Oil tanker efficient lightering system and method based on single point mooring

Abstract

The invention relates to the technical field of ocean engineering, and discloses an oil tanker efficient lightering system and method based on single-point mooring. A real-time dynamic monitoring module, a multi-dimensional data collection module, a multi-dimensional data analysis module, an anti-storm enhancement module, a multi-ship collaborative lightering module, a liquid tank sloshing suppression module, a mooring point optimal configuration module, an oil tanker type adaptation sub-module, an emergency response sub-module, a green energy-saving sub-module and a control module are established. The real-time dynamic monitoring module monitors port hydrological dynamic data, meteorological condition dynamic data and dynamic data of oil tanker positions and ship states, and the multi-dimensional data collection module collects oil tanker feature data, mooring equipment feature data and static data related to the surrounding environment of an oil tanker. The multi-dimensional data analysis module outputs the cooperative bearing capacity of multiple oil tankers, the dynamic safety distance between the oil tankers, the sloshing energy needing to be restrained by oil tanker liquid tanks and the optimal mooring point position, comprehensive evaluation is carried out, and the control module achieves oil tanker lightering operation automation.

Description

Technical Field

[0001] This invention relates to the field of marine engineering technology, specifically to an efficient oil tanker transshipment system and method based on single-point mooring. Background Technology

[0002] In maritime oil transportation and transshipment, single-point mooring systems (SPMs) are widely used as crucial offshore facilities for oil tanker berthing and cargo transfer operations. However, traditional SPMs suffer from numerous problems in practical applications, limiting their operational efficiency and safety. Firstly, in multi-vessel collaborative operations, traditional SPMs are inefficient, struggling to achieve efficient coordination between vessels, leading to prolonged operation times and significant resource waste. Secondly, precise control of safety distances is difficult, increasing the risk of collisions during mooring and transshipment, posing substantial safety hazards. Furthermore, tank sloshing remains a persistent problem for traditional SPMs. Under the influence of wind and waves, the liquid in the tanks sloshes violently, damaging the hull structure and potentially causing leaks. Simultaneously, poor mooring stability allows vessels to easily shift due to environmental factors while moored, affecting the accuracy of transshipment operations. Finally, traditional SPMs lack sufficient resistance to wind and waves. In severe sea conditions, vessels struggle to maintain stability, hindering transshipment operations and severely limiting the efficiency and safety of maritime oil transportation and transshipment. To address the aforementioned issues, there is an urgent need for a new single-point mooring system and method that can improve the efficiency of multi-vehicle coordination, precisely control safe distances, effectively suppress tank sloshing, enhance mooring stability, and improve resistance to wind and waves, in order to meet the needs of modern maritime oil transportation and transshipment. Summary of the Invention

[0003] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides an efficient oil tanker transshipment system and method based on single-point mooring. It has the advantages of multi-dimensional data fusion analysis, intelligent collaborative scheduling, active sway suppression, precise mooring optimization, and dynamic wind and wave compensation. It solves the problems of low efficiency in multi-vehicle collaboration, uncontrollable safety distance, severe liquid tank sway damage, poor mooring stability, and insufficient wind and wave resistance of traditional single-point mooring systems.

[0004] (II) Technical Solution To achieve the above objectives, the present invention provides the following technical solution: an efficient oil tanker transshipment system based on single-point mooring, comprising a real-time dynamic monitoring module, a multi-dimensional data collection module, a multi-dimensional data analysis module, a wind and wave resistance enhancement module, a multi-ship collaborative transshipment module, a liquid tank sloshing suppression module, a mooring point optimization configuration module, an oil tanker type adaptation sub-module, an emergency response sub-module, a green energy-saving sub-module, and a control module; The real-time dynamic monitoring module establishes three monitoring points to monitor dynamic data of port hydrology, dynamic data of meteorological conditions, and dynamic data of oil tanker location and ship status, and transmits the monitored dynamic data to the multi-dimensional data analysis module in real time. The multidimensional data collection module collects tanker characteristic data, mooring equipment characteristic data, and static data related to the tanker's surrounding environment. After integration and processing, the data is transmitted to the multidimensional data analysis module. The multi-dimensional data analysis module outputs the collaborative carrying capacity of multiple oil tankers based on the real-time monitoring data and collected data from the real-time dynamic monitoring module and the multi-dimensional data collection module. Dynamic safety distance between oil tankers The sloshing energy that needs to be suppressed in the tanks of oil tankers and optimal mooring point location ; The wave-resistant enhancement module increases the wave-resistant capability of the mooring system through high-strength anchor chains, an intelligent tension adjustment system, and enhanced mooring equipment. The enhanced mooring equipment includes mooring cables with anti-corrosion coating and redundant connection structures. The intelligent tension adjustment system has a response time of no more than 0.5 seconds and a tension control accuracy error of ±5%. The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed based on the dynamic safety distance between oil tankers. To perform collision warning and path planning; The tank sloshing suppression module is based on the sloshing energy that needs to be suppressed in the oil tanks. Active anti-roll control is implemented; The mooring point optimization configuration module is based on the optimal mooring point location. Automatic anchoring and positioning correction; The tanker type adaptation submodule is designed for VLCCs, product tankers, product tankers, and chemical tankers, with preset differentiated parameters to dynamically adjust the collaborative carrying capacity of multiple tankers based on their deadweight tonnage. The sloshing energy that needs to be suppressed in the tanker oil tanks Parameters; In the event of an emergency, the emergency response submodule initiates redundant device switching and manual alarm linkage. The green and energy-saving submodule aims to empower the entire transshipment operation process with green technologies. It reduces system energy consumption through energy recycling and low-consumption equipment adaptation, while expanding multi-scenario operation capabilities to meet the needs of green shipping. The control module generates and monitors the execution of system operation commands, thereby automating and intelligentizing oil tanker transshipment operations. The above modules achieve data communication and command linkage through the control module. The output data of the real-time dynamic monitoring module and the multi-dimensional data collection module serve as the input of the multi-dimensional data analysis module. The calculation results of the multi-dimensional data analysis module directly drive the multi-ship collaborative transshipment module, the liquid tank sloshing suppression module, and the mooring point optimization configuration module.

[0005] Preferably, the real-time dynamic monitoring module includes a hydro-meteorological monitoring unit, an oil tanker positioning monitoring unit, and a mooring status monitoring unit; The hydrological and meteorological monitoring unit collects port hydrological and meteorological data in real time through a sensor network. The oil tanker positioning and monitoring unit tracks the longitude, latitude, draft, distance, and movement trajectory of the oil tanker in real time using GPS, AIS, and radar. The mooring status monitoring unit monitors dynamic parameters such as anchor chain tension, hull attitude, mooring cable force, turret angle, and tanker yaw angle in real time using strain sensors, tilt sensors, tension sensors, and displacement sensors.

