A Design Method for a Dual-Boat Floating Override Scheme Based on Multi-Module Transportation

Abstract

This invention relates to the field of data processing technology and provides a design method for a dual-ship floating overlay scheme based on multi-module transportation. The method includes: acquiring structural parameters, transportation distance, installation location coordinates, and marine environmental conditions at the structure's location; calculating a ship matching evaluation index and selecting and configuring a first and second ship; determining the multi-module loading stability coefficient and the multi-module structure; determining the transportation path for the multi-module structure and transporting it based on the path; determining a dual-ship synchronization index based on the ship matching evaluation index of the first and second ships, and implementing dual-ship coordinated control to install the multi-module structure based on this index; calculating the floating overlay installation accuracy and optimizing the installation of the multi-module structure based on this accuracy. This invention can improve the efficiency, success rate, and stability of dual-ship floating overlay installation and transportation.

Description

Technical Field

[0001] This invention relates to the field of data processing technology, and in particular to a design method, system and electronic equipment for a dual-ship floating scheme based on multi-module transportation. Background Technology

[0002] Currently, the main methods for installing large structures at sea include single-ship floating overboard, dual-ship floating overboard, and other auxiliary installation technologies. The dual-ship floating overboard method, through the coordinated operation of two vessels, improves the stability and safety of the installation compared to the single-ship method, especially excelling in the installation of large or heavy modules. It effectively distributes the module's weight and provides higher positioning accuracy.

[0003] However, existing dual-ship floating overlay solutions still have several shortcomings in practical applications. First, there is a lack of precise standards for selecting and configuring the two ships, often relying on experience-based judgment, which results in less than ideal matching of ship specifications and performance parameters. Second, existing dual-ship floating overlay solutions lack systematic consideration for the planning and loading methods of multi-module transportation, potentially leading to insufficient stability and safety of the modules during transportation. Summary of the Invention

[0004] This invention addresses the technical problems existing in the prior art by providing a design method, system, and electronic equipment for a dual-boat floating installation and transportation scheme based on multi-module transportation, which can improve the efficiency, success rate, and stability of dual-boat floating installation and transportation.

[0005] The technical solution of the present invention to solve the above technical problems is as follows:

[0006] This invention provides a design method for a dual-ship floating overlay scheme based on multi-module transportation, the method comprising:

[0007] Obtain the structural parameters, transportation distance, installation location coordinates, and marine environmental conditions of the location of the structure;

[0008] Calculate the ship matching evaluation index between the first vessel and the second vessel, and perform dual vessel selection and configuration based on the ship matching evaluation index;

[0009] Based on the structural parameters of the structure, the structure is divided into multiple modules, the multi-module loading stability coefficient is determined, and the multi-module loading optimization is performed on the multiple modules based on the multi-module loading stability coefficient to obtain a multi-module structure;

[0010] Based on the multi-module loading stability coefficient, the transportation distance of the multi-module structure, the installation location coordinates, and marine environmental conditions, a transportation route is planned to determine the transportation route of the multi-module structure, and the multi-module structure is transported based on the transportation route.

[0011] Based on the ship matching evaluation index of the first ship and the second ship, the synchronization index of the two ships is determined, and the first ship and the second ship are implemented with coordinated control based on the synchronization index to install the multi-module structure.

[0012] Calculate the installation accuracy of the floating support structure and optimize the installation of the multi-module structure based on the installation accuracy.

[0013] Furthermore, the method also includes:

[0014] Based on 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, the risk assessment value for the installation of the multi-module structure is determined.

[0015] 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.

[0016] Further, the calculation of the vessel matching evaluation index between the first vessel and the second vessel includes:

[0017] Obtain the ship parameters of the first vessel and the second vessel; wherein the ship parameters include power coefficient, length, draft and width;

[0018] Obtain the first weight, second weight, third weight, and fourth weight used to adjust the stability coefficient of the multi-module loading;

[0019] Based on the first weight, the second weight, the third weight, and the fourth weight, the ship parameters of the first ship and the second ship are weighted to determine the ship matching evaluation index between the first ship and the second ship.

[0020] Furthermore, the ship matching evaluation index is expressed as:

[0021] ;

[0022] in, It is a ship matching evaluation index. It is the power coefficient of the first ship. It is the power coefficient of the second ship. It is the length of the first ship. It is the length of the second ship. It is the draft of the first ship. It is the draft of the second vessel. It is the width of the first ship. It is the width of the second vessel. These are the first weight, the second weight, the third weight, and the fourth weight.

[0023] Furthermore, the process of dividing the structure into multiple modules based on the structural parameters of the structure and determining the multi-module loading stability coefficient includes:

[0024] Obtain the mass, center height, occupied area, width, and first correction factor for each module;

[0025] Obtain the tilt angle of the load and the second correction factor;

[0026] The multi-module loading stability coefficient is determined based on the mass, center height, occupied area, width, and first correction factor of each module, as well as the tilt angle and second correction factor.

