A ship personnel evacuation assessment method based on simulation software

Abstract

The present invention provides a method for assessing ship evacuation based on simulation software, comprising: establishing a geometric model using simulation software based on the regional structural layout drawings of each deck of the target ship; establishing character models using simulation software based on the age, movement speed, initial position, and reaction time of the crew and passengers on the target ship; establishing an evacuation scenario model, setting a gathering station and evacuation routes; combining the geometric model, character model, and evacuation scenario model to form an evacuation model, executing a simulated evacuation, and calculating the total evacuation time. By establishing an evacuation model composed of the geometric model, character model, and scenario model, and executing a simulated calculation of the total evacuation time and evaluating it, the present invention can assess the evacuation of personnel on a ship in an emergency situation.

Description

Technical Field

[0001] The present invention relates to the field of ship safety technology, and in particular but not limited to, to a ship personnel evacuation assessment method based on simulation software. Background Art

[0002] In modern ship design, safety is a crucial aspect. In the event of emergencies such as fire, flooding, and combat damage, the evacuation of personnel on board must be considered. This involves numerous factors, such as the specifications and layout of internal passageways and stairways, initial combat positions and response times, occupant density, flow rate, and the location of lifeboats and assembly stations. The impact of these factors on evacuation, as well as their mutual influence, is complex and difficult to clarify. Consequently, overall ship design often relies solely on empirical assessments, lacking quantitative analysis.

[0003] In view of this, a new evaluation method needs to be provided to solve at least some of the above problems. Summary of the Invention

[0004] In response to one or more problems in the prior art, the present invention proposes a ship personnel evacuation assessment method based on simulation software. By establishing an evacuation model consisting of a geometric model, a character model, and a scene model, and executing a simulation to calculate the total evacuation time and conduct an evaluation, the evacuation situation of personnel on board a ship in an emergency situation can be assessed.

[0005] The technical solutions for achieving the purpose of the present invention are:

[0006] According to one aspect of the present invention, a ship personnel evacuation assessment method based on simulation software includes:

[0007] Step 1: Based on the regional structural layout drawings of each deck of the target ship, a geometric model is established using simulation software;

[0008] Step 2: Use simulation software to create character models based on the age, movement speed, initial position, and reaction time of the crew and passengers on the target ship;

[0009] Step 3: Create an evacuation scenario model, set up assembly stations and evacuation routes;

[0010] Step 4: Combine the geometric model, character model, and evacuation scene model to form an evacuation model, perform a simulated evacuation, and calculate the total evacuation time:

[0011] λ(R+T)+2 / 3(E+L)≤n

[0012] E+L≤30min

[0013] Where R is the response time, T is the movement time of personnel from the initial position to the assembly station, and R+T is the assembly time; E is the movement time of personnel from the assembly station to the lifeboat, L is the lifeboat launching time, E+L is the boarding and launching time, and n is the maximum allowable evacuation time; λ is the safety factor, which is related to the main dimensions of the target ship, the number of deck layers, the motion assumptions, and the reference scenario. λ is calculated as follows:

[0014]

[0015] Among them, L OA is the total length of the target ship, B is the ship width, d is the number of deck layers, γ is the reduction factor, ξ is the motion parameter. During simulation, if the ship tilt is considered, ξ = 0, if the ship tilt is not considered, ξ = 0.1, η is the scene parameter, η = 0.1 in the night scene, and η = 0 in the day scene.

[0016] Furthermore, in the ship personnel evacuation assessment method based on simulation software of the present invention, the specific steps of step 1 of establishing a geometric model include:

[0017] Step 1.1: Import the regional structural layout drawings of each deck of the target ship and divide each deck of the target ship into movable areas and obstacle areas. The movable areas represent areas where people can move freely and pass through, while the obstacle areas represent areas where people cannot move freely and pass through.

[0018] Step 1.2: Determine the location of stairs within the movable area and the exit locations of each location and cabin, and set them in the corresponding locations of the model according to the width of each location. The height of the stairs is set based on the height of each deck. Determine the location of the lifeboats and set them in the software according to the number of lifeboats and the number of people they can accommodate.