[0006] Preferably, the multidimensional data collection module includes an oil tanker feature acquisition unit, a mooring equipment feature acquisition unit, an environmental parameter acquisition unit, a data verification subunit, and a data storage unit; The oil tanker feature collection unit collects oil tanker feature data by querying the database through shipborne sensors; The mooring equipment feature collection unit collects mooring equipment feature data through equipment sensors and the system; The environmental parameter collection unit collects static data related to the environment around the oil tanker through fixed port monitoring equipment and historical data queries. The data verification subunit uses Kalman filtering and cyclic redundancy check to perform noise reduction and error correction on the sensor data collected by the oil tanker feature acquisition unit, mooring equipment feature collection unit and environmental parameter collection unit. The positioning data error is controlled within 2m and the tension data error is ±3%. The data storage unit is used for historical data caching and algorithm training.

[0007] Preferably, the multidimensional data analysis module includes a multi-ship collaborative analysis unit, a liquid tank sloshing analysis unit, a mooring point analysis unit, and a module health monitoring subunit. The module health monitoring subunit diagnoses the operating status of each module in real time. When the sensor data anomaly rate is >5%, it automatically switches to a redundant module. When the multidimensional data analysis module outputs conflicting instructions, the control module prioritizes executing safety-related instructions and restarts efficiency-related instructions after the safety threshold is restored.

[0008] Preferably, the multi-ship collaborative analysis unit calculates the collaborative carrying capacity of multiple oil tankers based on real-time monitoring data and collected data. Dynamic safety distance between oil tankers The calculation formula is as follows: Based on an extension of Archimedes' principle, and utilizing the underwater volume of the ship's hull... The carrying capacity of a single ship is calculated by multiplying the product of the product with the seawater density ρ, and then adding a safety factor. Correcting redundancy in the hull structure, specifically: ; In the formula, This indicates the combined carrying capacity of multiple oil tankers. This represents the safety factor, k, which is dynamically adjusted according to the type of oil tanker. For crude oil tankers, it is 0.6-0.7; for product oil tankers, it is 0.7-0.8. The environmental compensation factor is 1.4-1.5 when the wind and wave level is ≥6, and 1.2-1.3 when the wind and wave level is <6. , , Let be the length, width, and draft of the i-th ship, respectively; ρ represent the seawater density; and m represent the number of oil tankers participating in the coordinated transshipment operation. The formula is applicable to oil tankers with a draft of less than 20m. For ultra-deep draft scenarios, a water depth correction factor δ needs to be introduced. ; In the formula, This indicates the dynamic safe distance between oil tankers. Represents relative velocity. Indicates system response time. Indicates the significant wave height. This represents the environmental compensation coefficient.

[0009] Preferably, the tank sloshing analysis unit calculates the sloshing energy that needs to be suppressed in the tanker's liquid tanks based on real-time monitoring data and collected data. The calculation formula is as follows: ; In the formula, This indicates the amount of sloshing energy that needs to be suppressed in the tanks of an oil tanker. Indicates the fluid damping coefficient. Indicates the rate of change of liquid level in the tank. This indicates the bulkhead pressure correction factor. This indicates changes in cabin pressure. This represents the free surface area.

[0010] Preferably, the mooring point analysis unit calculates the optimal mooring point location based on real-time monitoring data and collected data. The calculation formula is as follows: ; In the formula, This indicates the optimal mooring point location. This indicates the weighting coefficient for the influence of ship motion. This represents the amplitude of the ship's motion at the i-th monitoring point. This indicates the weighting coefficient representing the influence of wave forces. This represents the force exerted by the wave on the ship's hull at the i-th monitoring point. This indicates the weighting coefficient for the safety impact of oil tanker spacing. , and Calculations using the analytic hierarchy process (AHP) show that the weight of the influence of ship motion is 0.3-0.4 when the wave level is <5, and increases to 0.5-0.6 when the wave level is >5. denoted as the minimum safe distance between the i-th monitoring point and surrounding oil tankers, and n represents the number of monitoring points.

[0011] Preferably, the wind and wave resistance enhancement module includes an anchor chain strength strengthening unit, an active tension adjustment unit, and a dynamic ballast balance unit; The anchor chain strength strengthening unit uses UHMWPE fiber to replace traditional steel, thus achieving a lightweight design for the anchor chain. The active tension adjustment unit receives dynamic data on the force of the mooring cable through a real-time dynamic monitoring module and automatically controls the tension adjustment device to dynamically adjust the preload of the mooring cable. The dynamic ballast balance unit acquires real-time dynamic data of the ship's attitude and environmental parameters through a real-time dynamic monitoring module, and automatically adjusts the water distribution in the oil tanker's ballast tanks to control the ship's balance.

[0012] Preferably, the multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed, berthing order is allocated according to tonnage priority, and dynamic safety distance between oil tankers is considered. It conducts collision warnings and path planning, and adjusts the distance between ships in real time to above the safety threshold; The intelligent arrangement of the work queue in the multi-vehicle collaborative transshipment module adopts an improved genetic algorithm, and the objective functions include minimizing the operation time and maximizing the safe distance. The tank sloshing suppression module is based on the sloshing energy that needs to be suppressed in the oil tanks. Active anti-roll control is implemented, driving the adjustable mass block inside the tank to move in the opposite direction to counteract the swaying kinetic energy. Its active anti-roll control adjusts the stroke of the mass block in real time according to the liquid level in the tank. When the liquid level is <50%, the stroke is amplified by 1.2 times. The mooring point optimization configuration module is based on the optimal mooring point location. Automatic anchoring and positioning correction is performed.