[0027] Furthermore, the stability coefficient of the multi-module loading is expressed as:

[0028] ;

[0029] MSF is the multi-module loading stability factor. It is the quality of the i-th module. It is the height of the center of gravity of the i-th module. It is the area occupied by the i-th module. It is the width of the i-th module. It's the angle of inclination. It is the first correction coefficient of the i-th module. It is the second correction factor.

[0030] Furthermore, the process of determining the transportation route of the multi-module structure based on the multi-module loading stability coefficient, the transportation distance of the multi-module structure, the installation location coordinates, and marine environmental conditions includes:

[0031] Based on the transportation distance, installation location coordinates, and marine environmental conditions of the multi-module structure, candidate routes consisting of multiple segments are determined.

[0032] Obtain the distance, wave height, wind speed, and current speed for each segment, as well as the maximum permissible speed for the candidate route;

[0033] Based on the distance, wave height, wind speed, and current speed of each segment, the maximum permissible speed of the candidate route, and the multi-module loading stability coefficient, the comprehensive route evaluation value of the candidate route is determined.

[0034] At least one candidate route whose comprehensive route evaluation value is greater than a preset value is selected as the transportation path of the multi-module structure.

[0035] Furthermore, determining the synchronization index of the two vessels based on the vessel matching evaluation index of the first vessel and the second vessel includes:

[0036] The position deviation, speed deviation, and heading deviation of the first vessel and the second vessel at a preset time are obtained;

[0037] The synchronization index of the two ships is determined based on the position deviation, speed deviation, and heading deviation of the first ship and the second ship at a preset time, as well as the ship matching evaluation index of the first ship and the second ship.

[0038] Furthermore, the calculation of the floating installation accuracy of the multi-module structure includes:

[0039] Obtain the rate of change of attitude angle over time during the floating installation process;

[0040] Obtain the location of spatial error during the floating installation process;

[0041] The installation accuracy of the float is determined based on the rate of change of the attitude angle and the location of the spatial error.

[0042] Furthermore, the structural parameters include dimensions, weight, and center of gravity position, and the marine environmental conditions include wave height, wind speed, water current speed, and water depth.

[0043] The beneficial effects of this invention are:

[0044] (1) This 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 speed and water flow and other environmental changes, thereby improving the safety and reliability of transportation.

[0045] (2) By optimizing the calculation of the stability coefficient of multi-module loading, the present invention ensures that the modules are more stable during transportation, reduces the risks caused by ship instability or unreasonable loading, takes into account factors such as the center of gravity, area, and width of the modules, making the loading of different modules more reasonable, reducing unstable factors such as tilting and rolling, and ensuring the stability of the ship and modules.

[0046] (3) This invention can optimize route planning based on real-time sea state data (wave height, wind speed, water current speed, etc.). By assessing the risks and time consumption of different segments, the optimal route is selected to avoid dangerous sea areas or adverse environmental factors, reduce sailing time, and reduce transportation risks. This not only helps to improve transportation efficiency, but also reduces unnecessary energy consumption and sailing costs.

[0047] In summary, this invention, through multi-dimensional calculations and optimizations, ensures that each stage of the transportation and installation process can be carried out under optimal configuration. Whether in vessel selection, module loading, transportation routes, collaborative control, or in risk management and installation accuracy, it exhibits strong adaptability, stability, and safety, significantly improving operational efficiency, reducing transportation costs, mitigating risks, and ensuring the accuracy of final installation. These beneficial effects not only enhance the overall benefits of the project but also provide a scientific and sustainable design reference for similar projects in the future. Attached Figure Description

[0048] Figure 1 A scenario diagram illustrating a design method for a dual-ship floating overpass scheme based on multi-module transportation provided by this invention;

[0049] Figure 2 A flowchart illustrating a design method for a dual-ship floating overpass scheme based on multi-module transportation provided by the present invention;

[0050] Figure 3 A schematic diagram of a dual-ship floating overpass scheme design system based on multi-module transportation provided by the present invention;

[0051] Figure 4 This is a schematic diagram of the hardware structure of a possible electronic device provided by the present invention. Detailed Implementation

[0052] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0053] Please see Figure 1 , Figure 1 This is a scenario diagram illustrating a design method for a dual-ship floating overtaking scheme based on multi-module transportation, as provided by the present invention. Figure 1As shown, the terminal and server are connected via a network, such as a wired or wireless network. The terminal can include, but is not limited to, portable devices such as mobile phones and tablets with various network platform applications installed, as well as fixed terminals such as computers, kiosks, and advertising machines. The server provides users with various business services, including service push servers and user recommendation servers.

[0054] It should be noted that, Figure 1 The scenario diagram illustrating a dual-ship floating overpass scheme design method based on multi-module transportation is merely an example. The terminals, servers, and application scenarios described in this embodiment are for the purpose of more clearly illustrating the technical solutions of this embodiment and do not constitute a limitation on the technical solutions provided by this embodiment. As those skilled in the art will know, with the evolution of the system and the emergence of new business scenarios, the technical solutions provided by this embodiment are also applicable to similar technical problems.

