Intelligent stable berthing system for oil tanker and use method of intelligent stable berthing system

Abstract

The invention discloses an intelligent stable berthing system for a tanker. The intelligent stable berthing system for the tanker comprises an acquisition module, a monitoring module, a transmission module, a processing module, an interaction module and an early warning module which are in signal connection in sequence, the acquisition module comprises an anemorumbometer, a current meter, a tension sensor, a meteorological unit and an industrial camera, and is used for acquiring various measurement data; the monitoring module is used for monitoring state data of a ship and equipment data of a mooring winch; the transmission module is used for transmitting the data acquired by the acquisition module to the processing module and transmitting the processing result of the processing module to the interaction module and the early warning module; the processing module is used for analyzing according to the corresponding data; the interaction module is used for carrying out data interaction with terminal equipment of personnel on the ship; the early warning module is used for giving an alarm when a threshold value range is exceeded. The cable stress judgment is accurate, and the cable stress is reasonably distributed.

Description

Technical Field

[0001] The invention relates to an improvement of a mooring system, belongs to the field of marine equipment, and in particular to an intelligent mooring stabilization system for oil tankers and a use method thereof. Background Art

[0002] Mooring refers to the process of fixing a ship to an offshore facility, dock, berth or other ship using mooring lines. Mooring operation is one of the most important and most frequently performed activities for all types of ships. Affected by many factors such as mooring equipment, meteorological conditions, water depth, tide, crew experience, etc., mooring operation is also one of the high-risk operations performed by crew members on board. Wrong operation process and timing will cause serious harm and loss to crew members and ships. In particular, large oil tankers usually carry out crude oil loading and unloading work in a moored state. Once the ship is displaced, it may not only cause damage to the ship and dock equipment and casualties, but also cause crude oil to leak into the sea, causing marine environmental pollution.

[0003] When a ship is moored or at berth, there is usually no facility on shore or on board to monitor the load of the cable, which may result in the cable becoming too loose or too tight when no one is watching. Although some docks are equipped with cable tension monitoring on the dock side, it is impossible to transmit the dock monitoring data to the ship in real time, and the ship cannot judge the load of the cable according to the real-time cable tension and make timely and effective cable adjustments. The loading and unloading time of a large tanker in the port is usually 24 to 36 hours, sometimes even up to 3 to 4 days. In this process, in order to reduce safety accidents in port operations, maintain effective monitoring of the mooring status and cable force, prevent excessive wear or uneven force on the cable during mooring, and break the cable due to wear or concentrated tension, and ensure that the entire mooring system provides sufficient mooring force, the ship usually arranges on-duty personnel to patrol the cable status, usually every half an hour or one hour. Due to the combined effects of wind, waves and currents on ships in the port, coupled with changes in the ship's operating status, the human eye cannot accurately judge the force of the cable.

[0004] A Chinese patent application with application number CN202310521721.6 and application date May 10, 2023 discloses a deep-water dock stable mooring control system and method, including: a sensor component, arranged on the ship and the dock, to collect various types of information; a communication server, to obtain various types of information collected by the sensor component; a data server, which takes the various types of information collected by the sensor component as input values, and outputs the corresponding tension value to the electric winch after calculation, so that the electric winch can dynamically adjust the tension to achieve safety warning. The system can automatically control stable mooring, effectively ensure the safety of dock operations, and greatly improve management efficiency. The above technology is a safety strategy change based on the stress conditions of the hull, but it does not solve the problem of inaccurate force judgment of the cable.

[0005] The information disclosed in this background technology section is only intended to increase the understanding of the overall background of this patent application, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to ordinary technicians in this field. Summary of the invention

[0006] The purpose of the present invention is to overcome the problem in the prior art that the force judgment of the cable is not accurate enough, and to provide an intelligent tanker berthing system which can accurately judge the force of the cable.

[0007] To achieve the above objectives, the technical solution of the present invention is: an intelligent stabilizing mooring system for oil tankers, the intelligent stabilizing mooring system for oil tankers comprising a collection module, a monitoring module, a transmission module, a processing module, an interaction module and an early warning module which are sequentially connected by signals;

[0008] The acquisition module includes an anemometer, a current meter, a tension sensor, a meteorological unit and an industrial camera, which are used to collect measurement data;

[0009] The anemometer is used to measure wind data within a preset time.

[0010] The current meter is used to measure the water flow data at the ship stopping position within a preset time;

[0011] The tension sensor is used to obtain the tension of each cable within a preset time;

[0012] The meteorological unit is used to obtain meteorological data within a preset time;

[0013] The industrial camera is used to obtain the relative position of the ship offshore, the movement status of the ship and the displacement status of the oil transfer arm;

[0014] The monitoring module is used to monitor the status data of the ship and the equipment data of the mooring winch;

[0015] The transmission module is used to transmit the data collected by the collection module to the processing module, and transmit the processing results of the processing module to the interaction module and the early warning module;

[0016] The processing module is used to analyze the collected data and basic data, regularly calculate the static environmental force of the ship, the mooring force, and the cable load, and propose an optimization adjustment plan for the mooring cable tension and a cable retraction and release plan based on the calculation results;

[0017] The basic data specifically include: mooring equipment parameters, ship information, terminal equipment information and terminal restriction conditions;

[0018] The interaction module is used to perform data interaction with the communication equipment of the ship's personnel;

[0019] The early warning module is used to issue an alarm when a threshold range is exceeded.

