Yacht reliability assessment methods, media and systems

Abstract

The present invention discloses a yacht reliability assessment method, medium and system, wherein the method comprises: obtaining characteristic parameters of the yacht, and calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht according to the characteristic parameters of the yacht; combining the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and intervalizing the combined bending moment to obtain a combined bending moment interval value; calculating the total longitudinal ultimate strength of the yacht based on a progressive collapse method; calculating the reliability assessment value of the yacht based on the combined bending moment interval value and the total longitudinal ultimate strength; the method can reduce the manpower and material resources required for the yacht reliability assessment process, and at the same time, improve the accuracy of the reliability assessment result.

Description

Technical Field

[0001] The present application relates to the field of ship detection technology, and in particular to a yacht reliability assessment method, medium, and system. Background Art

[0002] As yachts are used, in order to ensure safety during use, it is necessary to evaluate the reliability of the yachts.

[0003] In the prior art, when assessing the reliability of a yacht, sensors are often installed at appropriate locations on the yacht to determine in real time whether the yacht has experienced a malfunction based on the sensor's sensing values. Understandably, this approach requires the installation of a large number of sensors, resulting in high costs. Furthermore, this method simply compares the sensed stress value with a critical value, resulting in low accuracy and prone to misjudgment. Summary of the Invention

[0004] The present invention aims to at least partially address one of the technical problems in the related art. To this end, one object of the present invention is to provide a yacht reliability assessment method that can reduce the manpower and material resources required for the yacht reliability assessment process while improving the accuracy of the reliability assessment results.

[0005] In a first aspect, an embodiment of the present invention proposes a yacht reliability assessment method, comprising the following steps: obtaining yacht characteristic parameters, and calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the yacht characteristic parameters; combining the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and intervalizing the combined bending moment to obtain a combined bending moment interval value; calculating the total longitudinal ultimate strength of the yacht based on the progressive collapse method; and calculating the reliability assessment value of the yacht based on the combined bending moment interval value and the total longitudinal ultimate strength.

[0006] According to an embodiment of the present invention, a yacht reliability assessment method first obtains yacht characteristic parameters and calculates the yacht's actual maximum still water bending moment and actual maximum wave bending moment based on the yacht characteristic parameters. Next, the actual maximum still water bending moment and the actual maximum wave bending moment are combined to obtain a combined bending moment, and the combined bending moment is intervalized to obtain combined bending moment interval values. Then, the yacht's longitudinal ultimate strength is calculated based on the progressive collapse method. Finally, the yacht's reliability assessment value is calculated based on the combined bending moment interval values ​​and the longitudinal ultimate strength. This method reduces the manpower and material resources required for the yacht reliability assessment process while improving the accuracy of the reliability assessment results.

[0007] In some embodiments, calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the yacht characteristic parameters includes: calculating the design maximum still water bending moment and the design maximum wave bending moment of the yacht based on the yacht characteristic parameters; calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the design maximum still water bending moment and the design maximum wave bending moment.

[0008] In some embodiments, the designed maximum still water bending moment includes the sagging designed maximum still water bending moment and the hogging designed maximum still water bending moment, and the designed maximum wave bending moment includes the sagging designed maximum wave bending moment and the hogging designed maximum wave bending moment; wherein the sagging designed maximum still water bending moment, the hogging designed maximum still water bending moment, the sagging designed maximum wave bending moment, and the hogging designed maximum wave bending moment are calculated according to the following formula:

[0009] M s01 =-0.065L f F M L 2 B(C B +0.7)

[0010] M s02 =L f F M L 2 B(0.1225-0.015C B )

[0011] M W01 =-0.11L f F M C1L 2 B(C B +0.7)

[0012] M W02 =0.19L f F M C1L 2 BC B

[0013] Among them, M s01 Indicates the maximum hydrostatic bending moment of the sagging design, M s02 It represents the maximum hydrostatic bending moment of the hoist design, M W01 Indicates the maximum wave bending moment of sagging design, M W02 Indicates the maximum wave bending moment of the mid-arch design, L is the length of the ship, B is the width of the yacht, C B Represents the square coefficient, L f Indicates the wave coefficient, L f =0.0412L+4,F M represents the bending moment distribution coefficient, and C1 represents the yacht design category reduction factor.

