Management system for safe operation

Abstract

A management system for safe operation according to an embodiment includes: a diffusion state acquisition unit for acquiring data on a diffusion state of ammonia gas that has leaked out inside an ammonia-fueled ship; a prediction unit for calculating an ammonia-gas concentration distribution on the basis of the data on the diffusion state of ammonia gas; an entry matrix for determining an entry condition corresponding to the ammonia gas concentration and a barrier level; and an update unit for updating the entry condition for each of a plurality of compartments included in the ammonia-fueled ship, on the basis of the ammonia-gas concentration distribution and facility information of the ammonia-fueled ship.

Description

Safety Operation Management System

[0001] FIELD An embodiment of the present invention relates to a security management system.

[0002] As one of the efforts to reduce carbon dioxide emissions, ammonia-fueled ships that use ammonia as fuel are being considered.

[0003] Ammonia, whether in liquid or gas form, has a high potential for adverse effects on the human body. Therefore, ammonia-fueled ships are required to implement measures not only to prevent ammonia leakage, but also to take measures in the event of an ammonia leak.

[0004] Patent Document 1 discloses that the exhaust fan and pump are controlled differently depending on whether the ammonia concentration in the compartment is equal to or higher than a first threshold value or not.

[0005] Japanese Patent Application Publication No. 2023-9884

[0006] For example, the engine room of an ammonia-fueled ship is an area with a relatively high risk of ammonia leaks, as it is home to ammonia-fueled equipment such as the main engine and generator. Crew members enter various compartments in the engine room to perform their work, but because ammonia gas is invisible to humans, crew members working in the engine room are unable to recognize dangerous areas in the event of an ammonia gas leak. Therefore, a system was needed to ensure crew safety in the event of an ammonia gas leak.

[0007] An object of an embodiment of the present invention is to provide a safety operation management system that ensures the safety of crew members in the event of an ammonia leak.

[0008] A safety operation management system according to a first aspect of the present invention comprises: a diffusion state acquisition unit that acquires data regarding the diffusion state of ammonia gas leaked on board an ammonia-fueled ship; a prediction unit that calculates an ammonia gas concentration distribution based on the data regarding the diffusion state of the ammonia gas; an entry matrix that defines entry conditions according to the ammonia gas concentration and a barrier level; and an update unit that updates the entry conditions for each of a plurality of compartments included in the ammonia-fueled ship based on the ammonia gas concentration distribution and facility information of the ammonia-fueled ship. A safety operation management system according to a second aspect of the present invention is the safety operation management system according to the first aspect, wherein the data regarding the diffusion state of ammonia gas includes image data taken by an ammonia gas camera installed on board the ammonia-fueled ship.

[0009] A safety operation management system according to a third aspect of the present invention is the safety operation management system according to the first aspect, wherein the prediction unit calculates the concentration distribution of the ammonia gas in real time based on a simulation of the diffusion state of the ammonia gas using the detection values ​​of an ammonia gas sensor installed inside the ammonia-fueled ship.

[0010] A safety operation management system according to a fourth aspect of the present invention is a safety operation management system according to the first aspect, wherein the diffusion state acquisition unit acquires the diffusion state of the ammonia gas from a memory unit that stores a pre-calculated diffusion state of the ammonia gas based on detection values ​​from multiple types of sensors installed on board the ammonia-fueled ship.

[0011] A safety operation management system according to a fifth aspect of the present invention is a safety operation management system according to the third or fourth aspect, wherein the data regarding the diffusion state of the ammonia gas includes the detection results of a plurality of detection units installed on the ammonia-fueled ship that detect ammonia gas concentration, and the operating state of each of a plurality of pieces of equipment on the ammonia-fueled ship.

[0012] A safety operation management system according to a sixth aspect of the present invention is a safety operation management system according to the first aspect, further comprising a notification unit that visually notifies the entry conditions in each of the plurality of sections, and when the entry conditions are updated by the update unit, the notification by the notification unit is changed in accordance with the update results.

[0013] A safety operation management system according to a seventh aspect of the present invention is the safety operation management system according to the first aspect, further comprising a danger area derivation unit that derives danger areas in the event of an ammonia leak based on the ammonia gas concentration distribution and the equipment information, and a notification unit that visually notifies of the danger areas.

[0014] A safety operation management system according to an eighth aspect of the present invention is the safety operation management system according to the first aspect, further comprising an attribute detection unit that detects attributes including the status of equipment of a person when the person is about to enter a specific section within the ammonia-fueled ship, and a judgment unit that compares the attributes with the entry conditions for the specific section and judges whether the entry conditions for the specific section are met.

[0015] A safety operation management system according to a ninth aspect of the present invention is the safety operation management system according to the eighth aspect, wherein the judgment unit issues an alarm if the conditions for entering the specific area are not met.

[0016] A safety operation management system according to a tenth aspect of the present invention is a safety operation management system according to the eighth aspect, in which the judgment unit makes the specific area accessible when the conditions for entering the specific area are met.

[0017] According to an embodiment of the present invention, it is possible to provide a safety operation management system that ensures the safety of crew members in the event of an ammonia leak.

[0018] Fig. 1 is a side view schematically showing an example of the configuration of an ammonia-fueled ship to which a safety operation management system of an embodiment is applied. Fig. 2 is a block diagram schematically showing an example of the configuration of a safety operation management system of an embodiment. Fig. 3 is a diagram for explaining an example of an entry matrix used in the safety operation management system of an embodiment. Fig. 4 is a diagram for explaining an example of the number of barriers that serves as an index for the entry matrix shown in Fig. 3. Fig. 5 is a flowchart for explaining an example of the operation of the safety operation management system of an embodiment. Fig. 6 is a diagram for explaining an example of an entry condition to a section according to the entry matrix.

[0019] The embodiments will be described with reference to the drawings. Note that the scale of each part in the drawings used in the following description of the embodiments may be changed as appropriate. Also, for the sake of explanation, the drawings used in the following description of the embodiments may omit components.

[0020] Fig. 1 is a side view schematically showing an example of the configuration of an ammonia-fueled ship to which a safety operation management system of an embodiment is applied. The side view shown in Fig. 1 is a view taken along a direction perpendicular to the longitudinal direction of the ammonia-fueled ship. The x-axis is an axis parallel to the horizontal plane and along the longitudinal direction of the ammonia-fueled ship 10. The y-axis is an axis parallel to the horizontal plane and along the width direction of the ammonia-fueled ship 10. The y-axis is perpendicular to the x-axis. The z-axis is an axis along the vertical direction.

