Double-ship floating scheme design method based on multi-module transportation

Abstract

The invention relates to the technical field of data processing, and provides a double-ship floating scheme design method based on multi-module transportation, and the method comprises the steps: obtaining the structure parameters, transportation distance and installation position coordinates of a structure, and the marine environment conditions of the place where the structure is located; calculating a ship matching degree evaluation index, and performing double-ship type selection and configuration on the first ship and the second ship; determining a multi-module loading stability coefficient and a multi-module structure; determining a transportation path of the multi-module structure, and transporting the multi-module structure based on the transportation path; based on the ship matching degree evaluation index of the first ship and the second ship, determining a double-ship synchronization index, and based on the double-ship synchronization index, implementing double-ship cooperative control on the first ship and the second ship to mount the multi-module structure; the floating support installation precision is calculated, and the multi-module structure is optimally installed based on the floating support installation precision; the efficiency, the success rate and the stability of floating mounting and transporting of the double ships can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of data processing, and in particular to a design method, system and electronic equipment for a double-ship floating scheme based on multi-module transportation. Background Art

[0002] At present, the main methods for installing large structures at sea include single-ship floating method, double-ship floating method and other auxiliary installation technologies. The double-ship floating method improves the stability and safety of installation compared to the single-ship floating method through the collaborative operation of two ships, especially in the installation of large-sized or heavy modules, which can effectively share the weight of the modules and provide higher positioning accuracy.

[0003] However, the existing dual-ship floating scheme still has several shortcomings in practical application. First, there is a lack of precise standards for selecting and configuring dual ships, which usually rely on experience, which makes the matching of ship specifications and performance parameters less than ideal. Second, the existing dual-ship floating scheme lacks systematic consideration for the planning and loading methods of multi-module transportation, which may lead to insufficient stability and safety of modules during transportation. Summary of the invention

[0004] In view of the technical problems existing in the prior art, the present invention provides a double-ship floating scheme design method, system and electronic equipment based on multi-module transportation, which can improve the efficiency, success rate and stability of double-ship floating installation and transportation.

[0005] The technical solution of the present invention to solve the above technical problems is as follows: The present invention provides a double-ship floatation scheme design method based on multi-module transportation, the method comprising: Obtaining structural parameters, transportation distance, installation location coordinates of the structure, and marine environmental conditions at the location of the structure; Calculating a ship matching evaluation index between the first ship and the second ship, and performing dual ship selection and configuration for the first ship and the second ship based on the ship matching evaluation index; Dividing the structure into a plurality of modules based on the structural parameters of the structure, determining a multi-module loading stability coefficient, and performing multi-module loading optimization on a plurality of the modules based on the multi-module loading stability coefficient to obtain a multi-module structure; Planning a transport path based on a multi-module loading stability coefficient, a transport distance of the multi-module structure, an installation location coordinate, and marine environmental conditions, determining a transport path for the multi-module structure, and transporting the multi-module structure based on the transport path; Determining a dual-ship synchronization index based on a ship matching evaluation index of the first ship and the second ship, and implementing dual-ship coordinated control of the first ship and the second ship to install the multi-module structure based on the dual-ship synchronization index; The floating installation accuracy of the multi-module structure is calculated, and the installation of the multi-module structure is optimized based on the floating installation accuracy.

[0006] Furthermore, the method further comprises: Determining a risk assessment value for installing the multi-module structure according to the floating installation accuracy, dual-ship synchronization index, multi-module loading stability coefficient, and marine environmental conditions corresponding to the installation of the multi-module structure; Based on the risk assessment value of the multi-module structure, an optimization strategy for optimizing the installation of the multi-module structure is determined.

[0007] Further, the calculating of the ship matching evaluation index between the first ship and the second ship includes: Acquire ship parameters of the first ship and ship parameters of the second ship; wherein the ship parameters include power coefficient, length, draft and width; Obtaining a first weight, a second weight, a third weight and a fourth weight for adjusting the multi-module loading stability coefficient; According to the first weight, the second weight, the third weight and the fourth weight, the ship parameters of the first ship and the ship parameters of the second ship are weighted to determine a ship matching evaluation index between the first ship and the second ship.

[0008] Furthermore, the ship matching evaluation index is expressed as: ; in, is the ship matching evaluation index, is the power coefficient of the first ship, is the power coefficient of the second ship, is the length of the first ship, is the length of the second ship, is the draft of the first ship, is the draft of the second ship, is the breadth of the first ship, is the breadth of the second ship, They are the first weight, the second weight, the third weight and the fourth weight respectively.

[0009] Furthermore, dividing the structure into a plurality of modules based on the structural parameters of the structure and determining the multi-module loading stability coefficient comprises: Obtaining the mass, center height, occupied area, width and first correction coefficient of each module; Obtaining the inclination angle of the load and the second correction factor; The multi-module loading stability coefficient is determined based on the mass, center height, occupied area, width and first correction coefficient of each module, as well as the inclination angle and the second correction coefficient.

