Safety assessment methods, devices and equipment for ship berthing and on-board hydrogen refueling

Abstract

The present invention relates to the field of ship navigation safety, and discloses a safety assessment method, device and equipment for ship berthing and on-board hydrogen refueling, comprising: determining a mobile safety zone of a hydrogen-powered ship in the berthing process and a safety margin zone in the on-board process based on wind, wave and current parameters in an inland port area scenario, and safety zone boundary parameters of the berthing and on-board process; determining a typical safety accident probability of a hydrogen-powered ship in the process of hydrogen refueling after the ship is stationed based on the leakage probability of the hydrogen-powered ship, and the correlation result between the leakage probability and the safety zone boundary parameters; conducting a safety assessment on the berthing and on-board hydrogen refueling of hydrogen-powered ships through the mobile safety zone, the safety margin zone and the typical safety accident probability. The present invention can contribute to the formulation and optimization of safety restrictions and assessment plans for hydrogen-related terminals that meet the actual needs of inland port areas, and enhance the understanding of relevant practitioners on the protection against leakage and ignition accidents during the hydrogen refueling process of hydrogen-powered ships after the ship is stationed.

Description

Technical Field

[0001] The present invention relates to the technical field of ship navigation safety, and in particular to a safety assessment method, device and equipment for ship berthing and on-board hydrogen filling. Background Art

[0002] Many issues such as carbon emissions and toxic liquid pollution caused by the transportation process have become the focus of people's attention. Hydrogen is a clean, carbon-free, widely available, flexible and efficient secondary energy source. It is the best choice to promote deep decarbonization in the field of shipping. The application of hydrogen power on ships can achieve efficient energy utilization, zero emissions and improved ship comfort. It is an ideal application field for green new energy consumption and will help the transformation and upgrading of the high-tech shipbuilding industry.

[0003] At present, the mainstream hydrogen-powered ship demonstration ships include inland transport ships, offshore work ships, ocean-going scientific research ships, etc. It should be noted that there is still a lot of room for technical optimization of marine fuel cells in terms of technical performance, life, environmental adaptability, etc. The power of mainstream fuel cell products generally does not exceed 500 kilowatts, and the life is generally in the range of 5,000 to 10,000 hours, which is suitable for inland transport ships with short sailing distances and high added value; in addition, the construction of seaside hydrogenation ports for large-capacity ocean-going ships is difficult and expensive. In summary, inland port areas are expected to become the key scene for the demonstration of hydrogen power on ships.

[0004] Compared with seaside ports, the waterways in inland ports are usually narrower, and the lateral safety distance is often limited to 20 meters. There are often obstacles and other ships at the edges of the berthing area and the stationing area. The berthing flow of the waterway is large, and the population along the waterway is dense and the building density is high. Therefore, the operating environment of hydrogen-powered ships in inland ports is relatively complex; in a high-pressure hydrogen environment, the hydrogen embrittlement effect will induce the mechanical properties of the material to decrease, and induce damage to metal pipes or components, which will also cause hydrogen leakage, and because the minimum ignition energy of hydrogen is as low as 0.017 millijoules, there is a risk of ignition accidents; in addition, the river waves and currents in inland ports will also have an adverse effect on the life and reliability of key components such as hydrogen storage bottles and pipelines, control valves, and instruments on hydrogen-powered ships. In summary, there are safety risks in the process of hydrogen-powered ships berthing and stationing and refueling in inland ports. Once an accident occurs, it is easy to induce hydrogen leakage, which is easy to cause major accidents such as fires, causing casualties and property losses.

[0005] Compared with hydrogen-powered vehicles, hydrogen-powered ships have a larger hydrogen storage capacity and higher airtight requirements for reconnecting the hydrogen supply pipeline after the overall tank change. In order to effectively avoid the additional risks caused by frequent docking of hydrogen storage bottle groups, pipeline systems and hydrogen supply pipelines, the current mainstream hydrogen-powered ship refueling mode adopts the shore-based refueling mode, and the shore-based hydrogen refueling station and berth in the inland port area are jointly built. Therefore, after the hydrogen-powered ship in the inland port area safely completes the berthing operation, the ship-based hydrogen refueling operation must be carried out. Compared with the hydrogen refueling process for vehicles, the hydrogen refueling process for ships has the characteristics of larger refueling volume and longer duration (generally more than 15 minutes), and the shore-based hydrogen refueling station and the hydrogen-powered ship to be refueled have the characteristics of water level changes, swaying with waves, and floating shorelines. The hydrogen storage bottle group of the hydrogen-powered ship and the connected hydrogen supply pipeline may induce hydrogen leakage due to fatigue, corrosion failure or poor sealing, and even cause hydrogen ignition accidents in severe cases.

[0006] In view of the complexity of the inland port environment, the particularity of hydrogen fuel, and the high safety requirements of ships, it is necessary and of great significance to carry out safety zone assessment and typical safety accident probability analysis for hydrogen-powered ships berthing and on-board hydrogen refueling in inland ports. Summary of the invention

[0007] In view of this, the present invention provides a safety assessment method, device and equipment for ship berthing and on-board hydrogen refueling to solve the problem that existing safety protection technology is difficult to meet the safety application requirements of hydrogen fuel cell powered ships.

[0008] In a first aspect, the present invention provides a safety assessment method for ship berthing and on-board hydrogen refueling, the method comprising: determining a mobile safety zone of a hydrogen-powered ship during the berthing process and a safety margin zone during the stationing process based on wind, wave and current parameters in an inland port area scenario, and safety zone boundary parameters of the berthing and stationing processes; determining a typical safety accident probability of a hydrogen-powered ship during the hydrogen refueling process after the ship is stationed based on the leakage probability of the hydrogen-powered ship, and the correlation result between the leakage probability and the safety zone boundary parameters; conducting a safety assessment of the berthing and on-board hydrogen refueling of hydrogen-powered ships through the mobile safety zone, the safety margin zone and the typical safety accident probability. Through the above process, a safety assessment can be conducted on the berthing process of hydrogen-powered ships in inland port areas, and a typical safety accident probability analysis can be conducted on the on-board hydrogen refueling process of hydrogen-powered ships. This will help to formulate and optimize safety restrictions and assessment plans for hydrogen-related terminals that meet the actual needs of inland port areas, enhance the understanding of relevant practitioners on the protection against leakage and ignition accidents during the hydrogen refueling process of hydrogen-powered ships after being stationed, and to a certain extent reduce the waste of hydrogen raw materials and protective materials caused by conservative and blind hydrogen refueling protection measures.

[0009] In an optional embodiment, based on the wind, wave and current parameters of the inland port area and the boundary parameters of the safety zone during the berthing and parking processes, the step of determining the moving safety zone of the hydrogen-powered ship during the berthing process and the safety margin zone during the parking process includes:

[0010] Based on the wind, wave and current parameters and the safety zone boundary parameters, the safety distances in the sailing direction and perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship are determined; the moving safety zone of the hydrogen-powered ship during the berthing process is determined by using the safety distances in the sailing direction and perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship; the safety margin zone of the hydrogen-powered ship during the stationary process is determined by using the route negotiation angle and the safety zone boundary parameters; wherein the safety zone boundary parameters include: specification parameters of the hydrogen-powered ship that characterize the ship specifications, and specification parameters of other ships encountered by the hydrogen-powered ship during the berthing and stationary processes, as well as the conversion coefficient used for calculating the load coefficient of the hydrogen-powered ship during the berthing and stationary processes that characterizes the ship load, and the load coefficient of the hydrogen-powered ship during the berthing and stationary processes.

[0011] In an optional embodiment, the step of determining the safe distance in the navigation direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters includes:

[0012] According to the operation feedback time and the specifications of the hydrogen-powered ship, the first ship distance between the hydrogen-powered ship and the other ship in the sailing direction from the moment the hydrogen-powered ship finds that the other ship is performing the stationary operation to the time when the stationary operation is started is calculated; according to the specifications, load factors, and wind, wave and current parameters of the hydrogen-powered ship, the second ship distance between the hydrogen-powered ship and the other ship in the sailing direction from the time when the stationary operation is started to the end of the stationary operation is calculated; according to the specifications, load factors, and wind, wave and current parameters of the other ship, the ship distance of the other ship during the process of the hydrogen-powered ship performing the stationary operation to the end of the stationary operation is calculated; according to the specifications of the hydrogen-powered ship and the specifications of the other ship, the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the stationary operation is calculated during the berthing process; according to the first ship distance and the second ship distance between the two ships in the sailing direction, the ship distance of the other ship, and the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the stationary operation is made during the berthing process, the safe distance in the sailing direction of the hydrogen-powered ship during the berthing process is determined.

[0013] In an optional embodiment, the step of determining the safe distance perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters includes:

[0014] According to the steering dynamic interference coefficient, wind, wave and current parameters, and the specifications of the hydrogen-powered ship, the third ship distance between the hydrogen-powered ship and other ships in the perpendicular sailing direction from the start of the steering operation to the end of the steering operation is calculated; according to the specifications of the hydrogen-powered ship and the specifications of the other ship, the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the steering operation during the berthing process is calculated; according to the first ship distance between the two ships in the perpendicular sailing direction and the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the steering operation during the berthing process, the safe distance between the hydrogen-powered ship and other ships perpendicular to the sailing direction during the berthing process is calculated.

[0015] In an optional implementation, the safety margin area of ​​the hydrogen-powered ship during the stationing process is determined by using the route negotiation angle and the safety zone boundary parameters, including:

[0016] According to the route negotiation angle, the specification parameters of the hydrogen-powered ship, and the specification parameters of other ships, the safety margin area of ​​the hydrogen-powered ship during the stationing process is calculated.

[0017] In an optional embodiment, based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameter, the step of determining the probability of a typical safety accident during the hydrogen refueling process of the hydrogen-powered ship after being stationed includes:

[0018] Obtain collision data, hydrogen loading data, and damage degree data of hydrogen-powered ships; calculate the leakage probability of hydrogen-powered ships based on the collision data, hydrogen loading data, and damage degree data; input the leakage probability and the specification parameters of the hydrogen-powered ship into the ignition probability calculation model to calculate the probability of typical safety accidents of hydrogen-powered ships during the hydrogen refueling process after being stationed on board.

