A method for determining the optimal hull shape of a 10,000-ton heavy-duty ship

Abstract

This invention discloses a method for determining the optimal hull form of a 10,000-ton class heavy-duty ship. The method includes: modeling the hull form using modeling software and simulating the hull performance parameters under various hull form conditions to obtain an optimal theoretical model; modeling the entire ship structure according to the obtained optimal theoretical model to obtain a full-ship model, and performing finite element analysis on the structure of the full-ship model to select the optimal structural specifications to reduce the ship's structural weight; calculating the integrity and failure stability of the full-ship model and determining the ship's center of gravity; and conducting a propeller run-through test to obtain propeller parameters. This invention, through the transformation from an optimal theoretical model to a real ship, achieves the effects of reducing ship weight, reducing water resistance, thereby reducing the power required by the main engine, improving propulsion efficiency, and reducing fuel consumption and greenhouse gas emissions.

Description

Technical Field

[0001] This invention relates to the field of shipbuilding technology, specifically to a method for determining the optimal hull form of a 10,000-ton heavy-duty ship. Background Technology

[0002] In ship operation, fuel consumption and IMO emissions requirements are significant factors determining operating costs. The IMO's requirements for ship greenhouse gas emissions are becoming increasingly stringent. The international shipping industry accounts for approximately 2% of global carbon dioxide emissions, a major contributor to global warming. Given the global efforts to achieve climate goals, there are currently no truly effective zero-carbon ship solutions. Therefore, it is necessary to develop novel hull design schemes based on existing vessels to reduce weight and water resistance, thereby reducing fuel consumption and greenhouse gas emissions. Summary of the Invention

[0003] The purpose of this invention is to provide a method for determining the optimal hull form of a 10,000-ton class heavy-duty ship, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a method for determining the optimal hull form of a 10,000-ton class heavy-duty ship, comprising the following steps:

[0005] The ship's hull form was modeled using NAPA professional software, and the hull performance parameters corresponding to various different hull form states were simulated using the software to obtain the optimal theoretical model.

[0006] The entire ship structure is modeled according to the obtained optimal theoretical model to obtain the full ship model, and the structure of the full ship model is subjected to finite element analysis to select the optimal structural specifications in order to reduce the structural weight of the ship.

[0007] Perform integrity and failure stability calculations based on the full ship model, and determine the position of the ship's center of gravity;

[0008] Conduct a propeller water-running test to obtain propeller parameters;

[0009] Conduct water tank tests on ship models to verify the structural resistance of the hull under various loading conditions;

[0010] Weighing and sea trials of the empty ship were conducted to determine the implementation of the optimal theoretical model.

[0011] Preferably, hull form modeling is performed using NAPA professional software, and the software is used to simulate the hull performance parameters corresponding to various hull form states to obtain the optimal theoretical model, including:

[0012] First, on the Text editor platform of NAPA professional software, based on the ship type data provided in the hull line drawing, start by establishing boundary curves including deck edge lines, bow line, horizontal edge line, and horizontal bottom line, and gradually add cross section lines at each station and waterline at each height, and supplement with other auxiliary control lines to ensure the closure and smoothness of the hull model, thus obtaining the hull geometry model.

[0013] Subsequently, in the NAPA STEEL module, the various deck platform plates, side plates, bulkhead plates, etc. are obtained by defining the hull surface boundaries. In the corresponding tables, the plate joints and properties of these plates are assigned in the form of parameter definitions, and various stiffeners, openings, elbow plates and other components are added to the plates.

[0014] After building the full ship structure model, you can divide it into sections according to the drawings, then import it into TRIBON for simulation and confirm whether it is the optimal theoretical model. If not, return to the NAPA professional software to redefine the hull model parameters until the optimal theoretical model is obtained.

[0015] Preferably, the step of performing structural modeling and finite element analysis on the structure according to the obtained optimal theoretical model, and selecting the optimal structural specifications to reduce the structural weight of the ship, includes:

[0016] After obtaining the optimal theoretical model, the NAPA STEEL module is used to mesh the optimal theoretical model. Then, the mesh is imported into the finite element calculation software through the interface. The segmented hull model is analyzed and calculated one by one or after simple modification to optimize the structural specifications of the hull model and reduce the structural weight of the ship.

