A sail-assisted ship helicopter operation control method

Abstract

A method for controlling the operation of a sail-assisted ship helicopter first determines the ship loading state and the sail operation state during the helicopter operation, defines the sail-assisted ship coordinate system according to the operation state, and analyzes the airflow field of the sail-assisted ship. The airflow field calculation result data obtained by the airflow field analysis is processed, and finally it is determined whether the helicopter meets the operation conditions. The present invention can provide guidance for the take-off and landing operations to be performed by the helicopter by establishing a feasible operation range for the helicopter, clarify a friendly take-off and landing operation environment, and help the pilot to self-select a wind field environment that is more conducive to the take-off and landing operations according to the ship loading state, thereby optimizing the take-off and landing operations. The present invention is applicable to various types of sail-assisted ships, including wing-shaped sails, rotor sails and other forms, and ship types including oil tankers, bulk carriers, container ships, gas ships and other types, providing ideas for ship helicopter operation control methods.

Description

Technical Field

[0001] The invention belongs to the field of ship construction and design, and in particular relates to a sail-assisted ship helicopter operation control method. Background Art

[0002] Modern sail-assisted propulsion devices are becoming one of the hottest devices in the green development of ocean-going ships. Affected by the aerodynamic force of the sail device, the ship equipped with the sail-assisted propulsion device will produce an airflow field different from the original ship at the deck surface, especially the disturbance of the air in the outflow direction. The flow field formed by the disturbance will have a negative impact on the take-off and landing and / or hovering operation of the helicopter, directly threatening the safety of the operation. This impact should be fully evaluated and considered.

[0003] There is currently no mature and reliable experience to refer to regarding the impact of the sail-assisted propulsion device on the airflow field on the ship deck and the control method for helicopter operations on sail-assisted ships. In order to ensure the safety of helicopter operations, it is necessary to provide a reliable evaluation method to provide guidance for helicopter operations on sail-assisted ships. Summary of the invention

[0004] In order to solve the above problems, the present invention provides a method for controlling helicopter operations on a sail-assisted ship, aiming to achieve the purpose of safe take-off and landing of a helicopter under different loading conditions of a sail-assisted ship. The technical solution adopted is:

[0005] A sail-assisted ship helicopter operation control method, the specific operation steps are:

[0006] S1: Determine the ship loading status and sail operation status during helicopter operation

[0007] To ensure the safety of the operation, the sail device of a sail-assisted ship should be in a stationary or retracted state during the take-off and landing of a helicopter.

[0008] The ship loading state can be full load, ballast or a specific loading state. The specific loading state is denoted as Lm, with a total of M loading states.

[0009] Sail-assisted vessels are equipped with functioning and calibrated wind speed and direction instruments to monitor the vessel's real-time relative wind speed and relative wind direction angle.

[0010] The sail-assisted vessel is equipped with a functioning and calibrated Differential Global Positioning System (DGPS) to provide the vessel’s real-time speed and heading.

[0011] S2: Define the sail-assisted ship coordinate system

[0012] After determining the ship loading state and sail operation state during helicopter operation, the sail-assisted ship airflow field analysis coordinate system is defined. The sail-assisted ship airflow field analysis coordinate system is defined as a right-hand rectangular coordinate system, denoted as Coor.0,

[0013] Among them, the coordinate origin 0 is taken as the intersection of the tail vertical line, the mid-longitudinal section and the baseline.

[0014] X-axis: longitudinal axis, with the positive direction pointing from the stern to the bow.

[0015] Y axis: transverse axis, the positive direction is from the centerline of the ship to the port side.

[0016] Z axis: vertical axis, the positive direction is perpendicular to the XY plane and upward.

[0017] The heading of the sail-assisted ship is consistent with the X-axis direction of the coordinate system Coor.0.

[0018] The relative wind direction angle α of the sail-assisted ship is defined as the angle between the wind direction and the bow direction. The clockwise rotation is positive, α∈[0°,360°]. When the bow is facing the wind, α=0°.

[0019] S3: Analysis of airflow field of sail-assisted ships

[0020] According to different ship loading conditions, the airflow field above the helicopter deck under various relative wind speeds AWS and relative wind direction angles AWA is calculated.

[0021] The specific steps include:

[0022] S3.1: Establish a three-dimensional numerical analysis model of a sailing ship.