[0014] In some embodiments, the actual maximum still water bending moment includes the actual maximum still water bending moment of sagging and the actual maximum still water bending moment of hogging, and the actual maximum wave bending moment includes the actual maximum wave bending moment of sagging and the actual maximum wave bending moment of hogging, wherein the actual maximum still water bending moment of sagging, the actual maximum still water bending moment of hogging, the actual maximum wave bending moment of sagging, and the actual maximum wave bending moment of hogging are calculated according to the following formula:

[0015]

[0016]

[0017]

[0018]

[0019] Among them, M sT1 Indicates the actual maximum hydrostatic bending moment, M sT2 Indicates the actual maximum hydrostatic bending moment of the hoist, V s Indicates the average occurrence rate of each working condition, V w represents the frequency of encountering waves, T represents the operating time of the yacht, T0 represents the design life of the yacht, M wT1 Indicates the actual maximum wave bending moment during sagging, M wT2 Indicates the actual maximum wave bending moment of the hog.

[0020] In some embodiments, the combined bending moment interval value is calculated by the following formula:

[0021]

[0022] Among them, [M t,T ] represents the combined bending moment interval value, M ST represents the actual maximum still water bending moment, Represents the load reduction factor, M WT Indicates the actual maximum wave bending moment, σ SI Indicates M ST The standard deviation, σ WI Indicates M WT The standard deviation of .

[0023] In some embodiments, the reliability evaluation value is calculated using the following formula:

[0024]

[0025] Where η represents the reliability evaluation value, represents the mean value of the total longitudinal ultimate strength, Indicates the deviation of the total longitudinal ultimate strength, represents the mean value of the combined bending moment, It represents the deviation of the combined bending moment;

[0026]

[0027]

[0028]

[0029]

[0030] in, Indicates the lower limit of the total longitudinal ultimate strength, Indicates the upper limit of the longitudinal ultimate strength, represents the lower limit of the combined bending moment, Indicates the upper limit of the combined bending moment.

[0031] In a second aspect, an embodiment of the present invention provides a computer-readable storage medium on which a yacht reliability assessment program is stored. When the yacht reliability assessment program is executed by a processor, the yacht reliability assessment method described above is implemented.

[0032] In a third aspect, an embodiment of the present invention proposes a yacht reliability assessment system, comprising: an acquisition module, the acquisition module being used to acquire yacht characteristic parameters, and calculate the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the yacht characteristic parameters; a combination module, the combination module being used to combine the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and to intervalize the combined bending moment to obtain a combined bending moment interval value; a progressive collapse module, the progressive collapse module being used to calculate the total longitudinal ultimate strength of the yacht based on the progressive collapse method; and an assessment module, the assessment module being used to calculate the reliability assessment value of the yacht based on the combined bending moment interval value and the total longitudinal ultimate strength.

[0033] In some embodiments, calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the yacht characteristic parameters includes: calculating the design maximum still water bending moment and the design maximum wave bending moment of the yacht based on the yacht characteristic parameters; calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the design maximum still water bending moment and the design maximum wave bending moment.

[0034] In some embodiments, the designed maximum still water bending moment includes the sagging designed maximum still water bending moment and the hogging designed maximum still water bending moment, and the designed maximum wave bending moment includes the sagging designed maximum wave bending moment and the hogging designed maximum wave bending moment; wherein the sagging designed maximum still water bending moment, the hogging designed maximum still water bending moment, the sagging designed maximum wave bending moment, and the hogging designed maximum wave bending moment are calculated according to the following formula:

[0035] M s01 =-0.065L f F M L 2 B(C B +0.7)

[0036] M s02 =L f F M L 2 B(0.1225-0.015C B )

[0037] M W01 =-0.11L f F M C1L 2 B(C B +0.7)

[0038] M W02 =0.19L f F M C1L 2 BC B

[0039] Among them, M s01 Indicates the maximum hydrostatic bending moment of the sagging design, M s02 It represents the maximum hydrostatic bending moment of the hoist design, M W01 Indicates the maximum wave bending moment of sagging design, M W02 Indicates the maximum wave bending moment of the mid-arch design, L is the length of the ship, B is the width of the yacht, C B Represents the square coefficient, L f Indicates the wave coefficient, L f =0.0412L+4,F M represents the bending moment distribution coefficient, and C1 represents the yacht design category reduction factor.