[0019] In the second aspect, an embodiment of the present invention provides a safety assessment device for ship berthing and on-board hydrogen refueling, which mainly includes: a safety zone determination module, an accident probability determination module, and a safety assessment module; wherein the safety zone determination module is used to determine the mobile safety zone of the hydrogen-powered ship in the berthing process and the safety margin zone in the stationing process based on the wind, wave and current parameters in the inland port area scenario and the safety zone boundary parameters of the berthing and stationing processes; the accident probability determination module is used to determine the typical safety accident probability of the hydrogen-powered ship in the hydrogen refueling process after the ship is stationed based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameters; the safety assessment module is used to conduct a safety assessment on the berthing and on-board hydrogen refueling of the hydrogen-powered ship through the mobile safety zone, the safety margin zone and the typical safety accident probability. Through the above process, a safety assessment can be conducted on the berthing process of hydrogen-powered ships in inland port areas, and a typical safety accident probability analysis can be conducted on the on-board hydrogen refueling process of hydrogen-powered ships. This will help to formulate and optimize safety restrictions and assessment plans for hydrogen-related terminals that meet the actual needs of inland port areas, enhance the understanding of relevant practitioners on the protection against leakage and ignition accidents during the hydrogen refueling process of hydrogen-powered ships after being stationed, and to a certain extent reduce the waste of hydrogen raw materials and protective materials caused by conservative and blind hydrogen refueling protection measures.

[0020] In a third aspect, the present invention provides a computer device, comprising: a memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the safety assessment method for ship berthing and on-board hydrogen refueling of the above-mentioned first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0021] In a fourth aspect, the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the safety assessment method for ship berthing and on-board hydrogen refueling of the above-mentioned first aspect or any corresponding embodiment thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 is a schematic diagram of an application environment of an embodiment of the present invention;

[0024] Figure 2 It is a flow chart of a safety assessment method for ship berthing and on-board hydrogen refueling according to an embodiment of the present invention;

[0025] Figure 3 is a schematic diagram of the hydrodynamic viscosity characteristic coefficient 1 at different water temperatures according to an embodiment of the present invention;

[0026] Figure 4 It is a flow chart of another safety assessment method for ship berthing and on-board hydrogen refueling according to an embodiment of the present invention;

[0027] Figure 5 Schematic diagram of the distances in the sailing direction between the hydrogen-powered ship and other ships during the berthing process according to an embodiment of the present invention;

[0028] Figure 6 is a diagram of correction coefficients of the distance between a hydrogen-powered ship and other ships under different hydrogen reserves according to an embodiment of the present invention;

[0029] Figure 7 is a diagram of correction coefficients of the turning and sailing distance between a hydrogen-powered ship and another ship under different hydrogen reserves according to an embodiment of the present invention;

[0030] Figure 8 is a diagram of the maximum route negotiation angles allowed for ships of different tonnages according to an embodiment of the present invention;

[0031] Fig. 9 is a schematic diagram of a hydrogen-powered ship leakage and ignition probability assessment process according to an embodiment of the present invention;

[0032] Fig.10 : is a judgment coefficient diagram under different hydrogen loading levels in hydrogen-powered ships according to an embodiment of the present invention;

[0033] Fig.11 It is a flow chart of another safety assessment method for ship berthing and on-board hydrogen refueling according to an embodiment of the present invention;

[0034] Fig.12 : is a structural block diagram of a safety assessment device for ship berthing and on-board hydrogen refueling according to an embodiment of the present invention;

[0035] Fig.13 It is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are 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.

[0037] See also Figure 1 , Figure 1 It is a schematic diagram of an application environment provided by an embodiment of the present application, which includes a client 100 and a server 200, wherein after receiving the wind, wave and current parameters, the safety zone boundary parameters of the berthing and stationing processes, and the leakage probability of the hydrogen-powered ship uploaded by the client 100, the server 200 can determine the mobile safety zone of the hydrogen-powered ship in the berthing process and the safety margin zone in the stationing process based on the wind, wave and current parameters and the safety zone boundary parameters; based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameters, determine the typical safety accident probability of the hydrogen-powered ship in the hydrogen refueling process after the ship is stationed, and finally conduct a safety assessment of the berthing and stationing hydrogen refueling of the hydrogen-powered ship through the mobile safety zone, the safety margin zone and the typical safety accident probability.

[0038] Specifically, in the embodiments of the present application, Figure 1 The client 100 shown for transmitting wind wave current parameters, safety zone boundary parameters during berthing and stationing, and leakage probability of hydrogen-powered ships can be a user's smart phone, desktop computer, tablet computer, laptop computer, digital assistant, smart wearable device, and other physical devices; wherein the smart wearable device can include smart bracelets, smart watches, smart glasses, smart helmets, etc. Of course, the client 100 is not limited to the above-mentioned electronic devices with certain entities, and it can also be software running in the above-mentioned electronic devices. For example, the client 100 can be a web page or application provided to the user by the service provider.

[0039] Optionally, the client 100 may include a display screen, a storage device, and a processor connected via a data bus. The display screen is used to display geographic coordinate data and candidate data objects, and the display screen may be a touch screen of a mobile phone or tablet computer. The storage device is used to store geographic coordinate data and candidate data objects or other data materials, and the storage device may be a memory of the client 100, or a storage device such as a smart media card, a secure digital card, or a flash memory card. The processor may be a single-core or multi-core processor.

[0040] In the embodiment of the present application, the receiving method of wind wave current parameters, safety zone boundary parameters of berthing and stationing process, and leakage probability of hydrogen powered ship can be as follows Figure 1 The server 200 shown may also be other computer terminals having the same functions as the server, or similar computing devices. Furthermore, the server 200 may be replaced by a server system, computing platform, or a server cluster including multiple servers.

[0041] According to an embodiment of the present invention, an embodiment of a safety assessment method for ship berthing and on-board hydrogen refueling is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that herein.

[0042] In this embodiment, a safety assessment method for ship berthing and onboard hydrogen refueling is provided, which can be used for the above-mentioned client, such as a smart phone, a tablet computer, etc. Figure 2 : is a flow chart of a safety assessment method for ship berthing and on-board hydrogen refueling according to an embodiment of the present invention. Figure 2 As shown, the process includes the following steps:

[0043] Step S201, based on the wind, wave and current parameters in the inland port scenario, and the safety zone boundary parameters of the berthing and stationary processes, determine the moving safety zone of the hydrogen-powered ship during the berthing process and the safety margin zone during the stationary process.

[0044] In this embodiment, the wind, wave and current parameters in the inland port scenario and the safety zone boundary parameters of the hydrogen-powered ship during berthing and stationing are first obtained; then, according to the wind, wave and current parameters in the inland port scenario and the safety zone boundary parameters of the hydrogen-powered ship during berthing and stationing, the mobile safety zone of the hydrogen-powered ship during berthing and the safety margin zone of the hydrogen-powered ship during stationing are calculated respectively. Through the above process, the mobile safety zone of the hydrogen-powered ship during berthing and the safety margin zone during stationing can be determined, providing data support for the berthing and stationing safety of the ship.

[0045] In an optional implementation, the mobile safety zone of a hydrogen-powered ship during the berthing process can be the safety distance in the navigation direction and the safety distance in the vertical navigation direction during the berthing process; that is, the safety distance of a hydrogen-powered ship during the berthing process is the safety range around the ship during the movement of the ship, and the range can be regular or irregular. The safety margin area of ​​a hydrogen-powered ship during the stationing process can be determined based on the route negotiation angle of the hydrogen-powered ship during the stationing process and the boundary parameters of the safety zone. The safety margin area can provide a guarantee for the safe and reliable stationing of hydrogen-powered ships and avoid collisions with other ships during the stationing process of hydrogen-powered ships. At the same time, it helps to formulate and optimize safety restrictions and assessment plans for hydrogen-related terminals that meet the actual needs of inland port areas.

[0046] In an optional implementation, the wind wave current parameters may include characteristic parameters and secondary characteristic parameters of wind wave current in the inland port area. The characteristic parameters of wind wave current in the inland port area include the annual average wind speed Average annual flow rate Average annual temperature of inland rivers Annual average wave angle The secondary characteristic parameters of the wind-wave current in the inland port area are obtained from the characteristic parameters of the wind-wave current in the inland port area, including the water viscosity characteristic coefficient γ and the water viscosity characteristic coefficient b. Among them, the value of the water viscosity characteristic coefficient γ is related to the water temperature, as shown in the following relationship: Figure 3 As shown:

[0047] refer to Figure 3 , by the annual average temperature The water viscosity characteristic coefficient γ can be obtained.

[0048] The value of water viscosity characteristic coefficient b and square coefficient C b , annual average wave angle related, and the square coefficient C b It is related to the type of ship. When the ship is a hydrogen-powered ship, the block coefficient C b is 0.625. When the hydrogen-powered ship is at the annual average wave angle When traveling in an inland port area, the water viscosity characteristic coefficient b can be obtained.

[0049] In an optional implementation, the safety zone boundary parameters include: specification parameters of hydrogen-powered ships that characterize ship specifications, and specification parameters of other ships encountered by hydrogen-powered ships during berthing and stationing, as well as conversion coefficients used to calculate load factors during berthing and stationing of hydrogen-powered ships that characterize ship loads, and load factors during berthing and stationing of hydrogen-powered ships. The specification parameters of hydrogen-powered ships may include ship type parameters, hydrogen storage parameters, and power parameters of the ship, and the specification parameters of other ships may include ship type parameters and power parameters of other ships.

[0050] Preferably, the specification parameters of the hydrogen-powered ship include: The ship type parameters of the hydrogen-powered ship include: The ship type parameters (hydrogen-powered ship) include the ship tonnage M s 、Captain L s 、The ship's waterline length L wl , own ship’s width W s , The ship type is deep H s , Draft of the ship H sw 、The ship's fully loaded windward area A wab ; Hydrogen storage parameters of the ship, including the hydrogen storage capacity M of the ship h2 ; Power parameters of the ship, including the propulsion power P of the main engine of the ship M 、Cruising speed V cw .

