EP2429890B1 - Navire ou support flottant équipé d'un dispositif de détection des mouvements de carènes liquides - Google Patents

Navire ou support flottant équipé d'un dispositif de détection des mouvements de carènes liquides Download PDF

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Publication number
EP2429890B1
EP2429890B1 EP10727474A EP10727474A EP2429890B1 EP 2429890 B1 EP2429890 B1 EP 2429890B1 EP 10727474 A EP10727474 A EP 10727474A EP 10727474 A EP10727474 A EP 10727474A EP 2429890 B1 EP2429890 B1 EP 2429890B1
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Prior art keywords
ship
wall
floating support
beacons
values
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EP10727474A
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German (de)
English (en)
French (fr)
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EP2429890A1 (fr
Inventor
Alain Guerrier
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Saipem SA
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Saipem SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/005—Equipment to decrease ship's vibrations produced externally to the ship, e.g. wave-induced vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/01—Improving mechanical properties or manufacturing
    • F17C2260/016—Preventing slosh
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

Definitions

  • the present invention relates to a ship or floating support for transporting or bulk storage of liquid, equipped with device (s) for detecting free surface movement within the tank (s) of transport or bulk storage vessels.
  • cryogenic transport vessels either LNG or liquid methane, or other gases maintained in the liquid state at very low temperature, such as propane, butane, ethylene, or any other gas density less than water in the liquefied state, transported in very large quantities in the liquid state and substantially at atmospheric pressure.
  • Liquefied gases transported at a pressure close to atmospheric pressure must be cooled at low temperature to remain in the liquid state. They are then stored in very large tanks, either spherical or cylindrical, preferably of polygonal cross section, in particular substantially parallelepipedic, said reservoirs being very strongly thermally insulated so as to limit the evaporation of the gas and maintain the steel of the structure of the structure. ship at a permissible temperature. Vessels generally travel either fully loaded (95-98%) or with a slight residual bottom gas (3-5%) in order to keep the tanks and insulation systems constantly cold. to allow their loading more quickly, thus avoiding the need for a progressive cold setting therefore slow and consuming operational time. A ship with all the features of the preamble of claim 1 is known per document WO 2008/076168 A1 .
  • the contents of the tanks behave like liquid hulls and wave-like phenomena known as "sloshing" or choppy, can appear and become very violent inside the tank, especially when they break on the vertical walls of the tank and in particular also in the trihedron formed by the junction of two vertical walls and the ceiling of said tank. These phenomena are particularly sensitive because these liquids have very low viscosities, lower than that of water.
  • the problem according to the present invention is to prevent wave breaking phenomena of "sloshing" type in tanks of ships carrying or storing liquefied gas, in particular liquid methane or "LNG", by detecting the precursor phenomena at the onset of said "sloshing".
  • LNG liquid methane
  • methane gas methane gas
  • the inventors have tried different devices for detecting free surface movement inside the vessel storage tanks or floating supports, but the sensitivity of these devices led to unusable information, in particular detection devices based on the measurement of the free surface of the inner wall of tanks containing said liquid hull, using sonars or ultrasound devices.
  • hull motion detection devices suitable for this problem, particularly based on the principle of sensors for the vibrations of a wall in direct or indirect contact with said liquid hull; that is to say a wall to which are transmitted the vibrations of the walls of the tank, preferably using vibratory accelerometers measuring the variation of the acceleration g as a function of time.
  • wall of the internal structure of the ship is meant in particular an inner wall of the hull of a double hull ship or a wall of a support system and / or insulation of said large tank inside. of the hull.
  • step 1.4 the risk of deformation or deterioration of said wall, associated with a said threshold value corresponds to a risk of resonance phenomenon of the movements of the free surface.
  • step 2) said transmission means initially in standby are activated by control triggered by said calculation unit, if a said threshold value is reached.
  • said computer comprises integrated memory able to store the data received from the sensors over time, so that the computer can analyze over time the overall behavior of the hull, especially when the ship is in either at the shelter or in calm navigation, that is to say without risk of movements of free surface, thus without risk of "sloshing", this observation being correlated with the roll and / or the pitch of the ship, allows to evaluate the background noise specific to the ship in the absence of significant movements of free surface and thus define said thresholds mentioned above.
  • said vibratory accelerometer is a piezo-resistive accelerometer.