[0020] The ship status data refers to the ship's own data, specifically: the ship's trim, the ship's roll and the ship's draft.

[0021] The ship status data also includes other data, specifically: ship operation status, ship displacement and oil transfer arm displacement.

[0022] The equipment data of the mooring winch includes the winch operation status, the number of cables, the cable length and the winch force.

[0023] The early warning module is used to give an alarm when the threshold range is exceeded. The alarm types include: ship displacement alarm, oil transfer arm displacement alarm, cable load abnormality alarm, environmental safety alarm and system safety alarm.

[0024] The alarm mode is sound and light alarm.

[0025] A method for using an intelligent stabilizing mooring system for an oil tanker, the method comprising the following steps:

[0026] Step 1: The acquisition module acquires the measurement data within a preset time, and transmits the measurement data to the processing module to calculate the force on the moored ship in combination with the basic data. The force on the moored ship is offset by the total force of all cables. A coordinate system is established with the ship's metacentric point as the center, and the force on the moored ship is split to obtain the force in each direction of the moored ship. The calculated force value of each cable is calculated based on the force combined vector in each direction of the moored ship, and the actual force value of each cable is obtained based on the tension sensor;

[0027] The second step is to compare the actual force value of each cable with the calculated force value of each cable. When the actual force value of each cable is not greater than the calculated force value, it is determined to be normal data; when the actual force value of each cable is greater than the calculated force value, it is determined to be abnormal data;

[0028] Step 3: When abnormal data is found, determine whether the tension of each cable exceeds the limit value of the calculated force value. The determination result includes any one of the following:

[0029] The first method: when the cable force is judged to be less than the limit value and the actual cable force value is within the limit value critical line, the cable is loosened and adjusted;

[0030] The second type: when the actual force value of the cable is less than the calculated force value of the cable, the cable is tightened and adjusted; the tightness is adjusted in turn according to the judgment result of each cable; if the judged cable force exceeds the limit value, the cable is failed. At this time, the system sends a signal to the early warning module through the transmission module to alarm, and at the same time sends the information to relevant personnel through the interactive module to execute the emergency early warning plan.

[0031] In the first step, the forces acting on the moored vessel are as follows:

[0032] F=F1+F2+F3, where the total load F borne by the ship berthed at the pier includes wind load F1, current load F2 and wave load F3.

[0033] The splitting of the forces on the moored vessel comprises: splitting the wind load and splitting the water flow load;

[0034] Wind load splitting means: decomposing the wind force on the ship into longitudinal force F parallel to the longitudinal axis of the ship. X风 , the transverse force F perpendicular to the longitudinal axis of the ship Y风 and the deflection moment M on the vertical axis XY风 ;

[0035] The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula:

[0036]

[0037] Among them, C X风 is the longitudinal component coefficient of wind load, ρ 空气 is the air density Kg / m3, V 风 is the wind speed m / s, A T is the longitudinal windward area of ​​the hull m 2 ;

[0038] The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula:

[0039]

[0040] Among them, C Y风 is the lateral component coefficient of wind load;

[0041] The deflection moment about the vertical axis is calculated as follows:

[0042]

[0043] Among them, C XY风 is the lateral component coefficient of wind load, L BP It is the length between perpendicular lines of the ship in m.

[0044] The water flow load splitting means that the water flow force is decomposed into the transverse component force F perpendicular to the longitudinal axis of the ship. X流 , longitudinal component F parallel to the longitudinal axis of the ship Y流 and the deflection moment M on the vertical axis XY流 ;

[0045] The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula:

[0046] F X流 =F X流P +F X流f

[0047] Among them, F X流P is the longitudinal force kN generated by the viscous pressure; F X流f kN is the longitudinal force component generated by friction;

[0048] The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula:

[0049]

[0050] Among them, C Y流 is the longitudinal component coefficient of water flow force;

[0051] The longitudinal component coefficient of water flow force is calculated according to the following formula:

[0052] C Y流 =β1e 2.05(D / d) +β2

[0053] In the formula, C Y流 is the coefficient of the longitudinal component of the water flow force; β1 is the coefficient, D is the draft of the ship under the calculated loading degree (m); d is the water depth at the front of the dock (m); β2 is the coefficient;

[0054] The deflection moment about the vertical axis is calculated as follows:

[0055] M XY流 =K XY F Y流 L BP

[0056] Among them, K XY is the eccentric force coefficient, F Y流 is the longitudinal component of the water flow force (kN);

[0057] The water flow load also includes the lateral force component caused by friction and the lateral force component caused by friction;

[0058] The lateral force generated by the viscous pressure resistance is calculated according to the following formula:

[0059]

[0060] In the formula, C X流P is the transverse shape coefficient of the ship, ρ 水 is the density of water t / m3, V 水 is the average water velocity within the draft range of the ship (m / s), B is the ship width (m); D is the average draft of the ship under the calculated loading degree (m); θ is the flow angle, that is, the angle between the water flow and the longitudinal axis of the ship (°);

[0061] The lateral force generated by friction is calculated as follows:

[0062]

[0063] Among them, C X流f is the friction coefficient; S is the wet surface area below the waterline of the ship m2;

[0064] The friction coefficient is calculated according to the following formula:

[0065]

[0066] Among them, R e is the Reynolds number of the water flow acting on the ship, ΔC X流f is the hull roughness correction factor.

