Safety evaluation method, system and equipment for pier sitting state of ship and medium

Abstract

The invention provides a safety evaluation method, system and device for the pier sitting state of a ship and a medium, and the safety evaluation method comprises the steps: carrying out the modeling of a target structure of the ship in the pier sitting state, so as to obtain a target model; wherein the target structure comprises at least one of a ship body, a docking block, a dock bottom plate and a pile foundation; obtaining an actual value of a safety evaluation index corresponding to each target structure based on the target model; and determining the safety state of the ship based on the actual value. By modeling at least one target structure of the ship body, the docking block, the dock bottom plate and the pile foundation of the ship in the docking state, the actual condition of the ship in the docking state can be truly simulated, the accuracy and reliability of safety evaluation of the docking state of the ship are improved, and the docking safety of the ship is ensured.

Description

Technical Field

[0001] The present disclosure relates to the technical field of ship construction and design, and in particular to a safety evaluation method, system, equipment and medium for a ship's pier state. Background Art

[0002] In modern shipbuilding, such as large ships, the finite element calculation method is usually used to model the entire ship structure in the dock state, analyze the stress conditions of each dock pier and evaluate the deformation of the bottom structure, so as to guide the optimal design of the dock solution.

[0003] The existing finite element calculation method only considers the hull and the dock when modeling, and cannot truly simulate the actual situation of the ship sitting in the dock. The safety evaluation of the ship's sitting state is inaccurate and unreliable, which affects the safety of the ship sitting in the dock. Summary of the invention

[0004] The technical problem to be solved by the present disclosure is to overcome the defects in the prior art that the actual situation of the ship in the dock state cannot be truly simulated when modeling the ship, and there are inaccurate and unreliable safety evaluation of the ship's dock state, which affects the safety of the ship's dock state, and provide a method, system, equipment and medium for safety evaluation of the ship's dock state.

[0005] The present invention solves the above technical problems through the following technical solutions:

[0006] The present disclosure provides a safety assessment method for a ship's pier state, the safety assessment method comprising:

[0007] Modeling a target structure of the ship in the pier state to obtain a target model;

[0008] Wherein, the target structure includes at least one of a hull, a dock pier, a dock bottom plate and a pile foundation;

[0009] Based on the target model, obtaining an actual value of a safety evaluation index corresponding to each target structure;

[0010] Based on the actual value, a safety status of the vessel is determined.

[0011] Preferably, in response to the target structure comprising the hull, the step of modeling the target structure of the ship in the pier state to obtain the target model comprises:

[0012] Modeling the hull using a first plate element and / or a beam element to obtain the target model;

[0013] and / or,

[0014] In response to the target structure including the dock, the step of modeling the target structure of the ship in the dock state to obtain a target model includes:

[0015] Modeling the dock pier using a first spring unit to obtain the target model;

[0016] and / or,

[0017] In response to the target structure including the dock floor, the step of modeling the target structure of the ship in the docking state to obtain a target model includes:

[0018] Modeling the dock bottom plate using a second plate unit to obtain the target model;

[0019] and / or,

[0020] In response to the target structure including the pile foundation, the step of modeling the target structure of the ship in the pier state to obtain a target model includes:

[0021] The pile foundation is modeled using a second spring unit to obtain the target model.

[0022] Preferably, in response to the target structure including the dock pier, the actual value of the safety evaluation index includes the dock pier force value, and the step of obtaining the actual value of the safety evaluation index corresponding to each of the target structures based on the target model includes:

[0023] Obtaining a target width of each dock pier;

[0024] Based on the target width of each dock pier, obtaining an actual stiffness coefficient corresponding to each dock pier;

[0025] Using the actual stiffness coefficient corresponding to each of the dock piers as the target stiffness coefficient of the corresponding first spring unit in the target model;

[0026] Based on the target stiffness coefficient, the dock pier force value corresponding to each of the dock piers is obtained.

[0027] Preferably, in response to the dock being a bow and stern dock provided in the bow and stern regions of the ship, the actual contact area between the bow and stern dock and the bottom of the hull is smaller than the dock surface area of ​​the bow and stern dock, and the dock surface area is the surface area of ​​the bow and stern dock on the side opposite to the bottom of the hull, the step of obtaining the target width of each dock comprises:

[0028] Based on the actual contact width corresponding to the actual contact area between each of the bow and stern docks and the bottom of the hull, the target width corresponding to each of the bow and stern docks is obtained.

[0029] Preferably, the calculation formula corresponding to the target width corresponding to each of the bow and stern docks is obtained based on the actual contact width corresponding to the actual contact area between each of the bow and stern docks and the bottom of the hull as follows:

[0030] b1=b0+a*h*tanα;

[0031] b2=p*b0+q*b1;

[0032] Wherein, b0 represents the actual contact width, h represents the height of the bow and stern docks, b1 represents the width of the bow and stern docks on the opposite side of the bottom of the hull, b2 represents the target width, and a, p, q, and α are constants.

