Ship design and construction whole process safety assessment method and system

Abstract

The invention discloses a ship design and construction full-process safety assessment method and system, and the method comprises the steps: determining the initial design quality mi of each component of a ship in a design stage; determining an initial actual load Li of a certain component based on the initial design mass mi; obtaining an initial static load based on each initial actual load Li; in the construction stage, various sensors are arranged, and the actual quality and current environment data of all components are monitored in real time; based on the actual quality and the current environment data, obtaining a total load; and comparing the total load with the initial static load to evaluate the safety of the current progress. According to the invention, the design flexibility is enhanced, accurate load evaluation can be carried out, the safety is improved, and the cost is reduced.

Description

Technical Field

[0001] The present invention belongs to the field of computer system engineering, and in particular relates to a method and system for evaluating the safety of the entire process of ship design and construction. Background Art

[0002] In the field of ship design and construction, ensuring the safety and reliability of structures has always been a core challenge for engineers. With the increasing complexity of ship functions and the diversification of operating environments, traditional design methods can no longer meet the needs of modern ships in terms of safety, economy and environmental adaptability. Therefore, the development of new evaluation and calculation methods has become an urgent need in this field.

[0003] Traditional load analysis methods are mainly based on the calculation of static loads, usually assuming that external environmental conditions such as temperature, humidity and air pressure remain unchanged during the design process. This method is effective to a certain extent, but under actual operating conditions, the loads on ships are often dynamic and affected by a variety of environmental factors. For example, during the voyage of a ship, it is affected by factors such as waves, wind and water flow, and its actual load may be very different from the static load in the design stage.

[0004] In addition, traditional methods often lack real-time monitoring of environmental changes and consideration of dynamic responses, resulting in a failure to fully assess potential safety risks during the design process. This may lead to the risk of ship structure failure under extreme environmental conditions, thus affecting the safe operation of the ship.

[0005] The load and stress distribution on a ship will change significantly under different environmental conditions. For example, changes in temperature may cause the material to expand or contract, affecting the strength of the structure; changes in humidity may cause corrosion and material aging, thereby reducing the load-bearing capacity of the structure; changes in air pressure may affect the buoyancy and stability of the ship in the water.

[0006] Therefore, considering the impact of environmental factors on loads is not only a theoretical requirement, but also an urgent requirement in practical applications. In order to accurately evaluate the safety of ships in different environments, new methods need to be developed to dynamically calculate and evaluate loads. Summary of the invention

[0007] In view of the defects in the above-mentioned prior art, the present invention provides a method for safety assessment of the whole process of ship design and construction, comprising the following steps:

[0008] Step S101: During the design phase, determine the initial design mass m of each ship component. i ;

[0009] Step S103: Based on the initial design mass m iDetermine the initial actual load L of a component i ;

[0010] Step S105: Based on each initial actual load L i Obtain initial static load;

[0011] Step S107: During the construction phase, various sensors are deployed to monitor the actual quality of each component and current environmental data in real time;

[0012] Step S109: acquiring a total load based on the actual mass and current environmental data;

[0013] Step S1011: Compare the total load with the initial static load to evaluate the safety of the current progress.

[0014] The initial actual load and the total load are also related to the environmental correction factor.

[0015] The initial actual load L in step S103 is i The calculation is performed using the following formula:

[0016] L i =m i ·g·E i0 , where m i represents the mass of the i-th component; g is the gravitational acceleration; E i0 Indicates the initial environment correction factor at time 0.

[0017] The environmental correction factor is related to temperature, humidity and air pressure.

[0018] The environmental factor is calculated using the following formula:

[0019] Among them, T t Indicates the current temperature, H t Indicates the humidity at the current moment, P t Indicates the current air pressure.

[0020] Wherein, in step S105, the initial static load is calculated using the following formula:

[0021]

[0022] Wherein, the current environmental data in step S107 includes temperature, humidity and air pressure.

[0023] Wherein, the step S109 includes:

[0024] Define the monitored actual load of the i-th component at time t as L i(t) = L i ·e -δt , where represents, then the current total load L total The calculation is done using the following formula:

[0025] Where δ is the attenuation coefficient, T max is the maximum observation time.

[0026] Wherein, the step S1011 includes:

[0027] Calculate the ratio SF of the initial static load to the total load. If 1.5≤SF≤2.0, it means that the design standard is met and the load is in a safe state.

[0028] If 1<SF<1.5, it means that the current design is theoretically safe, but further evaluation is needed.