[0019] Step 1.3: Connect the decks into a whole through stairs to complete the geometric model.

[0020] Furthermore, in the ship personnel evacuation assessment method based on simulation software of the present invention, the specific steps of step 2 of establishing the character model include:

[0021] Step 2.1: Group passengers by age, gender, and mobility level and import them into the simulation software. Group crew members by gender and import them into the simulation software.

[0022] Step 2.2: Set the movement speed of each passenger group and crew group on the ground and stairs respectively;

[0023] Step 2.3: Set the initial positions of passengers and crew members respectively;

[0024] Step 2.4: Plan the accident location and set the response time for personnel at different locations.

[0025] Furthermore, in the ship personnel evacuation assessment method based on simulation software of the present invention, the initial positions of passengers and crew members in step 2.3 are set as follows according to the night scene and the day scene respectively:

[0026] In the night scenario, all passengers are in the cabins, 2 / 3 of the crew are in the cabins, and the remaining 1 / 3 of the crew are distributed as follows: 50% of the crew are initially located in the service space, 25% of the crew are located in the emergency station, and 25% of the crew are initially located in the assembly station and move in the opposite direction of the evacuees towards the farthest cabin designated by the assembly station. Once they reach the farthest cabin, their evacuation is considered complete. The ratio of passengers and crew members in the opposite direction in each main vertical zone is the same.

[0027] In the daytime scenario, passengers occupy 75% of the maximum capacity of public spaces, 1 / 3 of the crew members are initially located in crew accommodation spaces, 1 / 3 of the crew members are initially located in public spaces, and the remaining 1 / 3 of the crew members are distributed as follows: 50% of the crew members are located in service spaces, 25% of the crew members are located in emergency duty positions, and 25% of the crew members are initially located at the assembly station and move in the opposite direction of the evacuees towards the farthest cabin designated by the assembly station. Once they reach the farthest cabin, their evacuation is considered complete; the ratio of passengers and crew members in the opposite direction in each main vertical zone is the same.

[0028] Furthermore, in the ship personnel evacuation assessment method based on simulation software of the present invention, the reaction time of personnel at different positions in step 2.4 is set as follows:

[0029] Divide personnel into N zones according to their deck, main vertical zone, and position, where N = 2dm, where d is the number of decks and m is the number of main vertical zones. Both d and m are positive integers. The positions include the port and starboard sides of the ship. For personnel in the same zone, the maximum reaction time difference is less than 120s.

[0030] The deck where the personnel are located is defined as the accident deck and the non-accident deck according to the location of the accident. The areas within the accident deck are defined as the accident area, the accident adjacent area, and the accident separation area. The accident area is the area where the accident occurred, the accident adjacent area is the area that shares the same boundary with the accident area, and the accident separation area is the area within the accident deck outside the accident area and the accident adjacent area.

[0031] In nighttime scenarios, for the accident deck, the reaction time for personnel in the accident area is between 400s and 430s, the reaction time for personnel in the adjacent areas is between 400s and 460s, and the reaction time for personnel in the areas separated from the accident is between 400s and 520s. For the non-accident deck, the reaction time for personnel in 80% of the areas is between 400s and 520s, the reaction time for personnel in 15% of the areas is between 520s and 640s, and the reaction time for personnel in 5% of the areas is between 640s and 700s.

[0032] In daytime scenarios, for the accident deck, the reaction time of personnel in the accident area is within 30 seconds, the reaction time of personnel in the adjacent area is within 60 seconds, and the reaction time of personnel in the area separated from the accident is within 120 seconds; for the non-accident deck, the reaction time of personnel in 80% of the areas is within 120 seconds, the reaction time of personnel in 15% of the areas is within 120-240 seconds, and the reaction time of personnel in 5% of the areas is within 240-300 seconds.