[0010] Furthermore, the multi-module loading stability coefficient is expressed as: ; Among them, MSF is the multi-module loading stability factor, is the quality of the ith module, is the height of the center of gravity of the ith module, is the occupied area of ​​the ith module, is the width of the ith module, is the inclination angle, is the first correction coefficient of the i-th module, is the second correction factor.

[0011] Furthermore, the transport path planning based on the multi-module loading stability coefficient, the transport distance of the multi-module structure, the installation location coordinates and the marine environment conditions to determine the transport path of the multi-module structure includes: Determining a candidate route consisting of a plurality of segments based on the transport distance, installation location coordinates and marine environmental conditions of the multi-module structure; Obtaining the distance, wave height, wind speed and current speed of each of the segments, and the maximum permissible speed of the candidate route; Determining a comprehensive route evaluation value of the candidate route based on the distance, wave height, wind speed and water current speed of each of the segments, the maximum permissible speed of the candidate route, and the multi-module loading stability coefficient; At least one candidate route whose comprehensive route evaluation value is greater than a preset value is selected as a transportation path for the multi-module structure.

[0012] Furthermore, the determining of the dual-ship synchronization index based on the ship matching evaluation index of the first ship and the second ship includes: Obtaining a position deviation, a speed deviation, and a course deviation of the first ship and the second ship at a preset time; The dual-ship synchronization index is determined according to the position deviation, speed deviation and heading deviation of the first ship and the second ship at a preset time, and the ship matching evaluation index of the first ship and the second ship.

[0013] Furthermore, the calculation of the floating installation accuracy of the multi-module structure includes: Obtain the attitude angle change rate during the floating installation process; Obtain the spatial error position during floatation installation; The floating installation accuracy is determined according to the attitude angle change rate and the spatial error position.

[0014] Furthermore, the structural parameters include size, weight, and center of gravity position, and the marine environmental conditions include wave height, wind speed, current speed, and water depth.

[0015] The beneficial effects of the present invention are: (1) The present invention can comprehensively consider different marine environmental conditions and module characteristics through the ship matching evaluation index and multi-module loading stability coefficient, optimize ship selection and module loading configuration, and automatically adjust the transportation plan according to specific transportation task requirements to adapt to different sea conditions, waves, wind speeds, water currents and other environmental changes, thereby improving the safety and reliability of transportation.

[0016] (2) The present invention optimizes the calculation of the multi-module loading stability coefficient to ensure that the modules are more stable during transportation, reduce the risks caused by unstable ships or unreasonable loading, take into account factors such as the center of gravity, area, and width of the modules, make the loading of different modules more reasonable, reduce unstable factors such as tilting and rolling, and ensure the stability of the ship and modules.

[0017] (3) The present invention can optimize route planning based on real-time sea condition data (wave height, wind speed, water flow speed, etc.). By evaluating the risks and time consumption of different sections, the optimal route is selected to avoid dangerous sea areas or adverse environmental factors, reduce navigation time, and reduce transportation risks, which not only helps to improve transportation efficiency, but also reduces unnecessary energy consumption and navigation costs.

[0018] In summary, the present invention ensures that each link in the transportation and installation process can be carried out under the optimal configuration through multi-dimensional calculation and optimization. Whether in terms of ship selection, module loading, transportation path, collaborative control, or risk management and installation accuracy, it has strong adaptability, stability and safety, can significantly improve operating efficiency, reduce transportation costs, reduce risks, and ensure the accuracy of the final installation. These beneficial effects can not only improve the overall benefits of the project, but also provide a scientific and sustainable design reference for similar projects in the future. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A scene diagram of a double-ship floating scheme design method based on multi-module transportation provided by the present invention; Figure 2 A flow chart of a double-ship floatation scheme design method based on multi-module transportation provided by the present invention; Figure 3 A schematic diagram of the structure of a double-ship floating scheme design system based on multi-module transportation provided by the present invention; Figure 4 A schematic diagram of the hardware structure of a possible electronic device provided by the present invention. DETAILED DESCRIPTION

[0020] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0021] See also Figure 1 , Figure 1 This is a scene diagram of a double-ship floating scheme design method based on multi-module transportation provided by the present invention. Figure 1 As shown, the terminal and the server are connected via a network, such as a wired or wireless network connection. The terminal may include but is not limited to portable terminals such as mobile phones and tablets installed with various network platform applications, as well as fixed terminals such as computers, query machines, and advertising machines. The server provides users with various business services, including service push servers, user recommendation servers, etc.

[0022] It should be noted that Figure 1 The scenario diagram of a double-ship floating scheme design method based on multi-module transportation is only an example. The terminal, server and application scenario described in the embodiment of the present invention are for more clearly illustrating the technical solution of the embodiment of the present invention, and do not generate limitations on the technical solution provided by the embodiment of the present invention. Ordinary technicians in this field can know that with the evolution of the system and the emergence of new business scenarios, the technical solution provided by the embodiment of the present invention is also applicable to similar technical problems.