[0040] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 is a flow chart of a yacht reliability assessment method according to an embodiment of the present invention;

[0042] Figure 2 is a schematic cross-sectional view of a hull according to an embodiment of the present invention;

[0043] Figure 3 is a schematic cross-sectional view of a yacht according to an embodiment of the present invention;

[0044] Figure 4 is a schematic diagram of the geometric shape of a hat-shaped stiffened plate according to an embodiment of the present invention;

[0045] Figure 5 is a schematic diagram of the division of key components according to an embodiment of the present invention;

[0046] Figure 6 is a schematic diagram of boundary conditions according to an embodiment of the present invention;

[0047] Figure 7 is a schematic structural diagram of key components according to an embodiment of the present invention;

[0048] Figure 8 is a load-displacement curve according to an embodiment of the present invention;

[0049] Figure 9 is a flow chart of a gradual collapse method according to an embodiment of the present invention;

[0050] Figure 10 FIG. 4 is a block diagram of a yacht reliability assessment system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0051] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0052] The following describes a yacht reliability assessment method according to an embodiment of the present invention with reference to the accompanying drawings.

[0053] See also Figure 1 , Figure 1 FIG. 1 is a flow chart of a yacht reliability assessment method according to an embodiment of the present invention. Figure 1 As shown, the yacht reliability assessment method includes the following steps:

[0054] S101: Acquire characteristic parameters of the yacht, and calculate the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the characteristic parameters of the yacht.

[0055] In some embodiments, calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the yacht characteristic parameters includes: calculating the design maximum still water bending moment and the design maximum wave bending moment of the yacht based on the yacht characteristic parameters; calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the design maximum still water bending moment and the design maximum wave bending moment.

[0056] In some embodiments, the design maximum still water bending moment includes the sagging design maximum still water bending moment and the hogging design maximum still water bending moment, and the design maximum wave bending moment includes the sagging design maximum wave bending moment and the hogging design maximum wave bending moment; wherein the sagging design maximum still water bending moment, the hogging design maximum still water bending moment, the sagging design maximum wave bending moment, and the hogging design maximum wave bending moment are calculated according to the following formulas:

[0057] M s01 =-0.065L f F M L 2 B(C B +0.7)

[0058] M s02 =L f F M L 2 B(0.1225-0.015C B )

[0059] M M01 =-0.11L f F M C1L 2 B(C B +0.7)

[0060] M W02 =0.19L f F M C1L 2 BC B

[0061] Among them, M s01 Indicates the maximum hydrostatic bending moment of the sagging design, M s02 It represents the maximum hydrostatic bending moment of the hoist design, M W01 Indicates the maximum wave bending moment of sagging design, M W02 Indicates the maximum wave bending moment of the mid-arch design, L is the length of the ship, B is the width of the yacht, C B Represents the square coefficient, L f Indicates the wave coefficient, L f =0.0412L+4,F M represents the bending moment distribution coefficient, and C1 represents the yacht design category reduction factor.

[0062] In some embodiments, the actual maximum still water bending moment includes the actual maximum still water bending moment of sagging and the actual maximum still water bending moment of hogging, and the actual maximum wave bending moment includes the actual maximum wave bending moment of sagging and the actual maximum wave bending moment of hogging, wherein the actual maximum still water bending moment of sagging, the actual maximum still water bending moment of hogging, the actual maximum wave bending moment of sagging, and the actual maximum wave bending moment of hogging are calculated according to the following formula:

[0063]

[0064]

[0065]

[0066]

[0067] Among them, M sT1 Indicates the actual maximum hydrostatic bending moment, M sT2 Indicates the actual maximum hydrostatic bending moment of the hoist, V s Indicates the average occurrence rate of each working condition, V w represents the frequency of encountering waves, T represents the operating time of the yacht, T0 represents the design life of the yacht, M wT1 Indicates the actual maximum wave bending moment during sagging, M wT2 Indicates the actual maximum wave bending moment of the hog.

[0068] S102: combining the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and performing intervalization on the combined bending moment to obtain an interval value of the combined bending moment.

[0069] In some embodiments, the combined bending moment interval value is calculated by the following formula:

[0070]

[0071] Among them, [M t,T ] represents the combined bending moment interval value, M ST represents the actual maximum still water bending moment, Represents the load reduction factor, M WT Indicates the actual maximum wave bending moment, σ SI Indicates M ST The standard deviation, σ WI Indicates M WT The standard deviation of .

