CN114104203A - Container stacking safety monitoring method - Google Patents
Container stacking safety monitoring method Download PDFInfo
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- CN114104203A CN114104203A CN202111395555.7A CN202111395555A CN114104203A CN 114104203 A CN114104203 A CN 114104203A CN 202111395555 A CN202111395555 A CN 202111395555A CN 114104203 A CN114104203 A CN 114104203A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/28—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for deck loads
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
- B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
- B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
- B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
- B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
- B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C9/00—Measuring inclination, e.g. by clinometers, by levels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/28—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for deck loads
- B63B2025/285—Means for securing deck containers against unwanted movements
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
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- General Physics & Mathematics (AREA)
- Radar, Positioning & Navigation (AREA)
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- Ship Loading And Unloading (AREA)
Abstract
一种集装箱堆垛安全监测方法，预先分别获取船舶甲板集装箱堆积每片区域重量信息，基于每片区域重量信息获取集装箱堆积重心稳定信息，基于集装箱堆积倾斜信息和集装箱堆积滑移信息，对滑移侧倾相反方向的压载水舱施加压载水和进行绑扎滚轮松紧，进行集装箱堆积倾斜调整和船舶船身稳定调整。本发明实现增加集装箱堆垛装载时的安全性，确保航行期间的船舶稳性，不仅实时对甲板上集装箱货物的位移与偏斜进行监测，而且同时主动干预可以使船舶在遇险时可以先一步采取避险措施。
A container stacking safety monitoring method. The weight information of each area of the container stacking on the ship deck is obtained in advance, and the stability information of the container stacking center of gravity is obtained based on the weight information of each area. Ballast water is applied to the ballast water tank in the opposite direction of the roll, and the lashing rollers are tightened to adjust the inclination of container accumulation and the stability of the ship's hull. The invention realizes increasing the safety of container stacking and loading, ensures the stability of the ship during sailing, not only monitors the displacement and deflection of the container cargo on the deck in real time, but also actively intervenes so that the ship can take the first step in case of distress. hedging measures.
Description
Technical Field
The invention relates to a container stacking safety monitoring method.
Background
Today, the rapid development of the marine transportation industry and the large scale of container transportation will enable the future delivery of a large number of container ships, where the hull will produce a large roll angle with significant pitching motion when exposed to severe sea conditions, resulting in tens of thousands of containers being lost and damaged each year. Since 2019, 18 container stack collapse accidents caused by side inclination of container ships more than 10000TEU, which cause huge losses, have been already occurred, and due to world economic recovery after new crown epidemic situation, container market explosion in shipping industry and one container are difficult to request, so that each container ship is in a full-load state, and the stack collapse accidents occur frequently.
However, in the current classification societies' specifications, the standards and calculations regarding lashing and lashing safety calculations are mostly based on static loads, such as the CCS and LR specifications, where only the moment of maximum roll angle of the stack, deformation of the stack and the load conditions on lashing components are calculated, which is a static calculation method based on empirical formulas, which does not meet the actual situation in container transportation, and long-term use of these standards may underestimate the load acting on the container stack and its lashing equipment. In recent years, container ship rollover due to container stack collapse, and casualties and property loss due to dock stack collapse have occurred. The existing container ship stacking method comprises the following steps: under an algorithm based on a safety factor, the calculation is carried out according to the total weight of the corner post.
The existing method for binding the container stacks on the container ship is to singly bind by binding cables, X-shaped binding or trapezoidal binding cannot be automatically loosened, and the ship cannot adjust the inclination of the ship body by binding.
Disclosure of Invention
The invention aims to provide a container stack safety monitoring method, which can increase the safety of container stack loading, ensure the ship stability during sailing, monitor the displacement and deflection of container cargos on a deck in real time, and simultaneously actively intervene to ensure that a ship can take danger avoiding measures in one step when in danger.