  • piezo-resistive detection accelerometers are able to capture frequencies from 0 to 5-10 KHz and measurement accuracy of the order of 3-5%. This type of piezo-resistive detection accelerometer is able to characterize a total state of rest, that is to say a zero acceleration.
  • vibration accelerometers can be implemented such as piezoelectric sensing accelerometers, capacitive sensing, inductive sensing, stress-strain type, among others.
  • said vibratory sensor is constituted by a triaxial vibration accelerometer.
  • Such triaxial accelerometers are able to measure the amplitudes of vibrations of the wall in the three directions of space as a function of time.
  • said transmission means comprise an antenna and a transceiver capable of transforming the electrical signals supplied by said computing unit into radio waves, which radio waves are transmitted from an antenna.
  • said transmission means comprise wire transmission means, comprising cables connecting a signal processing interface able to make it driveable through said cables, preferably optical fiber cables combined with transforming interfaces. said data of the electrical signal, supplied by the electronic calculation unit in light signals.
  • a said beacon further includes a complementary device capable of detecting the ship's own movements and triggering the activation of said electronic computing unit to carry out treatments of said steps 1.1) to 1.3) and 2) of said beacon and the other electronic calculation units of the other beacons of the same tank and of the other tanks of the ship or floating support, the triggering of the activation of said electronic calculation units being done starting from a predetermined threshold value d amplitude of the ship's movements, preferably a tilt value of a wall of the hull of the ship.
  • the complementary device inclinometer type or inertial central can detect the own movements of the ship such as (roll, pitch, yaw, sideways, lurching or other).
  • a said beacon does not include a complementary device for detecting the ship's own movements.
  • said device for detecting movements of the ship is a pendulum-type inclinometer or an inertial unit, able to determine preferably the roll angle of a side wall of the ship's hull or floating support, said threshold value being a roll angle of at least 5 °, preferably 5 to 10 ° with respect to the vertical.
  • the device consumes very little energy, because within the computer, the standby loop is very simple.
  • the computer analyzes all the information coming from the vibration sensor and carries out the signal processing, the results of said processing being then transmitted to the central supervisor to the extent that at least one of the thresholds predefined is crossed.
  • beacons When one of the beacons is activated by its own inclinometer, it is advantageous to activate the other beacons so as to be certain that the set of tags is activated. By doing so, there is then a high level of activation redundancy in the whole chain of beacons, since each is normally activated by its own inclinometer and each then informs all others, as well as the central supervisor, it comes into action. Thus, the risk of having a beacon that remains in standby is radically restricted.
  • activation of the electronic calculation unit means that the latter has previously been in a standby state and is self-activating. for carrying out the processes and transmissions of steps b) and c) above, said transmission means 5d being activated by said electronic computing unit 5b.
  • said electronic calculation unit is able to be activated from the measurement of an acceleration amplitude threshold value (g) as a function of time.
  • each said beacon is powered by a power supply means consisting of a battery or a super capacitor, preferably a lithium battery, supplying said vibratory accelerometer, electronic computing unit, and transmission means and preferably said detection devices. ship movements.
  • a power supply means consisting of a battery or a super capacitor, preferably a lithium battery, supplying said vibratory accelerometer, electronic computing unit, and transmission means and preferably said detection devices. ship movements.
  • said supply means further comprise a thermocouple SEEBECK effect whose cold junction is installed between the cold inner wall of the tank and said tag, the latter constituting the hot welding of the thermocouple, said thermocouple for generating a permanent current supplying said beacon and, preferably continuously recharging said battery or super capacitor.
  • said beacons are integral with the deck of the ship and / or a side wall for supporting and isolating the walls of said large tank inside the hull of the ship. vis-à-vis a shell wall of the shell, said tags being located near corners of said large tank at its longitudinal ends.
  • ATEX ATEX
  • said vessel is a former LNG-type transport vessel converted into a fixed anchored floating storage vessel, the filling level of at least one of its tanks is determined according to the stirring the liquid contained therein as detected and calculated by said liquid agitation detecting device.
  • a FSRU-type vessel 1 anchored by lines 1b connected to winches 1c, installed on a petroleum field and receiving, by pipes, not shown, gas from sub-well heads is shown in cross-section. marine, said gas being treated on board in 1d facilities to be cooled to a temperature below -163 ° C and stored in the form of liquid 3 in the tanks 2 before being transferred to LNG carriers that will transport said gas , always in liquid form, to the users.