[0051] Preferably, the specification parameters of other ships encountered by the hydrogen-powered ship during the berthing and stationing process, that is, the specification parameters of other ships include: ship type parameters of other ships, including tonnage M of other ships s0 、The captain of his ship L s0、The width of his ship is W s0 ; Power parameters of other ships, including propulsion power P of main engine of other ships M0 , the cruising speed of other ships V cw0 .

[0052] Preferably, the conversion factors used to calculate the load factor of hydrogen-powered ships during berthing and stationing include: wind pressure unevenness reduction factor Wind pressure height change correction factor Wind pressure unevenness reduction factor The value of is related to the maximum outline size of the hydrogen-powered ship above the water surface, as shown in Table 1.

[0053] Table 1 Wind pressure unevenness reduction factor for hydrogen-powered ships

[0054]

[0055] Wind pressure height change correction factor It is related to the height of the hydrogen-powered ship above the water surface, as shown in Table 2:

[0056] Table 2 Wind pressure height change correction coefficients for hydrogen-powered ships

[0057]

[0058] The captain of the hydrogen-powered ship L s , own ship’s width W s , The ship type is deep H s , Draft of the ship H sw , looking at Table 1 and Table 2, we can get the wind pressure unevenness reduction coefficient and wind pressure height change correction factor

[0059] Preferably, the load factor of the hydrogen-powered ship during berthing and stationing includes: wind flow load factor ζ 1 , water flow load factor ζ 2 .

[0060] Among them, the wind flow load factor ζ 1 Reduction factor for uneven wind pressure Wind pressure height change correction factor Hydrogen storage capacity of the ship M h2 、The ship's fully loaded windward area A wab The specific representation is shown in the following formula:

[0061]

[0062] In the above formula, is the wind pressure unevenness reduction factor for hydrogen-powered ships; A is the correction coefficient of wind pressure height change of hydrogen-powered ships; wab is the fully loaded windward area of ​​the ship (m 2 );M h2 is the hydrogen storage capacity of the ship (kg).

[0063] The wind pressure unevenness reduction coefficient is obtained The obtained wind pressure height change correction factor And the known hydrogen reserve M of the ship h2 , the known full-load windward area of ​​the ship is A wab , the wind flow load coefficient ζ of hydrogen-powered ships can be obtained 1 .

[0064] In addition, the water flow load factor ζ 2 The Reynolds coefficient Re of the water flow on the ship, the water viscosity characteristic coefficient b, and the hydrogen storage capacity M of the ship h2 、The ship's fully loaded windward area A wab The specific characteristics are as follows:

[0065] ζ 2 =500(0.038Re -0.0145 +0.886b+3.8×10 -6 M h2 )(1.7H sw L s +C b W s L s )

[0066] In the above formula, Re is the Reynolds coefficient of the water flow on the ship; b is the water viscosity characteristic coefficient 2; M h2 is the hydrogen storage capacity of the ship (kg); H sw is the ship's draft (m); L s is the ship's captain (m); W s is the ship's width (m).

[0067] The average flow rate of the river in the inland port area The ship's waterline length L wl , kinematic viscosity coefficient γ w , Reynolds coefficient of water flow on ships Water viscosity characteristic coefficient b, hydrogen storage capacity of the ship M h2 , Draft of the ship H sw 、Captain L s , Square coefficient C b , and the ship's breadth W s , the water flow load coefficient ζ of hydrogen-powered ships can be obtained 2 .

[0068] Step S202, based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameter, determine the typical safety accident probability of the hydrogen-powered ship during the hydrogen refueling process after being stationed.

[0069] In this embodiment, the leakage probability of the hydrogen-powered ship is obtained, and then the typical safety accident probability of the hydrogen-powered ship during the hydrogen refueling process after berthing is determined according to the leakage probability of the hydrogen-powered ship and the safety zone boundary parameters of the berthing and stationing process, thereby enhancing the understanding of relevant practitioners on the protection against leakage and ignition accidents during the hydrogen refueling process of the hydrogen-powered ship after stationing, and to a certain extent reducing the waste of hydrogen raw materials and protective materials caused by conservative and blind hydrogen refueling protection measures.

[0070] In an optional embodiment, the probability of a typical safety accident of a hydrogen-powered ship during hydrogen refueling after being stationed on board is determined. It can be based on the damage to the hydrogen storage container and the rupture of the fuel cell stack plate when the hull side is hit and the collision is severely damaged, which may cause hydrogen leakage, and the probability of forming an ignition accident when encountering an ignition source is calculated. That is, in the calculation of the probability of leakage of a hydrogen-powered ship, it can be calculated based on the probability of collision of a hydrogen-powered ship, the hydrogen loading situation, the key collision position, and the degree of damage. The probability of ignition of an ignition accident caused by hydrogen leakage in a hydrogen-powered ship when encountering an ignition source can be calculated based on the leakage probability of the hydrogen-powered ship, the hydrogen reserves of the hydrogen-powered ship (the hydrogen reserves of the ship), and the tonnage of the hydrogen-powered ship (ship tonnage, or the tonnage of the ship).

[0071] Step S203, conducting a safety assessment on the berthing and onboard hydrogen refueling of hydrogen-powered ships through the mobile safety zone, safety margin zone and typical safety accident probability.

[0072] In this embodiment, when the moving safety zone of the hydrogen-powered ship during the berthing process and the safety margin zone during the stationary process, as well as the typical safety accident probability corresponding to the correlation result between the leakage probability and the safety zone boundary parameters, a safety assessment is performed on the berthing and stationary hydrogen refueling of the hydrogen-powered ship, thereby providing reliable data support for the safety of the berthing and stationary of the hydrogen-powered ship, as well as the stationary hydrogen refueling process.

[0073] The safety assessment method for ship berthing and on-board hydrogen refueling provided in this embodiment determines the mobile safety zone of hydrogen-powered ships during the berthing process and the safety margin zone during the stationing process based on the wind, wave and current parameters in the inland port scenario and the safety zone boundary parameters of the berthing and stationing processes, which is helpful for formulating and optimizing safety restrictions and assessment plans for hydrogen-related terminals that meet the actual needs of inland port areas; based on the leakage probability of hydrogen-powered ships and the correlation results between the leakage probability and the safety zone boundary parameters, the typical safety accident probability of hydrogen-powered ships during the hydrogen refueling process after stationing is determined, which enhances the understanding of relevant practitioners on the protection against leakage and ignition accidents during the hydrogen refueling process of hydrogen-powered ships after stationing, and to a certain extent reduces the waste of hydrogen raw materials and protective materials caused by conservative and blind hydrogen refueling protection measures.

[0074] In this embodiment, a safety assessment method for ship berthing and onboard hydrogen refueling is provided, which can be used for the above-mentioned mobile terminals, such as smart phones, tablet computers, etc. Figure 4 : is a flow chart of a safety assessment method for ship berthing and on-board hydrogen refueling according to an embodiment of the present invention. Figure 4 As shown, the process includes the following steps:

[0075] Step S401, based on the wind, wave and current parameters in the inland port scenario, and the safety zone boundary parameters of the berthing and stationary processes, determine the moving safety zone of the hydrogen-powered ship during the berthing process and the safety margin zone during the stationary process.

[0076] Specifically, the above step S401 includes:

[0077] Step S4011, based on the wind wave and current parameters and the safety area boundary parameters, determine the safety distance in the sailing direction and perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship.

[0078] Assuming that the hydrogen-powered ship is the rear ship and the other ship is the front ship, during the berthing process of the hydrogen-powered ship, the distance between the hydrogen-powered ship (hydrogen ship) driver who finds the other ship and decides to perform the stationary operation and the first ship in the sailing direction when the stationary operation is just started is X a The hydrogen ship driver starts the ship parking operation until the end of the ship parking operation and the distance between the second ship and the other ship in the sailing direction is X b The distance between the hydrogen ship driver’s decision to conduct the stationary operation and the end of the stationary operation is X. c The distance between the hydrogen ship and other ships before the ship stationing operation is X s The safe distance between the hydrogen ship and other ships in the sailing direction during berthing is X t Specific examples: Figure 5 shown.

[0079] In some optional implementations, when determining the safe distance in the navigation direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters, the above step S4011 includes:

[0080] Step a1, based on the operation feedback time and the specification parameters of the hydrogen-powered ship, calculate the first ship distance between the hydrogen-powered ship and the other ship in the sailing direction from the moment when the hydrogen-powered ship finds that the other ship is performing the stationary operation to when the stationary operation is started.

[0081] Specifically, for a hydrogen-powered ship, the distance X between the hydrogen-powered ship and the first ship in the sailing direction of the other ship from the moment the hydrogen-powered ship discovers that the other ship is performing the stationary operation to the moment the stationary operation is started is a With the cruise speed V cw , Operation feedback time t R Regarding the operation feedback time t R The reaction time t of the hydrogen-powered ship operator R0 、Tonnage of the ship M s 、Hydrogen storage capacity of the ship M h2 The specific relationship is as follows:

[0082]

[0083] In the above formula, t R0 is the reaction time of the ship operator (s); M s is the tonnage of the ship (kg); M h2 is the hydrogen storage capacity of the ship (kg).

[0084] Hydrogen ship operator reaction time t R0 It can be specified according to the actual situation, based on the tonnage of the ship M s 、Hydrogen storage capacity of the ship M h2 , the operation feedback time t can be obtained R According to the cruise speed V cw , we can get X a =V cw t R .

[0085] Step a2, calculating a second ship distance between the hydrogen-powered ship and another ship in the sailing direction from the start of the stationing operation to the end of the stationing operation according to the specification parameters, load factor, and wind, wave and current parameters of the hydrogen-powered ship.

[0086] Specifically, the distance X between the hydrogen-powered ship and the second ship in the sailing direction of the other ship from the start of the stationary operation to the end of the stationary operation b With the ship's tonnage M s 、Cruising speed V cw 、The ship's main engine propulsion power P M 、Wind flow load factor ζ 1, water flow load factor ζ 2 , annual average wind speed Average annual flow rate The specific relationship is as follows:

[0087]

[0088] In the above formula, M s is the tonnage of the ship (kg); P M is the propulsion power of the main engine of the ship (W); 1 is the wind flow load coefficient; 2 is the water flow load coefficient; is the wind speed (m / s); is the flow velocity (m / s); V cw is the cruising speed of the ship (m / s).

