CN114104203B - Container stacking safety monitoring method - Google Patents
Container stacking safety monitoring method Download PDFInfo
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- CN114104203B CN114104203B CN202111395555.7A CN202111395555A CN114104203B CN 114104203 B CN114104203 B CN 114104203B CN 202111395555 A CN202111395555 A CN 202111395555A CN 114104203 B CN114104203 B CN 114104203B
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 238000012544 monitoring process Methods 0.000 title claims abstract description 21
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 18
- 230000005484 gravity Effects 0.000 claims abstract description 17
- 238000004422 calculation algorithm Methods 0.000 claims description 7
- 230000002068 genetic effect Effects 0.000 claims description 6
- 238000005457 optimization Methods 0.000 claims description 5
- 230000006855 networking Effects 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 2
- 238000006073 displacement reaction Methods 0.000 abstract description 10
- 238000004364 calculation method Methods 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 230000033001 locomotion Effects 0.000 description 3
- 230000006641 stabilisation Effects 0.000 description 3
- 238000011105 stabilization Methods 0.000 description 3
- 238000011161 development Methods 0.000 description 2
- 230000009429 distress Effects 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000013519 translation Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
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- 238000004880 explosion Methods 0.000 description 1
- 238000012840 feeding operation Methods 0.000 description 1
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- 238000012986 modification Methods 0.000 description 1
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- 238000004088 simulation Methods 0.000 description 1
- 230000035882 stress Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/28—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for deck loads
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
- B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
- B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
- B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
- B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
- B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C9/00—Measuring inclination, e.g. by clinometers, by levels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/28—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for deck loads
- B63B2025/285—Means for securing deck containers against unwanted movements
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Ship Loading And Unloading (AREA)
Abstract
The container stacking safety monitoring method comprises the steps of respectively acquiring weight information of each area of container stacking on a ship deck in advance, acquiring container stacking gravity center stability information based on the weight information of each area, applying ballast water to a ballast water tank in the opposite direction of the sliding inclination information of the container stacking and the sliding information of the container stacking, and binding roller tightness, so as to perform container stacking inclination adjustment and ship hull stability adjustment. The invention can increase the safety of the container stack during loading, ensure the stability of the ship during sailing, monitor the displacement and deflection of the container cargo on the deck in real time, and actively intervene to enable the ship to take the risk-avoiding measures in advance when in danger.
Description
Technical Field
The invention relates to a container stacking safety monitoring method.
Background
Today, the rapid development of the marine transportation industry and the large scale of container transportation will lead to the future delivery of large numbers of container ships, which when subjected to severe sea conditions will produce large roll angles with significant pitching movements, causing tens of thousands of containers to be lost and damaged each year. Since 2019, 18 container stacking collapse accidents caused by side tilting of container ships with huge losses and more than 10000TEU exist, and fire explosion of shipping industry container markets is difficult, so that each container ship is in a full-load state, and the stacking collapse accidents are more frequent.
However, most of the standards and calculations concerning lashing and lashing safety calculations in the current specifications of various classification society are based on static loads, such as calculating only the moment of maximum roll angle of the stack in the CCS and LR specifications, deformation of the stack and the load conditions on the lashing components are a static calculation method based on an empirical formula, which does not conform to the actual situation in container transportation, and long-term use of these standards may underestimate the load acting on the stack of containers and its lashing equipment. In addition, in recent years, container ship tipping caused by container stacking collapse, casualties caused by wharf stacking collapse, and property loss occur. The existing container ship stacking method comprises the following steps: calculated under a safety factor based algorithm, based on the total weight that the corner post can withstand.
The conventional container stacking and binding method on the container ship is single and depends on binding cables for binding, X-shaped binding or trapezoidal binding cannot be performed automatically, and the ship cannot rely on binding to adjust the inclination of the ship body.
Disclosure of Invention
The invention aims to provide a container stacking safety monitoring method, which is used for realizing the increase of the safety of container stacking during loading, ensuring the stability of a ship during sailing, monitoring the displacement and deflection of container cargos on a deck in real time, and simultaneously actively intervening to enable the ship to take a risk-avoiding measure in advance during distress.
In order to achieve the above purpose, the invention provides a container stacking safety monitoring method, which comprises the following steps:
respectively acquiring weight information of each area where ship deck containers are piled in advance;
Acquiring container stacking gravity center stability information based on the weight information of each area;
Based on the container stacking inclination information and container stacking slippage information, applying ballast water to a ballast water tank in the opposite direction of slippage and tightening and loosening rollers, and performing container stacking inclination adjustment and ship hull stability adjustment.
The method also comprises the following steps:
acquiring weather information of a navigation path area in real time based on an AIS ship networking positioning system;
And acquiring the ship container stacking gravity center stability information and container stacking inclination information when the ship passes through the predicted sailing area, and adjusting.
