CN118260958A - Ship maneuvering motion simulation method based on real navigation data - Google Patents

Abstract

The application discloses a ship operation motion simulation method based on real navigation data, which relates to the field of ship operation motion simulation, and the method is used for determining a navigational speed thrust and navigational speed effective power curve according to ship and rudder scale parameters, determining a navigational speed host power curve according to direct navigation real navigation data of a ship, determining longitudinal and transverse rudder force correction coefficients under different preset rudder angles according to the rotational real navigation data of the ship, then realizing propeller thrust calculation based on the navigational speed thrust curve and the navigational speed host power curve in the operation motion simulation process, and correcting rudder force calculation under the real-time rudder angle by utilizing the longitudinal and transverse rudder force correction coefficients under the different preset rudder angles, so that the ship operation motion simulation can be accurately and conveniently performed without depending on ship body, rudder and propeller geometric line types.

Description

Ship maneuvering motion simulation method based on real navigation data

Technical Field

The application relates to the field of ship operation motion simulation, in particular to a ship operation motion simulation method based on real-time navigation data.

Background

The ship maneuvering performance is one of basic performances of the ship, refers to the motion performance of the ship under the control of a clock and a steering wheel, and plays an important role in guaranteeing the navigation safety of the ship.

In order to determine the steering motion response of a ship, the ship is generally required to perform steering motion simulation, and since the steering performance of the ship is related to the geometric line type of a hull, a rudder and a propeller and the relative arrangement of the hull, the rudder and the propeller, the current mainstream practice needs detailed information of the ship, the propeller and the rudder when performing steering motion simulation on the ship. In practice, however, it may be difficult to obtain accurate geometry and placement of the hull, rudder, propeller of the in-service vessel for various reasons such as long construction times, loss of finished documents, etc. On the other hand, the surfaces of the ship body, the rudder and the propeller are not smooth due to the pollution bottom caused by marine organism adhesion in the operation process of the ship, the actual hydrodynamic performance of the ship body, the rudder and the propeller is greatly changed compared with the design performance of the ship body, the rudder and the propeller, the hydrodynamic performance interference among the three is difficult to determine, and even if the design line type and the arrangement condition of the ship body, the rudder and the propeller are known, the conventional method requiring accurate ship body hydrodynamic force, rudder force and propeller thrust as input is difficult to simulate the operation motion of the in-service ship. The two reasons can lead to low accuracy of the ship steering motion simulation, even the ship steering motion simulation can not be performed due to the lack of the geometric line type of the paddle rudder, and the evaluation and the forecast of the ship steering performance are affected.

Disclosure of Invention

Aiming at the problems and the technical requirements, the application provides a ship maneuvering simulation method based on real navigation data, which comprises the following steps:

a ship steering motion simulation method based on real navigation data comprises the following steps:

Selecting a plurality of direct-navigation self-navigation speed calculation points from 0 rudder angle to the maximum speed of the target ship, calculating the self-navigation propeller thrust under each direct-navigation self-navigation speed calculation point when the target ship keeps 0 rudder angle direct-navigation state to obtain a speed thrust curve v-X _P, and calculating the effective power under each direct-navigation self-navigation speed calculation point when the target ship keeps 0 rudder angle direct-navigation state to obtain a speed effective power curve v-P _E;

Acquiring a plurality of direct navigation real navigation data points of a target ship at a rudder angle of 0 direct navigation, and acquiring host power corresponding to each direct navigation self-navigation speed calculation point according to the direct navigation real navigation data points and a navigation speed effective power curve v-P _E so as to acquire a navigation speed host power curve v-P _S; the obtained direct navigation real navigation data points comprise the self-navigation speed and corresponding host power which are reached when the target ship is navigated at 0 rudder angle under a plurality of host powers;

Acquiring a rotation real navigation data point when a target ship sails at a plurality of non-zero preset rudder angles to reach a constant rotation state, and obtaining a longitudinal rudder force correction coefficient alpha _δ and a transverse rudder force correction coefficient beta _δ corresponding to the preset rudder angle delta at each rotation real navigation data point according to the rotation real navigation data point and the combination of a navigational speed thrust curve v-X _P and a navigational speed host power curve v-P _S;

Interpolation determination of self-voyage speed corresponding to real-time host power for voyage speed host power curve v-P _S Interpolation determination and self-navigation navigational speed for navigational speed thrust curve v-X _P Corresponding self-propulsion propeller thrust X _P according to real-time heave speed u and self-propulsion speedCorrecting the self-propulsion propeller thrust X _P to obtain real-time propeller thrust

The method comprises the steps of interpolating a longitudinal rudder force correction coefficient alpha corresponding to a real-time rudder angle for the longitudinal rudder force correction coefficient under each rotary real-time data point, interpolating a transverse rudder force correction coefficient beta corresponding to the real-time rudder angle for the transverse rudder force correction coefficient under each rotary real-time data point, and combining and calculating to obtain the real-time rudder force according to the two rudder force correction coefficients corresponding to the real-time rudder angle;

and calculating to obtain real-time hull hydrodynamic force according to the hull parameters and the real-time motion state data of the target ship, and determining the maneuvering motion response of the target ship under the actions of the real-time hull hydrodynamic force, the real-time propeller thrust and the real-time rudder force based on the maneuvering motion mathematical model.