[0089] By the tonnage of this ship M s 、Cruising speed V cw 、The ship's main engine propulsion power P M 、Wind flow load factor ζ 1 , water flow load factor ζ 2 , annual average wind speed Average annual flow rate X b .

[0090] Step a3, calculating the distance traveled by the other ship during the process from when the hydrogen-powered ship performs the stationing operation to when the stationing operation ends, based on the specification parameters, load factor, and wind, wave and current parameters of the other ship.

[0091] Specifically, the distance X between the hydrogen-powered ship and the other ship during the period from the stationing operation to the end of the stationing operation c With his ship tonnage M s0 、Cruising speed of other ships V cw0 、Other ship's main engine propulsion power P M0 、Wind flow load factor ζ 1 , water flow load factor ζ 2 , annual average wind speed Average annual flow rate The specific relationship is as follows:

[0092]

[0093] In the above formula, M s0 is the tonnage of other ship (kg); P M0 is the propulsion power of the main engine of the other ship (W); 1 is the wind flow load coefficient; 2 is the water flow load coefficient; is the wind speed (m / s); is the flow velocity (m / s); V cw0 is the cruising speed of the other ship (m / s).

[0094] Because the ratio of ship tonnage to main engine power is c The impact is relatively large. For several typical types of other ships that a given hydrogen-powered ship encounters during berthing, the tonnage of the other ship M is selected. s0 With other ship main engine power P M0 The ship with the largest ratio is taken as the characteristic research object, and the cruising speed of the characteristic research object is V cw0 , and the wind flow load coefficient ζ 1 , water flow load factor ζ 2 , annual average wind speed Average annual flow rate Available X c .

[0095] Step a4, calculating the ship spacing between the hydrogen-powered ship and the other ship before deciding to perform the stationary operation during the berthing process according to the specification parameters of the hydrogen-powered ship and the specification parameters of the other ship.

[0096] Specifically, the distance between the hydrogen-powered ship and other ships before deciding to carry out the stationary operation during the berthing process is X s With Captain L s , the captain of the other ship L s0 、Cruising speed V cw The specific relationship is as follows:

[0097]

[0098] In the above formula, V cw is the cruising speed of the ship (m / s); C s1 is the ship spacing correction factor between the ship and other ships. This value and the hydrogen storage M of the ship h2 (kg) is related to Figure 6 As shown; L s L is the length of the ship (m); s0 The length of the other ship (m) that is the reference feature of the other ship being studied.

[0099] The hydrogen storage capacity of the ship M h2 , we can get the ship spacing correction factor C between our ship and other ships s1 . By Captain L s , the captain of the other ship L s0 、Cruising speed V cw , we can get X s .

[0100] Step a5, determining the safe distance in the sailing direction of the hydrogen-powered ship during the berthing process according to the first ship distance and the second ship distance between the two ships in the sailing direction, the sailing distance of the other ship, and the sailing distance between the hydrogen-powered ship and the other ship before deciding to perform the stationary operation during the berthing process.

[0101] Specifically, from the above steps, it can be obtained that the safe distance between the hydrogen-powered ship and other ships in the sailing direction during the berthing process is X t =X s +X c -X a -X b .

[0102] During the berthing process of a hydrogen-powered ship, an emergency may occur in the sailing direction, and the hydrogen-powered ship needs to change direction to avoid danger. The hydrogen-powered ship driver starts the rudder turning operation until the rudder turning operation is completed. The distance between the hydrogen-powered ship and the third ship in the perpendicular sailing direction is Y. b The distance between the hydrogen ship and other ships before the decision to turn the rudder during the berthing process is Y s The safe distance between the hydrogen ship and other ships in the perpendicular direction of navigation during berthing is Y t .

[0103] In some optional implementations, when determining the safe distance perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters, the above step S4011 includes:

[0104] Step b1, calculating the distance between the hydrogen-powered ship and another ship in the vertical sailing direction from the start of the rudder turning operation to the end of the rudder turning operation according to the rudder turning power interference coefficient, wind wave and current parameters, and the specification parameters of the hydrogen-powered ship.

[0105] Specifically, the distance Y between the hydrogen-powered ship and other ships before the ship decides to turn the rudder during the berthing process. b With the ship's tonnage M s 、Cruising speed V cw 、The ship's main engine propulsion power P M 、Wind flow load factor ζ 1 、Rudder dynamic disturbance coefficient ζ 3 , annual average wind speed The specific relationship is as follows:

[0106]

[0107] In the above formula, M s is the tonnage of the ship (kg); P M is the propulsion power of the main engine of the ship (W); 1 is the wind flow load coefficient; 3 is the steering dynamic disturbance coefficient; is wind speed (m / s); V cw is the cruising speed of the ship (m / s).

[0108] Steering dynamic disturbance coefficient ζ 3 With the cruise speed V cw 、Other ship's cruising speed V cw0 、Tonnage of the ship M s 、Hydrogen storage capacity of the ship M h2 The specific relationship is as follows:

[0109]

[0110] In the above formula, V cw is the cruising speed of the ship (m / s); V cw0 M is the cruising speed of other ships (m / s); s is the tonnage of the ship (kg); M h2 is the hydrogen storage capacity of the ship (kg).

[0111] From the cruise speed V cw , the reference characteristics of the other ship object cruising speed V cw0 、Tonnage of the ship M s 、Hydrogen storage capacity of the ship M h2 , can get ζ 3 The propulsion power P of the ship's main engine M 、Wind flow load factor ζ 1 , wind speed Available Y b .

[0112] Step b2, based on the specification parameters of the hydrogen-powered ship and the specification parameters of the other ship, calculate the ship spacing between the hydrogen-powered ship and the other ship before deciding to perform a rudder turning operation during the berthing process.

[0113] Specifically, the distance Y between the hydrogen-powered ship and other ships before the ship decides to turn the rudder during the berthing process. s With the ship's width W s , Reference characteristics Study other ship object other ship width W s0 、Cruising speed V cw The specific relationship is as follows:

[0114]

[0115] In the above formula, V cw is the cruising speed of the ship (m / s); C s2 is the correction coefficient of the turning distance between the ship and other ships. This value and the hydrogen storage M of the ship h2 related to, such as Figure 7 As shown; Ws W is the ship's width (m); s0 The width of the other ship object (m) for the reference feature study.

[0116] The hydrogen storage capacity of the ship M h2 , the correction coefficient C of the turning distance between the hydrogen-powered ship and other ships can be obtained s2 ; Based on the ship's width W s 、The width of the other ship W s0 、Cruising speed V cw , we can get Y s .

[0117] Step b3, calculating the safe distance between the hydrogen-powered ship and the other ship perpendicular to the sailing direction during the berthing process according to the first ship distance between the two ships in the perpendicular sailing direction and the ship distance between the hydrogen-powered ship and the other ship before deciding to perform the rudder turning operation during the berthing process.

[0118] Specifically, from the above steps, it can be obtained that the safe distance between the hydrogen-powered ship and other ships in the perpendicular direction to the sailing direction during the berthing process is Y t =Y s +Y b .

[0119] Step S4012, using the safety distance in the sailing direction and perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship, determine the moving safety zone of the hydrogen-powered ship during the berthing process.

[0120] In this embodiment, when evaluating the safe distance in the sailing direction and perpendicular to the sailing direction during the berthing process of a hydrogen-powered ship, a ship spacing correction coefficient and a rudder ship spacing correction coefficient that consider the influence of hydrogen reserves are introduced. At the same time, wind, wave and current parameters, ship specification parameters, and ship load parameters are associated to obtain the mobile safety zone of the hydrogen-powered ship during the berthing process.

[0121] Step S4013, using the route negotiation angle and the safety zone boundary parameters, determine the safety margin area of ​​the hydrogen-powered ship during the stationing process.

[0122] Specifically, the safety margin area of ​​the hydrogen-powered ship during the stationing process is calculated according to the route negotiation angle, the specification parameters of the hydrogen-powered ship, and the specification parameters of other ships.

[0123] In an optional implementation, the safety margin area F during the ship stationing process a With the captain of this ship (hydrogen powered ship) L s , the captain of another ship who has encountered another ship s0 , own ship’s width W s 、The width of the other ship when encountering another ship W s0 、Own ship cruising speed V cw、Other ship's cruising speed V cw0 、Hydrogen storage capacity of the ship M h2 、Route negotiation angle θ of hydrogen-powered ships N The specific relationship is as follows:

[0124]

[0125] In the above formula, L s L is the length of the ship (m); s0 is the captain of the other ship encountered (m); W s W is the ship's width (m); s0 V is the width of the other ship encountered (m); cw is the cruising speed of the ship (m / s); V cw0 M is the cruising speed of the other ship when encountering the other ship (m / s); h2 is the hydrogen storage capacity of the ship (kg); θ N is the route negotiation angle (°).

[0126] Among them, the route negotiation angle θ N The value of is mainly related to the tonnage of the ship, as shown in the following figure: Figure 8 As shown:

[0127] Depend on Figure 8 , we can get tonnage M s The maximum route negotiation angle θ allowed for hydrogen-powered ships N .

[0128] By Captain L s , own ship’s width W s 、Cruising speed V cw 、Hydrogen storage capacity of the ship M h2 、Route negotiation angle θ N , the captain of another ship who is the subject of the characteristic research s0 、The width of his ship is W s0 、Cruising speed of other ships V cw0 , the safety margin area F of the hydrogen-powered ship during the stationing process can be obtained a .

[0129] In this embodiment, when evaluating the safety margin area of ​​the hydrogen-powered ship during the stationing process, the maximum route negotiation angle considering the influence of the tonnage of the hydrogen-powered ship is introduced, and the ship specification parameters are associated.

[0130] Step S402, based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameter, determine the typical safety accident probability of the hydrogen-powered ship during the hydrogen refueling process after being stationed.

