A ship line monitoring method

Abstract

The present invention discloses a ship line monitoring method, comprising the following steps: step S1, after the ship is assembled, according to the center line of the dock, the ship rudder center is used as a reference to establish a ship coordinate system; step S2, based on the ship coordinate system, using a total station to respectively measure the actual coordinates of the rib position line and the actual coordinates of the waterline on the port and starboard sides of the ship; step S3, according to the measured actual coordinates, the deviation value between the actual coordinates and the design coordinates is calculated, and the actual line diagram of the ship is drawn; step S4, according to the actual line diagram of the ship, a ship navigation simulation test is carried out to test whether the actual line of the ship affects the actual speed of the ship; step S5, if there is an impact, the ship is corrected according to the deviation value, and S2 to S4 are repeated until the actual line of the ship does not affect the actual speed. The present invention can avoid the actual line of the ship affecting its actual speed through simulation tests and correction of the actual line of the ship before the ship is launched, and ensure that the actual speed of the ship meets the design requirements.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and in particular to a ship line monitoring method. Background Art

[0002] The ship's line shape is one of the important factors affecting the ship's speed. In the process of ship construction, the dock piers are usually arranged first, and then the constructed sections are lifted and transported to the dock by gantry cranes for welding and assembly.

[0003] When a ship is built, it is welded one by one in sections. Due to the heavy weight of the sections, the dock pier may also sink. If the structural deformation during the section assembly process cannot be monitored in time, the hull structure will have a large assembly error, resulting in a deviation between the actual line shape of the assembled ship and the designed line shape. If the actual line shape of the ship deviates greatly from the designed line shape, it will affect the actual speed of the ship, causing the actual speed of the ship to not meet the design requirements. Summary of the invention

[0004] The purpose of the embodiment of the present invention is to provide a ship alignment monitoring method, which is simple to operate and can effectively monitor and control the ship alignment deviation.

[0005] To achieve the above object, the present invention adopts the following technical solutions:

[0006] A ship line monitoring method is provided, comprising the following steps:

[0007] Step S1, after the ship is assembled, a ship coordinate system is established based on the center line of the dock and the center of the rudder stock of the ship as a reference;

[0008] Step S2, using the ship coordinate system as a reference, using a total station to measure the actual coordinates of the rib line on the port side and the starboard side of the ship and the actual coordinates of the waterline respectively;

[0009] Step S3, according to the actual coordinates of the rib line and the actual coordinates of the waterline, calculate the deviation values ​​between the actual coordinates of the rib line and the designed coordinates, and between the actual coordinates of the waterline and the designed coordinates, and draw the actual line diagram of the ship;

[0010] Step S4, performing a ship navigation simulation test according to the actual line diagram of the ship to test whether the actual line diagram of the ship affects the actual speed of the ship;

[0011] Step S5: If there is an impact, the ship is corrected according to the deviation value, and steps S2 to S4 are repeated until the actual line shape of the ship does not affect the actual speed of the ship.

[0012] As a preferred solution of the ship line shape monitoring method, in the step S5, the portion of the actual line shape deviation of the ship that exceeds the design deviation is replaced to correct the actual line shape deviation of the ship.

[0013] As a preferred scheme of the ship line shape monitoring method, before step S1, it also includes step S101, during the assembly process of the ship sections, respectively measuring the actual coordinates of the strong structure positions and the outer plate ports of all the sections, and comparing the actual coordinates of the strong structure positions and the outer plate ports with the theoretical coordinates to monitor whether the outer plate line shape of the section deviates.

[0014] As a preferred solution of the ship line monitoring method, before step S1, it also includes step S102, in which a plurality of fixed points are selected at the stern of the ship during the assembly of the ship sections, and the actual coordinates of the fixed points are measured with reference to the ship coordinate system, and the actual coordinates of the fixed points are compared with the theoretical coordinates to monitor whether the stern of the ship sinks.

