A safety assessment method and system for the entire process of ship design and construction

Abstract

The present invention discloses a method and system for safety assessment of the entire process of ship design and construction, the method comprising: determining the initial design quality m of each component of the ship during the design phase; i Based on the initial design mass m i Determine the initial actual load L of a component i ; Based on each initial actual load L i The initial static load is obtained. During the construction phase, various sensors are deployed to monitor the actual mass of each component and current environmental data in real time. Based on these actual mass and current environmental data, the total load is obtained. This total load is compared with the initial static load to assess the safety of the current schedule. This invention enhances design flexibility, enables accurate load assessment, improves safety, and reduces costs.

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 safety assessment of the entire process of ship design and construction. Background Art

[0002] In the field of ship design and construction, ensuring structural safety and reliability remains a core challenge for engineers. With the increasing complexity of ship functions and the diversification of operating environments, traditional design methods are no longer able to meet the safety, economics, and environmental adaptability requirements of modern ships. Therefore, the development of new assessment and calculation methods has become an urgent need in this field.

[0003] Traditional load analysis methods are primarily based on the calculation of static loads, typically assuming that external environmental conditions such as temperature, humidity, and air pressure remain constant during the design process. This approach is effective to a certain extent, but in actual operating conditions, the loads on ships are often dynamic and affected by a variety of environmental factors. For example, during navigation, a ship is subject to the influence of factors such as waves, wind, and currents, and the actual loads it experiences can differ significantly from the static loads calculated during the design phase.

[0004] Furthermore, traditional approaches often lack real-time monitoring and dynamic response to environmental changes, leading to a failure to fully assess potential safety risks during the design process. This can lead to the risk of structural failure in extreme environmental conditions, thus impacting the safe operation of the ship.

[0005] The loads and stress distribution on a ship can vary significantly under varying environmental conditions. For example, temperature changes can cause materials to expand or contract, affecting structural strength. Humidity fluctuations can lead to corrosion and material degradation, reducing the structure's load-bearing capacity. And changes in air pressure can affect a ship's buoyancy and stability 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 assess 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 above-mentioned defects in the prior art, the present invention provides a method for safety assessment of the entire 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 the 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: Obtaining 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 acceleration due to gravity; 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] The following formula is used to calculate the initial static load in step S105:

[0021]

[0022] 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 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 of initial static load to total load, SF. If 1.5≤SF≤2.0, it means that the design standard is met and the load is safe.

[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 ship design and construction full-process safety assessment system, 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] The 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 the initial static load;

[0033] Sensor modules, which are used to monitor the actual quality of each component and 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 typically rely on static load analysis and fail to fully account for changes in environmental factors. Dynamic load calculation methods 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 assessing the safety of ships under various environmental conditions.

[0038] By dynamically calculating loads, 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 ships.

[0039] Taking into account 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. 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, reducing the need for later modifications and testing, thereby reducing costs and resource waste.

[0044] Improve material utilization. Through intelligent load assessment, designers can more reasonably select materials and structural solutions, 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 shipping industry towards intelligence and digitalization.

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

[0047] The above and other objects, features and advantages of the exemplary embodiments of the present disclosure will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the accompanying drawings, several embodiments of the present disclosure are shown in an illustrative 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] To make the objectives, technical solutions, and advantages of the present invention more apparent, the present invention will be further described in detail below with reference to the accompanying drawings. It is apparent that the embodiments described are only some, not all, of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are intended to fall within the scope of protection of the present invention.

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

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

[0052] It should be understood that the term "and / or" as used herein is merely a description of the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " in this document generally indicates that the associated objects 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 the determination" 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 terms "include," "comprises," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a product or device comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such product or device. In the absence of further limitations, an element defined by the phrase "comprises a..." does not exclude the presence of other identical elements in the product or device comprising the element.

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

[0056] Example 1

[0057] like Figure 1 As shown, the present invention discloses a method for safety assessment 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 the 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: Obtaining 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] Example 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 the 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: Obtaining 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 acceleration due to gravity; 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 at the location where the ship is built; H0 represents the reference humidity, which is usually the average temperature at the location where the ship is built; P0 represents the reference air pressure, which is usually 1013.25hPa.