[0131] Specifically, the collision data, hydrogen loading data, and damage degree data of the hydrogen-powered ship are obtained; the leakage probability of the hydrogen-powered ship is calculated based on the collision data, hydrogen loading data, and damage degree data; the leakage probability and the specification parameters of the hydrogen-powered ship are input into the ignition probability calculation model to calculate the probability of typical safety accidents of the hydrogen-powered ship during the hydrogen refueling process after being stationed on board.

[0132] In an optional implementation, if the side of the ship is hit and the collision damage is serious, it may cause damage to the hydrogen storage container, rupture of the fuel cell stack plate, etc., resulting in hydrogen leakage, which will cause an ignition accident when encountering an ignition source. After a collision accident of a hydrogen-powered ship, the ignition probability is evaluated according to the following steps: Fig. 9 As shown:

[0133] The calculation of leakage probability after collision of hydrogen-powered ships during stationary process includes:

[0134] Determine whether the hydrogen-powered ship is the ship being hit. If the hydrogen-powered ship is the ship being hit, the collision judgment coefficient P L1 Taken as 0.16, if the hydrogen-powered ship is not the ship being hit, then the collision judgment coefficient P L1 The collision judgment coefficient P can be obtained by determining whether the hydrogen-powered ship is hit. L1 .

[0135] Determine the hydrogen loading situation of hydrogen-powered ships, hydrogen loading judgment coefficient P L2 It is related to the degree of hydrogen loading, and the relationship can be seen in Fig.10 , by the hydrogen-powered ship loading level (i.e. the ship's hydrogen storage M h2 The hydrogen loading judgment coefficient P can be obtained L2 .

[0136] Determine the key collision position of the hydrogen-powered ship, including whether it is a collision with a hydrogen storage container or a collision with a fuel cell; the key collision position judgment coefficient P L3 Related to the collision position of the hydrogen-powered ship. When the collision position of the hydrogen-powered ship is the hydrogen storage container, the key collision position judgment coefficient P L3 =0.06; When the collision position of a hydrogen-powered ship is the fuel cell, the key collision position judgment coefficient P L3 =0.15.

[0137] The damage degree of hydrogen-powered ships is determined by the maximum aperture A of the collision opening. C To measure, specifically refers to: the maximum aperture A of the collision opening C When ≤5mm, the damage is “light”. C ≤25mm but >5mm, the damage level is "medium", at the maximum aperture A of the collision openingC ≤100mm but >25mm, the damage level is "high", at the maximum aperture of the collision opening A C When the diameter is >100mm, the severity of the damage is "crack", and the damage degree judgment coefficient P L4 Related to the degree of damage to the hydrogen-powered ship, when the degree of damage is “light”, the damage degree judgment coefficient P L4 =0.01; when the damage degree is "medium", the damage degree judgment coefficient P L4 =0.1; when the damage degree is "high", the damage degree judgment coefficient P L4 =1; when the damage degree is "crack", the damage degree judgment coefficient P L4 = 10. The maximum aperture A of the collision opening measured in a certain collision C The damage degree judgment coefficient P can be obtained L4 .

[0138] Calculate the leakage probability P of hydrogen-powered ships L＝ P L1 P L2 P L3 P L4 , for the impact assessment, the loading level assessment, the key impact position assessment, whether the fuel cell and hydrogen storage container are included, and the maximum aperture A of the collision opening C The leakage probability P of hydrogen-powered ships can be obtained L .

[0139] Calculation of the ignition probability P of a hydrogen-powered ship F The calculation method is as follows:

[0140]

[0141] In the above formula, P F is the ignition probability; P L is the leakage probability; M h2 is the hydrogen storage capacity of the ship (kg); M s is the tonnage of the ship (kg).

[0142] Leakage probability P of hydrogen-powered ships L 、Hydrogen storage capacity of the ship M h2 、Tonnage of the ship M s , the ignition probability P of hydrogen-powered ships can be obtained F .

[0143] In this embodiment, when evaluating the probability of typical safety accidents during the hydrogen refueling process of a hydrogen-powered ship after being stationed, the impact of factors such as whether it is a hit ship, the degree of hydrogen loading, the collision situation of key locations such as hydrogen storage containers and fuel cells, and the degree of damage on the leakage accident during the hydrogen refueling process after the hydrogen-powered ship is stationed is first clarified in many forms such as specific values, semi-empirical diagrams of dependent variables changing with independent variables, and fuzzy index quantitative evaluation. Then, the leakage probability of the hydrogen-powered ship obtained is associated with the specification parameters of the hydrogen-powered ship, and finally the ignition probability of the hydrogen-powered ship during the hydrogen refueling process after being stationed is obtained.

[0144] Step S403, conducting a safety assessment on the berthing and onboard hydrogen refueling of the hydrogen-powered ship through the moving safety zone, the safety margin zone and the probability of typical safety accidents.

[0145] For details, please see Figure 2 Step S203 of the illustrated embodiment will not be described in detail here.

[0146] The safety assessment method for ship berthing and on-board hydrogen refueling provided in this embodiment combines the wind, wave and current characteristic parameters that are easy to give and obtain by extension, and the boundary parameters such as ship specification parameters and ship load parameters that can affect the safety zone of the berthing process and the on-board process of the hydrogen-powered ship, which are not difficult to obtain, to quantitatively evaluate the moving safety distance in the sailing direction and perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship. The obtained safety distance with other ships in the direction perpendicular to the sailing direction during the berthing process can meet the actual situation of passing through narrow inland waterways; on this basis, the influence of the ship tonnage is taken into account, the route negotiation angle is introduced, the ship specification parameters are associated, and the safety margin area of ​​the hydrogen-powered ship during the on-board process is quantitatively evaluated. Therefore, the provided method for evaluating the moving safety zone of the berthing process of the hydrogen-powered ship and the safety margin zone of the on-board process is helpful to formulate and optimize the safety restrictions and assessment plans for hydrogen-related terminals that meet the actual needs of inland port areas. When evaluating the probability of typical safety accidents during the hydrogen refueling process of hydrogen-powered ships after they are stationed, specific numerical values, graphs showing changes in dependent variables versus independent variables, and fuzzy indicator quantitative evaluation can concisely and intuitively reflect the impact of factors such as whether it is a hit ship, the degree of hydrogen loading, the collision situation of key locations such as hydrogen storage containers and fuel cells, and the degree of damage on leakage accidents during the hydrogen refueling process of hydrogen-powered ships after they are stationed; in addition, a quantitative assessment is also made of the relationship between ignition accidents during the hydrogen refueling process of hydrogen-powered ships after they are stationed and leakage accidents of hydrogen-powered ships, as well as the specification parameters of hydrogen-powered ships. The above measures can beneficially enhance the relevant practitioners' understanding of the protection against leakage and ignition accidents during the hydrogen refueling process of hydrogen-powered ships after they are stationed, and to a certain extent reduce the waste of hydrogen raw materials and protective materials caused by conservative and blind hydrogen refueling protection measures.

[0147] As one or more specific application embodiments of the embodiments of the present invention, Fig.11As shown, including:

[0148] The first step is to evaluate the moving safety zone during the berthing process and the safety margin zone during the stationary process of the hydrogen-powered ship.

[0149] (1) Given the characteristic parameters and secondary characteristic parameters of wind-wave current in the inland port scenario:

[0150] 1. Given the characteristic parameters of wind, wave and current in the inland port area, including the annual average wind speed Average annual flow rate Average annual temperature of inland rivers Annual average wave angle

[0151] 2. The secondary characteristic parameters of the wind-wave current in the inland port area are obtained from the given characteristic parameters of the wind-wave current in the inland port area, including the water viscosity characteristic coefficient γ and the water viscosity characteristic coefficient b. Among them, the value of the water viscosity characteristic coefficient γ is related to the water temperature, as shown in the following relationship: Figure 1 shown.

[0152] refer to Figure 3 , by the annual average temperature The value of the characteristic coefficient of water viscosity, γ, is about 1.06×10 -4 m 2 / s.

[0153] The value of water viscosity characteristic coefficient b and square coefficient C b , annual average wave angle related, and the square coefficient C b It is related to the type of ship. When the ship is a hydrogen-powered ship, the block coefficient C b The value is 0.625. When the hydrogen-powered ship is at the annual average wave angle When sailing in an inland port area, the value of the water viscosity characteristic coefficient b is taken as 0.003.

[0154] (2) Given the boundary parameters of the moving safety zone and the stationary safety margin zone during the berthing process of a hydrogen-powered ship:

[0155] 1. Given the main specifications of a hydrogen-powered ship, including: ship type parameters of a hydrogen-powered ship, including the ship's tonnage M s =750t, length of the ship L s =50m, the ship's waterline length L wl =43.5m, the width of the ship is W s =10.4m, the depth of this ship is H s =3.2m, the ship's draft H sw =1.8m, the ship's fully loaded windward area is A wab =105m 2; Hydrogen storage parameters, including the ship's hydrogen storage M h2 =0.24t; Power parameters, including the ship's main engine propulsion power P M =1000kW, cruise speed of own ship V cw =20km / h.

[0156] 2. The main specifications of typical other ships that a given hydrogen-powered ship encounters during berthing, including ship type parameters: Tonnage of other ship M s0 、The captain of his ship L s0 、The width of his ship is W s0 ; Power parameters, including the propulsion power P of the main engine of the other ship M0 、Cruising speed of other ships V cw0 The corresponding specifications of ships of different typical tonnages are shown in Table 3:

[0157] Table 3 Specifications of other ships encountered

[0158]

[0159] 3. Obtain the conversion factors used to calculate the load factor of hydrogen-powered ships during berthing, including: wind pressure unevenness reduction factor Wind pressure height change correction factor Wind pressure unevenness reduction factor The value of is related to the maximum outline size of the ship above the water surface, as shown in Table 1. The correction coefficient of wind pressure height change It is related to the height of the ship above the water surface, as shown in Table 2. Since the length of a hydrogen-powered ship is L s =50m, the width of the ship is W s =10.4m, the depth of this ship is H s =3.2m, the ship's draft H sw =1.8m, looking at Table 1 and Table 2, we can get the wind pressure unevenness reduction coefficient The value is 1, the wind pressure height change correction coefficient The value of is 1.

[0160] 4. Obtain the load factor of the hydrogen-powered ship during the berthing process, including: wind flow load factor ζ 1 , water flow load factor ζ 2 .