In order to achieve the purpose, the invention provides a container stacking safety monitoring method, which comprises the following steps:
respectively acquiring weight information of each region stacked by the ship deck containers in advance;
acquiring container stacking gravity center stability information based on each piece of regional weight information;
based on the container stacking inclination information and the container stacking sliding information, applying ballast water to a ballast water tank in the opposite direction of the sliding side inclination and binding the roller for tightness, and performing container stacking inclination adjustment and ship hull stability adjustment.
Further comprising the steps of:
acquiring weather information of a navigation path area in real time based on an AIS ship networking positioning system;
and acquiring the stacking gravity center stability information and the stacking inclination information of the ship containers when the ship passes through the prediction navigation area, and adjusting.
Further comprising the steps of:
and optimizing the stacking sequence based on a genetic algorithm, and performing shore bridge operation by adopting a dual-cycle operation mode.
The method for acquiring the weight information of each region stacked on the ship deck container, the stacking inclination information of the container and the stacking slip information of the container comprises the following steps:
a weight sensor is additionally arranged on a ship deck in advance, and the weight sensor is laid in a gridding mode;
an infrared detector is additionally arranged on a guardrail of a ship deck in advance to form an infrared detection net for detecting the inclination or slippage of the container.
The tightness of the binding roller is achieved by the following steps:
and assembling an automatic binding roller at the joint of the binding rods.
The container stacking gravity center stabilization information is expressed as:
Zi＝Hj×Chj+Bj
where Hj is HcVj, Hc is the cargo height, Vj is the per-layer stack volume, and Chj is the center cargo tank taken at 0.5.
The container stack inclination information, including the vessel initial metacentric height GM, is expressed as:
GM＝KM-KG
ΔGMtanθ+ply＝ΔGMtanθ1
wherein, the displacement of the ship is delta, the center of stability M point, KM is the center of stability height of the ship, the initial gravity G point, KG is the center height of the ship, and the coordinate is YgInitial transverse inclination angle theta of ship and translation distance lvThe transverse inclination angle of the ship is reduced to theta1。
Compared with the prior art, the invention has the beneficial effects that: the invention relates to a container stacking safety monitoring method, which is characterized in that weight information of each area of container stacking on a ship deck and container stacking inclination information are respectively obtained in advance, container stacking gravity center stability information and container stacking inclination information are obtained based on the weight information of each area, and a ship applies ballast water to a ballast water tank in the direction opposite to the sliding side and the inclining side to adjust the container stacking inclination, so that the safety of container stacking during loading is improved, the ship stability during navigation is ensured, the displacement and the inclination of container goods on the deck are monitored in real time, and meanwhile, the ship can take danger avoiding measures in advance by active intervention.
Drawings
Fig. 1 is a first schematic flow chart of a container stacking security monitoring method according to an embodiment of the present invention.
Fig. 2 is a schematic flow chart diagram of a container stacking security monitoring method according to an embodiment of the invention.
Fig. 3 is a schematic deck diagram of a container stacking security monitoring method according to an embodiment of the invention.
Fig. 4 is a schematic view of a shear wall lashing bridge of a container stacking safety monitoring method according to an embodiment of the invention.
Fig. 5 is a schematic diagram of container lashing for a container stacking security monitoring method according to an embodiment of the present invention.
Detailed Description
The preferred embodiment of the present invention will be described in detail below with reference to fig. 1 to 5.
The invention provides a container stacking safety monitoring method, which is characterized in that weight information of each area of container stacking and container stacking inclination information of a ship deck are respectively obtained in advance, container stacking gravity center stability information and container stacking inclination information are obtained based on the weight information of each area, and ballast water is applied to a ballast water tank in the direction opposite to the sliding side to adjust the container stacking inclination, so that the safety of the container stacking during loading is improved, the ship stability during navigation is ensured, the displacement and the inclination of container goods on the deck are monitored in real time, and in addition, the ship can take danger avoiding measures in advance by active intervention so as to overcome the technical problems in the prior related technology.
According to an embodiment of the invention, a container stacking security monitoring method is provided.
As shown in fig. 1-2, a container stacking security monitoring method according to an embodiment of the present invention includes the following steps:
respectively acquiring weight information and container stacking inclination information of each area stacked by a container on a ship deck in advance;
based on the weight information of each area, container stacking gravity center stability information and container stacking inclination information are acquired, and ballast water is applied to a ballast water tank in the direction opposite to the sliding side-tipping direction to adjust the container stacking inclination.
