A ship maneuvering motion simulation method based on actual navigation data

Abstract

The present application discloses a method for simulating ship maneuvering motion based on actual navigation data, which relates to the field of ship maneuvering motion simulation. The method determines speed thrust and speed effective power curves according to ship and rudder scale parameters, determines speed main engine power curve in combination with the ship's direct navigation actual navigation data, and determines longitudinal and transverse rudder force correction coefficients under different predetermined rudder angles according to the ship's turning actual navigation data. Then, in the process of maneuvering motion simulation, propeller thrust calculation can be realized based on the speed thrust curve and the speed main engine power curve, and the longitudinal and transverse rudder force correction coefficients under different predetermined rudder angles can be used to correct the rudder force calculation under the real-time rudder angle, so that the ship maneuvering motion simulation can be performed accurately and conveniently without relying on the geometric lines of the hull, rudder and propeller. The method of the present application is convenient and has high precision for ship maneuvering motion simulation, and is particularly suitable for maneuvering motion simulation of in-service ships that cannot obtain accurate ship propeller and rudder geometric lines.

Description

Technical Field

[0001] The present application relates to the field of ship maneuvering motion simulation, and in particular to a ship maneuvering motion simulation method based on actual navigation data. Background Art

[0002] Ship maneuverability is one of the basic performances of a ship, which refers to the movement performance of a ship under the control of the ship clock and steering wheel, and plays an important role in ensuring the safety of ship navigation.

[0003] In order to determine the maneuvering motion response of the ship, it is generally necessary to simulate the maneuvering motion of the ship. Since the ship's maneuvering performance is related to the geometric lines and relative arrangements of the hull, rudder, and propeller, the current mainstream practice requires the detailed information of the ship, propeller, and rudder to be known when simulating the maneuvering motion of the ship. However, in actual situations, due to various reasons such as the long construction period and the loss of completion documents, it may be difficult to obtain the accurate geometric lines and arrangements of the hull, rudder, and propeller of the ship in service. On the other hand, the fouling caused by the attachment of marine organisms during the operation of the ship will cause the surface of the hull, rudder, and propeller to no longer be smooth. At this time, the actual hydrodynamic performance of the hull, rudder, and propeller will also change significantly compared with their design performance, and the hydrodynamic performance interference between the three is also difficult to determine. Even if the design lines and arrangements of the hull, rudder, and propeller are known, it is difficult to use the conventional method that requires accurate hull hydrodynamics, rudder force, and propeller thrust as input to simulate the maneuvering motion of the ship in service. The above two reasons will lead to low accuracy of ship maneuvering motion simulation, or even the inability to perform ship maneuvering motion simulation due to the lack of propeller and rudder geometric lines, which will affect the evaluation and prediction of ship maneuvering performance. Summary of the invention

[0004] In view of the above problems and technical requirements, this application proposes a ship maneuvering motion simulation method based on actual navigation data. The technical solution of this application is as follows:

[0005] A ship maneuvering motion simulation method based on actual navigation data, the ship maneuvering motion simulation method comprising:

[0006] Select several straight-line self-propelled speed calculation points between the target ship's 0 speed and maximum speed, calculate the self-propelled propeller thrust at each straight-line self-propelled speed calculation point when the target ship maintains a 0 rudder angle straight-line state, and obtain the speed thrust curve vX P Calculate the effective power of the target ship at each straight-line self-propelled speed calculation point when it maintains a 0 rudder angle straight-line state to obtain the speed effective power curve vP E ;

[0007] Obtain several direct navigation data points when the target ship is sailing straight at 0 rudder angle, and combine the direct navigation data points with the speed effective power curve vPE Get the main engine power corresponding to each direct self-propelled speed calculation point to obtain the speed main engine power curve vP S ; Among them, each direct voyage actual navigation data point obtained includes the self-propulsion speed and corresponding main engine power achieved by the target ship when sailing at a 0 rudder angle under several main engine powers;

[0008] Obtain the actual turning data points when the target ship reaches a steady turning state at several non-zero predetermined rudder angles, and combine the actual turning data points with the speed thrust curve vX P And the speed main engine power curve vP S , and obtain the longitudinal rudder force correction coefficient α corresponding to the predetermined rudder angle δ at each turning actual navigation data point δ and the lateral rudder force correction factor β δ ;

[0009] The main engine power curve vP S Interpolation determines the self-propulsion speed corresponding to the real-time host power Thrust curve vX for speed P Interpolation determination and self-propulsion speed Corresponding self-propulsion propeller thrust X P , according to the real-time swell speed u and self-propelled speed Thrust of self-propelled propeller X P Corrected to get real time propeller thrust

[0010] The longitudinal rudder force correction coefficient α corresponding to the real-time rudder angle is interpolated for each rotation actual navigation data point, and the lateral rudder force correction coefficient β corresponding to the real-time rudder angle is interpolated for each rotation actual navigation data point, and the real-time rudder force is calculated by combining the two rudder force correction coefficients corresponding to the real-time rudder angle;

[0011] The real-time hull hydrodynamic force is calculated according to the hull parameters and real-time motion state data of the target ship, and the maneuvering motion response of the target ship under the action of real-time hull hydrodynamic force, real-time propeller thrust and real-time rudder force is determined based on the maneuvering motion mathematical model.