[0072] As an example, first, calculate the design maximum still water bending moment within the yacht's design life T0, and the calculation formula is as follows:

[0073] M s01 =-0.065L f F ML 2 B(C B +0.7)

[0074] M s02 =L f F M L 2 B(0.1225-0.015C B )

[0075] Next, calculate the design maximum wave bending moment within the yacht's design life T0:

[0076] M W01 =-0.11L f F M C1L 2 B(C B +0.7)

[0077] M W02 =0.19L f F M C1L 2 BC B

[0078] Then, the combined bending moment method is used to combine the static water load and vertical wave load that affect the total longitudinal strength of the hull. On this basis, some uncertainties in the statistical law of load are considered. When insufficient data cannot give a definite value, interval numbers are considered to replace variables so that they fall within the interval at a certain confidence level. Among them, the actual maximum static water bending moment in the sagging and camber states is: sagging: Middle arch: The actual maximum wave bending moment is: After obtaining the extreme value distribution results of still water bending moment and wave bending moment, they are processed into intervals, namely

[0079] [M ST ]=[M ST -2σ SI ,M ST +2σ SI ]

[0080] [M WT ]=[M WT -2σ WI ,M WT +2σ WI ]

[0081] The maximum value of the combined bending moment of the two bending moments in T years is M t,T Also interval into:

[0082]

[0083] As another example, first, the still water bending moment and the wave bending moment are combined, and then the combined bending moment is intervalized under a certain confidence level according to the extreme value distribution of the still water bending moment and the wave bending moment. Then, during the operation time T, the number of all working conditions encountered by the yacht is assumed to be V s T, the maximum combined bending moment can be determined by the following formula:

[0084]

[0085] Where, is the probability density function of the hydrostatic bending moment, is the cumulative probability function of wave bending moment.

[0086] Therefore, the maximum value of the combined bending moment of the two bending moments in T years is M t,T , can be obtained by the following formula:

[0087]

[0088] In the above formula, M ST is the maximum hydrostatic bending moment within T, M WT is the maximum wave bending moment, It is for M ST and M WT Directly add the bias estimates, is the load reduction factor.

[0089] M ST and M WT By performing interval processing, we can obtain:

[0090] [M ST ]=[M ST -2σ SI ,M ST +2σ SI ]

[0091] [M WT ]=[M WT -2σ WI ,M WT +2σ WI ]

[0092] The maximum value of the combined bending moment of the two bending moments in T years is M t,T Also interval into:

[0093]

[0094] S103, Calculation of the longitudinal ultimate strength of yachts based on the progressive collapse method.

[0095] As an example, the progressive collapse method is used to perform a more detailed unit division on the cross section of the fiberglass yacht. The characteristics of each unit are comprehensively analyzed. Through finite element analysis, the ultimate strength of the laminate and the laminated stiffened plate is obtained, thereby determining the stress-strain relationship of each unit. Then, assuming the height of the neutral axis of the hull beam, the value of the neutral axis is determined, and then the moment M is calculated. The ultimate bending moment M is obtained through iteration. ult ;

[0096] It can be understood that when calculating the ultimate strength of FRP yachts, the progressive collapse analysis method can be used. The core idea of ​​this method is to gradually simulate the process of gradual failure of composite materials under load in order to obtain more accurate strength predictions. The first step is to divide the hull cross section into multiple key component units. In this analysis process, each longitudinal reinforcement or component is regarded as an independent unit to better capture the changes in local strains inside the hull. During the analysis, the FRP yacht is regarded as a beam and obeys the flat section assumption. In particular, under pure bending loads, the cross-sectional deformation of the hull beam is assumed to remain flat, while the normal strain ε changes according to a linear law. In the progressive collapse method, the strain at the centroid of each key component unit is used instead of the strain of the entire section. This decision is based on the understanding of the failure of composite materials, and the strain at the centroid can more accurately reflect the local failure situation. Therefore, the centroid strain of the key component unit is:

[0097]

[0098] Δz=z i -z NA

[0099] In the above formula, Refers to the cross-sectional angle, z i Refers to the vertical coordinate of the centroid point on the cross section, z NA Refers to the distance between the neutral axis and the baseline. The cross-sectional diagram is as follows Figure 2 shown.

[0100] In the cross section of the hull beam, the normal strain ε varies linearly with the height direction. This shows that when the yacht is subjected to bending load, the strain at different heights on the hull beam shows uniform and regular changes, which is crucial for understanding the bending response of the structure. The effect of the applied bending moment on the component is similar to the rotation angle. There is a direct correlation between the external bending moment and the bending deformation of the key components, and the degree of deformation of the components is closely related to the rotation angle they are subjected to. It becomes an important parameter used to describe the influence of external bending moment on the structure. The relationship between the two is:

[0101]

[0102] Corner It can be regarded as an independent variable in the formula, which is closely related to the resistance of the structure. In other words, the ultimate bearing capacity of the structure can be determined by the rotation angle To calculate. Considering the angle increment step In the case of , the end displacement of the key component can be expressed by the product of the normal strain ε and the length L of the component, that is:

[0103]

[0104] According to the above formula, after calculating the displacement of the last key component, the axial load F on the cross section can be obtained. i , and the sum of the axial loads on the entire cross section ∑F i The neutral axis is an important concept in the cross section. Its position is dynamically adjusted as the cross section angle changes. The neutral axis can be regarded as the critical line of the internal force distribution on the cross section. When the resultant force on this line is zero, the cross section will be in equilibrium. The condition |∑F i |<ξ to determine the position of the neutral axis, where ξ is a critical value. When the total axial load |∑F i When | is less than ξ, the position that satisfies the neutral axis can be determined. i When | is not less than ξ, the position of the neutral axis needs to be corrected according to different states and load conditions to ensure the balance of the section. The correction can be done according to the following methods:

[0105] (1) Assuming that the distance between the neutral axis and the bottom of the ship is NA0 in the initial stage, the load at this time is

[0106] (2) If Then the condition |∑F is satisfied i |<ξ, the position of the neutral axis can be determined. If the condition is not met, further calculation is required.

[0107] (3) In the sagging state: the bottom of the ship is in a state of tension and the deck is in a state of compression. Then move the neutral axis upward by a distance ΔNA, then NA1=NA0+ΔNA, and then return to the first step; if Then move the neutral axis downward by a distance ΔNA, then NA1=NA0-ΔNA, and then return to the first step. In the hoist state: the bottom of the ship is in compression and the deck is in tension. If Then move the neutralization axis downward by a distance ΔNA, then NA1=NA0-ΔNA, and then return to the first step; if Then move the neutralization axis upward by a distance ΔNA, then NA1 = NA0 - ΔNA, and then return to the first step.

[0108] According to the above neutral axis correction method, after determining the positions of the different neutral axes in the sagging and camber states, the section bending moment in this state can be calculated. This bending moment is obtained by multiplying the axial loads by the corresponding distances. The expression is:

[0109] M k =∑F i z i

[0110] In order to obtain the section bending moment under different rotation angles, the section rotation angle can be An increment Right now The section bending moment M of the next corner can be obtained k+1 In this way, the corresponding relationship between bending moment and rotation angle can be established, so as to estimate the bending response of the section under different states and calculate the ultimate bending moment value on the yacht hull beam section.

[0111] Take a yacht actually produced by a company as an example, where the cross-section is as follows Figure 3 As shown in the figure, the deck, side and bottom plates are all hat-shaped stiffened plate structures. The total length is 50m, the width is 9.0m, and the depth is 6.0m. The thickness of the hull plate of the deck and side plates is 4.1mm, and the thickness of the bottom plate is 7.2mm. The shape of the hat-shaped stiffened plate is as follows: Figure 4 shown.

[0112] Separate and number the section hat-shaped stiffened plates, such as Figure 5 As shown, the entire section is divided into 79 units, numbered starting from 1 in a clockwise direction from the middle of the deck.

[0113] Key component segment analysis:

[0114] When performing ultimate strength analysis on yachts using the progressive collapse method, it is crucial to accurately analyze and predict the ultimate tensile and compressive strengths of key components. In particular, when using finite element software to calculate the ultimate tensile and compressive strengths of hat-shaped reinforcements, the effects of boundary conditions, initial imperfections, and loading conditions on the calculation results must be carefully considered.

[0115] (1) Boundary conditions

[0116] like Figure 6As shown, the hat-type reinforcement is idealized separately in the hull structure, and it is actually a plate beam structure. However, when predicting the ultimate bearing capacity of the overall structure, it must be recognized that there are certain differences between the individual reinforced components and the surrounding plate beam structure. This difference mainly comes from the boundary conditions at the connection between the individual reinforced components and the surrounding plate beam structure, including the longitudinal end and transverse boundary (B) conditions. Therefore, when considering the ultimate bearing capacity of the overall structure, the boundary conditions between the individual reinforced components and the surrounding plate beam structure must be taken into account. In order to more accurately predict the ultimate bearing capacity, a conservative method can be adopted to set the boundary conditions of the longitudinal ends to simply supported (A) and the transverse boundary conditions to free. Such boundary condition settings can better reflect the actual working state of the structure and improve the prediction accuracy of the ultimate bearing capacity. Boundary conditions such as Figure 6 shown.

