CN113609796B - Multi-scale ship body instability overturning assessment method considering multi-liquid tank sloshing - Google Patents
Multi-scale ship body instability overturning assessment method considering multi-liquid tank sloshing Download PDFInfo
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Abstract
The invention discloses a multiscale ship body unstability overturning assessment method considering multi-tank sloshing, and relates to the technical field of ships, wherein a flow field in the ship body is divided into a plurality of sub-flow fields according to tanks, and the cabin stress of each tank is obtained by synchronously solving a local viscous flow calculation field formed by each sub-flow field based on a geodetic coordinate system, so that sloshing load force is formed; the method adds the influence of multi-tank sloshing into the evaluation process, so that the evaluation of the unsteady capsizing of the ship is more accurate, meanwhile, the advantages of the potential flow method in calculating the calculation time of great motion are utilized, and the method has advantages in both the evaluation precision and the evaluation efficiency.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a multi-scale ship body unstability overturning assessment method considering multi-liquid tank sloshing.
Background
When a ship runs in an actual marine environment, even under the condition of mild sea wave state, the ship is likely to suddenly encounter a top wave or a oblique wave to cause unstable modes such as ship parameter rolling and the like to cause the failure of the ship body, so that the ship can generate large rolling exceeding 30 degrees, even overturn is caused, and the safety is influenced. Therefore, the assessment of the wave stability failure mode in the ship sailing process is important for the safe sailing of the ship.
However, at present, when the wave stability failure mode is evaluated to predict the phenomenon of unstable capsizing of the ship body, the method is based on the assumption that the ship is an empty hull, and mainly considers the influence of external linetype and loading of the ship. However, in practice, for a ship type loaded with liquid in a cabin, such as a tanker, an LNG ship, etc., the movement of the ship in the sea wave may cause the sloshing of the liquid in the cabin, and the load caused by the sloshing of the liquid in the cabin may change the large movement of the hull, at this time, the sloshing of the liquid in the cabin and the movement of the hull are mutually coupled, which may further deteriorate the stability of the ship, and if the influence of the sloshing of the liquid in the cabin is ignored by adopting the existing evaluation method, the accuracy of the evaluation result is lower, and finally the navigation safety of the ship is affected.
Disclosure of Invention
Aiming at the problems and the technical requirements, the inventor provides a multiscale ship body unstability overturning evaluation method considering multi-liquid tank sloshing, and the technical scheme of the invention is as follows:
a method of multi-scale hull destabilization capsizing assessment accounting for multi-tank sloshing, the method comprising:
dividing a flow field in the hull into a plurality of sub-flow fields according to a liquid tank, wherein each sub-flow field forms a local viscous flow calculation domain, and the flow field outside the hull forms a potential flow calculation domain;
the method comprises the steps that based on a geodetic coordinate system, cabin stress of each liquid tank is obtained by means of NS viscous flow equation synchronous solving in each local viscous flow calculation domain based on corresponding flow field information, and the cabin stress of all liquid tanks is synthesized to form sloshing load force;
solving by utilizing a Laplace equation in a potential flow calculation domain based on the geodetic coordinate system and based on corresponding flow field information to obtain hydrodynamic force;
external response force is obtained by the sloshing load force and hydrodynamic force;
and adopting spring constraint to control the course of the ship body, substituting external response force into a ship body motion model corresponding to the sailing state to perform time domain solving, updating flow field information of flow fields inside and outside the ship body, and performing multi-scale iterative solving until the iterative condition is met, and obtaining an unsteady capsizing evaluation result of the ship body when sailing in waves.
The further technical scheme is that the multi-scale iterative solution comprises the following steps:
in the iterative solving process, all local viscous flow calculation domains adopt the same time step to carry out synchronous iterative solving, the local viscous flow calculation domains and potential flow calculation domains adopt different time step to carry out interactive iterative solving, and the iterative solving speed of the local viscous flow calculation domains is faster than that of the potential flow calculation domains.
The further technical proposal is that in the process of iterative solution, every delta t 1 Iteratively solving the cabin stress of each liquid cabin at intervals of delta t 2 Iterative solution of hydrodynamic forces, Δt 2 ＝k*Δt 1 And the value of k is related to the internal iteration stable balance condition of the viscous flow.
The further technical scheme is that the method comprises the steps of solving in each local viscous flow calculation domain to obtain the stress perpendicular to the wall surface of each wall surface of the corresponding liquid tank, synthesizing the stress of all the wall surfaces of the liquid tank to obtain the cabin stress of the liquid tank, synthesizing all the stress of the cabins of all the liquid tank to form the sloshing load force, and comprising the following steps:
and (3) carrying out force synthesis on the cabin stress of each liquid cabin under the ship body coordinate system to obtain the sloshing load force.