[0013] An efficient transshipment method for oil tankers based on single-point mooring, the transshipment method being used in any of the transshipment systems described above, includes the following steps: Step 1: Establish a real-time dynamic monitoring module, a multi-dimensional data collection module, a multi-dimensional data analysis module, a wind and wave resistance enhancement module, a multi-vehicle collaborative transshipment module, a liquid tank sloshing suppression module, a mooring point optimization configuration module, an oil tanker type adaptation sub-module, an emergency response sub-module, a green energy-saving sub-module, and a control module. Step 2: The real-time dynamic monitoring module establishes three monitoring points to monitor dynamic data of port hydrology, dynamic data of meteorological conditions, and dynamic data of oil tanker location and ship status, and transmits the monitored dynamic data to the multi-dimensional data analysis module in real time. Step 3: The multi-dimensional data collection module collects tanker characteristic data, mooring equipment characteristic data, and static data related to the tanker's surrounding environment. After integration and processing, the data is transmitted to the multi-dimensional data analysis module. Step 4: The multi-dimensional data analysis module, based on the real-time monitoring and collected data from the real-time dynamic monitoring module and the multi-dimensional data collection module, outputs the collaborative carrying capacity of multiple oil tankers. Dynamic safety distance between oil tankers The sloshing energy that needs to be suppressed in the tanks of oil tankers and optimal mooring point location ; Step 5: The wind and wave resistance enhancement module increases the mooring system's wind and wave resistance through high-strength anchor chains, intelligent tension adjustment systems, and enhanced mooring equipment; Step Six: The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed based on the dynamic safety distance between oil tankers. To perform collision warning and path planning; Step 7: The tank sloshing suppression module determines the sloshing energy that needs to be suppressed in the oil tanks. Active anti-roll control is implemented; Step 8: The mooring point optimization configuration module configures the mooring points according to their optimal locations. Automatic anchoring and positioning correction; Step Nine: The tanker type adaptation submodule presets differentiated parameters for VLCCs, product tankers, and chemical tankers, and dynamically adjusts the collaborative carrying capacity of multiple tankers based on the tanker's deadweight tonnage. The sloshing energy that needs to be suppressed in the tanker oil tanks Parameters; Step 10: In the event of an emergency, the emergency response submodule initiates redundant equipment switching and manual alarm linkage. Step 11: The green and energy-saving submodule aims to empower the entire transshipment operation process with green technologies. It reduces system energy consumption through energy recycling and low-consumption equipment adaptation, while expanding multi-scenario operation capabilities to meet the needs of green shipping. Step 12: The control module generates and monitors the execution of system operation commands to achieve automation and intelligence in oil tanker transshipment operations.

[0014] Compared with the prior art, the present invention provides an efficient oil tanker transshipment system and method based on single-point mooring, which has the following beneficial effects: 1. This invention calculates the cooperative carrying capacity of multiple oil tankers. This technology is applied to a multi-vehicle collaborative transshipment module to optimize the work queue arrangement and perform intelligent scheduling, thereby improving port operation efficiency and solving the problems of chaos and inefficiency in multi-vehicle operations. Simultaneously, it calculates the dynamic safe distance between oil tankers. This invention applies collision warning and path planning to ensure safe operations between oil tankers, avoiding potential collision risks and improving the safety of ship operations. Compared with traditional single-point mooring systems, this invention increases the daily transshipment volume of a single port by 25%-30% through a multi-ship collaborative algorithm, based on actual measurements of three 100,000-ton oil tankers operating in parallel at a domestic port. The liquid tank sloshing suppression module reduces hull structure fatigue damage by 40%-50%, calculated according to the "Ship Structure Fatigue Strength Specification". The wind and wave resistance module improves mooring stability by 60% under 10-level wind conditions, compared with failure data of traditional steel anchor chain systems, and cites authoritative literature for support. For example, the multi-ship collaborative efficiency improvement data refers to the measured model in "Research on Efficiency Optimization of Multi-Ship Joint Operations at Sea", and the sloshing suppression effect meets the first-level standard of the "Technical Specification for Liquid Tank Sloshing Suppression Device".

[0015] 2. This invention calculates the sloshing energy that needs to be suppressed in the tanks of an oil tanker. This is used as the input to the liquid tank sloshing suppression module and active roll reduction control is performed to reduce the damage of liquid sloshing to the hull, thereby extending the service life of the hull and improving the safety of ship operations.

[0016] 3. This invention calculates the optimal mooring point location. This serves as the basis for the mooring point optimization configuration module, and automatic anchoring positioning correction is performed to reduce the amplitude of hull movement, thereby reducing the risk of collision and capsizing, and thus improving the stability and safety of mooring.

[0017] 4. This invention enhances the performance of the anchor chain, the stability of the mooring system, and the stability of the oil tanker by using an anchor chain strength strengthening unit, an active tension adjustment unit, and a dynamic ballast balance unit, and by employing high-strength materials, real-time monitoring and adjustment of tension, and automatic control of the hull balance. This effectively copes with complex or extreme sea conditions and ultimately solves the problem of insufficient wind and wave resistance of the mooring system. Attached Figure Description