[0067] Compared with the prior art, the present invention has the following beneficial effects:

[0068] 1. In the intelligent berthing system of an oil tanker and its use method of the present invention, the intelligent berthing system of an oil tanker includes a collection module, a monitoring module, a transmission module, a processing module, an interaction module and an early warning module which are sequentially connected by signals; the collection module includes an anemometer, a current meter, a tension sensor, a meteorological unit and an industrial camera, which are used to collect various measurement data. When used, the camera, anemometer, tension measurement and other sensors are used for monitoring, combined with the integrated signals of various marine equipment such as ship ballast water and depth meter, to observe and record the actual tension state of the cable in real time, and to calculate the calculated force value of the cable in combination with the ship's attitude, wind, waves, flow, meteorology and other parameters, and output the abnormal pre-alarm of cable tension according to the upper and lower limits of the tension of a single mooring cable calculated by the system; according to the ship displacement threshold and the oil transfer arm displacement threshold given by the system, the ship displacement and the oil transfer arm displacement threshold abnormal pre-alarm are output, so that the cable and the ship are kept moored within a safe range, further improving the safety of the operation. Therefore, the present invention accurately judges the force of the cable and reasonably distributes the force of the cable.

[0069] 2. In the intelligent mooring system for oil tankers and the method for using the system, real-time monitoring and alarming of cable tension and displacement of the oil port of the ship are realized, thereby realizing real-time monitoring and management of cable tension, rationally distributing cable stress, and then comprehensively judging the risk of mooring operation of large oil tankers, thereby improving the safety factor of mooring operation. Therefore, the present invention has high safety and simple operation.

[0070] 3. In the intelligent stable mooring system for oil tankers and its use method of the present invention, the industrial server of the processing module records all data causing accidents during the mooring process, and the management and tracing of the mooring operation plan information of each port berth before mooring is realized through statistical analysis of multiple mooring data. The external environment, ship status, equipment status and operation process of the mooring process are monitored in real time by combining the camera and various measuring instruments, and the load adjustment suggestions of the mooring rope are provided in a targeted manner to improve the work efficiency of the mooring operation. Therefore, the present invention has strong pertinence and high work efficiency of the mooring operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] Figure 1 It is a system diagram of the present invention.

[0072] Figure 2 It is the tension distribution diagram of the present invention.

[0073] In the figure: acquisition module 1, wind speed and direction meter 11, current meter 12, tension sensor 13, meteorological unit 14, industrial camera 15, monitoring module 2, transmission module 3, processing module 4, interaction module 5, early warning module 6. DETAILED DESCRIPTION

[0074] The present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0075] See also Figure 1 to Figure 2 , an intelligent stabilizing mooring system for oil tankers, the intelligent stabilizing mooring system for oil tankers comprising a collection module 1, a monitoring module 2, a transmission module 3, a processing module 4, an interaction module 5 and an early warning module 6 which are sequentially connected by signals;

[0076] The acquisition module 1 includes an anemometer 11, a current meter 12, a tension sensor 13, a meteorological unit 14 and an industrial camera 15, which are used to collect measurement data;

[0077] The anemometer 11 is used to measure wind data within a preset time;

[0078] The current meter 12 is used to measure the water flow data at the ship stopping position within a preset time;

[0079] The tension sensor 13 is used to obtain the tension of each cable within a preset time;

[0080] The meteorological unit 14 is used to obtain meteorological data within a preset time;

[0081] The industrial camera 15 is used to obtain the relative position of the ship offshore, the movement status of the ship and the displacement status of the oil transfer arm;

[0082] The monitoring module 2 is used to monitor the status data of the ship and the equipment data of the mooring winch;

[0083] The transmission module 3 is used to transmit the data collected by the collection module 1 to the processing module 4, and transmit the processing results of the processing module 4 to the interaction module 5 and the early warning module 6;

[0084] The processing module 4 is used to analyze the collected data and basic data, regularly calculate the static environmental force of the ship, the mooring force, and the cable load, and propose an optimization adjustment plan for the mooring cable tension and a cable retraction and release plan based on the calculation results;

[0085] The basic data specifically include: mooring equipment parameters, ship information, terminal equipment information and terminal restriction conditions;

[0086] The interaction module 5 is used to perform data interaction with the communication equipment of the ship's personnel;

[0087] The warning module 6 is used to issue an alarm when a threshold value is exceeded.

[0088] The ship status data refers to the ship's own data, specifically: the ship's trim, the ship's roll and the ship's draft.

[0089] The ship status data also includes other data, specifically: ship operation status, ship displacement and oil transfer arm displacement.

[0090] The equipment data of the mooring winch includes the winch operation status, the number of cables, the cable length and the winch force.

[0091] The early warning module 6 is used to give an alarm when the threshold range is exceeded. The alarm types include: ship displacement alarm, oil transfer arm displacement alarm, cable load abnormality alarm, environmental safety alarm and system safety alarm.

[0092] The alarm mode is sound and light alarm.