[0033] Furthermore, in the ship personnel evacuation assessment method based on simulation software of the present invention, the specific steps of step 3 of establishing an evacuation scenario model include:

[0034] Step 3.1: Divide the evacuation scenarios into nighttime basic evacuation scenarios, daytime basic evacuation scenarios, nighttime secondary evacuation scenarios, and daytime secondary evacuation scenarios based on daytime and nighttime. In the basic evacuation scenarios, all evacuation passages and stairways are functional. The secondary evacuation scenarios, based on the basic evacuation scenarios, further investigate the main vertical zone with the longest individual assembly time in the basic evacuation scenario. During the simulation, the entire set of stairways with the largest capacity within this main vertical zone is set to be unusable.

[0035] Step 3.2: Set up the assembly station and divide the assembly area according to the layout of the assembly station, where the layout of the assembly station includes the proposed assembly station location and assembly station area. Set the assembly station as the first destination for personnel evacuation, and set the lifeboat as the final destination for personnel evacuation. Specifically: set the evacuation route for personnel on board, and evacuate from the initial location to the assembly station first. After all personnel have assembled, evacuate from the assembly station to the lifeboat.

[0036] Furthermore, in the ship personnel evacuation assessment method based on simulation software of the present invention, the specific steps of calculating the total evacuation time in step 4 include:

[0037] Step 4.1: Determine the simulation set time Ta using the convergence criterion method, as follows:

[0038] For each evacuation scenario, at least 10 different randomly generated population compositions are considered. The accident area changes with the population composition. The simulation of each different population composition is repeated at least 5 times, so each evacuation scenario generates at least 50 Ta values.

[0039] Convergence testing requires increasing the number of simulations one by one. For each simulation increment, use the letter "i" to mark the number. Sort the Ta values ​​from lowest to highest and select the value with 95% lower value.

[0040] The convergence test is conducted in batches of 50 simulations, where N represents the number of simulations performed during each test.

[0041] The difference between the maximum and minimum values ​​in 50 Ta should not exceed the difference obtained in the 50 previous simulation increments. The average and maximum allowed collection time T lim The absolute value of the difference is as follows:

[0042]

[0043] in: i is between (N-49) and N, Ta max =max(Ta),Ta min =min(Ta);

[0044] For each scenario, if the criteria are met, select As the collection time Ta; if the criterion is not met, another set of 50 simulations is performed; if 500 simulations are completed, the calculation process is stopped and the selection is made. As the collection time Ta;

[0045] The maximum value of Ta in the four scenarios is taken as the set time (R+T) that meets the performance standard;

[0046] Step 4.2: Record the time E it takes for people to evacuate from the assembly station to the lifeboat during the evacuation process;

[0047] Step 4.3: Based on the lifeboat's height H, the minimum lifeboat launching speed S = 0.4 + 0.02H is obtained, and the lifeboat launching time L = H / S is calculated;

[0048] If the embarkation and launching time (E+L) is less than 30 minutes, take (E+L) as 30 minutes and go to step 4.4; if the embarkation and launching time (E+L) is greater than 30 minutes, the target ship does not meet the performance standards;

[0049] Step 4.4: Substitute the values ​​of (R+T) and (E+L) into the calculation formula for the total evacuation time. If λ(R+T)+2 / 3(E+L)≤n is satisfied, the target ship meets the performance standard. If λ(R+T)+2 / 3(E+L)≤n is not satisfied, the target ship does not meet the performance standard.

[0050] Compared with the prior art, the present invention adopts the above technical solution and has the following technical effects:

[0051] 1. The ship personnel evacuation assessment method based on simulation software of the present invention establishes an evacuation model based on the regional structure of each deck of the target ship, which can represent the actual situation of the target ship and make the evacuation situation assessment of the target ship more accurate.

[0052] 2. In the ship personnel evacuation assessment method based on simulation software of the present invention, the evacuation time of personnel is set to be related to the main dimensions, number of deck layers, motion assumptions and reference scenario of the target ship, and the main dimensions and number of deck layers of the target ship are introduced into the safety factor. This can reflect the differences between different ship types. The evacuation of personnel will also be affected by external factors such as whether the ship is tilted or not, daytime or nighttime scenes, etc. Therefore, the calculation of adding the safety factor is more in line with the actual situation.