The further technical scheme is that the rotation real navigation data point under each preset rudder angle delta comprises motion state data, constant rotation host power, constant rotation navigational speed and constant rotation diameter when the target ship sails under the current preset rudder angle delta to reach a constant rotation state; the obtaining of the longitudinal rudder force correction coefficient alpha _δ and the transverse rudder force correction coefficient beta _δ corresponding to each predetermined rudder angle delta comprises the following steps:

calculating to obtain the hydrodynamic force of the steady hull in the steady rotation state according to the hull parameters of the target ship and the motion state data when the steady rotation state is reached under the preset rudder angle delta;

Determining a self-propulsion speed v 'corresponding to the constant-rotation main engine power of the target ship according to the interpolation of the speed main engine power curve v-P _S, and determining the self-propulsion propeller thrust corresponding to the self-propulsion speed v' as a constant-propulsion propeller thrust in a constant-rotation state according to the interpolation of the speed thrust curve v-X _P;

Calculating theoretical steady rudder force according to the rudder force calculation formula and the motion state data and rudder parameters when the target ship is in a steady rotation state;

performing rotary motion simulation based on the operation motion mathematical model, and determining rotary simulation data of the target ship under the action of the hydrodynamic force of the steady hull, the thrust of the steady propeller and the theoretical steady rudder force;

And (3) adjusting a longitudinal rudder force correction coefficient alpha _δ and/or a transverse rudder force correction coefficient beta _δ to correct the theoretical steady rudder force, and re-executing the step of performing rotary motion simulation based on the manipulation motion mathematical model until the error between the rotary simulation data and the corresponding rotary real navigation data is within an error range, so as to obtain a longitudinal rudder force correction coefficient alpha _δ and a transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle.

The further technical proposal is that the obtained rotation simulation data comprises a steady rotation simulation navigational speed and a steady rotation simulation diameter; the obtaining of the longitudinal rudder force correction coefficient alpha _δ and the transverse rudder force correction coefficient beta _δ corresponding to the current predetermined rudder angle delta comprises the following steps:

the longitudinal rudder force correction coefficient alpha _δ is adjusted to correct the longitudinal component of the theoretical steady rudder force, and the step of performing rotary motion simulation based on the operation motion mathematical model is re-executed until the error between the steady rotary simulation navigational speed obtained by the rotary motion simulation and the steady rotary navigational speed under the preset rudder angle is within the navigational speed error range, so as to obtain the longitudinal rudder force correction coefficient alpha _δ corresponding to the current preset rudder angle;

On the basis of correcting the longitudinal component of the theoretical steady rudder force by utilizing the finally determined longitudinal rudder force correction coefficient alpha _δ, the transverse rudder force correction coefficient beta _δ is adjusted to correct the transverse component of the theoretical steady rudder force, and the step of performing rotary motion simulation based on the operation motion mathematical model is re-executed until the error between the steady rotary simulation diameter obtained by the rotary motion simulation and the steady rotary diameter under the preset rudder angle is within the diameter error range, so as to obtain the transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle.

The real-time rudder force is obtained by combining and calculating two rudder force correction coefficients corresponding to the real-time rudder angle, and the real-time rudder force is calculated according to the following formula:

Wherein, Is the calculated longitudinal component of the real-time rudder force,Is the calculated lateral component of the real-time rudder force,The ship bow turning moment caused by the real-time rudder force is calculated; c _L is the rudder lift coefficient, C _D is the drag coefficient, a _r is the rudder area, x _r is the longitudinal distance of the rudder stock centerline from the center of gravity of the target vessel, v _f is the rudder flow rate, ρ _w is the water density of the water area in which the target vessel is located.

The further technical scheme is that the method for calculating the self-propulsion propeller thrust under each direct-propulsion self-propulsion speed calculation point when the target ship keeps 0 rudder angle direct-propulsion state comprises the following steps:

According to each direct-navigation self-navigation speed calculation point of the target ship in the 0 rudder angle direct-navigation state, calculating by combining the hull parameters of the target ship to obtain the self-navigation hull hydrodynamic force at the direct-navigation self-navigation speed calculation points;

According to a rudder force calculation formula, calculating the rudder force of the direct-navigation self-navigation speed calculation point according to rudder parameters;

And determining the self-propulsion propeller thrust at the direct self-propulsion speed calculation point based on a two-force balance principle according to the self-propulsion ship body hydrodynamic force and the self-propulsion rudder force at the direct self-propulsion speed calculation point, wherein the determined self-propulsion propeller thrust is the same as the resultant force of the self-propulsion ship body hydrodynamic force and the self-propulsion rudder force in the opposite direction.

The further technical scheme is that the method for calculating the effective power of the target ship under each direct-navigation self-navigation speed calculation point when the target ship maintains the 0 rudder angle direct-navigation state comprises the following steps:

multiplying the navigational speed of each direct-navigation self-navigational speed calculation point by the corresponding self-navigational propeller thrust to obtain the effective power of the direct-navigation self-navigational speed calculation point.