[0017] Preferably, the step of performing integrity and failure stability calculations based on a full ship model and determining the ship's center of gravity includes:

[0018] Establish a hull coordinate system based on the full ship model and obtain the position of the ship's center of gravity;

[0019] In the complete stability calculation, when only vertical force is applied, the average draft is used. Tilt angle and pitch angle The three floating state parameters are used to represent the coordinate system. Then, Euler angle parameters are defined through coordinate system transformation. A coordinate transformation matrix represented by Euler angles is established to transform the coordinates in the natural coordinate system to the ship coordinate system. Ship stability is calculated and the position of the center of buoyancy is obtained.

[0020] Then, based on the complete stability calculation, the failure stability calculation is performed using the loss buoyancy method and the successive linearization method.

[0021] Preferably, in the propeller water-running test, MATLAB is first used to transform the two-dimensional coordinates of the propeller, then UG is used for three-dimensional modeling, then ICEM is used for partitioned mixed mesh generation, and finally Fluent is used to calculate the open water performance, give the open water characteristic curve, and conduct the ship model open water test.

[0022] Preferably, in the ship model pool test, a full ship model is built to scale, and then the full ship model is towed in the pool at a predetermined speed by a test pool trailer, and the water flow resistance of each structure of the full ship model is measured by a resistance force meter.

[0023] The present invention also provides an optimal hull form determination device for a 10,000-ton class deadweight ship, comprising:

[0024] The data modeling module is used to model the hull shape using modeling software and to simulate the hull performance parameters under various different hull shape states in order to obtain the optimal theoretical model.

[0025] The data analysis module is used to model the entire ship structure according to the obtained optimal theoretical model, obtain the entire ship model, and perform finite element analysis on the structure of the entire ship model to select the optimal structural specifications to reduce the structural weight of the ship.

[0026] The data calculation module is used to perform full stability and damage stability calculations based on the full ship model, and to determine the position of the ship's center of gravity.

[0027] The hull experiment module is used to conduct propeller water-flow tests and obtain propeller parameters.

[0028] The hull experiment module is also used to conduct water tank tests on ship models to verify the hull structural resistance under various loading conditions.

[0029] This invention also provides an optimal flight path determination device for a 10,000-ton-class deadweight vessel. The optimal flight path determination device for the 10,000-ton-class deadweight vessel is a physical device, and includes:

[0030] The processor and the memory are communicatively connected.

[0031] The memory is used to store at least one executable instruction executed by the processor, which executes the executable instruction to implement the optimal hull form determination method for a 10,000-ton heavy-duty ship as described above.

[0032] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described method for determining the optimal hull form of a 10,000-ton heavy-duty ship.

[0033] Compared with the prior art, the beneficial effects of the present invention are:

[0034] By continuously optimizing the hull lines to achieve the optimal theoretical modeling of the entire ship, and then performing finite element analysis on the structure of the entire ship model after modeling, the optimal structural specifications are selected to reduce the structural weight of the ship. Then, the integrity stability and failure stability of the entire ship model are calculated. Based on this, propeller water flow tests and ship model tank tests are carried out. Finally, a full ship sea trial is conducted to determine the implementation of the optimal theoretical model. This achieves the effects of reducing ship weight, reducing water flow resistance, thereby reducing the power required by the main engine, improving propulsion efficiency, reducing fuel consumption and greenhouse gas emissions. Attached Figure Description

[0035] Figure 1 The main flowchart of a method for determining the optimal hull form of a 10,000-ton heavy-duty ship provided in an embodiment of the present invention;

[0036] Figure 2 The bow cross section line diagram during NAPA professional software modeling of a method for determining the optimal line shape of a 10,000-ton class heavy-duty ship provided in an embodiment of the present invention.

[0037] Figure 3 The stern cross section profile during NAPA professional software modeling of a method for determining the optimal hull shape of a 10,000-ton class heavy-duty ship provided in an embodiment of the present invention.

[0038] Figure 4 The bow waterline diagram during NAPA professional software modeling of a method for determining the optimal hull shape of a 10,000-ton class heavy-duty ship provided in an embodiment of the present invention.

[0039] Figure 5 The stern waterline diagram during NAPA professional software modeling of a method for determining the optimal hull shape of a 10,000-ton heavy-duty ship provided in an embodiment of the present invention.

