CN117390762B - Full-flow ship safety design analysis method - Google Patents
Full-flow ship safety design analysis method Download PDFInfo
- Publication number
- CN117390762B CN117390762B CN202311193257.9A CN202311193257A CN117390762B CN 117390762 B CN117390762 B CN 117390762B CN 202311193257 A CN202311193257 A CN 202311193257A CN 117390762 B CN117390762 B CN 117390762B
- Authority
- CN
- China
- Prior art keywords
- analysis
- ship
- model
- ship model
- preset
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000004458 analytical method Methods 0.000 title claims abstract description 313
- 238000013461 design Methods 0.000 title claims abstract description 59
- 238000000034 method Methods 0.000 claims abstract description 30
- 238000013209 evaluation strategy Methods 0.000 claims abstract description 9
- 238000004088 simulation Methods 0.000 claims abstract description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 75
- 230000005855 radiation Effects 0.000 claims description 37
- 238000011156 evaluation Methods 0.000 claims description 27
- 230000008569 process Effects 0.000 claims description 15
- 230000000875 corresponding effect Effects 0.000 claims description 13
- 230000005484 gravity Effects 0.000 claims description 9
- 230000002596 correlated effect Effects 0.000 claims description 5
- 239000000969 carrier Substances 0.000 claims description 4
- 238000001816 cooling Methods 0.000 claims description 3
- 238000004146 energy storage Methods 0.000 claims description 3
- 238000003466 welding Methods 0.000 claims description 3
- 238000004364 calculation method Methods 0.000 abstract description 3
- 230000006872 improvement Effects 0.000 description 11
- 238000012502 risk assessment Methods 0.000 description 7
- 238000005096 rolling process Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 238000012795 verification Methods 0.000 description 5
- 238000011161 development Methods 0.000 description 4
- 238000007667 floating Methods 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 238000007689 inspection Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 238000005192 partition Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000011159 matrix material Substances 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 231100000279 safety data Toxicity 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000005474 detonation Methods 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 239000013505 freshwater Substances 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 238000012804 iterative process Methods 0.000 description 1
- 238000007781 pre-processing Methods 0.000 description 1
- 239000000047 product Substances 0.000 description 1
- 238000007670 refining Methods 0.000 description 1
- 238000012552 review Methods 0.000 description 1
- 239000013535 sea water Substances 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
- 238000012955 system risk analysis Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B71/00—Designing vessels; Predicting their performance
- B63B71/10—Designing vessels; Predicting their performance using computer simulation, e.g. finite element method [FEM] or computational fluid dynamics [CFD]
-
- 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
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Geometry (AREA)
- General Engineering & Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Computer Hardware Design (AREA)
- Evolutionary Computation (AREA)
- Computational Mathematics (AREA)
- Pure & Applied Mathematics (AREA)
- Mathematical Optimization (AREA)
- Mathematical Analysis (AREA)
- Aviation & Aerospace Engineering (AREA)
- Automation & Control Theory (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Abstract
The invention relates to the technical field of ship dynamic analysis, in particular to a full-flow ship safety design analysis method, which comprises the following steps: the method comprises the steps of obtaining design parameters and operation parameters of a ship, generating a ship model according to the design parameters, inputting the ship model into a finite element analysis model, obtaining a first type boundary of the ship model according to the operation parameters, executing a preset simulation strategy to obtain a second type boundary of the ship model, generating a plurality of analysis areas according to the first type boundary and the second type boundary, executing a corresponding first analysis strategy or a second analysis strategy on the analysis areas according to the positions of the analysis areas, generating a plurality of analysis results, executing a comprehensive evaluation strategy on the plurality of analysis results, and performing targeted analysis on different areas, so that the problems of large calculation amount and high operation equipment requirements caused by integral analysis are avoided, and the analysis efficiency is improved while the analysis accuracy is effectively ensured.
Description
Technical Field
The invention relates to the technical field of ship dynamic analysis, in particular to a full-flow ship safety design analysis method.
Background
Safety is one of the important performances of a ship, in the process of designing the ship, the safety of the ship must be synchronously considered from the beginning of the design and other characteristics, through a series of organized and planned activities, possible risk factors and the consequences thereof of the ship are identified and analyzed, on the basis of the possible risk factors, the risk factors are tracked in the whole process of designing, measures for preventing and controlling risks are taken in a targeted manner, safety evaluation and verification are carried out on the results, and finally the designed ship is ensured to meet the expected safety requirements.
To ensure the safety, reliability and vitality of the ship, a damage control system with complete functions, advanced technology, reliable equipment and quick response is established to implement damage control, and meanwhile, the structure of the ship itself needs to be analyzed in a targeted manner.
Chinese patent application publication No.: CN116415463a discloses a method for analyzing ship simulation state data, and a finite element model of a ship is built by adopting computer modeling software; acquiring coordinate information of each node of a finite element model of a ship, and establishing a three-dimensional simulation image of the ship; converting the coordinates of each node into a geodetic coordinate system, and obtaining the displacement of the ship and the floating center coordinates thereof; acquiring a ship rolling restoring moment according to the ship displacement and the floating center coordinates, so as to calculate the instantaneous restoring force of the ship; acquiring the wave force of the ship, calculating a rolling restoring moment time course and a rolling movement time course according to the instantaneous restoring force and the wave force, acquiring rolling probability and rolling angle data under a certain probability value, and comparing the acquired rolling angle with a preset water inlet angle to judge the sailing state; and calculating the roll angle and the roll probability of the ship through simulation so as to obtain the reliable roll angle and the roll probability of the ship under the motion, thereby preventing and reducing the risk of the ship subversion in sailing.
However, the above method has the following problems: the ship cannot be subjected to targeted safety analysis, so that the calculation amount is large, and the design and manufacturing period is prolonged.
Disclosure of Invention
Therefore, the invention provides a full-flow ship safety design analysis method, which is used for solving the problems that the prior art cannot conduct targeted safety analysis on ships, so that the calculated amount is large, and the design and manufacturing period is prolonged.