The further technical scheme is that the method for obtaining the host power corresponding to each direct-navigation self-navigation speed calculation point comprises the following steps:

interpolating on a navigational speed effective power curve v-P _E to determine the effective power corresponding to the self navigational speed of each direct navigational real navigational data point;

Calculating the ratio of the effective power to the host power of each direct-navigation real-navigation data point to obtain the propulsion coefficient of the direct-navigation real-navigation data point;

obtaining the propulsion coefficient of each direct-navigation self-navigation speed calculation point according to the propulsion coefficient of each direct-navigation real-navigation data point;

Dividing the effective power of each direct-navigation self-navigation speed calculation point by the propulsion coefficient of the direct-navigation self-navigation speed calculation point to obtain the host power corresponding to the direct-navigation self-navigation speed calculation point.

According to the further technical proposal, according to the real-time surging speed u and the direct-navigation self-navigation speedCorrecting the self-propulsion propeller thrust X _P to obtain real-time propeller thrustThe method comprises the following steps:

Wherein T _B is the vessel tie-down tension at real-time host power.

The further technical scheme is that the rudder force calculation formula is as follows:

Wherein X _R is the longitudinal component of rudder force, Y _R is the transverse component of rudder force, and N _R is the ship bow turning moment caused by rudder force; c _L is the rudder lift coefficient, C _D is the drag coefficient, ρ _w is the water density of the water area where the target vessel is located, v _f is the rudder flow rate, a _r is the rudder area, x _r is the longitudinal distance of the rudder stock centerline from the center of gravity of the target vessel.

The further technical proposal is that the manipulation motion mathematical model is as follows:

where m is the mass of the target vessel, u is the real-time heave velocity of the target vessel, v is the real-time heave velocity of the target vessel, r is the real-time yaw angular velocity of the target vessel, and I _zz is the moment of inertia of the target vessel about the vertical axis of gravity; x _R is the longitudinal component of rudder force, Y _R is the transverse component of rudder force, and N _R is the ship bow turning moment caused by rudder force; x _P is propeller thrust; x _IH is the longitudinal component of the hull hydrodynamic force, Y _IH is the transverse component of the hull hydrodynamic force, and N _IH is the ship bow turning moment caused by the hull hydrodynamic force.

The beneficial technical effects of the application are as follows:

the application discloses a ship maneuvering motion simulation method based on real navigation data, which comprises the steps of determining a navigational speed thrust and navigational speed effective power curve according to ship and rudder scale parameters, determining a propulsion coefficient by combining with the direct navigation real navigation data of a ship so as to determine a navigational speed host power curve, and determining transverse and longitudinal rudder force correction coefficients under different rudder angles according to the revolving real navigation data of the ship. And then in the ship maneuvering motion simulation process, propeller thrust calculation can be realized based on a navigational speed thrust curve and a navigational speed host power curve, rudder force calculation under a real-time rudder angle can be corrected based on a rudder force correction coefficient, so that the ship maneuvering motion simulation can be accurately and conveniently performed without depending on the geometric line types of a ship body, a rudder and a propeller, the method for performing the ship maneuvering motion simulation is convenient to apply and high in precision, and is particularly suitable for the maneuvering motion simulation of the in-service ship which can not acquire the geometric line type of the propeller rudder.

Drawings

FIG. 1 is a method flow diagram of a ship maneuvering simulation method according to one embodiment of the application.

FIG. 2 is a flow chart illustrating a process for deriving a navigational speed host power curve in accordance with one embodiment of the present application.

FIG. 3 is a graphical representation of an example derived navigational thrust curve v-X _P.

FIG. 4 is a schematic diagram of an example navigational speed and active power curve v-P _E

FIG. 5 is a graphical representation of an example derived navigational host power curve v-P _S.

FIG. 6 is a flow chart of a method for deriving a longitudinal rudder force correction factor and a lateral rudder force correction factor corresponding to a predetermined rudder angle from a gyrating real navigation data point at the predetermined rudder angle in accordance with an embodiment of the present application.

Detailed Description

The following describes the embodiments of the present application further with reference to the drawings.

The application discloses a ship operation motion simulation method based on actual navigation data, please refer to a flow chart shown in fig. 1, the ship operation motion simulation method comprises the following steps:

Step 1, selecting a plurality of direct-navigation self-navigation speed calculation points from 0 rudder angle to the maximum speed of a target ship, calculating the self-navigation propeller thrust at each direct-navigation self-navigation speed calculation point when the target ship keeps a 0 rudder angle direct-navigation state, obtaining a speed thrust curve v-X _P, and calculating the effective power at each direct-navigation self-navigation speed calculation point when the target ship keeps the 0 rudder angle direct-navigation state, thereby obtaining a speed effective power curve v-P _E.

The target ship disclosed by the application mainly refers to an in-service ship or a ship with serious pollution, wherein the accurate geometric line type and arrangement condition of a ship body, a rudder and a propeller are difficult to obtain.

A series of direct-navigation self-navigation speed calculation points are arranged between 0 speed and the maximum speed of the target ship, and one method is that a series of direct-navigation self-navigation speed calculation points are equidistantly arranged at certain fixed intervals (such as 0.1 m/s) between 0 speed and the maximum speed of the target ship.