The method further comprises the following steps:
dividing a flow field outside a ship body into a first external flow field and a second external flow field according to a preset interface, wherein the first external flow field comprises a flow field area between the ship body and the preset interface, the second external flow field comprises a flow field area between the preset interface and infinity, the first external flow field forms a Rankine source potential flow calculation domain, and the second external flow field forms a time domain Green function potential flow calculation domain.
The further technical proposal is that the length along the ship length direction is (1.5-2.0) L pp The outer surface of the three-dimensional region having a width (0.6 to 0.8) B in the ship width direction and a depth (0.4 to 0.8) d in the draft direction is a predetermined interface, wherein L pp The vertical line length of the hull, B the width of the hull, and d the draft of the hull.
The further technical scheme is that when the sailing state of the ship body is in a top wave state, the corresponding ship body motion model is at least a three-degree-of-freedom mathematical equation comprising heave, roll and pitch.
The further technical scheme is that when the sailing state of the ship body is a oblique wave state, the corresponding ship body motion model is at least a four-degree-of-freedom mathematical equation comprising heave-roll-pitch-yaw.
When the method is used for evaluating the unsteady capsizing of the ship body when the ship body sails in the regular wave, if the ship body does not capsize unstably when the iteration condition is met, the calculation period is larger than N ship body inherent periods when the iteration condition is met, and at least M calculation points are calculated in each calculation period.
When the method is used for assessing the unsteady capsizing of the ship body when the ship body sails in irregular waves, if the ship body does not capsize unstably when the iteration condition is met, at least P random seed numbers are selected for repeated calculation when the iteration condition is met, and the simulation time of each time is not less than Q.
The beneficial technical effects of the invention are as follows:
the method fully considers phenomena of unsteady viscosity such as slamming, crushing and the like caused by the oscillation of cabin gas and liquid greatly, and enables the influence of the oscillation of the plurality of liquid tanks to enter an evaluation process, so that the unsteady overturning evaluation of the ship body is more accurate, the advantage of a potential flow method in calculating the calculation time of great movement can be fully utilized, and the great deformation between the great movement of the ship body and a free surface is further considered; compared with the current common potential flow method, the method has the advantages that the viscosity characteristics of the gas-liquid two-phase large-amplitude sloshing are better processed and characterized, so that the method has the advantages in the aspects of evaluation precision and efficiency, and is very suitable for evaluating the unsteady overturning motion of the multi-cabin sloshing coupling ship body.
Furthermore, the method adopts a fast-slow dual scale to carry out multi-scale iterative solution, and solves the problem of mismatching of viscous flow and potential flow time characteristics. The potential flow calculation domain is further divided into two calculation domains, so that the number of the surface elements and the equations is reduced better, and the calculation time is reduced.
Drawings
Fig. 1 is a flow chart of a multi-scale hull destabilizing overturning assessment method of the present application.
Detailed Description
The following describes the embodiments of the present invention further with reference to the drawings.
The application discloses a multiscale hull unsteady capsizing assessment method considering multiscale tank sloshing, please refer to a flow chart shown in fig. 1, the method comprises the following steps:
1. dividing the flow field area: dividing a flow field in the hull into a plurality of sub-flow fields according to a liquid tank, wherein each sub-flow field forms a local viscous flow calculation field. The flow field outside the hull constitutes the potential flow calculation domain.
The interfaces of the sub-flow fields corresponding to each liquid tank and the flow field outside the ship body are the wall surfaces of the liquid tanks, the wall surfaces of each liquid tank respectively meet the matching conditions with the flow field outside the ship body, and the boundaries of the wall surfaces of each liquid tank are coordinated and unified.
In one embodiment, the flow field outside the hull is further divided into a first external flow field and a second external flow field according to a predetermined interface, wherein the first external flow field comprises a flow field area between the hull and the predetermined interface, and the second external flow field comprises a flow field area between the predetermined interface and infinity. The interface between the two external flow fields is the mentioned predetermined interface, the first external flow field and the second external fluent predetermined interface satisfying the consistency of flow field information, including the consistency of velocity potential and derivative of velocity potential, the selection of the predetermined interface being required on the one hand to be able to capture the large movements of the hull and on the other hand to be small enough to reduce the calculation effort, and, optionally, to have a length along the length direction of the ship of (1.5-2.0) L pp The outer surface of the three-dimensional region having a width (0.6 to 0.8) B in the ship width direction and a depth (0.4 to 0.8) d in the draft direction is a predetermined interface, wherein L pp The vertical line length of the hull, B the width of the hull, and d the draft of the hull.