[0012] A further technical solution is that the actual navigation data points of the turn under each predetermined rudder angle δ include the motion state data, the steady turning main engine power, the steady turning speed and the steady turning diameter when the target ship reaches the steady turning state under the current predetermined rudder angle δ; the longitudinal rudder force correction coefficient α corresponding to each predetermined rudder angle δ is obtained. δ and the lateral rudder force correction factor β δ include:

[0013] The steady hull hydrodynamic force under the steady turning state is calculated according to the hull parameters of the target ship and the motion state data when the steady turning state is reached at the predetermined rudder angle δ;

[0014] According to the main engine power curve vP S Interpolation determines the self-propulsion speed v′ corresponding to the steady-state rotation main engine power of the target ship, and according to the speed thrust curve vX P The self-propulsion propeller thrust corresponding to the self-propulsion speed v′ is determined by interpolation as the steady propeller thrust in the steady rotation state;

[0015] According to the rudder force calculation formula, the theoretical steady rudder force is calculated based on the motion state data of the target ship in the steady turning state and the rudder parameters;

[0016] Based on the mathematical model of maneuvering motion, the rotation motion simulation is carried out to determine the rotation simulation data of the target ship under the action of steady hull hydrodynamic force, steady propeller thrust and theoretical steady rudder force;

[0017] Adjust the longitudinal rudder force correction factor α δ and / or lateral rudder force correction factor β δ The theoretical steady rudder force is corrected, and the steps of simulating the rotation motion based on the mathematical model of the control motion are re-executed until the error between the rotation simulation data and the corresponding rotation actual navigation data is within the error range, and the longitudinal rudder force correction coefficient α corresponding to the current predetermined rudder angle is obtained. δ and the lateral rudder force correction factor β δ .

[0018] A further technical solution is that the obtained rotation simulation data includes a steady rotation simulation speed and a steady rotation simulation diameter; and the longitudinal rudder force correction coefficient α corresponding to the current predetermined rudder angle δ is obtained. δ and the lateral rudder force correction factor β δ include:

[0019] Adjust the longitudinal rudder force correction factor α δ Correct the longitudinal component of the theoretical steady rudder force, and re-execute the steps of slewing motion simulation based on the mathematical model of the control motion, until the error between the steady slewing simulation speed obtained by the slewing motion simulation and the steady slewing speed under the predetermined rudder angle is within the speed error range, and obtain the longitudinal rudder force correction coefficient α corresponding to the current predetermined rudder angle δ ;

[0020] Using the final determined longitudinal rudder force correction factor α δ On the basis of correcting the longitudinal component of the theoretical steady rudder force, adjust the lateral rudder force correction coefficient β δThe lateral component of the theoretical steady rudder force is corrected, and the steps of performing the slewing motion simulation based on the mathematical model of the maneuvering motion are re-executed until the error between the steady slewing simulation diameter obtained by the slewing motion simulation and the steady slewing diameter at the predetermined rudder angle is within the diameter error range, and the lateral rudder force correction coefficient β corresponding to the current predetermined rudder angle is obtained. δ .

[0021] A further technical solution is to calculate the real-time rudder force by combining two rudder force correction coefficients corresponding to the real-time rudder angle, and calculate according to the following formula:

[0022]

[0023] in, is the longitudinal component of the calculated real-time rudder force, is the calculated lateral component of the real-time rudder force, is the ship bow turning moment caused by the calculated real-time rudder force; C L is the rudder lift coefficient, C D is the drag coefficient, A r is the rudder area, x r is the longitudinal distance from the centerline of the rudder stock to the center of gravity of the target ship, v f is the velocity at the rudder, ρ w is the water density of the waters where the target ship is located.

[0024] A further technical solution is to calculate the thrust of the self-propelled propeller at each straight-line self-propelled speed calculation point when the target ship maintains a straight-line state with a 0 rudder angle, including:

[0025] According to each direct self-propelled speed calculation point of the target ship in the direct sailing state of 0 rudder angle, the hydrodynamic force of the self-propelled hull under the direct self-propelled speed calculation point is calculated in combination with the hull parameters of the target ship;

[0026] Calculate the self-propulsion rudder force at the direct self-propulsion speed calculation point according to the rudder force calculation formula and rudder parameters;

[0027] Based on the two-force balance principle, the self-propelled propeller thrust at the direct self-propelled speed calculation point is determined according to the self-propelled ship hull hydrodynamic force and self-propelled rudder force at the direct self-propelled speed calculation point, and the obtained self-propelled propeller thrust is the same in magnitude and opposite in direction to the resultant force of the self-propelled ship hull hydrodynamic force and self-propelled rudder force.

[0028] A further technical solution is to calculate the effective power at each straight-line self-propelled speed calculation point when the target ship maintains a straight-line state with a 0 rudder angle, including:

[0029] The effective power at each direct self-propelled speed calculation point is obtained by multiplying the speed at each direct self-propelled speed calculation point by its corresponding self-propelled propeller thrust.