In order to achieve the above object, the present invention provides a full-process ship safety design analysis method, comprising:
Step S1, acquiring design parameters and operation parameters of a ship and generating a ship model according to the design parameters;
S2, inputting the ship model into a finite element analysis model, and acquiring a first type boundary of the ship model according to the operation parameters;
Step S3, executing a preset simulation strategy to obtain a second type boundary of the ship model, and generating a plurality of analysis areas according to the first type boundary and the second type boundary;
S4, executing a first analysis strategy or a second analysis strategy on each analysis area according to the position of each analysis area and generating a plurality of corresponding analysis results;
s5, executing a comprehensive evaluation strategy on the analysis results;
the design parameters comprise design drawings of a ship model and internal equipment, and the operation parameters comprise maximum load, historical maximum wind speed, historical maximum water flow speed, the number of nuclear carriers of the ship, maximum cargo height and standard draft;
The first analysis strategy comprises the steps of analyzing the wind load disturbance degree of an analysis area relative to a ship model; the second analysis strategy comprises the steps of analyzing the disturbance degree of the water flow of the analysis area relative to the ship model; the analysis result comprises disturbance degree characteristic values of all analysis areas; the comprehensive evaluation strategy comprises the step of calculating a safety evaluation value of the ship model according to the disturbance degree characteristic value so as to evaluate design safety.
Further, the step S2 includes the steps of:
s21, acquiring the dead weight of the ship model;
S22, acquiring a first waterline and a second waterline by using the finite element analysis model according to the dead weight and the maximum load of the ship model, and taking the first waterline and the second waterline as a first-type boundary;
The first waterline is a waterline corresponding to the ship model in an empty state, and the second preset waterline is a waterline corresponding to the ship model in a full state.
Further, in the step S3, the finite element analysis model is utilized to perform modularized area division on the ship model according to the connection points of the ship model;
the modularized area is divided into a plurality of second-type boundaries, and a plurality of areas surrounded by the first-type boundaries and the second-type boundaries on the shell are set as a single analysis area so as to carry out security analysis on the single analysis area.
Further, in the step S3, the number of second dividing lines are obtained by:
Respectively simulating a plurality of preset states by using a finite element analysis model, respectively acquiring a plurality of waterlines of the ship model in the plurality of preset states, and setting the plurality of waterlines of the ship model in the plurality of preset states as a second type boundary;
The preset states comprise a front load state, a rear load state, a left load state and a right load state;
The front load state is a state that a load with preset weight is positioned at the bow of the deck plane, the rear load state is a state that a load with preset weight is positioned at the stern of the deck plane, the left load state is a state that a load with preset weight is positioned at the leftmost end of an intersection line of the deck plane and the middle station plane, and the right load state is a state that a load with preset weight is positioned at the rightmost end of the intersection line of the deck plane and the middle station plane;
the preset weight is related to the maximum load and the number of nuclear passengers on the vessel.
Further, in the step S4, for a single analysis region of the first category, using a finite element analysis model to simulate a wind load disturbance degree characteristic value of the analysis region on the ship model under a preset wind load condition;
the preset wind load condition is the impact of the wind load of the historical maximum wind speed simulated by the finite element analysis model on the analysis area;
the characteristic value of the wind load disturbance degree is determined according to the gravity center offset of the ship model when the analysis area is in a preset wind load condition;
the first category is a number of analysis zones above all dividing lines.
Further, in the step S4, for the single analysis area of the second category, the characteristic value of the disturbance degree of the analysis area to the water flow of the ship model under the preset water flow condition is simulated by using the finite element analysis model;
the preset water flow condition is the impact of the water flow with the maximum historical speed simulated by the finite element analysis model on the analysis area;
The characteristic value of the disturbance degree of the water flow is determined according to the floating center offset of the ship model when the analysis area is in the preset water flow condition and the quantity of radiation equipment in the analysis area;
The second category is all analysis areas except the first category, and the characteristic value of the disturbance degree of the water flow is positively correlated with the floating center offset and the number of radiation devices in the analysis areas.
Further, in the step S4, the number of analysis zone irradiation apparatuses is determined by:
step S41, for a single analysis area, acquiring a plurality of connection points on the surface of the analysis area;
step S42, a plurality of moments formed by the impact of water flow on an analysis area at a plurality of connection points are obtained, and points with preset distances in the stress direction of the connection points are marked as radiation points;
Step S43, fitting the radiation points into a radiation surface, setting a region surrounded by the radiation surface and the analysis region as a radiation space, and obtaining the number of devices affected by impact in the radiation space corresponding to the analysis region, namely the number of radiation devices in the analysis region;
The connecting points comprise a plurality of welding points and riveting points, the preset distance is positively correlated with the floating center offset, and the equipment affected by the impact comprises at least three of power equipment, control equipment, energy storage equipment, a cooling pipeline, a power pipeline and a control circuit.
Further, the step S5 includes the steps of:
step S51, setting a wind load disturbance threshold according to the maximum cargo height of the ship model;
Step S52, setting a water flow disturbance threshold according to the standard draft difference of the ship model;
step S53, determining a plurality of high disturbance analysis areas;
Step S54, calculating a safety evaluation value of the ship model according to the disturbance degree characteristic values and the area of the high disturbance analysis areas so as to evaluate design safety;
The high disturbance analysis area comprises an analysis area with a wind load disturbance degree characteristic value larger than a wind load disturbance threshold value and an analysis area with a water flow disturbance degree characteristic value larger than a water flow disturbance threshold value; the wind load disturbance threshold is inversely related to the maximum cargo height and the water flow disturbance threshold is positively related to the standard draft.
Further, the step S5 further includes determining feasibility of the design drawing according to the security evaluation value.
Further, when the above-described analysis method is performed, each finite element analysis model simultaneously performs an analysis process of each analysis region or a single finite element analysis model traverses an analysis process of each analysis region.