[0093] A method for using an intelligent stabilizing mooring system for an oil tanker, the method comprising the following steps:

[0094] The first step is that the acquisition module 1 acquires the measurement data within a preset time, and transmits the measurement data to the processing module 4 to calculate the force on the moored ship in combination with the basic data. The force on the moored ship is offset by the total force of all cables. A coordinate system is established with the ship's metacentric point as the center, and the force on the moored ship is split to obtain the force in each direction of the moored ship. The calculated force value of each cable is calculated based on the force combined vector in each direction of the moored ship, and the actual force value of each cable is obtained according to the tension sensor 13;

[0095] The second step is to compare the actual force value of each cable with the calculated force value of each cable. When the actual force value of each cable is not greater than the calculated force value, it is determined to be normal data; when the actual force value of each cable is greater than the calculated force value, it is determined to be abnormal data;

[0096] Step 3: When abnormal data is found, determine whether the tension of each cable exceeds the limit value of the calculated force value. The determination result includes any one of the following:

[0097] The first method: when the cable force is judged to be less than the limit value and the actual cable force value is within the limit value critical line, the cable is loosened and adjusted;

[0098] The second type: when the actual force value of the cable is less than the calculated force value of the cable, the cable is tightened and adjusted; the tightness is adjusted in turn according to the judgment result of each cable; if the judged cable force exceeds the limit value, the cable is failed, and the system sends a signal to the early warning module 6 through the transmission module 3 to alarm, and at the same time sends the information to the relevant personnel through the interactive module 5 to execute the emergency early warning plan.

[0099] In the first step, the forces acting on the moored vessel are as follows:

[0100] F=F1+F2+F3, where the total load F borne by the ship berthed at the pier includes wind load F1, current load F2 and wave load F3.

[0101] The splitting of the forces on the moored vessel comprises: splitting the wind load and splitting the water flow load;

[0102] Wind load splitting means: decomposing the wind force on the ship into longitudinal force F parallel to the longitudinal axis of the ship. X风 , the transverse force F perpendicular to the longitudinal axis of the ship Y风 and the deflection moment M on the vertical axis XY风 ;

[0103] The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula:

[0104]

[0105] Among them, C X风 is the longitudinal component coefficient of wind load, ρ 空气 is the air density Kg / m3, V 风 is the wind speed m / s, A T is the longitudinal windward area of ​​the hull m 2 ;

[0106] The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula:

[0107]

[0108] Among them, C Y风 is the lateral component coefficient of wind load;

[0109] The deflection moment about the vertical axis is calculated as follows:

[0110]

[0111] Among them, C XY风 is the lateral component coefficient of wind load, L BP It is the length between perpendicular lines of the ship in m.

[0112] The water flow load splitting means that the water flow force is decomposed into the transverse component force F perpendicular to the longitudinal axis of the ship. X流 , longitudinal component F parallel to the longitudinal axis of the ship Y流 and the deflection moment M on the vertical axis XY流 ;

[0113] The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula:

[0114] F X流 =F X流P +F X流f

[0115] Among them, F X流P is the longitudinal force kN generated by the viscous pressure; F X流f kN is the longitudinal force component generated by friction;

[0116] The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula:

[0117]

[0118] Among them, C Y流 is the longitudinal component coefficient of water flow force;

[0119] The longitudinal component coefficient of water flow force is calculated according to the following formula:

[0120] C Y流 =β1e 2.05(D / d) +β2In the formula, C Y流 is the coefficient of the longitudinal component of the water flow force; β1 is the coefficient, D is the draft of the ship under the calculated loading degree (m); d is the water depth at the front of the dock (m); β2 is the coefficient;

[0121] The deflection moment about the vertical axis is calculated as follows:

[0122] M XY流 =K XY F Y流 L BP

[0123] Among them, KXY is the eccentric force coefficient, F Y流 is the longitudinal component of the water flow force (kN);

[0124] The water flow load also includes the lateral force component caused by friction and the lateral force component caused by friction;

[0125] The lateral force generated by the viscous pressure resistance is calculated according to the following formula:

[0126]

[0127] In the formula, C X流P is the transverse shape coefficient of the ship, ρ 水 is the density of water t / m3, V 水 is the average water velocity within the draft range of the ship (m / s), B is the ship width (m); D is the average draft of the ship under the calculated loading degree (m); θ is the flow angle, that is, the angle between the water flow and the longitudinal axis of the ship (°);

[0128] The lateral force generated by friction is calculated as follows:

[0129]

[0130] Among them, C X流f is the friction coefficient; S is the wet surface area below the waterline of the ship m2;

[0131] The friction coefficient is calculated according to the following formula:

[0132]

[0133] Among them, R e is the Reynolds number of the water flow acting on the ship, ΔC X流f is the hull roughness correction factor.

[0134] The supplementary description of the present invention is as follows:

[0135] The system integrates the ability to collect various mooring operation factors such as environment, ship, mooring process, equipment, etc., and based on the analysis of operation factors, regularly calculates the ship's static environmental force, mooring force, cable load, etc., outputs the ship mooring plan reference model, and makes decisions to optimize the adjustment of mooring cable tension and cable retraction and release suggestions. In order to improve mooring safety, the system has mooring operation safety alarm function, historical data recording and query function.