[0030] A further technical solution is to obtain the main engine power corresponding to each direct self-propelled speed calculation point, including:

[0031] Effective power curve at speed vP E The effective power corresponding to the self-propulsion speed of each direct flight data point is determined by upper interpolation;

[0032] Calculate the ratio of effective power to main engine power at each direct flight data point to obtain the propulsion coefficient at the direct flight data point;

[0033] The propulsion coefficient at each direct flight self-propelled speed calculation point is obtained according to the propulsion coefficient at each direct flight actual flight data point;

[0034] The effective power at each direct self-propelled speed calculation point is divided by the propulsion coefficient at the direct self-propelled speed calculation point to obtain the main engine power corresponding to the direct self-propelled speed calculation point.

[0035] Its further technical solution is to calculate the speed according to the real-time sway speed u and the direct self-propelled speed. Thrust of self-propelled propeller X P Corrected to get real time propeller thrust for:

[0036]

[0037] Among them, T B It is the ship's bollard pull under real-time main engine power.

[0038] A further technical solution is that the rudder force calculation formula is:

[0039]

[0040] Among them, X R is the longitudinal component of the rudder force, Y R is the lateral component of the rudder force, N R is the ship bow turning moment caused by the rudder force; C L is the rudder lift coefficient, C D is the drag coefficient, ρ w is the water density of the waters where the target ship is located, v f is the velocity at the rudder, A r is the rudder area, x r It is the longitudinal distance from the centerline of the rudder stock to the center of gravity of the target ship.

[0041] Its further technical solution is that the mathematical model of the manipulation motion is:

[0042]

[0043] Where, m is the mass of the target ship, u is the real-time sway velocity of the target ship, v is the real-time sway velocity of the target ship, r is the real-time pitch angular velocity of the target ship, and I zz is the moment of inertia of the target ship about the vertical axis of the center of gravity; X R is the longitudinal component of the rudder force, Y R is the lateral component of the rudder force, N R is the ship bow turning moment caused by the rudder force; X P is the propeller thrust; X IH is the longitudinal component of the hull hydrodynamic force, Y IH is the lateral component of the hull hydrodynamic force, N IH It is the bow moment of the ship caused by the hydrodynamic force of the hull.

[0044] The beneficial technical effects of this application are:

[0045] The present application discloses a method for simulating ship maneuvering motion based on actual navigation data. The method determines the speed thrust and speed effective power curves according to the ship and rudder scale parameters, determines the propulsion coefficient in combination with the ship's direct navigation data to determine the speed main engine power curve, and determines the transverse and longitudinal rudder force correction coefficients under different rudder angles according to the ship's turning actual navigation data. Then, in the process of ship maneuvering motion simulation, the propeller thrust calculation can be realized based on the speed thrust curve and the speed main engine power curve, and the rudder force calculation under the real-time rudder angle can be corrected based on the rudder force correction coefficient, so that the ship maneuvering motion simulation can be performed accurately and conveniently without relying on the hull, rudder and propeller geometric lines. The method of the present application is convenient and highly accurate for the ship maneuvering motion simulation, and is particularly suitable for the maneuvering motion simulation of in-service ships that cannot obtain accurate ship propeller and rudder geometric lines. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a method flow chart of a ship maneuvering motion simulation method according to an embodiment of the present application.

[0047] Figure 2 It is a schematic diagram of a process for obtaining a speed main engine power curve in one embodiment of the present application.

[0048] Figure 3 This is a speed thrust curve vX obtained from an example P Schematic diagram of the curve.

[0049] Figure 4 This is an example of the effective power curve vP obtained by speed E Schematic diagram of the curve

[0050] Figure 5 This is an example of the main engine power curve vP S Schematic diagram of the curve.

[0051] Figure 6 It is a flow chart of a method for obtaining a longitudinal rudder force correction coefficient and a lateral rudder force correction coefficient corresponding to a predetermined rudder angle based on actual turning navigation data points at the predetermined rudder angle according to an embodiment of the present application. DETAILED DESCRIPTION

[0052] The specific implementation of the present application is further described below in conjunction with the accompanying drawings.

[0053] This application discloses a ship maneuvering motion simulation method based on actual navigation data. Please refer to Figure 1 As shown in the flowchart, the ship maneuvering motion simulation method comprises the following steps:

[0054] Step 1: Select several straight-line self-propelled speed calculation points between the target ship's 0 speed and maximum speed, calculate the self-propelled propeller thrust at each straight-line self-propelled speed calculation point when the target ship maintains a 0 rudder angle straight-line state, and obtain the speed thrust curve vX P , calculate the effective power at each straight-line self-propelled speed calculation point when the target ship maintains a straight-line state with a 0 rudder angle, and obtain the speed effective power curve vP E .

[0055] The target ships referred to in this application mainly refer to ships in service or ships with serious bottom fouling for which it is difficult to obtain the accurate geometric lines and layout of the hull, rudder, and propeller.

[0056] A series of straight-through self-propelled speed calculation points are set between the 0 speed and the maximum speed of the target ship. One method is to set a series of straight-through self-propelled speed calculation points equidistantly at a fixed interval (such as 0.1 m / s) between the 0 speed and the maximum speed of the target ship.

