固定缠绕吊装绳索22的滑轮，第一控制变幅绳索19、第二控制变幅绳索20和第三控制变幅绳索21用于控制臂架13变幅。第一控制变幅绳索19、第二控制变幅绳索20、第三控制变幅绳索21以及吊装绳索22为弹性体，材质参数设置为ρ＝7850kg/m3，E＝2.1E11Pa。第一桁架15、第二桁架16、第三桁架17分别与臂架13 之间施加固定副、臂架13与转台之间施加固定副；起重船处于非回转作业状态下，转台组件12与转台支撑11之间施加固定副，转台支撑11与船体10之间施加固定副；起重船处于非起吊重物状态下，吊装绳索22与转台之间施加固定副；起重船处于非运动状态下，船体10与地面之间施加固定副。
在起重船虚拟样机中，臂架13是柔性体，绳索是弹性体。如果在非起吊重物状态下，仿真开始时，由于臂架13自重和起吊重物的重量均会瞬间作用在多体系统上，仿真前30s会出现波动现象。四套绳索张力以及转台支撑11节点应力在前30s均发生大幅波动。而在实际作业时，第一、第二和第三控制变幅绳索21在臂架13变幅过程中一直处于张紧状态，同时使重物处于悬挂状态过程中吊装绳索22张力持续增大，臂架13不会出现大幅波动现象。为消除这种波动现象引入的仿真误差，使得分析结果与实际作业情况的趋同度更高，步骤5采用如下设计。
步骤S5，仿真开始后，计时直至设定的初始等待阶段结束，即臂架稳定后起重船虚拟样机进入起吊状态。示例性的，初始等待阶段设定为30s。
起重船刚柔耦合多体动力学仿真还包括船体运动下的多体动力学分析，船体运动下的多利动力学分析具体包括以下步骤：
步骤S6：根据起吊状态下的设定配载方案计算起重船的重心高度及回转半径。示例性的，重心高度为11.38m，回转半径kxx为30.01m，回转半径kyy为47.41m，回转半径kzz为45.85m。
步骤S7，设定起重船的作业工况，根据作业工况进行水动力计算，确定时域分析的时间步长和模拟周期。示例性的，作业工况主要包括海域条件，设定有义波高为2.5m，谱峰周期为6.5s，风速为10m/s，流速为1m/s。利用AQWA完成水动力计算，时域分析的时间步长取0.1s，考虑低频载荷影响的不规则波分析，模拟周期设定为三个小时。
步骤S8，在第一风入射角、第一浪入射角和第一流入射角条件下计算船体横摇运动响应和垂荡运动响应；在第二风入射角、第二浪入射角和第二流入射角条件下计算船体纵摇运动响应。具体来说，第一风入射角、第一浪入射角和第一流入射角均为90°，第二风入射角、第二浪入射角和第二流入射角均为180°。
步骤S9，选取船体代表自由度的运动响应并导入ADAMS中驱动仿真。优选在时间维度上分别选取对应三个自有度的一段运动响应导入ADAMS中进行仿真，在每一段中均包括对应的峰值，即船体三个自由度的运动响应包括横摇运动响应计算结果的峰值、纵摇运动响应计算结果的峰值以及垂荡运动响应计算结果的峰值，如图2虚线框内的运动响应。导入ADAMS中的船体横摇运动响应如图3所示。
步骤S10，在步骤S4中已经完成起重船虚拟样机的建立。配置起重船处于起吊重物状态。吊装绳索与转台之间施加平移副；设定至少一组重物起吊加速度和移动速度，计算重物起吊至设定高度的实际耗时；计算总耗时；建立第一驱动函数；其中，所述总耗时为初始等待阶段时长与实际耗时之和。示例性的，起吊重物时吊装绳索与转台之间修改为施加平移副，设定重物起吊加速度a＝0.02m/s 2，匀速时移动速度v＝0.2m/s，起吊重物上升50m，实际耗时260s。总耗时需加上30s初始等待时间，即总耗时为290s。第一驱动函数如下：
Step(time,30,0,40,0.2)+Step(time,280,0,290,-0.2)。
步骤S11，起重船处于运动状态下，船体与地面之间施加旋转副，建立第二驱动函数。示例性的，第二驱动函数为CUBSPL(time,0,SPLINE_1,0)；其中SPLINE_1为船体三个自由度的运动响应，运动响应包括船体做横摇和垂荡耦合运动的运动响应，以及船体做纵摇和垂荡耦合运动响应。
更进一步的说，确定船体做横摇和垂荡耦合运动的运动响应或者确定船体做纵摇和垂荡耦合运动响应时包括以下步骤：在船体重心处建立一个球体；船体做横摇、垂荡或纵摇、垂荡耦合运动时，船体与在船体重心处建立的球体之间施加旋转副；同时，球体与地面之间施加平移副，从而完成船体在ADAMS中两个自由度的耦合运动。