Compared with the prior art, the method has the advantages that the ship model is divided into the plurality of analysis areas through the first-type dividing line and the second-type dividing line to perform safety analysis on a single analysis area, compared with the traditional partition mode, the method can accurately distinguish the areas of the ship model, which are mainly affected by wind loads, from the areas of the ship model, which are mainly affected by water currents through obtaining the waterlines in different states, and perform targeted analysis on the different areas, so that the problems of large calculation amount and high operation equipment requirements caused by integral analysis are avoided, and the analysis efficiency is improved while the analysis accuracy is effectively ensured.
Further, the invention obtains the waterline under the front load state, the rear load state, the left load state and the right load state as the second type of boundary, and the front load state, the rear load state, the left load state and the right load state respectively correspond to the state that the load position on the ship is converted to the state of the bow, the stern, the port edge and the starboard edge, and the formed waterline and the first type of boundary can effectively cover the waterline range in the ship running process, thereby effectively ensuring the analysis accuracy and further improving the analysis efficiency.
Furthermore, the wind load disturbance degree characteristic values of the ship model are simulated by utilizing the finite element analysis model in the analysis areas above all the dividing lines, and the analysis areas above all the dividing lines are areas mainly influenced by wind load, so that the wind load disturbance degree is evaluated, the gravity center deviation is sensitive to wind load disturbance, the gravity center deviation is used for evaluating the wind load disturbance degree, the evaluation efficiency can be conveniently and effectively improved, the analysis accuracy is effectively ensured, and the analysis efficiency is further improved.
Furthermore, the invention utilizes the finite element analysis model to simulate the characteristic value of the water flow disturbance degree of the analysis area to the ship model under the preset water flow condition, and the analysis area except the first class is mainly the area affected by the water flow, so the water flow disturbance degree is evaluated, the floating center deviation is sensitive to the water flow disturbance, the water flow disturbance degree characteristic value obtained by comprehensively considering the floating center deviation and the radiation equipment quantity of the analysis area can be evaluated, the analysis accuracy is effectively ensured, and the analysis efficiency is further improved.
Furthermore, the method for determining the number of the radiation devices in the analysis area is provided, a plurality of moments and floating center offsets of the impact of water flow on the analysis area at a plurality of connection points are obtained, the radiation space of a single analysis area is established, the radiation space can effectively reflect the radiation range of the analysis area when the analysis area is impacted by the water flow, and the analysis efficiency is further improved while the analysis accuracy is effectively ensured.
Furthermore, the comprehensive evaluation strategy calculates the safety evaluation value of the ship model according to the disturbance degree characteristic values and the area of the high disturbance analysis areas so as to evaluate the design safety, and the overall stability evaluation of the ship can intuitively reflect the design safety of the ship, so that the analysis accuracy is effectively ensured, and meanwhile, the analysis efficiency is further improved.
Drawings
FIG. 1 is a flow chart of the full-flow ship safety design analysis method of the invention;
FIG. 2 is a flow chart of a marine safety design analysis workflow according to an embodiment of the present invention.
Detailed Description
In order that the objects and advantages of the invention will become more apparent, the invention will be further described with reference to the following examples; it should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are merely for explaining the technical principles of the present invention, and are not intended to limit the scope of the present invention.
It should be noted that, in the description of the present invention, terms such as "upper," "lower," "left," "right," "inner," "outer," and the like indicate directions or positional relationships based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the apparatus or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.
Furthermore, it should be noted that, in the description of the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention can be understood by those skilled in the art according to the specific circumstances.
To facilitate understanding, technical terms of the present invention are described:
Finite element analysis: finite element analysis (FEA, finite Element Analysis) simulates a real physical system using a mathematical approximation method. With simple and interactive elements, a finite number of unknowns can be used to approximate an infinite number of real systems.
Waterline: is the line where the hull intersects the water surface, indicating the draft of the vessel. The change in water temperature affects the draft of the vessel because the density of warm water is less than that of cold water and therefore the buoyancy is also less. Also, the density of the fresh water is lower than that of salinized or sea water, and the buoyancy is relieved identically.
Draft difference: refers to the difference between the first draft and the last draft of the vessel. As determined by the longitudinal distribution of the various loads on the vessel. The size of the draft difference of the ship under a certain load directly influences the water entering depth of the ship propeller and the rudder, the shape of the underwater streamline hull, the degree of upward waves of the ship head deck, the size of a blind area of a sightline watched by a steering table, the maximum allowable water discharge amount of the ship when the ship passes through a shallow water area, and the like.
Middle station face: the ship passes through the length between the vertical lines or the midpoint of the designed waterline length and is vertical to the transverse plane of the horizontal plane.
Floating core: refers to the centroid of the volume of the submerged portion of the body or the submerged body. When the floating body deflects in the vertical plane, the volume of the underwater part is kept unchanged, but the shape of the underwater part is changed, so that the position of the floating core correspondingly moves. The relative position of the center of buoyancy and the center of gravity is important for judging whether the floating body is in stable balance.
Referring to fig. 1, a flow chart of the overall-process ship safety design analysis method of the present invention is shown, which includes:
Step S1, acquiring design parameters and operation parameters of a ship and generating a ship model according to the design parameters;
S2, inputting the ship model into a finite element analysis model, and acquiring a first type boundary of the ship model according to the operation parameters;
Step S3, executing a preset simulation strategy to obtain a second class boundary of the ship model, and generating a plurality of analysis areas according to the first class boundary and the second class boundary;
S4, executing a first analysis strategy or a second analysis strategy on each analysis area according to the position of each analysis area and generating a plurality of corresponding analysis results;
s5, executing a comprehensive evaluation strategy on a plurality of analysis results;
The ship model is divided into the plurality of analysis areas through the first type boundary and the second type boundary to carry out safety analysis on the single analysis area, compared with a traditional partition mode, the method has the advantages that areas of the ship model, which are mainly influenced by wind loads, and areas of the ship model, which are mainly influenced by water flows, can be accurately distinguished through obtaining water lines in different states, the different areas are subjected to targeted analysis, the problems of large calculated amount and high operation equipment requirements caused by overall analysis are avoided, and the analysis efficiency is improved while the analysis accuracy is effectively ensured.