[0057] Then, the hull hydrodynamic force, rudder force and effective power of the target ship when it reaches the self-propulsion state with 0 rudder angle at each straight-line self-propulsion speed calculation point are calculated to obtain the speed thrust curve vX P and speed effective power curve vP E Please refer to Figure 2 The flowchart shown:

[0058] (I) Calculation of speed thrust curve vX P

[0059] The method for calculating the corresponding self-propelled propeller thrust at each straight-line self-propelled speed calculation point is the same:

[0060] The external forces on the target ship can be mainly divided into three categories: hull hydrodynamics, rudder force and propeller thrust. The hull hydrodynamics further includes inertial hydrodynamics and viscous hydrodynamics, which are not distinguished in detail in this application. In order to distinguish the forces at different stages, this application records the forces on the target ship in the self-propelled state as self-propelled hull hydrodynamics, self-propelled rudder force and self-propelled propeller thrust.

[0061] Based on the principle of two-force balance, when the target ship reaches the self-propulsion state, the thrust of the self-propulsion propeller on the target ship and the resultant force of the self-propulsion hull hydrodynamic force and self-propulsion rudder force on the target ship are equal in magnitude and opposite in direction. Therefore, by determining the resultant force of the self-propulsion hull hydrodynamic force and self-propulsion rudder force on the target ship at the direct self-propulsion speed calculation point, the thrust of the self-propulsion propeller at the direct self-propulsion speed calculation point can be determined.

[0062] (1) Calculate the hydrodynamic force on the self-propelled hull of the target ship at the straight-line self-propelled speed calculation point.

[0063] According to the direct self-propelled speed calculation point of the target ship in the direct sailing state with 0 rudder angle, the self-propelled hull hydrodynamic force under the direct self-propelled speed calculation point is calculated in combination with the hull parameters of the target ship. For a general bilaterally symmetrical ship, only the longitudinal component of the hull hydrodynamic force in the direct sailing state is not zero, so this step obtains the longitudinal hull hydrodynamic force in the direct sailing state.

[0064] The hull parameters of the target ship include at least the length, width, draft, square coefficient and wetted surface area, and these hull parameters can be obtained in advance. The specific numerical value of the hydrodynamic force of the self-propelled hull can be calculated using a commonly used empirical calculation method, and this step will not be repeated.

[0065] (2) Calculate the self-propulsion rudder force on the target ship at the straight-line self-propulsion speed calculation point

[0066] Calculate the self-propulsion rudder force at the direct self-propulsion speed calculation point according to the rudder parameters using the following rudder force calculation formula:

[0067]

[0068] Among them, X R is the longitudinal component of the rudder force (longitudinal rudder force), Y R is the lateral component of the rudder force (lateral rudder force), N R It is the ship's bow moment (rudder moment) caused by the rudder force. The longitudinal direction in this application refers to the direction along the length of the ship pointing to the bow, and the transverse direction refers to the direction along the width of the ship pointing to the starboard side of the ship. The rudder parameters include: rudder lift coefficient C L , drag coefficient C D 、Rudder area A r , the longitudinal distance x between the centerline of the rudder stock and the center of gravity of the target ship r, these rudder parameters can be obtained in advance. w is the water density of the waters where the target ship is located. f is the velocity at the rudder, which can generally be Calculated, v x is the longitudinal component of the target ship's speed (surge velocity), v y is the lateral component of the target ship’s speed (sway speed). When the ship is sailing straight, v x is the ship's straight-line speed, which is a known quantity, v y is 0; in addition, in the straight-line state with 0 rudder angle, the rudder lift coefficient C L is 0, so the lateral rudder force and rudder moment are both 0, that is, the longitudinal rudder force is obtained in this step.

[0069] After calculating the self-propelled hull hydrodynamic force and self-propelled rudder force of the target ship at the direct self-propelled speed calculation point by the above method, the self-propelled propeller thrust at the current direct self-propelled speed calculation point can be obtained based on the two-force balance principle.

[0070] The above method is used to calculate at each direct self-propelled speed calculation point, and the propeller thrust at each direct self-propelled speed calculation point can be obtained, thereby obtaining the speed thrust curve vX P The speed thrust curve vX calculated in an example P like Figure 3 shown.

[0071] (II) Calculation of effective power curve vP E

[0072] The above method can be used to determine the propeller thrust corresponding to any straight self-propelled speed calculation point, and then the speed at any straight self-propelled speed calculation point is multiplied by the corresponding propeller thrust to obtain the effective power at the straight self-propelled speed calculation point. This method can be used to obtain the effective power at each different straight self-propelled speed calculation point, that is, the speed effective power curve vP is obtained. E In one example, the speed effective power curve vP is obtained. E like Figure 4 shown.

[0073] Step 2: Obtain several direct navigation data points of the target ship when it is sailing straight at 0 rudder angle, and calculate the effective power curve vP according to the direct navigation data points. E Get the main engine power corresponding to each direct self-propelled speed calculation point, and then get the speed main engine power curve vP S .