2. And calculating by adopting different calculation principles for each flow field area. In this application, the features of each partial flow field region are different, so different calculation methods are adopted in this application:
(1) The flow field inside the ship body consists of a plurality of cabins, and the viscosity effects of gas-liquid mixing, slamming, crushing and the like generated by the sloshing of the liquid tank are obvious, so that the application adopts an NS viscous flow equation for calculation.
Therefore, cabin stress of each liquid cabin is obtained by synchronously solving an NS viscous flow equation based on corresponding flow field information in each local viscous flow calculation domain based on a geodetic coordinate system, and a turbulence equation is actually combined. Solving in each local viscous flow calculation domain to obtain the stress of each wall surface of the corresponding liquid tank, and synthesizing the stress of all the wall surfaces of one liquid tank to obtain the cabin stress of the liquid tank.
(2) The flow field outside the ship body forms a potential flow calculation domain, and is calculated in a potential flow mode, namely, the hydrodynamic force is obtained by solving a Laplace equation based on corresponding flow field information in the potential flow calculation domain based on a geodetic coordinate system. The hydrodynamic force comprises FK force, hydrostatic force, radiation force and diffraction force, specifically, velocity potential is obtained by solving, radiation force and diffraction force can be obtained by integrating the velocity potential along the surface of the ship body, and FK force and hydrostatic force are obtained by integrating the velocity potential along the instantaneous interface formed by the wave surface and the surface of the ship body.
Further, when two external flow fields are formed by dividing, the first external flow field is close to the hull part, and instantaneous large motion of the hull-wave in parameter rolling and other instability modes needs to be considered, so that the first external flow field forms a Rankine source potential flow calculation domain, and the problem of the primary value of the Laplace equation is solved based on a geodetic coordinate system because of large deformation of the hull and the free surface. The key point of the second external flow field is that the number of calculation units and grids is reduced as much as possible, so that the second external flow field forms a time domain Green function potential flow calculation domain, and the function automatically meets the linear free surface and far field radiation conditions. This step is implemented as solving the potential flow computation domain based on a geodetic coordinate system to solve the hybrid Rankine source and time domain Green function.
(3) And obtaining the external response force by the calculated sloshing load force and hydrodynamic force. And adopting spring constraint to control the course of the ship body, substituting the external response force into a ship body motion model corresponding to the sailing state, and carrying out time domain solving.
When the ship course is controlled by adopting the spring constraint, the inherent cycle of the spring is at least 15 times larger than the inherent cycle of the ship, so that the artificially added spring is ensured not to influence the actual motion of the ship.
Optionally, when the sailing state of the hull is a top wave state, the corresponding hull motion model is at least a three-degree-of-freedom mathematical equation including heave-roll-pitch. When the sailing state of the ship body is a oblique wave state, the corresponding ship body motion model is at least a four-degree-of-freedom mathematical equation comprising heave, roll, pitch and yaw. When the time domain solution is carried out, a common fourth-order Runge-Kutta method can be adopted.
(4) And updating flow field information of flow fields inside and outside the ship body, and carrying out multi-scale iteration solution until the iteration condition is met, so as to obtain an unsteady capsizing evaluation result of the ship body when the ship body sails in waves.
The multi-scale iterative solution refers to that fast and slow dual time scales are adopted for the viscous flow and potential flow, in the iterative solution process, all local viscous flow calculation domains adopt the same time step to carry out synchronous iterative solution, the local viscous flow calculation domains and the potential flow calculation domains adopt different time step to carry out interactive iterative solution, and the iterative solution speed of the local viscous flow calculation domains is faster than that of the potential flow calculation domains. Further, the speed scale satisfies the multiple relation, and in the process of iterative solution, every deltat 1 Iteratively solving the cabin stress of each liquid cabin at intervals of delta t 2 Iterative solution of hydrodynamic forces, Δt 2 ＝k*Δt 1 And the value of k is related to the internal iteration stable balance condition of the viscous flow, wherein the viscous flow calculation can reach convergence each time, and the internal iteration stable balance condition of the viscous flow is reached at the moment.
When the method is used for evaluating the unsteady capsizing of the ship body when the ship body sails in the regular wave, if the ship body does not flip unstably when the iteration condition is met, the calculation period is larger than N ship body inherent periods when the iteration condition is met, and at least M calculation points are arranged in each calculation period. Or determining that the iteration condition is met when the iteration is performed until the hull is unstable and overturned. The values of M and N are determined empirically, for example, n=10 and m=200 can be taken.
When the method is used for evaluating the unsteady capsizing of the ship body when the ship body sails in the irregular wave, if the ship body does not unstably capsize when the iteration condition is met, at least P random seed numbers are selected for repeated calculation when the iteration condition is met, and the simulation time of each time is not less than Q. Or determining that the iteration condition is met when the iteration is performed until the hull is unstable and overturned. The values of P and Q are determined empirically, for example, p=10 and q=2 hours can be taken. To ensure reliability of the destabilizing motion estimation result.