[0055] The terminal can be used for:

[0056] Obtain the structural parameters, transportation distance, installation location coordinates, and marine environmental conditions of the location of the structure;

[0057] Calculate the ship matching evaluation index between the first vessel and the second vessel, and perform dual vessel selection and configuration based on the ship matching evaluation index;

[0058] Based on the structural parameters of the structure, the structure is divided into multiple modules, the multi-module loading stability coefficient is determined, and the multi-module loading optimization is performed on the multiple modules based on the multi-module loading stability coefficient to obtain a multi-module structure;

[0059] Based on the multi-module loading stability coefficient, the transportation distance of the multi-module structure, the installation location coordinates, and marine environmental conditions, a transportation route is planned to determine the transportation route of the multi-module structure, and the multi-module structure is transported based on the transportation route.

[0060] Based on the ship matching evaluation index of the first ship and the second ship, the synchronization index of the two ships is determined, and the first ship and the second ship are implemented with coordinated control based on the synchronization index to install the multi-module structure.

[0061] Calculate the installation accuracy of the floating support structure and optimize the installation of the multi-module structure based on the installation accuracy.

[0062] Please see Figure 2 The present invention provides a flowchart of a design method for a dual-ship floating overlay scheme based on multi-module transportation, comprising the following steps:

[0063] Step 201: Obtain the structural parameters, transportation distance, installation location coordinates, and marine environmental conditions of the location of the structure.

[0064] In some embodiments, structural parameters include dimensions, weight, and center of gravity location, and the marine environmental conditions include wave height, wind speed, current speed, and water depth.

[0065] Step 202: Calculate the ship matching evaluation index between 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.

[0066] In some embodiments, step 202 may include:

[0067] Obtain the ship parameters of the first vessel and the second vessel; wherein the ship parameters include power coefficient, length, draft and width;

[0068] Obtain the first weight, second weight, third weight, and fourth weight used to adjust the stability coefficient of the multi-module loading;

[0069] Based on the first weight, the second weight, the third weight, and the fourth weight, the ship parameters of the first ship and the second ship are weighted to determine the ship matching evaluation index between the first ship and the second ship.

[0070] In some embodiments, the ship compatibility assessment index is expressed as:

[0071] ;

[0072] in, It is a ship matching evaluation index. It is the power coefficient of the first ship. It is the power coefficient of the second ship. It is the length of the first ship. It is the length of the second ship. It is the draft of the first ship. It is the draft of the second vessel. It is the width of the first ship. It is the width of the second vessel. These are the first weight, the second weight, the third weight, and the fourth weight.

[0073] In the specific implementation, These represent the power coefficients of the first and second vessels, respectively. The power coefficients reflect the vessel's power performance, such as engine power, propulsion efficiency, and other comprehensive power factors. This represents the square of the ratio of the power coefficients of two ships, multiplied by a weight, reflecting the importance of power factors in ship compatibility. If... The large value indicates that the matching of power performance has a significant impact on the overall matching degree of the two ships.

[0074] It is the length of the two ships. It is the cube of the length ratio, multiplied by the weight. Ship length can affect its navigation stability, maneuverability, and coordination in certain operational scenarios in many situations. The cubic calculation method shows that the influence of length on matching degree is non-linear and can have a significant impact. (Weight) This further confirms its importance in the overall matching assessment.

[0075] It refers to the draft of the two ships. It is the ratio of draft to depth raised to the power of 1.5, multiplied by... Draft affects a ship's buoyancy, stability, and requirements for channel depth. The 1.5 power setting is determined based on the characteristics of how draft affects a ship's fit and stability. This determines the weight of draft in the assessment.

[0076] Represents the width of the ship. It is the square of the width ratio multiplied by the weight. A ship's beam affects its transverse stability, berthing ability, and navigation ability in narrow waters. The square operation reflects the degree of influence of the beam factor on the fit. This reflects the importance of the width factor in the overall assessment.

[0077] The first to fourth weights are pre-set based on the importance of different factors influencing ship matching. Their values ​​typically range from 0 to 1, and their sum is 1. By adjusting these weights, the impact of different factors on ship matching can be highlighted according to specific application scenarios and needs. For example, in scenarios requiring close coordination between two ships, the first weight of the power coefficient might be set higher; while in transportation scenarios navigating narrow waterways, the fourth weight of the ship's beam might be assigned a larger value.

[0078] The VMI value calculated by this invention can comprehensively reflect the degree of matching between two ships in multiple key dimensions. Generally speaking, the closer the VMI value is to 1, the higher the degree of matching between the two ships in terms of power, length, draft, and width. They are likely to be smoother and more efficient in collaborative operations and formation navigation, and will face relatively fewer risks and problems.