[0023] Control equation: Incompressible fluid continuity equation and RANS equation are used.

[0024] Turbulence model: RNGk-ε is used to simulate the aerodynamic force of sail-assisted ships to obtain higher calculation accuracy.

[0025] Discrete format and solution method: The differential equations are discretized using the finite volume method, the pressure and velocity coupling is solved using the SIMPLE (Semi-Implicit Method for Pressure Linked Equations) method, and the discretized algebraic equations are solved using Gauss-Seidel iteration.

[0026] S3.2: Determine the calculation conditions (Lm, AWA P ,AWS q )

[0027] The calculation range of relative wind direction angle AWA is [0°~360°), with an interval of 15°, and a total of 24 wind direction angles. P It represents the pth relative wind direction angle (p=1, 2, ..., 24), and the corresponding relative wind direction angle is 15°*(p-1).

[0028] The calculation range of relative wind speed AWS is [5m / s~50m / s], the wind speed interval is 0.5m / s, and there are 91 wind speeds in total. q It represents the qth relative wind speed (q=1,2,…,91), and the corresponding relative wind speed is 5m / s+0.5*(q-1)m / s.

[0029] The numerical simulation of the wind field should cover all the loading states of the ship during helicopter operations, and Lm represents the mth loading state (m = 1, …, M);

[0030] S4: Data processing of airflow field calculation results

[0031] S4.1: Calculate the vertical velocity standard deviation of the helicopter operating area under all working conditions and obtain the vertical velocity standard deviation database

[0032] For specific working conditions (loading state Lm, relative wind speed AWS q , relative wind direction angle AWA P ) deck airflow field analysis, after the calculation results are stable, extract the vertical velocity within a certain period of time at 6m above the helicopter deck surface, and calculate the average vertical velocity U according to the following formula Z (Lm,AWA P ,AWS q ):

[0033]

[0034] Where N is the number of vertical velocity samples extracted under specific calculation conditions.

[0035] ti is the i-th sampling time, i is not less than 60.

[0036] Based on the calculated average speed, the vertical speed standard deviation S(U Z (Lm,AWA P ,AWS q )):

[0037]

[0038] By repeating the above process, a helicopter operating condition judgment database under all calculation conditions, namely, a vertical velocity standard deviation database, can be obtained.

[0039] S4.2: Clean the vertical velocity standard deviation database to obtain the feasible operating range of the helicopter

[0040] Based on the database established in step S4.1, further data screening and processing are performed to obtain the feasible operation range of the helicopter under different ship loading conditions, that is, the relative wind speed and relative wind direction angle range. As shown in the following table:

[0041]

[0042] In the table, AWS m,p Indicates the relative wind direction angle AWA under the loading state Lm P The maximum relative wind speed permissible for helicopter operations under .

[0043] S5: According to the airflow field, ship adjustment suggestions are given to provide better helicopter operation conditions. Or for working conditions that do not meet the helicopter operation conditions, ship operation suggestions are provided to meet the helicopter operation requirements. The specific steps are as follows:

[0044] S5.1: Determine whether the helicopter meets the operating conditions

[0045] Determine the ship's loading status based on the ship's real-time monitoring of the relative wind angle AWA real , relative wind speed AWS real , compare with the feasible operating range of the sail-assisted ship helicopter to confirm whether the operating conditions can be met.

[0046] If the helicopter operation conditions cannot be met or the helicopter operation conditions are met but need to be optimized, perform the following steps:

[0047] S5.2, select the AWA in the table “Feasible Helicopter Operation Range” real 、AWS real , the closest data unit, and obtain the feasible relative wind angle AWA for helicopter operations P and the maximum relative wind speed AWS m,p .

[0048] S5.3: Calculate real-time absolute wind direction and absolute wind angle

[0049] According to the differential global positioning system (DGPS), the real-time speed V of the ship is obtained. real , heading A real ,

[0050] According to the real-time monitoring of the relative wind direction angle AWA real , relative wind speed AWS real and ship speed V real 、Course A real, after vector calculation, the real-time absolute wind direction angle TWA is obtained real , Absolute Wind Speed ​​TWS real .

[0051] S5.4: Calculate the required speed and heading adjustments

[0052] Based on step S5.2, vector calculation is performed again, and the absolute wind direction angle TWA is real , Absolute Wind Speed ​​TWS real , relative wind angle AWA allowed for helicopter operations P and maximum relative wind speed AWS m,p , get the new speed V that the ship needs to provide real-m 、New Direction A real-m .