And then calculating the hull hydrodynamic force, rudder force and effective power when the target ship reaches 0 rudder angle autopilot state at each direct autopilot cruise calculation point to obtain a cruise thrust curve v-X _P and a cruise effective power curve v-P _E by calculation. Please refer to the flowchart shown in fig. 2:

Calculating navigational speed thrust curve v-X _P

The method for calculating the thrust of the corresponding self-propelled propeller at each direct-propelled self-propelled speed calculation point is the same:

External forces to which the target vessel is subjected can be largely divided into three categories: the hull hydrodynamic force, rudder force and propeller thrust force, the hull hydrodynamic force further comprises inertial hydrodynamic force and viscous hydrodynamic force, and the application does not distinguish in detail. In order to distinguish stress at different stages, the stress of the target ship in the self-propulsion state is respectively recorded as self-propulsion ship body hydrodynamic force, self-propulsion rudder force and self-propulsion propeller thrust.

Based on the principle of two-force balance, when the target ship reaches a self-propulsion state, the thrust of the self-propulsion propeller born by the target ship and the resultant force of the hydrodynamic force and the self-propulsion rudder force of the received self-propulsion ship are the same in size and opposite in direction. Therefore, the resultant force of the hydrodynamic force and the rudder force of the self-propulsion ship body borne by the target ship at the direct-propulsion self-propulsion speed calculation point is determined, and the thrust of the self-propulsion propeller at the direct-propulsion self-propulsion speed calculation point can be determined.

(1) And calculating the hydrodynamic force of the self-propulsion ship body received by the target ship at the direct-propulsion self-propulsion speed calculation point.

According to the direct-navigation self-navigation speed calculation point of the target ship in the 0 rudder angle direct-navigation state, the self-navigation ship body hydrodynamic force under the direct-navigation self-navigation speed calculation point is calculated by combining the ship body parameters of the target ship. For a general ship which is symmetrical left and right, only the longitudinal component of the ship body hydrodynamic force is not zero in the direct sailing state, so that the longitudinal ship body hydrodynamic force in the direct sailing and self sailing state is obtained in the step.

The hull parameters of the target vessel include at least the vessel length, the vessel width, the draft, the squareness factor and the wet surface area, which are all available in advance. The specific numerical value of the hydrodynamic force of the self-propelled ship body can be calculated by a common empirical calculation method, and the step is not repeated.

(2) Calculating the self-steering rudder force of a target ship under a direct-steering self-steering speed calculation point

According to the rudder force calculation formula, calculating the self-steering rudder force under the direct-steering self-steering speed calculation point according to the rudder parameters:

Wherein X _R is the longitudinal component of rudder force (longitudinal rudder force), Y _R is the transverse component of rudder force (transverse rudder force), N _R is the ship bow turning moment (rudder moment) caused by rudder force, the longitudinal direction is the direction pointing to the bow along the ship length direction, and the transverse direction is the direction pointing to the starboard along the ship width direction. Rudder parameters include: the rudder lift coefficient C _L, the drag coefficient C _D, the rudder area a _r, the longitudinal distance x _r of the rudder stock centerline from the center of gravity of the target vessel, all of which can be obtained in advance. ρ _w is the water density of the body of water in which the target vessel is located. v _f is the rudder flow velocity, which can be measured in general by Calculated, v _x is the longitudinal component of the target vessel speed (heave velocity), and v _y is the transverse component of the target vessel speed (heave velocity). In the ship direct-navigation state, v _x is the ship direct-navigation speed, which is a known quantity, and v _y is 0; in addition, in the 0 rudder angle direct-navigation state, the rudder lift coefficient C _L is 0, so that the transverse rudder force and the rudder moment are both 0, namely, the longitudinal rudder force is obtained in the step.

After the hydrodynamic force and the rudder force of the target ship under the direct-navigation rudder speed calculation point are calculated by the method, the propeller thrust under the current direct-navigation rudder speed calculation point can be obtained based on the principle of two-force balance.

The calculation is carried out according to the method under each direct-navigation self-navigation speed calculation point, so that the self-navigation propeller thrust under each direct-navigation self-navigation speed calculation point can be obtained respectively, and a speed thrust curve v-X _P is obtained. The calculated navigational thrust curve v-X _P in one example is shown in FIG. 3.

(II) calculating the navigational speed effective power curve v-P _E

By the method, the self-propulsion propeller thrust corresponding to any self-propulsion speed calculation point can be determined, and then the effective power of any self-propulsion speed calculation point can be obtained by multiplying the speed of the self-propulsion propeller thrust corresponding to the self-propulsion speed calculation point. The method can be used for respectively obtaining the effective power of each different direct-navigation self-navigation speed calculation point, and the speed effective power curve v-P _E is obtained. In one example, the resulting navigational speed active power curve v-P _E is shown in FIG. 4.

And 2, acquiring a plurality of direct navigation real navigation data points of the target ship at the rudder angle of 0 direct navigation, and acquiring the host power corresponding to each direct navigation self-navigation speed calculation point according to the direct navigation real navigation data points and the navigation speed effective power curve v-P _E, thereby acquiring a navigation speed host power curve v-P _S.

Each obtained direct-navigation data point comprises a self-navigation speed and corresponding host power which are reached when the target ship is sailed at 0 rudder angle under one host power, and a plurality of different direct-navigation data points are the self-navigation speed and corresponding host power which are reached when the target ship is sailed at 0 rudder angle under different host powers, such as the direct-navigation self-navigation speed and corresponding host power which are reached when the target ship is sailed at 0 rudder angle under the host power output of 1/4 vehicle, half vehicle, 3/4 vehicle and whole vehicle. Or in some cases, it may be possible to know only the design voyage of the target vessel at rated host power.