[0117] (2) Initial defects

[0118] When performing compression analysis on a stiffened plate, the load is applied at the centroid. Therefore, it is necessary to add initial geometric defects to the analysis to better simulate the nonlinearity of the composite material. The initial geometric defect factors are shown in Table 1:

[0119] Table 1

[0120]

[0121] (3) Load conditions

[0122] When performing finite element analysis on a stiffened plate, a displacement load is applied at the centroid, and the centroid and boundary elements are linked by coupling so that the axial displacement of all nodes on the end face of the stiffened plate is the same.

[0123] After performing compression and tension limit analysis on 78 key component segments of the cross section, their axial load-displacement curves can be obtained. Figure 7 It is a typical key component segment. Figure 8 is its axial load-displacement curve.

[0124] After obtaining the axial load-displacement curves of each key component segment, the progressive failure analysis can be performed. The calculation process is as follows: Figure 9 shown.

[0125] like Figure 9 As shown, first, give the section angle An increment Right now Then, the distance between the neutral axis and the bottom of the ship is assumed to be NA0 in the initial stage, and the axial displacement u of each stiffened plate is calculated. i and axial load F i , then the load on the entire section is |∑F i|, then calculate the current state if Then the condition |∑F is satisfied i |<ξ, the position of the neutral axis can be determined. If the condition is not met, further calculation is required. In the sagging state: the bottom of the ship is in a state of tension and the deck is in a state of compression. Then move the neutral axis upward by a distance ΔNA, then NA1=NA0+ΔNA, and then return to the initial stage where the distance between the neutral axis and the bottom of the ship is NA0; if Then move the neutral axis downward by a distance ΔNA, then NA1=NA0-ΔNA, and then return to the initial stage where the distance between the neutral axis and the bottom of the ship is NA0. In the hogging state: the bottom of the ship is in compression and the deck is in tension. If Then move the neutral axis downward by a distance ΔNA, then NA1=NA0-ΔNA, and then return to the initial stage where the distance between the neutral axis and the bottom of the ship is NA0; if Then move the neutral axis upward by a distance ΔNA, then NA1=NA0-ΔNA, and then return to the initial stage where the distance between the neutral axis and the bottom of the ship is NA0. In order to obtain the section bending moment under different rotation angles, the section rotation angle can be given An increment Right now The section bending moment M of the next corner can be obtained k+1 In this way, the corresponding relationship between bending moment and rotation angle can be established, so as to estimate the bending response of the section under different states and calculate the ultimate bending moment value on the yacht hull beam section.

[0126] S104: Calculate a reliability assessment value of the yacht based on the combined bending moment interval value and the longitudinal ultimate strength.

[0127] In some embodiments, the reliability evaluation value is calculated using the following formula:

[0128]

[0129] Where η represents the reliability evaluation value, represents the mean value of the total longitudinal ultimate strength, Indicates the deviation of the total longitudinal ultimate strength, represents the mean value of the combined bending moment, It represents the deviation of the combined bending moment;

[0130]

[0131]

[0132]

[0133]

[0134] in, Indicates the lower limit of the total longitudinal ultimate strength, Indicates the upper limit of the longitudinal ultimate strength, represents the lower limit of the combined bending moment, Indicates the upper limit of the combined bending moment.

[0135] In summary, according to the yacht reliability assessment method of an embodiment of the present invention, first, yacht characteristic parameters are obtained, and the yacht's actual maximum still water bending moment and actual maximum wave bending moment are calculated based on the yacht characteristic parameters. Next, the actual maximum still water bending moment and the actual maximum wave bending moment are combined to obtain a combined bending moment, and the combined bending moment is intervalized to obtain combined bending moment interval values. Then, the yacht's longitudinal ultimate strength is calculated based on the progressive collapse method. Finally, the yacht's reliability assessment value is calculated based on the combined bending moment interval values ​​and the longitudinal ultimate strength. This reduces the manpower and material resources required for the yacht reliability assessment process, while improving the accuracy of the reliability assessment results.

[0136] In a second aspect, an embodiment of the present invention provides a computer-readable storage medium on which a yacht reliability assessment program is stored. When the yacht reliability assessment program is executed by a processor, the yacht reliability assessment method described above is implemented.

[0137] In a third aspect, an embodiment of the present invention proposes a yacht reliability assessment system, such as Figure 10 As shown, the yacht reliability assessment system includes: an acquisition module 10 , a combination module 20 , a progressive collapse module 30 and an assessment module 40 .