[0136] Embodiment 1:

[0137] An intelligent berthing system for oil tankers, the intelligent berthing system for oil tankers comprising an acquisition module 1, a monitoring module 2, a transmission module 3, a processing module 4, an interaction module 5 and an early warning module 6 which are connected in sequence by signals; the acquisition module 1 comprises an anemometer 11, a current meter 12, a tension sensor 13, a meteorological unit 14 and an industrial camera 15 for acquiring measurement data; the anemometer 11 is used to measure wind data within a preset time; the current meter 12 is used to measure water flow data at a mooring position within a preset time; the tension sensor 13 is used to obtain the tension of each cable within a preset time; the meteorological unit 14 is used to obtain meteorological data within a preset time; the industrial camera 15 is used to obtain the relative position of the ship offshore, the movement state of the ship and the displacement state of the oil transfer arm; the monitoring module 1 ... the water flow data at a mooring position within a preset time; the tension sensor 13 is used to obtain the tension of each cable within a preset time; the meteorological unit 14 is used The detection module 2 is used to monitor the status data of the ship and the equipment data of the mooring winch; the transmission module 3 is used to transmit the data collected by the collection module 1 to the processing module 4, and transmit the processing results of the processing module 4 to the interaction module 5 and the early warning module 6; the processing module 4 is used to analyze the collected data and basic data, regularly calculate the static environmental force of the ship, mooring force, and cable load, and propose an optimization adjustment plan for the mooring cable tension and the cable retraction and release plan according to the calculation results. The processing module 4 is an industrial server; the basic data specifically includes: mooring equipment parameters, ship information, terminal equipment information and terminal restrictions; the interaction module 5 is used to exchange data with the communication equipment of the personnel on board; the early warning module 6 is used to alarm when the threshold range is exceeded.

[0138] A method for using an intelligent stabilizing mooring system for an oil tanker, the method comprising the following steps:

[0139] The first step is that the acquisition module 1 acquires the measurement data within a preset time, and transmits the measurement data to the processing module 4 to calculate the force on the moored ship in combination with the basic data. The force on the moored ship is offset by the total force of all cables. A coordinate system is established with the ship's metacentric point as the center, and the force on the moored ship is split to obtain the force in each direction of the moored ship. The calculated force value of each cable is calculated based on the force combined vector in each direction of the moored ship, and the actual force value of each cable is obtained according to the tension sensor 13;

[0140] The second step is to compare the actual force value of each cable with the calculated force value of each cable. When the actual force value of each cable is not greater than the calculated force value, it is determined to be normal data; when the actual force value of each cable is greater than the calculated force value, it is determined to be abnormal data;

[0141] Step 3: When abnormal data is found, determine whether the tension of each cable exceeds the limit value of the calculated force value. The determination result includes any one of the following:

[0142] The first method: when the cable force is judged to be less than the limit value and the actual cable force value is within the limit value critical line, the cable is loosened and adjusted;

[0143] The second type: when the actual force value of the cable is less than the calculated force value of the cable, the cable is tightened and adjusted; the tightness is adjusted in turn according to the judgment result of each cable; if the judged cable force exceeds the limit value, the cable is failed, and the system sends a signal to the early warning module 6 through the transmission module 3 to alarm, and at the same time sends the information to the relevant personnel through the interactive module 5 to execute the emergency early warning plan.

[0144] Embodiment 2:

[0145] Embodiment 2 is substantially the same as Embodiment 1, except that:

[0146] An intelligent berthing system for oil tankers, wherein the ship's own data includes the ship's trim, ship's roll and ship's draft; the ship-related data includes the ship's operating status, ship's displacement and oil transfer arm displacement; the equipment data of the mooring winch includes the winch's operating status, the number of cables, the cable length and the winch's force; according to the environmental status data, ship's status data, equipment status data, cable's status data and ship's operating status data collected by the intelligent berthing system, the system background program sets the alarm threshold of a single point, and when the real-time data of a certain point exceeds the corresponding set threshold range, the system automatically triggers an audible and visual alarm prompt, that is, the system software interface automatically pops up an alarm prompt box, and an external buzzer gives a sound prompt at the same time. After the user clicks to confirm and mute, the alarm prompt disappears, and the alarm status remains until the status data returns to the normal range. The system alarm data will be immediately stored in the database, and the user can query past alarm information through the alarm information query;

[0147] The alarm reads the real-time data in the database according to the point number according to the alarm point program, and compares it with the threshold value. If the threshold value is exceeded, an alarm is issued, including: ship displacement alarm, oil transfer arm displacement alarm, cable load abnormality alarm, environmental safety alarm, and system safety alarm;

[0148] Ship displacement alarm includes bow displacement alarm and stern displacement alarm, referring to the restriction requirements of ship displacement at different berths;

[0149] Oil loading arm displacement alarm, refer to the limit requirements of oil loading arm displacement at different terminals;

[0150] Abnormal cable load alarm, refer to the limit requirements of cables of different materials;

[0151] Environmental safety alarms include wind speed alarm, flow rate alarm, wave alarm, rainfall alarm, and data monitoring abnormality alarm. The wind speed alarm sets different alarm thresholds according to the wind directions. The flow rate alarm sets different alarm thresholds according to the flow directions. The wave alarm sets different alarm thresholds according to the waves directions.

[0152] System security alarms include data monitoring anomaly alarms and network connection anomaly alarms. Data monitoring anomaly alarms refer to situations where the system detects data loss at some points under normal working conditions, in which case the system issues an alarm. Network connection anomaly alarms refer to situations where the system detects network communication connection disconnection under normal working conditions, in which case the system issues an alarm.