In order to determine the host power at each direct-navigation self-navigation speed calculation point, the effective power corresponding to each direct-navigation real-navigation data point is calculated by interpolating on a speed effective power curve v-P _E according to the self-navigation speed of each direct-navigation real-navigation data point. And calculating the ratio of the effective power to the host power of each direct-navigation real-navigation data point to obtain the propulsion coefficient of each direct-navigation real-navigation data point.

And then obtaining the propulsion coefficient of each direct-navigation self-navigation speed calculation point according to the propulsion coefficient of each direct-navigation real-navigation data point: if a plurality of direct navigation data points exist, piecewise linear interpolation is carried out according to the propulsion coefficient of each direct navigation data point, so that the propulsion coefficient of each direct navigation self-navigation speed calculation point is obtained; if there is only one direct navigation data point, the propulsion coefficient of each direct navigation self-navigation speed calculation point can be taken as the propulsion coefficient under the direct navigation data point.

After the propulsion coefficient of each direct-navigation self-navigation speed calculation point is obtained, the effective power of each direct-navigation self-navigation speed calculation point is divided by the corresponding propulsion coefficient to obtain the host power of each direct-navigation self-navigation speed calculation point, so that a speed host power curve v-P _S is obtained. In one example, the resulting navigational host power curve v-P _S is shown in FIG. 5.

And 3, acquiring a rotation real navigation data point when the target ship sails at a plurality of non-zero preset rudder angles delta to reach a constant rotation state, and combining a navigational speed thrust curve v-X _P and a navigational speed host power curve v-P _S according to the rotation real navigation data point to obtain a longitudinal rudder force correction coefficient alpha _δ and a transverse rudder force correction coefficient beta _δ corresponding to the preset rudder angles delta under each rotation real navigation data point.

The acquired revolving real navigation data points of the target ship at any preset rudder angle delta comprise: motion state data of the target ship when sailing under the current preset rudder angle delta to reach a steady rotation state, steady rotation host power P _{s_δ}, steady rotation navigational speed v _δ and steady rotation diameter D _δ. The calculation method in the steady rotation state of each predetermined rudder angle is the same, including the following, please refer to the flowchart of fig. 6:

As described above, the target ship is also subjected to three types of external forces in the steady rotation state, and in order to distinguish the stresses in different stages, the stresses of the target ship in the steady rotation state are respectively recorded as steady hull hydrodynamic force, steady rudder force and steady propeller thrust, and the three types of forces are calculated as follows:

(1) Steady hull hydrodynamic force: and calculating according to the hull parameters of the target ship and the motion state data in the steady rotation state to obtain the hydrodynamic force of the steady hull in the steady rotation state. Similar to the method for calculating the hydrodynamic force of the self-propelled ship body, the hydrodynamic force can be calculated by a common empirical calculation method, and the description is omitted.

(2) Constant propeller thrust: from the determined host power curve v-P _S, the self-voyage speed v 'corresponding to the target vessel's constant host power P _{s_δ} can be interpolated. According to the determined navigational speed thrust curve v-X _P, the self-propelled propeller thrust corresponding to the obtained self-propelled navigational speed v' can be determined through interpolation calculation, and the obtained self-propelled propeller thrust is used as the constant propeller thrust in the current constant rotation state.

(3) Constant rudder force: the rudder force calculation formula according to the formula (1) calculates according to the target ship constant rotation motion state data and the rudder parameters, and the obtained rudder force calculation result cannot accurately represent the constant rudder force in the current constant rotation state and needs to be corrected, so that the obtained result is recorded as the theoretical constant rudder force in the current constant rotation state.

The three methods can respectively calculate the hydrodynamic force, the thrust of the steady propeller and the theoretical steady rudder force of the target ship under the current steady rotation state, and then carry out the rotation motion simulation of the target ship based on the operation motion mathematical model, so as to determine the rotation simulation data of the target ship under the action of the hydrodynamic force, the thrust of the steady propeller and the theoretical steady rudder force of the steady ship. The steering motion mathematical model is as follows:

Where m is the mass of the target vessel. u is the real-time heave velocity of the target vessel, V is the real-time heave velocity of the target vessel, r is the real-time bow roll angular velocity of the target vessel, and I _zz is the moment of inertia of the target vessel about the vertical axis of gravity. X _R is the longitudinal rudder force, Y _R is the transverse rudder force, and N _R is the rudder torque. X _P is the propeller thrust. X _IH is the longitudinal component of the hull hydrodynamic force, Y _IH is the transverse component of the hull hydrodynamic force, and N _IH is the ship bow turning moment caused by the hull hydrodynamic force.

In the step, the theoretical steady rudder force obtained by the calculation can be decomposed to determine the value of X _R、Y_R、N_R, the steady propeller thrust obtained by the calculation is X _P, the steady hull hydrodynamic force obtained by the calculation can be decomposed to determine X _IH、Y_IH、N_IH, and the theoretical steady rudder force is substituted into the formula (2) and is solved iteratively until the target ship reaches a steady rotation state, so that rotation simulation data under the current stress state can be obtained.