[0079] VMI (Vessel Management Index) can provide important reference for vessel selection, fleet planning, and operational scheme formulation. For example, in dual-vessel floating transport operations, by calculating the VMI of different vessel combinations and selecting the two vessels with the VMI value closest to 1, the safety and efficiency of the transport operation can be improved.

[0080] In practical applications Let these represent the power of two different ships. Assume one ship has a power of 5000kW and the other has a power of 4000kW. , These values ​​can be set to 0.4, 0.2, 0.2, and 0.2 respectively. It should be noted that these values ​​can be adjusted according to the actual needs of the dual-boat floating overland design.

[0081] Step 203: Divide the structure into multiple modules based on the structural parameters of the structure, determine the multi-module loading stability coefficient, and optimize the multi-module loading based on the multi-module loading stability coefficient to obtain a multi-module structure.

[0082] In some embodiments, step 203 may include:

[0083] Obtain the mass, center height, occupied area, width, and first correction factor for each module;

[0084] Obtain the tilt angle of the load and the second correction factor;

[0085] The multi-module loading stability coefficient is determined based on the mass, center height, occupied area, width, and first correction factor of each module, as well as the tilt angle and second correction factor.

[0086] In some embodiments, the stability coefficient of multi-module loading is expressed as:

[0087] ;

[0088] MSF is the multi-module loading stability factor. It is the quality of the i-th module. It is the height of the center of gravity of the i-th module. It is the area occupied by the i-th module. It is the width of the i-th module. It's the angle of inclination. It is the first correction coefficient of the i-th module. It is the second correction factor.

[0089] In the specific implementation, The larger the module, the greater its impact on overall stability during loading and transportation. The higher the level, the more likely the module is to cause instability in the overall system; the two factors multiply. This represents the potential impact of the i-th module on stability under the combined effects of mass and center of gravity.

[0090] It represents the area occupied by the i-th module. A larger area usually means that the module has a wider support on the load-bearing surface, which is beneficial to improving stability. It is the width of the i-th module. A larger width also helps to increase the stability of the module. This indicates the overall support effect of the module on the bearing surface.

[0091] It is the first correction coefficient of the i-th module, used to adjust the i-th module. This adjustment to the influencing factors takes into account the impact of specific properties of the module itself or its interactions with other modules on stability. For example, some modules may have different impacts on overall stability due to their structural characteristics or installation methods, even if they have the same mass and center of gravity. In such cases, it is necessary to... To make adjustments.

[0092] The tilt angle refers to the angle of inclination of the loading structure or ship relative to the horizontal direction. The larger the tilt angle, the more easily the stability of the system is affected, and the more likely the cargo or modules are to slip or roll over.

[0093] This is the second correction factor, used to adjust the degree of influence of the tilt angle on the stability coefficient. It reflects the sensitivity of the entire system to changes in tilt angle; the larger the value, the more significant the impact of changes in tilt angle on the stability coefficient of multi-module loading.

[0094] The overall impact of all modules on stability was comprehensively considered, taking into account factors such as mass, center of gravity height, occupied area, width, and their respective first correction coefficients.

[0095] It is an exponential function related to the dip angle; as the dip angle increases, The value will gradually decrease, which means that the larger the tilt angle, the worse the stability of multi-module loading, and this decrease in stability changes exponentially.

[0096] The larger the MSF value calculated by this invention, the better the overall stability of the multi-module loading system after considering the characteristics of each module and the tilt angle factor; conversely, the smaller the MSF value, the worse the stability of the system and the more likely it is to have safety problems.

[0097] MSF (Multi-Module Loading) can be used for the design and evaluation of multi-module loading schemes. During the design phase, calculating the MSF under different loading schemes allows for optimization of module layout and selection of appropriate module combinations to improve the stability of the loading system. During actual loading, real-time monitoring of MSF changes enables timely detection of potential stability risks and allows for appropriate adjustments, ensuring the safe operation of multi-module loading.

[0098] In practical applications, assuming the goods in each module are relatively evenly distributed and the physical characteristics of the modules are similar, then... The value can be a relatively close number, close to 1, for example... For modules with a high center of gravity, large mass, and small footprint, to highlight their significant impact on stability, it can be made... Larger, for example . A value of 0.1 indicates that the ship has a good structural design and stability, and has a strong resistance to tilting. A value of 0.5 can represent small vessels or vessels with relatively unstable structures that are more sensitive to changes in inclination angle; the final calculated MSF value could be 2.5. It should be noted that the above values ​​can be adjusted according to the actual requirements of the twin-ship floating overboard design.

[0099] Step 204: Based on the stability coefficient of multi-module loading, the transportation distance of multi-module structures, the coordinates of installation location and marine environmental conditions, plan the transportation route of multi-module structures, determine the transportation route of multi-module structures, and transport multi-module structures based on the transportation route.

[0100] In some embodiments, step 204 may include:

[0101] Based on the transportation distance, installation location coordinates, and marine environmental conditions of the multi-module structure, candidate routes consisting of multiple segments are determined.