[0015] As a preferred solution of the ship line monitoring method, in step S2, the following steps are specifically included:

[0016] Step S201, respectively setting a first measuring point and a second measuring point on the port side and the starboard side that are opposite to each other, and respectively setting a first transfer station and a second transfer station at two opposite ends of the ship along the length direction;

[0017] Step S202, setting up the total station at the first measuring point, forming a first coordinate system with the first measuring point as a base point, and measuring the coordinates of the first transfer point, the second transfer point, the base point of the ship coordinate system, the rib line on the port side, and the waterline;

[0018] Step S203, setting up the total station at the second measuring point, forming a second coordinate system with the second measuring point as a base point, and measuring the coordinates of the first transfer point, the second transfer point, the rib line on the starboard side, and the waterline;

[0019] Step S204: Calculate a first coordinate transformation relationship between the first coordinate system and the second coordinate system according to the coordinates of the first transfer point and the second transfer point in the first coordinate system, and transform the coordinates of the rib line and the waterline on the starboard side in the second coordinate system into coordinates in the first coordinate system according to the first coordinate transformation relationship;

[0020] Step S205: calculate a second coordinate transformation relationship between the ship coordinate system and the first coordinate system according to the coordinates of the ship coordinate system base point in the ship coordinate system and the coordinates of the first coordinate system; and according to the second coordinate transformation relationship, transform the coordinates of the rib line and the waterline of the port side and the starboard side in the first coordinate system into coordinates in the ship coordinate system.

[0021] As a preferred solution of the ship line monitoring method, the distance between the first transfer station and the second transfer station is equal to the length of the ship.

[0022] As a preferred solution of the ship line monitoring method, in step S21, a third transfer station is provided as a backup on opposite sides of the ship along the length direction. When the first transfer station or the second transfer station cannot be measured, the third transfer station can be used to replace the first transfer station or the second transfer station.

[0023] As a preferred solution of the ship line monitoring method, in step S2, the following steps are specifically included:

[0024] Step S211, respectively setting a first measuring point and a second measuring point on the port side and the starboard side which are opposite to each other;

[0025] Step S212, setting up the total station at the first measuring point, forming a first coordinate system with the first measuring point as a reference, and measuring the coordinates of the base point of the ship coordinate system, the rib line on the port side, and the waterline;

[0026] Step S213: calculating a first coordinate conversion relationship between the first coordinate system and the ship coordinate system according to the coordinates of the ship coordinate system base point in the first coordinate system and the coordinates in the ship coordinate system, and converting the coordinates of the rib line and the waterline on the port side in the first coordinate system into coordinates in the ship coordinate system according to the first coordinate conversion relationship;

[0027] Step S214, setting up the total station at the second measuring point, forming a second coordinate system with the second measuring point as a reference, and measuring the coordinates of the base point of the ship coordinate system, the rib line on the port side, and the waterline;

[0028] Step S215: calculate a third coordinate transformation relationship between the second coordinate system and the ship coordinate system according to the coordinates of the base point of the ship coordinate system in the second coordinate system and the coordinates in the ship coordinate system; and according to the third coordinate transformation relationship, transform the coordinates of the rib line and the waterline on the starboard side in the second coordinate system into coordinates in the ship coordinate system.

[0029] As a preferred solution of the ship linear monitoring method, a reflective sheet is set at the center of the rudder stock using an aerial vehicle, and the total station measures the coordinates of the center of the rudder stock through the reflective sheet to obtain the base point coordinates of the ship coordinate system.

[0030] The beneficial effects of the present invention are that the actual coordinates and the design coordinates of the rib line and the waterline are based on the ship coordinate system, and the deviation values ​​between the actual coordinates of the rib line and the design coordinates, and between the actual coordinates of the waterline and the design coordinates can be quickly calculated; and before the ship is officially used after assembly, a simulation test is performed to test whether the actual line shape of the ship affects the actual speed of the ship. When the actual line shape of the ship causes the actual speed of the ship to fail to meet the design requirements, the actual line shape deviation of the assembled ship can be corrected in time, so that the actual line shape of the ship after official use will not affect the actual speed of the ship, thereby ensuring that the actual speed of the ship meets the design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The present invention is further described in detail below based on the accompanying drawings and embodiments.

[0032] Figure 1 The present invention is a flowchart of the steps of the ship line monitoring method described in an embodiment of the present invention.

[0033] Figure 2 It is an actual line diagram of the ship at the FR130 rib according to the embodiment of the present invention.

[0034] Figure 3 It is an actual line diagram of the FR140 rib of the ship according to the embodiment of the present invention.

[0035] Figure 4 It is an actual line diagram of the FR155 rib of the ship according to the embodiment of the present invention.

[0036] Figure 5 It is an actual line diagram of the 0.5m waterline of the ship described in the embodiment of the present invention.