When the error between the obtained rotation simulation data and the rotation actual navigation data point under the current preset rudder angle delta exceeds the error range, the longitudinal rudder force correction coefficient alpha _δ and/or the transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle delta are/is adjusted to correct the equation (1) for calculating the theoretical steady rudder force, then the step of performing rotation motion simulation based on the maneuvering motion mathematical model is re-executed, the rotation simulation data of the target ship under the action of the hydrodynamic force of the steady hull, the thrust of the steady propeller and the corrected theoretical steady rudder force at the moment is determined again, and the process is repeated. When the relative error between the obtained rotation simulation data and the rotation real navigation data point is in the error range, the longitudinal rudder force correction coefficient alpha _δ and/or the transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle delta are obtained. The longitudinal rudder force correction coefficient beta _δ and the transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle delta have respective initial values (generally all are 1), and then the coefficient value can be adjusted by adopting a trial-and-error correction strategy in the iterative correction process, or can be automatically optimized by adopting various existing mathematical optimization methods.

Rotational simulation data obtained by rotational motion simulation and steady rotational simulation navigational speedAnd constant rotation simulation diameterThe process of obtaining the longitudinal rudder force correction coefficient alpha _δ and the transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle through iterative operation comprises the following steps:

(1) Constant rotary simulation navigational speed obtained by detecting rotary motion simulation Whether the error between the constant revolving speed v _δ and the preset rudder angle delta is within the speed error range or not, the speed error range can be set in a self-defined way (such as 1%).

(2) When the speed is constant, the simulation is carried outWhen the error between the fixed revolving speed v _δ and the fixed revolving speed is not in the range of the navigation speed error, the longitudinal rudder force correction coefficient alpha _δ is adjusted to correct the longitudinal component of the theoretical fixed rudder force, namely the longitudinal component of the theoretical fixed rudder force is the X _R component obtained by decomposing the theoretical fixed rudder force. And then executing the rotary motion simulation based on the manipulation motion mathematical model again, and executing the step (1) again for detection.

(3) When the speed is constant, the simulation is carried outWhen the error between the constant rotation navigational speed v _δ and the navigational speed error range, the longitudinal rudder force correction coefficient alpha _δ corresponding to the current preset rudder angle delta is finally obtained.

(4) On the basis of correcting the longitudinal component of the theoretical steady rudder force by utilizing the finally determined longitudinal rudder force correction coefficient alpha _δ, the steady rotation simulation diameter obtained by the rotation motion simulation is detectedWhether the error between the steering angle delta and the constant rotation diameter D _δ under the preset steering angle delta is within the diameter error range or not, and the diameter error range can be set in a self-defined way (such as 1%).

(5) When the rotation simulation diameter is constantWhen the error between the fixed steering angle delta and the fixed steering diameter D _δ is not in the diameter error range, the transverse rudder force correction coefficient beta _δ is adjusted to correct the transverse component of the theoretical fixed rudder force on the basis that the longitudinal component of the theoretical fixed rudder force is corrected by the determined longitudinal rudder force correction coefficient alpha _δ, namely the Y _R component obtained by decomposing the theoretical fixed rudder force. And then executing the rotary motion simulation based on the manipulation motion mathematical model again, and executing the step (4) again for detection.

(6) When the rotation simulation diameter is constantAnd when the error between the steering angle and the constant rotation diameter D _δ under the preset steering angle delta is within the diameter error range, finally obtaining the transverse steering force correction coefficient beta _δ corresponding to the current preset steering angle delta.

By adopting the method, the steady rotation state of each preset rudder angle is respectively simulated and calculated, and the longitudinal rudder force correction coefficient alpha _δ and the transverse rudder force correction coefficient beta _δ corresponding to each preset rudder angle are respectively obtained.

Step 4, when the target ship is simulated according to a certain real-time host power and a certain real-time rudder angle, firstly, according to the real-time host power, the self-navigation navigational speed corresponding to the real-time host power is determined by interpolation on a navigational speed host power curve v-P _S And then further according to the self-navigation speedInterpolation is carried out on the navigational speed thrust curve v-X _P to obtain the self navigational speedCorresponding self-propulsion propeller thrust X _P. Then according to the real-time heave velocity u and the self-navigation speed of the target shipCorrecting the self-propulsion propeller thrust X _P to obtain real-time propeller thrustThe correction formula is:

Where T _B is the vessel tie-down tension at real-time host power (typically 1.5% of real-time host power).

Step 5, interpolating a longitudinal rudder force coefficient and a transverse rudder force correction coefficient under each preset rudder angle according to the real-time rudder angle, determining two rudder force correction coefficients corresponding to the real-time rudder angle, and calculating the real-time rudder force according to the following steps by combining the real-time motion state and the real-time rudder angle of the target ship:

is the real-time longitudinal rudder force calculated, Is the real-time lateral rudder force calculated,The real-time rudder moment is calculated, alpha is a longitudinal rudder force correction coefficient corresponding to the real-time rudder angle, and beta is a transverse rudder force correction coefficient corresponding to the real-time rudder angle. The meaning of the other symbols in the above formula is the same as that in formula (1).

And 6, calculating to obtain real-time ship hydrodynamic force according to the ship body parameters and the real-time motion state of the target ship, and calculating to obtain the real-time ship hydrodynamic force according to the existing empirical formula. And finally, determining the maneuvering response of the target ship under the actions of real-time hull hydrodynamic force, real-time propeller thrust and real-time rudder force based on the maneuvering mathematical model of the (2).