步骤S12，设定仿真步长，输出设定时段下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的时程变化曲线；其中所述设定时段为自初始等待阶段时长结束至重物起吊至设定高度时的总时长。示例性地，仿真步长取0.06s，设定时段为30-290s。
步骤S13，对比起重船分别处于静止状态和运动状态时，设定时段下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的时程变化曲线，建立船体运动和第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的对应关系。
示例性的，如图4所示，通过对静止状态和运动状态下第一控制变幅绳索张力值时程变化曲线的对比，可以得出横摇运动导致的第一控制变幅绳索张力增幅为14.48％；类似的可以得出，纵摇运动导致的第一控制变幅绳索张力增幅为2.18％；垂荡运动导致的第一控制变幅绳索张力增幅为11.94％；船体横摇垂荡耦合运动导致的第一控制变幅绳索张力增幅为27.81％；船体纵摇垂荡耦合运动导致的第一控制变幅绳索张力增幅为13.82％。分析可以得出船体横摇、垂荡及两者耦合运动对第一控制变幅绳索张力的张力增幅影响较大，且船体横摇垂荡耦合运动下第一控制变幅绳索张力的张力增幅最大。
类似的，通过对静止状态和运动状态下第二控制变幅绳索张力值时程变化曲线的对比，可以得出横摇运动导致的第二控制变幅绳索张力增幅为14.58％，纵摇运动导致的第二控制变幅绳索张力增幅为1.35％，垂荡运动导致的第二控制变幅绳索张力增幅为12.25％，船体横摇垂荡耦合运动导致的第二控制变幅绳索张力增幅为27.94％，船体纵摇垂荡耦合运动导致的第二控制变幅绳索张力增幅为15.72％。分析可以得出船体横摇、垂荡及两者耦合运动对第二控制变幅绳索的张力增幅影响较大，且船体横摇垂荡耦合运动下第二控制变幅绳索的张力增幅最大。
类似的，通过对静止状态和运动状态下第三控制变幅绳索张力值时程变化曲线的对比，可以得出横摇运动导致的第三控制变幅绳索张力增幅为14.53％，纵摇运动导致的第三控制变幅绳索张力增幅为2.91％，垂荡运动导致的第三控制变幅绳索张力增幅为12.25％，船体横摇垂荡耦合运动导致的第三控制变幅绳索张力增幅为27.73％，船体纵摇垂荡耦合运动导致的第三控制变幅绳索张力增幅为17.31％。分析可以得出船体横摇、垂荡及两者耦合运动对 第三控制变幅绳索的张力增幅影响较大，且船体横摇垂荡耦合运动下第三控制变幅绳索的张力增幅最大。
类似的，通过对静止状态和运动状态下吊装绳索张力值时程变化曲线的对比，可以得出横摇运动导致的吊装绳索张力增幅为6.64％，纵摇运动导致的吊装绳索张力增幅为3.88％，垂荡运动导致的吊装绳索张力增幅为19.01％，船体横摇垂荡耦合运动导致的吊装绳索张力增幅为22.68％，船体横摇垂荡耦合运动导致的吊装绳索张力增幅为22.68％。分析可以得出垂荡运动对吊装绳索张力的增幅影响较大，且船体纵摇垂荡耦合运动下吊装绳索的张力增幅最大。
类似的，通过对静止状态和运动状态下转台支撑最大应力对应节点处应力值的时程变化曲线的对比，可以得出横摇运动导致的节点应力增幅为14.67％，纵摇运动导致的节点应力增幅为1.98％，垂荡运动导致的节点应力增幅为10.61％，船体横摇垂荡耦合运动导致的节点应力增幅为26.94％，船体纵摇垂荡耦合运动导致的节点应力增幅为13.76％。分析可以得出船体横摇、垂荡及两者耦合运动对节点应力增幅的影响较大，且船体横摇垂荡耦合运动下节点应力增幅最大。
基于上述对比分析可以总结出船体横摇及垂荡对动力响应影响较大，在起重船作业时，船体应尽量避免波浪90°入射作用，以减小船体横摇，同时可采取措施减小船体垂荡运动。
不难理解，起重船作业时，在臂架、支撑等关键结构及变幅绳索均处于安全状态的基础上，吊装绳索的承载能力决定了起重船的吊装能力。通过上文的分析可以得出船体纵摇垂荡耦合运动导致的吊装绳索的张力增幅最大，也就是说在船体纵摇垂荡耦合作用下不同起吊加速度将导致吊装绳索的张力不同。作为一种优选的方法，本发明还进一步包括以下步骤：设定多组重物起吊加速度，建立与每一组重物起吊加速度对应的多组第一驱动函数；仿真输出不同起吊加速度下吊装绳索张力值的时程变化曲线；确定不同起吊加速度下吊装绳索张力值的峰值，建立起吊加速度和吊装绳索张力值的峰值的一一对应关系；确定吊装绳索承受张力的最大值；根据吊装绳索承受张力的最大值以及起吊加速度和吊装绳索张力值的峰值的一一对应关系，确定起吊作业的允许最大起吊加速度。