What has been described above is only a preferred embodiment of the present application, and the present invention is not limited to the above examples. It is to be understood that other modifications and variations which may be directly derived or contemplated by those skilled in the art without departing from the spirit and concepts of the present invention are deemed to be included within the scope of the present invention.
Claims (7)
1. A method of multi-scale hull destabilization capsizing assessment taking into account multi-tank sloshing, the method comprising:
dividing a flow field inside a ship body into a plurality of sub-flow fields according to a liquid tank, wherein each sub-flow field forms a local viscous flow calculation domain, and the flow field outside the ship body forms a potential flow calculation domain;
the method comprises the steps that based on a geodetic coordinate system, cabin stress of each liquid tank is obtained by means of NS viscous flow equation synchronous solving in each local viscous flow calculation domain based on corresponding flow field information, and the cabin stress of all liquid tanks is synthesized to form sloshing load force;
solving the potential flow calculation domain based on the geodetic coordinate system by utilizing a Laplacian equation based on corresponding flow field information to obtain hydrodynamic force;
obtaining an external response force from the sloshing load force and the hydrodynamic force;
adopting spring constraint to control the course of the ship body, substituting the external response force into a ship body motion model corresponding to the sailing state to perform time domain solving, updating flow field information of flow fields inside and outside the ship body, and performing multi-scale iterative solving until the iterative condition is met, and obtaining an unsteady capsizing evaluation result of the ship body when sailing in waves; the performing multi-scale iterative solution includes: in the iterative solving process, all local viscous flow calculation domains adopt the same time step to carry out synchronous iterative solving, the local viscous flow calculation domains and potential flow calculation domains adopt different time steps to carry out interactive iterative solving, the iterative solving speed of the local viscous flow calculation domains is faster than that of the potential flow calculation domains, and in the iterative solving process, delta t is formed at intervals 1 Iteratively solving the cabin stress of each liquid cabin at intervals of delta t 2 Iterative solution of hydrodynamic forces, Δt 2 ＝k*Δt 1 And the value of k is related to the internal iteration stable balance condition of the viscous flow;
the method further comprises the steps of: dividing a flow field outside a ship body into a first external flow field and a second external flow field according to a preset interface, wherein the first external flow field comprises a flow field area between the ship body and the preset interface, the second external flow field comprises a flow field area between the preset interface and infinity, the first external flow field forms a Rankine source potential flow calculation domain, and the second external flow field forms a time domain Green function potential flow calculation domain.
2. The method according to claim 1, wherein the solving in each local viscous flow calculation domain obtains the force perpendicular to the wall surface of each wall surface of the corresponding liquid tank, the force synthesis is performed on the force of all wall surfaces of the liquid tank to obtain the cabin force of the liquid tank, and the force synthesis is performed on all the force of the cabin of all the liquid tanks to form the sloshing load force, including:
and (3) carrying out force synthesis on the cabin stress of each liquid cabin under a ship body coordinate system to obtain the sloshing load force.
3. The method according to claim 1, wherein the length in the ship's length direction is (1.5-2.0) L pp The outer surface of the three-dimensional region having a width (0.6 to 0.8) B in the ship width direction and a depth (0.4 to 0.8) d in the draft direction is the predetermined interface, wherein L pp The vertical line length of the hull, B the width of the hull, and d the draft of the hull.
4. A method according to any one of claims 1-3, wherein when the sailing state of the hull is a top wave state, the corresponding hull motion model is at least a three degree of freedom mathematical equation comprising heave-roll-pitch.
5. A method according to any one of claims 1-3, wherein when the hull's voyage is in a billow condition, the corresponding hull motion model is at least a four degree of freedom mathematical equation including heave-roll-pitch-yaw.
6. A method according to any one of claims 1-3, wherein when the method is used for assessing the destabilizing capsids of a hull when sailing in a regular wave, if the hull is not destabilizing capsids when the iteration condition is met, the calculation period is greater than N hull natural periods and at least M calculation points per calculation period are met.
7. A method according to any one of claims 1-3, wherein when the method is used for assessing the destabilizing capsids of a hull when sailing in irregular waves, if the hull is not destabilizing capsids when the iteration condition is met, at least P random seed numbers are selected for repeated calculation when the iteration condition is met and each simulation time is not less than Q.
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| US7734449B1 (en) * | 2006-02-28 | 2010-06-08 | The United States Of America As Represented By The Secretary Of The Navy | Numerical modeling of nonlinear ship-wave interactions |
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