[0138] The acquisition module 10 is used to obtain characteristic parameters of the yacht and calculate the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the characteristic parameters of the yacht;

[0139] The combination module 20 is used to combine the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and to intervalize the combined bending moment to obtain an interval value of the combined bending moment;

[0140] The progressive collapse module 30 is used to calculate the longitudinal ultimate strength of the yacht based on the progressive collapse method;

[0141] The evaluation module 40 is used to calculate the reliability evaluation value of the yacht based on the combined bending moment interval value and the total longitudinal ultimate strength.

[0142] In some embodiments, calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the characteristic parameters of the yacht includes: calculating the design maximum still water bending moment and the design maximum wave bending moment of the yacht based on the characteristic parameters of the yacht; calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the design maximum still water bending moment and the design maximum wave bending moment.

[0143] In some embodiments, the design maximum still water bending moment includes the sagging design maximum still water bending moment and the hogging design maximum still water bending moment, and the design maximum wave bending moment includes the sagging design maximum wave bending moment and the hogging design maximum wave bending moment; wherein the sagging design maximum still water bending moment, the hogging design maximum still water bending moment, the sagging design maximum wave bending moment, and the hogging design maximum wave bending moment are calculated according to the following formulas:

[0144] M s01 =-0.065L f F M L 2 B(C B +0.7)

[0145] M s02 =L f F M L 2 B(0.1225-0.015C B )

[0146] M W01 =-0.11L f F M C1L 2 B(C B +0.7)

[0147] M W02 =0.19L f F M C1L 2 BC B

[0148] Among them, M s01 Indicates the maximum hydrostatic bending moment of the sagging design, M s02 It represents the maximum hydrostatic bending moment of the hoist design, M W01 Indicates the maximum wave bending moment of sagging design, M W02 Indicates the maximum wave bending moment of the mid-arch design, L is the length of the ship, B is the width of the yacht, C B Represents the square coefficient, L f Indicates the wave coefficient, L f =0.0412L+4,F M represents the bending moment distribution coefficient, and C1 represents the yacht design category reduction factor.

[0149] It should be noted that the above description of the yacht reliability assessment method is also applicable to the yacht reliability assessment system and will not be elaborated here.

[0150] In summary, an acquisition module is set up to obtain the characteristic parameters of the yacht, and the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht are calculated according to the characteristic parameters of the yacht; the combination module is used to combine the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and the combined bending moment is intervalized to obtain a combined bending moment interval value; the progressive collapse module is used to calculate the total longitudinal ultimate strength of the yacht based on the progressive collapse method; the evaluation module is used to calculate the reliability evaluation value of the yacht based on the combined bending moment interval value and the total longitudinal ultimate strength; this can reduce the manpower and material resources required for the yacht reliability evaluation process, and at the same time, improve the accuracy of the reliability evaluation results.

[0151] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device), or in conjunction with such instruction execution system, apparatus, or device. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, apparatus, or device, or in conjunction with such instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion having one or more wires (electronic device), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0152] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0153] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0154] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0155] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0156] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0157] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0158] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A yacht reliability assessment method, characterized in that: The following steps are involved: Acquiring characteristic parameters of the yacht, and calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the characteristic parameters of the yacht; combining the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and performing intervalization on the combined bending moment to obtain an interval value of the combined bending moment; calculating the longitudinal ultimate strength of the yacht based on a progressive collapse method; Calculating a reliability assessment value of the yacht based on the combined bending moment interval value and the longitudinal ultimate strength; Calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht according to the characteristic parameters of the yacht, including: Calculating the designed maximum still water bending moment and the designed maximum wave bending moment of the yacht based on the characteristic parameters of the yacht; Calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht according to the designed maximum still water bending moment and the designed maximum wave bending moment; The designed maximum still water bending moment includes the sagging designed maximum still water bending moment and the hog designed maximum still water bending moment, and the designed maximum wave bending moment includes the sagging designed maximum wave bending moment and the hog designed maximum wave bending moment; wherein, the sagging designed maximum still water bending moment, the hog designed maximum still water bending moment, the sagging designed maximum wave bending moment, and the hog designed maximum wave bending moment are calculated according to the following formula: M s01 =-0.065L f F M L 2 B(C B +0.7) M s02 =L f F M L 2 B(0.1225-0.015C B ) M W01 =-0.11L f F M C1L 2 B(C B +0.7) M W02 =0.19L f F M C1L 2 BC B Among them, M s01 Indicates the maximum hydrostatic bending moment of the sagging design, M s02 It represents the maximum hydrostatic bending moment of the hoist design, M W01 Indicates the maximum wave bending moment of sagging design, M W02 Indicates the maximum wave bending moment of the mid-arch design, L is the length of the ship, B is the width of the yacht, C B Represents the square coefficient, L f Indicates the wave coefficient, L f =0.0412L+4,F M represents the bending moment distribution coefficient, and C1 represents the yacht design category reduction factor.