The design parameters comprise design drawings of a ship model and internal equipment, and the operation parameters comprise maximum load, historical maximum wind speed, historical maximum water flow speed, the number of nuclear carriers of the ship, maximum cargo height and standard draft;
optionally, the historical maximum wind speed and the historical maximum water flow speed are the highest wind speed and the highest water flow speed encountered by the ship service area in the past 10 years;
It should be understood that the maximum load, the number of cargo vessels, the maximum cargo height and the standard draft are the original parameters of the vessel design, which can be obtained directly.
The first analysis strategy comprises the steps of analyzing the wind load disturbance degree of an analysis area relative to a ship model;
the second analysis strategy comprises the steps of analyzing the disturbance degree of the water flow of the analysis area relative to the ship model;
the analysis result comprises disturbance degree characteristic values of all analysis areas;
The comprehensive evaluation strategy comprises the step of calculating a safety evaluation value of the ship model according to the disturbance degree characteristic value so as to evaluate design safety.
Specifically, step S2 includes the steps of:
S21, acquiring the dead weight of a ship model;
s22, acquiring a first waterline and a second waterline by utilizing a finite element analysis model according to the dead weight and the maximum load of the ship model, and taking the first waterline and the second waterline as first-class boundaries;
The first waterline is a waterline corresponding to the ship model in an empty state, and the second preset waterline is a waterline corresponding to the ship model in a full state.
Specifically, in step S3, the finite element analysis model is used to perform modular region division on the ship model according to the connection points of the ship model;
the modularized area is divided into a plurality of second-type boundaries, and a plurality of areas surrounded by the first-type boundaries and the second-type boundaries on the shell are set as a single analysis area so as to carry out security analysis on the single analysis area.
Specifically, in step S3, a number of second dividing lines are acquired by:
Respectively simulating a plurality of preset states by using a finite element analysis model, respectively acquiring a plurality of waterlines of the ship model in the plurality of preset states, and setting the plurality of waterlines of the ship model in the plurality of preset states as a second type boundary;
the plurality of preset states comprise a front load state, a rear load state, a left load state and a right load state;
The front load state is the state that the load with preset weight is positioned at the bow of the deck plane, the rear load state is the state that the load with preset weight is positioned at the stern of the deck plane, the left load state is the state that the load with preset weight is positioned at the leftmost end of the intersection line of the deck plane and the middle station plane, and the right load state is the state that the load with preset weight is positioned at the rightmost end of the intersection line of the deck plane and the middle station plane;
the preset weight is related to the maximum load and the number of nuclear passengers on the ship.
Alternatively, the preset weight is the sum of 25% of the maximum load multiplied by the number of nuclear carriers of the vessel and the average weight of the adult.
The front load state, the rear load state, the left load state and the right load state correspond to the states that the load positions on the ship are converted to the bow, the stern, the port edge and the starboard edge respectively, and the formed waterline and a first type of boundary line can effectively cover the waterline range in the ship running process, so that the analysis accuracy is effectively ensured, and meanwhile, the analysis efficiency is further improved.
Specifically, in step S4, for a single analysis region of the first category, simulating a wind load disturbance degree characteristic value of the analysis region on the ship model under a preset wind load condition by using a finite element analysis model;
The wind load condition is preset as impact of wind load of the historical maximum wind speed simulated by the finite element analysis model on an analysis area;
and determining the characteristic value of the wind load disturbance degree according to the gravity center offset of the ship model when the analysis area is in a preset wind load condition.
Alternatively, the wind load disturbance degree characteristic value K air is determined by the formula (1),
Kair＝la×h (1)
Wherein la is the gravity center offset of the analysis area, and h is the length of the perpendicular line of the plane where the section center of the analysis area and the first waterline are located.
For a plurality of analysis areas above all dividing lines, the finite element analysis model is utilized to simulate the characteristic values of wind load disturbance degrees of the analysis areas on the ship model under the preset wind load condition, and the plurality of analysis areas above all dividing lines are areas mainly influenced by wind load, so that the wind load disturbance degrees of the analysis areas are evaluated, the gravity center offset is sensitive to wind load disturbance, the gravity center offset is used for evaluating the wind load disturbance degrees, the evaluation efficiency can be conveniently and effectively improved, and the analysis accuracy is effectively ensured, and meanwhile, the analysis efficiency is further improved.
Specifically, in step S4, for a single analysis region of the second category, using a finite element analysis model to simulate a characteristic value of the degree of disturbance of the analysis region on the water flow of the ship model under a preset water flow condition;
presetting a water flow condition as impact of water flow with a maximum historical speed simulated by a finite element analysis model on an analysis area;
the characteristic value of the disturbance degree of the water flow is determined according to the floating center offset of the ship model and the quantity of radiation equipment in the analysis area when the analysis area is in a preset water flow condition;
the second category is that all analysis areas except the first category, and the characteristic value of the disturbance degree of the water flow is positively correlated with the floating center offset and the number of radiation devices in the analysis areas.
Optionally, the characteristic value K liq of the disturbance degree of the water flow is determined by a formula (2);
where lb is the floating center offset of the analysis area, i is the length of the perpendicular to the plane where the section center of the analysis area and the second water line are located, and n is the number of radiation devices in the analysis area.
And simulating the characteristic values of the water flow disturbance degree of the analysis areas except the first category on the ship model by utilizing the finite element analysis model, wherein the analysis areas except the first category are mainly areas influenced by water flow, so that the water flow disturbance degree is evaluated, the floating center deviation is sensitive to the water flow disturbance, the water flow impact can influence the equipment, the characteristic values of the water flow disturbance degree obtained by comprehensively considering the floating center deviation and the quantity of the radiation equipment of the analysis areas can be evaluated conveniently and effectively, the analysis accuracy is effectively ensured, and the analysis efficiency is further improved.