  • the parallelepipedic tanks 2 have a volume of 24,000 m 3 with a width of 20m, a length of 40m and a height of 30m, the largest can reach and exceed 60,000 m 3 .
  • the ship is equipped with hull movement detection devices 5 hereinafter referred to as “beacons” or “sloshing detection devices” according to the invention, namely four autonomous beacons 5-1 located near the corners of the aircraft.
  • tanks at the longitudinal ends of the tanks respectively, left on the port side, at the deck 4a and at the bottom inside the hull, in contact with the wall 2a-1 of the thermal insulation system 2a of the tank 2, and on the starboard side, at the top and bottom inside the hull, in contact with the wall 2a-1 of the thermal insulation system 2a of the tank 2.
  • the tanks 2 are secured to the shell 4a, 4b by carrier structures of metal beam type 11 uniformly distributed and ensuring the connection between, on the one hand, the surfaces of the outer wall 2a-1 coating 2a of the tank 2 (itself secured to the walls 2f, 2h of the tank 2) and secondly, the inner walls of the hull of the ship.
  • the tags near the upper corners 2d are either positioned on the bridge 4a of the floating support, or against a longitudinal side wall 2a-1 of the insulation system facing the side wall 4b of the hull of the ship.
  • the tags located near the lower corners 2g are preferably located against a side wall 2a-1 of the insulation system 2a of the tank 2 inside the shell vis-à-vis its side wall 4b.
  • the free surface 3a of liquid methane (LNG) in the tank 2 is generally slightly agitated depending on the excitation of the liquid surface caused by the swell, the wind and the current acting on the ship. In the event of degraded ocean-weather conditions, this agitation increases and may lead to significant waves reflecting on the walls of the tank and may lead to breaks on said walls.
  • LNG liquid methane
  • the ship In navigation or anchored configuration, the ship is subject to sea conditions, ie to swell, current and wind, and the contents of the various tanks are then subject to permanent excitation from said swell. , said current and said wind. It then forms a kind of confined waves in the tank 2, which bounces on the side walls 2f and is then reflected while keeping its own energy, that is to say, its period and its amplitude. This then results in more or less significant surface agitation depending on the sea conditions.
  • the waves thus reflected on the walls recombine with each other, and can either evolve towards decreasing state of agitation when the recombination occurs in phase shift. or towards increasing states when they recombine in phase.
  • the vertical angles 2d at the ceiling of the tanks are in fact zones where, in the event of breakage, there is a risk of very violent shocks due to the trihedral shape created by the two vertical walls and the ceiling of the tank, this is why it is advantageous to have the 5-1,5-2 beacons near said tank angles.
  • beacons On the port side, on the deck 1a of the ship, two stand-alone 5-1 markers were installed, these beacons communicate by radio with a central supervisor 6, preferably a PC-type computer, installed at the control station. preferably at the level of the piloting bridge of the ship on the one hand, and secondly, these tags communicate by radio with the other tags 5-1, as will be explained below.
  • central supervisor 6 preferably a PC-type computer
  • these tags communicate by radio with the other tags 5-1, as will be explained below.
  • two 5-2 wired beacons On the starboard side, on the deck 1a of the ship, two 5-2 wired beacons were installed, these beacons communicating with the same central supervisor 6 via a local computer network 5d-3.
  • the vessel 2 of this vessel has an octagonal section with a ceiling wall consisting of a horizontal central wall 2e-2 and two side walls of 2e-1 side inclined downwardly to the longitudinal side walls 2f.
  • said transmission means comprise a 5d-1 antenna and a 5d-2 transceiver capable of transforming the electrical signals supplied by said unit in radio waves 5b, which radio waves are transmitted from a 5d-1 antenna.
  • said transmission means 5d comprise cables 5d-3 connecting a signal processing interface 5d-4 capable of rendering it drivable through said cables 5d-3, preferably fiber cables. optical combined with 5d-4 interfaces transforming said data of the electrical signal supplied by the electronic computing unit 5b into light signals.
  • the beacons 5-1, 5-2 comprise a device for detecting movements of the ship 5c, which is an inclinometer, for example of the pendulum type, or an inertial unit, able to determine preferably the angle roll of a wall of plating 4b of the hull of the ship or floating support.