[0018] Figure 1 This is a system flowchart of the present invention; Figure 2 This is a diagram illustrating the steps of the method of the present invention; Figure 3 This is a flowchart of the fourth step of the present invention. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Please see Figure 1 - Figure 3 A high-efficiency oil tanker transshipment system based on single-point mooring includes a real-time dynamic monitoring module, a multi-dimensional data collection module, a multi-dimensional data analysis module, a wind and wave resistance enhancement module, a multi-ship collaborative transshipment module, a liquid tank sloshing suppression module, a mooring point optimization configuration module, an oil tanker type adaptation sub-module, an emergency response sub-module, a green energy-saving sub-module, and a control module. The real-time dynamic monitoring module establishes three monitoring points to monitor dynamic data of port hydrology, dynamic data of meteorological conditions, and dynamic data of oil tanker location and status. It also transmits the monitored dynamic data to the multi-dimensional data analysis module in real time to provide basic data support for system decision-making. The multidimensional data collection module collects tanker characteristic data, mooring equipment characteristic data, and static data related to the tanker's surrounding environment. After integration and processing, the data is transmitted to the multidimensional data analysis module, which, together with real-time dynamic monitoring data, provides comprehensive data support for system analysis. The multidimensional data analysis module, based on real-time monitoring and collected data from the real-time dynamic monitoring module and the multidimensional data collection module, outputs the collaborative carrying capacity of multiple oil tankers. Dynamic safety distance between oil tankers The sloshing energy that needs to be suppressed in the tanks of oil tankers and optimal mooring point location ; The wind and wave resistance enhancement module improves the mooring system's wind and wave resistance through high-strength anchor chains, intelligent tension adjustment systems, and enhanced mooring equipment. The enhanced mooring equipment includes mooring cables with anti-corrosion coatings and redundant connection structures. The intelligent tension adjustment system has a response time of no more than 0.5 seconds and a tension control accuracy error of ±5%, avoiding stability risks caused by an excessively wide protection range. The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed based on the dynamic safety distance between oil tankers. To perform collision warning and path planning; The tank sloshing suppression module is designed to suppress the sloshing energy in the tanker's liquid tanks. Active anti-roll control is implemented; The tanker type adaptation submodule is designed for VLCCs (Very Large Crude Carriers), product tankers, product tankers, and chemical tankers. It has preset differentiated parameters and dynamically adjusts the collaborative carrying capacity of multiple tankers according to the tanker's deadweight tonnage (>200,000 tons / 50,000-200,000 tons / <50,000 tons). The sloshing energy that needs to be suppressed in the tanker oil tanks The parameters are as follows: (1) Due to the large inertia of the hull, VLCCs have the capacity to carry multiple oil tankers in a coordinated manner. In the formula, the safety factor k is taken as the lower limit (0.6-0.65), and the environmental compensation coefficient c for the dynamic safety distance Da is increased to 1.5-1.6; (2) Due to the sloshing of the liquid medium in the tanks of chemical tankers, the sloshing energy in the tanks of oil tankers needs to be suppressed. In the calculation, the fluid damping coefficient is taken as 1.20 times the conventional value to ensure the suppression effect; The mooring point optimization configuration module is based on the optimal mooring point location. Automatic anchoring and positioning correction; The emergency response submodule includes: automatically triggering "emergency cable cut + wind shelter path planning" in extreme sea conditions (such as wind speed ≥17.2m / s); and initiating redundant equipment switching and manual alarm linkage in the event of equipment failure (such as sudden change in anchor chain tension ≥30%). The green and energy-saving submodule aims to empower the entire transshipment operation process with green technologies. By recycling energy and adapting to low-consumption equipment, it reduces system energy consumption and expands the operation capabilities for multiple scenarios to respond to the needs of green shipping. When new scenarios such as "hydrogen refueling" and "oil spill treatment" are triggered, the transshipment operation rhythm is automatically paused / adjusted, and the multi-vessel collaborative transshipment module is linked to generate "scenario switching transition process" (such as operation queue reorganization and transshipment workstation release) so that the system can adapt to the multi-mode switching of "green shipping + emergency rescue + regular transshipment". The control module generates and monitors the execution of system operation commands to ensure that all modules work in coordination and realize the automation and intelligence of oil tanker transshipment operations. The above modules achieve data communication and command linkage through the control module. The output data of the real-time dynamic monitoring module and the multi-dimensional data collection module serve as the input of the multi-dimensional data analysis module. The calculation results of the multi-dimensional data analysis module directly drive the multi-ship collaborative transshipment module, the liquid tank sloshing suppression module, and the mooring point optimization configuration module. Through the coordinated operation of the above modules, the system of this invention can effectively improve the efficiency and safety of oil tanker transshipment operations, especially its operational capabilities under complex sea conditions. Specifically, the real-time dynamic monitoring module provides accurate real-time data support to ensure the timeliness and accuracy of decision-making; the multi-dimensional data collection module integrates various static data and combines them with dynamic data to form a complete data system; the multi-dimensional data analysis module analyzes and calculates key parameters to provide action guidelines for each functional module; the wind and wave resistance enhancement module significantly reduces the risk of anchor chain breakage under extreme sea conditions, ensuring system stability; the multi-vehicle collaborative transshipment module enables simultaneous operation of multiple vessels, greatly improving port operation efficiency; the liquid tank sloshing suppression module reduces the damage of liquid sloshing to the hull and extends the hull's service life; the mooring point optimization configuration module reduces the amplitude of hull motion, lowering the risk of collision and capsizing; and the control module, as the core of the system, is responsible for integrating the output results of each module, generating operation commands, and monitoring the entire transshipment process to ensure smooth operation.

[0021] The real-time dynamic monitoring module includes a hydro-meteorological monitoring unit, an oil tanker positioning monitoring unit, and a mooring status monitoring unit; The hydrological and meteorological monitoring unit collects port hydrological and meteorological data in real time through a sensor network. Port hydrological data includes tide level, current velocity, current direction, water temperature, salinity and wave height, while meteorological data includes wind speed, wind direction, air temperature, air pressure and humidity. Hydrological and meteorological monitoring unit: Specify the sensor type (e.g., using an S4 wave height meter to collect wave data, sampling frequency 1Hz; using an ultrasonic anemometer to collect wind speed, range 0-60m / s); Oil tanker positioning monitoring unit: Explain the GPS / AIS data fusion algorithm (e.g., Kalman filter optimization, positioning error ≤3m); Data transmission protocol: Supplement "Using a 5G edge computing architecture to achieve real-time data transmission, latency ≤100ms". The tanker positioning monitoring unit tracks the longitude, latitude, draft, distance, and movement trajectory of the tanker in real time using GPS (Global Positioning System), AIS (Automatic Identification System) and radar. The mooring condition monitoring unit monitors dynamic parameters in real time, including anchor chain tension, hull attitude, mooring line stress, turret angle (the angle of deflection of the mooring turret relative to the longitudinal axis of the hull), and tanker yaw angle, using strain sensors, tilt sensors, tension sensors, and displacement sensors.

[0022] The advantages are: through hydrological and meteorological monitoring units, oil tanker positioning monitoring units, and mooring status monitoring units, using sensor networks, GPS, AIS, and radar equipment, the system monitors multi-dimensional dynamic data of port hydrology, meteorology, oil tanker position, and mooring status in real time, and transmits the data to the data analysis module, providing comprehensive, timely, and accurate basic data for system decision-making. Finally, the system solves the problem of decision-making errors caused by data lag or missing data.

[0023] The multidimensional data collection module includes an oil tanker feature acquisition unit, a mooring equipment feature acquisition unit, an environmental parameter acquisition unit, a data verification subunit, and a data storage unit; The tanker feature collection unit collects tanker feature data through shipboard sensors and database queries, including static data on hull structure, tank parameters, tanker size, tanker weight, and tanker type. The mooring equipment feature collection unit collects mooring equipment feature data through equipment sensors and systems, including anchor chain specifications, tension adjustment device parameters, mooring cable material, mooring point layout, and mooring equipment status. The environmental parameter collection unit collects static data related to the environment around oil tankers through fixed port monitoring equipment and historical data queries, including port geographical coordinates, port water depth benchmarks, seabed topography, port channel width, and port restricted berthing areas.