[0078] k1, k2, and k3 are environmental impact coefficients. Their specific values ​​need to be determined through experimentation or literature, and are typically constants. For example, empirical values ​​for k1, k2, and k3 can be obtained by testing the material under varying temperatures, humidity, and pressures, recording changes in performance. Alternatively, relevant research can be consulted to obtain k values ​​under similar conditions. Alternatively, these coefficients can be determined through regression analysis based on known material properties.

[0079] The following formula is used to calculate the initial static load in step S105:

[0080]

[0081] 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 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 time of observation. it It is related to time, but in actual calculation, in order to simplify, 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] The initial value of δ can be derived from a physical model based on material properties, environmental factors, and load types. For example, for certain materials or structures, 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 to fit the experimental data into an exponential decay model and the decay coefficient δ is solved by methods such as the least squares method.

[0089] Example 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 relevant literature or industry standards to obtain attenuation coefficient values ​​for 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, reference the attenuation coefficient values ​​of other similar designs as an initial estimate.

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

[0096] Wherein, the step S1011 includes:

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

[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 required, 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 fully taken into account 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] Example 3:

[0105] The present invention also proposes a ship design and construction full-process safety assessment system, 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] The 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 the initial static load;

[0109] Sensor modules, which are used to monitor the actual quality of each component and 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] Example 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 mentioned above in the present disclosure may be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or component, 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 that contains or stores a program that can be used by or in conjunction with an instruction execution system, device, or component. In the present disclosure, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport 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 thereof.

[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 stand-alone 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 (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0117] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, program segment, or a part of code, and the module, program segment, or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two 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 box in the block diagram and / or flowchart, and the combination of the boxes in the block diagram and / or flowchart, can be implemented with a dedicated hardware-based system that performs the 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 this disclosure may be implemented in software or hardware, wherein the name of a unit does not necessarily 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, and is not intended to limit the present invention. Any modifications, replacements, 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 safety assessment method for the entire process of ship design and construction, characterized by: It includes the following steps: Step S101: During the design phase, determine the initial design quality of each component of the ship. ; Step S103: Based on the initial design quality Determine the initial actual load of each component ; Step S105: Based on each initial actual load Obtain the initial static load; Step S107: In the construction stage, deploy various sensors to monitor the actual quality of each component and the current environmental data in real time; Step S109: Based on the actual quality and the current environmental data, obtain the total load; Step S1011: Compare the total load with the initial static load to evaluate the safety of the current progress; The initial actual load and the total load are also related to an environmental correction factor; The initial actual load in step S103 The calculation is performed using the following formula: ,in Indicates the The mass of each component; g is the acceleration due to gravity; Indicates the initial environment correction factor at time 0; The environmental correction factor is related to temperature, humidity, and air pressure; The environmental correction factor is calculated using the following formula: ,in, Indicates the current temperature. Indicates the humidity at the current moment, P t represents the current air pressure, T0 represents the reference temperature, which is the average temperature at the location where the ship is built; H0 represents the reference humidity, which is the average temperature at the location where the ship is built; P0 represents the reference air pressure, which is 1013.25 hPa; k1, k2, and k3 represent the environmental impact coefficients; In step S105, the initial static load is calculated using the following formula: ; The current environmental data in Step S107 includes temperature, humidity, and air pressure; Step S109 includes: Define the time t as The actual load monitored for each component is , then the current total load The calculation is done using the following formula: , where δ is the attenuation coefficient, T max is the maximum observation time.

2. The method according to claim 1, wherein: Step S1011 includes: Calculate the ratio SF of the initial static load to the total load. If 1.5 ≤ SF ≤ 2.0, it indicates that it meets the design standard and is in a safe state; If 1 < SF < 1.5, it indicates that the strength needs to be increased or the design needs to be changed.

3. A full-process safety assessment system for ship design and construction using the method according to claim 1, including Initial design quality determination module, which is used to determine the initial design quality of each ship component during the design phase ; An initial actual load determination module is used to determine the initial actual load based on the initial design quality Determine the initial actual load of each component ; Initial static load determination module, which is used to determine the initial actual load based on each Obtain the initial static load; A sensor module, which is used to monitor the actual quality of each component and the current environmental data in real time during the construction stage; A total load determination module, which is used to obtain the total load based on the actual quality and the current environmental data; An evaluation module, which is used to compare the total load with the initial static load to evaluate the safety of the current progress.

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