[0033] Preferably, in response to the target structure including the dock floor, the actual value of the safety evaluation index includes a deformation amount of the dock floor;

[0034] and / or,

[0035] In response to the target structure including the pile foundation, the actual value of the safety evaluation index includes a pile foundation stress value;

[0036] and / or,

[0037] In response to the target structure including the hull and the dock, the actual value of the safety evaluation index includes the bottom deformation, and the step of obtaining the actual value of the safety evaluation index corresponding to each target structure based on the target model includes:

[0038] Selecting the first spring unit whose dock pier force value in the target model is greater than a preset force value;

[0039] Applying the force value of the dock pier to the first plate unit corresponding to the bottom of the hull connected to the first spring unit, and performing finite element calculation to obtain the deformation amount of the bottom of the hull corresponding to the first plate unit;

[0040] and / or,

[0041] In response to the target structure including the hull, the dock pier, the dock bottom plate and the pile foundation, the first spring unit includes a first node and a second node, the second plate unit includes a first surface and a second surface, the first surface and the second surface are two opposite surfaces, the first node is connected to the first plate unit corresponding to the outer plate of the hull, the second node is connected to the first surface, the second spring unit includes a third node and a fourth node, the third node is connected to the second surface, and the fourth node is rigidly fixed to the outside;

[0042] and / or

[0043] The step of determining the safety status of the ship based on the actual value comprises:

[0044] Comparing the actual value of the safety evaluation index with the standard value to obtain a comparison result;

[0045] Based on the comparison result, the safety status of the vessel is determined.

[0046] The present disclosure also provides a safety assessment system for a ship's pier status, the safety assessment system comprising:

[0047] A modeling module, used for modeling a target structure of the ship in the pier state to obtain a target model;

[0048] Wherein, the target structure includes at least one of a hull, a dock pier, a dock bottom plate and a pile foundation;

[0049] A safety evaluation module, used to obtain the actual value of the safety evaluation index corresponding to each target structure based on the target model;

[0050] A safety status determination module is used to determine the safety status of the ship based on the actual value.

[0051] Preferably, in response to the target structure including the hull, the modeling module is further used to model the hull using a first plate unit and / or a beam unit to obtain the target model;

[0052] and / or,

[0053] In response to the target structure including the dock, the modeling module is further used to model the dock using a first spring unit to obtain the target model;

[0054] and / or,

[0055] In response to the target structure including the dock floor, the modeling module is further used to model the dock floor using a second plate unit to obtain the target model;

[0056] and / or,

[0057] In response to the target structure including the pile foundation, the modeling module is further configured to model the pile foundation using a second spring unit to obtain the target model.

[0058] Preferably, in response to the target structure including the dock, the safety assessment module comprises:

[0059] A target width acquisition unit, used for acquiring a target width of each of the dock piers;

[0060] A dock pier stiffness acquisition unit, configured to obtain an actual stiffness coefficient corresponding to each dock pier based on the target width of each dock pier;

[0061] a spring stiffness acquisition unit, configured to use the actual stiffness coefficient corresponding to each of the dock piers as a target stiffness coefficient of the corresponding first spring unit in the target model;

[0062] A force acquisition unit is used to obtain the dock pier force value corresponding to each of the dock piers based on the target stiffness coefficient.

[0063] Preferably, in response to the dock being the bow and stern docks provided in the bow and stern areas of the ship, the actual contact areas between the bow and stern docks and the bottom of the hull are smaller than the dock surface areas of the bow and stern docks, the dock surface areas being the surface areas of the bow and stern docks on the sides opposite to the bottom of the hull, the target width acquisition unit is further used to obtain the target width corresponding to each of the bow and stern docks based on the actual contact width corresponding to the actual contact areas between each of the bow and stern docks and the bottom of the hull.

[0064] Preferably, the calculation formula adopted by the target width acquisition unit is as follows:

[0065] b1=b0+a*h*tanα;

[0066] b2=p*b0+q*b1;

[0067] Wherein, b0 represents the actual contact width, h represents the height of the bow and stern docks, b1 represents the width of the bow and stern docks on the opposite side of the bottom of the hull, b2 represents the target width, and a, p, q, and α are constants.

[0068] Preferably, in response to the target structure including the dock floor, the actual value of the safety evaluation index includes a deformation amount of the dock floor;

[0069] and / or,

[0070] In response to the target structure including the pile foundation, the actual value of the safety evaluation index includes a pile foundation stress value;

[0071] and / or,

[0072] In response to the target structure including the hull and the dock, the actual value of the safety evaluation index includes the amount of bottom deformation, and the safety evaluation module includes:

[0073] A selection unit, used for selecting the first spring unit in the target model whose dock pier force value is greater than a preset force value;

[0074] a calculation unit, configured to apply the force value of the dock pier to the first plate unit corresponding to the bottom of the hull connected to the first spring unit, and perform finite element calculation to obtain the deformation amount of the bottom of the hull corresponding to the first plate unit;

[0075] and / or,

[0076] In response to the target structure including the hull, the dock pier, the dock bottom plate and the pile foundation, the first spring unit includes a first node and a second node, the second plate unit includes a first surface and a second surface, the first surface and the second surface are two opposite surfaces, the first node is connected to the first plate unit corresponding to the outer plate of the hull, the second node is connected to the first surface, the second spring unit includes a third node and a fourth node, the third node is connected to the second surface, and the fourth node is rigidly fixed to the outside;

[0077] and / or

[0078] The safety status determination module comprises:

[0079] A comparison unit, used to compare the actual value of the safety evaluation index with the standard value to obtain a comparison result;

[0080] A safety status determination unit is used to determine the safety status of the ship based on the comparison result.