[0024] The data verification subunit uses Kalman filtering and cyclic redundancy check (CRC) to denoise and correct the sensor data collected by the oil tanker feature acquisition unit, mooring equipment feature collection unit, and environmental parameter collection unit. The positioning data error is controlled within 2m, and the tension data error is ±3%. The data storage unit is used for historical data caching and algorithm training; The advantages are: through the tanker feature acquisition unit, mooring equipment feature collection unit, environmental parameter collection unit, data verification subunit, and data storage unit, and with the help of shipborne sensors, database queries, equipment sensors, system records, port fixed monitoring equipment, and historical data queries, static data of tankers, mooring equipment, and the surrounding environment are collected, integrated, and processed, and combined with dynamic monitoring data to form a complete data system, providing comprehensive support for system analysis. Finally, the system solves the problem of incomplete data affecting the accuracy of analysis.

[0025] The multidimensional data collection module and the analysis module use an encrypted transmission protocol (such as AES-256 encryption) and transmit data through dual-mode redundant transmission of 5G+ satellite communication to ensure that the data interruption time is ≤5s under extreme weather conditions; The multidimensional data analysis module includes a multi-ship collaborative analysis unit, a liquid tank sloshing analysis unit, a mooring point analysis unit, and a module health monitoring subunit. The module health monitoring subunit diagnoses the operating status of each module in real time. When the sensor data anomaly rate is >5%, it automatically switches to a redundant module. When the multidimensional data analysis module outputs conflicting commands (such as a conflict between a safety distance warning and work queue arrangement requirements), the control module prioritizes the execution of safety commands (such as deceleration / steering commands triggered by a collision warning), and restarts efficiency commands (such as queue adjustment) after the safety threshold is restored.

[0026] The multi-ship collaborative analysis unit calculates the collaborative carrying capacity of multiple oil tankers based on real-time monitoring data and collected data. Dynamic safety distance between oil tankers The calculation formula is as follows: Based on an extension of Archimedes' principle, and utilizing the underwater volume of the ship's hull... The carrying capacity of a single ship is calculated by multiplying the product of the product with the seawater density ρ, and then adding a safety factor. Correcting redundancy in the hull structure, specifically: ; In the formula, This indicates the combined carrying capacity of multiple oil tankers. This represents the safety factor, k, which is dynamically adjusted according to the type of oil tanker. For crude oil tankers, it is 0.6-0.7; for product oil tankers, it is 0.7-0.8. The environmental compensation factor is 1.4-1.5 when the wind and wave level is ≥6, and 1.2-1.3 when the wind and wave level is <6. , , Let be the length, width, and draft of the i-th ship, respectively; ρ represent the seawater density; and m represent the number of oil tankers participating in the coordinated transshipment operation. The formula is applicable to oil tankers with a draft of less than 20m. For ultra-deep draft scenarios, a water depth correction factor δ (with a value of 0.9-1.0) needs to be introduced. The advantage is that it calculates the collaborative carrying capacity of multiple oil tankers. It was used in the multi-vehicle collaborative transshipment module to optimize the operation queue arrangement and carry out intelligent scheduling to improve port operation efficiency, thereby solving the problems of chaos and inefficiency in multi-vehicle operations.

[0027]

[0028] In the formula, This indicates the dynamic safe distance between oil tankers. Represents relative velocity (m / s). This represents the system response time (s). This represents the significant wave height (the statistical average of wave heights, taken as 1 / 3 of the maximum wave height) (m). This represents the environmental compensation coefficient (taken as 1.2-1.5).

[0029] The advantage is that it allows for the calculation of dynamic safety distances between oil tankers. It is used in collision warning and path planning to ensure safe operations between oil tankers, avoid potential collision risks, and thus improve the safety of ship operations.

[0030] The tank sloshing analysis unit calculates the sloshing energy that needs to be suppressed in the tanker's liquid tanks based on real-time monitoring data and collected data. The calculation formula is as follows:

[0031] In the formula, This indicates the amount of sloshing energy that needs to be suppressed in the tanks of an oil tanker. Indicates the fluid damping coefficient. This represents the rate of change of liquid level (m) within the tank. This represents the bulkhead pressure correction factor, a correction factor that takes into account the effect of the bulkhead on fluid sloshing. The change in pressure inside the tank (Pa) is the amount of change in pressure within the liquid tank, and the unit is Pascal. This represents the free surface area (m²).

[0032] The advantage is that it allows for the calculation of the sloshing energy that needs to be suppressed in the tanker's liquid tanks. This is used as the input to the liquid tank sloshing suppression module and active roll reduction control is performed to reduce the damage of liquid sloshing to the hull, thereby extending the service life of the hull and improving the safety of ship operations.

[0033] The mooring point analysis unit calculates the optimal mooring point location based on real-time monitoring data and collected data. The calculation formula is as follows:

[0034] In the formula, This indicates the optimal mooring point location. This represents the weighting coefficient of the influence of ship motion (the weighting of the influence of ship motion on the mooring point position at different monitoring points). This represents the amplitude (m) of the ship's motion at the i-th monitoring point. This indicates the weighting coefficient representing the influence of wave forces. This represents the force (N) exerted by the wave on the ship at the i-th monitoring point. This indicates the weighting coefficient for the safety impact of oil tanker spacing. , and Calculations using the Analytic Hierarchy Process (AHP) show that the weight of the influence of ship motion is 0.3-0.4 when the wave level is <5, and increases to 0.5-0.6 when the wave level is >5. denoted as the minimum safe distance (m) between the i-th monitoring point and surrounding oil tankers, and n represents the number of monitoring points.

[0035] The advantage is that it allows for the calculation of the optimal mooring point location. This serves as the basis for the mooring point optimization configuration module, and automatic anchoring positioning correction is performed to reduce the amplitude of hull movement, thereby reducing the risk of collision and capsizing, and thus improving the stability and safety of mooring.

[0036] The wind and wave resistance enhancement module includes an anchor chain strength enhancement unit, an active tension adjustment unit, and a dynamic ballast balance unit; The anchor chain strength enhancement unit replaces traditional steel with UHMWPE fiber (ultra-high molecular weight polyethylene fiber, with a molecular weight ≥ 3 million). UHMWPE fiber anchor chains are 40% lighter than traditional steel anchor chains, have a 25% higher breaking strength, and extend their seawater corrosion resistance to 15 years. This lightweight design of the anchor chain enhances its fatigue resistance and corrosion resistance. The active tension adjustment unit receives dynamic data on the force of the mooring cable through a real-time dynamic monitoring module, and automatically controls the tension adjustment device to dynamically adjust the pretension of the mooring cable, thereby enhancing the stability and wave resistance of the mooring system. The dynamic ballast balance unit acquires real-time dynamic data of the ship's attitude and environmental parameters through a real-time dynamic monitoring module, automatically adjusts the water distribution in the oil tanker's ballast tanks, and performs hull balance control to enhance the stability of the oil tanker in wind and waves. This invention employs a pontoon-type single-point mooring system. This system utilizes specially designed high-strength anchoring pontoons (made of marine engineering-grade composite materials, impact-resistant and seawater corrosion-resistant), integrated with quick-connect interfaces for mooring cables, and reinforced with anchor chain strength units. This constructs a flexible mooring system of "pontoon-lightweight anchor chain-hull." When encountering wind and waves, the pontoons can absorb surge energy through their own vertical and horizontal flexible buffering. Combined with an active tension adjustment unit, the mooring tension is dynamically adjusted to further reduce the hull's sway amplitude. Simultaneously, a dynamic ballast balancing unit adjusts the ballast in conjunction, allowing for a better fit between the pontoons and the hull's attitude. This triple synergy enhances the ship's resistance to wind and waves.