[0023] Among them, the terminal can be used for: Obtaining structural parameters, transportation distance, installation location coordinates of the structure, and marine environmental conditions at the location of the structure; Calculating a ship matching evaluation index between the first ship and the second ship, and performing dual ship selection and configuration for the first ship and the second ship based on the ship matching evaluation index; Dividing the structure into a plurality of modules based on the structural parameters of the structure, determining a multi-module loading stability coefficient, and performing multi-module loading optimization on a plurality of the modules based on the multi-module loading stability coefficient to obtain a multi-module structure; Planning a transport path based on a multi-module loading stability coefficient, a transport distance of the multi-module structure, an installation location coordinate, and marine environmental conditions, determining a transport path for the multi-module structure, and transporting the multi-module structure based on the transport path; Determining a dual-ship synchronization index based on a ship matching evaluation index of the first ship and the second ship, and implementing dual-ship coordinated control of the first ship and the second ship to install the multi-module structure based on the dual-ship synchronization index; The floating installation accuracy of the multi-module structure is calculated, and the installation of the multi-module structure is optimized based on the floating installation accuracy.

[0024] See also Figure 2 , provides a flow chart of a double-ship floating scheme design method based on multi-module transportation of the present invention, comprising the following steps: Step 201: Acquire structural parameters, transportation distance, installation location coordinates of the structure, and marine environmental conditions where the structure is located.

[0025] In some embodiments, the structure parameters include size, weight, and center of gravity position, and the marine environmental conditions include wave height, wind speed, current speed, and water depth.

[0026] Step 202: Calculate the ship matching evaluation index of the first ship and the second ship, and select and configure the first ship and the second ship based on the ship matching evaluation index.

[0027] In some embodiments, step 202 may include: Acquire ship parameters of the first ship and ship parameters of the second ship; wherein the ship parameters include power coefficient, length, draft and width; Obtaining a first weight, a second weight, a third weight and a fourth weight for adjusting the multi-module loading stability coefficient; According to the first weight, the second weight, the third weight and the fourth weight, the ship parameters of the first ship and the ship parameters of the second ship are weighted to determine a ship matching evaluation index between the first ship and the second ship.

[0028] In some embodiments, the ship matching evaluation index is expressed as: ; in, is the ship matching evaluation index, is the power coefficient of the first ship, is the power coefficient of the second ship, is the length of the first ship, is the length of the second ship, is the draft of the first ship, is the draft of the second ship, is the breadth of the first ship, is the breadth of the second ship, They are the first weight, the second weight, the third weight and the fourth weight respectively.

[0029] In the specific implementation, They represent the power coefficients of the first ship and the second ship respectively. The power coefficients reflect the power performance of the ship, such as engine power, propulsion efficiency and other comprehensive power factors. It represents the square of the ratio of the power coefficients of the two ships, multiplied by the weight, which reflects the importance of the power factor in the ship matching degree. It is larger, indicating that the matching of power performance has a greater impact on the overall matching degree of the two ships.

[0030] is the length of the two ships, is the cube of the length ratio, multiplied by the weight In many cases, the length of a ship will affect its navigation stability, maneuverability, and coordination in some operating scenarios. The cubic calculation method shows that the effect of the length factor on the matching degree is nonlinear and may have a greater influence. This further confirms its importance in the overall matching evaluation.

[0031] is the draft of the two ships, is the draft depth ratio to the power of 1.5, multiplied by The draft depth is related to the buoyancy, stability and water depth requirements of the ship. The setting of 1.5 is determined based on the influence of the draft depth on the matching degree of the ship. Determines the weight of the draft factor in the assessment.

[0032] represents the width of the ship, is the square of the width ratio, multiplied by the weight The width of a ship will affect its transverse stability, berthing ability, and navigation ability in narrow waters. The square operation reflects the influence of the width factor on the matching degree. This reflects the importance of the width factor in the overall evaluation.

[0033] The first to fourth weights are pre-set according to the importance of different factors on the ship matching. Their value range is usually between 0 and 1, and the sum is 1. By adjusting these weights, the impact of different factors on the ship matching can be highlighted according to specific application scenarios and needs. For example, in some scenarios where two ships need to work closely together, the first weight of the power coefficient may be set higher; while in the transportation scenario through a narrow channel, the fourth weight of the ship width may be assigned a larger value.

[0034] The VMI value calculated by the present invention can comprehensively reflect the matching degree of two ships in multiple key dimensions. Generally speaking, the closer the VMI value is to 1, the higher the matching degree of the two ships in terms of power, length, draft depth and width, and the smoother and more efficient their collaborative operation and formation sailing may be, and the risks and problems they face are relatively less.

[0035] VMI can provide an important reference for ship selection, fleet planning, operation plan formulation, etc. For example, in a two-ship floating transport operation, by calculating the VMI of different ship combinations and selecting the two ships with the VMI value closest to 1 for matching, the safety and efficiency of the transport operation can be improved.

[0036] In specific applications, Represent the power of two different ships respectively. Assume that the power of one ship is 5000kW and the power of the other is 4000kW, that is, , They can be set to 0.4, 0.2, 0.2 and 0.2 respectively. It should be noted that the above values ​​can be adjusted according to the actual needs of the double-ship floatation scheme design.