[0074] Each direct navigation data point obtained includes the self-propelled speed and corresponding main engine power of the target ship when it sails at a 0 rudder angle under one main engine power. Several different direct navigation data points are the self-propelled speed and corresponding main engine power of the target ship when it reaches the self-propelled state of 0 rudder angle under different main engine powers, such as the direct navigation self-propelled speed and corresponding main engine power of the target ship when it sails at 0 rudder angle under the main engine power output of 1 / 4 car, half car, 3 / 4 car and full car. Or in some cases, only the design speed of the target ship at the rated main engine power may be known.

[0075] In order to determine the main engine power at each direct self-propelled speed calculation point, firstly, according to the self-propelled speed of each direct actual flight data point on the speed effective power curve vP E The effective power corresponding to each direct flight data point is calculated by interpolation. Then the ratio of the effective power to the main engine power at each direct flight data point is calculated to obtain the propulsion coefficient at each direct flight data point.

[0076] Then, the propulsion coefficient of each direct self-propelled speed calculation point is obtained according to the propulsion coefficient under each direct flight data point: if there are multiple direct flight data points, piecewise linear interpolation is performed according to the propulsion coefficient under each direct flight data point to obtain the propulsion coefficient of each direct self-propelled speed calculation point; if there is only one direct flight data point, the propulsion coefficient of each direct self-propelled speed calculation point can be taken as the propulsion coefficient under the direct flight data point.

[0077] After obtaining the propulsion coefficient of each direct self-propelled speed calculation point, the effective power of each direct self-propelled speed calculation point is divided by its corresponding propulsion coefficient to obtain the main engine power at each direct self-propelled speed calculation point, thereby obtaining the speed main engine power curve vP S In one example, the obtained speed main engine power curve vP S like Figure 5 shown.

[0078] Step 3: Obtain the actual slewing data points when the target ship reaches a steady slewing state at a number of non-zero predetermined rudder angles δ, and calculate the actual slewing data points based on the speed thrust curve vX P And the speed main engine power curve vP S , and obtain the longitudinal rudder force correction coefficient α corresponding to the predetermined rudder angle δ at each turning actual navigation data point δ and the lateral rudder force correction factor β δ .

[0079] The obtained actual navigation data points of the target ship's turn at any predetermined rudder angle δ include: the motion state data of the target ship when it reaches the steady turning state at the current predetermined rudder angle δ, the steady turning main engine power P s_δ , Steady turning speed vδ And the constant rotation diameter D δ The calculation method for the steady rotation state at each predetermined rudder angle is the same, including the following contents, please refer to Figure 6 Flowchart:

[0080] As mentioned above, the target ship is also subjected to three types of external forces in the steady turning state. In order to distinguish the forces at different stages, the forces on the target ship in the steady turning state are recorded as steady hull hydrodynamic force, steady rudder force and steady propeller thrust. The calculation of these three types of forces are as follows:

[0081] (1) Steady hull hydrodynamics: The steady hull hydrodynamics under steady turning state is calculated based on the hull parameters of the target ship and the motion state data under steady turning state. Similar to the above-mentioned method of calculating the hydrodynamics of the self-propelled hull, it can be calculated using the commonly used empirical calculation method and will not be described in detail.

[0082] (2) Steady propeller thrust: Based on the above-determined main engine power curve vP S , the steady rotation main engine power P of the target ship can be interpolated and calculated s_δ The corresponding self-propelled speed v'. According to the above-determined speed thrust curve vX P , and the self-propelled propeller thrust corresponding to the obtained self-propelled speed v′ can be determined by interpolation calculation, and the obtained self-propelled propeller thrust is used as the steady propeller thrust in the current steady rotation state.

[0083] (3) Steady rudder force: The rudder force calculation formula of formula (1) is used to calculate the steady rudder force under the steady turning motion state data of the target ship and the rudder parameters. The calculated rudder force result cannot accurately represent the steady rudder force under the current steady turning state and needs to be corrected. Therefore, the result obtained at this time is recorded as the theoretical steady rudder force under the current steady turning state.

[0084] The above three methods can be used to calculate the steady hull hydrodynamic force, steady propeller thrust and theoretical steady rudder force of the target ship under the current steady rotation state, and then the rotation motion simulation of the target ship is carried out based on the mathematical model of the maneuvering motion, and the rotation simulation data of the target ship under the steady hull hydrodynamic force, steady propeller thrust and theoretical steady rudder force can be determined. The mathematical model of the maneuvering motion is as follows:

[0085]

[0086] Where, m is the mass of the target ship. u is the real-time sway velocity of the target ship, V is the real-time sway velocity of the target ship, r is the real-time pitch angular velocity of the target ship, and I zz is the moment of inertia of the target ship about the vertical axis around the center of gravity.R is the longitudinal rudder force, Y R is the lateral rudder force, N R is the rudder torque. P is the propeller thrust. X IH is the longitudinal component of the hull hydrodynamic force, Y IH is the lateral component of the hull hydrodynamic force, N IH It is the bow moment of the ship caused by the hydrodynamic force of the hull.