[0040] Figure 6 The bow longitudinal profile of a method for determining the optimal hull shape of a 10,000-ton class heavy-duty ship provided in an embodiment of the present invention, as modeled using NAPA professional software.

[0041] Figure 7 The stern longitudinal section line diagram is shown in NAPA professional software during the modeling of an optimal hull form determination method for a 10,000-ton class heavy-duty ship provided in an embodiment of the present invention. Detailed Implementation

[0042] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] The method in this embodiment is executed by a terminal, which can be a mobile phone, tablet computer, PDA, laptop or desktop computer, etc. Of course, it can also be other devices with similar functions, and this embodiment does not limit them.

[0044] Please see Figures 1 to 7 This invention provides a method for determining the optimal flight shape of a 10,000-ton class deadweight vessel. The method is applied to determining the optimal flight shape of an 82,500-ton class deadweight vessel, and includes:

[0045] Step 101: Model the hull shape using modeling software, and simulate the hull performance parameters corresponding to various hull shape states using the software to obtain the optimal theoretical model.

[0046] Specifically, such as Figures 2 to 7 As shown, step 101 further includes:

[0047] Step 1011: First, on the Text editor platform of NAPA professional software, based on the ship type data provided in the hull line drawing, start by establishing boundary curves including deck edge lines, bow line, horizontal edge line, and horizontal bottom line, and gradually add cross section lines at each station and waterline at each height, and supplement with other auxiliary control lines to ensure the closure and smoothness of the hull model, and the hull geometry model can be obtained.

[0048] Step 1012: Subsequently, in the NAPA STEEL module, the various deck platform plates, side plates, bulkhead plates, etc. are obtained by limiting the hull surface boundaries. In the corresponding tables, the plate joints and properties of these plates are assigned in the form of parameter definitions, and various stiffeners, openings, elbow plates and other components are added to the plates.

[0049] Step 1013: After building the full ship structure model, you can divide it into sections according to the drawings, then import it into TRIBON for simulation, and confirm whether it is the optimal theoretical model. If not, return to the NAPA professional software to redefine the hull model parameters until the optimal theoretical model is obtained.

[0050] Step 102: Model the entire ship structure according to the obtained optimal theoretical model to obtain the entire ship model, and perform finite element analysis on the structure of the entire ship model to select the optimal structural specifications to reduce the structural weight of the ship.

[0051] Specifically, after obtaining the optimal theoretical model, the NAPA STEEL module is used to mesh the optimal theoretical model, and then the mesh is imported into the finite element calculation software through the interface. The segmented hull model is then analyzed and calculated one by one or after simple modification, to optimize the structural specifications of the hull model and reduce the structural weight of the ship. The optimal theoretical model has been determined to meet the HSCR requirements for hull structural strength.

[0052] Step 103: Perform integrity and failure stability calculations based on the full ship model, and determine the ship's center of gravity position.

[0053] Specifically, a ship coordinate system is established based on the full ship model, and the position of the ship's center of gravity is obtained;

[0054] In the complete stability calculation, when only vertical force is applied, the average draft is used. Tilt angle and pitch angle The three floating state parameters are used to represent the coordinate system. Then, Euler angle parameters are defined through coordinate system transformation. A coordinate transformation matrix represented by Euler angles is established to transform the coordinates in the natural coordinate system to the ship coordinate system. Ship stability is calculated and the position of the center of buoyancy is obtained.

[0055] Then, based on the complete stability calculation, and using the loss buoyancy method, a successive linearization method is employed to perform the damage stability calculation. Since the parameters are independent of each other, the float state of the damaged ship only requires the parameters. , and To determine.

[0056] Step 104: Conduct a propeller water-running test to obtain the optimal propeller pitch, diameter, and other related propeller parameters that match the new invention's hull form, so as to better match the ship's hull form performance.

[0057] Specifically, MATLAB was first used to transform the propeller into two-dimensional coordinates, then UG was used for three-dimensional modeling, followed by ICEM for partitioned mixed mesh generation, and finally Fluent was used to calculate open water performance, provide open water characteristic curves, and conduct open water tests on the ship model.

[0058] Step 105: Conduct a water tank test on the ship model to verify the hull structure resistance under various loading conditions and the effect of improving propulsion efficiency.

[0059] Specifically, a full-scale model of the ship is built to scale, and then the model is towed in the water at a predetermined speed by a test tank trailer. The water resistance of each structure of the model is measured by a resistance force meter.