[0153] Embodiment 3:

[0154] Embodiment 3 is substantially the same as Embodiment 1, except that:

[0155] A method for using an intelligent stabilizing mooring system for an oil tanker, the method comprising the following steps:

[0156] The first step is that the acquisition module 1 acquires the measurement data within a preset time, and transmits the measurement data to the processing module 4 to calculate the force on the moored ship in combination with the basic data. The force on the moored ship is offset by the total force of all cables. A coordinate system is established with the ship's metacentric point as the center, and the force on the moored ship is split to obtain the force in each direction of the moored ship. The calculated force value of each cable is calculated based on the force combined vector in each direction of the moored ship, and the actual force value of each cable is obtained according to the tension sensor 13;

[0157] The second step is to compare the actual force value of each cable with the calculated force value of each cable. When the actual force value of each cable is not greater than the calculated force value, it is determined to be normal data; when the actual force value of each cable is greater than the calculated force value, it is determined to be abnormal data;

[0158] Step 3: When abnormal data is detected, the external environment such as wind, waves, and currents of the ship has changed significantly, which causes the ship's stress to change. At this time, the system executes the stress abnormality processing flow to determine whether the tension of each cable exceeds the limit value of the calculated stress value. The judgment result includes any of the following:

[0159] The first method: when the cable force is judged to be less than the limit value and the actual cable force value is within the limit value critical line, the cable is loosened and adjusted;

[0160] The second type: when the actual force value of the cable is less than the calculated force value of the cable, the cable is tightened and adjusted; the cable adjustment strictly abides by the adjustment of only one cable at a time, and it is strictly forbidden to adjust two cables at the same time. In addition, in this case, the cable can only be tightened and adjusted, and it is strictly forbidden to perform cable loosening adjustment; the tension is adjusted in turn according to the judgment result of each cable; if the judged cable force exceeds the limit value, the cable is invalidated. At this time, the system sends a signal to the early warning module 6 through the transmission module 3 to alarm, and at the same time, the interactive module 5 sends the information to the relevant personnel to execute the emergency early warning plan. According to the emergency early warning plan, it is decided whether to use a tugboat to push or execute the unberthing plan, etc.;

[0161] In the first step, the forces acting on the moored vessel are as follows:

[0162] F=F1+F2+F3, where the total load F borne by the ship berthed at the pier includes wind load F1, current load F2, and wave load F3, where F3=0.

[0163] Wind load splitting means: decomposing the wind force on the ship into longitudinal force F parallel to the longitudinal axis of the ship. X风 , the transverse force F perpendicular to the longitudinal axis of the ship Y风 and the deflection moment M on the vertical axis XY风 ;

[0164] The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula:

[0165]

[0166] Among them, F X风 is the longitudinal component of wind load KN, C X风 is the longitudinal component coefficient of wind load, ρ 空气 Air density Kg / m 3 , V 风 is the wind speed m / s, A T is the longitudinal windward area of ​​the hull m2;

[0167] The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula:

[0168]

[0169] Among them, F Y风 is the lateral component of wind load KN, C Y风 is the lateral component coefficient of wind load;

[0170] The deflection moment about the vertical axis is calculated as follows:

[0171]

[0172] Among them, M XY风is the wind load deflection moment kN·m, C XY风 is the lateral component coefficient of wind load, L BP It is the length between perpendicular lines of the ship in m.

[0173] The water flow load splitting means that the water flow force is decomposed into the transverse component force F perpendicular to the longitudinal axis of the ship. X流 , longitudinal component F parallel to the longitudinal axis of the ship Y流 and the deflection moment M on the vertical axis XY流 ;

[0174] The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula:

[0175] F X流 =F X流P +F X流f

[0176] Among them, F X流 is the lateral force kN; F X流P is the longitudinal force kN generated by the viscous pressure; F X流f kN is the longitudinal force component generated by friction;

[0177] The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula:

[0178]

[0179] Among them, F Y流 is the longitudinal component of the water flow force kN; C Y流 is the longitudinal component coefficient of water flow force; L BP is the length between the vertical lines of the ship in m; D is the average draft of the ship under calculation conditions in m; θ is the flow angle, that is, the angle between the water flow and the longitudinal axis of the ship in degrees;

[0180] The longitudinal component coefficient of water flow force is calculated according to the following formula:

[0181] C Y流 =β1e 2.05(D / d) +β2

[0182] In the formula, C Y流 is the coefficient of the longitudinal component of the water flow force; β1 is the coefficient, which is 0.43 for seagoing ships, 0.38 for inland cargo ships, and 0.46 for barges; D is the draft of the ship under the calculated loading degree in m; d is the water depth at the front of the dock in m; β2 is the coefficient, which is 0.12;

[0183] The deflection moment about the vertical axis is calculated as follows:

[0184] M XY流 =K XY F Y流 L BP

[0185] Among them, M XY流 K is the deflection moment kN·m generated by the water flow force; XY is the eccentric force coefficient, F Y流 is the longitudinal component of the water flow force kN;

[0186] The lateral force generated by the viscous pressure resistance is calculated according to the following formula:

[0187]

[0188] In the formula, F X流P is the transverse shape coefficient of the ship, when the ratio of the water depth d at the front of the dock to the ship's draft D

[0189] When d / D≤1.5, take 0.25~0.30; when d / D>1.5, take 0.15~0.20;

[0190] ρ 水 is the density of water t / m3, for seawater = 1.025t / m3, V 水 is the average water velocity within the ship's draft range m / s, B is the ship's width m; is the average draft of the ship under the calculated loading degree m; θ is the flow angle, that is, the angle between the water flow and the longitudinal axis of the ship °;

[0191] The lateral force generated by friction is calculated as follows:

[0192]

[0193] Among them, C X流f is the friction coefficient, ρ 水 is the density of water t / m3, for seawater = 1.025t / m3, V 水 is the average water velocity within the ship's draft range (m / s); S is the wet surface area below the ship's waterline (m2), which is calculated according to the revised version of the specification; θ is the flow angle, i.e. the angle between the water flow and the longitudinal axis of the ship (°).