[0087] In this step, the theoretical steady rudder force obtained by the above calculation can be decomposed to determine X R , Y R 、N R The value of the constant propeller thrust obtained by the above calculation is X P The steady hull hydrodynamic force calculated above can be decomposed to determine X IH , Y IH 、N IH , substitute into the above formula (2) and solve it iteratively until the target ship reaches a steady rotation state, and the rotation simulation data under the current force state can be obtained.

[0088] When the error between the obtained rotation simulation data and the rotation actual flight data point under the current predetermined rudder angle δ exceeds the error range, the longitudinal rudder force correction coefficient α corresponding to the current predetermined rudder angle δ is adjusted. δ and / or lateral rudder force correction factor β δ The above formula (1) for calculating the theoretical steady rudder force is corrected, and then the step of simulating the rotation motion based on the mathematical model of the maneuvering motion is re-executed, and the rotation simulation data of the target ship under the steady hull hydrodynamic force, steady propeller thrust and the corrected theoretical steady rudder force at this time is determined again, and the above process is repeated. When the relative error between the obtained rotation simulation data and the actual rotation data point is within the error range, the longitudinal rudder force correction coefficient α corresponding to the current predetermined rudder angle δ is obtained. δ and / or lateral rudder force correction factor β δ The longitudinal rudder force correction coefficient β corresponding to the current predetermined rudder angle δ δ and the lateral rudder force correction factor β δ They have their own initial values ​​(usually all taken as 1), and then in the iterative correction process, a trial-and-correction strategy can be used to adjust the coefficient values, or various existing mathematical optimization methods can be used for automatic optimization.

[0089] The rotation simulation data obtained by the rotation motion simulation includes the constant rotation simulation speed and the constant rotation simulation diameter Then the iterative calculation obtains the longitudinal rudder force correction coefficient α corresponding to the current predetermined rudder angle δ and the lateral rudder force correction factor β δThe process includes:

[0090] (1) Detect the steady rotation simulation speed obtained by the rotation motion simulation The steady turning speed v at the predetermined rudder angle δ δ Whether the error is within the speed error range, the speed error range can be customized (such as 1%).

[0091] (2) When the steady rotation simulation speed With the steady turning speed v δ When the error between is not within the speed error range, adjust the longitudinal rudder force correction coefficient α δ The longitudinal component of the theoretical steady rudder force is corrected. The longitudinal component of the theoretical steady rudder force is the X R Then re-execute the rotary motion simulation based on the manipulation motion mathematical model, and perform step (1) again for detection.

[0092] (3) When the steady rotation simulation speed With the steady turning speed v δ When the error between is within the speed error range, the longitudinal rudder force correction coefficient α corresponding to the current predetermined rudder angle δ is finally obtained. δ .

[0093] (4) Using the final determined longitudinal rudder force correction factor α δ On the basis of correcting the longitudinal component of the theoretical steady rudder force, the steady rotation simulation diameter obtained by the rotation motion simulation is detected. The constant turning diameter D at the predetermined rudder angle δ δ Whether the error is within the diameter error range, the diameter error range can be customized (such as 1%).

[0094] (5) When the constant rotation simulation diameter The constant turning diameter D at the predetermined rudder angle δ δ When the error between the two is not within the diameter error range, the already determined longitudinal rudder force correction coefficient α is maintained. δ On the basis of correcting the longitudinal component of the theoretical steady rudder force, adjust the lateral rudder force correction coefficient β δ The lateral component of the theoretical steady rudder force is corrected. The lateral component of the theoretical steady rudder force is the Y R Then re-execute the rotary motion simulation based on the manipulation motion mathematical model, and perform step (4) again for detection.

[0095] (6) When the constant rotation simulation diameter The constant turning diameter D at the predetermined rudder angle δ δWhen the error between is within the diameter error range, the lateral rudder force correction coefficient β corresponding to the current predetermined rudder angle δ is finally obtained. δ .

[0096] The above method is used to simulate the steady rotation state of each predetermined rudder angle, and the longitudinal rudder force correction coefficient α corresponding to each predetermined rudder angle is obtained. δ and the lateral rudder force correction factor β δ .

[0097] Step 4: when simulating the maneuvering motion of the target ship according to a certain real-time main engine power and a certain real-time rudder angle, firstly, according to the real-time main engine power at the speed main engine power curve vP S Interpolate to determine the self-propulsion speed corresponding to the real-time host power Then further according to the self-propelled speed At the speed thrust curve vX P The interpolation value is the same as the self-propelled speed Corresponding self-propulsion propeller thrust X P Then, according to the real-time sway speed u and self-propelled speed of the target ship Thrust of self-propelled propeller X P Corrected to get real time propeller thrust The correction formula is:

[0098]

[0099] Among them, T B It is the ship's bollard tension under the real-time main engine power (usually taken as 1.5% of the real-time main engine power).