[0037] Figure 6 It is an actual line diagram of the 1m waterline of the ship described in the embodiment of the present invention.

[0038] Figure 7 It is an actual line diagram of the 2m waterline of the ship according to the embodiment of the present invention. DETAILED DESCRIPTION

[0039] In order to make the technical problems solved by the present invention, the technical solutions adopted and the technical effects achieved clearer, the technical solutions of the embodiments of the present invention will be further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0040] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] Ships are generally assembled in sections at docks or slipways. Taking dock shipbuilding as an example, refer to Figure 1 The present invention provides a ship line monitoring method, comprising the following steps:

[0042] Step S1, after the ship is assembled, a ship coordinate system is established based on the center line of the dock and the center of the ship's rudder stock as a reference;

[0043] In block assembly, the ship is assembled based on the centerline of the dock, so the centerline of the dock can be used as the centerline of the ship to reduce the work of drawing the centerline of the ship. When establishing the ship coordinate system, the centerline of the dock is directly used as the centerline of the ship. The half-width line of the ship can be determined through the centerline, thereby determining the reference plane of the ship coordinate system, and then the center of the rudder stock is used as the base point of the ship coordinate system to establish the ship coordinate system.

[0044] Step S2: using the ship coordinate system as a reference, using a total station to measure the actual coordinates of the rib line and the actual coordinates of the waterline on the port and starboard sides of the ship, wherein the total station can measure the coordinates of the rib line and the waterline on the port and starboard sides of the ship at every preset gear.

[0045] Step S3, according to the actual coordinates of the rib line and the waterline, calculate the deviation between the actual coordinate of the rib line and its design coordinates, and between the actual coordinate of the waterline and its design coordinates, and draw the actual line diagram of the ship;

[0046] Step S4, performing a ship navigation simulation test according to the actual ship line diagram to test whether the actual ship line affects the actual speed of the ship;

[0047] Step S5: If there is an impact, the ship is corrected according to the deviation value, and steps S2 to S4 are repeated until the actual line shape of the ship does not affect the actual speed of the ship.

[0048] The ship is designed with the ship coordinate system as the reference coordinate system. In the above method, the actual coordinates and design coordinates of the rib line and the waterline are based on the ship coordinate system, and the deviation values ​​between the actual coordinates of the rib line and its design coordinates, and between the actual coordinates of the waterline and its design coordinates can be quickly calculated; and before the ship is officially used after assembly, a simulation test is conducted to test whether the actual line shape of the ship affects the actual speed of the ship. When the actual line shape of the ship causes the actual speed of the ship to fail to meet the design requirements, the actual line shape deviation of the assembled ship can be corrected in time, so that the actual line shape of the ship after official use will not affect the actual speed of the ship, thereby ensuring that the actual speed of the ship meets the design requirements.

[0049] Preferably, in step S2, the following steps are specifically included: step S201, setting a first measuring point and a second measuring point on the port side and the starboard side opposite to each other, and setting a first transfer station and a second transfer station on opposite sides of the ship along the length direction;

[0050] Step S202, setting up a total station at a first measuring point, forming a first coordinate system with the first measuring point as a base point, and measuring the coordinates of a first transfer point, a second transfer point, a base point of the ship coordinate system, a rib line on the port side, and a waterline;

[0051] Step S203, setting up the total station at the second measuring point, forming a second coordinate system with the second measuring point as the base point, and measuring the coordinates of the first transfer point, the second transfer point, the costal line on the starboard side, and the waterline;

[0052] Step S204, converting the coordinates of the rib line and the waterline on the starboard side in the second coordinate system into coordinates in the first coordinate system according to the coordinates of the first transfer point and the second transfer point in the first coordinate system and the coordinates in the second coordinate system;

[0053] Step S205: According to the coordinates of the base point of the ship coordinate system in the ship coordinate system and the coordinates in the first coordinate system, the coordinates of the port and starboard rib lines and waterlines in the first coordinate system are converted into coordinates in the ship coordinate system.

[0054] Among them, the total station measures the coordinates of the first transfer station, the second transfer station, the port and starboard rib lines and the waterline through the reflector, and the measurement accuracy is relatively high; since the base point of the ship coordinate system is the center of the rudder stock, and the center of the rudder stock is in mid-air, it is difficult to set up a reflector. In order to facilitate measurement, in this embodiment, within the allowable error range, a non-reflector is usually used to measure the coordinates of the base point of the ship coordinate system, but the measurement accuracy is relatively low.