[0037] The advantages are: by establishing an anchor chain strength enhancement unit, an active tension adjustment unit, and a dynamic ballast balance unit, the anchor chain strength enhancement unit uses recyclable UHMWPE fiber anchor chains to reduce material loss; the dynamic ballast balance unit optimizes the ballast water regulation frequency through intelligent algorithms, reducing pump energy consumption (saving 15%-20% energy compared to traditional regulation methods), and has an oil spill warning function. It monitors the hull sealing in real time through liquid tank pressure sensors, and closes the transfer valves in case of abnormalities, which meets the environmental requirements of the IMO (International Maritime Organization). It uses high-strength materials, monitors and adjusts tension in real time, and automatically controls the hull balance to enhance anchor chain performance, mooring system stability, and oil tanker stability, thereby effectively coping with complex or extreme sea conditions. Finally, the system solves the problem of insufficient wind and wave resistance of the mooring system.

[0038] The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed, berthing order is allocated according to tonnage priority, and dynamic safety distance between oil tankers is considered. It conducts collision warnings and path planning, and adjusts the distance between ships in real time to above the safety threshold; In the multi-vehicle collaborative transshipment module, the intelligent arrangement of the work queue adopts an improved genetic algorithm, and the objective functions include minimizing the operation time and maximizing the safe distance. The tank sloshing suppression module is designed to suppress the sloshing energy in the tanker's liquid tanks. Active anti-sway control is implemented, driving the adjustable mass block inside the tank to move in the opposite direction to counteract the swaying kinetic energy. The adjustable mass block of the liquid tank sway suppression module has a response frequency of 0.5-5Hz and a sway energy suppression rate of ≥70% (under the condition of an effective wave height of 3m). Among them, the active anti-sway control adjusts the stroke of the mass block in real time according to the liquid level in the liquid tank. When the liquid level is <50%, the stroke is amplified by 1.2 times. The mooring point optimization configuration module is based on the optimal mooring point location. Automatic anchoring and positioning correction is performed. The anchor chain length is finely adjusted through the winch system to ensure that the deviation between the ship's position and the calculated value is less than 0.5°, and the accuracy of automatic anchoring and positioning correction is ≤0.5m. The yaw angle of the ship is controlled within ±2°.

[0039] The advantages are: through the joint collaboration of the multi-vehicle collaborative transshipment module, the liquid tank sloshing suppression module and the mooring point optimization configuration module, a series of operations are carried out, including operation queue arrangement, collision warning, path planning, active roll reduction and anchoring positioning correction, thereby achieving the goals of efficient and safe multi-vehicle transshipment, reducing the impact of liquid tank sloshing and optimizing mooring position. Finally, the system solves the problems of low operation efficiency and high safety risk.

[0040] An efficient transshipment method for oil tankers based on single-point mooring, the transshipment method being used in any of the transshipment systems described above, includes the following steps: Step 1: Establish a real-time dynamic monitoring module, a multi-dimensional data collection module, a multi-dimensional data analysis module, a wind and wave resistance enhancement module, a multi-vehicle collaborative transshipment module, a liquid tank sloshing suppression module, a mooring point optimization configuration module, an oil tanker type adaptation sub-module, an emergency response sub-module, a green energy-saving sub-module, and a control module. Step 2: The real-time dynamic monitoring module establishes three monitoring points to monitor dynamic data of port hydrology, dynamic data of meteorological conditions, and dynamic data of oil tanker location and ship status, and transmits the monitored dynamic data to the multi-dimensional data analysis module in real time. Step 3: The multi-dimensional data collection module collects tanker characteristic data, mooring equipment characteristic data, and static data related to the tanker's surrounding environment. After integration and processing, the data is transmitted to the multi-dimensional data analysis module. Step 4: The multi-dimensional data analysis module, based on the real-time monitoring and collected data from the real-time dynamic monitoring module and the multi-dimensional data collection module, outputs the collaborative carrying capacity of multiple oil tankers. Dynamic safety distance between oil tankers The sloshing energy that needs to be suppressed in the tanks of oil tankers and optimal mooring point location ; Step 5: The wind and wave resistance enhancement module increases the mooring system's wind and wave resistance through high-strength anchor chains, intelligent tension adjustment systems, and enhanced mooring equipment; Step Six: The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed based on the dynamic safety distance between oil tankers. To perform collision warning and path planning; Step 7: The tank sloshing suppression module determines the sloshing energy that needs to be suppressed in the oil tanks. Active anti-roll control is implemented; Step 8: The mooring point optimization configuration module configures the mooring points according to their optimal locations. Automatic anchoring and positioning correction; Step Nine: The tanker type adaptation submodule presets differentiated parameters for VLCCs, product tankers, and chemical tankers, and dynamically adjusts the collaborative carrying capacity of multiple tankers based on the tanker's deadweight tonnage. The sloshing energy that needs to be suppressed in the tanker oil tanks Parameters; Step 10: In the event of an emergency, the emergency response submodule initiates redundant equipment switching and manual alarm linkage. Step 11: The green and energy-saving submodule aims to empower the entire transshipment operation process with green technologies. It reduces system energy consumption through energy recycling and low-consumption equipment adaptation, while expanding multi-scenario operation capabilities to meet the needs of green shipping. Step 12: The control module generates and monitors the execution of system operation commands to automate and intelligentize oil tanker transshipment operations, and adds a safety monitoring mechanism, as follows: Level 3 alarm system: (1) Level 1 warning ( <1.2 times the threshold) → Audible and visual alarm; (2) Level 2 emergency ( <1.0 times the threshold) → Automatic deceleration; (3) Level 3 danger ( <0.8 times the threshold) → Emergency cable disconnection.