Specifically, in step S4, the analysis area irradiation device number is determined by:
step S41, for a single analysis area, acquiring a plurality of connection points on the surface of the analysis area;
step S42, a plurality of moments formed by the impact of water flow on an analysis area at a plurality of connection points are obtained, and points with preset distances in the stress direction of the connection points are marked as radiation points;
Step S43, fitting the radiation points into a radiation surface, setting a region surrounded by the radiation surface and the analysis region as a radiation space, and obtaining the number of devices affected by impact in the radiation space corresponding to the analysis region, namely the number of radiation devices in the analysis region;
The connecting points comprise a plurality of welding points and riveting points, the preset distance is positively related to the floating center offset, and the equipment affected by the impact comprises at least three of power equipment, control equipment, energy storage equipment, a cooling pipeline, a power pipeline and a control circuit.
The radiation space can effectively reflect the radiation range of the analysis area when being impacted by water flow, so that the analysis accuracy is effectively ensured and the analysis efficiency is further improved.
Optionally, after the analysis strategy in step S4 is performed, a structure-stable analysis strategy is performed.
The structural stability analysis strategy is that for a plurality of moments formed at all connection points of the ship shell, two ends corresponding to the moments are marked as structural stability points of a ship model.
The method comprises the steps of setting all structural stable points to bear moment with the same size, dividing an analysis area into a plurality of areas with the same area according to the positions of the structural stable points on a shell, marking the areas as a secondary analysis area and fitting the areas as a plurality of resultant forces, marking the pointing positions of the resultant forces as resultant force stable points, and recording the resultant force stable points.
And assigning the number of the structural stability points and the number of the resultant force stability points to analyze the structural stability of the ship model.
Specifically, step S5 includes the steps of:
s51, setting a wind load disturbance threshold according to the maximum cargo height of the ship model;
Step S52, setting a water flow disturbance threshold according to the standard draft of the ship model;
step S53, determining a plurality of high disturbance analysis areas;
step S54, calculating a safety evaluation value of the ship model according to disturbance degree characteristic values and areas of a plurality of high disturbance analysis areas so as to evaluate design safety;
The high disturbance analysis area comprises an analysis area with a wind load disturbance degree characteristic value larger than a wind load disturbance threshold value and an analysis area with a water flow disturbance degree characteristic value larger than a water flow disturbance threshold value; the wind load disturbance threshold is inversely related to the maximum cargo height and the water current disturbance threshold is positively related to the standard draft.
Optionally, the safety evaluation value K al of the ship model is determined by formula (3);
Wherein v is the number of analysis areas with the wind load disturbance degree characteristic value larger than the wind load disturbance threshold, K air u is the wind load disturbance degree characteristic value of the u-th analysis area, su is the area of the u-th analysis area, alpha is a first conversion coefficient, y is the number of analysis areas with the water flow disturbance degree characteristic value larger than the water flow disturbance threshold, K liq x is the water flow disturbance degree characteristic value of the x-th analysis area, sx is the area of the x-th analysis area, beta is a second conversion coefficient, u=1, 2,3, …, v, v is larger than or equal to 0 and v is a positive integer; x=1, 2,3, …, y, y is not less than 0 and y is a positive integer.
In the implementation, the safety evaluation value K al may be set to a when it is in the first interval, the safety evaluation value K al may be set to B when it is in the first interval, the safety evaluation value K al may be set to C when it is in the first interval, and the safety evaluation value K al may be set to D when it is in the first interval;
Optionally, the first interval is [0.9, 1.0), the second interval is [0.7,0.9 ], the first interval is [0.5,0.7), and the fourth interval is [0, 0.5).
The comprehensive evaluation strategy calculates the safety evaluation value of the ship model according to the disturbance degree characteristic values and the area of the high disturbance analysis areas to evaluate the design safety, and the overall stability evaluation is carried out on the ship, so that the design safety of the ship can be intuitively reflected, the analysis accuracy is effectively ensured, and the analysis efficiency is further improved.
Specifically, step S5 further includes determining feasibility of the design drawing according to the security evaluation value.
Optionally, when the design safety of the ship model is D, that is, the safety evaluation value is less than 0.5, the design drawing needs to be redrawn.
Specifically, when the above-described analysis method is executed, each finite element analysis model simultaneously executes an analysis process for each analysis region or a single finite element analysis model traverses an analysis process for each analysis region.
According to the invention, the safety evaluation of the whole process of the ship is utilized to partition the ship, so that the safety design precision of the whole process of the ship design is effectively improved, and meanwhile, the controllability of the ship design is effectively improved.
For easy understanding, the present embodiment provides a ship safety design and analysis workflow to which the full-flow ship safety design analysis method of the present invention is applied, and please refer to fig. 2, which is a ship safety design analysis workflow diagram of an embodiment of the present invention; the ship safety design analysis workflow comprises the following steps:
Step S01, explicitly analyzing the object, the analysis requirement and the basic rule
Step S011, explicitly analyzing object
The explicit analysis object mainly includes:
In step S0111, the name and scope of the object are explicitly analyzed.
Step S0112, explicitly analyzes the development and usage requirements, boundary and interface requirements, task profile and security requirements of the object.
And step S0113, the development stage and the technical state of the object are clearly analyzed.
Step S012, determining analysis requirements and basic rules
The analysis requirements and basic rules to be determined include:
step S0121, determining the timing and type of the security analysis, optionally, the timing and type of the security analysis includes a preliminary risk table, a preliminary risk analysis, a subsystem risk analysis, a system risk analysis, a use and guarantee risk analysis, and a working table format, an output result form and an analysis report writing requirement to be used.