[0055] Of course, in other embodiments, in order to improve the measurement accuracy, a reflective sheet is also set at the center of the rudder stock using an aerial vehicle, and the total station measures the coordinates of the base point of the ship's coordinate system through the reflective sheet.

[0056] The default measurement coordinate system of the total station is the geodetic coordinate system. When the total station measures at the first measurement point and the second measurement point, the first coordinate system and the second coordinate system are used as the reference coordinate systems respectively. The coordinates of the port side cost line and the waterline and the coordinates of the starboard side cost line and the waterline are measured in different coordinate systems. Through the coordinate conversion relationship between the first transfer station and the second transfer station, the coordinates of the port side cost line and the waterline measured can be unified into the first coordinate system or the second coordinate system, and then the coordinates of the ship coordinate system reference in the first coordinate system or the second coordinate system are measured to obtain the coordinate conversion relationship between the first coordinate system or the second coordinate system and the ship coordinate system, so that the measured coordinates of the port side cost line and the waterline can be converted into the coordinates in the ship coordinate system. This method can realize the conversion of the port side cost line and the waterline coordinates into the ship coordinate system by measuring the coordinates of the base point of the ship coordinate system once, which is conducive to reducing the measurement error.

[0057] Specifically, in order to reduce measurement errors, the distance between the first transfer point and the second transfer point is as equal to the length of the ship as possible.

[0058] Preferably, in step S21, a third transfer station is provided as a backup on opposite sides of the ship along the length direction. When the first transfer station or the second transfer station cannot be measured, the third transfer station can be used to replace the first transfer station or the second transfer station.

[0059] In another embodiment, in step S2, the following steps are specifically included:

[0060] Step S211, setting a first measuring point and a second measuring point on the port side and the starboard side respectively.

[0061] Step S212, setting up a total station at a first measuring point, forming a first coordinate system with the first measuring point as a reference, and measuring the coordinates of the base point of the ship's coordinate system, the rib line on the port side, and the waterline;

[0062] Step S213, according to the coordinates of the base point of the ship coordinate system in the first coordinate system and the coordinates in the ship coordinate system, convert the coordinates of the rib line and the waterline on the port side in the first coordinate system into coordinates in the ship coordinate system;

[0063] Step S214, setting up the total station at the second measuring point, forming a second coordinate system with the second measuring point as a reference, and measuring the coordinates of the base point of the ship coordinate system, the rib line on the port side, and the waterline;

[0064] Step S215: According to the coordinates of the base point of the ship coordinate system in the second coordinate system and the coordinates in the ship coordinate system, the coordinates of the rib line and the waterline on the starboard side in the second coordinate system are converted into coordinates in the ship coordinate system.

[0065] Within the measurement error range, according to the coordinate transformation relationship between the first coordinate system and the ship coordinate system, and the coordinate transformation relationship between the second coordinate system and the ship coordinate system, the measured rib line and waterline coordinates of the port side and the rib line and waterline coordinates of the starboard side are respectively transformed into coordinates in the ship coordinate system. This method requires measuring the reference coordinates of the ship coordinate system twice, the measurement errors will be superimposed, and the measurement accuracy is relatively low.

[0066] In one embodiment, in step S3, a ship model is made according to a preset ratio based on the actual coordinates of the rib line and the actual coordinates of the waterline to obtain an actual line diagram of the ship; in step S4, the prepared ship model is placed in water to carry out a ship navigation simulation test to test whether the actual speed of the ship model meets the design requirements.

[0067] In another embodiment, in step S3, a ship model is established on a computer program according to the actual coordinates of the rib line and the actual coordinates of the waterline to obtain an actual line diagram of the ship; in step S4, a ship navigation simulation test is performed on the computer program to test whether the actual speed of the ship model meets the design requirements.

[0068] It should be noted that the computer program may adopt a program in the prior art.

[0069] Specifically, in step S3, the measured actual coordinates of the rib position line and the waterline are compared with the designed coordinates, and the deviation values ​​between the actual coordinates of the rib position line and the waterline and the designed coordinates are calculated.

[0070] In this embodiment, refer to Figures 2 to 7 The actual line diagram of the ship is drawn according to the deviation value. The deviation value of the actual line type of the ship compared with the designed line type can be intuitively displayed on the actual line diagram of the ship, which is convenient for subsequent correction of the ship.