  • This device 5c is able to trigger the activation of said electronic computing unit 5b to perform processing of said steps b.1) to b.3) and c) of said beacon and the other computing units 5b of the other tags of the same vessel and the other tanks of the vessel or floating support, the triggering of the activation of said electronic calculation units being done starting from a predetermined threshold value of amplitude of movements of the ship, preferably a value of inclination of a wall of the hull of the ship, said threshold value being a roll angle of at least 5 °, preferably 5 to 10 ° relative to the vertical.
  • the figure 3 is a top view of an LNG transport vessel with three 2-1,2-2,2-3 octagonal tanks, the first 2-1 on the left is equipped with four 5-1 autonomous type according to the invention, installed outside on the deck of the vessel, at the outer vertical angles 2d of said tank at its longitudinal ends.
  • the middle tank 2-2 is also equipped with four 5-1 tags installed inside the vessel in the upper part between the outer plating. 1e of the vessel and the outer wall 2-1 of the insulating coating 2a of the LNG tank 2-2.
  • the bowl 2-3 of the right is equipped with eight devices 5-1 as on the figure 2 , respectively located at the four corners 2d, outwards and four corners 2c at the junction of the inclined walls 2-1 of the ceiling with the central wall 2-2 of the ceiling of the tank, as shown in the sectional view on the figure 2 .
  • the hull movement detection devices or 5-1,5-2 beacons are installed either in direct contact with the external wall 4a, 4b of the ship, preferably at the deck 4a of said ship as shown in FIG. figure 2 , or inside the ship, for example in a corridor, in the space between the plating 4b of the ship and the insulating coating 2a of the LNG tank, as explained on the figures 1 and 4-4A .
  • the 5-1,5-2 free surface motion detection device is integral with the wall on which it is installed. It is either mechanically fixed by welding 5-4 or by bolting, or advantageously by simple bonding, so that any vibration of said wall is transmitted integrally to the device 5-1,5-2 with the minimum attenuation.
  • the 5-1,5-2 sensing devices are in some ways "listening" to what happens inside the LNG storage tanks.
  • the “sloshing" detection device 5 is either of the autonomous type 5-1 and then transmits its information by radio, as detailed on the figures 5 and 7A , or of wired type 5-2, and then transmits its information, for example, via a wired local computer network 5d-3, as detailed on the figures 6 and 7B .
  • the "sloshing" detection device, or beacon is of the 5-1 autonomous type. It consists of a triaxial accelerometer 5a connected 5a-1 to a computing unit 5b, the assembly being powered by a super-capacitor or a battery 5e, preferably a lithium battery with a very long life.
  • the information resulting from the calculations within the computing unit 5b is transmitted by radio using a 5d-2 radio transceiver equipped with a 5d-1 antenna.
  • wired tag version 5-2 shown on the Figure 7B , the latter consists of a triaxial accelerometer 5a connected to a computing unit 5b, the assembly being supplied at 5d-6 by the wired link of network type 5d-3. The information resulting from the calculations within the calculation unit 5b is transmitted to the central unit 6.
  • the figure 5 represents the plan view of two tanks 2-1,2-2 equipped at their four corners of 5-1 autonomous type of beacons, one of the beacons 5-1a has just been activated by the inclinometer device 5c and then communicates by radio with the central supervisor 6 and with all the other 5-1 beacons of the two tanks to reactivate them.
  • figure 6 represents the plan view of two 2-1,2-2 tanks equipped at their four corners with wired type 5-2 beacons, communicating with the central supervisor 6 and with all the other beacons via a local area network 5d-3.
  • each of the tags when activated, then communicates individually with the supervisory computer 6 preferably located at the gateway, as shown in FIG. figure 1 .
  • said beacon simultaneously informs all other beacons and activates them, the latter then go into data acquisition mode, data processing and communication with the central supervisor 6.
  • the activation of a beacon is caused by the device 5c, inclinometer type or inertial central responsive to the ship's own movements.
  • a radio signal 8a is then sent to the central supervisor 6 and a radio signal 8b is sent to all tags to activate them.
  • the triaxial accelerometer 5a sends its data to the computing unit 5b, which processes them in a particular manner which will be explained below, and then transmits the data resulting from the radio signal processing until to the supervisor 6.
  • Said supervisor 6 then processes all the data collected from the various 5-1,5-2 beacons and can thus synthesize the state of the agitation of the free surface in the tank to determine if this agitation risk of sloshing damage to the facilities.
