Intelligent oil tanker mooring system and use method therefor

Abstract

An intelligent oil tanker mooring system. The intelligent oil tanker mooring system comprises a collection module, a monitoring module, a transmission module, a processing module, an interaction module and an early warning module, which are connected in sequence by signal means. The collection module comprises a wind speed and wind direction instrument, a flow velocity meter, a tension sensor, a meteorology unit, and an industrial camera, which are used for collecting various types of measurement data. The monitoring module is used for monitoring state data of a ship, and device data of a mooring winch. The transmission module is used for transmitting data collected by the collection module to the processing module, and transmitting a processing result of the processing module to the interaction module and the early warning module. The processing module is used for performing analysis on the basis of corresponding data. The interaction module is used for performing data interaction with a terminal device of a person on board. The early warning module is used for giving an alarm when a threshold range is exceeded. The present invention accurately determines stress on a rope, and reasonably distributes the stress on the rope.

Description

A smart berthing system for oil tankers and its application method Technical Field

[0001] This invention relates to an improvement of a mooring system, belonging to the field of marine equipment, and particularly to an intelligent mooring system for oil tankers and its usage method. Background Technology

[0002] Mooring refers to the process of securing a vessel to offshore facilities, docks, berths, or other vessels using mooring lines. Mooring operations are among the most important and frequent activities for all types of vessels. Influenced by various factors such as mooring equipment, weather conditions, water depth, tides, and crew experience, mooring operations are also one of the high-risk operations performed by crew members on board. Incorrect procedures and timing can cause serious injury and loss to both crew members and the vessel. In particular, large oil tankers typically perform crude oil loading and unloading while moored. If the vessel shifts, it can not only cause damage to the ship and dock equipment and injuries or fatalities, but also lead to crude oil spills into the sea, causing marine pollution.

[0003] During mooring or while at berth, ships typically lack monitoring facilities for mooring line loads, both on shore and onboard. This can result in the mooring lines becoming too slack or too tight without supervision. While some terminals have mooring line tension monitoring systems, the data cannot be transmitted to the ship in real time. Consequently, the ship cannot assess the mooring line load based on real-time tension and make timely adjustments. Large oil tankers typically spend 24 to 36 hours, sometimes even 3 to 4 days, loading and unloading in port. To reduce safety incidents during port operations, maintain effective monitoring of mooring status and mooring line stress, prevent excessive wear or uneven stress on the mooring lines, and ensure sufficient mooring force throughout the system, shipboard personnel usually patrol the mooring lines every half hour or hour. However, due to the combined effects of wind, waves, and currents, coupled with changes in the ship's operational status, human judgment of mooring line stress is often inaccurate.

[0004] Chinese patent application CN202310521721.6, filed on May 10, 2023, discloses a deep-water wharf berthing control system and method, comprising: a sensor assembly arranged on the ship and wharf to collect various types of information; a communication server to acquire the various types of information collected by the sensor assembly; and a data server that takes the various types of information collected by the sensor assembly as input values, calculates and outputs corresponding tension values ​​to the electrically controlled winch, enabling the electrically controlled winch to dynamically adjust the tension and achieve safety warnings. This automatic berthing control system effectively ensures the safety of wharf operations and greatly improves management efficiency. The above technology is a safety strategy change based on the stress conditions of the ship, but it does not solve the problem of inaccurate judgment of the stress on the cables.

[0005] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this patent application and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] The purpose of this invention is to overcome the problem of inaccurate judgment of the force on the cable in the prior art, and to provide an intelligent berthing system for oil tankers that accurately judges the force on the cable.

[0007] To achieve the above objectives, the technical solution of the present invention is: an intelligent berthing system for oil tankers, the intelligent berthing system for oil tankers comprising a data acquisition module, a monitoring module, a transmission module, a processing module, an interaction module, and an early warning module connected in sequence;

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

[0009] The anemometer is used to measure wind speed and direction data within a preset time period;

[0010] The current meter is used to measure the water flow data at the boat's stopping position within a preset time.

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

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

[0013] The industrial camera is used to acquire the ship's relative position off the shore, the ship's movement status, and the displacement status of the oil boom.

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

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

[0016] The processing module is used to analyze the collected data and basic data, periodically calculate the ship's static environmental forces, mooring forces, and cable loads, and propose optimization adjustment schemes for mooring cable tension and cable release and take-up schemes based on the calculation results.

[0017] The basic data specifically includes: mooring equipment parameters, vessel information, dock equipment information, and dock restrictions.

[0018] The interaction module is used to interact with the communication devices of the personnel on board the ship.

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

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

[0021] The vessel's status data also includes other data, specifically: vessel operating status, vessel displacement, and oil boom displacement.