[0071] in, Figures 2 to 4 It indicates the rib line diagram at different rib positions of the ship. In the figure, FR indicates the rib position number of the ship rib, WL indicates the waterline, and the deviation value of the actual line shape marked on the rib line at different waterline positions relative to the designed line shape; Figures 5 to 7 A waterline diagram showing different positions at the bow of a ship. In the diagram, Z represents the waterline position. For example, Z1000 represents the 1-meter waterline position of the ship. The waterline is marked with the deviation values ​​of the actual line shape of the ship at different rib positions relative to the designed line shape.

[0072] It should be noted that the line type in the figure is the actual line type, the number with an arrow in the line type represents the deviation value of the actual line type relative to the design line type, and the direction of the arrow represents the deviation direction of the line type.

[0073] Specifically, in step S5, the actual ship alignment deviation is corrected by replacing the portion where the ship alignment deviation does not meet the design requirements. The position where the actual ship alignment deviation is large (i.e., the position that does not meet the design requirements) is replaced with a structure or a plate to reduce the actual ship alignment deviation, thereby preventing the actual ship alignment from affecting the actual speed of the ship.

[0074] In this embodiment, before step S1, step S101 is also included, during the ship segment assembly process, the actual coordinates of the strong structure positions and the outer plate ports of all segments are measured respectively, and the actual coordinates of the strong structure positions and the outer plate ports are compared with the theoretical coordinates to monitor whether the outer plate linear shape of the segment is deviated. When the segment outer plate linear shape deviates, it is necessary to adjust and correct the segment outer plate linear shape in time, so as to control the outer plate linear shape deviation and reduce the actual linear shape deviation after the ship is assembled.

[0075] The interior of the ship is a hollow structure, and the sections have through holes inside. After the sections are spliced, the through holes can be connected to form a hollow structure of the ship. The section outer plate port refers to the opening at the end of the section, the strong structure position refers to the rib position of the section, and the outer plate port refers to the section splicing.

[0076] Furthermore, before step S1, step S102 is also included. During the ship section assembly process, multiple fixed points are selected at the stern of the ship, and the actual coordinates of the fixed points are measured based on the ship coordinate system. The actual coordinates of the fixed points are compared with the theoretical coordinates to monitor whether the stern of the ship sinks.

[0077] Due to the weight of the stern of the ship and the large linear changes, the number of dock piers used to support the stern of the ship is small, which makes the stern of the ship more likely to sink and deform during the segmented assembly process. This operation can monitor whether the fixed point has changed by comparing the actual coordinates of the fixed point with the theoretical coordinates. If it has changed, it means that the stern has sunk and deformed, and the stern of the ship needs to be calibrated in time, so as to control the linear deviation of the stern of the ship and reduce the actual linear deviation after the ship is assembled.

[0078] In the description herein, it should be understood that the terms "upper", "lower", "left", "right", etc., and the like, are based on the directions or positions shown in the drawings, and are only for the convenience of description and simplified operation, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0079] In the description of this specification, the description with reference to the terms "an embodiment", "example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0080] In addition, it should be understood that although this specification is described according to implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0081] The technical principle of the present invention is described above in conjunction with specific embodiments. These descriptions are only for explaining the principle of the present invention and cannot be interpreted as limiting the scope of protection of the present invention in any way. Based on the explanations herein, those skilled in the art can associate other specific implementations of the present invention without paying creative labor, and these methods will fall within the scope of protection of the present invention.