示例性的，设定的多组重物起吊加速度及对应的第一驱动函数如下表所示：
Figure PCTCN2021134305-appb-000001
Figure PCTCN2021134305-appb-000002
表1
仿真输出不同起吊加速度下吊装绳索张力值的时程变化曲线；确定不同起吊加速度下吊装绳索张力值的峰值，建立起吊加速度和吊装绳索张力值的峰值的一一对应关系。不同加速度下的吊装绳索张力峰值变化如图5所示。
Figure PCTCN2021134305-appb-000003
表2
假定起重船吊装绳索承受张力的最大值为6.4*10 7N，则根据上表可以得出起吊临界加速度a＝2.7m/s 2，即在起吊作业时起吊加速度不可大于2.7m/s 2。
在另一个方面，大型起重船的起重能力大幅提升，作业时全船应力分布不明确，结构连接处可能会出现失效破坏，这对全船结构安全是不利的。本发明的另一个方面建立关键区域结构有限元模型，并将虚拟仿真后特定点上的力作为载荷施加在所关注的有限元模型上，依托优化工具，完成关键区域结构的优化设计，为结构设计提供参考。具体来说，本发明还包括以下步骤：
建立转台支撑和转台组件的有限元模型，其中，所述转台、配重和转台支撑之间的接触类型为绑定。具体来说，在WORKBENCH中建立转台支撑的有限元模型，转台支撑的内壁、外壁及轴板的板厚与ADAMS中柔性体的设定参数一致，示例性地可以设置为0.2m，为确保力的准确传递，转台、配重与转台支撑的接触类型设置为绑定。图6至图8示出转台组件和转台支撑的有限元模型。
设定起重船处于非运动状态，配置起重船进行起吊作业，仿真得到转台支撑在起吊作业中应力值最大的节点，应力值最大节点出现时间和应力值。图9示出ADAMS中转台支撑的应力分布，示例性的，可以从转台支撑的应力分布图中获得上述参数，例如172号节点处应力值最大，应力值最大节点出现时间为37.74s，最大应力值为6.4381e7Pa。
确定臂架与转台连接的多个第一标记点，确定吊装绳索对应的滑轮与转台连接的多个第二标记点。具体来说，臂架及各绳索通过多个第一标记点和第二标记点将力传递到转台上，继而传递到转台支撑上，其中第一标记点是臂架与转台固定连接的标记点，包括如图10所示的MARKER点1至MARKER点6，第二标记点是吊装绳索系统的滑轮与转台固定连接的标记点，如图所示的MARKER点7。
在ADAMS输出的仿真结果中提取多个第一标记点的应力时程数据以及第二标记点的应力时程数据，并在提取的应力时程数据中查找应力值最大节点出现时间所对应的第一标记点和第二标记点的实时应力，将查找处的第一标记点和第二标记点的实时应力施加在所述有限元模型上。延续上述示例，因为在t＝37.74s时，转台支撑节点应力最大，进一步将t＝37.74s时六个第一标记点和一个第二标记点上的力施加到所关注的有限元模型上；如图11所示。
采用与ADAMS模型相同的网格划分并全约束转台支撑的底部边界，即网格大小设计为1米，进行静力分析。可以得到表3的数据：
Figure PCTCN2021134305-appb-000004
表3
利用静力分析的结果校准ADAMS的仿真结果校准ADAMS的仿真结果。在静力分析结果中，最大应力值为6.3588e7Pa，与ADAMS的结果对比，最大应力值相差1.2％。如图12所示，利用有限元软件建模分析结果与起重船虚拟样机的仿真结果基本一致。
转台支撑的可靠性直接决定了起重船作业的安全性，在建立有限元模型时，示例性地设置转台支撑的内壁、外壁以及轴板的板厚为0.2米，可以确保转台支撑足够可靠，用于起重船动力响应规律分析。在本发明中，进一步对加强筋、内壁、外壁及轴板进行优化，设计出最优的转台支撑。具体来说，对加强筋、内壁、外壁及轴板的优化设计包括以下步骤：
起重机回转作业状态下，转台组件与转台支撑之间施加旋转副。吊装绳索与转台之间施加固定副，设定回转作业启动加速度，回转作业制动加速度、启动周期时长，制动周期时长，匀速回转速度，匀速回转周期时长以及回转角度。示例性的，回转作业启动加速度和回转作业制动加速度的绝对值为0.05d/s 2，启动周期时长和制动周期时长为10s，匀速回转速度为0.5d/s，匀速回转周期时长为170s，回转角度为逆时针回转90°。