[0022] The equipment data of the mooring winch includes the winch's operating status, the number of cables, the cable length, and the force applied to the winch.

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

[0024] The alarm mode is an audible and visual alarm.

[0025] A method for using an intelligent berthing system for oil tankers, the method comprising the following steps:

[0026] The first step involves the acquisition module collecting measurement data within a preset time period and transmitting the data to the processing module. This data is then combined with the basic data to calculate the force acting on the moored vessel. The force acting on the moored vessel is offset by the total force on all the cables. A coordinate system is established with the vessel's center of gravity as the center. The force acting on the moored vessel is then broken down to obtain the force in each direction. Based on the force in each direction, the calculated force value of each cable is calculated using vectors. Simultaneously, the actual force value of each cable is obtained from the tension sensor.

[0027] The second step is to compare the actual stress value of each cable with the calculated stress value of each cable. If the actual stress value of each cable is not greater than the calculated stress value, it is considered normal data; if the actual stress value of each cable is greater than the calculated stress value, it is considered abnormal data.

[0028] Third, when abnormal data is encountered, determine whether the tension of each cable exceeds the limit value of the calculated force. The determination result includes any of the following:

[0029] The first method is to loosen the cable when the judged cable force does not exceed the limit value and the actual cable force is at the limit value critical line.

[0030] The second method: When the actual stress on the cable is less than the calculated stress, the cable is tightened; the tension is adjusted sequentially according to the judgment result of each cable; if the judged stress on the cable exceeds the limit value, the cable is treated as a failure. At this time, the system sends a signal to the early warning module through the transmission module to issue an alarm, and at the same time sends the information to relevant personnel through the interaction module to implement the emergency early warning plan.

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

[0032] F = F1 + F2 + F3, where F is the total load on the ship berthed at the dock, F1 is the wind load, F2 is the water flow load, and F3 is the wave load.

[0033] The process of splitting the forces acting on a moored vessel includes splitting the wind load and the water flow load.

[0034] Wind load decomposition refers to the process of resolving the force exerted by wind on a ship into longitudinal components parallel to the ship's longitudinal axis. lateral component of force perpendicular to the longitudinal axis of the ship and deflection torque on the vertical axis ;

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

[0036]

[0037] in, This is the longitudinal component coefficient of the wind load. air density Kg / m 3 , Wind speed (m / s) The longitudinal windward area of ​​the hull is m 2 ;

[0038] The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula:

[0039]

[0040] in, This is the lateral component coefficient of the wind load;

[0041] The deflection moment on the vertical axis is calculated according to the following formula:

[0042]

[0043] in, This is the lateral component coefficient of the wind load. The length between the ship's perpendiculars is m.

[0044] The water flow load decomposition refers to the decomposition of water flow force into a lateral component perpendicular to the longitudinal axis of the ship. Longitudinal component of force parallel to the ship's longitudinal axis and deflection torque on the vertical axis ;

[0045] The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula:

[0046]

[0047] in, The longitudinal component of the viscous pressure is kN. The longitudinal component of the frictional force is kN.

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

[0049]

[0050] in, This is the longitudinal component coefficient of the hydrodynamic force;

[0051] The longitudinal component of the hydrodynamic force is calculated using the following formula:

[0052]

[0053] In the formula, This is the longitudinal component coefficient of the hydrodynamic force; For coefficients, To calculate the ship's draft (m) at the loading level; The water depth (m) at the pier's front edge; coefficient;

[0054] The deflection moment on the vertical axis is calculated according to the following formula:

[0055]

[0056] in, This is the eccentric force coefficient. (The longitudinal component of the water flow force is kN);

[0057] The water flow load also includes the lateral component of the frictional force and the lateral component of the frictional force;

[0058] The lateral component of the viscous pressure resistance is calculated using the following formula:

[0059]

[0060] In the formula, For the ship's transverse shape factor, The density of water is t / m3. The average water velocity within the ship's draft range (m / s). The width of the ship is m; To calculate the ship's average draft (m) under the loading degree; The flow angle is the angle between the water flow and the longitudinal axis of the ship in °.

[0061] The lateral component of the frictional force is calculated using the following formula:

[0062]

[0063] in, The coefficient of friction; The wetted surface area (m2) below the waterline of the ship;

[0064] The coefficient of friction is calculated using the following formula:

[0065]

[0066] in, The Reynolds number is the effect of water flow on the ship. This is the hull roughness correction factor.