[0081] The present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and used to run on the processor, and when the processor executes the computer program, the safety evaluation method for the pier state of the ship described above is implemented.

[0082] The present disclosure also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the above-mentioned method for safety assessment of the pier state of a ship.

[0083] The present disclosure also provides a computer program product, including a computer program, which, when executed by a processor, implements the safety assessment method for the grounding state of a ship as described above.

[0084] On the basis of being in accordance with the common sense in the art, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present disclosure.

[0085] The positive and progressive effects of this disclosure are:

[0086] The present invention can truly simulate the actual situation of the ship in the dock state by modeling at least one target structure among the hull, dock pier, dock bottom plate and pile foundation of the ship in the dock state, thereby improving the accuracy and reliability of the safety evaluation of the ship's dock state and ensuring the safety of the ship's docking. BRIEF DESCRIPTION OF THE DRAWINGS

[0087] Figure 1 This is a flowchart of a method for safety assessment of a ship's pier state according to Embodiment 1 of the present disclosure.

[0088] Figure 2 This is a first flow chart of step S102 of the method for safety assessment of the pier state of a vessel according to the second embodiment of the present disclosure.

[0089] Figure 3 It is a schematic diagram of the reduction of the target width of the bow and stern dock piers in Example 2 of the present disclosure.

[0090] Figure 4 This is a second flow chart of step S102 of the method for safety assessment of the pier state of a vessel according to the second embodiment of the present disclosure.

[0091] Figure 5 It is a schematic diagram of the coupling simulation method of the hull, dock pier, dock bottom plate and pile foundation of Example 2 of the present disclosure.

[0092] Figure 6 This is a flowchart of step S103 of the method for safety assessment of the pier state of a vessel according to the second embodiment of the present disclosure.

[0093] Figure 7 This is a module diagram of a safety assessment system for a ship's pier state according to Embodiment 3 of the present disclosure.

[0094] Figure 8 This is a module diagram of a safety assessment system for a ship's pier status according to Embodiment 4 of the present disclosure.

[0095] Fig. 9 This is a schematic diagram of the structure of an electronic device according to Embodiment 5 of the present disclosure. DETAILED DESCRIPTION

[0096] The present disclosure is further described below by way of examples, but the present disclosure is not limited to the scope of the examples.

[0097] Prefixes such as "first" and "second" are used in the embodiments of the present disclosure only to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present disclosure does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and no unnecessary limitation should be constituted due to the use of such prefixes. In addition, in the description of the present embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

[0098] In the embodiments of the present disclosure, the collection, storage, use, processing, transmission, provision and disclosure of user personal information involved are in compliance with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0099] Example 1

[0100] This embodiment provides a method for safety assessment of the grounding state of a ship. Figure 1 As shown, the safety assessment method includes:

[0101] S101, modeling a target structure of a ship in a pier state to obtain a target model;

[0102] Wherein, the target structure includes at least one of a hull, a dock pier, a dock bottom plate and a pile foundation;

[0103] S102, based on the target model, obtaining the actual value of the safety evaluation index corresponding to each target structure;

[0104] S103. Determine the safety status of the ship based on the actual value.

[0105] Among them, ships include large cruise ships.

[0106] In this embodiment, by modeling at least one target structure among the hull, dock pier, dock bottom plate and pile foundation of the ship in the dock state, the actual situation of the ship in the dock state can be truly simulated, thereby improving the accuracy and reliability of the safety evaluation of the ship's dock state and ensuring the safety of the ship's docking.

[0107] Example 2

[0108] This embodiment provides a method for safety assessment of the grounding state of a ship, which is a further improvement on the first embodiment.

[0109] In an practicable solution, in response to the target structure comprising a ship hull, step S101 comprises:

[0110] The hull is modeled using first plate elements and / or beam elements to obtain a target model.

[0111] Specifically, for the hull, for example, the whole ship structure is calculated using a finite element model, and the main structural components are modeled using the first plate unit and beam unit, with a grid size of s×s, where s is the rib spacing of the ship; for the structural mass, the material density of each area of ​​the model is adjusted to make the weight distribution of the target model of the whole ship consistent with its actual weight distribution in the pier state. For different hulls, modeling can be carried out according to actual conditions, and the first plate unit can be used for modeling, the beam unit can be used for modeling, or the first plate unit and beam unit can be used for modeling.

[0112] In response to the target structure including a dock, step S101 includes:

[0113] The dock is modeled using the first spring unit to obtain the target model.

[0114] Specifically, a first spring unit is used to simulate the dock during finite element modeling.

[0115] In response to the target structure comprising a docking floor, step S101 comprises:

[0116] The dock bottom plate is modeled using the second plate element to obtain the target model.

[0117] Specifically, the dock floor is generally made of concrete and supported by pile foundations. When modeling, the dock floor is simulated using the second plate unit. The thickness of the second plate unit is the actual thickness of the concrete, the Poisson's ratio of the second plate unit is the Poisson's ratio of the concrete, for example, 0.167, and the elastic modulus is 3*10^4Mpa. The above data is only an example and can be set or adjusted according to actual conditions.

[0118] In response to the target structure including a pile foundation, step S101 includes:

[0119] The pile foundation is modeled using the second spring unit to obtain the target model.

[0120] Specifically, the pile foundation is simulated by using a second spring unit and is modeled according to the pile foundation arrangement diagram of the ship. The spring stiffness coefficient of the second spring unit should be determined based on experimental data of the pile foundation.