[0021] The ammonia-fueled ship 10 is a ship that is propelled using ammonia as fuel. The ammonia-fueled ship 10 is not limited to a ship that uses only ammonia as fuel. The ammonia-fueled ship 10 may be a ship that uses fuel other than ammonia, such as heavy oil, in addition to ammonia.

[0022] The ammonia-fueled ship 10 comprises an engine room ER, a main engine 11, an engine room fan 13, an engine room fan duct 130, pressurization fans 7 and 8, pressurization fan ducts 70 and 80, an escape trunk 14, and auxiliary machinery 12. The engine room ER is a room in which the main engine 11 is installed. In addition to the main engine 11, the engine room ER is also equipped with other equipment (auxiliary machinery 12) such as a generator, boiler, and pumps. The engine room ER is an area where crew members work, and is also an area with a high risk of ammonia gas leakage, and therefore is an area where crew members are likely to be harmed by an ammonia gas leak.

[0023] In this embodiment, the engine room ER is a compartment connected to multiple floors located above and below deck DC and is isolated from the crew's accommodation area. The engine room ER has, for example, a first floor F1 to a fourth floor F4 located between the bottom BTM of the engine room ER and deck DC, and a fifth floor F5 to an eighth floor F8 located on deck DC. Crew members can move between the floors from the first floor F1 on the bottom BTM side of the engine room ER to the eighth floor F8 (the top floor), and between the engine room ER and the accommodation area, by using stairs, elevators, etc. (not shown).

[0024] The main engine 11 is an engine driven by ammonia fuel and is housed in the engine room ER. The main engine 11 is not limited to an engine that uses only ammonia fuel. The main engine 11 may be an engine that can switch between being driven by ammonia fuel and being driven by a fuel other than ammonia fuel, such as heavy oil. The main engine 11 rotates a propeller to propel the ammonia-fueled ship 10.

[0025] The main engine 11 is installed on the first floor F1 of the engine room ER and extends in a direction perpendicular to the bottom surface of the engine room ER (on the bottom BTM). Here, the bottom surface of the engine room ER is assumed to be a surface parallel to the horizontal plane. The upper part of the main engine 11 is surrounded by a half bulkhead WH, and is incompletely isolated from the space within the engine room ER.

[0026] The engine room ER may be provided with a gas-freeing system that discharges ammonia gas from the space outside the ship. Gas-freeing does not need to be performed for all compartments included in the engine room ER, but may be performed for at least some of the compartments.

[0027] For example, the engine room ER is provided with an engine room fan 13 and an engine room fan duct 130 that draw in outside air from outside the ship. The engine room fan 13 is desirably installed in a location where there is no (or a low) risk of drawing in ammonia (air with a high ammonia concentration) that has leaked outside the ship. The engine room fan duct 130, which is connected to the engine room fan 13, is disposed extending between the engine room fan 13 and a plurality of exhaust ports 131-133. The air discharged into the engine room ER from the exhaust ports 131-133 of the engine room fan duct 130 is used for ventilation control in the event of an ammonia leak, to supply combustion air, and to cool the engine room ER and equipment.

[0028] The number and locations of exhaust ports of the engine room fan duct 130 in the engine room ER are desirably determined according to the configuration of the engine room ER and the arrangement of the equipment. For example, an exhaust port may be provided on each of the multiple stories FL1-FL8 of the engine room ER, or multiple exhaust ports may be provided on each story.

[0029] The exhaust ports 131-133 of the engine room fan duct 130 have openings that connect the space within the engine room fan duct 130 to the space within the engine room ER, and are positioned to exhaust outside air toward the engine room ER. Because ammonia gas is lighter than air, in the event of an ammonia leak in the engine room ER, the outside air exhausted from the exhaust ports 131-133 of the engine room fan duct 130 will accumulate at the bottom of the engine room ER, preventing the ammonia gas concentration in the lower part of the engine room ER from increasing. The ammonia gas that rises to the upper part of the engine room ER may be forcibly exhausted overboard from an exhaust port (not shown) by, for example, a fan, or may be pushed up by the air in the engine room ER and exhausted from an exhaust port (not shown) provided at the top of the engine room ER.

[0030] The engine room ER includes multiple compartments, such as a workshop WS and an engine control room CR. The workshop WS is a room created by partitioning off part of the engine room ER and is equipped with machine tools, workbenches, etc. The workshop WS is a compartment where crew members may stay for a relatively long time to perform work. In the example shown in Figure 1, the workshop WS is installed on the fourth floor F4 and is located above the main engine 11, generators, boilers, and other equipment. Note that the location of the workshop WS is not limited to the example shown in Figure 1, and it may be located at the same height as or below the main engine 11 and other equipment. In addition, the space within the workshop WS may be pressurized to prevent air from entering from the outside, and pressure control may be performed to maintain a positive pressure.

[0031] The pressurization fan 8 draws outside air from outside the ship toward the pressurization fan duct 80. In this embodiment, the pressurization fan 8 is installed in an opening that communicates between the outside of the ship and the inside of the pressurization fan duct 80 in the accommodation area above the workshop WS. The pressurization fan 8 is desirably installed in a location where there is no (or a low) risk of drawing in ammonia (air with a high ammonia concentration) that has leaked outside the ship. The exhaust port of the pressurization fan duct 80 opens into the space within the workshop WS. In other words, the pressurization fan 8 and the pressurization fan duct 80 are pressure control devices that maintain a positive pressure (pressurize) inside the workshop WS.

[0032] The engine control room CR is a room created by partitioning off part of the engine room ER, and is equipped with a remote control console for the main engine 11, main engine-related instruments, a main distribution board, monitors, and other equipment for remotely monitoring the main engine 11, generators, motors, and other equipment, as well as plant pressure, temperature, and other measurements.

[0033] In addition to the above-mentioned components, the engine room ER may include various facilities for crew work and multiple compartments separated by bulkheads or semi-bulkheads. For example, the engine room ER may be provided with an escape trunk 14. The escape trunk 14 is a passageway or staircase connecting the spaces on each floor of the engine room ER with the outside of the ship, such as the upper deck DC. The engine room ER is preferably pressurized and maintained at a positive pressure, and pressure control is performed to prevent air from flowing in from the engine room ER.