The method also comprises the following steps:
And (3) carrying out stacking sequence optimization based on a genetic algorithm, and carrying out quayside bridge operation in a double-circulation operation mode.
The method for acquiring the weight information of each area of ship deck container stacking, container stacking inclination information and container stacking slippage information comprises the following steps:
the method comprises the steps that a weight sensor is additionally arranged on a ship deck in advance, and the weight sensor is laid in a gridding mode;
an infrared detector is additionally arranged on a ship deck guardrail in advance to form an infrared detection net for detecting the inclination or slippage of the container.
The tightness of the binding roller comprises the following steps:
and (5) assembling an automatic binding roller at the joint of the binding rods.
The container pile-up gravity center stability information is expressed as:
Zi＝Hj×Chj+Bj
Where hj= HcVj, hc is the cargo hold height, vj is the stack volume per layer, chj is the middle cargo hold taken to be 0.5.
The container stacking inclination information, including the initial center height GM of the ship, is expressed as:
GM＝KM-KG
ΔGMtanθ+ply＝ΔGMtanθ1
Wherein, the ship displacement delta, the stable center M point, KM is the ship stable center height, the initial gravity center G point, KG is the ship center height, the coordinate is Y g, the ship initial transverse inclination angle theta, the translation distance is l y, and the ship transverse inclination angle is reduced to theta 1.
Compared with the prior art, the invention has the beneficial effects that: according to the container stacking safety monitoring method, the weight information and the container stacking inclination information of each area of the container stacking of the ship deck are obtained in advance, the container stacking gravity center stability information is obtained based on the weight information of each area, and the container stacking inclination adjustment is carried out by applying ballast water to the ballast water tanks in the opposite direction of the sliding inclination of the ship, so that the safety of the container stacking is improved, the stability of the ship during sailing is ensured, the displacement and the inclination of container cargos on the deck are monitored in real time, and meanwhile, the risk avoiding measures can be adopted by the ship in advance when the ship is in danger by active intervention.
Drawings
Fig. 1 is a flow chart of a container stacking security monitoring method according to an embodiment of the present invention.
Fig. 2 is a second flow chart of a container stacking security monitoring method according to an embodiment of the present invention.
Fig. 3 is a schematic deck diagram of a container stacking security monitoring method according to an embodiment of the invention.
Fig. 4 is a schematic view of a shear wall lashing bridge of a container stacking security monitoring method according to an embodiment of the present invention.
Fig. 5 is a schematic view of container lashing in a method of monitoring security of a stack of containers according to an embodiment of the invention.
Detailed Description
The following describes a preferred embodiment of the present invention with reference to fig. 1 to 5.
The invention provides a container stacking safety monitoring method, which is characterized in that weight information and container stacking inclination information of each area of a ship deck container are obtained in advance, based on the weight information of each area, container stacking gravity center stability information and container stacking inclination information are obtained, ballast water is applied to a ballast water tank in the opposite direction of sliding and tilting to carry out container stacking inclination adjustment, so that the safety of the container stacking during loading is improved, the ship stability during sailing is ensured, not only is the displacement and deflection of container cargos on the deck monitored in real time, but also the ship can take risk avoidance measures in advance during distress through active intervention, and the technical problems in the prior art are overcome.
According to an embodiment of the invention, a container stacking security monitoring method is provided.
As shown in fig. 1-2, the container stacking security monitoring method according to the embodiment of the invention comprises the following steps:
respectively acquiring weight information and container stacking inclination information of each area of ship deck container stacking in advance;
based on the weight information of each area, container stacking center-of-gravity stabilization information and container stacking inclination information are acquired, and ballast water is applied to the ballast water tank in the direction opposite to the slip inclination to adjust the container stacking inclination.
Wherein, still include the following step:
acquiring weather information of a navigation path area in real time based on an AIS ship networking positioning system so as to avoid severe weather environment;
And acquiring the ship container stacking gravity center stability information and container stacking inclination information when the ship passes through the predicted navigation area, and re-binding and adjusting the containers.
Wherein, still include the following step:
And (3) carrying out stacking sequence optimization based on a genetic algorithm, and carrying out quayside bridge operation in a double-circulation operation mode.
Wherein, still include the following step:
The weight sensor and the infrared detector are additionally arranged on the ship deck guardrail in advance.
Wherein, the container pile-up center of gravity stabilization information is expressed as:
Zi＝Hj×Chj+Bj
where hj= HcVj, hc is the cargo hold height, vj per layer stack volume, chj is the middle cargo hold taken to be 0.5.