[0102] Obtain the distance, wave height, wind speed, and current speed for each segment, as well as the maximum permissible speed for the candidate route;

[0103] Based on the distance, wave height, wind speed, and current speed of each segment, the maximum permissible speed of the candidate route, and the multi-module loading stability coefficient, the comprehensive route evaluation value of the candidate route is determined.

[0104] At least one candidate route whose comprehensive route evaluation value is greater than a preset value is selected as the transportation path of the multi-module structure.

[0105] In some embodiments, the comprehensive route evaluation value can be expressed as:

[0106] ;

[0107] CRE is the comprehensive route evaluation value. It is the distance of the u-th segment. It is the wave height of the u-th segment. It is the wind speed of the u-th segment. It is the water current speed of the u-th segment. It is the maximum permissible speed. These are the fourth, fifth, and sixth weights, respectively.

[0108] In the specific implementation, This represents the distance of the u-th segment, and the length of this distance directly affects the travel time and cost. Longer segments may mean higher fuel consumption, more manpower, and longer transit times, significantly impacting the overall route evaluation.

[0109] It is the wave height of the u-th segment. It is the wind speed of the u-th segment, multiplied by the other two. This indicates the combined impact of wind and waves on navigation. Higher wave heights and wind speeds increase the difficulty and risk of navigation, potentially leading to increased ship rolling, reduced maneuverability, and even damage to the ship and cargo, thus negatively affecting the overall route assessment value.

[0110] It is the water current speed of the u-th segment. It is the maximum permissible speed. This reflects the relative relationship between the current speed and the maximum permissible speed. If the current speed is close to or exceeds the maximum permissible speed, it will seriously affect the ship's speed and safety, reduce navigation efficiency, increase risk, and thus adversely affect the overall route assessment value.

[0111] It is the fourth weight, used to measure segment distance. The importance of distance in comprehensive route evaluation. Different routes may have different sensitivities to distance. For example, for routes with high timeliness requirements, distance may have a larger weight because distance directly affects transit time.

[0112] It is the fifth weight, used to determine the product of wave height and wind speed. The extent of the impact on the overall shipping route assessment. In some sea areas with large waves, The value may be relatively large to highlight the significant impact of wind and waves on the route.

[0113] It is the sixth weight, used to represent the ratio of water flow velocity to the maximum permissible navigation speed. Its importance in comprehensive route assessment. In areas with complex currents, such as estuaries and straits, The value may be higher to emphasize the impact of water flow on the route.

[0114] MSF, or Multi-Module Stability Factor, reflects the stability of the system under multi-module loading conditions. In the comprehensive route assessment, MSF plays a moderating role. A high MSF indicates good cargo stability during navigation, allowing the vessel to withstand adverse factors such as wind, waves, and currents. Therefore, under the same voyage conditions, the comprehensive route assessment value may be relatively high. Conversely, a low MSF suggests that the vessel and cargo are more susceptible to external factors during navigation, potentially leading to a lower comprehensive route assessment value.

[0115] It is a weighted sum of various influencing factors for each segment, that is, it comprehensively considers the overall impact of factors such as distance, wind and wave conditions, and the relationship between water flow speed and maximum permissible speed on the route.

[0116] The product part: Multiplying the summation result by the MSF yields the Comprehensive Route Evaluation Value (CRE), which comprehensively considers the combined impact of segment factors and loading stability on the route. A higher CRE value indicates a better overall condition of the route under factors such as distance, wind and waves, currents, and loading stability, making it more suitable for navigation; conversely, a lower CRE value indicates more unfavorable factors and greater navigation risk. Calculating the CRE provides important reference for route planning, vessel scheduling, and cargo transportation, helping decision-makers select the optimal route, reduce navigation risks, and improve transportation efficiency and safety.

[0117] In practical applications These values ​​can be 0.3, 0.3, and 0.4 respectively, and the CRE value can range from 0 to 100, for example, 80. It should be noted that the above values ​​can be adjusted according to the actual needs of the dual-boat floating overland design.

[0118] Step 205: Based on the ship matching evaluation index of the first ship and the second ship, determine the synchronization index of the two ships, and implement the two-ship coordinated control of the first ship and the second ship to install the multi-module structure based on the synchronization index of the two ships.

[0119] In some embodiments, step 205 may include:

[0120] The position deviation, speed deviation, and heading deviation of the first vessel and the second vessel at a preset time are obtained;

[0121] The synchronization index of the two ships is determined based on the position deviation, speed deviation, and heading deviation of the first ship and the second ship at a preset time, as well as the ship matching evaluation index of the first ship and the second ship.

[0122] In some embodiments, the synchronization index of the two ships can be expressed as:

[0123] ;

[0124] in, It is an indicator of the synchronization of two ships. It's a positional deviation. It's a speed deviation. This is the heading deviation, where t is time. It is the adjustment coefficient.

[0125] In the specific implementation, Positional deviation reflects the difference in spatial location between the two ships. The greater the positional deviation, the worse the synchronization between the two ships in space.