[0034] The pressurization fan 7 draws outside air from outside the ship toward the pressurization fan duct 70. In this embodiment, the pressurization fan 7 is installed on the eighth floor F8 at an opening that communicates between the outside of the ship and the inside of the pressurization fan duct 70. The pressurization fan 7 is desirably installed in a location where there is no (or a low) risk of drawing in ammonia (air with a high ammonia concentration) that has leaked outside the ship. The exhaust port of the pressurization fan duct 70 opens into the space within the escape trunk 14. In other words, the pressurization fan 7 and the pressurization fan duct 70 are pressure control devices that maintain a positive pressure (pressurize) the inside of the escape trunk 14 and the space that communicates with the inside of the escape trunk 14.

[0035] 2 is a block diagram illustrating a schematic configuration example of a safety operation management system according to an embodiment. The safety operation management system according to this embodiment includes a safety operation management system server 100, a plurality of ammonia gas cameras SS1, a plurality of ammonia gas detectors SS2, a plurality of signal lights SLT, a plurality of speakers SPK, a camera SS3, a door lock DLK, equipment 200, a temperature sensor SS4, a humidity sensor SS5, and an air pressure sensor SS6. The safety operation management system server 100 is communicatively connected to the plurality of ammonia gas cameras SS1, the plurality of ammonia gas detectors SS2, the plurality of signal lights SLT, the plurality of speakers SPK, the camera SS3, the door lock DLK, and various equipment 200 via a communication network NW such as the Internet or Ethernet (registered trademark).

[0036] The security management system server 100 may be a single server device or may include multiple server devices. The security management system in Fig. 2 includes one camera SS3 and one door lock DLK, but may include multiple cameras SS3 and multiple door locks DLK.

[0037] The facilities 200 include various facilities installed inside the ammonia-fueled ship 10, and may include, for example, the main engine 11, auxiliary machinery 12 such as a boiler and a generator, doors and hatches, engine room ER fans 7, 8, and 13, pressure control equipment, etc. Each of the facilities 200 is configured to be able to communicate with the safety operation management system server 100 via the network NW, and periodically transmits information data used for facility management to the safety operation management system server 100, including information on the operating status of each facility (loads on the main engine 11 and generator, operating status of the engine room fan 13 and pressurization fans 7 and 8, operating status of the pressure control equipment, open / closed status of doors and hatches in each compartment of the engine room ER, operating mode of the main engine 11 and generator (ammonia fuel operation mode, heavy oil operation mode), etc.).

[0038] The ammonia gas camera SS1 is, for example, an infrared camera for gas detection, and is a sensor that can capture images (still images and video) that visualize gas that cannot be seen by humans. The ammonia gas camera SS1 may detect the concentration of ammonia gas from the captured images and output the detection results. The ammonia gas camera SS1 is preferably installed in a location where there is a high risk of ammonia gas leakage or where the diffusion state from the ammonia gas leakage location falls within the angle of view. The ammonia gas camera SS1 periodically transmits the detection results, including the captured images, to the safety operation management system server 100.

[0039] The ammonia gas detector SS2 is a gas sensor that functions, for example, as a detector for detecting the concentration of ammonia gas, a target gas in the installation environment, and detects and outputs a value corresponding to the target gas concentration. The ammonia gas detector SS2 is preferably installed in the required number of locations, for example, where it can verify the gas flow at the ammonia gas leak location and can detect as small a gas leak as possible. Furthermore, the installation location of the ammonia gas detector SS2 is preferably determined taking into account the air flow due to ventilation control and the configuration of the engine room ER (equipment layout, ventilation duct layout, exhaust duct layout, etc.), since ammonia gas leaking, which has a specific gravity lighter than air, generally moves upward within the space. The ammonia gas detector SS2 periodically transmits the ammonia gas detection result (a value corresponding to the gas concentration) to the safety operation management system server 100.

[0040] The temperature sensor SS4, humidity sensor SS5, and air pressure sensor SS6 are installed in the engine room ER, detect the temperature, humidity, and air pressure in the installation environment, and periodically transmit the detection results to the safety operation management system server 100. The temperature sensor SS4, humidity sensor SS5, and air pressure sensor SS6 are desirably installed in locations where there is a high risk of ammonia gas leakage, and it is desirably installed in the required locations and in the required number of each.

[0041] The signal light SLT is a lighting device that can visually notify the situation on board the ship by, for example, rotating or flashing. The signal light SLT can emit multiple colors, such as red, blue, yellow, green, purple, pink, and white. The signal light SLT's operation is controlled by a control signal from the safety operation management system server 100, and is used to visually notify crew members of the entry conditions for each compartment of the engine room ER, the ammonia concentration, safe routes (safe areas), and dangerous areas in the event of an ammonia gas leak, for example. A dangerous area is an area where entry by a person is likely to cause adverse effects on the human body, and the signal light SLT's emission color and flashing timing may vary depending on the level of danger of the dangerous area. The signal light SLT can be installed in areas on an ammonia-fueled ship where there is a risk of ammonia leaks, for example, near the entrances to each compartment of the engine room ER, or on the walls, floors, or ceilings of corridors.

[0042] The signal lights SLT may be used to visually notify crew members of fires, equipment abnormalities, and other events other than ammonia gas leaks, and the lighting color and flashing timing may vary depending on the information to be notified. The safety operation management system may also include a display unit DP installed near the entrance door or entrance to an isolated space such as an AFSS room or generator room. The display unit DP may include a display panel such as an LCD panel or an organic EL display panel, and may display information provided by the safety operation management system server 100 on the display panel for presentation to crew members. The display unit DP may display, for example, the entry conditions for the isolated space based on the entry matrix EM described below, as well as letters, symbols, colors, and combinations thereof corresponding to the entry conditions. The display unit DP may also be installed in a location on the ammonia-fueled ship 10 other than the entrance to the isolated space, and may present various information to crew members. The display unit DP may display, for example, a map visually showing the ammonia gas concentration distribution or the fire situation in a situation where crew members need to evacuate, such as in the event of an ammonia gas leak or a fire, a map showing dangerous areas, or a map showing a safe route from the location where the display unit DP is installed to the entrance of the escape trunk 14.