Wherein, still include the following step:
acquiring weather information of a navigation path area in real time based on an AIS ship networking positioning system to avoid severe weather environment;
acquiring the stacking gravity center stability information and the stacking inclination information of the ship containers when the ship passes through the prediction navigation area, and performing rebinding adjustment on the containers.
Wherein, still include the following step:
and optimizing the stacking sequence based on a genetic algorithm, and performing shore bridge operation by adopting a dual-cycle operation mode.
Wherein, still include the following step:
the weight sensor is additionally arranged on the ship deck in advance, and the infrared detector is additionally arranged on a guardrail of the ship deck.
Wherein the container stacking gravity center stabilization information is expressed as:
Zi＝Hj×Chj+Bj
where Hj is HcVj, Hc is the cargo bay height, Vj is the stack volume per layer, and Chj is 0.5 for the center cargo bay.
Wherein the container stack inclination information, including the initial metacentric height of the ship GM, is expressed as:
GM＝KM-KG
ΔGMtanθ+ply＝ΔGMtanθ1
wherein, the displacement of the ship is delta, the stable center M point, the initial gravity center G point and the coordinate is YgInitial transverse inclination angle theta of ship and translation distance lyThe transverse inclination angle of the ship is reduced to theta1。
By means of the technical scheme, the weight information of each area of the ship deck container stack and the container stack inclination information are respectively obtained in advance, the container stack gravity center stability information and the container stack inclination information are obtained based on the weight information of each area, and the ship applies ballast water to the ballast water tank in the direction opposite to the sliding and side-tipping direction to adjust the container stack inclination, so that the safety of the container stack during loading is improved, the ship stability during navigation is ensured, the displacement and the inclination of the container goods on the deck are monitored in real time, and meanwhile, the ship can take danger avoiding measures in one step when in danger due to active intervention.
In addition, as shown in fig. 3, specifically, a weight sensor 102 is additionally installed on a ship deck, the weight sensor is arranged on the deck in a grid manner, the weight of each part of the deck is digitized in real time to represent stress information, when containers are stacked on a container ship, the weight value (namely, an initial gravity center G point) of each area of the deck is automatically fed back, a computer automatically substitutes a ship gravity center and stability formula for calculation and analysis, and a buzzer is communicated to give an alarm when a critical value is exceeded; when the container is loaded, the flow time is calculated through a genetic algorithm, and the area is loaded.
In addition, as shown in fig. 3, infrared detectors 101 matched with each other are assembled on both sides of the deck and are divided into infrared transmitting and infrared receiving devices, so that an infrared network is formed, and the bundled container cargos are detected in 360 degrees in all directions. In the process of container ship navigation, if a container binding bridge loosens and falls off or a container has a tendency of sliding down and collapsing, an infrared connecting line in the middle of a certain point can be cut off, if the infrared connecting line is interrupted, an alarm is sent to a driving platform, and whether the container slips or not can be acquired in real time.
Specifically, during the navigation, if the container is found to slip and the slip exceeds a critical value, active intervention is carried out and an alarm is given. Sending an alarm signal to the driving platform to remind the captain of the ship, applying ballast water to the ballast water tank in the direction opposite to the sliding and rolling direction when the specified value is exceeded, and actively anchoring when necessary to prevent danger.
Specifically, in the sailing process, weather and storm conditions of a sailing area and a future sailing area are pre-warned in real time based on the AIS ship networking positioning system, the weather and storm conditions are substituted into a computer for analog calculation, and the change of the ship stability when the future ship passes through the sailing area and whether the container can roll and slide or not are pre-judged so as to be in danger.
Specifically, after the bank is leaned, stacking sequence optimization is carried out through a genetic algorithm again, and a double-circulation operation mode is adopted. The method maximizes the double-cycle times, minimizes the single-cycle times, achieves the minimum total cycle times of the shore bridge, reduces the operation time of the shore bridge, and improves the utilization rate of the shore bridge.