[0121] In practical applications, for multiple target structures, each target structure is modeled using a corresponding modeling unit to obtain a target model containing modeling units of multiple target structures. The modeling unit includes a first plate unit, a beam unit, a first spring unit, a second plate unit, and a second spring unit.

[0122] In this solution, for different target structures, corresponding modeling units are used for modeling to obtain the target model, thereby ensuring the accuracy and reliability of the target model.

[0123] In an operative solution, in response to the target structure including a dock, the actual value of the safety evaluation index includes a dock stress value, such as Figure 2 As shown, step S102 includes:

[0124] S1021. Obtaining a target width of each dock pier;

[0125] S1022. Based on the target width of each dock pier, obtain an actual stiffness coefficient corresponding to each dock pier;

[0126] S1023, using the actual stiffness coefficient corresponding to each dock pier as the target stiffness coefficient of the corresponding first spring unit in the target model;

[0127] S1024. Based on the target stiffness coefficient, obtain the dock pier force value corresponding to each dock pier.

[0128] Specifically, the target stiffness coefficient of the first spring unit should be the actual stiffness coefficient of the dock.

[0129] The calculation formula for the actual stiffness coefficient K of a single-material dock pier is as follows:

[0130] K=E / h*b*c

[0131] Among them, K represents the actual stiffness coefficient of the dock pier, the unit is N / mm, E represents the material elastic modulus of the dock pier, the unit is MPa, b represents the target width of the dock pier, the unit is mm, c represents the length of the dock pier, the unit is mm, and h represents the height of the dock pier, the unit is mm.

[0132] The calculation formula for the actual stiffness coefficient K of the dock pier composed of two different materials is as follows:

[0133] K=K1*K2 / (K1+K2)

[0134] Wherein, K represents the actual stiffness coefficient of the dock, K1 represents the actual stiffness coefficient of the dock of the first material, and K2 represents the actual stiffness coefficient of the dock of the second material. The first material and the second material are two different materials. K1 and K2 can be calculated respectively according to the calculation formula of the actual stiffness coefficient K of the dock of a single material. The unit of K, K1 and K2 is N / mm.

[0135] The calculation formula for the actual stiffness coefficient K of the dock pier composed of three different materials is as follows:

[0136] K=K3*K4*K5 / (K3*K4+K4*K5+K3*K5)

[0137] Among them, K represents the actual stiffness coefficient of the dock pier, K3 represents the actual stiffness coefficient of the dock pier of the third material, K4 represents the actual stiffness coefficient of the dock pier of the fourth material, K5 represents the actual stiffness coefficient of the dock pier of the fifth material, the third material, the fourth material and the fifth material are three different materials, K3, K4 and K5 can be calculated respectively according to the calculation formula of the actual stiffness coefficient K of the dock pier of a single material.

[0138] After the target model is obtained by finite element modeling of the whole ship, the target model is subjected to pre-processing such as gravity acceleration load, and then finite element calculation is performed to obtain the deformation of the first spring unit corresponding to the dock pier. That is, after the gravity acceleration load is applied to the target model, the first spring unit will undergo elastic deformation. The first spring unit includes an upper node and a lower node. The deformation of the first spring unit is calculated based on the first position of the upper node before the elastic deformation of the first spring unit, the second position of the lower node, and the third position of the upper node and the fourth position of the lower node after the elastic deformation of the first spring unit. For example, the first difference between the first position and the third position is obtained, the second difference between the second position and the fourth position is obtained, and the third difference between the first difference and the second difference is obtained, and the third difference is used as the deformation of the first spring unit.

[0139] The product of the deformation amount of the first spring unit and the target stiffness coefficient is taken as the dock force value of the corresponding dock.

[0140] For a plurality of dock piers, the deformation amount and the target stiffness coefficient of the corresponding first spring unit are calculated respectively to obtain the dock pier force value corresponding to each dock pier respectively.

[0141] In this scheme, the actual stiffness coefficient of the dock pier is obtained according to the target width of the dock pier, and finally the dock pier force value corresponding to each dock pier is obtained, thereby ensuring the accuracy and reliability of the dock pier force value.

[0142] In an implementable solution, in response to the dock being a bow and stern dock located in the bow and stern area of ​​the ship, the actual contact area between the bow and stern dock and the bottom of the hull is smaller than the dock surface area of ​​the bow and stern dock, and the dock surface area is the surface area of ​​the side opposite to the bow and stern dock and the bottom of the hull, step S1021 includes:

[0143] Based on the actual contact width corresponding to the actual contact area between each bow and stern dock pier and the bottom of the hull, the target width corresponding to each bow and stern dock pier is obtained.

[0144] The corresponding calculation formula is as follows:

[0145] b1=b0+a*h*tanα;

[0146] b2=p*b0+q*b1;

[0147] Wherein, b0 represents the actual contact width, h represents the height of the bow and stern docks, b1 represents the width of the bow and stern docks on the opposite side of the bottom of the hull, b2 represents the target width, and a, p, q, and α are constants.

[0148] a can be 2, α can be 30°, and p and q can be 1 / 2. a, p, q, and α can also take other values ​​according to actual conditions. This is just an example.