Step S0122, defining a ship risk severity level, a risk possibility level, a risk evaluation matrix and a risk acceptance criterion.
Step S02, preprocessing the safety data and engineering information
Step S021, basic safety data and engineering information
The basic security data and engineering information include:
step S0211, refining the function and safety requirements, task section, using operation process and limiting conditions of the analysis object;
Step S0212, the composition, the working principle and the interrelation of each component of the object are clearly analyzed, and the functional block diagram of the system is determined;
Step S0213, collecting and arranging relevant engineering analysis results and development information, including relevant information of equipment design, purchase, production, test and the like, and engineering information from a fault report, analysis and correction measure system (FRACAS);
step S0214, collecting the result of support analysis, wherein the available support analysis is different according to the different analysis types, and the support analysis generally adopted mainly comprises fault mode and influence analysis (FMEA), fault Tree Analysis (FTA), potential analysis (SA), operation risk analysis (HAZOP) and the like;
step S0215, defining a dangerous inspection sheet, a safety design rule or a design review inspection sheet with established models;
step S0216, collecting and sorting the analysis object and the current completed safety analysis result of each component part, including analysis record, various lists, safety analysis report and the like.
Step S022, other security data and engineering information.
The security analysis should also use other security data and engineering information, including:
step S0221, similar equipment history experience data, particularly accident information;
Step S0222, relevant equipment safety basic data such as detonation conditions, explosion limits, and the like of the initiating explosive device.
Step S0223, identifying dangers and deducing dangerous events;
after basic input information of security analysis is clarified, combining analysis requirements, carrying out danger identification and danger event deduction aiming at an analysis object.
The risk identification mainly uses the contents of inspection sheets, engineering information, the results of supporting analysis and existing safety analysis, historical experience data, safety basic data and the like to comprehensively inspect and identify all possible potential risk factors in the analysis target products, and the potential risk factors are specified at proper positions of an analysis record form to describe in an accurate and clear mode.
The important point of the dangerous event deduction is to determine the conditions, processes and the consequences of the dangerous event or accident caused by the dangerous event deduction aiming at the identified dangerous factors through event deduction. If necessary, time analysis should be performed for the evolution and propagation process of the danger, providing basis for determining safety improvement measures. When the same risk factor may cause multiple dangerous events or accidents, the analysis and description should be performed one by one.
Step S03, classifying the risk level and performing risk evaluation
For each risk factor, the likelihood of causing a particular risk event or accident, and the severity of the accident outcome, are analytically determined, and the risk level is divided according to predetermined rules. A risk assessment matrix is used to give a risk index for the risk based on the determined risk likelihood and severity level. When the condition is satisfied, a Probabilistic Risk Assessment (PRA) technique may be used to perform quantitative risk assessment. When a risk factor may trigger multiple dangerous events or incidents, the likelihood, severity and risk index should be determined one by one.
Step S033, determining a safety improvement measure
After determining the risk index, it is determined whether or not a security improvement measure is required according to the risk acceptance principle, and the security improvement measure to be adopted is determined. The safety improvement measures proposed in the design stage of the scheme and technology should be an important supplement to the design criteria.
Step S034, verifying security improvement measures, updating risk classification and risk evaluation results
Verification should be conducted in response to the validity of the security improvement measures taken, and the verification method taken is described in connection with security engineering verification activities. After verification, the determined safety improvement measures should measure the actual effect by updating the risk classification and risk evaluation results. And checking the effectiveness and sufficiency of the security measures according to the updated risk indexes to determine whether further security improvement activities are required to be carried out so as to support the engineering iterative process.
Step S04, summarizing analysis results to form an analysis report
And according to the requirements of development progress, work plans and the like, the completed analysis results are summarized and arranged to form a security analysis report so as to support other security activities. The residual risk is determined for a risk that the safety requirement is still not met after taking the measures and that no further safety improvement measures can be or are not intended to be taken. The following is an analysis report-related table for better understanding of the present invention, in which table 1 is a hazard check table, table 2 is a hazard item table, and table 3 is a hazard analysis table:
TABLE 1 dangerous checklist
TABLE 2 dangerous item list
TABLE 3 dangerous analysis Meter
Thus far, the technical solution of the present invention has been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of protection of the present invention is not limited to these specific embodiments. Equivalent modifications and substitutions for related technical features may be made by those skilled in the art without departing from the principles of the present invention, and such modifications and substitutions will be within the scope of the present invention.
The foregoing description is only of the preferred embodiments of the invention and is not intended to limit the invention; various modifications and variations of the present invention will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (7)
1. The full-flow ship safety design analysis method is characterized by comprising the following steps of:
Step S1, acquiring design parameters and operation parameters of a ship and generating a ship model according to the design parameters;
S2, inputting the ship model into a finite element analysis model, and acquiring a first type boundary of the ship model according to the operation parameters;
Step S3, executing a preset simulation strategy to obtain a second type boundary of the ship model, and generating a plurality of analysis areas according to the first type boundary and the second type boundary;
S4, executing a first analysis strategy or a second analysis strategy on each analysis area according to the position of each analysis area and generating a plurality of corresponding analysis results;
s5, executing a comprehensive evaluation strategy on the analysis results;
the design parameters comprise design drawings of a ship model and internal equipment, and the operation parameters comprise maximum load, historical maximum wind speed, historical maximum water flow speed, the number of nuclear carriers of the ship, maximum cargo height and standard draft;
The first analysis strategy comprises the steps of analyzing the wind load disturbance degree of an analysis area relative to a ship model; the second analysis strategy comprises the steps of analyzing the disturbance degree of the water flow of the analysis area relative to the ship model; the analysis result comprises disturbance degree characteristic values of all analysis areas; the comprehensive evaluation strategy comprises the steps of calculating a safety evaluation value of a ship model according to the disturbance degree characteristic value so as to evaluate design safety;
the step S2 includes the steps of:
s21, acquiring the dead weight of the ship model;
S22, acquiring a first waterline and a second waterline by using the finite element analysis model according to the dead weight of the ship model and the maximum load, and taking the first waterline and the second waterline as a first-type boundary;
the first waterline is a waterline corresponding to the ship model in an empty state, and the second waterline is a waterline corresponding to the ship model in a full state;
In the step S3, performing modular region division on the ship model according to the connection points of the ship model by using the finite element analysis model;
The modularized area is divided into a plurality of second-class boundaries, and a plurality of areas surrounded by the first-class boundaries and the second-class boundaries on the shell are set as a single analysis area so as to carry out security analysis on the single analysis area;
in said step S3, said number of demarcations of the second type is obtained by:
Respectively simulating a plurality of preset states by using a finite element analysis model, respectively acquiring a plurality of waterlines of the ship model in the plurality of preset states, and setting the plurality of waterlines of the ship model in the plurality of preset states as a second type boundary;
The preset states comprise a front load state, a rear load state, a left load state and a right load state;
The front load state is a state that a load with preset weight is positioned at the bow of the deck plane, the rear load state is a state that a load with preset weight is positioned at the stern of the deck plane, the left load state is a state that a load with preset weight is positioned at the leftmost end of an intersection line of the deck plane and the middle station plane, and the right load state is a state that a load with preset weight is positioned at the rightmost end of the intersection line of the deck plane and the middle station plane;
the preset weight is related to the maximum load and the number of nuclear passengers on the vessel.