Claims

1. A ship line monitoring method, characterized in that: The following steps are involved: Step S1, after the ship is assembled, a ship coordinate system is established based on the center line of the dock and the center of the rudder stock of the ship as a reference; Step S2, using the ship coordinate system as a reference, using a total station to measure the actual coordinates of the rib line on the port side and the starboard side of the ship and the actual coordinates of the waterline respectively; Step S3, according to the actual coordinates of the rib line and the actual coordinates of the waterline, calculate the deviation between the actual coordinates of the rib line and the design coordinates, and between the actual coordinates of the waterline and the design coordinates, and draw the actual line diagram of the ship; Step S4, performing a ship navigation simulation test according to the actual line diagram of the ship to test whether the actual line diagram of the ship affects the actual speed of the ship; Step S5: If there is an impact, the ship is corrected according to the deviation value, and steps S2 to S4 are repeated until the actual line shape of the ship does not affect the actual speed of the ship; In the step S2, the following steps are specifically included: Step S201, respectively setting a first measuring point and a second measuring point on the port side and the starboard side that are opposite to each other, and respectively setting a first transfer station and a second transfer station at two opposite ends of the ship along the length direction; Step S202, setting up the total station at the first measuring point, forming a first coordinate system with the first measuring point as a base point, and measuring the coordinates of the first transfer point, the second transfer point, the base point of the ship coordinate system, the rib line on the port side, and the waterline; Step S203, setting up the total station at the second measuring point, forming a second coordinate system with the second measuring point as a base point, and measuring the coordinates of the first transfer point, the second transfer point, the rib line on the starboard side, and the waterline; Step S204: Calculate a first coordinate transformation relationship between the first coordinate system and the second coordinate system according to the coordinates of the first transfer point and the second transfer point in the first coordinate system, and transform the coordinates of the rib line and the waterline on the starboard side in the second coordinate system into coordinates in the first coordinate system according to the first coordinate transformation relationship; Step S205: calculating a second coordinate transformation relationship between the ship coordinate system and the first coordinate system according to the coordinates of the ship coordinate system base point in the ship coordinate system and the coordinates of the first coordinate system; and transforming the coordinates of the rib line and the waterline of the port side and the starboard side in the first coordinate system into coordinates in the ship coordinate system according to the second coordinate transformation relationship; Or in the step S2, the following steps are specifically included: Step S211, respectively setting a first measuring point and a second measuring point on the port side and the starboard side which are opposite to each other; Step S212, setting up the total station at the first measuring point, forming a first coordinate system with the first measuring point as a reference, and measuring the coordinates of the base point of the ship coordinate system, the rib line on the port side, and the waterline; Step S213: calculating a first coordinate conversion relationship between the first coordinate system and the ship coordinate system according to the coordinates of the ship coordinate system base point in the first coordinate system and the coordinates in the ship coordinate system, and converting the coordinates of the rib line and the waterline on the port side in the first coordinate system into coordinates in the ship coordinate system according to the first coordinate conversion relationship; Step S214, setting up the total station at the second measuring point, forming a second coordinate system with the second measuring point as a reference, and measuring the coordinates of the base point of the ship coordinate system, the rib line on the port side, and the waterline; Step S215: calculate a third coordinate transformation relationship between the second coordinate system and the ship coordinate system according to the coordinates of the base point of the ship coordinate system in the second coordinate system and the coordinates in the ship coordinate system; and according to the third coordinate transformation relationship, transform the coordinates of the rib line and the waterline on the starboard side in the second coordinate system into coordinates in the ship coordinate system.

2. The ship line monitoring method according to claim 1, characterized in that: In the step S5, the portion of the actual line deviation of the ship that exceeds the design deviation is replaced to correct the actual line deviation of the ship.

3. The ship line monitoring method according to claim 1, characterized in that: Before step S1, step S101 is also included, during the assembly process of the ship sections, respectively measuring the actual coordinates of the strong structural positions and the outer plate ports of all the sections, and comparing the actual coordinates of the strong structural positions and the outer plate ports with the theoretical coordinates to monitor whether the outer plate line shape of the section deviates.

4. The ship line monitoring method according to claim 1, characterized in that: Before step S1, step S102 is also included. During the assembly of the ship sections, multiple fixed points are selected at the stern of the ship, and the actual coordinates of the fixed points are measured based on the ship coordinate system. The actual coordinates of the fixed points are compared with the theoretical coordinates to monitor whether the stern of the ship sinks.

5. The ship line monitoring method according to claim 1, characterized in that: The distance between the first transfer station and the second transfer station is equal to the length of the ship.

6. The ship line monitoring method according to claim 1, characterized in that: In step S201, a third transfer station is provided as a backup at the opposite ends of the ship along the length direction. When the first transfer station or the second transfer station cannot be measured, the third transfer station can be used to replace the first transfer station or the second transfer station.

7. The ship line monitoring method according to claim 1, characterized in that: A reflective sheet is set at the center of the rudder stock by using an aerial vehicle, and the total station measures the coordinates of the center of the rudder stock through the reflective sheet to obtain the base point coordinates of the ship coordinate system.

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