[0053] 3. In the convergence judgment of the ship personnel evacuation assessment method based on simulation software of the present invention, the collection time obtained by 50 simulations is arranged from low to high, and the difference between the maximum and minimum values ​​is taken as the judgment criterion, which can reflect the differences in the results obtained by multiple simulations.

[0054] 4. The ship personnel evacuation assessment method based on simulation software of the present invention evaluates the evacuation of personnel on board a ship through simulation software, effectively avoiding the obstacles such as high cost, high risk, and poor operability when conducting ship evacuation assessment through evacuation drills. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings are used to provide a further understanding of the present invention and, together with the description, to explain the embodiments of the present invention, but do not constitute a limitation of the present invention. In the accompanying drawings:

[0056] Figure 1 The figure shows the overall flow chart of the ship personnel evacuation assessment method based on simulation software of the present invention.

[0057] Figure 2 The figure shows the evacuation time simulation flow chart of the ship personnel evacuation assessment method based on simulation software of the present invention.

[0058] Figure 3 The total evacuation time calculation criterion diagram of the ship personnel evacuation assessment method based on simulation software of the present invention is shown. DETAILED DESCRIPTION

[0059] In order to further understand the present invention, preferred embodiments of the present invention are described below in conjunction with examples. However, it should be understood that these descriptions are only for further illustrating the features and advantages of the present invention, rather than limiting the claims of the present invention.

[0060] The description in this section is based on typical embodiments only, and the present invention is not limited to the scope of the embodiments described. Combinations of different embodiments, replacement of certain technical features in different embodiments, and replacement of certain technical features in the embodiments with the same or similar prior art methods are also within the scope of the present invention.

[0061] According to one aspect of the present invention, a ship personnel evacuation assessment method based on simulation software is provided. Figure 1 As shown, the evaluation method includes the following steps:

[0062] Step 1: Import the general layout drawings of each deck of the target ship into the software and build a geometric model.

[0063] The establishment of the geometric model includes the following sub-steps:

[0064] Step 1.1: Divide the drawing into movable areas and obstacle areas and set them in the software.

[0065] Among them, the movable area refers to the area where people can move and pass freely, including public places, living cabins, corridors, stairs, etc.; the obstacle area refers to the area where people cannot move and pass freely, including the cabin, control cabin, etc.

[0066] Step 1.2: Determine the location of stairs within the movable area and the exit locations of each place and cabin, and install them in the corresponding positions according to their width. The height of the stairs should be set according to the height of each deck.

[0067] Step 1.3: Determine the location of the lifeboats and set them up in the software based on their number and the number of people they can accommodate.

[0068] The decks are connected into a whole through stairs to complete the establishment of the geometric model.

[0069] Step 2: Import the crew members and passengers on board and create character models.

[0070] The establishment of the character model includes the following sub-steps:

[0071] Step 2.1: Import the population according to the population composition shown in the table below.

[0072]

[0073] Step 2.2: Set the speed of people moving on flat ground and stairs according to the ranges shown in the following two tables:

[0074]

[0075]

[0076]

[0077] Step 2.3: Set the initial positions of the personnel according to the initial distribution shown below:

[0078] Among them, the areas where people are located are different during the day and at night, and the initial distribution is shown below.

[0079] In the night scenario, the initial distribution of crew members is as follows: the cabin is fully occupied by passengers in the maximum berth capacity, with two-thirds of the crew members inside the cabin. Of the remaining one-third of the crew, 50% are initially located in service spaces, 25% are located in emergency stations, and 25% are initially located in assembly stations and proceed in the opposite direction of the evacuees toward the furthest cabin designated by that assembly station. Once these crew members reach that cabin, their evacuation is considered complete and removed from the simulation. The ratio of passengers to crew members in the opposite direction is equal in each main vertical zone.

[0080] In the daytime scenario, the initial distribution of personnel is as follows: passengers occupy 75% of the maximum capacity of public spaces. The crew is distributed as follows: 1 / 3 of the crew is initially located in crew accommodation (cabins and crew daytime quarters), 1 / 3 of the crew is initially located in public spaces, and the remaining 1 / 3 is distributed as follows: 50% of the crew should be located in service spaces; 25% of the crew should be located in emergency duty positions; and 25% of the crew should initially be located at a muster station and proceed in the opposite direction of the evacuees towards the furthest cabin designated by that muster station. Once these crew members reach that cabin, their evacuation is no longer considered in the simulation and their evacuation is considered complete. The ratio of passengers to crew members in the opposite direction is equal in each main vertical zone.