[0043] The speaker SPK is an acoustic device that can audibly notify the situation inside and outside the ship. The operation of the speaker SPK is controlled by a control signal from the safety operation management system server 100, and is used to output alarms and warnings according to the situation inside the ship, for example, in the event of an ammonia gas leak, make sounds, and output audio instructions for the crew. In areas where crew members work on the ammonia-fueled ship 10, the crew often find it difficult to hear other sounds due to the sounds of operating equipment. Therefore, it is desirable to determine the installation position and audio output direction of the speaker SPK that audibly notifies the crew members, taking into account the head positions of the crew members working.

[0044] The speaker SPK may be used to auditorily notify crew members of fires, equipment abnormalities, and the like other than ammonia gas leaks, and the alarm or warning sound may be different depending on the information to be notified. Furthermore, the configuration for auditorily notifying crew members of information is not limited to the speaker SPK, and may be a configuration in which information is auditorily notified to crew members using a bell or chimes.

[0045] The camera SS3 is a sensor that captures images (still images and video) inside the ammonia-fueled ship 10 and outputs image data. The camera SS3 is installed so as to capture images near the entrance to a section in the engine room ER where entry conditions for crew members are set. The camera SS3 periodically transmits the captured images to the safety operation management system server 100.

[0046] The door lock DLK opens and closes the entrances and exits of the engine room ER compartment (for example, locks and unlocks doors and hatches) in response to, for example, control signals from the safety operation management system server 100 or sensor output values.

[0047] The safety operation management system server 100 performs operation management of the ammonia-fueled ship 10 when an abnormality occurs, such as an ammonia gas leak. The safety operation management system server 100 is, for example, a computing device including at least one processor and a memory that stores programs executed by the processor, and can execute various functions by software or a combination of software and hardware.

[0048] The security management system server 100 includes a control unit 110, a storage unit 120, an I / O 130, a communication unit 140, and an operation unit 150. The communication unit 140 is a circuit that performs communication between the security management system server 100 and an external network NW.

[0049] The I / O 130 is a component that inputs and outputs information between the security management system server 100 and the user. The I / O 130 may include input devices, output devices, and I / O terminals to which the input devices and output devices are connected. Input devices may include, for example, a keyboard, a microphone, a mouse, a camera, a touch panel, etc. Output devices may include, for example, a printer, a speaker, a display, etc.

[0050] The input device and output device may also include a drive for reading software stored in a storage medium and writing data to the storage medium. The drive may include, for example, a CD (Compact Disk) drive or a DVD (Digital Versatile Disk) drive. The storage medium is a medium that stores software and data by electrical, magnetic, optical, mechanical, or chemical action. The storage medium may also store a program used by the security management system server 100.

[0051] The operation unit 150 includes operation buttons and the like that are operated by a user of the safety operation management system server 100. The storage unit 120 includes, for example, a hard disk drive (HDD) or a solid state drive (SSD). The storage unit 120 stores information used in various processes in the safety operation management system server 100. In this embodiment, the storage unit 120 stores simulation results 121 (described later), an entry matrix EM, equipment information 122 (including the operating status of the equipment) installed on the ammonia-fueled ship 10, design information 123 of the ammonia-fueled ship 10, and various history information 124 such as equipment information and histories of information detected by various sensors.

[0052] The control unit 110 is a circuit that controls each component of the security management system server 100. The control unit 110 includes a processor such as a CPU (central processing unit), a RAM (random access memory), and a ROM (read only memory). The CPU of the control unit 110 controls the entire security management system server 100 in accordance with the programs stored in the ROM of the control unit 110. The RAM of the control unit 110 has a working area for the CPU of the control unit 110 and includes, for example, a main memory unit that temporarily stores programs read from the ROM and data used to execute the programs. The ROM of the control unit 110 includes, for example, an auxiliary memory unit that stores programs used by the security management system server 100.

[0053] The control unit 110 acquires information data transmitted to the safety operation management system server 100 via the network NW from the various sensors SS1-SS6 and the equipment 200 of the safety operation management system, associates the information with identification information that identifies the information and time information, and records the information as history information 124 in the storage unit 120. The control unit 110 also performs various calculations using the information stored in the storage unit 120 and information acquired from the various sensors SS1-SS6 and the equipment 200, and can control components within the ammonia-fueled ship 10, such as the notification unit (including the signal light SLT, speaker SPK, and display unit DP), door lock DLK, etc., according to the calculation results.

[0054] The control unit 110 includes an acquisition unit 111, a determination unit 112, a prediction unit 113, an image processing unit 114, an update unit 115, and a danger area derivation unit 116. The acquisition unit 111 functions as a diffusion state acquisition unit that acquires data related to the diffusion state of ammonia gas leaked inside the ammonia-fueled ship 10. The data related to the diffusion state of ammonia gas includes data used for calculating the concentration distribution of ammonia gas in the prediction unit 113. The acquisition unit 111 supplies the data related to the diffusion state of ammonia gas to the prediction unit 113, which will be described later.

[0055] The acquisition unit 111 may acquire, as data regarding the diffusion state of ammonia gas, image data captured by an ammonia gas camera SS1 installed inside the ammonia-fueled ship 10. The acquisition unit 111 can acquire, for example, the position (e.g., two-dimensional coordinates) where ammonia gas is present in the image captured by the ammonia gas camera SS1, design information 123 of the ammonia-fueled ship 10 stored in the memory unit 120 (information such as the installation position and angle of view of the ammonia gas camera SS1, ventilation control design information, etc.), and information regarding the operating state of each of a plurality of pieces of equipment on the ammonia-fueled ship 10 (operating states of the engine room fan 13 and pressure control equipment, etc.), as data regarding the diffusion state of ammonia gas inside the ammonia-fueled ship 10.