The above is only a preferred embodiment of the present application, and the present application is not limited to the above examples. It is to be understood that other modifications and variations which may be directly derived or contemplated by those skilled in the art without departing from the spirit and concepts of the present application are deemed to be included within the scope of the present application.

Claims (10)

1. The ship steering motion simulation method based on the real navigation data is characterized by comprising the following steps of:

Selecting a plurality of direct-navigation self-navigation speed calculation points from 0 rudder angle to the maximum speed of the target ship, calculating the self-navigation propeller thrust under each direct-navigation self-navigation speed calculation point when the target ship keeps 0 rudder angle direct-navigation state to obtain a speed thrust curve v-X _P, and calculating the effective power under each direct-navigation self-navigation speed calculation point when the target ship keeps 0 rudder angle direct-navigation state to obtain a speed effective power curve v-P _E;

Acquiring a plurality of direct navigation real navigation data points of a target ship at a rudder angle of 0 direct navigation, and acquiring host power corresponding to each direct navigation self-navigation speed calculation point according to the direct navigation real navigation data points and a navigation speed effective power curve v-P _E so as to acquire a navigation speed host power curve v-P _S; the obtained direct navigation real navigation data points comprise the self-navigation speed and corresponding host power which are reached when the target ship is navigated at 0 rudder angle under a plurality of host powers;

Acquiring a rotation real navigation data point when a target ship sails at a plurality of non-zero preset rudder angles to reach a constant rotation state, and according to the rotation real navigation data point, combining a navigational speed thrust curve v-X _P and a navigational speed host power curve v-P _S to obtain a longitudinal rudder force correction coefficient alpha _δ and a transverse rudder force correction coefficient beta _δ corresponding to the preset rudder angle delta at each rotation real navigation data point;

Interpolation determination of self-voyage speed corresponding to real-time host power for voyage speed host power curve v-P _S Interpolation determination and self-navigation navigational speed for navigational speed thrust curve v-X _P Corresponding self-propulsion propeller thrust X _P according to real-time heave speed u and self-propulsion speedCorrecting the self-propulsion propeller thrust X _P to obtain real-time propeller thrust

The method comprises the steps of interpolating a longitudinal rudder force correction coefficient alpha corresponding to a real-time rudder angle for the longitudinal rudder force correction coefficient under each rotary real-time data point, interpolating a transverse rudder force correction coefficient beta corresponding to the real-time rudder angle for the transverse rudder force correction coefficient under each rotary real-time data point, and combining and calculating to obtain the real-time rudder force according to the two rudder force correction coefficients corresponding to the real-time rudder angle;

And calculating to obtain real-time hull hydrodynamic force according to the hull parameters and the real-time motion state data of the target ship, and determining the maneuvering motion response of the target ship under the actions of the real-time hull hydrodynamic force, the real-time propeller thrust and the real-time rudder force based on the maneuvering motion mathematical model.

2. The ship maneuvering motion simulation method according to claim 1, wherein the turning real navigation data point at each predetermined rudder angle δ includes motion state data, a steady turning host power, a steady turning navigational speed and a steady turning diameter when the target ship navigates to a steady turning state at the current predetermined rudder angle δ; the obtaining of the longitudinal rudder force correction coefficient alpha _δ and the transverse rudder force correction coefficient beta _δ corresponding to each predetermined rudder angle delta comprises the following steps:

calculating to obtain the hydrodynamic force of the steady hull in the steady rotation state according to the hull parameters of the target ship and the motion state data when the steady rotation state is reached under the preset rudder angle delta;

Determining a self-propulsion speed v 'corresponding to the constant-rotation main engine power of the target ship according to the interpolation of the speed main engine power curve v-P _S, and determining the self-propulsion propeller thrust corresponding to the self-propulsion speed v' as a constant-propulsion propeller thrust in a constant-rotation state according to the interpolation of the speed thrust curve v-X _P;

Calculating theoretical steady rudder force according to the rudder force calculation formula and the motion state data and rudder parameters when the target ship is in a steady rotation state;

performing rotary motion simulation based on an operation motion mathematical model, and determining rotary simulation data of the target ship under the action of steady hull hydrodynamic force, steady propeller thrust and theoretical steady rudder force;

And (3) adjusting a longitudinal rudder force correction coefficient alpha _δ and/or a transverse rudder force correction coefficient beta _δ to correct the theoretical steady rudder force, and re-executing the step of performing rotary motion simulation based on the manipulation motion mathematical model until the error between the rotary simulation data and the corresponding rotary real navigation data is within an error range, so as to obtain a longitudinal rudder force correction coefficient alpha _δ and a transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle.