进一步建立回转驱动函数，通过虚拟仿真输出并显示转台支撑应力分布的时程变化。
选用如图13所示的，T型材作为加强筋，设定转台支撑的初始内壁厚度(例如设计为0.02米)、初始外壁厚度(例如设计为0.07米)、初始轴板厚度(例如设计为0.065米)，设定T型加强筋初始高度H(例如设计为0.3米)、初始宽度B(例如设计为0.2米)、初始腹板厚度t1(例如设计为0.011米)以及初始翼板厚度t2(例如设计为0.017米)，获取制取转台支撑的材料的屈服极限(以Q345钢为例，屈服极限为345MPa)，对初始状态下设置加强筋后的转台支撑进行等效应力计算，根据转台支撑材料的屈服极限计算转台支撑的许用应力。依据《船舶与海上设施法定检验规则》，σ＝σ s/(β×n)，计算时β取1，n取1.75，Q345钢的屈服极限σ为345Mpa，因此转台支撑的许用应力σ s为197MPa。
以转台支撑应力最大值最小以及转台支撑重量最小为优化目标，依托WORKBENCH中的 Design Exploration优化模块建立约束模型，其中设计变量包括T型加强筋高度，T型加强筋宽度、T型加强筋腹板高度、T型加强筋翼板厚度、转台支撑的外壁厚度以及转台支撑的轴板厚度，由于转台支撑内壁的应力值很小，优选不将转台支撑内壁作为设计变量，转台支撑内壁厚度采用初始内壁厚度0.02米作为常数。以初始值的60％作为下限阈值范围，初始值的140％作为上限阈值。由于选用窄翼缘T型钢作为T型加强筋，因此满足T型加强筋高度大于T型加强筋宽度。从而可以得到优化模型：
Figure PCTCN2021134305-appb-000005
其中，max(Equivalent_Stress)代表转台支撑应力最大值，Weight为转台支撑重量，H为T型加强筋高度，B为T型加强筋宽度，Equivalent Stress代表转台支撑应力，C为许用应力；
基于多目标遗传算法得到转台支撑的可行结构设计方案。优选的，在多目标遗传算法中，最初生成100个样本，设定最大迭代次数为5，每次迭代生成50个样本。对第一次计算错误的设计点进行三次重复计算，间隔一分钟，以避免因为内存问题导致优化失败。
基于客观熵权的TOPSIS方法得到转台支撑的最优结构设计方案。最优结构设计方案如表4所示：
Figure PCTCN2021134305-appb-000006
表4
最优结构设计方案中，等效应力最大值为1.6704x10 8Pa，转台支撑钢材用量为423880kg，转台支撑重量下降12.3％。图14为设置加强筋后的支撑结构等效应力计算结果。
本发明第一方面利用三维建模软件WORKBENCH-Geometry建立刚性体构件，利用有限元ANSYS分析软件APDL语言建立柔性体构件，最后在多体仿真ADAMS中组件起重船虚拟样机，通过AQWA水动力计算完成船体横摇、纵摇、垂荡三自由度运动响应计算，利用CUBSPL函数将运动响应计算结果作为驱动函数施加在虚拟样机上，以模拟起重船实际起吊作业，对比起重船处于静止状态和运动状态时不同变量的时程变化曲线，建立船体处于静止状态和运动状态下变量的对应关系，为起重船操作提供建议和指导。第二方面在仿真时施加不同的驱动，以模拟不同起吊加速度下的吊装情况，并根据起重船吊装绳索的极限承载，获得起吊的上临界加速度，为工程实际提供参考。第三个方面完成了起重船刚柔耦合动力学分析，仿真结果给出起重船作业时力的传递情况及关键区域结构的应力分布特点，为关键区域结构的设计及 优化提供基础。第四个方面利用WORKBENCH建立转台支撑的有限元分析，提取ADAMS虚拟仿真后特定点上的力，作为载荷施加在转台支撑上，完成静力分析，并对比ADAMS中转台支撑的应力分布情况，验证局部结构有限元模型载荷施加及边界条件设置的准确性。第五个方面，根据起重机起吊及回转作业时转台支撑的应力分布，设计加强筋的布置，并依托Design Exploration优化模块得到转台支撑的可行优化方案，综合客观熵权的TOPSIS方法确定转台支撑的最优结构设计方案。
以上实施例仅用以说明本发明的技术方案，而非对其进行限制；尽管参照前述实施例对本发明进行了详细的说明，对于本领域的普通技术人员来说，依然可以对前述实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或替换，并不使相应技术方案的本质脱离本发明所要求保护的技术方案的精神和范围。