In addition, specifically, the on-deck container lateral acceleration is expressed as:
bgis the coefficient of lateral linear acceleration, bvDimensionless vertical acceleration in heave and pitch motion, bhIs dimensionless transverse acceleration in the horizontal swinging and transverse moving, g is gravity acceleration,
as a shipRoll angle, T of shiprouFor the roll period of the vessel, zrouIs the base line height of the wheelbase of the ship, zcontThe height of the container center of gravity from the baseline.
In addition, the hull curved surface structure can be calculated according to a displacement interpolation function of the hull node, and is expressed as:
Wherein x isjFor a specific coordinate position of the control point, S (x)j)，j＝1，2，3，…，n，||x-xj| is the calculated point x and the control point xjIs a polynomial, phi (| | x-x)jI) is a given radial basis function, λjIs the radial basis function coefficient corresponding to the jth control point.
In addition, specifically, as shown in fig. 4-5, electric lashing rollers are assembled at the intersection of lashing bars of the container, as shown in fig. 4, a is a platform coaming, B is a column, C is a railing, D is a shear wall, E is a toggle plate, as shown in fig. 5, and F is a lashing roller. When the ship transversely inclines due to wind waves, the system controls the ship to automatically tighten or loosen the binding rollers, so that the ship can recover the stable state by depending on the force of a ship deck. The binding rope is tightened or loosened through the electric idler wheel, so that the tightness control of the binding bridge is achieved, the operation can be directly controlled by a control room, manual deck-climbing operation is not needed, and the problem that the manual work cannot reach a deck to operate when the side-tipping occurs, so that the loss is caused is avoided.
Specifically, when in use, the lashing bridge can be regarded as an engineering piece consisting of a column frame and a shear wall, and the shear stiffness of the main body frame is expressed as follows:
shear wall shear stiffness, expressed as:
Cw＝∑EiIi
wherein h is eachHeight of the platform layer, alpha is the correction coefficient of the shearing rigidity of the upright column and is related to the position of the upright column, IcIs the section moment of inertia of each column, EiIiThe modulus of elasticity and the section moment of inertia of each shear wall.
In addition, when the binding bridge works normally, the binding bridge is mainly acted by the binding force of the upper layer of the structure, wherein the shearing force Q of the shear wallwExpressed as:
frame shear force QfExpressed as:
wherein p is load, lambda is the rigidity characteristic value of the frame shear structure,
to calculate the ratio of the cross-sectional height to the overall height of the structure.
In addition, the magnitude of the binding force of the binding rod is 100 percent of the safe working load corresponding to the binding rod, the load is decomposed in the xyz direction,
f is a binding rod SWL, alpha is an included angle between the projection of the binding force in the yz plane and the y axis, and beta is an included angle between the projection of the binding force in the xz plane and the x axis.
Specifically, the shear wall arrangement method is represented as follows:
the LR specification specifies that the number of channels,
wherein, deltayiFor lateral displacement of the nodal point of the eye plate position, FyiComponent of binding force in the y-axis direction, KBYA fixed value is set for LR.
In summary, according to the above technical solution of the present invention, by respectively obtaining weight information of each area of container stacking and inclination information of container stacking on a ship deck in advance, and based on the weight information of each area, obtaining stable information of gravity center of container stacking and based on inclination information of container stacking, a ship applies ballast water to a ballast water tank in a direction opposite to a slip and roll direction to perform adjustment of container stacking inclination, so that a real-time calculation method during loading can increase safety during loading and ensure ship stability during sailing; the displacement and deflection of the container cargos on the deck can be monitored in real time through the infrared real-time monitoring system of the deck, and meanwhile, active intervention can enable the ship to take danger-avoiding measures in one step when in danger; the AIS system is used for prejudging to avoid danger; the stacking sequence of the containers is optimized through a genetic algorithm, a multi-berth double-circulation mode is adopted, the utilization rate of the quay crane is improved, and economic index optimization is realized.