[0067] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0068] 1. The present invention discloses an intelligent mooring system for oil tankers and its usage method. The intelligent mooring system for oil tankers includes a data acquisition module, a monitoring module, a transmission module, a processing module, an interaction module, and an early warning module connected in sequence. The data acquisition module includes an anemometer, a current meter, a tension sensor, a meteorological unit, and an industrial camera, used to collect various measurement data. In application, it monitors various sensors such as cameras, anemometers, and tension meters, and integrates signals from various marine equipment such as ballast water and depth gauges to observe and record the actual tension state of the mooring lines in real time. It calculates the calculated force value of the mooring lines based on parameters such as ship attitude, wind, waves, current, and meteorology. Based on the upper and lower limits of the tension of a single mooring line calculated by the system, it outputs an early warning of abnormal mooring line tension. Based on the ship displacement threshold and the boom displacement threshold given by the system, it outputs early warnings of abnormal ship displacement and boom displacement thresholds, ensuring that the mooring lines and the ship remain moored within a safe range, further improving operational safety. Therefore, the present invention accurately judges the force on the mooring lines and rationally distributes the force on the mooring lines.

[0069] 2. In the intelligent mooring system for oil tankers and its usage method of the present invention, real-time monitoring and alarm are achieved for cable tension and displacement of the ship's oil inlet, thereby realizing real-time monitoring and management of cable tension, rationally distributing cable force, and comprehensively assessing the risks of mooring operations for large oil tankers, thus improving the safety factor of mooring operations. Therefore, the present invention has high safety and is simple to operate.

[0070] 3. In the intelligent berthing system for oil tankers and its usage method of this invention, the industrial server of the processing module records all data related to accidents that occur during the mooring process. Through statistical analysis of multiple mooring data, it manages and traces the mooring operation plan information of each port berth before mooring. Combined with cameras and various measuring instruments, it achieves real-time monitoring of the external environment, ship status, equipment status, and operation process during mooring, and provides targeted suggestions for adjusting the load of mooring lines, thereby improving the efficiency of mooring operations. Therefore, this invention is highly targeted and has high efficiency in mooring operations. Attached Figure Description

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

[0072] Figure 2 is a tensile force distribution diagram of the present invention.

[0073] The diagram shows: Acquisition module 1, wind speed and direction meter 11, current meter 12, tension sensor 13, meteorological unit 14, industrial camera 15, monitoring module 2, transmission module 3, processing module 4, interaction module 5, and early warning module 6. Detailed Implementation

[0074] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0075] Referring to Figures 1 and 2, an intelligent berthing system for oil tankers includes a data acquisition module 1, a monitoring module 2, a transmission module 3, a processing module 4, an interaction module 5, and an early warning module 6 connected in sequence.

[0076] The data acquisition module 1 includes an anemometer 11, a flow meter 12, a tension sensor 13, a meteorological unit 14, and an industrial camera 15, and is used to acquire measurement data.

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

[0078] The current meter 12 is used to measure the water flow data at the boat stop position within a preset time.

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

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

[0081] The industrial camera 15 is used to acquire the ship's relative position off the shore, the ship's movement status, and the displacement status of the oil boom.

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

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

[0084] The processing module 4 is used to analyze the collected data and basic data, periodically calculate the ship's static environmental forces, mooring forces, and cable loads, and propose optimization adjustment schemes for mooring cable tension and cable release and take-up schemes based on the calculation results.

[0085] The basic data specifically includes: mooring equipment parameters, vessel information, dock equipment information, and dock restrictions.

[0086] The interaction module 5 is used to interact with the communication devices of the personnel on board the ship.

[0087] The early warning module 6 is used to issue an alarm when the threshold range is exceeded.

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

[0089] The vessel's status data also includes other data, specifically: vessel operating status, vessel displacement, and oil boom displacement.

[0090] The equipment data of the mooring winch includes the winch's operating status, the number of cables, the cable length, and the force applied to the winch.

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

[0092] The alarm mode is an audible and visual alarm.

[0093] A method for using an intelligent berthing system for oil tankers, the method comprising the following steps:

[0094] Step 1: The acquisition module 1 acquires measurement data within a preset time period and transmits the measurement data to the processing module 4. Combined with the basic data, the force on the moored vessel is calculated. The force on the moored vessel is offset by the total force on all the cables. A coordinate system is established with the vessel's center of gravity as the center. The force on the moored vessel is decomposed to obtain the force on the moored vessel in each direction. Based on the force on the moored vessel in each direction and the vector calculation, the calculated force value of each cable is obtained. At the same time, the actual force value of each cable is obtained based on the tension sensor 13.

[0095] The second step is to compare the actual stress value of each cable with the calculated stress value of each cable. If the actual stress value of each cable is not greater than the calculated stress value, it is considered normal data; if the actual stress value of each cable is greater than the calculated stress value, it is considered abnormal data.