[0149] Specifically, for ships with thin bow and stern lines, such as cruise ships, the flat bottom area of ​​the bow and stern regions is small, which is only enough to arrange a row of dock piers on the keel line. Most of the structural weight of the bow and stern regions is supported by this single row of dock piers. These single rows of dock piers are the bow and stern dock piers. Due to the shrinkage of the bow and stern lines of the ship, the actual contact area between the bottom of the hull and the bow and stern dock piers is smaller than the upper surface area of ​​the bow and stern dock piers. At this time, the actual stiffness coefficient of the bow and stern dock piers should be smaller than the actual stiffness coefficient of other dock piers that are in full contact with the bottom of the hull. When calculating the actual stiffness coefficient of the bow and stern dock piers, the target width b2 of the bow and stern dock piers should be reduced.

[0150] like Figure 3 The figure shows the schematic diagram of the target width reduction of the bow and stern dock piers. Figure 3 A represents the cross section of the hull; B represents the wooden dock, i.e. the bow and stern docks here; and C represents the cement dock.

[0151] In this scheme, by reducing the target widths of the fore and aft dock piers, the accuracy and reliability of the calculated dock pier force values ​​corresponding to the fore and aft dock piers are ensured.

[0152] In an implementable solution, in response to the target structure including a dock floor, the actual value of the safety evaluation index includes a deformation amount of the dock floor.

[0153] Specifically, after pre-processing the target model by applying the gravity acceleration load, the deformation of the dock bottom plate can be obtained by finite element calculation, and then it can be checked whether the dock bottom plate meets the design requirements.

[0154] In response to the target structure including a pile foundation, the actual value of the safety evaluation index includes a pile foundation stress value.

[0155] Specifically, after pre-processing such as applying gravity acceleration load to the target model, finite element calculation can be performed to obtain the pile foundation deformation of the second spring unit corresponding to the pile foundation. The product of the target stiffness coefficient of the second spring unit and the pile foundation deformation is used as the pile foundation force value of the corresponding pile foundation, and then it can be checked whether the pile foundation meets the design requirements.

[0156] In response to the target structure including the hull and the dock, the actual value of the safety evaluation index includes the bottom deformation, such as Figure 4 As shown, step S102 includes:

[0157] S1025, selecting a first spring unit in the target model whose dock pier stress value is greater than a preset stress value;

[0158] S1026. Apply the force value of the dock pier to the first plate unit corresponding to the bottom of the hull connected to the first spring unit, and perform finite element calculation to obtain the deformation of the bottom of the hull corresponding to the first plate unit.

[0159] Specifically, the first spring unit whose dock force value is greater than the preset force value in the target model is selected, and then the first plate unit corresponding to the hull bottom connected to the first spring unit is selected, that is, a typical bottom structure is selected. Then, the local structure mesh is refined, that is, the mesh of the first plate unit is refined, and the dock force value of the corresponding first spring unit is applied to the first plate unit, and the finite element analysis calculation is performed to obtain the bottom deformation corresponding to the first plate unit, so that the strength of the bottom structure can be checked.

[0160] In this scheme, for different target structures, the actual values ​​of the corresponding safety evaluation indicators are obtained respectively.

[0161] In an implementable scheme, in response to the target structure including a hull, a dock pier, a dock bottom plate and a pile foundation, the first spring unit includes a first node and a second node, the second plate unit includes a first surface and a second surface, the first surface and the second surface are two opposite surfaces, the first node is connected to the first plate unit corresponding to the outer plate of the hull, the second node is connected to the first surface, the second spring unit includes a third node and a fourth node, the third node is connected to the second surface, and the fourth node is rigidly fixed to the outside.

[0162] Specifically, Figure 5 As shown, it is a schematic diagram of the coupled simulation method of the hull, dock pier, dock bottom plate and pile foundation. Figure 5 Where D represents the first plate unit corresponding to the hull outer plate, E represents the first spring unit corresponding to the dock pier, F represents the second plate unit corresponding to the dock bottom plate, and G represents the second spring unit corresponding to the pile foundation.

[0163] In this solution, the accuracy and reliability of the target model are guaranteed by coupling the hull, dock pier, dock bottom plate and pile foundation.

[0164] In one feasible solution, Figure 6 As shown, step S103 includes:

[0165] S1031. Compare the actual value of the safety evaluation index with the standard value to obtain a comparison result;

[0166] S1032. Determine the safety status of the ship based on the comparison result.

[0167] Specifically, different types of target structures correspond to different actual values ​​and standard values ​​of safety indicators. For target structures of the same type, the actual values ​​and standard values ​​of safety indicators corresponding to different target structures may also be different.

[0168] Compare the actual value of the safety evaluation index corresponding to each target structure with the standard value; if the comparison result is that the actual value is less than or equal to the standard value, then the safety evaluation index meets the design requirements; if the comparison result is that the actual value is greater than the standard value, then the safety evaluation index does not meet the design requirements; the safety status of the ship is determined by combining the comparison results of all safety evaluation indicators. If the comparison results of all safety evaluation indicators are that the actual value is greater than the standard value, the ship is in an unsafe state. If the comparison results of all safety evaluation indicators are that the actual value is less than or equal to the standard value, the ship is in a safe state. If the comparison results of all safety evaluation indicators are that some of the safety evaluation indicators are less than or equal to the standard value, and the comparison results of another part of the safety evaluation indicators are less than or equal to the standard value, the ship is in a safe state. The proportion of one part and the other part to all safety evaluation indicators is set according to actual conditions.