[0053] After the ship adjusts its navigation status according to the above principles, it can meet the conditions for helicopter operations.

[0054] In the above-mentioned sail-assisted ship helicopter operation control method, further, in step S3.2, the relative wind direction angle interval and the relative wind speed interval can be adjusted automatically according to the calculation accuracy requirements.

[0055] The above-mentioned sail-assisted ship helicopter operation control method, further, in step S4.2, the database screening standard is: during the helicopter operation, the vertical speed standard deviation is not more than 1.75m / s and the maximum operating environment wind speed is 50m / s as the restriction conditions, to obtain the operating range that meets the helicopter operation conditions.

[0056] In the above-mentioned sail-assisted ship helicopter operation control method, further, the wind speed and direction meter in step S1 is installed on the rear mast of the ship.

[0057] In the above-mentioned sail-assisted ship helicopter operation control method, further, the differential global positioning system DGPS device in step S1 is located in the driving room.

[0058] The above-mentioned method for controlling helicopter operations of a sail-assisted ship further comprises installing a total of 4 sets of wing-shaped sail-assisted devices with lifting functions on the sail-assisted ship.

[0059] In the above-mentioned sail-assisted ship helicopter operation control method, further, in step S4.1, the certain time period is 1.5 minutes to 2 minutes.

[0060] The beneficial effects of the present invention are:

[0061] 1. The technical solution for the helicopter operation control method provided by the present invention can fully consider the various loading states of the sail-assisted ship, consider all possible combinations of ship states and wind field conditions, and analyze the flow fields of all possible working conditions to clarify the airflow field conditions of the helicopter operation area under different working conditions, including the vertical velocity and the vertical velocity standard deviation.

[0062] 2. The present invention can provide guidance for the helicopter's planned take-off and landing operations by establishing a feasible operation range for the helicopter, clarify a friendly take-off and landing operation environment, and help pilots to select a wind field environment that is more conducive to take-off and landing operations based on the ship's loading status, thereby optimizing the take-off and landing operations. (Example 1.1)

[0063] 3. The present invention can provide a method for adjusting the navigation status of a ship according to the loading status of the ship and the wind field environment, and can adjust the ship status in advance according to the take-off and landing plan, thereby creating a safer operating range and improving operational safety (Example 1.2).

[0064] 4. For situations where helicopter operations need to be performed immediately but environmental conditions are not met, the present invention provides a ship state adjustment control method. After adjusting the ship state according to this method, helicopter operation conditions can be met to ensure operational safety (Example 1.3).

[0065] 5. The calculation method provided by the present invention is applicable to various types of sail-assisted ships, including wing-shaped sails, rotor sails and other types, and ship types including oil tankers, bulk carriers, container ships, gas carriers and other types, providing ideas for ship helicopter operation control methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] Figure 1 is a flow chart of the method of the present invention;

[0067] Figure 2 It is a diagram of the feasible operating range of the helicopter under full load conditions;

[0068] Figure 3 It is a schematic diagram of a right-hand rectangular coordinate system;

[0069] Figure 4 This is a schematic diagram of the wind field caused by the ship's navigation;

[0070] Figure 5 This is a schematic diagram of the wind field caused by ship navigation. DETAILED DESCRIPTION

[0071] The present invention will be further described in conjunction with the accompanying drawings.

[0072] Example 1

[0073] A method for controlling helicopter operations on a sail-assisted ship is described by taking a VLCC ocean-going oil tanker equipped with a wing-shaped sail-assisted thruster as an example. The sail-assisted ship is equipped with a total of 4 sets of wing-shaped sail-assisted thrusters with lifting functions.

[0074] S1: Determine the ship loading status and sail operation status during helicopter operation

[0075] The sail booster has a lifting function. During the take-off and landing of the helicopter, in order to ensure the safety of the operation, the sail is in a fully retracted state, and the side length is placed along the length of the ship, with the leeward side facing outboard.

[0076] The ship loading status includes two states: full load (denoted as L1) and ballast (denoted as L2), that is, M=2.

[0077] The ship is equipped with a functioning and calibrated anemometer to monitor the ship's real-time relative wind speed and relative wind direction angle. The anemometer is installed on the mast at the stern of the ship.