[0126] This refers to speed deviation, which reflects the difference in the speeds of the two ships. Speed ​​deviation affects the relative distance and sailing rhythm between the two ships; a large speed deviation may cause the two ships to gradually increase in distance, affecting synchronization.

[0127] This is a course deviation, representing the difference in the direction of travel between the two ships. Excessive course deviation can cause significant divergence in the ships' paths, severely impacting their synchronization.

[0128] These three adjustment coefficients are used to measure the importance of position deviation, speed deviation, and course deviation in calculating the synchronization index of two ships. The values ​​of these coefficients will vary depending on different navigation scenarios and requirements. For example, when navigating in narrow channels, position deviation may have a greater impact on synchronization. The value will be relatively large.

[0129] Used to adjust the degree of influence of changes over time on the synchronization index of the two ships. The larger the value, the faster the impact on the synchronization of the two ships decays over time. In other words, recent deviations have a greater impact on the synchronization index, reflecting the timeliness of the synchronization of the two ships.

[0130] VMI (Vessel Matching Index) reflects the degree of matching between two ships in terms of power, size, etc. When calculating the synchronization index of two ships, VMI is multiplied by the deviation term, acting as a correction. If the two ships are highly matched, the synchronization index may be relatively good under the same deviation; conversely, if the ships are poorly matched, even a small deviation can have a significant impact on the synchronization of the two ships.

[0131] It involves weighted summation of position deviation, speed deviation, and heading deviation at each time point, multiplied by the ship matching degree assessment index, comprehensively considering the impact of various deviation factors and ship matching degree on the synchronization of the two ships at different times.

[0132] Combine the summation result with Multiplying these together yields the dual-ship synchronization index, VSI. It is a time-decaying factor that makes recent deviations have a more significant impact on the synchronization index. The higher the VSI value, the better the synchronization between the two ships during navigation, and the higher the degree of coordination between the two ships in terms of position, speed, and course; conversely, the lower the VSI value, the worse the synchronization between the two ships, and it may be necessary to take corresponding measures to adjust the navigation status of the two ships to ensure navigation safety and the smooth progress of the mission.

[0133] By calculating the VSI, the synchronization of two vessels can be monitored and evaluated in real time, providing important reference information for ship operators to adjust the vessel's navigation parameters in a timely manner and ensure the smooth operation of two-vessel operations. For example, maintaining good synchronization between two vessels is crucial in joint maritime rescue and towing operations.

[0134] In practical applications The values ​​can be 0.5, 0.4, 0.1, and 0.05 respectively. The value can typically range from 0 to 15. It should be noted that the above values ​​can be adjusted according to the actual needs of the dual-boat floating overland scheme design.

[0135] Step 206: Calculate the installation accuracy of the floating support for the multi-module structure, and optimize the installation of the multi-module structure based on the installation accuracy.

[0136] In some embodiments, step 206 may include:

[0137] Obtain the rate of change of attitude angle over time during the floating installation process;

[0138] Obtain the location of spatial error during the floating installation process;

[0139] The installation accuracy of the float is determined based on the rate of change of the attitude angle and the location of the spatial error.

[0140] In some embodiments, the accuracy of the float installation can be expressed as:

[0141] ;

[0142] Among them, IAF refers to the floating installation accuracy. It is the location of spatial error. It is the rate of change of attitude angle. It is the seventh weight, the eighth weight, and the ninth weight.

[0143] In the specific implementation, These represent the error locations in different directions in three-dimensional space. This can be understood as the positional error in two mutually perpendicular directions on a horizontal plane, such as the deviation of a ship from the target position in the east-west and north-south directions during the installation of a float. This represents a positional error in the vertical direction, such as changes in the ship's draft or deviations in vertical height from the installation platform.

[0144] They are respectively with The corresponding weights. This indicates the degree of influence of errors in both directions when considered comprehensively in the horizontal direction. This indicates the degree of influence of vertical direction error. The magnitude of the error reflects the different importance of horizontal and vertical errors to the accuracy of the float installation.

[0145] This is the rate of change of attitude angle, representing how quickly the ship's attitude angle changes over time during the float-over installation process. Attitude angles can be the ship's roll, pitch, or bow angles, and rapid changes in attitude angles can severely affect the accuracy of the float-over installation.

[0146] These are the weights corresponding to the rate of change of attitude angle. This indicates the influence of the attitude angle change rate on the installation accuracy of the float. The square term shows that this influence is non-linear, and its impact on installation accuracy increases sharply as the change rate increases.

[0147] It is an indicator of the synchronization of two ships. It is the stability coefficient for multi-module loading.

[0148] In some embodiments, the present invention further includes:

[0149] Based on 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, the risk assessment value for the installation of the multi-module structure is determined.

[0150] 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.

[0151] In some embodiments, the risk assessment value can be expressed as:

[0152] ;

[0153] in, It is a risk assessment value. These are the tenth, eleventh, twelfth, and thirteenth weights, respectively. It is the safety factor.