2. The yacht reliability assessment method according to claim 1, wherein: The actual maximum still water bending moment includes the actual maximum still water bending moment of sagging and the actual maximum still water bending moment of hogging. The actual maximum wave bending moment includes the actual maximum wave bending moment of sagging and the actual maximum wave bending moment of hogging. The actual maximum still water bending moment of sagging, the actual maximum still water bending moment of hogging, the actual maximum wave bending moment of sagging and the actual maximum wave bending moment of hogging are calculated according to the following formula: Among them, M sT1 Indicates the actual maximum hydrostatic bending moment, M sT2 Indicates the actual maximum hydrostatic bending moment of the hoist, V s It represents the average occurrence rate of each working condition within the design life of the yacht, V w represents the frequency of encountering waves, T represents the operating time of the yacht, T0 represents the design life of the yacht, M wT1 Indicates the actual maximum wave bending moment during sagging, M wT2 Indicates the actual maximum wave bending moment of the hog.

3. The yacht reliability assessment method according to claim 1, wherein: The combined bending moment interval value is calculated by the following formula: Among them, [M t,T ] represents the combined bending moment interval value, M ST represents the actual maximum still water bending moment, Represents the load reduction factor, M WT Indicates the actual maximum wave bending moment, σ SI Indicates M ST The standard deviation, σ WI Indicates M WT The standard deviation of .

4. The yacht reliability assessment method according to claim 1, wherein: The reliability evaluation value is calculated by the following formula: Where η represents the reliability evaluation value, represents the mean value of the total longitudinal ultimate strength, Indicates the deviation of the total longitudinal ultimate strength, represents the mean value of the combined bending moment, It represents the deviation of the combined bending moment; in, Indicates the lower limit of the total longitudinal ultimate strength, Indicates the upper limit of the longitudinal ultimate strength, represents the lower limit of the combined bending moment, Indicates the upper limit of the combined bending moment.

5. A computer-readable storage medium, characterized in that A yacht reliability assessment program is stored thereon, and when the yacht reliability assessment program is executed by a processor, the yacht reliability assessment method according to any one of claims 1 to 4 is implemented.

6. A yacht reliability assessment system, characterized in that: include: an acquisition module, the acquisition module being used to acquire characteristic parameters of the yacht and calculate the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht based on the characteristic parameters of the yacht; a combining module, the combining module being configured to combine the actual maximum still water bending moment and the actual maximum wave bending moment to obtain a combined bending moment, and to intervalize the combined bending moment to obtain an interval value of the combined bending moment; a progressive collapse module, configured to calculate the longitudinal ultimate strength of the yacht based on a progressive collapse method; an evaluation module, the evaluation module being configured to calculate a reliability evaluation value of the yacht based on the combined bending moment interval value and the longitudinal ultimate strength; Calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht according to the characteristic parameters of the yacht, including: Calculating the designed maximum still water bending moment and the designed maximum wave bending moment of the yacht based on the characteristic parameters of the yacht; Calculating the actual maximum still water bending moment and the actual maximum wave bending moment of the yacht according to the designed maximum still water bending moment and the designed maximum wave bending moment; The designed maximum still water bending moment includes the sagging designed maximum still water bending moment and the hog designed maximum still water bending moment, and the designed maximum wave bending moment includes the sagging designed maximum wave bending moment and the hog designed maximum wave bending moment; wherein, the sagging designed maximum still water bending moment, the hog designed maximum still water bending moment, the sagging designed maximum wave bending moment, and the hog designed maximum wave bending moment are calculated according to the following formula: M s01 =-0.065L f F M L 2 B(C B +0.7) M s02 =L f F M L 2 B(0.1225-0.015C B ) M W01 =-0.11L f F M C1L 2 B(C B +0.7) M W02 =0.19L f F M C1L 2 BC B Among them, M s01 Indicates the maximum hydrostatic bending moment of the sagging design, M s02 It represents the maximum hydrostatic bending moment of the hoist design, M W01 Indicates the maximum wave bending moment of sagging design, M W02 Indicates the maximum wave bending moment of the mid-arch design, L is the length of the ship, B is the width of the yacht, C B Represents the square coefficient, L f Indicates the wave coefficient, L f =0.0412L+4,F M represents the bending moment distribution coefficient, and C1 represents the yacht design category reduction factor.

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