[0060] Step 106: Conduct a full-scale empty ship weighing and sea trial to determine the implementation of the optimal theoretical model.

[0061] In this embodiment, the hull lines are optimized to achieve the optimal theoretical modeling of the entire ship. After modeling, finite element analysis is performed on the structure of the entire ship model to select the optimal structural specifications to reduce the structural weight of the ship. Then, the integrity and failure stability of the entire ship model are calculated. Based on this, propeller water flow tests and ship model tank tests are conducted. Finally, a full-scale sea trial is conducted to determine the implementation of the optimal theoretical model. This achieves the effects of reducing ship weight, reducing water flow resistance, thereby reducing the power required by the main engine, improving propulsion efficiency, and reducing fuel consumption and greenhouse gas emissions.

[0062] Based on the above embodiments, the present invention also provides an optimal flight shape determination device for a 10,000-ton-class deadweight vessel, used to support the optimal flight shape determination method for a 10,000-ton-class deadweight vessel in the above embodiments. The optimal flight shape determination device for the 10,000-ton-class deadweight vessel includes:

[0063] The data modeling module is used to model the hull shape using modeling software and to simulate the hull performance parameters under various different hull shape states in order to obtain the optimal theoretical model.

[0064] The data analysis module is used to model the entire ship structure according to the obtained optimal theoretical model, obtain the entire ship model, and perform finite element analysis on the structure of the entire ship model to select the optimal structural specifications to reduce the structural weight of the ship.

[0065] The data calculation module is used to perform full stability and damage stability calculations based on the full ship model, and to determine the position of the ship's center of gravity.

[0066] The hull experiment module is used to conduct propeller water-flow tests and obtain propeller parameters.

[0067] The hull experiment module is also used to conduct water tank tests on ship models to verify the hull structural resistance under various loading conditions.

[0068] Furthermore, the optimal hull form determination device for the 10,000-ton class heavy-duty ship can operate the aforementioned optimal hull form determination method for the 10,000-ton class heavy-duty ship. For specific implementation details, please refer to the method embodiment, which will not be repeated here.

[0069] Based on the above embodiments, the present invention also provides an optimal hull form determination device for a 10,000-ton-class deadweight vessel, the optimal hull form determination device comprising:

[0070] The processor and the memory are communicatively connected;

[0071] In this embodiment, the memory can be implemented in any suitable manner, for example, the memory can be a read-only memory, a hard disk drive, a solid-state drive, or a USB flash drive, etc.; the memory is used to store at least one executable instruction executed by the processor;

[0072] In this embodiment, the processor can be implemented in any suitable manner. For example, the processor can take the form of a microprocessor or processor and a computer-readable medium storing computer-readable program code (e.g., software or firmware) that can be executed by the (micro)processor, logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers, and embedded microcontrollers, etc.; the processor is used to execute the executable instructions to implement the optimal line shape determination method for a 10,000-ton heavy-duty ship as described above.

[0073] Based on the above embodiments, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described method for determining the optimal hull form of a 10,000-ton heavy-duty ship.

[0074] Those skilled in the art will recognize that the modules and method steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0075] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the devices, equipment, and modules described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0076] In the several embodiments provided in this application, it should be understood that the disclosed devices, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or units may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, devices, or equipment, and may be electrical, mechanical, or other forms.

[0077] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0078] In addition, the functional modules in the various embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0079] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program instructions, such as USB flash drives, portable hard drives, read-only storage servers, random access storage servers, magnetic disks, or optical disks.

[0080] Furthermore, it should be noted that the combination of the various technical features in this case is not limited to the combination methods described in the claims of this case or the combination methods described in the specific embodiments. All technical features described in this case can be freely combined or combined in any way, unless they contradict each other.

[0081] It should be noted that the above examples are merely specific embodiments of the present invention, and the present invention is obviously not limited to the above embodiments, with many similar variations. All modifications that can be directly derived or conceived by those skilled in the art from the content disclosed in this invention should fall within the protection scope of this invention.