[0154] In practice, IAF represents the accuracy of the float-over installation. Higher accuracy means a lower likelihood of risks during installation, and vice versa. The tenth weight is used to measure the importance of the float-over installation accuracy in risk assessment.

[0155] This is a dual-ship synchronization indicator. In scenarios involving dual-ship operations, the better the synchronization between the two ships, the smoother the operation and the lower the relative risk. The eleventh weight reflects the degree of impact of dual-ship synchronization on risk assessment.

[0156] This is the multi-module loading stability coefficient, reflecting the stability of a ship's multi-module loading. Higher stability means a lower likelihood of risks arising from loading issues during navigation or operation. The twelfth weight indicates the importance of multi-module loading stability in risk assessment.

[0157] These are wave height, wind speed, and current speed, and the product of these three factors reflects the severity of sea conditions. The more severe the sea conditions, the higher the risk. The thirteenth weight is used to determine the magnitude of the impact of sea condition factors on risk assessment.

[0158] The values ​​of these variables typically range from 0 to 1, and their sum is not necessarily 1. The specific values ​​need to be determined based on factors such as the specific operational scenario, vessel type, and task requirements. For example, when performing high-precision floating installation operations on offshore platforms, The weight of the float installation accuracy may be relatively large to highlight the importance of the float installation accuracy to risk assessment.

[0159] It is a safety factor used to adjust the sensitivity of the risk assessment value to the ship matching assessment index. The larger the value, the greater the influence of the ship matching assessment index on the risk assessment value.

[0160] VMI reflects the degree of matching between a ship and other aspects such as power and size. It is an adjustment factor that changes with the ship's matching degree. When the ship's matching degree is high, Larger A relatively small value will lower the overall risk assessment value, meaning that a high degree of vessel matching can reduce risk; conversely, when the vessel matching degree is low, A relatively large value will increase the risk assessment value.

[0161] This involves a weighted summation of various risk factors, comprehensively considering the impact of factors such as float-over installation accuracy, dual-vessel synchronization, multi-module loading stability, and sea conditions on the risk. The summation result is then compared with... Multiplying these values ​​yields the risk assessment value (REM). A higher REM value indicates a greater risk under current operating conditions and vessel status, requiring more robust risk control measures. Conversely, a lower REM value suggests a relatively lower risk, but appropriate risk monitoring and management are still necessary based on specific circumstances. Calculating REM provides organizers and vessel managers with a comprehensive risk assessment reference, enabling them to develop reasonable operational plans and implement effective safety measures to ensure the safe and smooth operation of maritime activities.

[0162] In practical applications These values ​​can be set to 0.5, 0.4, and 0.1 respectively, and the IAF value can be between 10 and 20. It should be noted that these values ​​can be adjusted according to the actual needs of the dual-boat float-over design.

[0163] Please see Figure 3 , Figure 3 This is a structural schematic diagram of a dual-ship floating scheme design system based on multi-module transportation provided by the present invention.

[0164] like Figure 3 As shown, the dual-ship floating overtaking scheme design system based on multi-module transportation proposed in this embodiment of the invention includes:

[0165] The data acquisition module 301 is used to acquire the structural parameters, transportation distance, installation location coordinates, and marine environmental conditions of the location of the structure.

[0166] The dual-ship matching module 302 is used to calculate the ship matching degree evaluation index between the first ship and the second ship, and to perform dual-ship selection and configuration for the first ship and the second ship based on the ship matching degree evaluation index.

[0167] The structure partitioning 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 the multiple modules based on the multi-module loading stability coefficient to obtain a multi-module structure;

[0168] The route planning module 304 is used to plan the transportation route based on the multi-module loading stability coefficient, the transportation distance of the multi-module structure, the installation location coordinates and marine environmental conditions, determine the transportation route of the multi-module structure, and transport the multi-module structure based on the transportation route;

[0169] The structural installation module 305 is used to determine the dual-ship synchronization index based on the ship matching evaluation index of the first ship and the second ship, and to implement dual-ship cooperative control of the first ship and the second ship to install the multi-module structure based on the dual-ship synchronization index.

[0170] The installation optimization module 306 is used to calculate the installation accuracy of the floating support structure and optimize the installation of the multi-module structure based on the installation accuracy.

[0171] Please see Figure 4 , Figure 4 This is a schematic diagram illustrating an embodiment of the electronic device provided in this invention. For example... Figure 4 As shown, this embodiment of the invention proposes 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, it performs the following steps:

[0172] Obtain the structural parameters, transportation distance, installation location coordinates, and marine environmental conditions of the location of the structure;

[0173] Calculate the ship matching evaluation index between the first vessel and the second vessel, and perform dual vessel selection and configuration based on the ship matching evaluation index;

[0174] Based on the structural parameters of the structure, the structure is divided into multiple modules, the multi-module loading stability coefficient is determined, and the multi-module loading optimization is performed on the multiple modules based on the multi-module loading stability coefficient to obtain a multi-module structure;

[0175] Based on the multi-module loading stability coefficient, the transportation distance of the multi-module structure, the installation location coordinates, and marine environmental conditions, a transportation route is planned to determine the transportation route of the multi-module structure, and the multi-module structure is transported based on the transportation route.

