Optimization of the section structure of container ship based on artificial bee colony algorithm and finite element strength calculation
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摘要:
目的 现有基于有限元强度计算的结构优化研究大多采用改写单元节点信息文件来实现参数化建模的方法，为解决在船体剖面结构优化过程中难以考虑型材数量变化的问题，提出一种基于参数化几何建模分析和人工蜂群（ABC）算法的船舯剖面结构优化方法。 方法 首先，在Matlab平台编写蜂群算法，并基于ABAQUS内核语言Python建立能够在其CAE模块中生成几何模型的脚本文件；其次，建立能够提交有限元计算和读取结果的Python脚本文件，通过将算法每次生成的解改写到脚本对应位置完成几何模型的更新，后台调用ABAQUS并依次运行脚本文件；最后，将计算结果返回到Matlab平台中进行校核，完成参数化几何建模与有限元分析。 结果 以4600 TEU集装箱船在总纵弯矩作用下的舱段剖面结构优化为例验证了该方法的可行性，得到集装箱船舱段结构减重达18.7%。 结论 经对比分析，在设定条件下基于有限元的优化方法比基于规范的优化方法更加充分。 Abstract:Objectives The method of rewriting the element node information file to realize parametric modeling is commonly employed in existing structural optimization based on finite element (FE) strength calculation, but it remains difficult to consider variations of the profile number in hull section structure optimization. To this end, a container ship structure optimization method based on FE strength calculation is proposed using an artificial bee colony (ABC) algorithm and parametric FE modeling method. Methods First, the bee colony algorithm is written on the Matlab platform, and a script file which can generate the geometric model in its CAE module is established based on the ABAQUS kernel in the Python language. A Python script file which can submit the FE calculation and read the results is established. The geometric model is updated by rewriting the solution generated by the algorithm to the corresponding position in the script, then ABAQUS is called in the background and the script files are run in turn. Finally, the calculation results are returned to Matlab for verification, and the parametric geometric modeling and FE analysis are completed. Results The feasibility of this method is verified by taking the section structure optimization of a 4600 TEU container ship as an example. It is found that the weight reduction of the container ship cabin structure reaches 18.7%. Conclusions When the results of the FE strength optimization and code optimization are compared and analyzed, under the set conditions, the FE optimization method is more sufficient than that based on code. -
图 2 集装箱船的结构优化计算流程图
Figure 2. Calculation process of container ship structure optimization
图 5 基于有限元法与规范最终优化结果的舱段校核应力云图
Figure 5. Stress cloud map of cabin checked with FEA and code-based method according to the final optimization results
图 6 迭代过程中基于有限元法与规范的相关参数变化
Figure 6. Variation of related parameters during iteration with FEA and code-based method
表 1 变量范围取值原则
Table 1. Principle for variables selection range
变量 下限 上限 nu nu0−2 nu0+2 t 0.5t0 1.5t0 h 0.5h0 2h0 t1 0.5t10 1.5t10 l 0.5l0 2l0 t2 0.5t20 1.5t20 
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表 2 舯部船底区域设计变量及优化结果
Table 2. Design variables and optimization results for midship bottom area
设计变量 优化前 规范优化后 变化率/% 有限元优化后 变化率/% 内底板厚/mm 14 11.5 −17.9 11.0 −21.4 上下型材数量/个 1 1 0 1 0 内底型材/mm 160×10.0 140×12.5 +9.4 140×9.5 −16.9 中底桁厚度/mm 13.0 11.5 −11.5 11.0 −15.4 外底板厚/mm 18.0 17.5 −2.8 15.5 −13.9 外底型材/mm 240×10.0 220×12.5 +14.6 220×9.5 −12.9
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表 3 侧部船底区域设计变量及优化结果
Table 3. Design variables and optimization results for lateral bottom area
设计变量 优化前 规范优化后 变化率/% 有限元优化后 变化率/% 内底板厚/mm 14 12 −14.3 11 −21.4 上下型材数量/个 2 3 +50.0 3 +50.0 内底型材/mm 260×11 250×10 −12.6 250×10 −12.6 旁底桁厚度/mm 11.5 9.0 −21.7 9.5 −17.4 旁底桁型材数量/个 2 2 0 1 −50.0 旁底桁型材/mm×mm 160×11.5 140×10.0 −23.9 140×10.5 −20.1 外底板厚/mm 16.0 15.5 −3.1 13.5 −15.6 外底型材/mm 300×11 270×10 −18.2 270×10 −18.2
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表 4 舭部区域设计变量及优化结果
Table 4. Design variables and optimization results for bilge area
设计变量 优化前 规范优化后 变化率/% 有限元优化后 变化率/% 舭部外板厚/mm 15 11 −26.7 12 −20.0 垂直交叉板厚/mm 8.0 7.5 −6.3 6.5 −18.8 型材数量/个 4 3 −25.0 2 −50.0 竖直板型材/mm 280×11.5 270×10.0 −16.1 260×10.5 −15.2 水平板型材/mm 270×11.0 300×11.0 +11.1 240×9.5 −23.2
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表 5 上部舷侧区域设计变量及优化结果
Table 5. Design variables and optimization results for upper side area
设计变量 优化前 规范优化后 变化率/% 有限元优化后 变化率/% 各甲板型材数量/个 2 1 −50.0 1 −50.0 主甲板板厚/mm 20 19 −5.0 19 −5.0 甲板型材/mm 400×11.0 365×11.0 −8.8 380×9.5 −18.0 舷侧外板板厚/mm 16 15 −6.3 13 −18.8 舷侧内板板厚/mm 12.0 12.0 0 11.5 −4.2 舷侧型材数量/个 4 3 −25.0 4 0 舷侧型材/mm 260×13.0 280×10.5 −13.0 240×11.5 −18.3
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表 6 舯部舷侧区域设计变量及优化结果
Table 6. Design variables and optimization results for midship side area
设计变量 优化前 规范优化后 变化率/% 有限元优化后 变化率/% 二级甲板板厚/mm 10.0 11.5 +15.0 8.5 −15.0 甲板型材/mm 200×11.0 200×11.0 0 200×9.5 −13.6 舷侧外板板厚/mm 14.0 12.0 −14.3 11.5 −17.9 舷侧内板板厚/mm 11.5 11.5 0 8.5 −26.1 舷侧型材数量/个 5 4 −20.0 4 −20.0 舷侧型材/mm 230×13.0 230×10.5 −19.2 230×11.5 −11.5
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表 7 下部舷侧区域设计变量及优化结果
Table 7. Design variables and optimization results for lower side area
设计变量 优化前 规范优化后 变化率/% 有限元优化后 变化率/% 三级甲板板厚/mm 8 10.5 +31.3 9.0 +12.5 甲板型材/mm 270×11.0 300×11.0 +11.1 240×9.5 −23.2 舷侧外板板厚/mm 13.0 11.5 −11.5 12.0 −7.7 舷侧内板板厚/mm 11.5 11.0 −4.3 9.0 −21.7 舷侧型材数量/个 5 5 0 3 −40.0 舷侧型材/mm 220×13.0 230×10.5 −15.6 250×11.5 +0.5
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