[0056] Furthermore, the acquisition unit 111 may acquire, for example, the detection value of the ammonia gas detector SS2 installed in the ammonia-fueled ship 10 as data related to the diffusion state of ammonia gas. The acquisition unit 111 can acquire, for example, the detection values ​​of the ammonia gas concentration by multiple ammonia gas detectors SS2 installed in various positions in the ammonia-fueled ship 10, design information 123 of the ammonia-fueled ship 10 (installation positions of the ammonia gas detectors SS2, ventilation control design information, etc.), and information related to the operating status of each of multiple pieces of equipment in the ammonia-fueled ship 10 (operating status of the engine room fan 13 and pressure control devices, etc.), as data related to the diffusion state of ammonia gas in the ammonia-fueled ship 10. The acquisition unit 111 can record the acquired data related to the diffusion state of ammonia gas in the memory unit 120 by associating it with time information and identification information for each piece of information. The information recorded by the acquisition unit 111 is included in the equipment information 122, design information 123, and history information 124.

[0057] The acquisition unit 111 may also read past data regarding the diffusion state of ammonia gas, such as the detected value of ammonia gas concentration and image data captured by an ammonia gas camera, from the memory unit 120 and provide this data to the prediction unit 113 as data regarding the diffusion state of ammonia gas, or may provide the prediction unit 113 with the latest data regarding the diffusion state of ammonia gas acquired from sensors SS1-SS6 and equipment 200.

[0058] The prediction unit 113 calculates the ammonia gas concentration distribution based on the data related to the diffusion state of ammonia gas supplied from the acquisition unit 111. The prediction unit 113 may calculate the ammonia gas concentration distribution based on data related to the diffusion state of ammonia gas, which includes data including the operating states of each of a plurality of pieces of equipment in the ammonia-fueled ship 10, for example.

[0059] The prediction unit 113 can, for example, calculate the air flow inside the ammonia-fueled ship 10 from the operating status of the equipment inside the ammonia-fueled ship 10 and the detection values ​​of the various sensors SS1-SS6, perform fluid analysis based on the ammonia gas diffusion state (detection results of ammonia gas concentration, etc.) and the air flow, and calculate the ammonia gas concentration distribution inside the ship. The prediction unit 113 can calculate the ammonia gas concentration distribution inside the ship in real time based on the air flow inside the ammonia-fueled ship, for example, by further using the ammonia gas concentration detected by the ammonia gas camera SS1 and the ammonia gas concentration detected by the ammonia gas detector SS2.

[0060] Furthermore, the prediction unit 113 may acquire a simulation result of the ammonia gas concentration corresponding to the newly obtained parameters from simulation results 121 in which the ammonia gas concentration distribution has been calculated in advance under various conditions using, for example, data on the diffusion state, such as detection values ​​from multiple types of sensors SS1-SS6 installed in the ammonia-fueled ship 10, and the operating state of the equipment 200 as parameters, and use this simulation result as the ammonia gas concentration distribution. For example, the prediction unit 113 may read from the storage unit 120 a simulation result of the ammonia gas concentration distribution that was calculated in advance in the past under conditions that are closest to the latest detection values ​​from the sensors SS1-SS6 and information on the latest operating state of the equipment 200, and use this as the ammonia gas concentration distribution. The prediction unit 113 supplies the calculated or acquired ammonia gas concentration distribution to the update unit 115.

[0061] The update unit 115 updates the entry conditions for each of the multiple compartments included in the ammonia-fueled ship 10 based on the entry matrix EM, the ammonia gas concentration distribution calculated (or acquired) by the prediction unit 113, and the equipment information 122 (information regarding the operating state of the equipment 200) and design information 123 of the ammonia-fueled ship 10.

[0062] 3 is a diagram illustrating an example of an entry matrix used in the safety operation management system of the embodiment. The entry matrix EM includes entry conditions for people that are set according to the ammonia gas concentration (contamination level) and the barrier level (number of barriers).

[0063] The contamination levels of the entry matrix EM are set, for example, by the values ​​of ammonia gas concentrations detected in areas where the ammonia gas concentration should be zero (or less than a predetermined threshold) within the ammonia-fueled ship 10. In the example shown in Figure 3, an ammonia gas concentration of 0 ppm is contamination level 1, an ammonia gas concentration of 1-25 ppm (1 ppm or more and 25 ppm or less) is contamination level 2, and an ammonia gas concentration exceeding 25 ppm is contamination level 3.

[0064] The barrier level of the entry matrix EM is set according to the number of barriers. The design information 123 of the memory unit 120 may include the number of barriers in each of the multiple compartments in the ammonia-fueled ship 10 and information for calculating the number of barriers (information on the specifications and positions of bulkheads and semi-bulkheads). The equipment information 122 of the memory unit 120 may include the number, specifications, installation position, etc. of barriers for each piece of equipment.

[0065] Fig. 4 is a diagram for explaining an example of the number of barriers that serves as an index of the entry matrix shown in Fig. 3. For example, when the pipe through which ammonia liquid or ammonia gas flows is a single pipe structure with only an outer cylinder, or when a single device (AF device) that operates on ammonia fuel has a number of barriers of 1 (primary barrier). When the pipe through which ammonia liquid or ammonia gas flows is a double pipe including an outer cylinder and an inner cylinder, the number of barriers is 2 (secondary barrier).

[0066] For example, the number of barriers in an area partitioned by partitions is 1 (primary barrier). For example, even in an area that is not completely partitioned by partitions (semi-partitioned), the number of barriers in an area where ventilation control such as positive pressure management is performed is 1 (primary barrier). Furthermore, the number of barriers in an area where ammonia gas is released by a fan or the like is 1 (primary barrier).

[0067] For example, if a crew member wears a gas mask and protective clothing, the number of barriers is 1 (primary barrier). Also, for example, the number of barriers for a valve with one valve (single valve) is 1 (primary barrier), and the number of barriers for a valve with two valves (dual valve) is 2 (secondary barrier). Also, for example, the number of barriers for an area isolated by a physical partition is 2 (secondary barrier).

[0068] In this embodiment, the number of barriers is set in advance for each of the various elements (barrier types) that make up the ammonia-fueled ship 10, and the total number of barriers corresponding to the elements included in each compartment is used as the barrier level. Note that the barrier types and the numbers of barriers corresponding to the barrier types shown in Figure 4 are merely examples, and are not limited to these.

[0069] 3 is used, the update unit 115 sets, for example, a section B3 where an ammonia gas concentration exceeding 25 ppm (pollution level 3) has been detected and there is no barrier (number of barriers is 0) against the contamination level 3 area as off-limits (condition D) due to the human entry condition. Such a section B3 is, for example, a section that includes a location where ammonia gas has leaked, and is assumed to be a section (or a part of an area within a section) where the ammonia gas concentration is high regardless of whether ventilation control is being performed.