[0100] Step 5, interpolate the longitudinal rudder force coefficient and the lateral rudder force correction coefficient at each predetermined rudder angle according to the real-time rudder angle, determine the two rudder force correction coefficients corresponding to the real-time rudder angle, and calculate the real-time rudder force according to the following formula in combination with the real-time motion state of the target ship and the real-time rudder angle:

[0101]

[0102] is the calculated real-time longitudinal rudder force, is the calculated real-time lateral rudder force, is the calculated real-time rudder torque, α is the longitudinal rudder force correction coefficient corresponding to the real-time rudder angle, and β is the lateral rudder force correction coefficient corresponding to the real-time rudder angle. The meanings of other symbols in the above formula are the same as those in formula (1).

[0103] Step 6, the real-time hull hydrodynamic force is calculated according to the hull parameters and real-time motion state of the target ship, which can also be calculated according to the existing empirical formula. Finally, the maneuvering motion response of the target ship under the action of the real-time hull hydrodynamic force, the real-time propeller thrust and the real-time rudder force is determined based on the maneuvering motion mathematical model of formula (2).

[0104] The above is only a preferred embodiment of the present application, and the present application is not limited to the above embodiments. It is understood that other improvements and changes directly derived or associated by those skilled in the art without departing from the spirit and concept of the present application should be considered to be included in the protection scope of the present application.

Claims

1. A ship maneuvering motion simulation method based on actual navigation data, characterized in that: The ship maneuvering motion simulation method comprises: Select several straight-line self-propelled speed calculation points between the target ship's 0 speed and maximum speed, calculate the self-propelled propeller thrust at each straight-line self-propelled speed calculation point when the target ship maintains a 0 rudder angle straight-line state, and obtain the speed-thrust curve , calculate the effective power of the target ship at each straight-line self-propelled speed calculation point when it maintains a 0 rudder angle straight-line state to obtain the speed effective power curve ; Obtain several direct navigation data points when the target ship is sailing straight at 0 rudder angle, and combine the direct navigation data points with the speed effective power curve Get the main engine power corresponding to each direct self-propelled speed calculation point to obtain the speed main engine power curve ; Among them, each direct voyage actual navigation data point obtained includes the self-propulsion speed and corresponding main engine power achieved by the target ship when sailing at a 0 rudder angle under several main engine powers; Obtain the actual turning data points when the target ship reaches a steady turning state at a number of non-zero predetermined rudder angles, and combine the actual turning data points with the speed thrust curve And the speed main engine power curve , get the predetermined rudder angle at each rotation actual navigation data point Corresponding longitudinal rudder force correction factor and the lateral rudder force correction factor ; Power curve of main engine for ship speed Interpolation determines the self-propulsion speed corresponding to the real-time host power , thrust curve for speed Interpolation determination and self-propulsion speed Corresponding self-propulsion propeller thrust , according to the real-time swing speed and self-propelled speed Thrust of self-propelled propeller Corrected to get real time propeller thrust ; The longitudinal rudder force correction coefficient corresponding to the real-time rudder angle is determined by interpolating the longitudinal rudder force correction coefficient at each actual navigation data point. , interpolate the lateral rudder force correction coefficient at each actual turning data point to determine the lateral rudder force correction coefficient corresponding to the real-time rudder angle , the real-time rudder force is calculated based on the two rudder force correction coefficients corresponding to the real-time rudder angle; The real-time hull hydrodynamic force is calculated according to the hull parameters and real-time motion state data of the target ship, and the maneuvering motion response of the target ship under the action of the real-time hull hydrodynamic force, real-time propeller thrust and real-time rudder force is determined based on the maneuvering motion mathematical model.

2. The ship maneuvering motion simulation method according to claim 1, characterized in that: Each preset rudder angle The actual turning data points under this condition include the target ship at the current predetermined rudder angle The motion state data, steady turning main engine power, steady turning speed and steady turning diameter when the navigation reaches the steady turning state; obtain each predetermined rudder angle Corresponding longitudinal rudder force correction factor and the lateral rudder force correction factor include: According to the hull parameters of the target ship and the predetermined rudder angle The motion state data when the steady rotation state is reached is calculated to obtain the steady hull hydrodynamic force under the steady rotation state; According to the main engine power curve Interpolation determines the self-propulsion speed corresponding to the steady-state main engine power of the target ship , according to the speed thrust curve Interpolation determination and self-propulsion speed The corresponding self-propulsion propeller thrust is taken as the steady propeller thrust in the steady rotation state; According to the rudder force calculation formula, the theoretical steady rudder force is calculated based on the motion state data of the target ship in the steady turning state and the rudder parameters; Performing a rotation motion simulation based on a maneuvering motion mathematical model to determine the rotation simulation data of the target ship under the action of steady hull hydrodynamic force, steady propeller thrust and theoretical steady rudder force; Adjust the longitudinal rudder force correction factor and / or lateral rudder force correction factor Correct the theoretical steady rudder force and re-execute the steps of simulating the rotation motion based on the mathematical model of the control motion until the error between the rotation simulation data and the corresponding rotation actual flight data is within the error range, and then obtain the longitudinal rudder force correction coefficient corresponding to the current predetermined rudder angle and the lateral rudder force correction factor .