Claims (10)

  1. 一种基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，包括以下步骤：
    起重船刚性体建模，将起重船刚性体模型导入ADAMS软件中；其中所述起重船刚性体包括：船体、转台组件、导管架、第一桁架、第二桁架、第三桁架和第四桁架，所述转台组件包括转台和配重；
    起重船柔性体建模，将起重船柔性体模型导入ADAMS软件中；其中所述起重船柔性体包括：转台支撑和臂架；
    利用刚性区域法建立刚性区域，完成刚性体和柔性体的连接；
    利用ADAMS建立起重船虚拟样机，所述起重船虚拟样机包括所述刚性体、所述柔性体、第一控制变幅绳索、第二控制变幅绳索、第三控制变幅绳索和吊装绳索；其中所述第一桁架、第二桁架、第三桁架分别与所述臂架之间施加固定副、所述臂架与所述转台之间施加固定副；所述起重船处于非回转作业状态下，所述转台组件与所述转台支撑之间施加固定副，所述转台支撑与所述船体之间施加固定副；所述起重船处于非起吊重物状态下，所述吊装绳索与所述转台之间施加固定副；所述起重船处于非运动状态下，所述船体与地面之间施加固定副；
    仿真开始，计时直至设定的初始等待阶段结束，所述起重船虚拟样机进入起吊状态；
    根据起吊状态下的设定配载方案计算起重船的重心高度及回转半径；
    设定起重船的作业工况，根据所述作业工况进行水动力计算，确定时域分析的时间步长和模拟周期；
    在第一风入射角、第一浪入射角和第一流入射角条件下计算船体横摇运动响应和垂荡运动响应；在第二风入射角、第二浪入射角和第二流入射角条件下计算船体纵摇运动响应；
    选取船体代表自由度的运动响应并导入ADAMS中驱动仿真；
    起重船处于起吊重物状态，吊装绳索与转台之间施加平移副；设定至少一组重物起吊加速度和移动速度，计算重物起吊至设定高度的实际耗时；计算总耗时；建立第一驱动函数；其中，所述总耗时为初始等待阶段时长与实际耗时之和；
    起重船处于运动状态下，船体与地面之间施加旋转副，建立第二驱动函数；
    设定仿真步长，输出设定时段下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的时程变化曲线；其中所述设定时段为自初始等待阶段时长结束至重物起吊至设定高度时的总时长；
    对比起重船分别处于静止状态和运动状态时，设定时段下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的时程变化曲线，建立船体处于静止状态和运动状态下第一控制变幅绳索张力值、第二控制变幅绳索张力值、第三控制变幅绳索张力值、吊装绳索张力值、转台支撑最大应力对应节点处应力值的对应关系。
  2. 根据权利要求1所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于， 还包括以下步骤：
    设定多组重物起吊加速度，建立与每一组重物起吊加速度对应的多组第一驱动函数；
    仿真输出不同起吊加速度下吊装绳索张力值的时程变化曲线；
    确定不同起吊加速度下吊装绳索张力值的峰值，建立起吊加速度和吊装绳索张力值的峰值的一一对应关系；
    确定吊装绳索承受张力的最大值；
    根据吊装绳索承受张力的最大值以及起吊加速度和吊装绳索张力值的峰值的一一对应关系，确定起吊作业的允许最大起吊加速度。
  3. 根据权利要求1或2任一项所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，还包括以下步骤：
    建立转台支撑和转台组件的有限元模型，其中，所述转台、配重和转台支撑之间的接触类型为绑定；
    设定起重船处于非运动状态，配置起重船进行起吊作业，仿真得到转台支撑在起吊作业中应力值最大的节点，应力值最大节点出现时间和应力值；
    确定臂架与转台连接的多个第一标记点；
    确定吊装绳索对应的滑轮与转台连接的多个第二标记点；
    在ADAMS输出的仿真结果中提取多个第一标记点的应力时程数据以及第二标记点的应力时程数据，并在提取的应力时程数据中查找应力值最大节点出现时间所对应的第一标记点和第二标记点的实时应力，将查找处的第一标记点和第二标记点的实时应力施加在有限元模型上；