[0037] Step 203: divide the structure into multiple modules based on the structural parameters of the structure, determine the multi-module loading stability coefficient, and perform multi-module loading optimization on the multiple modules based on the multi-module loading stability coefficient to obtain a multi-module structure.

[0038] In some embodiments, step 203 may include: Obtaining the mass, center height, occupied area, width and first correction coefficient of each module; Obtaining the inclination angle of the load and the second correction factor; The multi-module loading stability coefficient is determined based on the mass, center height, occupied area, width and first correction coefficient of each module, as well as the inclination angle and the second correction coefficient.

[0039] In some embodiments, the multi-module loading stability coefficient is expressed as: ; Among them, MSF is the multi-module loading stability factor, is the quality of the ith module, is the height of the center of gravity of the ith module, is the occupied area of ​​the ith module, is the width of the ith module, is the inclination angle, is the first correction coefficient of the i-th module, is the second correction factor.

[0040] In the specific implementation, The larger it is, the greater the impact the module will have on overall stability during loading and transportation. The higher the value, the more likely the module will cause instability in the overall system. It represents the potential impact of the ith module on stability under the combined effect of mass and center of gravity height.

[0041] is the occupied area of ​​the ith module. A larger occupied area usually means that the module has a wider support on the bearing surface, which is conducive to improving stability. is the width of the i-th module. A larger width also helps to increase the stability of the module. It indicates the comprehensive supporting effect of the module on the bearing surface.

[0042] is the first correction coefficient of the i-th module, used to adjust the i-th module This influencing factor is corrected by taking into account the influence of some special properties of the module itself or the interaction with other modules on stability. For example, some modules may have different effects on overall stability than other modules due to their structural characteristics or installation methods, even if the mass and center of gravity height are the same. to make adjustments.

[0043] The inclination angle refers to the inclination angle of the loading structure or ship relative to the horizontal direction. The larger the inclination angle, the more likely the stability of the system will be affected, and the cargo or module will be more likely to slide or roll over.

[0044] It is the second correction coefficient, which is used to adjust the influence of the inclination angle on the stability coefficient. It reflects the sensitivity of the entire system to the change of the inclination angle. The larger the value, the more significant the influence of the change of the inclination angle on the stability coefficient of multi-module loading.

[0045] The overall impact of all modules on stability is considered in terms of mass, center of gravity height, occupied area, width and their respective first correction coefficients.

[0046] is an exponential function related to the inclination angle. As the inclination angle increases, The value will gradually decrease, which means that the larger the inclination angle, the worse the stability of multi-module loading, and the reduction in stability changes according to the exponential law.

[0047] The larger the MSF value calculated by the present invention, the better the overall stability of the multi-module loading system after considering the characteristics of each module and the inclination factor; conversely, the smaller the MSF value, the worse the stability of the system and the more likely it is to have safety problems.

[0048] MSF can be used for the design and evaluation of multi-module loading schemes. In the design stage, by calculating the MSF under different loading schemes, the layout of the modules can be optimized and the appropriate module combination can be selected to improve the stability of the loading system; in the actual loading process, real-time monitoring of the changes in MSF can timely identify potential stability risks and take corresponding measures to make adjustments to ensure the safety of multi-module loading operations.

[0049] In specific applications, it is assumed that the cargo distribution in each module is relatively uniform and the physical properties of the modules are similar. The value of can be close to 1, for example For modules with a high center of gravity, large mass and small footprint, in order to highlight their greater impact on stability, Larger, e.g. . The value of can be 0.1, which means that the ship's structural design and stability are good and it has strong anti-tilting ability. The value of can be 0.5, which means that some small ships or ships with relatively unstable structures are more sensitive to the change of inclination angle, and the final calculated MSF value can be 2.5. It should be noted that the above values ​​can be adjusted according to the actual needs of the double-ship floatation scheme design.

[0050] Step 204 , planning a transportation path based on the multi-module loading stability coefficient, the transportation distance of the multi-module structure, the installation location coordinates and the marine environment conditions, determining the transportation path of the multi-module structure, and transporting the multi-module structure based on the transportation path.

[0051] In some embodiments, step 204 may include: Determining a candidate route consisting of a plurality of segments based on the transport distance, installation location coordinates and marine environmental conditions of the multi-module structure; Obtaining the distance, wave height, wind speed and current speed of each of the segments, and the maximum permissible speed of the candidate route; Determining a comprehensive route evaluation value of the candidate route based on the distance, wave height, wind speed and water current speed of each of the segments, the maximum permissible speed of the candidate route, and the multi-module loading stability coefficient; At least one candidate route whose comprehensive route evaluation value is greater than a preset value is selected as a transportation path for the multi-module structure.

[0052] In some embodiments, the comprehensive route evaluation value may be expressed as: ; Among them, CRE is the comprehensive route evaluation value, is the distance of the u-th flight segment, is the wave height of the u-th segment, is the wind speed of the u-th segment, is the water velocity of the u-th segment, is the maximum permissible speed, They are the fourth weight, the fifth weight and the sixth weight respectively.