The invention has the following advantages:
1. under the large background of container transportation development in the whole shipping industry, a new safety monitoring method is set up, and the occurrence of container stacking collapse accidents is avoided to a certain extent.
2. The monitoring of the weight of the deck can realize the functions of alarming overweight parts and rationalizing loading in the process of loading and unloading the ship.
3. Through the monitoring of above-mentioned each system in the whole navigation environment to the motor through container ligature bridge carries out the operation of fastening and releasing the ligature dynamics, can further guarantee the security of container boats and ships navigation, reduces the emergence that the container stack sideslips, collapses the accident.
4. According to the weight analysis of the container stack, the unloading sequence in the loading and unloading process can be further ensured, and the loading and unloading safety and the loading and unloading efficiency are improved.
It should be noted that, in the embodiments of the present invention, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship shown in the drawings, and are only for convenience of describing the embodiments, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
While the present invention has been described in detail with reference to the preferred embodiments, it should be understood that the above description should not be taken as limiting the invention. Various modifications and alterations to this invention will become apparent to those skilled in the art upon reading the foregoing description. Accordingly, the scope of the invention should be determined from the following claims.
Claims (7)
1. A container stacking safety monitoring method is characterized by comprising the following steps:
respectively acquiring weight information of each region stacked by the ship deck containers in advance;
acquiring container stacking gravity center stability information based on each piece of regional weight information;
based on the container stacking inclination information and the container stacking sliding information, applying ballast water to a ballast water tank in the opposite direction of the sliding side inclination and binding the roller for tightness, and performing container stacking inclination adjustment and ship hull stability adjustment.
2. The container stacking security monitoring method of claim 1, further comprising the steps of:
acquiring weather information of a navigation path area in real time based on an AIS ship networking positioning system;
and acquiring the stacking gravity center stability information and the stacking inclination information of the ship containers when the ship passes through the prediction navigation area, and adjusting.
3. The container stacking security monitoring method of claim 2, further comprising the steps of:
and optimizing the stacking sequence based on a genetic algorithm, and performing shore bridge operation by adopting a dual-cycle operation mode.
4. The container stacking security monitoring method of claim 1, wherein the step of obtaining weight information, container stacking inclination information and container stacking slip information for each area of the ship deck container stack comprises the steps of:
a weight sensor is additionally arranged on a ship deck in advance, and the weight sensor is laid in a gridding mode;
an infrared detector is additionally arranged on a guardrail of a ship deck in advance to form an infrared detection net for detecting the inclination or slippage of the container.
5. The container stacking security monitoring method of claim 4, wherein said tightening and loosening of the lashing rollers comprises the steps of:
and assembling an automatic binding roller at the joint of the binding rods.
6. The container stacking security monitoring method of claim 5, wherein the container stacking center of gravity stability information is expressed as:
Zi＝Hj×Chj+Bj
where Hj is HcVj, Hc is the cargo height, Vj is the per-layer stack volume, and Chj is the center cargo tank taken at 0.5.
7. The container stacking security monitoring method of claim 6, wherein the container stack inclination information, including a vessel initial metacentric height GM, is expressed as:
GM＝KM-KG
ΔGMtanθ+ply＝ΔGMtanθ1
wherein, the displacement of the ship is delta, the center of stability M point, KM is the center of stability height of the ship, the initial gravity G point, KG is the center height of the ship, and the coordinate is YgInitial transverse inclination angle theta of ship and translation distance lyThe transverse inclination angle of the ship is reduced to theta1。
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| CN118228898A (en) * | 2024-05-27 | 2024-06-21 | 南通同有信息科技有限公司 | Ship data management system based on digital twin |
| CN118289156A (en) * | 2024-03-21 | 2024-07-05 | 舟山中远海运重工有限公司 | A transfer barge capable of maintaining hull stability during loading |
| CN118289166A (en) * | 2024-05-14 | 2024-07-05 | 淮阴工学院 | System based on balanced cargo container gravity center |
| CN118863715A (en) * | 2024-07-02 | 2024-10-29 | 交通运输部水运科学研究所 | Semi-high container multimodal transport method and system |
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