    采用与ADAMS模型相同的网格划分并全约束转台支撑的底部边界，进行静力分析；
    利用静力分析的结果校准ADAMS的仿真结果。
  4. 根据权利要求3所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，还包括以下步骤：
    起重机回转作业状态下，转台组件与转台支撑之间施加旋转副，吊装绳索与转台之间施加固定副；设定回转作业启动加速度、回转作业制动加速度、启动周期时长、制动周期时长、匀速回转速度、匀速回转周期时长以及回转角度；
    建立回转驱动函数，输出转台支撑应力分布的时程变化；
    设定转台支撑的初始内壁厚度、初始外壁厚度、初始轴板厚度；设定T型加强筋初始高度、初始宽度、初始腹板厚度以及初始翼板厚度，获取制作转台支撑的材料的屈服极限，对初始状态下设置加强筋后的转台支撑进行等效应力计算，根据制作转台支撑的材料的屈服极限计算转台支撑的许用应力；
    以转台支撑应力最大值最小以及转台支撑重量最小为目标建立优化模型：
    Figure PCTCN2021134305-appb-100001
    其中，max(Equivalent_Stress)代表转台支撑应力最大值，Weight为转台支撑重量，H为T型加强筋高度，B为T型加强筋宽度，Equivalent Stress代表转台支撑应力，C为许用应力；
    基于多目标遗传算法得到转台支撑的可行结构设计方案；
    基于客观熵权的TOPSIS方法得到转台支撑的最优结构设计方案。
  5. 根据权利要求1或2任一项所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于：所述第二驱动函数为：
    CUBSPL(time,0,SPLINE_1,0)，
    其中SPLINE_1为船体三个自由度的运动响应，所述运动响应包括船体做横摇和垂荡耦合运动的运动响应，以及船体做纵摇和垂荡耦合运动响应；
    确定船体做横摇和垂荡耦合运动的运动响应或者确定船体做纵摇和垂荡耦合运动响应时包括以下步骤：
    在船体重心处建立一个球体；
    船体与在船体重心处建立的球体之间施加旋转副；
    所述球体与地面之间施加平移副。
  6. 根据权利要求1或2任一项所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，
    选取船体代表自由度的运动响应并导入ADAMS中进行仿真时，所述运动响应包括横摇运动响应计算结果的峰值、纵摇运动响应计算结果的峰值以及垂荡运动响应计算结果的峰值。
  7. 根据权利要求1或2任一项所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，设定起重船的作业工况包括有义波高、谱峰周期、风速和流速。
  8. 根据权利要求1或2任一项所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，所述第一风入射角、第一浪入射角和第一流入射角为90度。
  9. 根据权利要求1或2任一项所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，所述第二风入射角、第二浪入射角和第二流入射角为180度。
  10. 根据1或2任一项所述的基于多体运动与动力耦合起重船优化设计分析方法，其特征在于，设定初始等待阶段的时长为30s。
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CN117251663A (zh) * 2023-09-20 2023-12-19 青岛哈尔滨工程大学创新发展中心 一种直升机着舰安稳期状态判别方法
CN117251663B (zh) * 2023-09-20 2024-02-13 青岛哈尔滨工程大学创新发展中心 一种直升机着舰安稳期状态判别方法
CN117556743A (zh) * 2024-01-11 2024-02-13 水利部交通运输部国家能源局南京水利科学研究院 一种水电站拦污漂水流动力学绳索张力计算方法
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