[0029] The present invention also proposes a full-process safety assessment system for ship design and construction, including:

[0030] The initial design mass determination module is used to determine the initial design mass m of each ship component during the design phase. i ;

[0031] An initial actual load determination module is used to determine the initial actual load based on the initial design mass m i Determine the initial actual load L of a component i ;

[0032] The initial static load determination module is used to determine the initial actual load L i Obtain initial static load;

[0033] The sensor module is used to monitor the actual quality of each component and the current environmental data in real time during the construction phase;

[0034] A total load determination module, configured to obtain a total load based on the actual mass and current environmental data;

[0035] An evaluation module is used to compare the total load with the initial static load to evaluate the safety of the current progress.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] Real-time monitoring and dynamic response. Traditional technologies usually rely on static load analysis and fail to fully consider changes in environmental factors. The dynamic load calculation method based on environmental correction factors can reflect the impact of factors such as temperature, humidity and air pressure on load in real time, thereby more accurately evaluating the safety of ships under various environmental conditions.

[0038] Reduce the risk of failure. By dynamically calculating the load, designers can identify potential safety hazards early and reduce the risk of structural failure. This forward-looking safety assessment provides a strong guarantee for the safe operation of the ship.

[0039] Taking into account the actual operating conditions, the dynamic load calculation method can comprehensively consider the actual changes in the external environment, making the load assessment closer to reality. This accuracy is crucial in ship design, especially when facing complex marine conditions.

[0040] Optimize design solutions: Designers can optimize ship structure and material selection based on real-time calculated load data, thereby improving the economy and safety of the overall design.

[0041] Strong adaptability, the dynamic load calculation method can adapt to different environmental conditions and operating scenarios, and designers can make adjustments based on real-time data to ensure that the design meets safety standards in various situations.

[0042] Rapid response mechanism: when significant changes in environmental conditions are detected, the solution can quickly adjust design parameters, optimize the ship's operating status and ensure safety.

[0043] Reduce testing and modification costs. Through more accurate load calculations, designers can identify potential problems during the design phase and reduce the need for later modifications and tests, thereby reducing costs and resource waste.

[0044] Improve material utilization. Through intelligent load assessment, designers can choose materials and structural solutions more reasonably, avoid over-design, and improve material utilization efficiency.

[0045] To promote intelligent development, the implementation of this plan has promoted the application of intelligent technology in ship design, promoted the integration of technologies such as sensors, data analysis and artificial intelligence, and promoted the development of the shipbuilding industry towards intelligence and digitalization.

[0046] Promote industry standardization. With the promotion of this technology, it may promote the updating and improvement of industry standards for ship design and construction, and promote the progress of the entire industry. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] By reading the detailed description below with reference to the accompanying drawings, the above and other purposes, features and advantages of the exemplary embodiments of the present disclosure will become readily understood. In the accompanying drawings, several embodiments of the present disclosure are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein:

[0048] Figure 1 The present invention is a flowchart showing a method for safety assessment of the entire process of ship design and construction according to an embodiment of the present invention. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical scheme and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] The terms used in the embodiments of the present invention are only for the purpose of describing specific embodiments, and are not intended to limit the present invention. The singular forms "a", "said" and "the" used in the embodiments of the present invention and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings, and "multiple" generally includes at least two.

[0051] It should be understood that although the terms first, second, third, etc. may be used to describe ... in the embodiments of the present invention, these ... should not be limited to these terms. These terms are only used to distinguish .... For example, without departing from the scope of the embodiments of the present invention, the first ... may also be referred to as the second ..., and similarly, the second ... may also be referred to as the first ....

[0052] It should be understood that the term "and / or" used in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0053] As used herein, the words "if" and "if" may be interpreted as "at the time of" or "when" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrases "if it is determined" or "if (stated condition or event) is detected" may be interpreted as "when it is determined" or "in response to determining" or "when detecting (stated condition or event)" or "in response to detecting (stated condition or event)", depending on the context.

[0054] It should also be noted that the term "includes", "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, so that a commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the commodity or device including the elements.

[0055] The optional embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0056] Embodiment 1

[0057] like Figure 1 As shown, the present invention discloses a method for evaluating the safety of the entire process of ship design and construction, comprising the following steps:

[0058] Step S101: During the design phase, determine the initial design mass m of each ship component. i ;

[0059] Step S103: Based on the initial design mass m i Determine the initial actual load L of a component i ;

[0060] Step S105: Based on each initial actual load L i Obtain initial static load;

[0061] Step S107: During the construction phase, various sensors are deployed to monitor the actual quality of each component and current environmental data in real time;

[0062] Step S109: acquiring a total load based on the actual mass and current environmental data;

[0063] Step S1011: Compare the total load with the initial static load to evaluate the safety of the current progress.