[0176] Based on the ship matching evaluation index of the first ship and the second ship, the synchronization index of the two ships is determined, and the first ship and the second ship are implemented with coordinated control based on the synchronization index to install the multi-module structure.

[0177] Calculate the installation accuracy of the floating support structure and optimize the installation of the multi-module structure based on the installation accuracy.

[0178] It should be noted that, in the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

Claims

1. A design method for a dual-ship floating overtaking scheme based on multi-module transportation, characterized in that, The method includes: S201. Obtain the structural parameters, transportation distance, and installation location coordinates of the structure, as well as the marine environmental conditions of the location of the structure; S202. Calculate the ship matching evaluation index between the first ship and the second ship, and perform dual ship selection and configuration based on the ship matching evaluation index. S203. Based on the structural parameters of the structure, the structure is divided into multiple modules, the multi-module loading stability coefficient is determined, and the multi-module loading optimization is performed on the multiple modules based on the multi-module loading stability coefficient to obtain a multi-module structure. S203 includes: obtaining the mass, center of gravity height, occupied area, width, and a first correction coefficient for each module; obtaining the loading tilt angle and a second correction coefficient; and determining the multi-module loading stability coefficient based on the mass, center of gravity height, occupied area, width, and the first correction coefficient for each module, as well as the tilt angle and the second correction coefficient. S204. Based on the multi-module loading stability coefficient, the transportation distance of the multi-module structure, the installation location coordinates, and marine environmental conditions, a transportation route is planned to determine the transportation route of the multi-module structure, and the multi-module structure is transported based on the transportation route; based on the transportation distance, installation location coordinates, and marine environmental conditions of the multi-module structure, a candidate route consisting of multiple segments is determined; the distance, wave height, wind speed, and current speed of each segment, as well as the maximum permissible speed of the candidate route, are obtained; based on the distance, wave height, wind speed, and current speed of each segment, the maximum permissible speed of the candidate route, and the multi-module loading stability coefficient, a comprehensive route evaluation value of the candidate route is determined; at least one candidate route with a comprehensive route evaluation value greater than a preset value is selected as the transportation route of the multi-module structure. S205. Based on the ship matching degree evaluation index of the first vessel and the second vessel, determine the ship synchronization index, and implement ship-to-ship cooperative control on the first vessel and the second vessel to install the multi-module structure based on the ship synchronization index; obtain the position deviation, speed deviation and heading deviation of the first vessel and the second vessel at a preset time; determine the ship synchronization index based on the position deviation, speed deviation and heading deviation of the first vessel and the second vessel at the preset time, and the ship matching degree evaluation index of the first vessel and the second vessel; S206. 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; obtain the attitude angle change rate as a function of time during the floating installation process; obtain the spatial error position during the floating installation process; determine the floating installation accuracy based on the attitude angle change rate and the spatial error position. S207. Based on 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, determine the risk assessment value for the installation of the multi-module structure; based on the risk assessment value, determine the optimization strategy for optimizing the installation of the multi-module structure.

2. The design method for a dual-ship floating overtaking scheme based on multi-module transportation according to claim 1, characterized in that, The calculation of the ship matching evaluation index between the first and second vessels includes: Obtain the ship parameters of the first vessel and the second vessel; wherein the ship parameters include power coefficient, length, draft and width; Obtain the first weight, second weight, third weight, and fourth weight used to adjust the stability coefficient of the multi-module loading; Based on the first weight, the second weight, the third weight, and the fourth weight, the ship parameters of the first ship and the second ship are weighted to determine the ship matching evaluation index between the first ship and the second ship.

3. The design method for a dual-ship floating overlay scheme based on multi-module transportation according to claim 2, characterized in that, The ship compatibility assessment index is expressed as: ； in, It is a ship matching evaluation index. It is the power coefficient of the first ship. It is the power coefficient of the second ship. It is the length of the first ship. It is the length of the second ship. It is the draft of the first ship. It is the draft of the second vessel. It is the width of the first ship. It is the width of the second vessel. These are the first weight, the second weight, the third weight, and the fourth weight.

4. The design method for a dual-ship floating overtaking scheme based on multi-module transportation according to claim 1, characterized in that, The stability coefficient of the multi-module loading is expressed as: ； MSF is the multi-module loading stability factor. It is the quality of the i-th module. It is the height of the center of gravity of the i-th module. It is the area occupied by the i-th module. It is the width of the i-th module. It's the angle of inclination. It is the first correction coefficient of the i-th module. It is the second correction factor.

5. The design method for a dual-ship floating overtaking scheme based on multi-module transportation according to claim 1, characterized in that, The structural parameters include dimensions, weight, and center of gravity location, and the marine environmental conditions include wave height, wind speed, current speed, and water depth.

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