[0078] The vessel is equipped with a functioning and calibrated differential global positioning system DGPS, which is used to provide the vessel's real-time speed and heading. The DGPS device is located in the wheelhouse.

[0079] S2: Define the sail-assisted ship coordinate system

[0080] The coordinate system for the analysis of the airflow field of a sail-assisted ship is defined as a right-hand rectangular coordinate system, denoted as Coor.0.

[0081] like Figure 3 As shown, the coordinate origin 0 is taken as the intersection of the tail vertical line, the mid-longitudinal section and the baseline.

[0082] X-axis: longitudinal axis, with the positive direction pointing from the stern to the bow.

[0083] Y axis: transverse axis, the positive direction is from the centerline of the ship to the port side.

[0084] Z axis: vertical axis, the positive direction is perpendicular to the XY plane and upward.

[0085] The heading of the sail-assisted ship is consistent with the X-axis direction of the coordinate system Coor.0.

[0086] The relative wind direction angle α of the sail-assisted ship is defined as the angle between the wind direction and the bow direction. The clockwise rotation is positive, α∈[0°,360°]. When the bow is facing the wind, α=0°.

[0087] S3: Analysis of airflow field of sail-assisted ships

[0088] S3.1: Establish a three-dimensional numerical analysis model of a sailing ship. To ensure the reliability and accuracy of the calculation results, the preferred method for selecting the numerical analysis model is as follows:

[0089] Control equation: Incompressible fluid continuity equation and RANS equation are used.

[0090] Turbulence model: RNGk-ε is used to simulate the aerodynamic force of sail-assisted ships to obtain higher calculation accuracy.

[0091] Discrete format and solution method: The differential equations are discretized using the finite volume method, the pressure and velocity coupling is solved using the SIMPLE (Semi-Implicit Method for Pressure Linked Equations) method, and the discretized algebraic equations are solved using Gauss-Seidel iteration.

[0092] S3.2: Determine the analysis conditions

[0093] According to the three-dimensional numerical analysis model of sailing ship, the airflow field above the helicopter deck under the relative wind speed AWS and relative wind direction angle AWA in two ship loading states, fully loaded and ballasted, is calculated respectively.

[0094] The calculation range of relative wind direction angle AWA is [0°~360°), with an interval of 15°, and a total of 24 wind direction angles. P Represents the pth relative wind direction angle (p=1, 2,…, 24).

[0095] The calculation range of relative wind speed AWS is [5m / s~50m / s], the wind speed interval is 0.5m / s, and there are 91 wind speeds in total. q Represents the qth relative wind direction angle (q=1, 2,…, 91).

[0096] The relative wind speed AWS is the reference wind speed at a height of 10 m from the sea surface.

[0097] Therefore, each specific calculation condition can be identified by the ship loading state, wind direction angle, and wind speed, that is, (Lm, AWA P ,AWS q ).

[0098] S4: Data processing of airflow field calculation results to obtain the vertical velocity standard deviation database

[0099] S4.1 Calculate the deck airflow field under the full load condition L1, relative wind speed AWS1 (5m / s), and relative wind direction angle AWA1 (0°). After the calculation results are stable, extract the vertical velocity within a certain period of time at 6m above the helicopter deck surface, and calculate the average vertical velocity U according to the following formulaZ (L1, AWA1, AWS1):

[0100]

[0101] Wherein, N is the number of samples of vertical velocity extracted under a specific calculation condition, and in this embodiment, it is taken as 60. ti is the i-th sampling time.

[0102] Based on the calculated average speed, the vertical speed standard deviation S(U Z (L1,AWA1,AWS1)):

[0103]

[0104] By repeating the above process and traversing all the ranges of m, q, and p, a database for judging helicopter operating conditions under all working conditions, namely, a database for the vertical velocity standard deviation, can be obtained.

[0105] S4.2: Clean the vertical velocity standard deviation database to obtain the feasible operating range of the helicopter.

[0106] With the vertical speed standard deviation of no more than 1.75 m / s and the maximum operating environment wind speed of 50 m / s as the restriction conditions during helicopter operation, data screening is performed based on the database established in step 105 to obtain the relative wind speed and relative wind direction angle range that meet the helicopter operation conditions.