[0161] Among them, the wind flow load factor ζ 1 The value of and wind pressure unevenness reduction factor Wind pressure height change correction factor Hydrogen storage capacity of the ship M h2 、The ship's fully loaded windward area A wab The specific representation is shown in the following formula:

[0162]

[0163] In the above formula, is the uneven reduction coefficient of wind pressure for hydrogen-powered ships; is the correction coefficient for the change of wind pressure height for hydrogen-powered ships; A wab is the windward area of the ship when fully loaded (m 2 ); M h2 is the hydrogen storage of the ship (kg).

[0164] From the uneven reduction coefficient of wind pressure the correction coefficient for the change of wind pressure height the hydrogen storage M of this ship h2 = 0.24t = 240kg, the windward area A of the ship when fully loaded wab = 105m 2 , then the wind and current load coefficient ζ of the hydrogen-powered ship 1 ≈ 0.0474.

[0165] In addition, the value of the water current load coefficient ζ 2 is related to the Reynolds coefficient Re of the water current acting on the ship, the water viscosity characteristic coefficient b, the hydrogen storage M of this ship h2 , the windward area A of the ship when fully loaded wab , and its specific representation is as follows:

[0166] ζ 2 = 500(0.038Re -0.0145 + 0.886b + 3.8×10 -6 M h2 )(1.7H sw L s + C b W s L s )

[0167] In the above formula, Re is the Reynolds coefficient of the water current acting on the ship; b is the water viscosity characteristic coefficient; M h2 is the hydrogen storage of the ship (kg); H sw is the draft of the ship (m); L s is the length of the ship (m); W s is the width of the ship (m).

[0168] The average flow velocity of the river in the inland river port area The waterline length L of the hydrogen-powered ship wl = 43.5m, the kinematic viscosity coefficient γ w = 1.076×10 -6 m 2 / s, the Reynolds coefficient of the water current acting on the ship Water viscosity characteristic coefficient b = 0.003, hydrogen storage capacity of the ship M h2 =0.24t=240kg, the draft of hydrogen-powered ships H sw =1.8m, length of hydrogen-powered ship L s =50m, square coefficient C b =0.625, the width of the hydrogen-powered ship W s =10.4m, then the current load factor ζ of the hydrogen-powered ship 2 ≈1.506×10 3 .

[0169] (3) Assessing the safe distance of hydrogen-powered ships in the direction of navigation during berthing:

[0170] Assuming that the hydrogen-powered ship is the rear ship and the other ship is the front ship, during the berthing process of the hydrogen-powered ship, the distance between the hydrogen-powered ship (hydrogen ship) driver who finds the other ship and decides to perform the stationary operation and the first ship in the sailing direction when the stationary operation is just started is X a The hydrogen ship driver starts the ship parking operation until the end of the ship parking operation and the distance between the second ship and the other ship in the sailing direction is X b The distance between the hydrogen ship driver’s decision to conduct the stationary operation and the end of the stationary operation is X. c The distance between the hydrogen ship and other ships before the ship stationing operation is X s The safe distance between the hydrogen ship and other ships in the sailing direction during berthing is X t Specific examples: Figure 5 shown.

[0171] 1. For hydrogen powered ships, X a With the cruise speed V cw , Operation feedback time t R Regarding the operation feedback time t R The reaction time t of the hydrogen-powered ship operator R0 、Tonnage of the ship M s 、Hydrogen storage capacity of the ship M h2 The specific relationship is as follows:

[0172]

[0173] In the above formula, t R0 is the reaction time of the ship operator (s); M s is the tonnage of the ship (kg); M h2 is the hydrogen storage capacity of the ship (kg).

[0174] Hydrogen ship operator reaction time t R0 Set to 2s, the ship's tonnage is M s=750t, hydrogen storage capacity of the ship M h2 =0.24t, then the operation feedback time t R ≈4.7s. Due to the cruising speed V cw =20km / h, then X a =V cw t R ≈26.1m.

[0175] 2. X b With the ship's tonnage M s 、Cruising speed V cw 、The ship's main engine propulsion power P M 、Wind flow load factor ζ 1 , water flow load factor ζ 2 , annual average wind speed Average annual flow rate The specific relationship is as follows:

[0176]

[0177] In the above formula, M s is the tonnage of the ship (kg); P M is the main engine propulsion power (W); 1 is the wind flow load coefficient; 2 is the water flow load coefficient; is the wind speed (m / s); is the flow velocity (m / s); V cw is the ship's cruising speed (m / s).

[0178] Tonnage of hydrogen powered ship M s =750t, cruising speed of own ship V cw =20km / h, main engine propulsion power P M =1000kW, wind load factor ζ 1 =0.0474, water flow load coefficient ζ 2 =1.506×10 3 , annual average wind speed Average annual flow rate Then X b ≈64.3m.

[0179] 3. X c With his ship tonnage M s0 、Cruising speed of other ships V cw0 、Other ship's main engine propulsion power P M0 、Wind flow load factor ζ 1 , water flow load factor ζ 2 , annual average wind speed Average annual flow rate The specific relationship is as follows:

[0180]

[0181] In the above formula, M s0 is the tonnage of other ship (kg); P M0 is the propulsion power of the main engine of the other ship (W); 1 is the wind flow load coefficient; 2 is the water flow load factor; is the wind speed (m / s); is the flow velocity (m / s); V cw0 is the cruising speed of the other ship (m / s).

[0182] Because the ratio of ship tonnage to main engine power is c The influence is relatively large. For the four typical types of other ships that a given hydrogen-powered ship encounters during berthing, the ratio of ship tonnage to main engine power is the largest, that is, ship tonnage M s0 =8000t, main engine propulsion power P M0 =3080kW ship as the characteristic research object, the cruising speed of other ships of this type is V cw0 =18.5km / h, wind flow load factor ζ 1 =0.0474, water flow load coefficient ζ 2 =1.506×10 3 , annual average wind speed Average annual flow rate Then X c ≈176.2m.

[0183] 4. X s Captain L of the hydrogen-powered ship s , the captain of the other ship L s0 、Cruising speed V cw The specific relationship is as follows:

[0184]

[0185] In the above formula, V cw is the cruising speed of the ship (m / s); C s1 is the ship spacing correction factor between the ship and other ships. This value and the hydrogen storage M of the hydrogen-powered ship h2 (kg) is related to Figure 6 As shown; L s The length of the ship (m); L s0 The length of the other ship (m) that is the reference feature of the other ship being studied.

[0186] Hydrogen storage capacity of hydrogen-powered ships Mh2 =0.24t, then the correction factor C for the distance between the hydrogen-powered ship and other ships s1 =0.69; length of hydrogen-powered ship L s =50m, the length of the other ship L of the referenced characteristic research object s0 =127m, own ship's cruising speed V cw =20km / h, then X s ≈34.1m.

[0187] 5. From the above steps, the estimated safe distance between the hydrogen ship and other ships in the sailing direction during berthing is X t =X s +X c -X a -X b ≈120.1m.

[0188] (4) Assess the safe distance perpendicular to the navigation direction during berthing of hydrogen-powered ships:

[0189] During the berthing process of a hydrogen-powered ship, an emergency may occur in the sailing direction, and the hydrogen-powered ship needs to change direction to avoid danger. The hydrogen-powered ship driver starts the rudder turning operation until the rudder turning operation is completed. The distance between the hydrogen-powered ship and the third ship in the perpendicular sailing direction is Y. b The distance between the hydrogen ship and other ships before the decision to turn the rudder during the berthing process is Y s The safe distance between the hydrogen ship and other ships in the perpendicular direction of navigation during berthing is Y t .

[0190] 1. Y b With the ship's tonnage M s 、Cruising speed V cw 、The ship's main engine propulsion power P M 、Wind flow load factor ζ 1 、Rudder dynamic disturbance coefficient ζ 3 , annual average wind speed The specific relationship is as follows:

[0191]

[0192] In the above formula, M s is the tonnage of the ship (kg); P M is the propulsion power of the main engine of the ship (W); 1 is the wind flow load coefficient; 3 is the steering dynamic disturbance coefficient; is wind speed (m / s); V cw is the cruising speed of the ship (m / s).

[0193] Steering dynamic disturbance coefficient ζ3 With the cruise speed V cw 、Other ship's cruising speed V cw0 、Tonnage of the ship M s 、Hydrogen storage capacity of the ship M h2 The specific relationship is as follows:

[0194]

[0195] In the above formula, V cw is the cruising speed of the ship (m / s); V cw0 M is the cruising speed of other ships (m / s); s is the tonnage of the ship (kg); M h2 is the hydrogen storage capacity of the ship (kg).

[0196] Cruising speed V cw = 20km / h, the cruising speed of the other ship V cw0 =18.5km / h, hydrogen powered ship tonnage M s =750t, hydrogen storage capacity of the ship M h2 =0.24t, then ζ 3 ≈0.272; due to the ship's main engine propulsion power P M =1000kW, wind load factor ζ 1 =0.0474, wind speed Then Y b ≈8.7m.

[0197] 2. Y s The width of the hydrogen-powered ship W s , Reference characteristics Study other ship object other ship width W s0 、Cruising speed V cw The specific relationship is as follows:

[0198]

[0199] In the above formula, V cw is the cruising speed of the ship (m / s); C s2 is the correction factor for the turning distance between the hydrogen-powered ship and other ships. This value and the hydrogen storage M of the hydrogen-powered ship are h2 related to, such as Figure 7 As shown; W s W is the width of the hydrogen-powered ship (m); s0 The width of the other ship object (m) for the reference feature study.

[0200] Since the hydrogen storage capacity of a hydrogen-powered ship is M h2=0.24t, then the correction factor C for the turning distance between the hydrogen-powered ship and other ships is s2 =0.79; and the ship width of the hydrogen-powered ship is W s =10.4m, the reference ship width W s0 =19.5m, own ship's cruising speed V cw =20km / h, then Y s ≈6.4m.

[0201] 3. The estimated safe distance between the hydrogen ship and other ships in the perpendicular direction of navigation during berthing is Y t =Y s +Y b ≈15.1m. If 15.1m<20m, the estimated safety distance perpendicular to the navigation direction can meet the actual situation of navigating narrow inland waterways.