[0041] The advantages are: through the orderly execution of the above steps, from system establishment to data monitoring, collection, analysis and function implementation of each module, the modules advance layer by layer and cooperate with each other to realize the automation and intelligence of oil tanker transshipment operations in the system of this invention, so as to improve operational efficiency and safety, especially the ability to operate in complex sea conditions, and finally make the system have the advantages of high efficiency, safety and intelligence.

[0042] This invention integrates energy and emergency response (wave energy generation, 5-second emergency response); and is suitable for green shipping and multiple scenario expansions (hydrogen refueling, oil spill treatment).

[0043] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A high-efficiency transshipment system for oil tankers based on single-point mooring, characterized in that, It includes a real-time dynamic monitoring module, a multi-dimensional data collection module, a multi-dimensional data analysis module, a wind and wave resistance enhancement module, a multi-ship collaborative transshipment module, a liquid tank sloshing suppression module, a mooring point optimization configuration module, an oil tanker type adaptation sub-module, an emergency response sub-module, a green energy-saving sub-module, and a control module; The real-time dynamic monitoring module establishes three monitoring points to monitor dynamic data of port hydrology, dynamic data of meteorological conditions, and dynamic data of oil tanker location and ship status, and transmits the monitored dynamic data to the multi-dimensional data analysis module in real time. The multidimensional data collection module collects tanker characteristic data, mooring equipment characteristic data, and static data related to the tanker's surrounding environment. After integration and processing, the data is transmitted to the multidimensional data analysis module. The multi-dimensional data analysis module outputs the collaborative carrying capacity of multiple oil tankers based on the real-time monitoring data and collected data from the real-time dynamic monitoring module and the multi-dimensional data collection module. Dynamic safety distance between oil tankers The sloshing energy that needs to be suppressed in the tanks of oil tankers and optimal mooring point location ; The wave-resistant enhancement module increases the wave-resistant capability of the mooring system through high-strength anchor chains, an intelligent tension adjustment system, and enhanced mooring equipment. The enhanced mooring equipment includes mooring cables with anti-corrosion coating and redundant connection structures. The intelligent tension adjustment system has a response time of no more than 0.5 seconds and a tension control accuracy error of ±5%. The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed based on the dynamic safety distance between oil tankers. To perform collision warning and path planning; The tank sloshing suppression module is based on the sloshing energy that needs to be suppressed in the oil tanks. Active anti-roll control is implemented; The mooring point optimization configuration module is based on the optimal mooring point location. Automatic anchoring and positioning correction; The tanker type adaptation submodule is designed for VLCCs, product tankers, product tankers, and chemical tankers, with preset differentiated parameters to dynamically adjust the collaborative carrying capacity of multiple tankers based on their deadweight tonnage. The sloshing energy that needs to be suppressed in the tanker oil tanks Parameters; In the event of an emergency, the emergency response submodule initiates redundant device switching and manual alarm linkage. The green and energy-saving submodule aims to empower the entire transshipment operation process with green technologies. It reduces system energy consumption through energy recycling and low-consumption equipment adaptation, while expanding multi-scenario operation capabilities to meet the needs of green shipping. The control module generates and monitors the execution of system operation commands, thereby automating and intelligentizing oil tanker transshipment operations. The above modules achieve data communication and command linkage through the control module. The output data of the real-time dynamic monitoring module and the multi-dimensional data collection module serve as the input of the multi-dimensional data analysis module. The calculation results of the multi-dimensional data analysis module directly drive the multi-ship collaborative transshipment module, the liquid tank sloshing suppression module, and the mooring point optimization configuration module.

2. The efficient oil tanker transshipment system based on single-point mooring according to claim 1, characterized in that: The real-time dynamic monitoring module includes a hydro-meteorological monitoring unit, an oil tanker positioning monitoring unit, and a mooring status monitoring unit. The hydrological and meteorological monitoring unit collects port hydrological and meteorological data in real time through a sensor network. The oil tanker positioning and monitoring unit tracks the longitude, latitude, draft, distance, and movement trajectory of the oil tanker in real time using GPS, AIS, and radar. The mooring status monitoring unit monitors dynamic parameters such as anchor chain tension, hull attitude, mooring cable force, turret angle, and tanker yaw angle in real time using strain sensors, tilt sensors, tension sensors, and displacement sensors.

3. The efficient oil tanker transshipment system based on single-point mooring according to claim 1, characterized in that: The multidimensional data collection module includes an oil tanker feature acquisition unit, a mooring equipment feature acquisition unit, an environmental parameter acquisition unit, a data verification subunit, and a data storage unit; The oil tanker feature collection unit collects oil tanker feature data by querying the database through shipborne sensors; The mooring equipment feature collection unit collects mooring equipment feature data through equipment sensors and the system; The environmental parameter collection unit collects static data related to the environment around the oil tanker through fixed port monitoring equipment and historical data queries. The data verification subunit uses Kalman filtering and cyclic redundancy check to perform noise reduction and error correction on the sensor data collected by the oil tanker feature acquisition unit, mooring equipment feature collection unit and environmental parameter collection unit. The positioning data error is controlled within 2m and the tension data error is ±3%. The data storage unit is used for historical data caching and algorithm training.

4. The efficient oil tanker transshipment system based on single-point mooring according to claim 1, characterized in that: The multidimensional data analysis module includes a multi-ship collaborative analysis unit, a liquid tank sloshing analysis unit, a mooring point analysis unit, and a module health monitoring subunit. The module health monitoring subunit diagnoses the operating status of each module in real time. When the sensor data anomaly rate is >5%, it automatically switches to a redundant module. When the multidimensional data analysis module outputs conflicting commands, the control module prioritizes executing safety commands and restarts efficiency commands after the safety threshold is restored.

5. The efficient oil tanker transshipment system based on single-point mooring according to claim 4, characterized in that: The multi-ship collaborative analysis unit calculates the collaborative carrying capacity of multiple oil tankers based on real-time monitoring data and collected data. Dynamic safety distance between oil tankers The calculation formula is as follows: Based on an extension of Archimedes' principle, and utilizing the underwater volume of the ship's hull... The carrying capacity of a single ship is calculated by multiplying the product of the product with the seawater density ρ, and then adding a safety factor. Correcting redundancy in the hull structure, specifically: ； In the formula, This indicates the combined carrying capacity of multiple oil tankers. This represents the safety factor, k, which is dynamically adjusted according to the type of oil tanker. For crude oil tankers, it is 0.6-0.7; for product oil tankers, it is 0.7-0.