[0107] This embodiment provides a guidance range of the feasible operation range of the helicopter under the condition of full ship load, that is, m=1, as shown in Table 1:

[0108] Table 1 Feasible operating range of helicopter under full load condition

[0109]

[0110] In the table, AWS 1,p Indicates the relative wind direction angle AWA under full load state L1 P The maximum relative wind speed allowed for helicopter operations under the above conditions is shown in the table below. Figure 2 shown.

[0111] S5: Based on the helicopter feasible operation range database (Table 1) established in step S4, provide operation suggestions for helicopter operations.

[0112] Since the sail is located behind the helicopter landing platform, for the convenience of operation, it is recommended that the wind field environment requirements during helicopter landing and take-off are: forward wind, relative wind direction angle -60°~60°, relative wind speed not more than 40m / s, and the sail is in a fully retracted state. That is, when the helicopter intends to perform lifting operations, the wind field environment within this range can be given priority to improve the convenience and safety of the helicopter operation process.

[0113] S6: Based on the helicopter feasible operation interval database (Table 1) established in step S4, it is determined that the helicopter operation conditions are met, but the safety of helicopter operation can be further improved by adjusting the ship status. The specific steps are as follows:

[0114] S6.1: Determine whether helicopter operation conditions are met

[0115] Real-time monitoring of relative wind direction angle AWA in the ship coordinate system real =75°, relative wind speed AWS real =25m / s, according to Table 1 and Figure 1 Based on the database results, it is judged that the helicopter meets the operating conditions, but the ship status can be further adjusted to improve operational safety.

[0116] S6.2: Determine optimal helicopter operating conditions AWAgoal, AWSgoal

[0117] Considering the recommended operation suggestions in step S5, further according to Table 1 and Figure 2 , Screening and AWA real =75°、AWS real =25m / s, the data unit close to it is AWA5=60°, AWS1,5=37m / s. After considering a certain margin, the helicopter operation optimization target is determined as AWAgoal=60°, AWSgoal≤30m / s.

[0118] S6.3: Calculate the real-time wind field conditions in the geodetic coordinate system: absolute wind direction angle TWA real , Absolute Wind Speed ​​TWS real

[0119] According to the differential global positioning system DGPS, the real-time speed V of the ship is obtained real =5m / s, heading A real = 0°, combined with the real-time monitoring of the relative wind direction angle AWA real =75°, relative wind speed AWS real =25m / s, after vector calculation, the real-time absolute wind direction angle TWA in the geodetic coordinate system is obtained real , Absolute Wind Speed ​​TWS real , namely TWA real =87°, TWSreal =24.2m / s.

[0120] S6.4: Calculate adjusted ship speed and heading

[0121] like Figure 5 As shown, the absolute wind field condition TWA calculated by step S6.3 real =87°, TWS real =24.2m / s, the optimized helicopter operation wind field determined in step S6.2 AWAgoal = 60°, AWSgoal ≤ 30m / s, after vector calculation, the new speed V that the ship needs to provide can be obtained real-m 、New Direction A real-m =V real-m =5.5m / s, A real-m =15°.

[0122] That is, the ship is in the original sailing state (speed V real =5m / s, heading A real =0°), increase the speed to 5.5m / s, and adjust the heading 15° clockwise to achieve better helicopter operating conditions. At this time, the relative wind field conditions are: relative wind speed AWSreal-m=26.5m / s, relative wind direction angle AWAreal-m=60°.

[0123] S7: For working conditions that do not meet the helicopter operation conditions, ship adjustment suggestions are given to meet the helicopter operation conditions. The specific steps are as follows:

[0124] S7.1: Determine whether helicopter operation conditions are met

[0125] Assuming that the ship must receive the helicopter as soon as possible according to the actual navigation situation, at this time, the real-time monitored relative wind direction angle AWA real =75°, relative wind speed AWS real =27m / s, according to Table 1 in step 106, the helicopter operation condition is not met.

[0126] S7.2: Determine the operating conditions AWAgoal and AWSgoal that must be met when helicopters are operating.

[0127] Considering the recommended operation suggestions in step S5, further according to Table 1 and Figure 2 , Screening and AWA real =75°、AWS real =27m / s, the data unit close to it is AWA5=60°, AWS1,5=37m / s. After considering a certain margin, the helicopter operation optimization target is determined as AWAgoal=60°, AWSgoal≤30m / s.