[0053] In the specific implementation, is the distance of the u-th leg, and the length of the distance directly affects the time and cost of the voyage. A longer leg may mean higher fuel consumption, more manpower input, and longer transportation time, which has an important impact on the comprehensive route evaluation.

[0054] is the wave height of the u-th segment, is the wind speed of the u-th segment, and the two are multiplied Indicates the comprehensive impact of wind and waves on navigation. Larger wave heights and wind speeds will increase the difficulty and risk of navigation, may cause the ship to shake more, reduce maneuverability, and may even cause damage to the ship and cargo, which will have a negative impact on the comprehensive route assessment value.

[0055] is the water velocity of the u-th segment, is the maximum permissible speed, It reflects the relative relationship between the water flow speed and the maximum permissible speed. If the water flow speed is close to or exceeds the maximum permissible speed, it will seriously affect the ship's navigation speed and safety, reduce navigation efficiency, increase risks, and thus have an adverse impact on the comprehensive route assessment value.

[0056] Is the fourth weight, used to measure the distance of the flight segment Importance in comprehensive route evaluation. Different routes may have different sensitivities to distance. For example, for routes with high requirements for transportation timeliness, the weight of distance may be greater because distance directly affects transportation time.

[0057] is the fifth weight used to determine the product of wave height and wind speed The impact on the comprehensive route assessment. In some sea areas with strong winds and waves, The value of may be larger to highlight the important impact of wind and wave factors on the route.

[0058] It is the sixth weight, which is used to reflect the ratio of water flow speed to the maximum allowable speed. The importance of comprehensive route assessment. In areas with complex water flow, such as estuaries and straits, The value of may be higher to emphasize the effect of water currents on the route.

[0059] MSF is the multi-module loading stability factor, which reflects the stability of the system under multi-module loading. In the comprehensive route evaluation, MSF plays a regulatory role. If the loading stability factor is high, it means that the stability of the cargo during the voyage is good and can withstand the influence of certain adverse factors such as wind, waves and currents. Then, under the same voyage conditions, the comprehensive route evaluation value may be relatively high; on the contrary, if the MSF is low, the ship and cargo are more susceptible to external factors during the voyage, and the comprehensive route evaluation value may be lower.

[0060] It is a weighted sum of various influencing factors for each segment, that is, it comprehensively considers the overall impact of factors such as the distance of all segments, wind and wave conditions, and the relationship between water speed and the maximum allowable speed on the route.

[0061] Product part: Multiply the summation result by MSF to get the comprehensive route evaluation value CRE, which fully considers the comprehensive impact of the route segment factors and loading stability on the route. The higher the CRE value, the better the overall condition of the route under comprehensive factors such as distance, wind and waves, water flow and loading stability, and the more suitable it is for navigation; conversely, the lower the CRE value, the more unfavorable factors there are on the route and the greater the navigation risk. By calculating CRE, it can provide an important reference for route planning, ship scheduling and cargo transportation, helping decision makers to choose the best route plan, reduce navigation risks, and improve transportation efficiency and safety.

[0062] In specific applications, They may be 0.3, 0.3 and 0.4 respectively, and the value of CRE may be 0-100, for example, 80. It should be noted that the above values ​​may be adjusted according to the actual requirements of the double-ship floatation scheme design.

[0063] Step 205: determine a dual-ship synchronization index based on the ship matching evaluation index of the first ship and the second ship, and implement dual-ship collaborative control on the first ship and the second ship based on the dual-ship synchronization index to install the multi-module structure.

[0064] In some embodiments, step 205 may include: Obtaining a position deviation, a speed deviation, and a course deviation of the first ship and the second ship at a preset time; The dual-ship synchronization index is determined according to the position deviation, speed deviation and heading deviation of the first ship and the second ship at a preset time, and the ship matching evaluation index of the first ship and the second ship.

[0065] In some embodiments, the dual-ship synchronization index can be expressed as: ; in, is the dual-ship synchronization indicator, is the position deviation, is the speed deviation, is the heading deviation, t is the time, is the adjustment coefficient.

[0066] In the specific implementation, is the position deviation, which reflects the difference in the spatial position of the two ships. The larger the position deviation, the worse the synchronization of the two ships in space.

[0067] It is the speed deviation, which reflects the difference in the sailing speed of the two ships. The speed deviation will affect the relative distance and sailing rhythm between the two ships. A large speed deviation may cause the two ships to gradually pull away from each other, affecting synchronization.

[0068] It is the course deviation, which represents the difference in the sailing directions of the two ships. If the course deviation is too large, the paths of the two ships will diverge greatly, seriously affecting the synchronization of the two ships.

[0069] They are used to measure the importance of position deviation, speed deviation and heading deviation in calculating the synchronization index of two ships. The values ​​of these three adjustment coefficients will be different according to different navigation scenarios and requirements. For example, when sailing in a narrow channel, the position deviation may have a greater impact on synchronization. The value of will be relatively large.

[0070] Used to adjust the impact of time changes on the dual-ship synchronization index. The larger it is, the faster the impact on the synchronization of the two ships decays over time, that is, the recent deviation has a greater impact on the synchronization index, which reflects the timeliness of the synchronization of the two ships.