[0202] (5) Evaluate the safety margin area of ​​the hydrogen-powered ship during stationing:

[0203] Determine the safety margin area F during the ship stationing process a , which is equal to the length of the hydrogen-powered ship L s , the captain of another ship who has encountered another ship s0 、Breadth of hydrogen-powered ship W s 、The width of the other ship when encountering another ship W s0 、Cruising speed V of hydrogen-powered ships cw 、Other ship cruising speed V when encountering other ship cw0 、 Hydrogen storage capacity of hydrogen-powered ships M h2 、Route negotiation angle θ of hydrogen-powered ships N The specific relationship is as follows:

[0204]

[0205] In the above formula, L s L is the length of the ship (m); s0 The captain of the other ship that has encountered the other ship (m); W s W is the ship's width (m); s0 V is the width of the other ship encountered (m); cw is the cruising speed of the ship (m / s); V cw0 M is the cruising speed of the other ship when encountering the other ship (m / s); h2 is the hydrogen storage capacity of the hydrogen-powered ship (kg); θ N is the route negotiation angle (°).

[0206] Among them, the route negotiation angle θ N The value of is mainly related to the ship tonnage (the tonnage of the ship), and the relationship is as follows: Figure 8 As shown:

[0207] Depend on Figure 8 It can be seen that when the tonnage of the hydrogen-powered ship is M s =750t, the maximum route negotiation angle θ N Take it as 33.6°.

[0208] Since the captain of the hydrogen-powered ship L s =50m, the width of the ship is W s =10.4m, own ship's cruising speed V cw =20km / h, hydrogen storage capacity of the ship M h2 =0.24t, then the route negotiation angle θ N =33.6°; and because of the characteristic research of the other ship's captain L s0 =127m, the width of the other ship is W s0 =19.5m, cruising speed of other ship V cw0 =18.5km / h, the safety margin area F of the hydrogen-powered ship during the stationing process can be obtained a ≈37.5m.

[0209] The second step is to evaluate the probability of typical safety accidents during the hydrogen refueling process of hydrogen-powered ships after they are stationed on board.

[0210] If the side of the ship is hit and the damage is serious, it may cause damage to the hydrogen storage container, rupture of the fuel cell stack plate, etc., resulting in hydrogen leakage, which may cause ignition accidents when encountering an ignition source. After a collision, the assessment of a hydrogen-powered ship is carried out in the following steps: Fig. 9 As shown:

[0211] (1) Evaluate the leakage probability of a hydrogen-powered ship after a collision during the stationing process:

[0212] 1. Determine whether the hydrogen-powered ship is the ship that was hit. If the hydrogen-powered ship is the ship that was hit, then P L1 The value of is taken as 0.16. If the hydrogen-powered ship is not the one that is hit, then P L1 The value of is taken as 0.04. When the hydrogen-powered ship is the ship being struck, then P L1 The value of is taken as 0.16.

[0213] 2. Determine the hydrogen loading situation of hydrogen-powered ships, P L2 The value of is related to the degree of hydrogen loading, and the relationship can be seen in Fig.10 When the hydrogen-powered ship is fully loaded (i.e. the hydrogen storage of the ship is M h2 =0.24t), P L2 The value of is approximately 0.205.

[0214] 3. Determine the key collision position of hydrogen-powered ships, including whether it is a collision with a hydrogen storage container or a collision with a fuel cell; L3 The value of is related to the collision position of the hydrogen-powered ship. When the collision position of the hydrogen-powered ship includes both the hydrogen storage container and the fuel cell, P L3 =0.06+0.15=0.21.

[0215] 4. Determine the damage degree of hydrogen-powered ships. The damage degree is measured by the maximum aperture A of the collision opening. C To measure, specifically refers to: the maximum aperture A of the collision opening C When ≤5mm, the damage is “light”. C ≤25mm but >5mm, the damage level is "medium", at the maximum aperture A of the collision opening C ≤100mm but >25mm, the damage level is "high", at the maximum aperture of the collision opening A C When the diameter is >100mm, the severity of the damage is “crack”, P L4 The value of is related to the degree of damage to the hydrogen-powered ship. When the degree of damage is “light”, P L4 =0.01; when the degree of damage is "medium", P L4 =0.1; when the damage level is "high", P L4 =1; when the damage degree is "crack", P L4 = 10. In a certain collision, the maximum aperture A of the collision opening was measured. C =16mm, then P L4 =0.1.

[0216] 5. Calculate the leakage probability P of hydrogen-powered ships L＝ P L1 P L2 P L3 P L4 As a hydrogen-powered ship that is hit, fully loaded, and whose impact position includes both the fuel cell and the hydrogen storage container, and whose maximum collision opening diameter is 16 mm, P L ≈9.54×10 -4 The Sandia Laboratory HyRAM tool was used to calculate the leakage probability of a hydrogen-powered ship that was hit, fully loaded, had both fuel cells and hydrogen storage containers at the impact location, and had a maximum collision opening diameter of 16 mm. The result was 9.58×10 -4 , with an error of less than 1%, it can accurately calculate the leakage probability of hydrogen-powered ships.

[0217] 6. Calculate the ignition probability P of a hydrogen-powered ship F The calculation method is as follows:

[0218]

[0219] In the above formula, P F is the ignition probability; P L is the leakage probability; M h2 is the hydrogen storage capacity of the ship (kg); M s is the ship's tonnage (kg).

[0220] From the leakage probability P L ≈6.9×10 -4 、Hydrogen storage capacity of the ship M h2 = 0.24t, hydrogen-powered ship tonnage M s =750t, the ignition probability P F ≈1.084×10 -5 The ignition probability of a hydrogen-powered ship that is hit, fully loaded, has both fuel cells and hydrogen storage containers at the impact location, and has a maximum collision opening diameter of 16 mm is calculated using the HyRAM tool of Sandia Laboratory in the United States to be 1.067×10 -5 The error is about 1%, which can accurately calculate the ignition probability of hydrogen-powered ships.

[0221] In this embodiment, a safety assessment device for ship berthing and on-board hydrogen refueling is also provided, which is used to implement the above-mentioned embodiments and preferred implementation modes, and will not be repeated hereafter. As used below, the term "module" may be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also conceivable.

[0222] This embodiment provides a safety assessment device for ship berthing and onboard hydrogen refueling, such as Fig.12 As shown, including:

[0223] The safety zone determination module 1201 is used to determine the moving safety zone of the hydrogen-powered ship during the berthing process and the safety margin zone during the stationing process based on the wind, wave and current parameters in the inland port scenario and the safety zone boundary parameters during the berthing and stationing processes.

[0224] In some optional implementations, the safety zone determination module 1201 includes:

[0225] The safety distance determination unit is used to determine the safety distance in the sailing direction and perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters.

[0226] The safety zone boundary parameters include: specification parameters of hydrogen-powered ships that characterize ship specifications, and specification parameters of other ships encountered by hydrogen-powered ships during berthing and stationary processes, as well as conversion factors used to calculate load factors of hydrogen-powered ships during berthing and stationary processes that characterize ship loads, and load factors of hydrogen-powered ships during berthing and stationary processes.

[0227] Preferably, in determining the safe distance in the navigation direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters, the safety distance determination unit is used to:

[0228] According to the operation feedback time and the specifications of the hydrogen-powered ship, the first ship distance between the hydrogen-powered ship and the other ship in the sailing direction from the moment the hydrogen-powered ship finds that the other ship is performing the stationary operation to the time when the stationary operation is started is calculated; according to the specifications, load factors, and wind, wave and current parameters of the hydrogen-powered ship, the second ship distance between the hydrogen-powered ship and the other ship in the sailing direction from the time when the stationary operation is started to the end of the stationary operation is calculated; according to the specifications, load factors, and wind, wave and current parameters of the other ship, the ship distance of the other ship during the process of the hydrogen-powered ship performing the stationary operation to the end of the stationary operation is calculated; according to the specifications of the hydrogen-powered ship and the specifications of the other ship, the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the stationary operation is calculated during the berthing process; according to the first ship distance and the second ship distance between the two ships in the sailing direction, the ship distance of the other ship, and the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the stationary operation is made during the berthing process, the safe distance in the sailing direction of the hydrogen-powered ship during the berthing process is determined.

[0229] Preferably, in determining the safe distance perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters, the safety distance determination unit is used to:

[0230] According to the steering dynamic interference coefficient, wind, wave and current parameters, and the specifications of the hydrogen-powered ship, the third ship distance between the hydrogen-powered ship and other ships in the perpendicular sailing direction from the start of the steering operation to the end of the steering operation is calculated; according to the specifications of the hydrogen-powered ship and the specifications of the other ship, the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the steering operation during the berthing process is calculated; according to the first ship distance between the two ships in the perpendicular sailing direction and the ship distance between the hydrogen-powered ship and the other ship before the decision to perform the steering operation during the berthing process, the safe distance between the hydrogen-powered ship and other ships perpendicular to the sailing direction during the berthing process is calculated.

[0231] The moving safety zone determining unit is used to determine the moving safety zone of the hydrogen-powered ship during the berthing process by using the safety distance in the sailing direction and in a direction perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship.

[0232] The safety margin area determination unit is used to determine the safety margin area of ​​the hydrogen-powered ship during the stationing process by using the route negotiation angle and the safety zone boundary parameters.

[0233] Preferably, the safety margin area of ​​the hydrogen-powered ship during the stationing process is calculated based on the route negotiation angle, the specification parameters of the hydrogen-powered ship, and the specification parameters of other ships.

[0234] The accident probability determination module 1202 is used to determine the typical safety accident probability of the hydrogen-powered ship during the hydrogen refueling process after being stationed on board based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameter.

[0235] In some optional implementations, the accident probability determination module 1202 includes:

[0236] The ship's data acquisition unit is used to acquire collision data, hydrogen loading data, and damage data of hydrogen-powered ships;

[0237] A leakage probability calculation unit, used to calculate the leakage probability of the hydrogen-powered ship based on the collision data, the hydrogen loading data, and the damage degree data;

[0238] The safety accident probability calculation unit is used to input the leakage probability and the specification parameters of the hydrogen-powered ship into the ignition probability calculation model to calculate the typical safety accident probability of the hydrogen-powered ship during the hydrogen refueling process after being stationed on board.