[0128] S7.3: Calculate the real-time wind field conditions in the geodetic coordinate system: absolute wind direction angle TWA real , Absolute Wind Speed ​​TWS real .

[0129] According to the differential global positioning system DGPS, the real-time speed V of the ship is obtained real =5m / s, heading A real = 0°, combined with the real-time monitoring of the relative wind direction angle AWA real =75°, relative wind speed AWS real =27m / s, after vector calculation, the real-time absolute wind direction angle TWA is obtained real , Absolute Wind Speed ​​TWS real , namely TWA real =86°, TWS real =26.2m / s.

[0130] S7.4: Calculate adjusted ship speed and heading

[0131] like Figure 4 As shown, the absolute wind field condition TWA calculated by step S7.3 real =86°, TWS real =26.2m / s, the optimized helicopter operation wind field determined in step S7.2 AWAgoal = 60°, AWSgoal ≤ 30m / s, and the new speed V that the ship needs to provide can be obtained through vector calculation real-m 、New Direction A real-m =V real-m =6.0m / s, A real-m =14°.

[0132] That is, the ship is in the original sailing state (speed V real =5m / s, heading A real =0°), increase the speed to 6.0m / s and adjust the heading 14° clockwise to achieve better helicopter operating conditions. At this time, the relative wind field conditions are: relative wind speed AWSreal-m=28.6m / s, relative wind direction angle AWAreal-m=60°.

[0133] After the ship adjusts its navigation status according to the above principles, it can meet the conditions for helicopter operations and has a considerable safety margin.