[0194] The friction coefficient is calculated according to the following formula:

[0195]

[0196] Among them, R e is the Reynolds number of the water flow acting on the ship, ΔC X流f is the hull roughness correction coefficient, which is 0.4×10 -3 .

[0197] Embodiment 4:

[0198] Embodiment 4 is substantially the same as Embodiment 3, except that:

[0199] The calculated force value of each cable is calculated based on the combined force vector of the moored ship in all directions. It means that the external forces such as wind force, wave force and current force on the ship need to be quantified. These forces can usually be estimated by meteorological data, water flow velocity, windward area of ​​the ship, shape coefficient and other parameters. The calculation method has been described in the above embodiment 3. Assuming that the resultant force of these external forces acting on the ship is Fext, this force is decomposed into three directions in the Cartesian coordinate system, namely Fx, Fy and Fz, where y is parallel to the dock direction, x is perpendicular to the dock direction, and z is the vertical direction. The ship is usually moored to the mooring pile of the dock by multiple cables. The arrangement angle, length and material of each cable may be different, so the tension generated by each cable will also be different. Assuming that there are n cables, the angle between each cable and the centerline of the ship (or the dock direction) is θi, where i=1, 2, ..., n;

[0200] The ship is in static equilibrium when moored, that is, the resultant of all external forces is balanced by the resultant of all cable tensions;

[0201] Assuming that the tension of each cable is Ti, the calculation method is as follows based on the force balance condition:

[0202]

[0203] The force in the y direction is 0 and is not considered;

[0204] Further preferably, due to the complexity of the number, layout and angle of cables, different tension ratios need to be allocated according to actual conditions, and then the equilibrium equation in the horizontal direction is used to solve the average tension of the cables or the tension of a specific cable.

[0205] Embodiment 5:

[0206] Embodiment 5 is substantially the same as Embodiment 1, except that:

[0207] The fourth step is included after the third step. The fourth step is specifically as follows: when the data is normal, there is no obvious change in the external environment such as wind, waves, and currents to which the ship is subjected. The change in the force on the ship is mainly the vertical force caused by the change in the height of the ship caused by tidal fluctuations or loading and unloading operations, which may lead to the situation that the cable is too loose or too tight. The system executes the normal force state processing process to detect whether there is any alarm information of ship displacement, oil arm displacement, and abnormal cable tension. If the above alarm does not appear, the process ends; if an alarm message appears, the cable judgment process for the above abnormal data is carried out.

[0208] The above description is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiment. Any equivalent modifications or changes made by ordinary technicians in this field based on the contents disclosed by the present invention should be included in the protection scope recorded in the claims.

Claims

1. An intelligent berthing system for oil tankers, characterized in that: The intelligent tanker stabilization system comprises a collection module (1), a monitoring module (2), a transmission module (3), a processing module (4), an interaction module (5) and an early warning module (6) which are sequentially connected by signals; The acquisition module (1) comprises an anemometer (11), a current meter (12), a tension sensor (13), a meteorological unit (14) and an industrial camera (15), and is used to acquire measurement data; The anemometer (11) is used to measure wind data within a preset time; The current meter (12) is used to measure the water flow data at the ship's stopping position within a preset time; The tension sensor (13) is used to obtain the tension of each cable within a preset time; The meteorological unit (14) is used to obtain meteorological data within a preset time; The industrial camera (15) is used to obtain the relative offshore position of the ship, the movement status of the ship and the displacement status of the oil transfer arm; The monitoring module (2) is used to monitor the status data of the ship and the equipment data of the mooring winch; The transmission module (3) is used to transmit the data collected by the collection module (1) to the processing module (4), and to transmit the processing results of the processing module (4) to the interaction module (5) and the early warning module (6); The processing module (4) is used to analyze the collected data and basic data, regularly calculate the static environmental force of the ship, the mooring force, and the cable load, and propose an optimization adjustment plan for the mooring cable tension and a cable retraction and release plan based on the calculation results; The basic data specifically include: mooring equipment parameters, ship information, terminal equipment information and terminal restriction conditions; The interaction module (5) is used to perform data interaction with the communication equipment of the ship's personnel; The early warning module (6) is used to issue an alarm when a threshold value range is exceeded.

2. The intelligent berthing system for oil tankers according to claim 1, characterized in that: The ship status data refers to the ship's own data, specifically: the ship's trim, the ship's roll and the ship's draft.

3. The intelligent berthing system for oil tankers according to claim 2 is characterized by: The ship status data also includes other data, specifically: ship operation status, ship displacement and oil transfer arm displacement.