[0071] VMI is a ship matching evaluation index, which reflects the matching degree of two ships in terms of power, size, etc. When calculating the dual-ship synchronization index, VMI is multiplied by the deviation term, which plays a correction role. If the two ships themselves have a high degree of matching, then under the same deviation, the dual-ship synchronization index may be relatively good; conversely, if the ship matching is low, even if the deviation is small, it may have a greater impact on the dual-ship synchronization.

[0072] It is a weighted sum of the position deviation, speed deviation, and heading deviation at each time point, and multiplying it by the ship matching evaluation index. It comprehensively considers the impact of various deviation factors at different times and the ship matching degree on the synchronization of the two ships.

[0073] The summation result and Multiply them together to get the dual-ship synchronization index VSI. It is a factor that decays over time, which makes the recent deviation have a more significant impact on the synchronization index. The higher the VSI value, the better the synchronization of the two ships during navigation, and the higher the degree of coordination between the two ships in terms of position, speed, and heading. On the contrary, the lower the VSI value, the worse the synchronization of the two ships, and corresponding measures may need to be taken to adjust the navigation status of the two ships to ensure navigation safety and the smooth progress of the mission.

[0074] By calculating VSI, the synchronization of the two ships' navigation can be monitored and evaluated in real time, providing important reference information for the ship's driving personnel so that they can adjust the ship's navigation parameters in time to ensure the smooth progress of the two-ship operation. For example, in operations such as joint rescue at sea and two-ship towing, it is crucial to maintain good synchronization between the two ships.

[0075] In specific applications, They can be 0.5, 0.4, 0.1 and 0.05 respectively. The value of can usually be between 0 and 15. It should be noted that the above values ​​can be adjusted according to the actual needs of the double-ship floating scheme design.

[0076] Step 206: Calculate the floating installation accuracy of the multi-module structure, and optimize the installation of the multi-module structure based on the floating installation accuracy.

[0077] In some embodiments, step 206 may include: Obtain the attitude angle change rate during the floating installation process; Obtain the spatial error position during floatation installation; The floating installation accuracy is determined according to the attitude angle change rate and the spatial error position.

[0078] In some embodiments, the floatation installation accuracy can be expressed as: ; Where IAF is the floating installation accuracy, is the spatial error position, is the attitude angle change rate, It is the seventh weight, the eighth weight, and the ninth weight.

[0079] In the specific implementation, They represent the error positions in different directions in three-dimensional space. It can be understood as the position error in two mutually perpendicular directions on the horizontal plane, such as the deviation of the ship from the target position in the east-west and north-south directions during the floating installation process. It represents the position error in the vertical direction, such as the change in the draft of the ship or the deviation in vertical height from the installation platform.

[0080] They are respectively The corresponding weight. It indicates the influence degree after comprehensively considering the errors in two directions in the horizontal direction. Indicates the influence of vertical error. The size of reflects the different importance of horizontal and vertical errors to the floating installation accuracy.

[0081] It is the attitude angle change rate, which represents the speed of change of the attitude angle of the ship over time during the floating installation process. The attitude angle can be the roll, pitch or bow of the ship. The rapid change of the attitude angle will seriously affect the accuracy of the floating installation.

[0082] is the weight corresponding to the attitude angle change rate, It shows the influence of attitude angle change rate on floating installation accuracy. The square term shows that this influence is nonlinear, and as the change rate increases, its influence on installation accuracy will increase sharply.

[0083] is the dual-ship synchronization indicator, is the multi-module loading stability coefficient.

[0084] In some embodiments, the present invention further comprises: Determining a risk assessment value for installing the multi-module structure according to the floating installation accuracy, dual-ship synchronization index, multi-module loading stability coefficient, and marine environmental conditions corresponding to the installation of the multi-module structure; Based on the risk assessment value of the multi-module structure, an optimization strategy for optimizing the installation of the multi-module structure is determined.

[0085] In some embodiments, the risk assessment value may be expressed as: ; in, is the risk assessment value, They are the tenth weight, the eleventh weight, the twelfth weight, and the thirteenth weight. is the safety factor.

[0086] In the specific implementation, IAF stands for floating installation accuracy. The higher the floating installation accuracy, the lower the possibility of risk in the installation process. Conversely, the higher the risk. The tenth weight is used to measure the importance of floating installation accuracy in risk assessment.

[0087] It is an indicator of the synchronization of two ships. In scenarios involving two-ship operations, the better the synchronization of the two ships, the smoother the operation process and the lower the risk. The eleventh weight reflects the degree of influence of the synchronization of two ships on risk assessment.

[0088] It is the multi-module loading stability coefficient, which reflects the stability of multi-module loading of the ship. The higher the stability, the lower the possibility of risk caused by loading problems during navigation or operation. The twelfth weight indicates the importance of multi-module loading stability in risk assessment.

[0089] They are wave height, wind speed and current speed. The product of these three factors comprehensively reflects the severity of the sea conditions. The worse the sea conditions, the higher the risk. The thirteenth weight is used to determine the impact of sea conditions on risk assessment.