3. The ship maneuvering motion simulation method according to claim 2, characterized in that: The obtained rotation simulation data includes the steady rotation simulation speed and the steady rotation simulation diameter; the current predetermined rudder angle is obtained Corresponding longitudinal rudder force correction factor and the lateral rudder force correction factor include: Adjust the longitudinal rudder force correction factor Correct the longitudinal component of the theoretical steady rudder force, and re-execute the steps of slewing motion simulation based on the mathematical model of the control motion, until the error between the steady slewing simulation speed obtained by the slewing motion simulation and the steady slewing speed under the predetermined rudder angle is within the speed error range, and obtain the longitudinal rudder force correction coefficient corresponding to the current predetermined rudder angle ; Using the final determined longitudinal rudder force correction factor Adjust the lateral rudder force correction coefficient based on the correction of the longitudinal component of the theoretical steady rudder force The lateral component of the theoretical steady rudder force is corrected, and the steps of performing the slewing motion simulation based on the mathematical model of the maneuvering motion are re-executed until the error between the steady slewing simulation diameter obtained by the slewing motion simulation and the steady slewing diameter at the predetermined rudder angle is within the diameter error range, and the lateral rudder force correction coefficient corresponding to the current predetermined rudder angle is obtained. .

4. The ship maneuvering motion simulation method according to claim 1, characterized in that: The real-time rudder force is calculated by combining the two rudder force correction coefficients corresponding to the real-time rudder angle, and is calculated according to the following formula: in, is the longitudinal component of the calculated real-time rudder force, is the calculated lateral component of the real-time rudder force, is the ship bow turning moment caused by the calculated real-time rudder force; is the rudder lift coefficient, is the drag coefficient, is the rudder area, is the longitudinal distance between the centerline of the rudder stock and the center of gravity of the target ship, is the flow velocity at the rudder, is the water density of the waters where the target ship is located.

5. The ship maneuvering motion simulation method according to claim 1, characterized in that: Calculate the propeller thrust of the target ship at each straight-line self-propelled speed calculation point when the target ship maintains a straight-line state with a 0 rudder angle, including: According to each direct self-propelled speed calculation point of the target ship in the direct sailing state of 0 rudder angle, the self-propelled hull hydrodynamic force at the direct self-propelled speed calculation point is calculated in combination with the hull parameters of the target ship; Calculate the self-propulsion rudder force at the direct self-propulsion speed calculation point according to the rudder force calculation formula based on the rudder parameters; Based on the two-force balance principle, the self-propelled propeller thrust at the direct self-propelled speed calculation point is determined according to the self-propelled ship hull hydrodynamic force and self-propelled rudder force at the direct self-propelled speed calculation point, and the obtained self-propelled propeller thrust is the same in magnitude and opposite in direction to the resultant force of the self-propelled ship hull hydrodynamic force and self-propelled rudder force.

6. The ship maneuvering motion simulation method according to claim 1, characterized in that: Calculate the effective power at each straight-line self-propulsion speed calculation point when the target ship maintains a straight-line state with a 0 rudder angle, including: The speed at each direct self-propelled speed calculation point is multiplied by the corresponding self-propelled propeller thrust to obtain the effective power at the direct self-propelled speed calculation point.

7. The ship maneuvering motion simulation method according to claim 1, characterized in that: Get the main engine power corresponding to each direct self-propelled speed calculation point, including: Effective power curve at speed The effective power corresponding to the self-propulsion speed of each direct flight data point is determined by upper interpolation; Calculate the ratio of the effective power to the main engine power at each direct flight data point to obtain the propulsion coefficient at the direct flight data point; The propulsion coefficient at each direct flight self-propelled speed calculation point is obtained according to the propulsion coefficient at each direct flight actual flight data point; The effective power at each direct self-propelled speed calculation point is divided by the propulsion coefficient at the direct self-propelled speed calculation point to obtain the main engine power corresponding to the direct self-propelled speed calculation point.

8. The ship maneuvering motion simulation method according to claim 1, characterized in that: According to the real-time swing speed and self-propelled speed Thrust of self-propelled propeller Corrected to get real time propeller thrust for: in, It is the ship's bollard pull under real-time main engine power.

9. The ship maneuvering motion simulation method according to claim 1, characterized in that: The formula for calculating the rudder force is: in, is the longitudinal component of the rudder force, is the lateral component of the rudder force, is the ship's bow turning moment caused by the rudder force; is the rudder lift coefficient, is the drag coefficient, is the water density of the waters where the target ship is located, is the flow velocity at the rudder, is the rudder area, It is the longitudinal distance from the centerline of the rudder stock to the center of gravity of the target ship.

10. The ship maneuvering motion simulation method according to claim 1, characterized in that: The mathematical model of manipulation motion is: in, is the mass of the target ship, is the real-time sway speed of the target ship, is the real-time sway speed of the target ship, is the real-time pitch angular velocity of the target ship, is the moment of inertia of the target ship about the vertical axis about the center of gravity; is the longitudinal component of the rudder force, is the lateral component of the rudder force, is the ship's bow turning moment caused by the rudder force; is the propeller thrust; is the longitudinal component of the hull hydrodynamic force, is the lateral component of the hull hydrodynamic force, It is the bow moment of the ship caused by the hydrodynamic force of the hull.

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