[0081] Step 2.4: Plan the location of the accident and set the response time for personnel.

[0082] Personnel are divided into zones (N) according to different decks (d), main vertical zones (m) and positions (port and starboard), where N = 2dm.

[0083] The maximum reaction time difference between people in the same area should be less than 120s.

[0084] At night: For the accident deck, the response time for personnel in the accident area is between 400s and 430s, for personnel in adjacent areas is between 400s and 460s, and for personnel in adjacent areas is between 400s and 520s. For non-accident decks, the response time for personnel in 80% of the areas is between 400s and 520s, for personnel in 15% of the areas is between 520s and 640s, and for personnel in 5% of the areas is between 640s and 700s.

[0085] During the day, for the accident deck, the response time for personnel in the accident area is within 30 seconds, for personnel in adjacent areas, within 60 seconds, and for personnel in adjacent areas, within 120 seconds. For non-accident decks, the response time for personnel in 80% of the areas is within 120 seconds, for personnel in 15% of the areas, is between 120 and 240 seconds, and for personnel in 5% of the areas, is between 240 and 300 seconds.

[0086] Step 3: Consider both daytime and nighttime conditions and establish a scene model.

[0087] The establishment of the character model includes the following sub-steps:

[0088] Step 3.1: Consider the following four scenarios: primary evacuation at night, primary evacuation during the day, secondary evacuation at night, and secondary evacuation during the day.

[0089] Among them, all evacuation passages and stairs in the basic evacuation scenario can be used normally; the secondary evacuation scenario is based on the basic evacuation scenario, and further studies the main vertical area with the longest individual assembly time in the basic evacuation scenario, and considers the entire set of stairs with the largest capacity in the main vertical area as unusable during the simulation.

[0090] Step 3.2: Set up the assembly station and divide the assembly area according to the layout of the assembly station. Set the assembly station as the first destination for personnel evacuation and the lifeboat as the final destination for personnel evacuation. Specifically:

[0091] Set up an evacuation route for people on board, with priority given to evacuating from the initial location to the assembly station. After all people have assembled, evacuate from the assembly station to the lifeboat.

[0092] Step 4: Calculate total evacuation time

[0093] The total evacuation time is calculated using the following two formulas:

[0094] λ(R+T)+2 / 3(E+L)≤n

[0095] E+L≤30min

[0096] Where R is the response time, T is the time it takes for personnel to move from their initial location to the assembly station, and R + T is the assembly time. E is the time it takes for personnel to move from the assembly station to the lifeboat, L is the time it takes to launch the lifeboat, and E + L is the boarding and launching time. n is the maximum allowable evacuation time. For ro-ro passenger ships, n = 60. For passenger ships other than ro-ro passenger ships, if the ship has no more than three main vertical zones, n = 60; if the ship has more than three main vertical zones, n = 80.

[0097] λ is the safety factor, which should be related to the main dimensions of the target ship, the number of deck layers, the motion assumptions and the reference scenario, and is calculated according to the following formula.

[0098]

[0099] Among them, L OA is the total length of the target ship; B is the ship width; d is the number of deck layers; γ is the reduction factor, which is set to 0.01; ξ is the motion parameter. During simulation, if the ship tilt is considered, ξ = 0; if the ship tilt is not considered, ξ = 0.1; η is the scene parameter, which is η = 0.1 in the night scene and η = 0 in the day scene.