8. The environmental compensation factor is 1.4-1.5 when the wind and wave level is ≥6, and 1.2-1.3 when the wind and wave level is <6. , , Let be the length, width, and draft of the i-th ship, respectively; ρ represent the seawater density; and m represent the number of oil tankers participating in the coordinated transshipment operation. The formula is applicable to oil tankers with a draft of less than 20m. For ultra-deep draft scenarios, a water depth correction factor δ needs to be introduced. ； In the formula, This indicates the dynamic safe distance between oil tankers. Represents relative velocity. Indicates system response time. Indicates the significant wave height. This represents the environmental compensation coefficient.

6. The efficient oil tanker transshipment system based on single-point mooring according to claim 4, characterized in that: The tank sloshing analysis unit calculates the sloshing energy that needs to be suppressed in the oil tanker based on real-time monitoring data and collected data. The calculation formula is as follows: ； In the formula, This indicates the amount of sloshing energy that needs to be suppressed in the tanks of an oil tanker. Indicates the fluid damping coefficient. Indicates the rate of change of liquid level in the tank. This indicates the bulkhead pressure correction factor. This indicates changes in cabin pressure. This represents the free surface area.

7. The efficient oil tanker transshipment system based on single-point mooring according to claim 4, characterized in that: The mooring point analysis unit calculates the optimal mooring point location based on real-time monitoring data and collected data. The calculation formula is as follows: ； In the formula, This indicates the optimal mooring point location. This indicates the weighting coefficient for the influence of ship motion. This represents the amplitude of the ship's motion at the i-th monitoring point. This indicates the weighting coefficient representing the influence of wave forces. This represents the force exerted by the wave on the ship's hull at the i-th monitoring point. This indicates the weighting coefficient for the safety impact of oil tanker spacing. , and Calculations using the analytic hierarchy process (AHP) show that the weight of the influence of ship motion is 0.3-0.4 when the wave level is <5, and increases to 0.5-0.6 when the wave level is >5. denoted as the minimum safe distance between the i-th monitoring point and surrounding oil tankers, and n represents the number of monitoring points.

8. The efficient oil tanker transshipment system based on single-point mooring according to claim 1, characterized in that: The wind and wave resistance enhancement module includes an anchor chain strength strengthening unit, an active tension adjustment unit, and a dynamic ballast balance unit. The anchor chain strength strengthening unit uses UHMWPE fiber to replace traditional steel, thus achieving a lightweight design for the anchor chain. The active tension adjustment unit receives dynamic data on the force of the mooring cable through a real-time dynamic monitoring module and automatically controls the tension adjustment device to dynamically adjust the preload of the mooring cable. The dynamic ballast balance unit acquires real-time dynamic data of the ship's attitude and environmental parameters through a real-time dynamic monitoring module, and automatically adjusts the water distribution in the oil tanker's ballast tanks to control the ship's balance.

9. The efficient oil tanker transshipment system based on single-point mooring according to claim 1, characterized in that: The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed, berthing order is allocated according to tonnage priority, and dynamic safety distance between oil tankers is considered. It conducts collision warnings and path planning, and adjusts the distance between ships in real time to above the safety threshold; The intelligent arrangement of the work queue in the multi-vehicle collaborative transshipment module adopts an improved genetic algorithm, and the objective functions include minimizing the operation time and maximizing the safe distance. The tank sloshing suppression module is based on the sloshing energy that needs to be suppressed in the oil tanks. Active anti-roll control is implemented, driving the adjustable mass block inside the tank to move in the opposite direction to counteract the swaying kinetic energy. Its active anti-roll control adjusts the stroke of the mass block in real time according to the liquid level in the tank. When the liquid level is <50%, the stroke is amplified by 1.2 times. The mooring point optimization configuration module is based on the optimal mooring point location. Automatic anchoring and positioning correction is performed.

10. A highly efficient transshipment method for oil tankers based on single-point mooring, wherein the transshipment method is used in the transshipment system described in any one of claims 1-9, characterized in that, Includes the following steps: Step 1: Establish a real-time dynamic monitoring module, a multi-dimensional data collection module, a multi-dimensional data analysis module, a wind and wave resistance enhancement module, a multi-vehicle collaborative transshipment module, a liquid tank sloshing suppression module, a mooring point optimization configuration module, an oil tanker type adaptation sub-module, an emergency response sub-module, a green energy-saving sub-module, and a control module. Step 2: The real-time dynamic monitoring module establishes three monitoring points to monitor dynamic data of port hydrology, dynamic data of meteorological conditions, and dynamic data of oil tanker location and ship status, and transmits the monitored dynamic data to the multi-dimensional data analysis module in real time. Step 3: The multi-dimensional data collection module collects tanker characteristic data, mooring equipment characteristic data, and static data related to the tanker's surrounding environment. After integration and processing, the data is transmitted to the multi-dimensional data analysis module. Step 4: The multi-dimensional data analysis module, based on the real-time monitoring and collected data from the real-time dynamic monitoring module and the multi-dimensional data collection module, outputs the collaborative carrying capacity of multiple oil tankers. Dynamic safety distance between oil tankers The sloshing energy that needs to be suppressed in the tanks of oil tankers and optimal mooring point location ; Step 5: The wind and wave resistance enhancement module increases the mooring system's wind and wave resistance through high-strength anchor chains, intelligent tension adjustment systems, and enhanced mooring equipment; Step Six: The multi-ship collaborative transshipment module is based on the collaborative carrying capacity of multiple oil tankers. Intelligent scheduling of work queues is performed based on the dynamic safety distance between oil tankers. To perform collision warning and path planning; Step 7: The tank sloshing suppression module determines the sloshing energy that needs to be suppressed in the oil tanks. Active anti-roll control is implemented; Step 8: The mooring point optimization configuration module configures the mooring points according to their optimal locations. Automatic anchoring and positioning correction; Step Nine: The tanker type adaptation submodule presets differentiated parameters for VLCCs, product tankers, and chemical tankers, and dynamically adjusts the collaborative carrying capacity of multiple tankers based on the tanker's deadweight tonnage. The sloshing energy that needs to be suppressed in the tanker oil tanks Parameters; Step 10: In the event of an emergency, the emergency response submodule initiates redundant equipment switching and manual alarm linkage. Step 11: The green and energy-saving submodule aims to empower the entire transshipment operation process with green technologies. It reduces system energy consumption through energy recycling and low-consumption equipment adaptation, while expanding multi-scenario operation capabilities to meet the needs of green shipping. Step 12: The control module generates and monitors the execution of system operation commands to achieve automation and intelligence in oil tanker transshipment operations.

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