Ship including method and device for utilizing loading computer data

Abstract

This method for utilizing loading computer data of the present invention comprises: receiving, by a server, the loading computer data from the loading computer; extracting, by the server, loading computer data within a ship operation RPM range in a port from the loading computer data; determining, by the server, final loading computer data by converging and determining the extracted loading computer data; and transmitting, by the server, the final loading computer data to a device in a ship that requires the loading computer data.

Description

A ship including a method and device for utilizing loading computer data

[0001] The present invention relates to a method and apparatus for acquiring loading computer data and utilizing it in a device on a ship.

[0002] With the advancement of cutting-edge digital technologies such as AI, IoT, and big data, competition to develop smart ships that integrate these technologies to support crew decision-making and minimize crew intervention is intensifying, leading to the emergence of various smart ship solutions. One such smart ship solution is the hull integrity assessment solution. A hull integrity assessment solution refers to a digital system that monitors and evaluates the safety and structural reliability of a vessel in real time.

[0003] Regarding the evaluation of structural reliability or structural soundness, registered patent 10-1695562 presents a method for detecting changes or abnormal conditions of a structure by receiving numerical values ​​for parameters related to the structure from a sensor and comparing the numerical values ​​received from the sensor with information stored in a database.

[0004] However, for hull integrity assessment using such conventional methods, sensors must be installed in each tank and major part, which may lead to an increase in ship construction and maintenance costs.

[0005] In addition, loading computers are widely used to verify the loading status and stability of ships.

[0006] Generally, a loading computer is a program that calculates and evaluates the structural strength stability and fluid stability of a ship when it is to operate at sea after being loaded with cargo.

[0007] Here, in order to calculate the actual structural strength stability and fluid stability of the vessel, it is essential to first calculate the buoyancy based on the vessel's precise shape.

[0008] The buoyancy of a ship is expressed as the result of multiplying the volume of the ship submerged below the sea surface by the density of seawater. Here, since the shape of the ship's lower section is highly non-linear, it is important to accurately determine the area of ​​each cross-section for each draft from the chart information in order to calculate the volume of the ship submerged below the sea surface.

[0009] To this end, the loading computer can perform calculations of loading conditions and longitudinal strength based on draft, buoyancy, light displacement, weight distribution, and liquid level information read from various liquid level systems.

[0010] One embodiment relates to providing a loading computer data-related service.

[0011] The technical problems are not limited to those mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art to which the present invention belongs from the description below.

[0012] One embodiment comprises a method for utilizing loading computer data, wherein a server receives loading computer data from the loading computer; the server extracts loading computer data within a specific range of revolutions per minute (RPM) from the loading computer data; the server determines final loading computer data from the extracted loading computer data; and the server transmits the final loading computer data to a device on a vessel that requires the loading computer data.

[0013] The above specific range of RPM may be a range of engine driving RPM for operating a vessel within a port.

[0014] The loading computer is installed in the Cargo Control Room of the vessel, the server is installed on the bridge of the vessel, and the loading computer and the server may be spaced apart from each other.

[0015] The above final data loading data includes the result of the convergence determination of the loading computer data extracted by the server.

[0016] The above loading computer data includes result data regarding the loading status of the vessel and whether stability is satisfied.

[0017] The above server is connected to a data collection device deployed within the vessel and receives the loading computer data through the data collection device.

[0018] The above server communicates with the above loading computer based on the network cable format.

[0019] The above server receives data from the loading computer through the loading computer's CRUD (Create, Read, Update, Delete) in API (Application Programming Interface).

[0020] The above server acquires data only within a specific section RPM range in the port at least one of the front and rear ends to verify the final input value of the loading computer data.

[0021] The server receives activated loading computer data when the location of the vessel is within a specific range from the port location; searches for a loading condition similar to the draft at departure among the received data; and if specific information of the searched loading condition is within a certain area, determines the searched loading condition information as the final loading computer data.

[0022] The server receives loading computer data that is activated when the location of the vessel is within a specific range from the port location and within a specific engine specific range revolutions per minute (RPM); searches for a loading condition similar to the draft at departure among the received data; and if specific information of the searched loading condition is within a certain area, determines the searched loading condition information as the final loading computer data.

[0023] One embodiment comprises a method for utilizing loading computer data, wherein a server receives activated loading computer data from the loading computer; the server searches for a loading condition based on user input in the loading computer data; if the searched loading condition information is within a preset area, the searched loading condition information is determined to be the final loading computer data; and the server transmits the final loading computer data to a device on a vessel that requires the loading computer data.

[0024] One embodiment comprises a device for executing a method of utilizing loading computer data, comprising: a transceiver for transmitting and receiving with a loading computer; and a process for controlling the execution of the following operations, wherein the operations include receiving the loading computer data from the loading computer; extracting loading computer data within a specific section RPM range within a port from the loading computer data; determining final loading computer data from the extracted loading computer data; and transmitting the final loading computer data to a device within a vessel that requires the loading computer data.

[0025] In one embodiment, a method for a device to provide services related to hull structural integrity is as follows: the device receives load-related information from data of a loading computer, and the device can receive ship motion information from a Motion Reference Unit (MRU). Based on ship design information, ship operation information, the load-related information, and the ship motion information, the device can calculate the time history of loads acting on the hull and the time history of stresses by hull part. Subsequently, based on the calculated results, the device can output hull integrity evaluation items.

[0026] In one embodiment, a device for providing services related to hull structural integrity includes a transceiver that transmits and receives to a server and a processor that controls the execution of the following operations, the operations being: receiving load-related information among the data of a loading computer; receiving ship motion information from a Motion Reference Unit (MRU); calculating the time history of loads acting on the hull and the time history of stresses by hull part based on ship design information, ship operation information, the load-related information, and the ship motion information; and outputting a hull integrity evaluation item based on the calculated result.

[0027] One embodiment comprises a ship including a device for providing services related to hull structural integrity, the device including: a loading computer; a server in which data of the loading computer is stored; a Motion Reference Unit (MRU); and a processor for controlling the execution of the following operations, wherein the operations may include: receiving load-related information among the data of the loading computer; receiving ship motion information from the MRU; calculating the time history of loads acting on the hull and the time history of stresses by hull part based on ship design information, ship operation information, the load-related information and the ship motion information; and outputting a hull integrity evaluation item based on the calculated result.

[0028] One embodiment comprises a land-based control facility including a device for providing services related to hull structural integrity, wherein the facility includes a receiving unit that receives data from a loading computer including load-related information and ship motion information from a Motion Reference Unit (MRU) from a ship; and a processor that controls the performance of the following operations, wherein the operations may include calculating a time history of loads acting on the hull and a time history of stresses by hull part based on ship design information, ship operation information, the load-related information and the ship motion information; and outputting a hull integrity evaluation item based on the calculated result.

[0029] Here, the hull integrity evaluation items may include i) stress time history and load time history for each part of the hull, ii) longitudinal strength information, and iii) fatigue strength information.

[0030] The above hull integrity evaluation items are visually displayed on the display, and the stress time history and load time history can be displayed on the display as a stress time change graph and a load time change graph, respectively.

[0031] The above longitudinal strength information includes the maximum applied load relative to the design allowable load, and the above fatigue strength information may include stress statistical information, cumulative fatigue information, and remaining life based on the above cumulative fatigue information.

[0032] The above device can generate a visual or auditory alarm when the maximum working load, the accumulated fatigue information, and the remaining lifespan each exceed a threshold value.

[0033] The above load-related information includes local loads, cargo information, liquid cargo tank information, ship mass distribution, and static hull girder load information, and the above ship motion information may be real-time ship 6-degrees-of-freedom motion measurements.

[0034] The above ship design information includes structural response information and motion transfer function for unit loads of major structural parts, and the above ship operation information may include time, position, speed, and draft.

[0035] Based on the fact that the above device has received measurement information from four or more Long Based Strain Gage (LBSG) sensors, the device can reproduce the global stress spatiotemporal distribution across the entire hull and then output sensor measurement time history and fatigue damage cause analysis information.

[0036] Based on the fact that the above device further receives information on the weight of containers loaded on each deck and cargo hold from the data of the loading computer, the device can reproduce the container load acting on the deck and cargo hold and further perform a hull integrity alarm function of the container ship.

[0037] Based on the fact that the above ship design information further includes ship plating shape information and design information for each ship cargo hold, the device can calculate the ship longitudinal strength load time history and then output the remaining life through the evaluation of maximum load and cumulative fatigue damage relative to the design load.

[0038] The above-mentioned longitudinal strength load time history of the vessel may include vertical shear force, horizontal shear force, vertical bending moment, horizontal bending moment, and torsional moment.

[0039] Based on the fact that the above ship design information includes a motion transfer function for each draft and ship speed and the device further receives longitudinal mass distribution and longitudinal static load among the data of the loading computer, the device can calculate the ship's global dynamic load time history and then further output the time history of the global load including the actual static load and the stress time history of the structural part of interest.

[0040] The above global dynamic loads on the vessel may include vertical shear force, horizontal shear force, vertical bending moment, horizontal bending moment, and torsional moment.

[0041] The above load-related information may be directly input by the user.

[0042] The above ship operation information may be obtained from one or more of the following: AIS (Automatic Identification System), ISSS (Integrated Smart Ship Solution) / ISS (Integrated Ship Solution) integrated ship information system, and GPS (Global Positioning System).

[0043] According to one embodiment, a hull integrity assessment system can be constructed by utilizing ship design information and minimal measurement data mounted on the ship without additional sensors inside tanks or key parts. In addition, a highly accurate hull integrity service is possible by estimating stress across the entire hull area, taking local loads into account, in real time.

[0044] According to one embodiment, loading computer data linked to the ship operation RPM range within the port can be provided.

[0045] The effects obtainable from various embodiments are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description below.

[0046] The drawings attached to this specification are intended to provide an understanding of the present invention, to illustrate various embodiments of the invention, and to explain the principles of the invention together with the description in the specification.

[0047] Figure 1 is an example illustrating the location of a loading computer on a ship according to the prior art.

[0048] Figures 2 and 3 are examples for explaining the location of the loading computer on board the ship.

[0049] Figure 4 is an example of a configuration required to explain how to utilize the loading computer data of a ship.

[0050] FIGS. 5 and 6 are examples for explaining a method for converging loading computer data of a ship according to an embodiment of the present invention.

[0051] Figures 7 to 11 are flowcharts related to a method of utilizing loading computer data of a ship.

[0052] FIG. 12 is a concept of one embodiment of the present invention.

[0053] FIG. 13 illustrates a rough processing procedure of a hull integrity evaluation method according to one embodiment of the present invention.

[0054] FIG. 14 illustrates a local load evaluation algorithm that can be used in the present invention.

[0055] FIG. 15 illustrates the global load and local load that can be used in the present invention.

[0056] FIG. 16 is a flowchart according to one embodiment of the present invention.

[0057] Figure 17 is an example of a hull integrity assessment item being visually displayed on a display.

[0058] FIGS. 18 to 22 are hull integrity evaluation systems according to various embodiments of the present invention.

[0059] FIG. 23 is an example of a device in one embodiment of the present invention.

[0060] Hereinafter, embodiments disclosed in this specification will be described in detail with reference to the attached drawings. Identical or similar components regardless of drawing symbols are assigned the same reference number, and redundant descriptions thereof will be omitted. The suffixes "module" and "part" used for components in the following description are assigned or used interchangeably solely for the ease of drafting the specification and do not inherently possess distinct meanings or roles. Furthermore, in describing the embodiments disclosed in this specification, if it is determined that a detailed description of related prior art could obscure the essence of the embodiments disclosed in this specification, such detailed description will be omitted. Additionally, the attached drawings are intended only to facilitate understanding of the embodiments disclosed in this specification; the technical concept disclosed in this specification is not limited by the attached drawings, and it should be understood that they include all modifications, equivalents, and substitutions that fall within the spirit and technical scope of the invention.

[0061] The following embodiments of the present invention are intended merely to embody the invention and do not limit or restrict the scope of the rights thereof. Anything that can be easily inferred by a person skilled in the art from the detailed description and embodiments of the present invention is interpreted as falling within the scope of the rights thereof.

[0062] The foregoing detailed description should not be interpreted restrictively in all respects and should be considered exemplary. The scope of the invention should be determined by a reasonable interpretation of the appended claims, and all modifications within the equivalent scope of the invention are included within the scope of the invention.

[0063] In the following description, 'draft' refers to the water depth of a vessel, representing the distance from the bottom of the hull to the water surface, indicating how deeply the vessel is submerged. Draft varies depending on the vessel's loading condition; as the amount of cargo, fuel, or water increases, the draft becomes deeper, while conversely, it becomes shallower when cargo is unloaded or fuel is consumed. Changes in draft alter the shape of the vessel's underwater portion, directly affecting maneuverability characteristics such as resistance, propulsion efficiency, stability, and turning ability. A deep draft can increase underwater resistance but improves stability, whereas a shallow draft reduces resistance but lowers stability, which may lead to safety issues.

[0064] However, loading computers, which calculate a vessel's loading status and stability, are widely used to verify these factors after arrival at a specific port. Yet, loading computers containing such critical data may be switched off after being used solely to print documents for entry and exit permits within the port.

[0065] As shown in Fig. 1, the loading computer is installed within the Cargo Control Room (CCR), and there is currently no way to interact with various servers and systems installed in a bridge space that is physically completely separated.

[0066]

[0067] Figures 2 and 3 illustrate the configuration of a ship with a ship loading computer data utilization system applied.

[0068] To describe the configuration of the loading computer data utilization system of the vessel shown in FIG. 2, the loading computer (100) is installed in the cargo control room (10) and can be connected via wired communication to a server (200) installed in a physically separated bridge (20) space. For example, the server (200) and the loading computer (100) can be wired connected based on a Local Area Network (LAN). Then, the server (200) can transmit loading computer data to a demand location (400) installed within the bridge (20).

[0069] In addition, a ship including a loading computer data utilization system can utilize computing resources included in the cloud of the internet environment. The loading computer (100) and the server (200) are connected via wireless communication, and the loading computer (100) can transmit loading computer data to the server (200) via wireless communication.

[0070] Meanwhile, the loading computer (100) can be connected via wired communication to the AMD (300) installed in the physically separated bridge (20) space. For example, the AMD (300) and the loading computer (100) may have a LAN (Local Area Network) based connection.

[0071] AMD (300) can transmit loading computer data received from the loading computer (100) to the server (200). Then, the server (200) can transmit the loading computer data to a demand source (400) installed within the bridge (20).

[0072] To describe the configuration of a loading computer data utilization system for a ship according to one embodiment of the present invention illustrated in FIG. 3, the loading computer (100) is installed in a cargo control room (10) and can be connected via wireless communication to a server (200) installed in a physically separated space located outside the ship (on land).

[0073] Accordingly, a ship including a loading computer data utilization system can utilize computing resources included in the cloud of the internet environment. The loading computer (100) and the server (200) are connected via wireless communication, and the loading computer (100) can transmit loading computer data to the server (200) via wireless communication. Subsequently, the server (200) can transmit the loading computer data to a demand location (400) installed within the bridge (20).

[0074] Figure 4 illustrates the configuration required to utilize loading computer data.

[0075] To explain the configuration of Fig. 4, the loading computer (100) can calculate the loading status of the ship, whether stability is satisfied, etc.

[0076] The loading computer (100) may include a program that calculates and evaluates the structural strength stability and fluid stability of the ship when the ship is to operate at sea after loading cargo.

[0077] The loading computer (100) can calculate the loading condition of the hull, etc. The loading condition includes information such as the draft, heel, and trim of the hull. The loading computer (100) can convert the loading condition of the hull, calculated in real time, into data.

[0078] In addition, the loading computer (100) can calculate the buoyancy based on the accurate shape of the ship in order to calculate the actual structural strength stability and fluid stability of the ship. Here, the buoyancy of the ship is represented as the result of multiplying the volume of the ship submerged below the sea surface by the density of seawater. Here, since the bottom shape of the ship is very non-linear, in order to obtain the volume of the ship submerged below the sea surface, area information of each cross-section for each ship draft can be received from the information of the chart.

[0079] A loading computer (100) can calculate the weight, center of gravity, buoyancy, and center of buoyancy of a ship based on the weight information of various tanks such as cargo tanks, fuel tanks, and fresh water tanks placed in the ship, cargo weight information, and cargo location information, in order to determine the stability.

[0080] And, the loading computer (100) can calculate the amount of ballast water located at the bottom of the ship to maintain balance and adjust the draft and trim from various situations that may occur during the ship's navigation.

[0081] The loading computer (100) is installed in the Cargo Control Room (CCR) and may be separated from the bridge (20) which has a device for utilizing data results. Before departing, the ship can calculate the loading status and stability satisfaction through the loading computer (100) and submit the results to the port.

[0082] The server (200) (or onboard server) can be connected to the Alarm Monitoring System (300), which is a data collection device of the ship. To this end, the server (200) can generate a signal corresponding to the data within the server and be connected to the AMS (300) as a signal. The server (200) can acquire and store loading computer data, which is the result of the loading computer calculation, from the AMS (300).

[0083] Additionally, the server (200) can be connected to the loading computer (100) via a network cable. At this time, the loading computer (100) can install a data acquisition program using CRUD (Create, Read, Update, Delete) in API (Application Programming Interface) and continuously transmit loading computer data to the database.

[0084] The server (200) may have a LAN (Local Area Network) based connection with the loading computer (100). Additionally, the server (200) may communicate with the loading computer (100) based on the JSON (JavaScript Object Notation) format. TCP / IP-based transmission may be performed between the server (200) and the loading computer (100).

[0085] The server (200) may have a cloud-based connection with the loading computer (100). Under the operation of cloud computing functions, the server (200) can transmit loading computer data from a remote location (land) to a demand location (400) on the ship without installing a separate computer or operating software on the loading computer.

[0086] Referring further to FIG. 4, regarding the method of utilizing loading computer data of a ship, the server (200) can receive loading computer data corresponding to the result of whether the loading status and stability of the ship calculated by the loading computer (100).

[0087] The above loading computer (100) is turned on within the port and can transmit the results of the loading status and stability satisfaction of the vessel to the port before the vessel departs the port.

[0088] For example, the loading computer (100) can determine the draft closest to the cargo loading situation of the ship in the ship operation data table within the port.

[0089] The server (200) may receive from the loading computer one or more of the following: whether a stability-related rule is satisfied, SWBM (Still Water Bending Moment), SF (Shear Force), SOLAS (Safety of Life at Sea) Visibility, propeller immersion, and (Auto) Water Ballasting strategies for the draft. To this end, the loading computer (100) may calculate / judge / determine one or more of the following: whether a stability-related rule is satisfied (and / or distribution diagram), SWBM, SF, SOLAS Visibility, propeller immersion, and (Auto) Water Ballasting strategies for the draft, and these information may be transmitted to the server (200).

[0090] And, when the ship submits the results of the ship's loading status and stability satisfaction to the port and there is no need to use the loading computer (100), the loading computer (100) is turned off and the devices in the bridge (20) that require the loading computer data may not receive the data.

[0091] Additionally, the loading computer (100) may be turned on only between the time the ship arrives at the port and the next departure. At this time, the input of the loading computer may be structured so that the user stores input values.

[0092] In order to verify the final input value of the loading computer data, the server (200) may acquire data only within the range of the vessel's operating RPM in the port from at least one of the front-end and back-end. Through this, the server (200) can store the loading computer data in a low capacity. At this time, the vessel's operating RPM may be the vessel's engine operating RPM.

[0093] Specifically, the server (200) can acquire loading computer data only within the range of RPMs of a ship operating in a port in order to acquire data only when the ship is in a port. For example, the range of RPMs of a ship operating in a port may be 0 to 5 RPMs, but is not limited thereto.

[0094] And, the server (200) can repeatedly request data acquisition only within the range of ship operation RPM in the port.

[0095] When the RPM of the vessel exceeds the vessel operating RPM range, the server (200) can determine the final loading computer data by converging previously acquired data. The server (200) can determine the final value by converging the final loading computer data for each loading condition.

[0096] Specifically, since the loading computer (100) is turned ON at the port, the input data of the loading computer (100) may change at the port. At this time, the loading computer (100) may receive data in preset time units. The input data of the loading computer (100) received by the server (200) may vary. For example, the loading computer (100) may receive data in 1-minute units, but is not limited thereto.

[0097] And, the server (200) can determine the input value as a converged value if, prior to the ship's departure, the engine driving RPM is at a specific RPM and the input data from the previously received loading computer (100) is input at a constant value without change. Afterward, the server (200) can send the finally confirmed loading computer data to various devices on the bridge (20).

[0098] As illustrated in FIG. 5, the server (200) can receive loading computer data from the loading computer (100). The loading computer data may include information regarding the stability of the vessel in an undamaged state and the floating position of the vessel when the vessel is freely floating in calm water. This loading computer data may include information regarding the draft (draught fore, draught mid, draught aft) and information regarding the metacentric height (GM corr).

[0099] Figure 6 illustrates a graph for determining the convergence of loading computer data based on the loading computer data of a ship.

[0100] The left side of the graph shown in FIG. 6 illustrates the draft height (m) information, the right side of the graph illustrates the metacentric height (m) information, and the bottom side of the graph illustrates the time (hour) information between the ship's arrival and departure. Additionally, the graph illustrates the measured draft information, loading condition draft information, and loading condition metacentric height information based on the time from the ship's arrival to its departure.

[0101] Referring to Fig. 6, after the ship enters port, when the ship's engine is turned OFF, the measured draft can be measured through a sensor placed inside the ship.

[0102] And, when the loading computer in the vessel is ON, the server (200) can receive loading computer data and obtain loading condition draft information and loading condition metacentric height information.

[0103] Accordingly, the server (200) can search for a loading condition draft that has a draft similar to the measured draft when the ship departs. The server (200) can check the convergence trend of the loading condition draft based on the measured draft. The server (200) can first check the loading computer data in the case where the loading condition draft converges and determine it as the final value.

[0104] And, the server (200) can check the convergence trend of the loading computer data based on the metacentric height corresponding to the loading condition. If the loading condition metacentric height converges, the server (200) can check the corresponding loading computer data a second time and determine it as the final value.

[0105] Figures 7 to 10 illustrate flowcharts of the server's operation.

[0106] Referring to FIG. 7, the server (200) can receive loading computer data from the loading computer (100) that is ON only within a specific engine RPM range of the vessel (S101).

[0107] The server (200) can search for a loading condition similar to the draft at departure among the received loading computer data (S102).

[0108] The server (200) can determine the corresponding loading data as the final value, where specific information of the discovered loading condition is within a certain area (S103).

[0109] The server (200) can transmit the final value to the demand source (400) within the bridge (20) (S104).

[0110] Referring to FIG. 8, the server (200) can receive all ON state loading computer data from the loading computer (100) (S201).

[0111] The server (200) can search for a loading condition similar to the draft at departure among the loading computer data received within a specific cycle RPM range (S202).

[0112] The server (200) can determine the corresponding loading data as the final value, where specific information of the discovered loading condition is within a certain area (S203).

[0113] The server (200) can transmit the final value to the demand source (400) within the bridge (20) (S204).

[0114] Referring to FIG. 9, the server (200) can receive loading computer data in which the position of the vessel in GPS information is ON only within a specific range from the port location (S301).

[0115] The server (200) can search for a loading condition similar to the draft at departure among the received loading computer data (S302).

[0116] The server (200) can determine the corresponding loading data as the final value, where specific information of the discovered loading condition is within a certain area (S303).

[0117] The server (200) can transmit the final value to the demand source (400) within the bridge (20) (S304).

[0118] Referring to FIG. 10, the server (200) can receive loading computer data that is ON only within a specific period of RPM while the position of the vessel in the GPS information is within a specific range from the port location (S401).

[0119] The server (200) can search for a loading condition similar to the draft at departure among the received loading computer data (S402).

[0120] The server (200) can determine the corresponding loading data as the final value, where specific information of the discovered loading condition is within a certain area (S403).

[0121] The server (200) can transmit the final value to the demand source (400) within the bridge (20) (S404).

[0122] Referring to FIG. 11, the server (200) can receive all ON state loading computer data from the loading computer (100) (S501).

[0123] The server (200) can search for a loading condition that the user of the loading computer (100) has confirmed as the final value among the received data (S502).

[0124] The server (200) can determine the discovered loading condition as the final value of the loading data (S503).

[0125] The server (200) can transmit the final value to the demand source (400) within the bridge (20) (S504).

[0126] For a detailed description related to the flowcharts of FIGS. 7 to 11, the above description may be referenced.

[0127]

[0128] FIG. 12 illustrates an overall concept of an embodiment of the present invention. As shown in FIG. 12, the hull integrity evaluation method according to an embodiment of the present invention can be viewed as a concept combining the ship's stress RAO (Response Amplitude Operator) and ISS.

[0129] Here, the stress RAO represents the stress value per unit wave height for each wave frequency, considering the structural detailed geometry for the structural region of interest.

[0130] ISS (Integrated Smartship Solution) refers to an integrated smartship solution. In the areas of navigation and communication, ISS helps save fuel by providing optimal route guidance. In terms of monitoring, it collects real-time data from key onboard equipment (engines, propellers, etc.) and facilities to analyze the status of core equipment, such as the ship and engines. In terms of energy management, it monitors the ship's energy flow in real time and supports efficient management. Regarding propulsion support, it provides optimal operational services for core ship equipment through real-time data analysis and minimizes energy consumption through trim optimization. It also supports eco-friendly navigation.

[0131]

[0132] FIG. 13 illustrates a rough processing procedure of a hull integrity evaluation method according to an embodiment of the present invention. Referring to FIG. 13,

[0133] Step S1301: In the stress RAO calculation step, the stress RAO for structural areas of interest under an operable loading condition is pre-calculated using the ship's design information and stored in a database. The stress RAO represents the stress value per unit wave height for each wave frequency, taking into account the detailed structural geometry of the structural areas of interest.

[0134] Step S1302: Data Collection and Transmission: The data collection step involves transmitting data from the operational information measured via the ISS while the vessel is in operation—such as the vessel's loading status or data capable of estimating that status (e.g., draft information, cargo loading status, and ballast status), navigation speed, and position information—to an onboard server or a ground server. Step S1303: Data Analysis: In the data analysis step, time and position information from the collected operational information is linked to weather information services to collect wave data. This wave information is analyzed using statistical methods to generate a wave scatter table (diagram) for the actual navigation path, and the probabilities of each loading status and vessel speed are evaluated using the operational data. Step S1304: Fatigue Damage Calculation: The cumulative fatigue damage is evaluated using the analyzed operational probabilities, the stress RAO at the structural location of interest, and the wave data for the actual navigation path. Miner's rule is used for the fatigue damage evaluation. Step S1305: Visualization and Reporting of Results: Analyze the evaluated flight data and display the fatigue damage of structural areas of interest to the user using charts and figures, and prepare a report if necessary.

[0135] Figure 14 illustrates a local load evaluation algorithm.

[0136] Referring to Fig. 14(a), the application algorithm for liquid cargo can be applied differently depending on the amount of input information. If there is no liquid level information, a virtual density (ρ_virtual) is used, and the dynamic pressure (P) can be evaluated by considering the direction and magnitude of the real-time acceleration vector (a).

[0137] Container cargo must implement a mechanism that acts according to the location where the cargo is loaded. Containers loaded on the deck are placed on the hatch cover and secured through lashing. Referring to Fig. 15(b), the vertical inertial force generated by the container cargo is transmitted to the hatch coaming. The inertial force due to the acceleration component in the width direction is transmitted to the rolling stopper, which is installed on the hatch cover and functions to prevent the hatch cover from moving in the width direction, and the inertial force due to the acceleration in the front-rear direction acts on the pitch stopper. The moment generated at the top of the hatch coaming due to the inertial force of the container cargo on the deck must also be implemented in an appropriate manner to balance the overall load.

[0138] Referring to FIG. 15(c), the load transfer location of the inertial force of the container cargo loaded in the cargo hold is distinguished according to the component of the direction of the acceleration. The inertial force due to vertical acceleration acts on the bottom of the cargo hold, and the inertial force acting in the width direction is transmitted to the cell guide. The inertial force acting in the front-rear direction acts on the front or rear bulkhead of the cargo hold, taking into account the direction of the acceleration.

[0139]

[0140] Figure 15 illustrates a method for calculating global and local loads.

[0141] The loads acting on a ship are classified into static loads, which are generated by buoyancy and self-weight acting on a ship floating in still water, and dynamic loads, which are generated as the ship oscillates due to external forces such as waves. Similar to static loads, dynamic loads consist of dynamic pressure caused by pressure changes resulting from fluid disturbances around the hull, and dynamic inertial force caused by changes in the acceleration of the ship as it oscillates as a result.

[0142] Local loads consist of various forms of loads that are formed by considering the pressure (P) acting on the ship's hull plating, the inertial force (ma) generated by the hull's motion, the inertial force of the hull itself, and the characteristics of the cargo loaded on the ship. Ballast water or liquid cargo, such as that of an oil tanker or liquefied gas carrier, manifests as pressure inside the tank, and containerized cargo exerts an inertial force on the ship due to the containerized cargo, as explained in Fig. 14(b).

[0143] Global longitudinal strength loads represent the loads acting on each longitudinal section when the ship is viewed as a longitudinal beam. By summing all local loads, including the ship's self-weight and pressure on the hull, along the ship's length up to a desired section (x0), the total shear load (F(x)) acting on that section can be expressed; furthermore, by integrating the longitudinal shear load distribution up to the desired section (x0), the moment (M(x)) acting on the section is obtained.

[0144]

[0145] A hull integrity assessment system is a system that evaluates the structural integrity of a hull based on the stress time history of key hull parts. Since it is not possible to directly measure stress in all major parts, techniques for estimating stress through indirect methods are used. It is common practice to utilize data used during the hull structural design to estimate the stress of the entire hull.

[0146] Hull structural design cannot reflect all possible loading conditions under which a vessel may operate. Therefore, structural performance evaluation assesses longitudinal strength based on the most vulnerable loading and operating conditions, while fatigue assessment evaluates and incorporates the loading and operating conditions expected to occur most frequently into the design. However, since actual loading and operating conditions during vessel operation may differ from those used in the design, errors may exist in stress estimation.

[0147] Accordingly, the following embodiments of the present invention disclose a system, method, and apparatus for providing a hull structural integrity service that reflects (local) load and motion information of a ship in order to solve the aforementioned problem.

[0148] Before describing the embodiments of the present invention, a brief overview of some terms used below is as follows.

[0149] A Motion Reference Unit (MRU) is a device that measures the motion status of a ship in real time. It is used to measure and record the movement of a ship or object across six degrees of freedom—roll, pitch, yaw, surge, sway, and heave—providing data necessary for navigation and positioning systems. The MRU tracks the ship's movement using various sensors, such as GPS, radar, gyroscopes, and accelerometers. The MRU can be primarily applied to ship stability and control, as well as to assist navigation and positioning systems.

[0150] The Automatic Identification System (AIS) is an automatic identification system that enables vessels to exchange information such as their location, speed, and direction. AIS shares the real-time locations of vessels at sea and is used for collision avoidance, maritime traffic management, and search and rescue operations.

[0151] LBSG (Long Based Strain Gage) is a long-range strain gauge, a sensor that is longer than a standard strain gauge, and allows for the measurement of structural deformation over a wide range of displacements of the entire structure rather than local displacement measurements.

[0152]

[0153] A method for a device according to an embodiment of the present invention to provide a service related to the structural integrity of a hull comprises receiving load-related information from data of a loading computer (S1601) and receiving ship motion information from a Motion Reference Unit (MRU) (S1602). Based on ship design information, ship operation information, the load-related information, and the ship motion information, the device may calculate the time history of loads acting on the hull and the time history of stresses by hull part (S1603). Such calculation of the time history of loads acting on the hull and the time history of stresses by hull part may be performed in a calculation unit of the device.

[0154] Subsequently, hull integrity evaluation items can be output based on the calculated results. Here, the output of the hull integrity evaluation items can be visually displayed (S1604) on a display, as exemplified in FIG. 17. As a specific example, referring to FIG. 17, FIG. 17(a) shows the monitoring location in the Overall-Nearby-Detailed stages. FIG. 17(b) shows the remaining fatigue life for the vessel life for the monitoring location in numerical terms. FIG. 17(c) shows the remaining fatigue life for the vessel life for the monitoring location in relative values ​​(percentages). FIG. 17(d) shows the remaining fatigue life in percentage and gauge form through the summary. This can be performed by an information provider, and the information provider may be the device or a display connected to the device via wired or wireless means. In addition, the above-mentioned hull integrity evaluation items can be visually displayed on a display via a digital twin of the hull structure. Furthermore, the hull integrity evaluation system can be implemented in onshore control facilities (or onshore control centers, onshore control systems), etc., through digital twin technology.

[0155] Here, the hull integrity evaluation items may include i) stress time history and load time history for each hull part, ii) longitudinal strength information, and iii) fatigue strength information. The stress time history and load time history may be displayed on the display as a stress time change graph and a load time change graph, respectively. The longitudinal strength information includes the maximum applied load relative to the design allowable load, and the fatigue strength information may include stress statistics information, cumulative fatigue information, and remaining life based on the cumulative fatigue information. The device may generate a visual or auditory alarm when the maximum applied load, the cumulative fatigue information, and the remaining life each exceed a threshold value.

[0156] The above load-related information includes local loads, cargo information, onboard tank information, ship mass distribution, and static hull girder load information, and the above ship motion information may be real-time ship 6-degrees-of-freedom motion measurements. Here, the onboard tank may be a tank containing liquid substances such as liquid cargo, fuel, lubricating oil, bills, and ballast water.

[0157] The above ship design information includes structural response information and motion transfer functions for unit loads of major structural parts, and the above ship operation information may include time, position, ship speed, and draft. The above ship design information may be received from a ship design information storage unit. The above ship design information storage unit may be included in the above device or other devices. The above major structural parts may include a hull, keel, shell plating, frame (ribs), deck, bulkhead, stringer and girder, pillar, cargo hold, etc.

[0158] FIG. 18 illustrates a (sensorless) hull integrity assessment system as described above.

[0159] Referring to FIG. 18, the calculation unit (100) receives load-related information (local load, cargo information, liquid cargo tank information, ship mass distribution, static hull girder load information) from the loading computer (500), ship motion information (real-time ship 6-degrees-of-freedom motion measurement) from the MRU (300), ship design information from the ship design information storage unit (600), and ship operation information from the ISS (GPS, AIS information, etc.) (400), and can calculate the time history of loads acting on the hull and the time history of stresses for each part of the hull. In addition, the calculation unit (100) can reproduce real-time spatiotemporal wave information by applying the Kalman Filter method, etc., reproduce the pressure field of the hull plate using Prescribed simulation, and reproduce the pressure field inside the liquid cargo tank.

[0160] Based on the calculation results of the calculation unit (100), the information providing unit (200) can output hull integrity evaluation items including major part stress, load (VBM, etc.) time history display, longitudinal strength information (maximum applied load relative to design allowable load, etc.), and fatigue strength information (stress statistical information, cumulative fatigue information). For example, the hull integrity evaluation items can be displayed on a display. In addition, the hull integrity evaluation items can be visually displayed on a display through a digital twin of the hull structure. In addition, the information providing unit (200) can also have a hull integrity alarm function.

[0161] Based on the above description, a hull integrity assessment system can be constructed by utilizing ship design information and minimal measurement data installed on the ship, without the need for additional sensors inside tanks or key areas. Furthermore, a highly accurate hull integrity service is possible by estimating stresses across the entire hull in real time, taking into account local loads.

[0162] In other words, by combining a loading computer and MRU (real-time ship motion information), local loads acting on the hull can be reproduced without additional sensors, thereby increasing the precision of the hull integrity service.

[0163]

[0164] Figure 19 illustrates a hull integrity assessment system with hybrid technology applied.

[0165] Referring to FIG. 19, based on the description of FIG. 18, but based on the fact that the device has received measurement information from four or more LBSG (Long Based Strain Gage) sensors, the device can reproduce the global stress spatiotemporal distribution over the entire hull and then output sensor measurement time history and fatigue damage cause analysis information.

[0166] Through this, a high-precision hull integrity assessment system can be established using ship design information and minimal measurements (multiple LBSG sensing). In addition, a high-precision hull integrity service is possible by estimating stresses across the entire hull in real time, taking into account local loads.

[0167]

[0168] Figure 20 illustrates a hull integrity assessment system for a container ship with hybrid technology applied.

[0169] Referring to FIG. 20, based on the description of FIG. 19, but based on the device receiving additional information on the weight of containers loaded in each deck and cargo hold among the data of the loading computer stored in the server, the device can reproduce the container load acting on the deck and cargo hold and further perform a hull integrity alarm function of the container ship.

[0170] Through this, it is possible to construct a high-precision hull integrity assessment system using ship design information and minimal measurements (multiple LBSG sensing). In addition, the influence of local loads caused by container cargo can be applied to the hull integrity assessment. Furthermore, by estimating stresses across the entire hull in real time while considering local loads, a high-precision hull integrity service is possible.

[0171]

[0172] Figure 21 illustrates a hull integrity assessment system based on additional ship design information.

[0173] Referring to FIG. 21, based on the description of FIG. 20, but based on the fact that the ship design information further includes ship plating shape information and ship cargo hold design information, the device can calculate the ship longitudinal strength load time history and then output the remaining life through the evaluation of maximum load and cumulative fatigue damage relative to the design load.

[0174] The above-mentioned longitudinal strength load time history of the vessel may include vertical shear force, horizontal shear force, vertical bending moment, horizontal bending moment, and torsional moment.

[0175] The output hull integrity assessment items may include the following:

[0176] - Longitudinal strength load-time history (R1)

[0177] - Key area stress time history (R2)

[0178] - Display of Maximum Load Ratio to Design Load (max(R1)): Checks the maximum longitudinal strength load the vessel has experienced to date relative to the maximum allowable load (design load), and is utilized as data for establishing repair strategies during periodic inspections and conducting frequent inspections of hull structural integrity through alarms for structural risk areas based on the type of longitudinal strength load.

[0179] - Display of remaining life through cumulative fatigue damage assessment: By evaluating damage caused by actual operation relative to the design life, the remaining life of key components can be checked. Based on the cumulative damage level, this data can be used to determine the priority and scope of hull inspections during periodic inspections, and can also be utilized to extend the service life beyond the design life and as a basis for estimating secondhand vessel prices by securing objective data on the vessel's remaining life.

[0180] - Accumulate fatigue damage data based on stress at key locations considering local loads and damage change information considering only global loads, and utilize this as data for cause analysis in the event of hull damage.

[0181]

[0182] Figure 22 illustrates a hull integrity assessment system based on additional ship load information.

[0183] Referring to FIG. 22, based on the description of FIG. 21, the ship design information received from the loading computer includes motion transfer functions for draft and ship speed, and based on the device further receiving longitudinal mass distribution and longitudinal static load from the data of the loading computer, the device may calculate the ship's global dynamic load time history and then further output the time history of the global load including the actual static load and the stress time history of the structural part of interest. The output hull integrity evaluation items may include the following items.

[0184] - Time history of global load including actual static load (A4) (R1)

[0185] - Stress time history of the structural region of interest (R2)

[0186] - Display of actual load experienced relative to design load (max allowable load) (max(R1)): Checks the maximum longitudinal strength load the vessel has experienced to date relative to the maximum allowable load (design load), and is utilized as data for establishing repair strategies during periodic inspections and frequent checks of hull structural integrity through alarms for structural risk areas based on the type of longitudinal strength load (added a feature to display a warning in red on the corresponding part of the output vessel structural model when user-specified limits are exceeded).

[0187] - Display of remaining life based on cumulative fatigue damage assessment: By evaluating damage caused by actual operation relative to the design life, the remaining life of key components can be checked (a warning indicator in red is added for relevant areas if the remaining life falls below a certain level). This data can be used to determine the priority and scope of hull inspections during periodic inspections based on the cumulative damage level, and can be utilized to extend the service life beyond the design life and as a basis for secondhand ship valuation by securing objective data on the vessel's remaining life.

[0188] - Accumulate fatigue damage data based on stress at key locations considering local loads and damage change information considering only global loads, and utilize this as data for cause analysis in the event of hull damage.

[0189]

[0190] The above global dynamic loads on the vessel may include vertical shear force, horizontal shear force, vertical bending moment, horizontal bending moment, and torsional moment.

[0191] The above load-related information may be directly input by the user.

[0192] The above ship operation information may be obtained from one or more of the Automatic Identification System (AIS), Integrated Smartship Solution (ISS), and Global Positioning System (GPS).

[0193] As described above, the actual vessel operation information used in the calculation unit can be utilized in real-time through a connection with a server storing data from the MRU, AIS, and Loading Computer that are basically installed on the vessel. Additionally, if a ship information integration system (such as our company's ISS) is installed, necessary information can also be utilized through a linkage with it. Information required by this system from the loading computer (water level, density, cargo weight, number of containers, etc.) can be manually entered during a voyage, and the system can be configured by appropriately using a load conversion algorithm that corresponds to whether information such as water level or the number of containers is entered.

[0194]

[0195] Referring to FIG. 23 in relation to the above description, a device (2300) providing a service related to hull structural integrity includes a transceiver (2330) that transmits and receives data from a server storing data from a loading computer, a processor (2310) that controls the performance of the following operations and operates the above-described calculation unit and / or information provision unit, and a memory (2320). The operations may include receiving load-related information from the data of the loading computer; receiving ship motion information from a Motion Reference Unit (MRU); calculating the load time history and stress time history for each part of the hull based on ship design information, ship operation information, the load-related information and the ship motion information; and outputting a hull integrity evaluation item based on the calculated result.

[0196]

[0197] In relation to the above description, a device providing services related to hull structural integrity may be implemented in a shore control facility. A shore control facility including a device providing services related to hull structural integrity comprises: a receiving unit that receives from a vessel data from a loading computer containing load-related information and vessel motion information from a Motion Reference Unit (MRU); and a processor that controls the execution of the following operations, wherein the operations may include calculating the time history of loads acting on the hull and the time history of stresses by hull part based on vessel design information, vessel operation information, the load-related information, and the vessel motion information; and outputting a hull integrity evaluation item based on the calculated result. For detailed information regarding this, refer to the above description.

[0198] Various embodiments for implementing the present invention have been described in detail in the previous table of contents.

[0199] Since the present invention is applicable to technologies related to ships, its industrial applicability is recognized.

Claims

1. Regarding the method of utilizing loading computer data, The server receives the loading computer data from the loading computer; The above server extracts loading computer data within a specific range of revolutions per minute (RPM) from the above loading computer data; Confirm the final loading computer data from the loading computer data extracted by the above server; and The above server transmits the final loading computer data to a device on the vessel that requires the loading computer data; A method including 2. In Paragraph 1, The above specific section RPM range is Characterized by being a range of engine driving RPM for operating a vessel within a port, method.

3. In Paragraph 1, The above loading computer is installed in the Cargo Control Room of the vessel, and The above server is installed on the bridge of the above vessel, and The above loading computer and the above server are spaced apart from each other, characterized by method.

4. In Paragraph 1, The above final data loading data A method in which the result of converging the loading computer data extracted by the above server includes data.

5. In Paragraph 1, The above loading computer data A method comprising result data regarding the loading status of a vessel and whether stability is satisfied.

6. In Paragraph 1, The above server is By connecting to a data collection device deployed on board the vessel, A method of receiving the loading computer data through the above-described data collection device.

7. In Paragraph 1, A method in which the above server communicates with the above loading computer based on a network cable format.

8. In Paragraph 6, The above server is A method for receiving data from the loading computer through the CRUD (Create, Read, Update, Delete) in API (Application Programming Interface) of the loading computer, 9. In Paragraph 1, The above server is A method for acquiring data only within a specific section RPM range in a port at least one of the front and rear ends to verify the final input value of the above-mentioned loading computer data.

10. In Paragraph 1, The above server is Receive loading computer data activated when the location of the above vessel is within a specific range from the port location; Search for loading conditions similar to the draft at departure among the received data; and When specific information of a searched loading condition is within a certain area, the searched loading condition information is determined as the final loading computer data. method.

11. In Paragraph 1, The above server is Received loading computer data activated when the location of the above vessel is within a specific range from the port location and the specific engine specific range revolutions per minute (RPM) is below; Search for loading conditions similar to the draft at departure among the received data; and When specific information of a searched loading condition is within a certain area, the searched loading condition information is determined as the final loading computer data. method.

12. Regarding the method of utilizing loading computer data, The server receives activated loading computer data from the above loading computer; The above server searches for a loading condition based on user input in the above loading computer data; If the discovered loading condition information is within a preset area, the discovered loading condition information is determined as the final loading computer data; and The above server transmits the final loading computer data to a device on the vessel that requires the loading computer data; A method including 13. An apparatus for executing the method according to paragraphs 1 through 12, A transmitting and receiving unit that transmits and receives with a loading computer; A processor that controls the execution of the following operations; Includes, and the above operations, Receiving loading computer data from the loading computer; Extract loading computer data within a specific section RPM range within the port from the above loading computer data; Determine the final loading computer data from the extracted loading computer data; and Transmit the final loading computer data to a device on board the vessel that requires the above loading computer data; A device including 14. A vessel comprising the method and apparatus according to paragraphs 1 through 13. .

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