[0064] Embodiment 2

[0065] The present invention proposes a method for safety assessment of the entire process of ship design and construction, comprising the following steps:

[0066] Step S101: During the design phase, determine the initial design mass m of each ship component. i ;

[0067] Step S103: Based on the initial design mass m i Determine the initial actual load L of a component i ;

[0068] Step S105: Based on each initial actual load L i Obtain initial static load;

[0069] Step S107: During the construction phase, various sensors are deployed to monitor the actual quality of each component and current environmental data in real time;

[0070] Step S109: acquiring a total load based on the actual mass and current environmental data;

[0071] Step S1011: Compare the total load with the initial static load to evaluate the safety of the current progress.

[0072] The initial actual load and the total load are also related to the environmental correction factor.

[0073] The initial actual load L in step S103 is i The calculation is performed using the following formula:

[0074] L i =m i ·g·E i0 , where m i represents the mass of the i-th component; g is the gravitational acceleration; E i0 Indicates the initial environment correction factor at time 0.

[0075] The environmental correction factor is related to temperature, humidity and air pressure.

[0076] The environmental factor is calculated using the following formula:

[0077] Among them, T t Indicates the current temperature, H t Indicates the humidity at the current moment, P t It represents the current air pressure, T0 represents the reference temperature, which is usually the average temperature of the place where the ship is built; H0 represents the reference humidity, which is usually the average temperature of the place where the ship is built; P0 represents the reference air pressure, which is usually 1013.25hPa.

[0078] k1, k2, k3 are environmental impact coefficients. Their specific values ​​need to be determined based on experiments or literature, and are usually constants. For example, by conducting experiments on materials at different temperatures, humidity, and air pressures, and recording their performance changes, we can obtain empirical values ​​for k1, k2, and k3; or by consulting research in related fields to obtain k values ​​under similar conditions; or by fitting and determining these coefficients based on known material properties through regression analysis.

[0079] Wherein, in step S105, the initial static load is calculated using the following formula:

[0080]

[0081] Wherein, the current environmental data in step S107 includes temperature, humidity and air pressure.

[0082] Wherein, the step S109 includes:

[0083] Define the monitored actual load of the i-th component at time t as L i (t) = L i ·e -δt, where represents, then the current total load L total The calculation is done using the following formula:

[0084] Where δ is the attenuation coefficient, T max is the maximum observation time. it It is related to time, but in actual calculation, for simplicity, we can take E at the last time point i as input.

[0085] The attenuation coefficient δ represents the rate at which the load decreases over time. The larger its value, the faster the load decays.

[0086] Among them, based on material properties, environmental factors and load types, the initial value of δ can be derived from the physical model. For example, for some materials or structures, the attenuation may be related to fatigue damage, aging or environmental conditions.

[0087] Alternatively, load attenuation data can be obtained by conducting fatigue tests on actual materials or components and monitoring their performance under repeated loads.

[0088] Alternatively, data fitting is performed by fitting the experimental data to an exponential decay model and solving the decay coefficient δ by methods such as the least squares method.

[0089] Example of experimental steps:

[0090] Prepare samples: Select samples of the same material as the design.

[0091] Apply Load: Apply a known load to the sample and record its behavior.

[0092] Monitor Loading: Measure and record the load response of a sample at regular intervals over a period of time.

[0093] Data analysis: Fit the recorded data to the model, such as: L(t) = L·e -δt δ is obtained by fitting.

[0094] Alternatively, consult the literature or industry standards in the relevant field to obtain the attenuation coefficient values ​​of similar materials or structures. For example, the fatigue life or aging characteristics of certain materials may be well described in the literature. In the absence of specific test data, the attenuation coefficient values ​​of other similar designs can be referenced as an initial estimate.

[0095] Alternatively, finite element software can be used for simulation to analyze the response of the structure under different loads and time to obtain the value of δ. This method can obtain a more accurate attenuation coefficient by simulating the load changes under different environmental conditions.

[0096] Wherein, the step S1011 includes:

[0097] Calculate the ratio SF of the initial static load to the total load. If 1.5≤SF≤2.0, it means that the design standard is met and the load is in a safe state.

[0098] If 1<SF<1.5, it means that the current design is theoretically safe, but further evaluation is needed.

[0099] Among them, the ratio of the initial static load to the total load, that is, the safety factor SF>1, indicates that the design is theoretically safe.

[0100] A safety factor SF < 1.5 indicates that further evaluation is needed, which may require increasing strength or changing the design.

[0101] A safety factor SF between 1.5 and 2.0 indicates compliance with most design criteria and is generally considered safe.