[0169] The working principle of the safety evaluation method for the ship's pier state of this embodiment is explained below with reference to specific examples:

[0170] The hull is modeled by using a first plate unit and / or a beam unit, the dock pier is modeled by using a first spring unit, the dock bottom plate is modeled by using a second plate unit, and the pile foundation is modeled by using a second spring unit; the first spring unit includes a first node and a second node, the second plate unit includes a first surface and a second surface, the first surface and the second surface are two opposite surfaces, the first node is connected to the first plate unit corresponding to the outer plate of the hull, the second node is connected to the first surface, the second spring unit includes a third node and a fourth node, the third node is connected to the second surface, and the fourth node is rigidly fixed to the outside;

[0171] Obtaining a target width of each dock pier; obtaining an actual stiffness coefficient corresponding to each dock pier based on the target width of each dock pier; using the actual stiffness coefficient corresponding to each dock pier as a target stiffness coefficient of a corresponding first spring unit in a target model;

[0172] According to the above processing, a target model is obtained, and a pre-processing such as applying a gravity acceleration load is performed on the target model; a finite element calculation is performed to obtain the deformation of the first spring unit corresponding to the dock pier, and the product of the deformation of the first spring unit and the target stiffness coefficient is used as the dock pier force value of the corresponding dock pier; the dock pier force value is compared with the corresponding standard value to obtain a comparison result; a finite element calculation is performed to obtain the deformation of the dock bottom plate; the deformation of the dock bottom plate is compared with the corresponding standard value to obtain a comparison result; a finite element calculation is performed to obtain the pile foundation deformation of the second spring unit, and according to the second spring unit The pile foundation deformation and target stiffness coefficient are used to obtain the pile foundation stress value; the pile foundation stress value is compared with the corresponding standard value to obtain a comparison result; the first spring unit in the target model whose dock pier stress value is greater than the preset stress value is selected to perform mesh refinement; the dock pier stress value is applied to the first plate unit corresponding to the hull bottom connected to the first spring unit, and a finite element analysis calculation is performed to obtain the ship bottom deformation corresponding to the first plate unit; the ship bottom deformation is compared with the corresponding standard value to obtain a comparison result; the safety of the ship's pier state is evaluated according to the comparison result, that is, the safety state of the ship is determined.

[0173] In this embodiment, by modeling at least one target structure among the hull, dock pier, dock bottom plate and pile foundation of the ship in the dock state, the actual situation of the ship in the dock state can be truly simulated, thereby improving the accuracy and reliability of the safety evaluation of the ship's dock state and ensuring the safety of the ship's docking.

[0174] Example 3

[0175] This embodiment provides a safety assessment system for the grounding state of a ship. Figure 7 As shown, the safety evaluation system includes:

[0176] A modeling module 1 is used to model a target structure of a ship in a pier state to obtain a target model;

[0177] Wherein, the target structure includes at least one of a hull, a dock pier, a dock bottom plate and a pile foundation;

[0178] Safety evaluation module 2, used for obtaining the actual value of the safety evaluation index corresponding to each target structure based on the target model;

[0179] The safety status determination module 3 is used to determine the safety status of the ship based on the actual value.

[0180] In this embodiment, by modeling at least one target structure among the hull, dock pier, dock bottom plate and pile foundation of the ship in the dock state, the actual situation of the ship in the dock state can be truly simulated, thereby improving the accuracy and reliability of the safety evaluation of the ship's dock state and ensuring the safety of the ship's docking.

[0181] Example 4

[0182] This embodiment provides a safety assessment system for the grounding state of a ship. Figure 8 As shown, it is a further improvement on Example 3.

[0183] In an operative solution, in response to the target structure comprising a hull, the modeling module 1 is further configured to model the hull using a first plate element and / or a beam element to obtain a target model;

[0184] In response to the target structure including a dock, the modeling module 1 is further used to model the dock using a first spring unit to obtain a target model;

[0185] In response to the target structure including a dock floor, the modeling module 1 is further used to model the dock floor using a second plate unit to obtain a target model;

[0186] In response to the target structure including a pile foundation, the modeling module 1 is further configured to model the pile foundation using a second spring unit to obtain a target model.

[0187] In one practicable solution, in response to the target structure including a dock, such as Figure 8 As shown, the safety evaluation module 2 includes:

[0188] A target width acquisition unit 21 is used to acquire a target width of each dock pier;

[0189] The dock pier stiffness acquisition unit 22 is used to obtain the actual stiffness coefficient corresponding to each dock pier based on the target width of each dock pier;

[0190] A spring stiffness acquisition unit 23, used to use the actual stiffness coefficient corresponding to each dock pier as the target stiffness coefficient of the corresponding first spring unit in the target model;

[0191] The force acquisition unit 24 is used to obtain the dock pier force value corresponding to each dock pier based on the target stiffness coefficient.

[0192] In one feasible scheme, in response to the dock being the bow and stern docks located in the bow and stern areas of the ship, the actual contact areas between the bow and stern docks and the bottom of the hull are smaller than the dock surface areas of the bow and stern docks, the dock surface areas being the surface areas on the sides opposite to the bow and stern docks and the bottom of the hull, the target width acquisition unit 21 is further used to obtain the target width corresponding to each bow and stern dock based on the actual contact width corresponding to the actual contact areas between each bow and stern dock and the bottom of the hull.