2. The method according to claim 1, wherein in the step S4, for a single analysis region of the first class, the wind load disturbance degree characteristic value of the analysis region on the ship model under the preset wind load condition is simulated by using a finite element analysis model;
the preset wind load condition is the impact of the wind load of the historical maximum wind speed simulated by the finite element analysis model on the analysis area;
the characteristic value of the wind load disturbance degree is determined according to the gravity center offset of the ship model when the analysis area is in a preset wind load condition;
the first category is a number of analysis zones above all dividing lines.
3. The full-flow ship safety design analysis method according to claim 2, wherein in the step S4, for the single analysis region of the second class, the characteristic value of the degree of disturbance of the analysis region to the water flow of the ship model under the preset water flow condition is simulated by using the finite element analysis model;
the preset water flow condition is the impact of the water flow with the maximum historical speed simulated by the finite element analysis model on the analysis area;
The characteristic value of the disturbance degree of the water flow is determined according to the floating center offset of the ship model when the analysis area is in the preset water flow condition and the quantity of radiation equipment in the analysis area;
The second category is all analysis areas except the first category, and the characteristic value of the disturbance degree of the water flow is positively correlated with the floating center offset and the number of radiation devices in the analysis areas.
4. A full-flow ship safety design analysis method according to claim 3, characterized in that in the step S4, the number of analysis zone radiation devices is determined by:
step S41, for a single analysis area, acquiring a plurality of connection points on the surface of the analysis area;
step S42, a plurality of moments formed by the impact of water flow on an analysis area at a plurality of connection points are obtained, and points with preset distances in the stress direction of the connection points are marked as radiation points;
Step S43, fitting the radiation points into a radiation surface, setting a region surrounded by the radiation surface and the analysis region as a radiation space, and obtaining the number of devices affected by impact in the radiation space corresponding to the analysis region, namely the number of radiation devices in the analysis region;
The connecting points comprise a plurality of welding points and riveting points, the preset distance is positively correlated with the floating center offset, and the equipment affected by the impact comprises at least three of power equipment, control equipment, energy storage equipment, a cooling pipeline, a power pipeline and a control circuit.
5. The full-flow ship safety design analysis method according to claim 4, wherein the step S5 comprises the steps of:
Step S51, setting a wind load disturbance threshold according to the maximum cargo height of the ship model;
Step S52, setting a water flow disturbance threshold according to the standard draft difference of the ship model;
step S53, determining a plurality of high disturbance analysis areas;
Step S54, calculating a safety evaluation value of the ship model according to the disturbance degree characteristic values and the area of the high disturbance analysis areas so as to evaluate design safety;
The high disturbance analysis area comprises an analysis area with a wind load disturbance degree characteristic value larger than a wind load disturbance threshold value and an analysis area with a water flow disturbance degree characteristic value larger than a water flow disturbance threshold value; the wind load disturbance threshold is inversely related to the maximum cargo height and the water flow disturbance threshold is positively related to the standard draft.
6. The full-flow ship safety design analysis method according to claim 5, wherein the step S5 further comprises determining feasibility of the design drawing according to the safety evaluation value.