[0070] The update unit 115 sets a condition C for the entry of personnel into a section B2 that has no barriers (no barriers) for an area with an ammonia gas concentration of 25 ppm or less (either contamination level 1 or 2). In condition C, the entry condition for personnel is to wear protective clothing (heavy equipment) as required by the International Gases Carrier (IGC) code, for example, on an ammonia transport ship. Section B2 is assumed to be an area where ventilation control equipment is not operating due to a malfunction or other reason, where maintenance work is not generally performed, and where personnel must wear heavy equipment to enter if maintenance work is unavoidable. For example, if an ammonia gas leak occurs in the area where the main engine 11 is located and the ammonia gas concentration in that area exceeds 25 ppm, personnel must wear heavy equipment when entering an area with no barriers (no physical or ventilation barriers) from the area with a high ammonia gas concentration. Regarding the presence or absence of a partition due to ventilation, for example, if there is ventilation near the location where ammonia gas has leaked, but the direction of the ventilation is such that it pushes the ammonia gas toward the destination area where a person is trying to enter, the ammonia gas concentration in the destination area will also be high, and the barrier in that destination area will be considered to be zero.

[0071] For example, in an area where the ammonia gas concentration exceeds 25 ppm (contamination level 3), the update unit 115 sets section B4, which has one barrier, as a condition for entry for people requiring protective clothing (heavy equipment) (condition C). Section B4 is applicable, for example, when ammonia gas leaks from a double pipe in an area where ventilation control is performed, or when ammonia gas leaks inside the reliquefaction equipment room. Section B4 is an area where ventilation control is performed in an area with a high ammonia gas concentration, and the ammonia concentration decreases due to ventilation (for example, contamination level 1 or 2), and is assumed to be a section where people must wear heavy equipment to enter if unavoidable.

[0072] As described in the explanation of section B3, even if ventilation control is performed in an area with a high ammonia gas concentration (e.g., contamination level 3), the number of barriers in areas where the ammonia gas concentration is still high (e.g., downwind areas) will be 0. In this case as well, people will be allowed to enter areas with heavy equipment if necessary, such as contamination level 1 and 2 areas, but people will be strictly prohibited from entering areas with contamination level 3.

[0073] The update unit 115 sets the condition B for entry of section B1, which has one barrier, in an area with an ammonia gas concentration of, for example, 25 ppm or less (either contamination level 1 or 2). Condition B requires that a person enter the section B1 wearing protective clothing (light equipment). Condition B requires that a person enter the section B1 carrying, for example, an evacuation gas mask. Section B1 is applicable, for example, when inspecting the inside of a tank where ventilation control is in place after gas freeing, or when maintenance work is being performed while ventilation control is in place.

[0074] For example, in an area where an ammonia gas concentration exceeding 25 ppm has been detected (pollution level 3), the update unit 115 sets section B5, which has either 2 or 3 barriers, as requiring protective clothing (light equipment) due to the entry conditions for people (condition B). Section B5 is assumed to be, for example, the engine room ER, fuel gas supply system room (FGSS RM), reliquefaction equipment room, etc. during normal operation.

[0075] The update unit 115 sets, for example, a section where the number of barriers for an area where the ammonia gas concentration is 0 is 2 or more, a section where the number of barriers for an area where the ammonia gas concentration is 1 to 25 ppm is 3 or more, and a section where the number of barriers for an area where the ammonia gas concentration is greater than 25 ppm as not requiring protective equipment (condition A) due to the human entry conditions.

[0076] When the ammonia concentration is 0 (normal state), for example, the engine room EM including the upper stage of the main engine 11 has double pipes and ventilation, making it a double barrier (number of barriers: 2), and no protective equipment is required for personnel to enter. For example, the AFSS room has only ventilation, so it has a single barrier (number of barriers: 1), and even when there is no ammonia gas leakage, personnel may be required to wear light equipment when entering. Note that if an ammonia gas leak occurs in the AFSS room, even with ventilation, it is in a contaminated area, and in the case of contamination level 2, heavy equipment is required for personnel to enter, and in the case of contamination level 3, personnel may be prohibited from entering.

[0077] Areas to which condition A applies are expected to be, for example, the engine control room CR and workshop WS during normal operation, the track control system (TCS) room in which ventilation control is performed after gas freeing, the engine room ER in which ventilation control is performed after gas freeing, and the engine control room CR in which ventilation control is performed after gas freeing.

[0078] For example, during normal operation, the engine control room CR is separated by physical partitions (number of barriers: 2) and has a triple barrier (number of barriers: 3) with room pressurization control (number of barriers: 1), and even if the ammonia gas concentration in the engine room EM adjacent to the engine control room CR is between 1 and 25 ppm (pollution level 2), people may be allowed to stay in the engine control room CR without any equipment. Also, if the ammonia gas concentration in the engine room EM adjacent to the engine control room CR exceeds 25 ppm (pollution level 3), light equipment may be required even inside the engine control room CR.

[0079] The update unit 115 updates the entry conditions for each of the multiple sections in the target area within the ammonia-fueled ship 10 each time the ammonia gas concentration distribution is calculated by the prediction unit 113, and records the updated entry conditions in the memory unit 120 in association with the identifier of each section.

[0080] In addition, the update unit 115 may control the lighting color and blinking of the signal lights SLT installed near the entrance of each compartment within the ammonia-fueled ship 10 according to the entry conditions of multiple compartments, and notify the crew of the entry conditions of the compartments.

[0081] The danger area derivation unit 116 derives danger areas in the event of an ammonia leak, based on the ammonia gas concentration distribution calculated by the prediction unit 113 and facility information 122 such as the operating state of the facility (such as the operating state of the engine room fan 13 and pressure control devices). Based on the ammonia gas concentration distribution, the danger area derivation unit 116 can derive evacuation routes that avoid areas with high ammonia concentrations and allow evacuation from various locations in the engine room ER to a safe area such as the upper deck DC, for example.

[0082] The danger area derivation unit 116 can notify the crew of the evacuation route by controlling the lighting color and flashing of the signal lights SLT inside the ammonia-fueled ship 10 according to the derived evacuation route, and by controlling the speaker SPK to output a predetermined alarm, warning, or sound.