Claims

1. A sail-assisted ship helicopter operation control method, characterized in that: The specific steps are: S1: Determine the ship loading status and sail operation status during helicopter operation For a sail-assisted ship, during helicopter takeoff and landing, the sail device should be in a stationary or retracted state to ensure operational safety; The ship loading state can be full load, ballast or special loading state. The special loading state is recorded as Lm, with a total of M loading states. The sail-assisted vessel is equipped with a properly functioning and calibrated wind speed and direction instrument to monitor the vessel's real-time relative wind speed and relative wind direction angle; The sail-assisted vessel is equipped with a functioning and calibrated differential global positioning system DGPS to provide the vessel’s real-time speed and heading; S2: Define the sail-assisted ship coordinate system After determining the ship loading state and sail operation state during helicopter operation, the sail-assisted ship airflow field analysis coordinate system is defined. The sail-assisted ship airflow field analysis coordinate system is defined as a right-hand rectangular coordinate system, denoted as Coor.0, Among them, the coordinate origin 0: take the intersection of the tail vertical line, the mid-longitudinal section and the baseline; X-axis: longitudinal axis, the positive direction is from the stern to the bow; Y axis: transverse axis, the positive direction is from the centerline of the ship to the port side; Z axis: vertical axis, the positive direction is perpendicular to the XY plane upward; The heading of the sail-assisted ship is consistent with the X-axis direction of the coordinate system Coor.0; The relative wind direction angle α of the sail-assisted ship is defined as the angle between the wind direction and the bow direction. Clockwise rotation is positive, α∈[0°,360°]; when the bow is facing the wind, α=0°; S3: Analysis of airflow field of sail-assisted ships According to different ship loading conditions, the airflow field above the helicopter deck under various relative wind speeds AWS and relative wind angles AWA is calculated; The specific steps include: S3.1: Establish a three-dimensional numerical analysis model of a sailing ship; Control equation: using the incompressible fluid continuity equation and RANS equation; Turbulence model: RNGk-ε is used to simulate the aerodynamic force of sail-assisted ships to obtain higher calculation accuracy; Discrete format and solution method: The differential equations are discretized using the finite volume method, the pressure and velocity coupling is solved using the SIMPLE (Semi-Implicit Method for Pressure Linked Equations) method, and the discretized algebraic equations are solved using Gauss-Seidel iteration; S3.2: Determine the calculation conditions (Lm, AWA P ,AWS q ) The calculation range of relative wind direction angle AWA is [0°~360°), with an interval of 15°, for a total of 24 wind direction angles; AWA P Indicates the pth relative wind direction angle (p=1,2,…,24), and the corresponding relative wind direction angle is 15°*(p-1); The calculation range of relative wind speed AWS is [5m / s~50m / s], the wind speed interval is 0.5m / s, and there are 91 wind speeds in total; AWS q Indicates the qth relative wind speed (q=1,2,…,91), and the corresponding relative wind speed is 5m / s+0.5*(q-1)m / s; The numerical simulation of the wind field should cover all the loading states of the ship during helicopter operations, and Lm represents the mth loading state (m = 1, …, M); S4: Data processing of airflow field calculation results S4.1: Calculate the vertical velocity standard deviation of the helicopter operating area under all working conditions and obtain the vertical velocity standard deviation database For specific working conditions (loading state Lm, relative wind speed AWS q , relative wind direction angle AWA P ) deck airflow field analysis, after the calculation results are stable, extract the vertical velocity within a certain period of time at 6m above the helicopter deck surface, and calculate the average vertical velocity U according to the following formula Z (Lm,AWA P ,AWS q ): Where N is the number of vertical velocity samples extracted under specific calculation conditions; ti is the i-th sampling time, i is not less than 60; Based on the calculated average speed, the vertical speed standard deviation S(U Z (Lm,AWA P ,AWS q )): By repeating the above process, the helicopter operating condition judgment database under all calculation conditions, that is, the vertical speed standard deviation database, can be obtained; S4.2: Clean the vertical velocity standard deviation database to obtain the feasible operating range of the helicopter Based on the database established in step S4.1, further data screening and processing are performed to obtain the feasible operation range of the helicopter under different ship loading conditions, that is, the relative wind speed and relative wind direction angle range; S5: According to the airflow field conditions, ship adjustment suggestions are given to provide better helicopter operating conditions; or for working conditions that do not meet the helicopter operating conditions, ship operation suggestions are provided to meet the helicopter operation requirements. The specific steps are as follows: S5.1: Determine whether the helicopter meets the operating conditions Determine the ship's loading status based on the ship's real-time monitoring of the relative wind angle AWA real , relative wind speed AWS real , check the feasible operation range of the sail-assisted ship helicopter to confirm whether the operation conditions can be met; If the helicopter operation conditions cannot be met or the helicopter operation conditions are met but need to be optimized, perform the following steps: S5.2, select the AWA in the "Feasible Helicopter Operation Range" table real 、AWS real , the closest data unit, and obtain the feasible relative wind angle AWA for helicopter operations P and the maximum relative wind speed AWS m,p ; S5.3: Calculate real-time absolute wind direction and absolute wind angle According to the differential global positioning system (DGPS), the real-time speed V of the ship is obtained. real , heading A real , According to the real-time monitoring of the relative wind direction angle AWA real , relative wind speed AWS real and ship speed V real , heading A real , after vector calculation, the real-time absolute wind direction angle TWA is obtained real , Absolute Wind Speed ​​TWS real ; S5.4: Calculate the required speed and heading adjustments Based on step S5.2, vector calculation is performed again, and the absolute wind direction angle TWA is real , Absolute Wind Speed ​​TWS real , relative wind angle AWA allowed for helicopter operations P and maximum relative wind speed AWS m,p , get the new speed V that the ship needs to provide real-m 、New Direction A real-m ; After the ship adjusts its navigation status according to the above principles, it can meet the conditions for helicopter operations.

2. A sail-assisted ship helicopter operation control method according to claim 1, characterized in that: In step S3.2, the relative wind direction angle interval and the relative wind speed interval can be adjusted according to the calculation accuracy requirements.

3. A sail-assisted ship helicopter operation control method according to claim 1, characterized in that: In step S4.2, the database screening criteria are: during helicopter operation, the vertical speed standard deviation is no more than 1.75m / s and the maximum operating environment wind speed is 50m / s as the restriction conditions, and the operating range that meets the helicopter operation conditions is obtained.

4. A sail-assisted ship helicopter operation control method according to claim 1, characterized in that: The wind speed and direction instrument in step S1 is installed on the mast at the rear of the ship.

5. A sail-assisted ship helicopter operation control method according to claim 1, characterized in that: The differential global positioning system DGPS device in step S1 is located in the cab.

6. A sail-assisted ship helicopter operation control method according to claim 1, characterized in that: The sail-propelled ship is equipped with a total of 4 sets of wing-shaped sail-propelled devices with lifting functions.

7. A sail-assisted ship helicopter operation control method according to claim 1, characterized in that: In step S4.1, the certain time period is 1.5 minutes to 2 minutes.

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