[0239] The safety assessment module 1203 is used to conduct safety assessment on the berthing and onboard hydrogen refueling of hydrogen-powered ships through the mobile safety zone, safety margin zone and typical safety accident probability.

[0240] The safety assessment device for ship berthing and on-board hydrogen refueling in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0241] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0242] The embodiment of the present invention also provides a computer device having the above Fig.12 The safety assessment device for ship berthing and onboard hydrogen refueling is shown.

[0243] See also Fig.13 , Fig.13 is a schematic diagram of the structure of a computer device provided by an optional embodiment of the present invention, such as Fig.13As shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Various components are connected to each other using different buses for communication, and can be installed on a common mainboard or installed in other ways as needed. The processor can process the instructions executed in the computer device, including instructions stored in or on the memory to display the graphical information of the GUI on an external input / output device (such as, a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Fig.13 A processor 10 is taken as an example.

[0244] The processor 10 may be a central processing unit, a network processor or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be a dedicated integrated circuit, a programmable logic device or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic or any combination thereof.

[0245] The memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

[0246] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created by the use of a computer device based on the presentation of a small program landing page, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely arranged relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0247] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid state drive; the memory 20 may also include a combination of the above types of memory.

[0248] The computer device further comprises a communication interface 30 for the computer device to communicate with other devices or a communication network.

[0249] The embodiment of the present invention also provides a computer-readable storage medium. The method according to the embodiment of the present invention can be implemented in hardware, firmware, or can be implemented as a computer code that can be recorded in a storage medium, or can be implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and will be stored in a local storage medium through a network download, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state hard disk, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0250] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A safety assessment method for ship berthing and onboard hydrogen refueling, It is characterized in that The method comprises: Based on the wind, wave and current parameters in the inland port scenario and the safety zone boundary parameters in the berthing and stationing process, the mobile safety zone of the hydrogen-powered ship in the berthing process and the safety margin zone in the stationing process are determined, the wind, wave and current parameters include the characteristic parameters and secondary characteristic parameters of the wind, wave and current in the inland port scenario, the characteristic parameters of the wind, wave and current in the inland port include the annual average wind speed, the annual average flow speed, the annual average temperature of the inland river and the annual average wave direction angle, the secondary characteristic parameters are obtained from the characteristic parameters of the wind, wave and current in the inland port, including the water viscosity characteristic coefficient and the water viscosity characteristic coefficient, the safety zone boundary parameters include the specification parameters of the hydrogen-powered ship characterizing the ship specifications, and the specification parameters of other ships encountered by the hydrogen-powered ship in the berthing and stationing process, and the conversion coefficient used for calculating the load factor of the hydrogen-powered ship in the berthing and stationing process characterizing the ship load, and the load factor of the hydrogen-powered ship in the berthing and stationing process; Based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameter, determine the typical safety accident probability of the hydrogen-powered ship during the hydrogen refueling process after stationing; Through the mobile safety zone, safety margin zone and typical safety accident probability, a safety assessment is conducted on the berthing and onboard hydrogen refueling of the hydrogen-powered ship; The calculation of the leakage probability of the hydrogen-powered ship includes: Determine whether the hydrogen-powered ship is the ship being struck and determine the collision determination coefficient; Determine the hydrogen loading situation of hydrogen-powered ships and determine the hydrogen loading judgment coefficient; Determine the key collision position of hydrogen-powered ships and determine the key collision position determination coefficient; Determine the damage degree of hydrogen-powered ships and determine the damage degree determination coefficient; The leakage probability of the hydrogen-powered ship is calculated based on the collision judgment coefficient, the hydrogen loading judgment coefficient, the key collision position judgment coefficient and the damage degree judgment coefficient.

2. The method according to claim 1, It is characterized in that Based on the wind, wave and current parameters of the inland port area and the boundary parameters of the safety zone during berthing and parking, the steps of determining the moving safety zone of the hydrogen-powered ship during the berthing process and the safety margin zone during the parking process include: Based on the wind, wave and current parameters and the safety area boundary parameters, determining the safety distance in the sailing direction and perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship; Determine the moving safety zone of the hydrogen-powered ship during the berthing process by using the safety distance in the sailing direction and in a direction perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship; The route negotiation angle and the safety zone boundary parameters are used to determine the safety margin area of ​​the hydrogen-powered ship during the stationing process.

3. The method according to claim 1, It is characterized in that The step of determining the safe distance in the navigation direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters comprises: According to the operation feedback time and the specification parameters of the hydrogen-powered ship, calculating the first ship distance between the hydrogen-powered ship and the other ship in the sailing direction from the moment when the hydrogen-powered ship finds that the other ship is performing the stationary operation to when the stationary operation is started; Calculating the distance between the hydrogen-powered ship and a second ship of another ship in the sailing direction from the start of the stationing operation to the end of the stationing operation according to the specification parameters, load factor, and wind, wave and current parameters of the hydrogen-powered ship; Calculating the distance traveled by the other ship during the period from when the hydrogen-powered ship performs the stationing operation to when the stationing operation ends according to the specification parameters, load factor, and wind, wave and current parameters of the other ship; According to the specification parameters of the hydrogen-powered ship and the specification parameters of the other ship, calculating the ship spacing between the hydrogen-powered ship and the other ship before deciding to perform the stationary operation during the berthing process; The safe distance of the hydrogen-powered ship in the sailing direction during the berthing process is determined according to the first ship distance and the second ship distance between the two ships in the sailing direction, the sailing distance of other ships, and the sailing distance between the hydrogen-powered ship and the other ship before deciding to perform the stationary operation during the berthing process.

4. The method according to claim 1, It is characterized in that The step of determining the safe distance perpendicular to the sailing direction during the berthing process of the hydrogen-powered ship based on the wind, wave and current parameters and the safety area boundary parameters comprises: Calculating the distance between the hydrogen-powered ship and a third ship in a perpendicular sailing direction from the start of the rudder turning operation to the end of the rudder turning operation according to the rudder turning power interference coefficient, the wind wave and current parameters, and the specification parameters of the hydrogen-powered ship; According to the specification parameters of the hydrogen-powered ship and the specification parameters of the other ship, calculating the ship spacing between the hydrogen-powered ship and the other ship before deciding to perform a rudder turning operation during the berthing process; According to a first ship spacing between the two ships in a perpendicular sailing direction and a ship spacing between the hydrogen-powered ship and the other ship before deciding to perform a rudder turning operation during the berthing process, a safe distance between the hydrogen-powered ship and the other ship perpendicular to the sailing direction during the berthing process is calculated.

5. The method according to claim 1, It is characterized in that The safety margin area of ​​the hydrogen-powered ship during the stationing process is determined by using the route negotiation angle and the safety zone boundary parameters, including: According to the route negotiation angle, the specification parameters of the hydrogen-powered ship, and the specification parameters of other ships, the safety margin area of ​​the hydrogen-powered ship during the stationing process is calculated.

6. The method according to claim 1, It is characterized in that The step of determining the probability of a typical safety accident of the hydrogen-powered ship during hydrogen refueling after stationing based on the leakage probability of the hydrogen-powered ship and the correlation result between the leakage probability and the safety zone boundary parameter comprises: Obtaining collision data, hydrogen loading data, and damage extent data of the hydrogen-powered ship; Calculating the leakage probability of the hydrogen-powered ship according to the collision data, the hydrogen loading data, and the damage degree data; The leakage probability and the specification parameters of the hydrogen-powered ship are input into an ignition probability calculation model to calculate the probability of a typical safety accident during the hydrogen refueling process of the hydrogen-powered ship after being stationed.

7. A safety assessment device for ship berthing and onboard hydrogen refueling, It is characterized in that The device comprises: A safety zone determination module, for determining the mobile safety zone of the hydrogen-powered ship in the berthing process and the safety margin zone in the parking process based on the wind-wave current parameters in the inland port scenario and the safety zone boundary parameters in the berthing and parking process, wherein the wind-wave current parameters include characteristic parameters and secondary characteristic parameters of the wind-wave current in the inland port scenario, wherein the characteristic parameters of the wind-wave current in the inland port include the annual average wind speed, the annual average flow velocity, the annual average temperature of the inland river and the annual average wave angle, wherein the secondary characteristic parameters are obtained from the characteristic parameters of the wind-wave current in the inland port, including the water viscosity characteristic coefficient and the water viscosity characteristic coefficient, wherein the safety zone boundary parameters include the specification parameters of the hydrogen-powered ship characterizing the ship specifications, and the specification parameters of other ships encountered by the hydrogen-powered ship in the berthing and parking process, and the conversion coefficient used for calculating the load coefficient of the hydrogen-powered ship in the berthing and parking process characterizing the ship load, and the load coefficient of the hydrogen-powered ship in the berthing and parking process; An accident probability determination module is used to determine the probability of a typical safety accident of a hydrogen-powered ship during hydrogen refueling after stationing, based on the leakage probability of the hydrogen-powered ship and the association result between the leakage probability and the safety zone boundary parameter; A safety assessment module, used to conduct a safety assessment on the berthing and onboard hydrogen refueling of the hydrogen-powered ship through the mobile safety zone, the safety margin zone and the probability of typical safety accidents; The calculation of the leakage probability of the hydrogen-powered ship in the accident probability determination module includes: Determine whether the hydrogen-powered ship is the ship being struck and determine the collision determination coefficient; Determine the hydrogen loading situation of hydrogen-powered ships and determine the hydrogen loading judgment coefficient; Determine the key collision position of hydrogen-powered ships and determine the key collision position determination coefficient; Determine the damage degree of hydrogen-powered ships and determine the damage degree determination coefficient; The leakage probability of the hydrogen-powered ship is calculated based on the collision judgment coefficient, the hydrogen loading judgment coefficient, the key collision position judgment coefficient and the damage degree judgment coefficient.

8. A computer device, It is characterized in that include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method according to any one of claims 1 to 6 by executing the computer instructions.

9. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the method according to any one of claims 1 to 6.

Images