[0100] Among them, such as Figure 3 As shown in Figure 2, the calculation of the total evacuation time includes the following sub-steps:

[0101] Step 4.1: The simulation process has probabilistic characteristics, and the collection time obtained by simulation is random. The collection time Ta can be determined by the convergence criterion method, such as Figure 2 As shown, the details are as follows:

[0102] For each evacuation scenario, at least 10 randomly generated different population categories j are considered. The accident area should also change with the change of population category. The simulation of each different population category j is repeated at least 5 times, so each evacuation scenario generates at least 50 Ta values. The convergence test requires increasing the number of simulations one by one. For each simulation increment, the Ta values ​​are ranked from lowest to highest, and the value with 95% lower than it is selected as the value. The convergence test is performed in batches of 50 simulations, where N represents the number of simulations performed at each test criterion. The difference between the maximum and minimum of the 50 Ta values ​​should not exceed the difference obtained in the 50 previous simulation increments. The average of the maximum allowed collection time (T lim ), as shown in the following formula:

[0103]

[0104]

[0105]

[0106] Ta max =max(Ta)

[0107] Ta min =min(Ta)

[0108] Where, i∈[(N-49), N];

[0109] For each scenario, if the criteria are met, select As the collection time Ta; if the criterion is not met, another set of 50 simulations should be performed; if 500 simulations are completed, the calculation process should be stopped and the selection As the collection time Ta.

[0110] The maximum value of Ta in the four scenarios is taken as the set time that meets the performance standard, that is, the value of R+T.

[0111] Step 4.2: Record the time E it takes for people to evacuate from the assembly station to the lifeboat during the evacuation process.

[0112] Step 4.3: Based on the lifeboat height H and the minimum lifeboat launching speed S = 0.4 + 0.02H, calculate the lifeboat launching time L = H / S.

[0113] Determine whether the embarkation and launching time (E+L) is less than 30 minutes. If so, set E+L to 30 minutes. If not, the target ship does not meet the performance standards.

[0114] Step 4.4: Substitute the values ​​of R+T and E+L into the total evacuation time calculation formula to determine whether the requirements are met.

[0115] The ship personnel evacuation assessment method based on simulation software proposed in the present invention first establishes an evacuation model based on the regional structure of each deck of the target ship, which can represent the actual situation of the target ship and make the evacuation situation assessment of the target ship more accurate; secondly, the evacuation time of the personnel is related to the main scale, number of deck layers, motion assumptions and reference scenario of the target ship, and the main scale and number of deck layers of the target ship are introduced into the safety factor, which can reflect the differences between different ship types. The evacuation of personnel will also be affected by external factors such as whether the ship is tilted or not, daytime or nighttime scenes, so the calculation of the safety factor is more in line with the actual situation; and in the convergence judgment, the set time obtained by 50 simulations is arranged from low to high, and the difference between the maximum and minimum values ​​is taken as the judgment criterion, which can reflect the differences in the results obtained by multiple simulations; finally, the evacuation situation of the personnel in the ship is evaluated by simulation software, which effectively avoids the high cost, high risk and poor operability of conducting ship evacuation assessment through evacuation drills.

[0116] The description and application of the present invention here are illustrative and are not intended to limit the scope of the present invention to the above-mentioned embodiments. The relevant descriptions of the effects or advantages involved in the specification may not be reflected in the actual experimental examples due to the uncertainty of specific condition parameters or other factors, and the relevant descriptions of the effects or advantages are not used to limit the scope of the invention. Variations and changes to the embodiments disclosed here are possible, and the replacement of the embodiments and various equivalent components are well known to those of ordinary skill in the art. It should be clear to those skilled in the art that, without departing from the spirit or essential characteristics of the present invention, the present invention can be implemented in other forms, structures, arrangements, proportions, and with other components, materials and parts. Without departing from the scope and spirit of the present invention, other variations and changes can be made to the embodiments disclosed here.