[0083] The image processing unit 114 can perform various image processing using, for example, image data transmitted from the ammonia gas camera SS1 and image data transmitted from the camera SS3. For example, when an image of a person attempting to enter a specific section inside the ammonia-fueled ship 10 is captured by the camera SS3, the image processing unit 114 functions as an attribute detection unit that detects attributes including the status of the equipment of the person attempting to enter the section.

[0084] The image processing unit 114 may be configured to be able to identify protective equipment worn by a person, for example, by using a trained machine learning model that has previously learned images of protective equipment. The image processing unit 114 may also be configured to be able to identify a person attempting to enter an area by using a trained machine learning model that has previously learned images of crew members' faces. The attribute detection unit may include a configuration that identifies a person attempting to enter an area by performing biometric authentication of the person's fingerprint, iris, or the like. The image processing unit 114 supplies information on the identified protective equipment and person (image processing results) to the determination unit 112.

[0085] The judgment unit 112 judges whether a person attempting to enter a specific compartment within the ammonia-fueled ship 10 (for example, a specific compartment in the engine room ER) meets the entry conditions for the compartment based on the image processing results of the image data captured by the camera SS3 and the entry conditions for the compartment set by the update unit 115.

[0086] The determination unit 112 compares the entry conditions for the zone with the attributes of the person attempting to enter, and if the entry conditions for a specific zone are not met, controls to issue an alarm from, for example, a speaker SPK installed near the entrance to the specific zone. Furthermore, the determination unit 112 may notify a monitor in the engine control room CR by voice or alarm that a person who does not meet the entry conditions is attempting to enter the specific zone.

[0087] The judgment unit 112 compares the entry conditions of the section with the attributes of the person attempting to enter, and if the entry conditions to a specific section are met, controls the door lock DLK at the entrance of the specific section to make it possible for the person to enter.

[0088] Next, an example of the operation of the safety operation management system of the embodiment will be described. Fig. 5 is a flowchart for explaining an example of the operation of the safety operation management system of the embodiment. The acquisition unit 111 determines whether or not an ammonia concentration value equal to or greater than a threshold value has been detected by any of the multiple ammonia gas detectors SS2 and the multiple ammonia gas cameras SS1 (step ST1).

[0089] If an ammonia concentration value equal to or greater than the threshold is detected (step ST1, YES), the acquisition unit 111 acquires data relating to the diffusion state of the ammonia gas (step ST2). The acquisition unit 111 supplies the acquired diffusion state of the ammonia gas to the prediction unit 113. Note that the acquisition unit 111 periodically acquires data such as the detection results of the sensors SS1-SS6 and the operating state of the equipment 200, regardless of whether an ammonia concentration value equal to or greater than the threshold is detected, and records the acquired data in the storage unit 120.

[0090] The prediction unit 113 calculates the ammonia gas concentration distribution using, for example, information on the ammonia gas concentration detected by the ammonia gas detector SS2 (or the ammonia gas concentration detected by the ammonia gas camera SS1) and data on the diffusion state of ammonia gas, including data on the operating state of each of the multiple pieces of equipment in the ammonia-fueled ship 10 (step ST3). The prediction unit 113 supplies the calculated ammonia gas concentration distribution to the update unit 115.

[0091] The update unit 115 sets the conditions for people to enter each compartment within the ammonia-fueled ship 10 based on the entry matrix EM stored in the memory unit 120, the ammonia gas concentration distribution calculated by the prediction unit 113, the operating status of the equipment 200 (equipment information 122), and the design information 123 of the ammonia-fueled ship 10, and updates the entry conditions stored in the memory unit 120 in association with the identification information that identifies the compartment (step ST4).

[0092] FIG. 6 is a diagram illustrating an example of a condition for entering a compartment using an entry matrix. Here, an example will be described assuming that ammonia gas leaks from above the main engine 11. The vicinity of the top of the main engine 11 is near the location where the ammonia gas leaked, and the ammonia gas concentration is high, equating to contamination level 3. Because ammonia gas is lighter than air, the ammonia gas leaking from above the main engine 11 moves to the upper part of the engine room ER. The area where there is no bulkhead between the top of the main engine 11 and the area into which the ammonia gas flows due to ventilation control has zero barriers. In the example shown in FIG. 6 , the space continuous with the top of the main engine 11, from the third floor F3 to the eighth floor F8 of the engine room ER, is an area with zero barriers relative to the top of the main engine 11, which is contamination level 3, and is therefore off-limits.

[0093] In an area that is incompletely isolated from the top of the main engine 11 by a half bulkhead and is upwind due to ventilation control, the number of barriers is 1. In the example shown in Figure 6, the second floor F2 of the engine room ER is isolated from the top of the main engine 11, which has a contamination level of 3, by a half bulkhead WH, and is an area that is upwind due to ventilation control, so the number of barriers is 1, and people are allowed to enter by wearing heavy protective equipment.

[0094] The area is separated from the upper part of the main engine 11 by a half bulkhead and is upwind due to ventilation control, and the number of barriers in the area divided by the bulkhead is two. In the example shown in Figure 6, the first floor F1 of the engine room ER is separated from the upper part of the main engine 11, which is contamination level 3, by a half bulkhead WH and is further divided by a bulkhead, and is upwind due to ventilation control, so the number of barriers is two and people are allowed to enter by wearing light protective equipment. In addition, the inside of the workshop WS is an area completely separated from the upper part of the main engine 11, which is contamination level 3, and is further controlled by positive pressure, so the number of barriers is three and people are allowed to enter by wearing light protective equipment.

[0095] Incidentally, notification units such as signal lights SLT, speakers SPK, and displays DP installed inside the ammonia-fueled ship 10 can visually or audibly notify crew members of the entry conditions stored in the memory unit 120. When the update unit 115 updates the entry conditions for sections and areas inside the ammonia-fueled ship 10, the notification of the entry conditions by the notification units is changed in accordance with the update results.