3. The ship maneuvering motion simulation method according to claim 2, wherein the obtained rotation simulation data includes a constant rotation simulation navigational speed and a constant rotation simulation diameter; the obtaining of the longitudinal rudder force correction coefficient alpha _δ and the transverse rudder force correction coefficient beta _δ corresponding to the current predetermined rudder angle includes:

the longitudinal rudder force correction coefficient alpha _δ is adjusted to correct the longitudinal component of the theoretical steady rudder force, and the step of performing rotary motion simulation based on the operation motion mathematical model is re-executed until the error between the steady rotary simulation navigational speed obtained by the rotary motion simulation and the steady rotary navigational speed under the preset rudder angle is within the navigational speed error range, so as to obtain the longitudinal rudder force correction coefficient alpha _δ corresponding to the current preset rudder angle;

On the basis of correcting the longitudinal component of the theoretical steady rudder force by utilizing the finally determined longitudinal rudder force correction coefficient alpha _δ, the transverse rudder force correction coefficient beta _δ is adjusted to correct the transverse component of the theoretical steady rudder force, and the step of performing rotary motion simulation based on the operation motion mathematical model is re-executed until the error between the steady rotary simulation diameter obtained by the rotary motion simulation and the steady rotary diameter under the preset rudder angle is within the diameter error range, so as to obtain the transverse rudder force correction coefficient beta _δ corresponding to the current preset rudder angle.

4. The ship steering motion simulation method according to claim 1, wherein the real-time rudder force is calculated according to the combination of two rudder force correction coefficients corresponding to the real-time rudder angle, and the real-time rudder force is calculated according to the following formula:

Wherein, Is the calculated longitudinal component of the real-time rudder force,Is the calculated lateral component of the real-time rudder force,The ship bow turning moment caused by the real-time rudder force is calculated; c _L is the rudder lift coefficient, C _D is the drag coefficient, a _r is the rudder area, x _r is the longitudinal distance of the rudder stock centerline from the center of gravity of the target vessel, v _f is the rudder flow rate, ρ _w is the water density of the water area in which the target vessel is located.

5. The ship maneuvering motion simulation method according to claim 1, wherein calculating the autopilot thrust at each autopilot speed calculation point when the target ship maintains the 0 rudder angle autopilot state, comprises:

According to each direct-navigation self-navigation speed calculation point of the target ship in the 0 rudder angle direct-navigation state, calculating by combining the hull parameters of the target ship to obtain the self-navigation hull hydrodynamic force at the direct-navigation self-navigation speed calculation points;

Calculating the self-steering rudder force under the direct-steering self-steering speed calculation point according to a rudder force calculation formula and rudder parameters;

And determining the self-propulsion propeller thrust at the direct self-propulsion speed calculation point based on a two-force balance principle according to the self-propulsion ship body hydrodynamic force and the self-propulsion rudder force at the direct self-propulsion speed calculation point, wherein the determined self-propulsion propeller thrust is the same as the resultant force of the self-propulsion ship body hydrodynamic force and the self-propulsion rudder force in the opposite direction.

6. The ship maneuvering motion simulation method according to claim 1, wherein calculating the effective power at each direct-navigation self-navigation speed calculation point when the target ship maintains the 0 rudder angle direct-navigation state includes:

Multiplying the navigational speed of each direct-navigation self-navigational speed calculation point by the corresponding self-navigational propeller thrust to obtain the effective power of the direct-navigation self-navigational speed calculation point.

7. The ship maneuvering motion simulation method according to claim 1, wherein obtaining the host power corresponding to each direct-navigation self-navigation speed calculation point comprises:

interpolating on a navigational speed effective power curve v-P _E to determine the effective power corresponding to the self navigational speed of each direct navigational real navigational data point;

calculating the ratio of the effective power to the host power of each direct-navigation real-navigation data point to obtain the propulsion coefficient of the direct-navigation real-navigation data point;

obtaining the propulsion coefficient of each direct-navigation self-navigation speed calculation point according to the propulsion coefficient of each direct-navigation real-navigation data point;

Dividing the effective power of each direct-navigation self-navigation speed calculation point by the propulsion coefficient of the direct-navigation self-navigation speed calculation point to obtain the host power corresponding to the direct-navigation self-navigation speed calculation point.

8. The ship maneuvering motion simulation method according to claim 1, wherein the ship maneuvering motion simulation method is characterized in that the ship maneuvering motion simulation method is based on real-time heave velocity u and direct-current self-voyage velocityCorrecting the self-propulsion propeller thrust X _P to obtain real-time propeller thrustThe method comprises the following steps:

Wherein T _B is the vessel tie-down tension at real-time host power.

9. The ship maneuvering motion simulation method according to claim 1, wherein the rudder force calculation formula is:

Wherein X _R is the longitudinal component of rudder force, Y _R is the transverse component of rudder force, and N _R is the ship bow turning moment caused by rudder force; c _L is the rudder lift coefficient, C _D is the drag coefficient, ρ _ω is the water density of the water area where the target vessel is located, v _f is the rudder flow rate, a _r is the rudder area, x _r is the longitudinal distance of the rudder stock centerline from the center of gravity of the target vessel.

10. The ship maneuvering motion simulation method according to claim 1, wherein the maneuvering motion mathematical model is:

Where m is the mass of the target vessel, u is the real-time heave velocity of the target vessel, v is the real-time heave velocity of the target vessel, r is the real-time yaw angular velocity of the target vessel, and I _zz is the moment of inertia of the target vessel about the vertical axis of gravity; x _R is the longitudinal component of rudder force, Y _R is the transverse component of rudder force, and N _R is the ship bow turning moment caused by rudder force; x _P is propeller thrust; x _IH is the longitudinal component of the hull hydrodynamic force, Y _IH is the transverse component of the hull hydrodynamic force, and N _IH is the ship bow turning moment caused by the hull hydrodynamic force.