[0096] Third, when abnormal data is encountered, determine whether the tension of each cable exceeds the limit value of the calculated force. The determination result includes any of the following:

[0097] The first method is to loosen the cable when the judged cable force does not exceed the limit value and the actual cable force is at the limit value critical line.

[0098] The second method: When the actual stress value of the cable is less than the calculated stress value of the cable, the cable is tightened and adjusted; the tension is adjusted sequentially according to the judgment result of each cable; if the judged stress of the cable exceeds the limit value, the cable is treated as a failure. At this time, the system sends a signal to the early warning module 6 through the transmission module 3 to issue an alarm, and at the same time sends the information to relevant personnel through the interaction module 5 to implement the emergency early warning plan.

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

[0100] F = F1 + F2 + F3, where F is the total load on the ship berthed at the dock, F1 is the wind load, F2 is the water flow load, and F3 is the wave load.

[0101] The process of splitting the forces acting on a moored vessel includes splitting the wind load and the water flow load.

[0102] Wind load decomposition refers to the process of resolving the force exerted by wind on a ship into longitudinal components parallel to the ship's longitudinal axis. lateral component of force perpendicular to the longitudinal axis of the ship and deflection torque on the vertical axis ;

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

[0104]

[0105] in, This is the longitudinal component coefficient of the wind load. air density Kg / m 3 , Wind speed (m / s) The longitudinal windward area of ​​the hull is m 2 ;

[0106] The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula:

[0107]

[0108] in, This is the lateral component coefficient of the wind load;

[0109] The deflection moment on the vertical axis is calculated according to the following formula:

[0110]

[0111] in, This is the lateral component coefficient of the wind load. The length between the ship's perpendiculars is m.

[0112] The water flow load decomposition refers to the decomposition of water flow force into a lateral component perpendicular to the longitudinal axis of the ship. Longitudinal component of force parallel to the ship's longitudinal axis and deflection torque on the vertical axis ;

[0113] The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula:

[0114]

[0115] in, The longitudinal component of the viscous pressure is kN. The longitudinal component of the frictional force is kN.

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

[0117]

[0118] in, This is the longitudinal component coefficient of the hydrodynamic force;

[0119] The longitudinal component of the hydrodynamic force is calculated using the following formula:

[0120]

[0121] In the formula, This is the longitudinal component coefficient of the hydrodynamic force; For coefficients, To calculate the ship's draft (m) at the loading level; The water depth (m) at the pier's front edge; coefficient;

[0122] The deflection moment on the vertical axis is calculated according to the following formula:

[0123]

[0124] in, This is the eccentric force coefficient. (The longitudinal component of the water flow force is kN);

[0125] The water flow load also includes the lateral component of the frictional force and the lateral component of the frictional force;

[0126] The lateral component of the viscous pressure resistance is calculated using the following formula:

[0127]

[0128] In the formula, For the ship's transverse shape factor, The density of water is t / m3. The average water velocity within the ship's draft range (m / s). The width of the ship is m; To calculate the ship's average draft (m) under the loading degree; The flow angle is the angle between the water flow and the longitudinal axis of the ship in °.

[0129] The lateral component of the frictional force is calculated using the following formula:

[0130]

[0131] in, The coefficient of friction; The wetted surface area (m2) below the waterline of the ship;

[0132] The coefficient of friction is calculated using the following formula:

[0133]

[0134] in, The Reynolds number is the effect of water flow on the ship. This is the hull roughness correction factor.

[0135] The following are supplementary descriptions of the present invention:

[0136] The system integrates the ability to collect various mooring operation elements such as environment, vessel, mooring process, and equipment. Based on the analysis of operation elements, it periodically calculates the vessel's static environmental forces, mooring forces, and cable loads, outputs a vessel mooring plan reference model, and makes decisions to propose optimization adjustments to mooring cable tension and suggestions for cable release and retrieval. To improve mooring safety, the system has a mooring operation safety alarm function, as well as historical data recording and query functions. Example 1:

[0137] A smart berthing system for oil tankers includes a data acquisition module 1, a monitoring module 2, a transmission module 3, a processing module 4, an interaction module 5, and an early warning module 6, which are connected in sequence. The data acquisition module 1 includes an anemometer 11, a current meter 12, a tension sensor 13, a meteorological unit 14, and an industrial camera 15, used to acquire measurement data. The anemometer 11 measures wind speed data over a preset time period; the current meter 12 measures water flow data at the ship's mooring position over a preset time period; the tension sensor 13 acquires the tension of each cable over a preset time period; the meteorological unit 14 acquires meteorological data over a preset time period; and the industrial camera 15 acquires the ship's relative position off shore, the ship's movement status, and the displacement status of the oil boom. The monitoring module 1... The measurement module 2 is used to monitor the ship's status data and the equipment data of the mooring winch; the transmission module 3 is used to transmit the data collected by the acquisition module 1 to the processing module 4, and to transmit the processing results of the processing module 4 to the interaction module 5 and the early warning module 6; the processing module 4 is used to analyze the collected data and basic data, periodically calculate the ship's static environmental forces, mooring forces, and cable loads, and propose optimization adjustment schemes for mooring cable tension and cable release and take-up schemes based on the calculation results. The processing module 4 is an industrial server; the basic data specifically includes: mooring equipment parameters, ship information, dock equipment information, and dock constraints; the interaction module 5 is used to interact with the communication equipment of the personnel on board; the early warning module 6 is used to issue an alarm when the threshold range is exceeded.

[0138] A method for using an intelligent berthing system for oil tankers, the method comprising the following steps:

[0139] Step 1: The acquisition module 1 acquires measurement data within a preset time period and transmits the measurement data to the processing module 4. Combined with the basic data, the force on the moored vessel is calculated. The force on the moored vessel is offset by the total force on all the cables. A coordinate system is established with the vessel's center of gravity as the center. The force on the moored vessel is decomposed to obtain the force on the moored vessel in each direction. Based on the force on the moored vessel in each direction and the vector calculation, the calculated force value of each cable is obtained. At the same time, the actual force value of each cable is obtained based on the tension sensor 13.

[0140] The second step is to compare the actual stress value of each cable with the calculated stress value of each cable. If the actual stress value of each cable is not greater than the calculated stress value, it is considered normal data; if the actual stress value of each cable is greater than the calculated stress value, it is considered abnormal data.

[0141] Third, when abnormal data is encountered, determine whether the tension of each cable exceeds the limit value of the calculated force. The determination result includes any of the following:

[0142] The first method is to loosen the cable when the judged cable force does not exceed the limit value and the actual cable force is at the limit value critical line.

[0143] The second method: When the actual stress value of the cable is less than the calculated stress value of the cable, the cable is tightened and adjusted; the tension is adjusted sequentially according to the judgment result of each cable; if the judged stress of the cable exceeds the limit value, the cable is treated as a failure. At this time, the system sends a signal to the early warning module 6 through the transmission module 3 to issue an alarm, and at the same time sends the information to relevant personnel through the interaction module 5 to implement the emergency early warning plan. Example 2:

[0144] Example 2 is basically the same as Example 1, except that:

[0145] A smart mooring system for oil tankers includes ship-specific data such as trim, list, and draft; ship-related data such as operational status, displacement, and boom displacement; and equipment data for the mooring winch such as winch operating status, number of cables, cable length, and winch stress. Based on the environmental, ship, equipment, cable, and operational data collected by the smart mooring system, the system's backend program sets alarm thresholds for individual points. When the real-time data at a certain point exceeds the set threshold, the system automatically triggers an audible and visual alarm. An alarm prompt box automatically pops up on the system software interface, and an external buzzer provides an audible alert. After the user confirms and silences the alarm, the alarm persists until the data returns to normal. The system alarm data is immediately stored in a database, and users can query past alarm information.

[0146] The alarm is based on the alarm point program, which reads real-time data from the database according to the point number and compares it with the threshold. If the threshold is exceeded, an alarm is triggered, including: ship displacement alarm, oil boom displacement alarm, cable load abnormality alarm, environmental safety alarm, and system safety alarm.

[0147] Ship displacement alarms include bow displacement alarms and stern displacement alarms, referencing the different berth restrictions on ship displacement.

[0148] Oil boom displacement alarm, refer to the different terminal's limitation requirements for oil boom displacement;

[0149] Cable load abnormality alarm, refer to the limitation requirements of different cable materials;

[0150] Environmental safety alarms include wind speed alarms, flow velocity alarms, wave alarms, rainfall alarms, and data monitoring anomaly alarms. Wind speed alarms have different alarm thresholds based on the direction of the wind, flow velocity alarms have different alarm thresholds based on the direction of the flow, and wave alarms have different alarm thresholds based on the direction of the waves.

[0151] System security alarms include data monitoring anomaly alarms and network connection anomaly alarms. Data monitoring anomaly alarms occur when the system detects data loss at some points under normal operating conditions, triggering an alarm. Network connection anomaly alarms occur when the system detects a network communication connection failure under normal operating conditions, triggering an alarm. Example 3:

[0152] Example 3 is basically the same as Example 1, except that:

[0153] A method for using an intelligent berthing system for oil tankers, the method comprising the following steps:

[0154] Step 1: The acquisition module 1 acquires measurement data within a preset time period and transmits the measurement data to the processing module 4. Combined with the basic data, the force on the moored vessel is calculated. The force on the moored vessel is offset by the total force on all the cables. A coordinate system is established with the vessel's center of gravity as the center. The force on the moored vessel is decomposed to obtain the force on the moored vessel in each direction. Based on the force on the moored vessel in each direction and the vector calculation, the calculated force value of each cable is obtained. At the same time, the actual force value of each cable is obtained based on the tension sensor 13.

[0155] The second step is to compare the actual stress value of each cable with the calculated stress value of each cable. If the actual stress value of each cable is not greater than the calculated stress value, it is considered normal data; if the actual stress value of each cable is greater than the calculated stress value, it is considered abnormal data.

[0156] Third, when abnormal data occurs, it indicates a significant change in the external environment of the ship, such as wind, waves, and currents, causing changes in the forces acting on the ship. In this case, the system executes an abnormal force state handling procedure to determine whether the tension of each cable exceeds the calculated force limit. The determination result includes any of the following:

[0157] The first method is to loosen the cable when the judged cable force does not exceed the limit value and the actual cable force is at the limit value critical line.

[0158] The second method: When the actual stress on the cable is less than the calculated stress, the cable is tensioned. Cable adjustment must strictly adhere to the rule of adjusting only one cable at a time; adjusting two cables simultaneously is strictly prohibited. Furthermore, in this case, only tension adjustment is allowed; loosening is strictly prohibited. Tension adjustment is performed sequentially based on the judgment result for each cable. If the judged cable stress exceeds the limit value, the cable is considered to have failed. At this time, the system sends an alarm signal to the early warning module 6 via the transmission module 3, and simultaneously sends information to relevant personnel via the interaction module 5 to implement the emergency warning plan. Based on the emergency warning plan, a decision is made regarding whether to use tugboats for pushing or to execute the berthing departure plan, etc.

[0159] In the first step, the forces acting on the moored vessel are as follows:

[0160] F = F1 + F2 + F3, where F is the total load on the ship berthed at the dock, F1 is the wind load, F2 is the water flow load, F3 is the wave load, and F3 = 0.

[0161] Wind load decomposition refers to the process of resolving the force exerted by wind on a ship into longitudinal components parallel to the ship's longitudinal axis. lateral component of force perpendicular to the longitudinal axis of the ship and deflection torque on the vertical axis ;

[0162] The longitudinal component of the force parallel to the ship's longitudinal axis is calculated according to the following formula:

[0163]

[0164] in, The longitudinal component of the wind load is KN. This is the longitudinal component coefficient of the wind load. air density Kg / m 3 , Wind speed (m / s) The longitudinal windward area of ​​the hull is m 2 ;

[0165] The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula:

[0166]

[0167] in, The lateral component of the wind load is kN. This is the lateral component coefficient of the wind load;

[0168] The deflection moment on the vertical axis is calculated according to the following formula:

[0169]

[0170] in, The deflection moment of wind load is kN•m. This is the lateral component coefficient of the wind load. The length between the ship's perpendiculars is m.

[0171] The water flow load decomposition refers to the decomposition of water flow force into a lateral component perpendicular to the longitudinal axis of the ship. Longitudinal component of force parallel to the ship's longitudinal axis and deflection torque on the vertical axis ;

[0172] The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula:

[0173]

[0174] in, The lateral component force is kN; The longitudinal component of the viscous pressure is kN. The longitudinal component of the frictional force is kN.

[0175] The longitudinal component of the force parallel to the ship's longitudinal axis is calculated according to the following formula:

[0176]

[0177] in, The longitudinal component of the water flow force is kN; This is the longitudinal component coefficient of the hydrodynamic force; The length between the ship's perpendiculars is m; The average draft of the ship under the calculated conditions is in meters (m). The flow angle is the angle between the water flow and the longitudinal axis of the ship in °.

[0178] The longitudinal component of the hydrodynamic force is calculated using the following formula:

[0179]

[0180] In the formula, This is the longitudinal component coefficient of the hydrodynamic force; The coefficient is 0.43 for seagoing vessels, 0.38 for inland waterway cargo ships, and 0.46 for barges; To calculate the ship's draft (m) under the loading condition; The water depth at the pier's front edge is m; The coefficient is set to 0.12.

[0181] The deflection moment on the vertical axis is calculated according to the following formula:

[0182]

[0183] in, The deflection torque generated by the water flow force is kN•m; This is the eccentric force coefficient. The longitudinal component of the water flow force is kN;

[0184] The lateral component of the viscous pressure resistance is calculated using the following formula:

[0185]

[0186] In the formula, The transverse shape factor of the ship is 0.25 to 0.30 when the ratio of the water depth d at the wharf front to the ship's draft D is ≤ 1.5; and 0.15 to 0.20 when d / D > 1.5.

[0187] Let t be the density of water, and for seawater = 1.025 t / m³. V 水 The average water velocity within the ship's draft range (m / s). is the ship's beam (m); is the ship's average draft (m) under the calculated loading degree. The flow angle is the angle between the water flow and the longitudinal axis of the ship in °.

[0188] The lateral component of the frictional force is calculated using the following formula:

[0189]

[0190] in, The coefficient of friction, The density of water is t / m³, and for seawater it is 1.025 t / m³. The average water velocity within the ship's draft range (m / s); This refers to the wetted surface area (m2) below the waterline of the ship, calculated according to the revised version of the specification. The flow angle is the angle between the water flow and the longitudinal axis of the ship in °.

[0191] The coefficient of friction is calculated using the following formula:

[0192]

[0193] in, The Reynolds number is the effect of water flow on the ship. The roughness correction factor for the hull is taken as 0.4 × 10⁻⁶. -3 .

[0194] Example 4:

[0195] Example 4 is basically the same as Example 3, except that:

[0196] The calculated force value of each cable, obtained by combining the force vectors of the moored vessel in various directions, refers to the need to quantify the external forces acting on the ship, such as wind, wave, and current. These forces can usually be estimated using meteorological data, water flow velocity, and parameters such as the ship's windward area and shape factor. The calculation method has been described in Example 3 above. Assuming the resultant force of these external forces acting on the ship is Fext, this force is decomposed into three directions in the Cartesian coordinate system: Fx, Fy, and Fz, where y is parallel to the dock direction, x is perpendicular to the dock direction, and z is the vertical direction. Ships are usually moored to mooring bollards at the dock by multiple cables. The arrangement angle, length, and material of each cable may be different, so the tension they generate will also be different. Assuming there are... The mooring lines, each with an angle between its line and the ship's centerline (or the direction of the dock) is... ,in ;

[0197] When a ship is moored, it is in static equilibrium, meaning that the resultant force of all external forces is balanced by the resultant force of all cable tensions.

[0198] Assume the tension in each cable is Based on the equilibrium condition of forces, the calculation method is as follows:

[0199] The force in the y direction is 0 and can be ignored.

[0200] Further optimization involves allocating different tension ratios based on the actual situation due to the complexity of the number, layout, and angle of the cables. Then, the average tension of the cables or the tension of a specific cable is solved using the horizontal equilibrium equation.

[0201] Example 5:

[0202] Example 5 is basically the same as Example 1, except that:

[0203] The third step is followed by a fourth step, which is as follows: Under normal data conditions, the external environment such as wind, waves, and currents on the ship does not change significantly. The changes in the ship's forces are mainly due to the vertical forces generated by changes in the ship's height caused by tidal fluctuations or loading and unloading operations. This may result in the cables being too loose or too tight. The system executes the normal force state processing procedure to detect whether there are alarm messages for ship displacement, oil boom displacement, or abnormal cable tension. If no alarm messages are detected, the process ends. If alarm messages are detected, the cable judgment procedure for abnormal data is performed.

[0204] The above description is only a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. Any equivalent modifications or changes made by those skilled in the art based on the content disclosed in the present invention should be included within the scope of protection set forth in the claims.

Claims

1. A smart berthing system for oil tankers, characterized in that: The intelligent berthing system for oil tankers includes a data acquisition module (1), a monitoring module (2), a transmission module (3), a processing module (4), an interaction module (5), and an early warning module (6) connected in sequence. The acquisition module (1) includes an anemometer (11), a flow meter (12), a tension sensor (13), a meteorological unit (14), and an industrial camera (15), used to acquire measurement data; The anemometer (11) is used to measure wind speed and direction data within a preset time period; The flow meter (12) is used to measure the water flow data at the stop position within a preset time. The tension sensor (13) is used to acquire the tension of each cable within a preset time. The meteorological unit (14) is used to acquire meteorological data within a preset time period; The industrial camera (15) is used to acquire the ship's relative position off the shore, the ship's movement status, and the displacement status of the oil boom; The monitoring module (2) is used to monitor the ship's status data and the equipment data of the mooring winch; The transmission module (3) is used to transmit the data collected by the acquisition module (1) to the processing module (4), and to transmit the processing result of the processing module (4) to the interaction module (5) and the early warning module (6). The processing module (4) is used to analyze the collected data and basic data, periodically calculate the ship's static environmental force, mooring force, and cable load, and propose optimization adjustment schemes for the mooring cable tension and cable release and release schemes based on the calculation results. The basic data specifically includes: mooring equipment parameters, vessel information, dock equipment information, and dock restrictions. The interaction module (5) is used to interact with the communication devices of the personnel on board the ship; The early warning module (6) is used to issue an alarm when the threshold range is exceeded.

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

3. The intelligent berthing system for oil tankers according to claim 2, characterized in that: The vessel's status data also includes other data, specifically: vessel operating status, vessel displacement, and oil boom displacement.

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

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

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

7. A method of using the intelligent berthing system for oil tankers according to claim 1, characterized in that: The method of using the intelligent berthing system for oil tankers includes the following steps: Step 1: The acquisition module (1) acquires measurement data within a preset time period and transmits the measurement data to the processing module (4). Combined with the basic data, the force on the moored vessel is calculated. The force on the moored vessel is offset by the total force on all the cables. A coordinate system is established with the vessel's center of gravity as the center. The force on the moored vessel is decomposed to obtain the force on the moored vessel in each direction. The calculated force value of each cable is obtained by combining the force on each direction of the moored vessel with the vector. At the same time, the actual force value of each cable is obtained by the tension sensor (13). The second step is to compare the actual stress value of each cable with the calculated stress value of each cable. If the actual stress value of each cable is not greater than the calculated stress value, it is considered normal data; if the actual stress value of each cable is greater than the calculated stress value, it is considered abnormal data. Third, when abnormal data is encountered, determine whether the tension of each cable exceeds the limit value of the calculated force. The determination result includes any of the following: The first method is to loosen the cable when the judged cable force does not exceed the limit value and the actual cable force is at the limit value critical line. The second method: When the actual stress value of the cable is less than the calculated stress value of the cable, the cable is tightened and adjusted; the tension is adjusted sequentially according to the judgment result of each cable; if the judged cable stress exceeds the limit value, the cable is rendered unusable. At this time, the system sends a signal to the early warning module (6) through the transmission module (3) to issue an alarm, and at the same time sends the information to relevant personnel through the interaction module (5) to implement the emergency early warning plan.

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

9. The method of using the intelligent berthing system for oil tankers according to claim 8, characterized in that: The process of splitting the forces acting on a moored vessel includes splitting the wind load and the water flow load. Wind load decomposition refers to the process of resolving the force exerted by wind on a ship into longitudinal components parallel to the ship's longitudinal axis. lateral component of force perpendicular to the longitudinal axis of the ship and deflection torque on the vertical axis ； The longitudinal component of the force parallel to the ship's longitudinal axis is calculated according to the following formula: ； in, This is the longitudinal component coefficient of the wind load. air density (Kg / m³) 3 ), Wind speed (m / s) The longitudinal windward area of ​​the hull (m²) 2 ); The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula: ； in, This is the lateral component coefficient of the wind load; The deflection moment on the vertical axis is calculated according to the following formula: ； in, This is the lateral component coefficient of the wind load. The length between the ship's perpendiculars (m).

10. The method of using the intelligent berthing system for oil tankers according to claim 9, characterized in that: The water flow load decomposition refers to the decomposition of water flow force into a lateral component perpendicular to the longitudinal axis of the ship. Longitudinal component of force parallel to the ship's longitudinal axis and deflection torque on the vertical axis ; The lateral component of the force perpendicular to the ship's longitudinal axis is calculated using the following formula: ； in, The longitudinal component of the viscous pressure (kN); The longitudinal component of the frictional force (kN); The longitudinal component of the force parallel to the ship's longitudinal axis is calculated according to the following formula: ； in, This is the longitudinal component coefficient of the hydrodynamic force; The longitudinal component of the hydrodynamic force is calculated using the following formula: ； In the formula, This is the longitudinal component coefficient of the hydrodynamic force; For coefficients, To calculate the ship's draft (m) at the loading level; The water depth (m) at the pier's front edge; coefficient; The deflection moment on the vertical axis is calculated according to the following formula: ； in, This is the eccentric force coefficient. The longitudinal component of the water flow force (kN); The water flow load also includes the lateral component of the frictional force and the lateral component of the frictional force; The lateral component of the viscous pressure resistance is calculated using the following formula: ； In the formula, For the ship's transverse shape factor, The density of water (t / m3). The average water velocity (m / s) within the ship's draft range. The width of the ship is (m). To calculate the ship's average draft (m) under the loading degree; The flow angle is the angle (°) between the water flow and the longitudinal axis of the ship. The lateral component of the frictional force is calculated using the following formula: ； in, The coefficient of friction; The wetted surface area (m2) below the waterline of the ship. The coefficient of friction is calculated using the following formula: ; in, The Reynolds number is the effect of water flow on the ship. This is the hull roughness correction factor.

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