[0090] The value range of is usually between 0 and 1, and their sum is not necessarily 1. The specific value needs to be determined according to the specific operation scenario, ship type, mission requirements and other factors. For example, when performing high-precision offshore platform floating installation operations, (The weight of float-over installation accuracy) may be taken to be larger to highlight the importance of float-over installation accuracy to risk assessment.

[0091] is a safety factor used to adjust the sensitivity of the risk assessment value to the ship matching assessment index. The larger the value is, the greater the impact of the risk assessment value on the ship matching assessment index is.

[0092] VMI reflects the matching degree of ships in terms of power, size, etc. is an adjustment factor that changes with the ship matching degree. When the ship matching degree is high, Larger, A relatively small value of will reduce the overall risk assessment value, which means that a high ship matching degree can reduce the risk; conversely, when the ship matching degree is low, A relatively large value of will increase the risk assessment value.

[0093] It is a weighted summation of various risk influencing factors, taking into account the impact of factors such as floating installation accuracy, dual-ship synchronization, multi-module loading stability and sea conditions on the risk. The multiplication results in the risk assessment value REM. The higher the REM value, the greater the risk under the current operating conditions and ship status, and the more risk prevention and control measures need to be taken; the lower the REM value, the smaller the risk, but appropriate risk monitoring and management are still required according to the specific situation. By calculating REM, a comprehensive risk assessment reference can be provided for organizers and ship managers of offshore operations, so that they can formulate reasonable operating plans and take effective safety measures according to the degree of risk to ensure the safety and smooth progress of offshore operations.

[0094] In specific applications, They can be set to 0.5, 0.4 and 0.1 respectively, and the value of IAF can be 10-20. It should be noted that the above values ​​can be adjusted according to the actual needs of the double-ship floatation scheme design.

[0095] See also Figure 3 , Figure 3 A schematic structural diagram of a dual-ship floating scheme design system based on multi-module transportation provided by the present invention.

[0096] like Figure 3 As shown, a dual-ship floating scheme design system based on multi-module transportation proposed in an embodiment of the present invention includes: The data acquisition module 301 is used to acquire the structural parameters, transportation distance, installation location coordinates of the structure, and the marine environment conditions where the structure is located; A dual-ship matching module 302 is used to calculate a ship matching evaluation index between a first ship and a second ship, and perform dual-ship selection and configuration for the first ship and the second ship based on the ship matching evaluation index; A structure division module 303 is used to divide the structure into multiple modules based on the structure parameters of the structure, determine the multi-module loading stability coefficient, and perform multi-module loading optimization on multiple modules based on the multi-module loading stability coefficient to obtain a multi-module structure; A path planning module 304 is used to plan a transportation path based on a multi-module loading stability coefficient, a transportation distance of the multi-module structure, an installation location coordinate, and marine environmental conditions, determine a transportation path for the multi-module structure, and transport the multi-module structure based on the transportation path; A structure installation module 305 is used to determine a dual-ship synchronization index based on the ship matching evaluation index of the first ship and the second ship, and implement dual-ship coordinated control of the first ship and the second ship based on the dual-ship synchronization index to install the multi-module structure; The installation optimization module 306 is used to calculate the floating installation accuracy of the multi-module structure and optimize the installation of the multi-module structure based on the floating installation accuracy.

[0097] See also Figure 4 , Figure 4 Schematic diagram of an electronic device provided by an embodiment of the present invention. Figure 4 As shown, an embodiment of the present invention provides an electronic device 400, including a memory 410, a processor 420, and a computer program 411 stored in the memory 410 and executable on the processor 420. When the processor 420 executes the computer program 411, the following steps are implemented: Obtaining structural parameters, transportation distance, installation location coordinates of the structure, and marine environmental conditions at the location of the structure; Calculating a ship matching evaluation index between the first ship and the second ship, and performing dual ship selection and configuration for the first ship and the second ship based on the ship matching evaluation index; Dividing the structure into a plurality of modules based on the structural parameters of the structure, determining a multi-module loading stability coefficient, and performing multi-module loading optimization on a plurality of the modules based on the multi-module loading stability coefficient to obtain a multi-module structure; Planning a transport path based on a multi-module loading stability coefficient, a transport distance of the multi-module structure, an installation location coordinate, and marine environmental conditions, determining a transport path for the multi-module structure, and transporting the multi-module structure based on the transport path; Determining a dual-ship synchronization index based on a ship matching evaluation index of the first ship and the second ship, and implementing dual-ship coordinated control of the first ship and the second ship to install the multi-module structure based on the dual-ship synchronization index; The floating installation accuracy of the multi-module structure is calculated, and the installation of the multi-module structure is optimized based on the floating installation accuracy.