[0082] The above are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for determining the optimal hull form of a 10,000-ton class heavy-duty ship, characterized in that, Includes the following steps: The ship's hull form was modeled using NAPA professional software, and the hull performance parameters corresponding to various different hull form states were simulated using the software to obtain the optimal theoretical model. The entire ship structure is modeled according to the obtained optimal theoretical model to obtain the full ship model, and the structure of the full ship model is subjected to finite element analysis to select the optimal structural specifications in order to reduce the structural weight of the ship. Perform integrity and failure stability calculations based on the full ship model, and determine the position of the ship's center of gravity; Conduct open-water tests on the propeller to obtain propeller parameters; Conduct water tank tests on ship models to verify the structural resistance of the hull under various loading conditions; Conduct empty ship weighing and sea trials to determine the implementation of the optimal theoretical model; Perform integrity and failure stability calculations based on the full ship model, and determine the ship's center of gravity position, including: Establish a hull coordinate system based on the full ship model and obtain the position of the ship's center of gravity; In the complete stability calculation, when only vertical force is applied, the average draft is used. Tilt angle and pitch angle The three floating state parameters are used to represent the coordinate system. Then, Euler angle parameters are defined through coordinate system transformation. A coordinate transformation matrix represented by Euler angles is established to transform the coordinates in the natural coordinate system to the ship coordinate system. Ship stability is calculated and the position of the center of buoyancy is obtained. Then, based on the complete stability calculation, the failure stability calculation is performed using the loss buoyancy method and the successive linearization method.

2. The method for determining the optimal hull form of a 10,000-ton class heavy-duty ship according to claim 1, characterized in that, The ship's hull form was modeled using NAPA professional software, and the hull performance parameters under various hull form conditions were simulated to obtain the optimal theoretical model, including: First, on the Text editor platform of NAPA professional software, based on the ship type data provided in the hull line drawing, start by establishing boundary curves including deck edge lines, bow line, horizontal edge line, and horizontal bottom line, and gradually add transverse section lines at each station and waterline at each height, and supplement with other auxiliary control lines to ensure the closure and smoothness of the hull model, thus obtaining the hull geometry model. Subsequently, in the NAPA STEEL module, the various deck platform plates, side plates, and bulkhead plates are obtained by defining the hull surface boundaries. In the corresponding tables, the plate joints and properties of these plates are assigned in the form of parameter definitions, and various stiffeners, openings, and elbow plate components are added to the plates. After building the full ship structure model, you can divide it into sections according to the drawings, then import it into TRIBON for simulation and confirm whether it is the optimal theoretical model. If not, return to the NAPA professional software to redefine the hull model parameters until the optimal theoretical model is obtained.

3. The method for determining the optimal hull form of a 10,000-ton class heavy-duty ship according to claim 1, characterized in that, Structural modeling and finite element analysis were performed based on the obtained optimal theoretical model. Optimal structural specifications were selected to reduce the ship's structural weight, including: After obtaining the optimal theoretical model, the NAPA STEEL module is used to mesh the optimal theoretical model. Then, the mesh is imported into the finite element calculation software through the interface. The segmented hull model is analyzed and calculated one by one or after simple modification to optimize the structural specifications of the hull model and reduce the structural weight of the ship.

4. The method for determining the optimal hull shape of a 10,000-ton class heavy-duty ship according to claim 1, characterized in that, In the open water test of the propeller, MATLAB was first used to transform the two-dimensional coordinates of the propeller, then UG was used for three-dimensional modeling, then ICEM was used for partitioned mixed mesh generation, and finally Fluent was used to calculate the open water performance, give the open water characteristic curve, and conduct the open water test of the propeller.

5. The method for determining the optimal hull form of a 10,000-ton class heavy-duty ship according to claim 1, characterized in that, In the ship model water tank test, a full ship model is built according to the scale. Then, the full ship model is towed in the water tank by a test tank trailer at a predetermined speed, and the water flow resistance of each structure of the full ship model is measured by a resistance force meter.

6. An optimal hull form determination device for a 10,000-ton class heavy-duty ship, characterized in that, The optimal hull form determination equipment for the 10,000-ton class heavy-duty ship includes: The processor and the memory are communicatively connected. The memory is used to store at least one executable instruction executed by the processor, the processor being used to execute the executable instruction to implement the optimal hull form determination method for a 10,000-ton heavy-duty ship as described in any one of claims 1 to 5.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the optimal hull form determination method for a 10,000-ton heavy-duty ship as described in any one of claims 1 to 5.

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