Claims

1. A ship personnel evacuation assessment method based on simulation software, characterized in that: include: Step 1: Based on the regional structural layout drawings of each deck of the target ship, a geometric model is established using simulation software; Step 2: Use simulation software to create character models based on the age, movement speed, initial position, and reaction time of the crew and passengers on the target ship; Step 3: Create an evacuation scenario model, set up assembly stations and evacuation routes; Step 4: Combine the geometric model, character model, and evacuation scene model to form an evacuation model, perform a simulated evacuation, and calculate the total evacuation time: λ(R+T)+2 / 3(E+L)≤n E+L≤30min Where R is the response time, T is the movement time of personnel from the initial position to the assembly station, and R+T is the assembly time; E is the movement time of personnel from the assembly station to the lifeboat, L is the lifeboat launching time, E+L is the boarding and launching time, and n is the maximum allowable evacuation time; λ is the safety factor, which is related to the main dimensions of the target ship, the number of deck layers, the motion assumptions, and the reference scenario. λ is calculated as follows: Among them, L OA is the total length of the target ship, B is the ship width, d is the number of deck layers, γ is the reduction factor, ξ is the motion parameter. During simulation, if the ship tilt is considered, ξ = 0, if the ship tilt is not considered, ξ = 0.1, η is the scene parameter, η = 0.1 in the night scene, and η = 0 in the day scene; The specific steps for calculating the total evacuation time include: Step 4.1: Determine the simulation set time Ta using the convergence criterion method, as follows: For each evacuation scenario, at least 10 different randomly generated population compositions are considered. The accident area changes with the population composition. The simulation of each different population composition is repeated at least 5 times, so each evacuation scenario generates at least 50 Ta values. Convergence testing requires increasing the number of simulations one by one. For each simulation increment, use the letter "i" to mark the number. Sort the Ta values ​​from lowest to highest and select the value with 95% lower value. The convergence test is conducted in batches of 50 simulations, where N represents the number of simulations performed during each test. The difference between the maximum and minimum values ​​in 50 Ta should not exceed the difference obtained in the 50 previous simulation increments. The average and maximum allowed collection time T lim The absolute value of the difference is as follows: in: i is between (N-49) and N, Ta max =max(Ta),Ta min =min(Ta); For each scenario, if the criteria are met, select As the collection time Ta; if the criterion is not met, another set of 50 simulations is performed; if 500 simulations are completed, the calculation process is stopped and the selection is made. As the collection time Ta; The maximum value of Ta in the four scenarios is taken as the set time (R+T) that meets the performance standard; Step 4.2: Record the time E it takes for people to evacuate from the assembly station to the lifeboat during the evacuation process; Step 4.3: Based on the lifeboat's height H, the minimum lifeboat launching speed S = 0.4 + 0.02H is obtained, and the lifeboat launching time L = H / S is calculated; If the embarkation and launching time (E+L) is less than 30 minutes, take (E+L) as 30 minutes and go to step 4.4; if the embarkation and launching time (E+L) is greater than 30 minutes, the target ship does not meet the performance standards; Step 4.4: Substitute the values ​​of (R+T) and (E+L) into the calculation formula for the total evacuation time. If λ(R+T)+2 / 3(E+L)≤n is satisfied, the target ship meets the performance standard. If λ(R+T)+2 / 3(E+L)≤n is not satisfied, the target ship does not meet the performance standard.

2. The ship personnel evacuation assessment method based on simulation software according to claim 1, characterized in that: Step 1: The specific steps of establishing the geometric model include: Step 1.1: Import the regional structural layout drawings of each deck of the target ship and divide each deck of the target ship into movable areas and obstacle areas. The movable areas represent areas where people can move freely and pass through, while the obstacle areas represent areas where people cannot move freely and pass through. Step 1.2: Determine the location of stairs within the movable area and the exit locations of each location and cabin, and set them in the corresponding locations of the model according to the width of each location. The height of the stairs is set based on the height of each deck. Determine the location of the lifeboats and set them in the software according to the number of lifeboats and the number of people they can accommodate. Step 1.3: Connect the decks into a whole through stairs to complete the geometric model.

3. The ship personnel evacuation assessment method based on simulation software according to claim 1, characterized in that: Step 2: The specific steps for building a character model include: Step 2.1: Group passengers by age, gender, and mobility level and import them into the simulation software. Group crew members by gender and import them into the simulation software. Step 2.2: Set the movement speed of each passenger group and crew group on the ground and stairs respectively; Step 2.3: Set the initial positions of passengers and crew members respectively; Step 2.4: Plan the accident location and set the response time for personnel at different locations.