[0098] It should be noted that in the above embodiments, the description of each embodiment has its own emphasis, and for parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

Claims

1. A design method for a double-ship floating scheme based on multi-module transportation, characterized in that: The method comprises: Obtaining structural parameters, transportation distance, installation location coordinates of the structure, and marine environmental conditions at the location of the structure; Calculating a ship matching evaluation index between the first ship and the second ship, and performing dual ship selection and configuration for the first ship and the second ship based on the ship matching evaluation index; Dividing the structure into a plurality of modules based on the structural parameters of the structure, determining a multi-module loading stability coefficient, and performing multi-module loading optimization on a plurality of the modules based on the multi-module loading stability coefficient to obtain a multi-module structure; Planning a transport path based on a multi-module loading stability coefficient, a transport distance of the multi-module structure, an installation location coordinate, and marine environmental conditions, determining a transport path for the multi-module structure, and transporting the multi-module structure based on the transport path; Determining a dual-ship synchronization index based on a ship matching evaluation index of the first ship and the second ship, and implementing dual-ship coordinated control of the first ship and the second ship to install the multi-module structure based on the dual-ship synchronization index; The floating installation accuracy of the multi-module structure is calculated, and the installation of the multi-module structure is optimized based on the floating installation accuracy.

2. A double-ship floating scheme design method based on multi-module transportation according to claim 1, characterized in that: The method further comprises: Determining a risk assessment value for installing the multi-module structure according to the floating installation accuracy, dual-ship synchronization index, multi-module loading stability coefficient, and marine environmental conditions corresponding to the installation of the multi-module structure; Based on the risk assessment value of the multi-module structure, an optimization strategy for optimizing the installation of the multi-module structure is determined.

3. A double-ship floating scheme design method based on multi-module transportation according to claim 2, characterized in that: The calculating of the ship matching evaluation index between the first ship and the second ship comprises: Acquire ship parameters of the first ship and ship parameters of the second ship; wherein the ship parameters include power coefficient, length, draft and width; Obtaining a first weight, a second weight, a third weight and a fourth weight for adjusting the multi-module loading stability coefficient; According to the first weight, the second weight, the third weight and the fourth weight, the ship parameters of the first ship and the ship parameters of the second ship are weighted to determine a ship matching evaluation index between the first ship and the second ship.

4. A double-ship floating scheme design method based on multi-module transportation according to claim 3, characterized in that: The ship matching evaluation index is expressed as: ； in, is the ship matching evaluation index, is the power coefficient of the first ship, is the power coefficient of the second ship, is the length of the first ship, is the length of the second ship, is the draft of the first ship, is the draft of the second ship, is the breadth of the first ship, is the breadth of the second ship, They are the first weight, the second weight, the third weight and the fourth weight respectively.

5. A double-ship floating scheme design method based on multi-module transportation according to claim 4, characterized in that: The step of dividing the structure into a plurality of modules based on the structural parameters of the structure and determining the multi-module loading stability coefficient comprises: Obtaining the mass, center height, occupied area, width and first correction coefficient of each module; Obtaining the inclination angle of the load and the second correction factor; The multi-module loading stability coefficient is determined based on the mass, center height, occupied area, width and first correction coefficient of each module, as well as the inclination angle and the second correction coefficient.

6. A double-ship floating scheme design method based on multi-module transportation according to claim 5, characterized in that: The multi-module loading stability coefficient is expressed as: ； Among them, MSF is the multi-module loading stability factor, is the quality of the ith module, is the height of the center of gravity of the ith module, is the occupied area of ​​the ith module, is the width of the ith module, is the inclination angle, is the first correction coefficient of the i-th module, is the second correction factor.

7. A double-ship floating scheme design method based on multi-module transportation according to claim 6, characterized in that: The transport path planning based on the multi-module loading stability coefficient, the transport distance of the multi-module structure, the installation location coordinates and the marine environment conditions to determine the transport path of the multi-module structure includes: Determining a candidate route consisting of a plurality of segments based on the transport distance, installation location coordinates and marine environmental conditions of the multi-module structure; Obtaining the distance, wave height, wind speed and current speed of each of the segments, and the maximum permissible speed of the candidate route; Determining a comprehensive route evaluation value of the candidate route based on the distance, wave height, wind speed and water current speed of each of the segments, the maximum permissible speed of the candidate route, and the multi-module loading stability coefficient; At least one candidate route whose comprehensive route evaluation value is greater than a preset value is selected as a transportation path for the multi-module structure.

8. The design method of a double-ship floating scheme based on multi-module transportation according to claim 7 is characterized in that: The determining of the dual-ship synchronization index based on the ship matching evaluation index of the first ship and the second ship includes: Obtaining a position deviation, a speed deviation, and a course deviation of the first ship and the second ship at a preset time; The dual-ship synchronization index is determined according to the position deviation, speed deviation and heading deviation of the first ship and the second ship at a preset time, and the ship matching evaluation index of the first ship and the second ship.

9. A double-ship floating scheme design method based on multi-module transportation according to claim 8, characterized in that: The calculating and installing the floating installation accuracy of the multi-module structure includes: Obtain the attitude angle change rate during the floating installation process; Obtain the spatial error position during floatation installation; The floating installation accuracy is determined according to the attitude angle change rate and the spatial error position.

10. A double-ship floating scheme design method based on multi-module transportation according to claim 9, characterized in that: The structural parameters include size, weight, and center of gravity position, and the marine environmental conditions include wave height, wind speed, water flow speed, and water depth.

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