[0102] Optimization design includes: increasing material strength, selecting higher strength materials or increasing material thickness; improving structural design, optimizing structural shape to disperse loads and enhance the overall stability of the structure; considering dynamic loads, considering waves, wind and other dynamic load factors in the design, and ensuring that these factors are given full attention in the design.

[0103] During ship operation, sensors are used to monitor environmental conditions and load conditions in real time to ensure that operating parameters can be adjusted in a timely manner during use.

[0104] Embodiment 3

[0105] The present invention also proposes a full-process safety assessment system for ship design and construction, including:

[0106] The initial design mass determination module is used to determine the initial design mass m of each ship component during the design phase. i ;

[0107] An initial actual load determination module is used to determine the initial actual load based on the initial design mass m i Determine the initial actual load L of a component i ;

[0108] The initial static load determination module is used to determine the initial actual load L i Obtain initial static load;

[0109] The sensor module is used to monitor the actual quality of each component and the current environmental data in real time during the construction phase;

[0110] A total load determination module, configured to obtain a total load based on the actual mass and current environmental data;

[0111] An evaluation module is used to compare the total load with the initial static load to evaluate the safety of the current progress.

[0112] Embodiment 4:

[0113] An embodiment of the present disclosure provides a non-volatile computer storage medium, wherein the computer storage medium stores computer executable instructions, and the computer executable instructions can execute the method steps described in the above embodiment.

[0114] It should be noted that the computer-readable medium disclosed above may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, device or device. In the present disclosure, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which a computer-readable program code is carried. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer readable signal medium may also be any computer readable medium other than a computer readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0115] The computer-readable medium may be included in the electronic device, or may exist independently without being incorporated into the electronic device.

[0116] Computer program code for performing the operations of the present disclosure may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (AN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0117] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present disclosure. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0118] The units involved in the embodiments described in the present disclosure may be implemented by software or hardware, wherein the name of a unit does not, in some cases, limit the unit itself.

[0119] The above introduces the preferred embodiments of the present invention, which is intended to make the spirit of the present invention clearer and easier to understand, but is not intended to limit the present invention. All modifications, substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection outlined by the claims attached to the present invention.

Claims

1. A method for safety assessment of the entire process of ship design and construction, characterized in that: The following steps are involved: Step S101: During the design phase, determine the initial design mass m of each ship component. i ; Step S103: Based on the initial design mass m i Determine the initial actual load L of a component i ; Step S105: Based on each initial actual load L i Obtain initial static load; Step S107: During the construction phase, various sensors are deployed to monitor the actual quality of each component and current environmental data in real time; Step S109: acquiring a total load based on the actual mass and current environmental data; Step S1011: Compare the total load with the initial static load to evaluate the safety of the current progress.

2. The method according to claim 1, characterized in that: The initial actual load and the total load are also associated with an environmental correction factor.

3. The method according to claim 2, characterized in that: The initial actual load Li in step S103 is calculated using the following formula: L i =m i ·g·E i0 , where m i represents the mass of the i-th component; g is the gravitational acceleration; E i0 Indicates the initial environment correction factor at time 0.

4. The method according to claim 2, characterized in that: The environmental correction factor is related to temperature, humidity and air pressure.

5. The method according to claim 3, characterized in that: The environmental factor is calculated using the following formula: Among them, T t Indicates the current temperature, H t Indicates the humidity at the current moment, P t Indicates the current air pressure.

6. The method according to claim 2, characterized in that: In step S105, the initial static load is calculated using the following formula:

7. The method according to claim 6, characterized in that: The current environmental data in step S107 includes temperature, humidity and air pressure.

8. The method according to claim 1, characterized in that: The step S109 includes: Define the monitored actual load of the i-th component at time t as L i (t) = L i ·e -δt , where represents, then the current total load L total The calculation is done using the following formula: Where δ is the attenuation coefficient, T max is the maximum observation time.

9. The method according to claim 1, characterized in that: The step S1011 includes: Calculate the ratio SF of the initial static load to the total load. If 1.5≤SF≤2.0, it means that the design standard is met and the load is in a safe state. If 1<SF<1.5, it means that the current design is theoretically safe, but further evaluation is needed.

10. A safety assessment system for the entire process of ship design and construction, including The initial design mass determination module is used to determine the initial design mass m of each ship component during the design phase. i ; An initial actual load determination module is used to determine the initial actual load based on the initial design mass m i Determine the initial actual load L of a component i ; The initial static load determination module is used to determine the initial actual load L i Obtain initial static load; The sensor module is used to monitor the actual quality of each component and the current environmental data in real time during the construction phase; A total load determination module, configured to obtain a total load based on the actual mass and current environmental data; An evaluation module is used to compare the total load with the initial static load to evaluate the safety of the current progress.

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