  • the supervisor 6 enters the data collected from the various tags into a mathematical model allowing it to provide control commands of the vessel in terms of speed and / or direction to reduce or eliminate this risk of "sloshing".
  • the activation of a calculation unit 5b of the beacon 5 is caused by a radio signal 8b directly from a first beacon or a radio signal 8c from the central supervisor 6, itself having collected the data from of said first beacon.
  • the transmission acquisition process, represented on the Figure 9B is then identical to that described above with reference to the Figure 8B .
  • the activation of a beacon is caused by a signal from its accelerometer 5a, signal caused for example by a phenomenon of resonance of the liquid hull of LNG while the ship's own movements are weak, or even insignificant, said movements of the ship not being sufficient to reach the triggering threshold of the device 5c, inclinometer type or inertial central.
  • the beacon then sends a signal 8a to the central supervisor 6 as well as a signal 8b to all the other beacons to activate them.
  • the transmission acquisition process, represented on the Figure 11B is then identical to that described above with reference to the Figure 9B .
  • wired links 5d-2 In the case of wired links 5d-2, the same information as that described with reference to Figures 8, 9 and 10 in the case of radio links, pass in a known manner on the wired local network 5d-3 connecting, in series, in a star, or in a ring, all the beacons and the central supervisor 6.
  • the signal processing within a beacon 5 is schematized in the Figures 11 to 13 .
  • This normal operating mode ie out of the self-learning adjustment phases described below, when the beacon is triggered, for example by a roll and / or pitch exceeding a given threshold perceived for example by the inclinometer 5c, the calculator is aware, by simple direct measurement of the signal, of the exact period of said roll-pitch, and therefore of the level of risk of excitation and amplification of the movements of the liquid surface that may degenerate into "sloshing"", By a mathematical modeling of the liquid hulls within the various tanks. On the basis of the time signal of the figure 11A , associated with said excitation period, ie said rolling period and / or pitch, and the software integrated in the computer 5b, several types of processing will be performed according to the configuration of said signal.
  • the acceleration diagram (g) is represented as a function of the frequency (Hz) respectively corresponding to the signal processing by an FFT ( Fig. 11B ) and after filtering the background noise ( Fig. 11C ).
  • the figure 11D represents the diagram of the temporal accelerations after filtering and treatment of the signal by an inverse Fourier Transform of the IFFT type, highlighting the exceeding of the thresholds S1, S2, etc. Predefined.
  • the diagram of a DSP is represented, in which the function g 2 / Hz is represented in ordinate manner, and the frequency Hz in abscissa, the curve corresponding respectively to the signal processing by a DSP (12A). and after filtering the background noise (12B).
  • the spectral power g 2 is then represented by the integral of the function g 2 / Hz of the figure 12B , ie by the hatched surface of the figure 12B , between the curve, the X axis, and the high Fb and low Fa limits of the filtering.
  • the diagram of a DSE is represented, in which the function g 2 s / Hz, that is to say the square of the acceleration, multiplied by a time and divided, is represented in a known manner. by the frequency, and on the abscissa the frequency Hz, the curve respectively corresponding to the signal processing by a DSE (13A) and after filtering the background noise (13B).
  • the spectral energy (g 2 xt) is then represented by the integral of the function g 2 s / Hz of the Figure 13B , ie by the hatched surface of the Figure 13B , between the curve, the X axis, and the upper and lower limits of the filtering.
  • the resultant data are transmitted to the central supervisor 6 only in the case where maximum threshold values are crossed.
  • the computer 5b continuously receives data from the sensor 5a, processes them continuously or not, stores them in its internal memory and analyzes over time the overall behavior of the system, mainly when the ship is either at the shelter, or in calm navigation, ie without risk of liquid hull movements, so "sloshing".
  • This observation correlated with the roll and pitch of the ship, makes it possible to evaluate the background noise specific to the ship in the absence of significant movements of liquid hulls or "sloshing", and thus to define thresholds as described with reference to the figures 11D , 12B and 13B relating respectively to an IFFT, a DSP and an EHR.
  • these predefined thresholds will either be automatically adapted within the computer 5a, the latter operating in self-learning after having internally synthesized the results of the three synchronous processes previously described, or modified by the central supervisor after treatment. overall, over long periods, information from all the tags, these global treatments being correlated with the actual behavior of the ship and its cargo of liquefied gas.