Wherein, container pile-up inclination information, including boats and ships initial steady height is GM, represents as:
GM＝KM-KG
ΔGMtanθ+ply＝ΔGMtanθ1
Wherein, the ship displacement delta, the stable center M point, the initial gravity center G point, the coordinate is Y g, the initial transverse inclination angle theta of the ship, the translation distance is l y, and the transverse inclination angle of the ship is reduced to theta 1.
By means of the technical scheme, the weight information and the container stacking inclination information of each area of container stacking on the deck of the ship are obtained in advance, the container stacking gravity center stability information and the container stacking inclination information are obtained based on the weight information of each area, the ship applies ballast water to the ballast water tanks in the opposite direction of the sliding inclination to carry out container stacking inclination adjustment, the safety of the container stacking loading is improved, the stability of the ship during sailing is ensured, the displacement and the inclination of container cargos on the deck are monitored in real time, and meanwhile, the ship can take danger avoidance measures in advance when in danger through active intervention.
In addition, specifically, as shown in fig. 3, a weight sensor 102 is additionally arranged on a deck of a ship, the weight sensor is arranged on the deck in a gridding way, the weight of each part of the deck is digitally represented as stress information in real time, when a container is piled up on a container ship, the weight value (namely an initial gravity center G point) of each area of the deck is automatically fed back, and is automatically substituted into a ship gravity center and stability formula by a computer to carry out calculation and analysis, and when the threshold value is exceeded, a buzzer is communicated to alarm; when the container is loaded, calculating the flow time and the loading area through a genetic algorithm.
In addition, as shown in fig. 3, the two sides of the deck are provided with mutually matched infrared detectors 101, which are divided into infrared emission and infrared receiving devices to form an infrared network, so that the bundled container goods can be detected in 360 degrees in all directions. In the sailing process of the container ship, if a container binding bridge loosens and falls off or the container has a sliding and collapsing trend, an infrared connecting line in the middle of a certain point is cut off, and if the infrared connecting line is interrupted, an alarm is sent to a driving platform, so that whether the container slides or not can be obtained in real time.
Specifically, during sailing, if the container is found to slip, and the slip exceeds a critical value, active intervention is performed and an alarm is given. And sending an alarm signal to the cab to remind the captain, and applying ballast water to the ballast water tank in the opposite direction of the sliding side inclination when the designated value is exceeded, and actively lowering the anchor to prevent danger when necessary.
Specifically, in the navigation process, weather and wind wave conditions of a navigation area and a future navigation area are pre-warned in real time based on an AIS ship networking positioning system, and the weather and wind wave conditions are substituted into a computer to perform simulation calculation, so that the change of ship stability and whether a container rolls and slides when the future ship passes through the navigation area are pre-judged, and the ship is in danger.
Specifically, after the landing, stacking sequence optimization is performed again through a genetic algorithm, and a double-circulation operation mode is adopted. The double circulation times are maximized, the single circulation times are minimized, the total circulation times of the quay crane are minimized, the operation time of the quay crane is shortened, and the utilization rate of the quay crane is improved.
In addition, specifically, the lateral acceleration of the container on the deck is expressed as:
b g is the lateral acceleration coefficient, b v is the dimensionless vertical acceleration in heave and pitch motions, b h is the dimensionless lateral acceleration in roll and yaw motions, g is the gravitational acceleration, For the vessel roll angle, T rou is the vessel roll period, z rou is the vessel wheelbase baseline height, and z cont is the container center of gravity from the baseline height.
In addition, the hull curved surface structure can be calculated according to the displacement interpolation function of the hull node, and is expressed as:
x= (x, y, z) coordinate position
Where x j is the specific coordinate position of the control point, S (x j),j＝1,2,3,…,n,||x-xj |is the euclidean distance between the required point x and the control point x j, p (x) is a polynomial, phi (|x-x j |) is a given radial basis function, and lambda j is the radial basis function coefficient corresponding to the j-th control point.
In addition, specifically, as shown in fig. 4-5, electric lashing rollers are assembled at the intersection of container lashing bars, as shown in fig. 4, a is a platform shroud, B is a column, C is a rail, D is a shear wall, E is a toggle plate, and F is a lashing roller, as shown in fig. 5. When the ship is transversely inclined due to wind waves, the system is used for controlling, and the elastic binding rollers are automatically carried out, so that the ship sound is recovered to a stable state by means of the force of the ship deck. The electric roller tightens or loosens the binding rope, so that tightness control of the binding bridge is achieved, the operation can be directly controlled by a control room, manual deck feeding operation is not needed, and loss caused by the fact that manual work cannot reach the deck operation when side tilting occurs is avoided.