[0096] Next, the danger area derivation unit 116 derives danger areas within the ammonia-fueled ship 10 based on the calculated ammonia gas concentration distribution and the operating state of the equipment 200 within the ammonia-fueled ship 10, and derives a route that the crew can safely evacuate to a safe place (avoiding danger areas with high ammonia concentrations) (step ST5). The danger area derivation unit 116 controls the signal lights SLT, speakers SPK, and display units DP installed within the ammonia-fueled ship 10 to notify the crew of the derived danger areas (step ST6). Furthermore, the danger area derivation unit 116 controls the signal lights SLT, speakers SPK, and display units DP as necessary to notify the crew of evacuation routes.

[0097] The control unit 110 repeatedly executes steps ST2-ST6 (step ST7, NO) until the concentration of ammonia gas leaked inside the ammonia-fueled ship 10 decreases, for example. The control unit 110 ends the processing when the concentration of ammonia gas decreases or when the evacuation of the crew is completed (step ST7, YES).

[0098] In the above operation, step ST4 and steps ST5-ST6 may be performed in parallel. Furthermore, in the above operation example, the safety operation management system updated the human entry conditions for multiple areas (compartments) within the ammonia-fueled ship 10 when an ammonia concentration value equal to or greater than a threshold value was detected by any of the multiple ammonia gas detectors SS2 and the multiple ammonia gas cameras SS1. However, the safety operation management system may periodically update the human entry conditions for multiple areas, regardless of the detected ammonia gas concentration value. Furthermore, the safety operation management system may update the human entry conditions for multiple areas and derive and notify dangerous areas in response to, for example, a change in the operating status of the equipment 200 within the ammonia-fueled ship 10.

[0099] As described above, the safety operation management system of this embodiment detects ammonia gas that is invisible to humans, and calculates the concentration distribution of leaked ammonia gas from the results of detecting the ammonia gas concentration, and can set entry conditions for each compartment on the ammonia-fueled ship and notify crew members of dangerous areas based on the calculated ammonia gas concentration distribution and the operating status of the equipment, etc. Thus, according to the safety operation management system of this embodiment, it is possible to set entry conditions, such as appropriate equipment for personnel to enter each compartment on the ammonia-fueled ship, and crew members can stay safely on the ammonia-fueled ship in accordance with the entry conditions.

[0100] Furthermore, because ammonia gas is invisible to humans, it is difficult for humans to determine which areas are dangerous in the event of an ammonia leak, but the safety operation management system of this embodiment allows crew members to avoid dangerous areas and evacuate to a safe location via an appropriate route in the event of an ammonia gas leak. In other words, this embodiment can provide a safety operation management system that ensures the safety of crew members in the event of an ammonia leak.

[0101] The present invention is not limited to the above-described embodiments, and various modifications can be made in the implementation stage without departing from the spirit of the invention. Furthermore, the embodiments may be implemented in appropriate combinations, in which case the combined effects can be obtained. Furthermore, the above-described embodiments include various inventions, and various inventions can be extracted by combining selected elements from the disclosed elements. For example, if the problem can be solved and the desired effect can be obtained even if some elements are deleted from all elements shown in the embodiments, the configuration from which these elements are deleted can be extracted as an invention.

[0102] 7, 8...Pressurization fan, 70, 80...Pressurization fan duct, 10...Ammonia-fueled ship, 11...Main engine, 12...Auxiliary machinery, 13...Engine room fan, 131-133...Exhaust port, 100...Safety operation management system server, 110...Control unit, 111...Acquisition unit, 112...Judgment unit, 113...Prediction unit, 114...Image processing unit, 115...Update unit, 116...Danger area derivation unit, 120...Memory unit, 121...Simulation results, 122...Facility information, 123...Design information, 124...History information, 140...Communication unit, 150...Operation unit, 200...Facility, DLK...Door lock, SS1...Ammonia gas camera, SS2...Ammonia gas detector, SS3...Camera, SS4...Temperature sensor, SS5...Humidity sensor, SS6...Barometric pressure sensor, SLT...Signal light, SPK...Speaker, DP...Display unit

Claims

1. A safety operation management system comprising: a diffusion state acquisition unit that acquires data regarding the diffusion state of ammonia gas that has leaked inside an ammonia-fueled ship; a prediction unit that calculates the ammonia gas concentration distribution based on the data regarding the diffusion state of the ammonia gas; an entry matrix that determines the entry conditions according to the ammonia gas concentration and barrier level; and an update unit that updates the entry conditions for each of a plurality of compartments included in the ammonia-fueled ship based on the ammonia gas concentration distribution and information on a plurality of facilities of the ammonia-fueled ship.

2. The safety operation management system described in claim 1, wherein the data regarding the diffusion state of the ammonia gas includes image data taken by an ammonia gas camera installed on board the ammonia-fueled ship.

3. The safety operation management system described in claim 1, wherein the prediction unit calculates the concentration distribution of the ammonia gas in real time based on a simulation of the diffusion state of the ammonia gas using the detection values ​​of an ammonia gas detector installed on board the ammonia-fueled ship.

4. The safety operation management system described in claim 1, wherein the prediction unit acquires the ammonia gas concentration distribution from a memory unit that stores pre-calculated simulation results of the ammonia gas concentration distribution based on data regarding the diffusion state of the ammonia gas.

5. A safety operation management system as described in claim 3 or claim 4, wherein the data regarding the diffusion state of the ammonia gas includes the detection results of multiple detection units installed on the ammonia-fueled ship that detect ammonia gas concentration, and the operating state of each of the multiple pieces of equipment on the ammonia-fueled ship.

6. A safety operation management system as described in claim 1, further comprising a notification unit that visually notifies the entry conditions in each of the plurality of sections, and when the entry conditions are updated by the update unit, the notification by the notification unit is changed in accordance with the update results.

7. The safety operation management system according to claim 1, further comprising: a danger area derivation unit that derives danger areas in the event of an ammonia leak based on the ammonia gas concentration distribution and the operating state of the equipment; and a notification unit that visually notifies of the danger areas.

8. The safety operation management system according to claim 1, further comprising: an attribute detection unit that detects attributes including the status of equipment of a person when the person is about to enter a specific compartment within the ammonia-fueled ship; and a judgment unit that compares the entry conditions for the specific compartment with the attributes and judges whether the entry conditions for the specific compartment are met.

9. The safety operation management system according to claim 8, wherein the judgment unit issues an alarm if the conditions for entering the specific section are not met.

10. A safety operation management system as described in claim 8, wherein the judgment unit makes the specific area accessible when the conditions for entering the specific area are met.

Images