[0193] In an implementable solution, the calculation formula used by the target width acquisition unit 21 is as follows:

[0194] b1=b0+a*h*tanα;

[0195] b2=p*b0+q*b1;

[0196] Wherein, b0 represents the actual contact width, h represents the height of the bow and stern docks, b1 represents the width of the bow and stern docks on the opposite side of the bottom of the hull, b2 represents the target width, and a, p, q, and α are constants.

[0197] In an implementable solution, in response to the target structure including a dock floor, the actual value of the safety evaluation index includes a deformation amount of the dock floor;

[0198] In response to the target structure including a pile foundation, the actual value of the safety evaluation index includes a pile foundation stress value;

[0199] In response to the target structure including the hull and the dock, the actual value of the safety evaluation index includes the bottom deformation, and the safety evaluation module 2 includes:

[0200] A selection unit 25, for selecting a first spring unit in the target model whose dock pier force value is greater than a preset force value;

[0201] The calculation unit 26 is used to apply the dock force value to the first plate unit corresponding to the hull bottom connected to the first spring unit, and perform finite element calculation to obtain the bottom deformation corresponding to the first plate unit.

[0202] In an implementable solution, in response to the target structure including a hull, a dock pier, a dock bottom plate and a pile foundation, the first spring unit includes a first node and a second node, the second plate unit includes a first surface and a second surface, the first surface and the second surface are two opposite surfaces, the first node is connected to the first plate unit corresponding to the outer plate of the hull, the second node is connected to the first surface, the second spring unit includes a third node and a fourth node, the third node is connected to the second surface, and the fourth node is rigidly fixed to the outside;

[0203] In an implementable solution, the safety status determination module 3 includes:

[0204] A comparison unit 31 is used to compare the actual value of the safety evaluation index with the standard value to obtain a comparison result;

[0205] The safety status determination unit 32 is used to determine the safety status of the ship based on the comparison result.

[0206] In this embodiment, by modeling at least one target structure among the hull, dock pier, dock bottom plate and pile foundation of the ship in the dock state, the actual situation of the ship in the dock state can be truly simulated, thereby improving the accuracy and reliability of the safety evaluation of the ship's dock state and ensuring the safety of the ship's docking.

[0207] As for the system embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The system embodiment described above is only illustrative, wherein the units described as separate components may or may not be physically separated, and the components as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the disclosed solution.

[0208] Example 5

[0209] Fig. 9 This is a schematic diagram of the structure of an electronic device shown in an example embodiment of the present disclosure, the electronic device includes a memory, a processor, and a computer program stored in the memory and used to run on the processor, and when the processor executes the computer program, the method for safety assessment of the pier status of a ship described in any of the above embodiments is implemented. Fig. 9 The electronic device 90 shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present disclosure.

[0210] like Fig. 9 As shown, the electronic device 90 may be in the form of a general-purpose computing device, for example, it may be a server device. The components of the electronic device 90 may include, but are not limited to: at least one processor 91, at least one memory 92, and a bus 93 connecting different system components (including the memory 92 and the processor 91).

[0211] The bus 93 includes a data bus, an address bus, and a control bus.

[0212] The memory 92 may include a volatile memory, such as a random access memory (RAM) 921 and / or a cache memory 922 , and may further include a read-only memory (ROM) 923 .

[0213] The memory 92 may also include a program tool 925 (or utility) having a set (at least one) of program modules 924, such program modules 924 including but not limited to: an operating system, one or more application programs, other program modules and program data, each of which or some combination may include an implementation of a network environment.

[0214] The processor 91 executes various functional applications and data processing by running the computer program stored in the memory 92, such as the safety assessment method for the grounding state of a ship provided in any of the above embodiments.

[0215] The electronic device 90 may also communicate with one or more external devices 94 (e.g., keyboards, pointing devices, etc.). Such communication may be performed via an input / output (I / O) interface 95. Furthermore, the electronic device 90 may also communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter 96. As shown, the network adapter 96 communicates with other modules of the electronic device 90 via a bus 93. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the electronic device 90, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID (disk array) systems, tape drives, and data backup storage systems, etc.

[0216] It should be noted that although several units / modules or sub-units / modules of the electronic device are mentioned in the above detailed description, this division is merely exemplary and not mandatory. In fact, according to the embodiments of the present disclosure, the features and functions of two or more units / modules described above can be embodied in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided into multiple units / modules to be embodied.

[0217] Example 6

[0218] The embodiments of the present disclosure further provide a computer-readable storage medium having a computer program stored thereon, and when the program is executed by a processor, the method for safety assessment of the grounding state of a ship provided in any of the above embodiments is implemented.

[0219] The readable storage medium may include but is not limited to: a portable disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical storage device, a magnetic storage device or any suitable combination of the above.

[0220] Example 7

[0221] The embodiment of the present disclosure also provides a computer program product, including a computer program, which, when executed by a processor, implements the safety assessment method for the grounding state of a ship as described in any one of the above.

[0222] Among them, the program code for executing the computer program product of the present disclosure can be written in any combination of one or more programming languages, and the program code can be executed completely on the user device, partially on the user device, as an independent software package, partially on the user device and partially on a remote device, or completely on the remote device.