Specifically, when in use, the lashing bridge can be regarded as an engineering piece consisting of a stand column frame and a shear wall, and the shear rigidity of the main body frame is expressed as follows:
shear wall shear stiffness, expressed as:
Cw＝∑EiIi
Wherein h is the height of each platform layer, alpha is the shear rigidity correction coefficient of the upright posts and is related to the positions of the upright posts, I c is the section moment of inertia of each upright post, and E iIi is the elastic modulus and the section moment of inertia of each shear wall.
In addition, the ligature bridge is at normal work, mainly receives the effect of structure upper strata ligature, and wherein, shear force wall shear force Q w represents as:
Frame shear Q f, expressed as:
Wherein p is the load, lambda is the rigidity characteristic value of the frame shear structure, To calculate the ratio of the height of the cross section to the total height of the structure.
In addition, the binding force of the binding rod takes 100% of safe working load corresponding to the binding rod, the load is decomposed in the xyz direction,
Wherein F is a binding rod SWL, alpha is an included angle between the projection of the binding force in the yz plane and the y axis, and beta is an included angle between the projection of the binding force in the xz plane and the x axis.
Specifically, the shear wall arrangement method is expressed as follows:
The LR specification specifies that,
Wherein δ yi is the lateral displacement of the eye plate position node, F yi is the component of the ligature force in the y-axis direction, and K BY is the LR placement fixed value.
In summary, by means of the above technical solution of the present invention, by acquiring weight information and container stacking inclination information of each area of container stacking on a deck of a ship in advance, acquiring center of gravity stabilization information of container stacking based on the weight information of each area and performing container stacking inclination adjustment by applying ballast water to a ballast water tank in a direction opposite to a slip and roll by a ship based on the container stacking inclination information, the real-time calculation method during loading is realized, so that safety during loading can be increased, and ship stability during sailing is ensured; the displacement and deflection of container goods on the deck can be monitored in real time through the deck infrared real-time monitoring system, and meanwhile, the ship can take danger avoiding measures in advance when in danger through active intervention; the AIS system is used for pre-judging, so that danger is avoided; the stacking sequence of the containers is optimized through a genetic algorithm, and the multi-beta double-circulation mode is adopted, so that the utilization rate of the shore bridge is improved, and the economic index optimization is realized.
The invention has the following advantages:
1. Under the large background of the overall shipping industry container transportation development, a novel safety monitoring method is established, and the occurrence of container stacking collapse accidents is avoided to a certain extent.
2. The deck weight monitoring can realize the function of carrying out overweight part alarming and rationalizing loading in the ship loading and unloading process.
3. Through the monitoring of each system in the whole navigation environment to the operation of fastening and releasing the lashing dynamics is carried out through the motor of container lashing bridge, the safety of container ship navigation can be further guaranteed, the emergence of container stack sideslip, collapse accident is reduced.
4. According to the weight analysis of the container stack, the unloading sequence in the loading and unloading process can be further ensured, and the loading and unloading safety and the loading and unloading efficiency are improved.
It should be noted that, in the embodiments of the present invention, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the embodiments, and do not indicate or imply that the apparatus or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
While the present invention has been described in detail through the foregoing description of the preferred embodiment, it should be understood that the foregoing description is not to be considered as limiting the invention. Many modifications and substitutions of the present invention will become apparent to those of ordinary skill in the art upon reading the foregoing. Accordingly, the scope of the invention should be limited only by the attached claims.
Claims (3)
1. A method for monitoring the security of a stack of containers, comprising the steps of:
respectively acquiring weight information of each area where ship deck containers are piled in advance;
acquiring container stacking gravity center information based on the weight information of each area;
Applying ballast water to a ballast water tank in the direction opposite to the slippage and tightening and loosening rollers based on container stacking inclination information and container stacking slippage information, and performing container stacking inclination adjustment and ship hull stability adjustment;
The method for acquiring the weight information of each area of ship deck container stacking, container stacking inclination information and container stacking slippage information comprises the following steps:
the method comprises the steps that a weight sensor is additionally arranged on a ship deck in advance, and the weight sensor is laid in a gridding mode;
an infrared detector is additionally arranged on a ship deck guardrail in advance to form an infrared detection net for detecting the inclination or slippage of the container;
The tightness of the binding roller comprises the following steps:
and (5) assembling an automatic binding roller at the joint of the binding rods.
2. The method of claim 1, further comprising the steps of:
acquiring weather information of a navigation path area in real time based on an AIS ship networking positioning system;
And acquiring ship container stacking gravity center information and container stacking inclination information when the ship passes through the predicted sailing area.
3. The method of claim 2, further comprising the steps of:
And (3) carrying out stacking sequence optimization based on a genetic algorithm, and carrying out quayside bridge operation in a double-circulation operation mode.
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| CN202111395555.7A CN114104203B (en) | 2021-11-23 | 2021-11-23 | Container stacking safety monitoring method |
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