7. The method according to claim 5, wherein each finite element analysis model simultaneously performs the analysis process of each analysis region or the analysis process of a single finite element analysis model traversing each analysis region when the above analysis method is performed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311193257.9A CN117390762B (en) | 2023-09-15 | 2023-09-15 | Full-flow ship safety design analysis method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311193257.9A CN117390762B (en) | 2023-09-15 | 2023-09-15 | Full-flow ship safety design analysis method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN117390762A CN117390762A (en) | 2024-01-12 |
| CN117390762B true CN117390762B (en) | 2024-05-14 |
Family
ID=89469113
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311193257.9A Active CN117390762B (en) | 2023-09-15 | 2023-09-15 | Full-flow ship safety design analysis method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117390762B (en) |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011065848A1 (en) * | 2009-11-26 | 2011-06-03 | Akademia Morska W Szczecinie | A method and system of navigational decision support in the process of safe vessel navigation |
| RU2467914C1 (en) * | 2011-06-20 | 2012-11-27 | Юрий Павлович Коравиковский | Method of ship navigability control and device to this end |
| CN109408871A (en) * | 2018-09-13 | 2019-03-01 | 中国人民解放军92942部队 | A kind of disabled ship safe navigation strategy rapid generation |
| US10246171B1 (en) * | 2018-10-25 | 2019-04-02 | Anthony Beebe | Floating vessel cargo optimization system |
| KR20200002524A (en) * | 2018-06-29 | 2020-01-08 | 대우조선해양 주식회사 | System and method for providing sea margin of a vessel and computer-readable recording medium thereof |
| CN114169667A (en) * | 2021-10-20 | 2022-03-11 | 舟山中远海运重工有限公司 | Method for pre-estimating and controlling weight of empty ship |
| CN114462141A (en) * | 2021-12-31 | 2022-05-10 | 武汉理工大学 | Multi-scale simulation method, system and storage medium based on CFD |
| CN115659263A (en) * | 2022-10-14 | 2023-01-31 | 长江三峡通航管理局 | Ship control behavior risk assessment system and assessment method based on big data |
| CN116341424A (en) * | 2023-05-30 | 2023-06-27 | 交通运输部天津水运工程科学研究所 | Comprehensive calculation method for water flow force acting on ship |
| CN116415463A (en) * | 2023-04-17 | 2023-07-11 | 中船智能科技(上海)有限公司 | Ship simulation state data analysis method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11027799B2 (en) * | 2019-09-12 | 2021-06-08 | DM Consulting, Inc. | Systems and methods for 3-dimensional scanning for drydocking |
-
2023
- 2023-09-15 CN CN202311193257.9A patent/CN117390762B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011065848A1 (en) * | 2009-11-26 | 2011-06-03 | Akademia Morska W Szczecinie | A method and system of navigational decision support in the process of safe vessel navigation |
| RU2467914C1 (en) * | 2011-06-20 | 2012-11-27 | Юрий Павлович Коравиковский | Method of ship navigability control and device to this end |
| KR20200002524A (en) * | 2018-06-29 | 2020-01-08 | 대우조선해양 주식회사 | System and method for providing sea margin of a vessel and computer-readable recording medium thereof |
| CN109408871A (en) * | 2018-09-13 | 2019-03-01 | 中国人民解放军92942部队 | A kind of disabled ship safe navigation strategy rapid generation |
| US10246171B1 (en) * | 2018-10-25 | 2019-04-02 | Anthony Beebe | Floating vessel cargo optimization system |
| CN114169667A (en) * | 2021-10-20 | 2022-03-11 | 舟山中远海运重工有限公司 | Method for pre-estimating and controlling weight of empty ship |
| CN114462141A (en) * | 2021-12-31 | 2022-05-10 | 武汉理工大学 | Multi-scale simulation method, system and storage medium based on CFD |
| CN115659263A (en) * | 2022-10-14 | 2023-01-31 | 长江三峡通航管理局 | Ship control behavior risk assessment system and assessment method based on big data |
| CN116415463A (en) * | 2023-04-17 | 2023-07-11 | 中船智能科技(上海)有限公司 | Ship simulation state data analysis method |
| CN116341424A (en) * | 2023-05-30 | 2023-06-27 | 交通运输部天津水运工程科学研究所 | Comprehensive calculation method for water flow force acting on ship |
Non-Patent Citations (3)
| Title |
|---|
| 海船破舱进水安全综合评价***;邱文昌;王一沫;孙锡志;;上海海事大学学报;20160930(03);56-61 * |
| 舰船重要区域安全性分析研究;崔鲁宁;吴晓伟;中国水运(下半月);20180515;第18卷(第05期);5-6、26 * |
| 船舶舱室消防安全评估方法研究;崔鲁宁;浦金云;蔡敬标;吴晓伟;武汉理工大学学报(交通科学与工程版);20100215;第34卷(第01期);150-153 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN117390762A (en) | 2024-01-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104050329B (en) | A kind of method for detecting Collision Risk Index | |
| CN108801387B (en) | System and method for measuring remaining oil quantity of airplane fuel tank based on learning model | |
| CN111353222B (en) | Simulation test system and method for automatic berthing capability of intelligent ship | |
| CN111613094A (en) | Port water area ship traffic risk early warning method | |
| CN111599130A (en) | Environmental risk early warning system for marine rescue | |
| Nikolopoulos et al. | A methodology for the holistic, simulation driven ship design optimization under uncertainty | |
| CN112434948A (en) | Marine salvage operation sea gas environment risk assessment system | |
| CN112836377A (en) | Ship simulation test system based on digital simulation | |
| CN117390762B (en) | Full-flow ship safety design analysis method | |
| CN116992577B (en) | Simulation method, system, equipment and storage medium of cross-medium aircraft | |
| CN110826891B (en) | Relative collision risk degree obtaining method based on ship cluster situation | |
| CN109408871B (en) | Rapid generation method of safe navigation strategy of damaged ship | |
| CN116127846A (en) | Intelligent evaluation method and system for anti-rolling technology | |
| Mentes et al. | Criticality analysis of probabilistic damage stability of ships with aggregation operators and additive ratio assessment | |
| CN114331042A (en) | Ship collision risk analysis method | |
| CN109635394B (en) | Method and device for automatically judging safety of target material in high-energy pipeline rupture range | |
| Praveen et al. | Flow characteristics on helodeck of a generic frigate ship model through experiment and CFD | |
| CN111275325A (en) | Construction method of intelligent ship sensing module evaluation index system | |
| Ayyub et al. | Assessing the probability of the dynamic capsizing of vessels | |
| CN117523132B (en) | Steel truss arch bridge buckling tower verticality adjusting system and method | |
| Dinariyana et al. | Ship collision risk assessment at water area of container terminal due to marine traffic in the Surabaya West Access Channel | |
| CN114492113B (en) | Impact damage numerical simulation optimization method based on laser mapping solid grids | |
| Mucha et al. | An Integrated Simulation Workflow for Automated IMO Maneuverability Verification for Ship Design Based on Computational Fluid Dynamics | |
| Zhang et al. | A novel approach using ship manoeuvring database for ship trajectory prediction | |
| Utomo et al. | Strength Analysis of Vessel Ship Type PBL Conversion From Barge |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |