基于差分進(jìn)化算法的散貨船“最后分艙裝載”計(jì)算

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(大連海事大學(xué) 航海動(dòng)態(tài)仿真和控制交通行業(yè)重點(diǎn)實(shí)驗(yàn)室， 遼寧 大連 116026)

基于差分進(jìn)化算法的散貨船“最后分艙裝載”計(jì)算

劉春雷，孫霄峰，吳海波，尹勇

(大連海事大學(xué)航海動(dòng)態(tài)仿真和控制交通行業(yè)重點(diǎn)實(shí)驗(yàn)室，遼寧大連116026)

為實(shí)現(xiàn)散貨船“最分分艙裝載”計(jì)算，根據(jù)其特點(diǎn)建立“最后分艙裝載”的優(yōu)化模型，將其歸結(jié)為單目標(biāo)約束優(yōu)化問(wèn)題并采用差分進(jìn)化算法進(jìn)行求解。以某25萬(wàn)t散貨船為例進(jìn)行實(shí)例計(jì)算：實(shí)例一為平均吃水變化較大時(shí)，利用傳統(tǒng)“縱傾力矩法”與上述方法計(jì)算得到的平均吃水和吃水差的誤差分別為1.026%及8.33%，0%及0%；實(shí)例二為平均吃水變化較小時(shí)，利用傳統(tǒng)“縱傾力矩法”與上述方法計(jì)算得到的平均吃水和吃水差的誤差分別為0%和2.17%，0%和0%。計(jì)算結(jié)果表明：上述方法不僅適用于平均吃水變化較小時(shí)的“最后分艙裝載”計(jì)算，而且適用于平均吃水變化較大時(shí)的計(jì)算，尤其是在平均吃水變化較大時(shí)可有效減小誤差。

水路運(yùn)輸； 散貨船； 配載儀； 最后分艙裝載； 差分進(jìn)化算法

Abstract: An optimization model for bulk carrier “Final Trimming” calculation is built according to the characteristics of the process. The trimming process is regarded as a single-objective optimization with constraints. The differential evolution algorithm is used to solve the problem. Two cases of trimming for a 250 000 tons bulk carrier are carried out for illustration. The first case, associated with large mean draft changes, shows that the deviations of mean draft and trim of draft are 1.026% and 8.33% by traditional “Trimming Moment Method”. The second case, representing the final trimming with only small mean draft change, shows that the deviations of mean draft and trim of draft are 0% and 2.17% by traditional method. On the contrary, the suggested method makes all the deviations zero in both cases, which means that the method can be effective for both general loading and final trimming.

Keywords: waterway transportation; bulk carrier; loading computer; final trimming; differential evolution algorithm

隨著航運(yùn)業(yè)不斷發(fā)展，散貨船逐漸趨于大型化，這使得其進(jìn)出港口時(shí)的吃水常受泊位水深的限制。散貨船裝載貨物時(shí)通常按預(yù)定的配載方案裝載，理論上可達(dá)到要求的浮態(tài)，但實(shí)際裝載時(shí)因裝載量和裝載位置與理論值不同，導(dǎo)致裝貨后的浮態(tài)與所要求的浮態(tài)有較大差別。因此，散貨船裝貨時(shí)通常會(huì)預(yù)留一部分貨物用于“最后分艙裝載”[1]，使船舶最終的浮態(tài)滿足進(jìn)出港要求。……