[0223] Although the specific embodiments of the present disclosure are described above, those skilled in the art should understand that this is only an example, and the protection scope of the present disclosure is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present disclosure, but these changes and modifications all fall within the protection scope of the present disclosure.

Claims

1. A method for safety assessment of a ship's pier status, characterized in that: The safety assessment method comprises: Modeling a target structure of the ship in the pier state to obtain a target model; Wherein, the target structure includes at least one of a hull, a dock pier, a dock bottom plate and a pile foundation; Based on the target model, obtaining an actual value of a safety evaluation index corresponding to each target structure; Based on the actual value, a safety status of the vessel is determined.

2. The method for safety assessment of a ship's pier state according to claim 1, characterized in that: In response to the target structure comprising the hull, the step of modeling the target structure of the ship in the pier state to obtain a target model comprises: Modeling the hull using a first plate element and / or a beam element to obtain the target model; and / or, In response to the target structure including the dock, the step of modeling the target structure of the ship in the dock state to obtain a target model includes: Modeling the dock pier using a first spring unit to obtain the target model; and / or, In response to the target structure including the dock floor, the step of modeling the target structure of the ship in the docking state to obtain a target model includes: Modeling the dock bottom plate using a second plate unit to obtain the target model; and / or, In response to the target structure including the pile foundation, the step of modeling the target structure of the ship in the pier state to obtain a target model includes: The pile foundation is modeled using a second spring unit to obtain the target model.

3. The method for safety assessment of a ship's pier state according to claim 2, characterized in that: In response to the target structure including the dock pier, the actual value of the safety evaluation index includes the dock pier force value, the step of obtaining the actual value of the safety evaluation index corresponding to each of the target structures based on the target model includes: Obtaining a target width of each dock pier; Based on the target width of each dock pier, obtaining an actual stiffness coefficient corresponding to each dock pier; Using the actual stiffness coefficient corresponding to each of the dock piers as the target stiffness coefficient of the corresponding first spring unit in the target model; Based on the target stiffness coefficient, the dock pier force value corresponding to each of the dock piers is obtained.

4. The method for safety assessment of a ship's pier state according to claim 3, characterized in that: In response to the dock being a bow and stern dock provided in the bow and stern regions of the ship, the actual contact area between the bow and stern dock and the bottom of the hull is smaller than the dock surface area of ​​the bow and stern dock, the dock surface area being the surface area of ​​the bow and stern dock on the side opposite to the bottom of the hull, the step of obtaining the target width of each dock comprises: Based on the actual contact width corresponding to the actual contact area between each of the bow and stern docks and the bottom of the hull, the target width corresponding to each of the bow and stern docks is obtained.

5. The method for safety assessment of a ship's pier state according to claim 4, characterized in that: Based on the actual contact width corresponding to the actual contact area between each of the bow and stern dock piers and the bottom of the hull, the calculation formula corresponding to the target width corresponding to each of the bow and stern dock piers is obtained as follows: b1=b0+a*h*tanα; b2=p*b0+q*b1; Wherein, b0 represents the actual contact width, h represents the height of the bow and stern docks, b1 represents the width of the bow and stern docks on the opposite side of the bottom of the hull, b2 represents the target width, and a, p, q, and α are constants.

6. The method for safety assessment of a ship's pier state according to any one of claims 3 to 5, characterized in that: In response to the target structure including the dock floor, the actual value of the safety evaluation index includes a deformation amount of the dock floor; and / or, In response to the target structure including the pile foundation, the actual value of the safety evaluation index includes a pile foundation stress value; and / or, In response to the target structure including the hull and the dock, the actual value of the safety evaluation index includes the bottom deformation, and the step of obtaining the actual value of the safety evaluation index corresponding to each target structure based on the target model includes: Selecting the first spring unit whose dock pier force value in the target model is greater than a preset force value; Applying the force value of the dock pier to the first plate unit corresponding to the bottom of the hull connected to the first spring unit, and performing finite element calculation to obtain the deformation amount of the bottom of the hull corresponding to the first plate unit; and / or, In response to the target structure including the hull, the dock pier, the dock bottom plate and the pile foundation, the first spring unit includes a first node and a second node, the second plate unit includes a first surface and a second surface, the first surface and the second surface are two opposite surfaces, the first node is connected to the first plate unit corresponding to the outer plate of the hull, the second node is connected to the first surface, the second spring unit includes a third node and a fourth node, the third node is connected to the second surface, and the fourth node is rigidly fixed to the outside; and / or The step of determining the safety status of the ship based on the actual value comprises: Comparing the actual value of the safety evaluation index with the standard value to obtain a comparison result; Based on the comparison result, the safety status of the vessel is determined.

7. A safety assessment system for a ship's pier status, characterized in that: The safety evaluation system comprises: A modeling module, used for modeling a target structure of the ship in the pier state to obtain a target model; Wherein, the target structure includes at least one of a hull, a dock pier, a dock bottom plate and a pile foundation; A safety evaluation module, used to obtain the actual value of the safety evaluation index corresponding to each target structure based on the target model; A safety status determination module is used to determine the safety status of the ship based on the actual value.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and used to run on the processor, characterized in that: When the processor executes the computer program, the method for safety evaluation of the grounding state of a ship according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for safety evaluation of the grounding state of a ship according to any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method for safety assessment of the pier state of a ship according to any one of claims 1 to 6 is implemented.

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