4. The intelligent berthing system for oil tankers according to claim 1, characterized in that: The equipment data of the mooring winch includes the winch operation status, the number of cables, the cable length and the winch force.

5. The intelligent berthing system for oil tankers according to claim 1, characterized in that: The early warning module (6) is used to issue an alarm when a threshold value range is exceeded, and the alarm types include: ship displacement alarm, oil transfer arm displacement alarm, cable load abnormality alarm, environmental safety alarm and system safety alarm.

6. The intelligent berthing system for oil tankers according to claim 5, characterized in that: The alarm mode is sound and light alarm.

7. A method for using the intelligent berthing system for oil tankers according to claim 1, characterized in that: The method for using the intelligent stabilizing system for oil tankers comprises the following steps: The first step is that the acquisition module (1) acquires measurement data within a preset time, and transmits the measurement data to the processing module (4) to calculate the force on the moored ship in combination with the basic data. The force on the moored ship is offset by the total force of all cables. A coordinate system is established with the ship's metacentric point as the center, and the force on the moored ship is split to obtain the force in each direction of the moored ship. The calculated force value of each cable is calculated based on the combined vector of the force in each direction of the moored ship, and the actual force value of each cable is obtained based on the tension sensor (13); The second step is to compare the actual force value of each cable with the calculated force value of each cable. When the actual force value of each cable is not greater than the calculated force value, it is determined to be normal data; when the actual force value of each cable is greater than the calculated force value, it is determined to be abnormal data; Step 3: When abnormal data is found, determine whether the tension of each cable exceeds the limit value of the calculated force value. The determination result includes any one of the following: The first method: when the cable force is judged to be less than the limit value and the actual cable force value is within the limit value critical line, the cable is loosened and adjusted; The second method: when the actual force value of the cable is less than the calculated force value of the cable, the cable is tightened and adjusted; the tension is adjusted in turn according to the judgment result of each cable; if the judged cable force exceeds the limit value, the cable is invalidated, and the system sends a signal to the early warning module (6) through the transmission module (3) to alarm, and at the same time sends the information to relevant personnel through the interaction module (5) to execute the emergency early warning plan.

8. The method for using the intelligent berthing system for oil tankers according to claim 7 is characterized by: In the first step, the forces acting on the moored vessel are as follows: F=F1+F2+F3, where the total load F borne by the ship berthed at the pier includes wind load F1, current load F2 and wave load F3.

9. The method for using the intelligent berthing system for oil tankers according to claim 8, characterized in that: The splitting of the forces on the moored vessel comprises: splitting the wind load and splitting the water flow load; Wind load splitting means: decomposing the wind force on the ship into longitudinal force F parallel to the longitudinal axis of the ship. X风 , the transverse force F perpendicular to the longitudinal axis of the ship Y风 and the deflection moment F on the vertical axis XY风 ; The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula: Among them, C X风 is the longitudinal component coefficient of wind load, ρ 空气 is the air density (Kg / m 3 ), V 风 is wind speed (m / s), A T is the longitudinal windward area of ​​the hull (m 2 ); The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula: Among them, C Y风 is the lateral component coefficient of wind load; The deflection moment about the vertical axis is calculated as follows: Among them, C XY风 is the lateral component coefficient of wind load, L BP is the length between perpendicular lines of the ship (m).

10. The method for using the intelligent berthing system for oil tankers according to claim 9, characterized in that: The water flow load splitting means that the water flow force is decomposed into the transverse component force F perpendicular to the longitudinal axis of the ship. X流 , longitudinal component F parallel to the longitudinal axis of the ship Y流 and the deflection moment M on the vertical axis XY流 ; The transverse force component perpendicular to the longitudinal axis of the ship is calculated according to the following formula: F X流 =F X流P +F X流f Among them, F X流P is the longitudinal component of the adhesive pressure (kN); F X流f is the longitudinal component of friction (kN); The longitudinal force component parallel to the longitudinal axis of the ship is calculated according to the following formula: Among them, C Y流 is the longitudinal component coefficient of water flow force; The longitudinal component coefficient of water flow force is calculated according to the following formula: C Y流 =β1e 2.05(D / d) +β2 In the formula, C Y流 is the coefficient of the longitudinal component of the water flow force; β1 is the coefficient, D is the draft of the ship under the calculated loading degree (m); d is the water depth at the front of the dock (m); β2 is the coefficient; The deflection moment about the vertical axis is calculated as follows: M XY流 =K XY F Y流 L BP Among them, K XY is the eccentric force coefficient, F Y流 is the longitudinal component of the water flow force (kN); The water flow load also includes the lateral force component caused by friction and the lateral force component caused by friction; The lateral force generated by the viscous pressure resistance is calculated according to the following formula: In the formula, C X流P is the transverse shape coefficient of the ship, ρ 水 is the density of water (t / m3), V 水 is the average water velocity within the draft range of the ship (m / s), B is the ship width (m); D is the average draft of the ship under the calculated loading degree (m); θ is the flow angle, that is, the angle between the water flow and the longitudinal axis of the ship (°); The lateral force generated by friction is calculated as follows: Among them, G X流f is the friction coefficient; S is the wet surface area below the waterline of the ship (m2); The friction coefficient is calculated according to the following formula: Among them, R e is the Reynolds number of the water flow acting on the ship, ΔC X流f is the hull roughness correction factor.

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