4. The ship personnel evacuation assessment method based on simulation software according to claim 3 is characterized in that: The initial positions of passengers and crew members in step 2.3 are set as follows according to the night scene and day scene respectively: In the night scenario, all passengers are in the cabins, 2 / 3 of the crew are in the cabins, and the remaining 1 / 3 of the crew are distributed as follows: 50% of the crew are initially located in the service space, 25% of the crew are located in the emergency station, and 25% of the crew are initially located in the assembly station and move in the opposite direction of the evacuees towards the farthest cabin designated by the assembly station. Once they reach the farthest cabin, their evacuation is considered complete. The ratio of passengers and crew members in the opposite direction in each main vertical zone is the same. In the daytime scenario, passengers occupy 75% of the maximum capacity of public spaces, 1 / 3 of the crew members are initially located in crew accommodation spaces, 1 / 3 of the crew members are initially located in public spaces, and the remaining 1 / 3 of the crew members are distributed as follows: 50% of the crew members are located in service spaces, 25% of the crew members are located in emergency duty positions, and 25% of the crew members are initially located at the assembly station and move in the opposite direction of the evacuees towards the farthest cabin designated by the assembly station. Once they reach the farthest cabin, their evacuation is considered complete; the ratio of passengers and crew members in the opposite direction in each main vertical zone is the same.

5. The ship personnel evacuation assessment method based on simulation software according to claim 3 is characterized in that: The reaction time of personnel at different positions in step 2.4 is set as follows: Divide personnel into N zones according to their deck, main vertical zone, and position, where N = 2dm, where d is the number of decks and m is the number of main vertical zones. Both d and m are positive integers. The positions include the port and starboard sides of the ship. For personnel in the same zone, the maximum reaction time difference is less than 120s. The deck where the personnel are located is defined as the accident deck and the non-accident deck according to the location of the accident. The areas within the accident deck are defined as the accident area, the accident adjacent area, and the accident separation area. The accident area is the area where the accident occurred, the accident adjacent area is the area that shares the same boundary with the accident area, and the accident separation area is the area within the accident deck outside the accident area and the accident adjacent area. In nighttime scenarios, for the accident deck, the reaction time for personnel in the accident area is between 400s and 430s, the reaction time for personnel in the adjacent areas is between 400s and 460s, and the reaction time for personnel in the areas separated from the accident is between 400s and 520s. For the non-accident deck, the reaction time for personnel in 80% of the areas is between 400s and 520s, the reaction time for personnel in 15% of the areas is between 520s and 640s, and the reaction time for personnel in 5% of the areas is between 640s and 700s. In daytime scenarios, for the accident deck, the reaction time of personnel in the accident area is within 30 seconds, the reaction time of personnel in the adjacent area is within 60 seconds, and the reaction time of personnel in the area separated from the accident is within 120 seconds; for the non-accident deck, the reaction time of personnel in 80% of the areas is within 120 seconds, the reaction time of personnel in 15% of the areas is within 120-240 seconds, and the reaction time of personnel in 5% of the areas is within 240-300 seconds.

6. The ship personnel evacuation assessment method based on simulation software according to claim 1, characterized in that: Step 3: The specific steps of establishing the evacuation scenario model include: Step 3.1: Divide the evacuation scenarios into nighttime basic evacuation scenarios, daytime basic evacuation scenarios, nighttime secondary evacuation scenarios, and daytime secondary evacuation scenarios based on daytime and nighttime. In the basic evacuation scenarios, all evacuation passages and stairways are functional. The secondary evacuation scenarios, based on the basic evacuation scenarios, further investigate the main vertical zone with the longest individual assembly time in the basic evacuation scenario. During the simulation, the entire set of stairways with the largest capacity within this main vertical zone is set to be unusable. Step 3.2: Set up the assembly station and divide the assembly area according to the layout of the assembly station, where the layout of the assembly station includes the proposed assembly station location and assembly station area. Set the assembly station as the first destination for personnel evacuation, and set the lifeboat as the final destination for personnel evacuation. Specifically: set the evacuation route for personnel on board, and evacuate from the initial location to the assembly station first. After all personnel have assembled, evacuate from the assembly station to the lifeboat.

Images