  • Signal filtering eliminates unwanted frequencies, usually very low frequencies and high frequencies. This filtering eliminates what is called the background noise, that is to say the noise created by the ship's own environment. This gives a representation of the agitation of the liquid surface in the vessel in particular in terms of spectral energy, because the vibratory accelerations measured are related to moving liquid surface hulls within the vessel, and said energy spectral is representative of the local agitation of the free surface in the tank. This spectral energy is then compared in real time with predetermined threshold values.
  • the computing unit 5b then performs an IFFT (Inverse Fast Fourier Transform), that is to say, a reverse fourier transform, which makes it possible to return to the variation signals.
  • acceleration g as a function of time t having however eliminated in the preceding filtering phases said background noise.
  • Real-time signals for the variation of accelerations specific to the free surface as a function of time are then highlighted, and the risks of the appearance of a potentially harmful "sloshing", as well as the acceleration peaks corresponding to proven shocks against the walls of the tanks, or to quasi-shocks, ie resonances in increasing phase that can lead in the very short term to adverse shocks to the integrity of the tank, and therefore the vessel.
  • This information once processed within the calculation unit 5b, is transmitted at intervals, regular or otherwise, to the central supervisor 6 which then processes all the data and then specifies the location of the phenomenon of "sloshing" in term tank number and exact location of agitation or proven impacts of "sloshing", and quantify the extent of the phenomenon.
  • the tags 5 include a considerable on-board computing capability, which makes it possible to transmit via radio (5-1 autonomous type of beacons) or on the local network 5d-3 (5-2 wired beacons) that data results processed. , which drastically reduces the occupation of the central supervisor 6, who then has only to concatenate signal processing result data, to synthesize it and to make available to the ship's behavior of its cargo in each LNG storage tank.
  • wired type tags 5-2 requires the establishment of a local computer network and requires a power supply.
  • the local network 5d-3 will advantageously be of the optical fiber type, and the power supply of the beacon will also advantageously be of the integrated battery type 5e, as in the case of autonomous beacons 5-1.
  • the installation of the various components in this ATEX environment will be simplified accordingly.
  • the electronic components of the calculation unit 5b used for the signal processing as well as the components used for the transmission interface means 5d-2 in the case of the beacon autonomous 5-1 and 5d-4 interface in the case of the wired beacon 5-2 are of the low consumption type in working condition and very low consumption, or even almost zero consumption, in standby state.
  • the energy to be provided for these beacons will be provided by 5th batteries with long life and charge, and advantageously by lithium batteries whose life exceeds 2 or even 3 years.
  • the autonomous beacon is advantageously powered by a device 9 of the Seebeck effect thermocouple type installed inside the hull of the ship, between the plating 4b, against the insulating wall 2a-1 of the vessel.
  • the beacon 5-1 is installed against the insulating wall 2a-1 of the tank, through which a small diameter orifice 9a, for example 5mm, has been previously drilled, passing right through it all the way through. to the sealing wall 2.2f, either primary or secondary, then inserting a thermocouple in the orifice so that the cold junction 9-2 is in contact with the internal cold wall 2.2f, wall to the temperature of -163 ° C in the case of the primary sealing barrier.
  • the cold junction 9-2 is connected in a known manner by a double-strand cable to the hot weld located at the level of the housing 9-3, the latter being at ambient temperature, ie at a temperature of 10-20 ° C. ° C.
  • This temperature differential then produces, in a manner known by the Seebeck effect, a permanent electric current which permanently supplies the beacon, and preferably continuously recharging, either a battery, not shown, or a super-capacitor, it is that is, a capacitor of very high capacity.
  • autonomous type 5-1 and wired type 5-2 tags have been described. These two types each have their own advantages.
  • the autonomous version 5-1 has a certain advantage, since the beacons are of the ATEX type and each include all the required functions. They can be added to existing equipment and be secured on the deck or inside the hull, against the insulation wall, by simply gluing, which does not require any work generally considered dangerous in potentially explosive environments .
  • the wired version 5-2 requires a local network installation work along the length of the ship to reach the central supervisor 6 located at the bridge.
  • This type of arrangement is more particularly intended for new constructions, although the autonomous version 5-1 still remains extremely interesting in this case, because it completely eliminates the deployment of said local network 5d-3, which represents a considerable cost, because of such vessels measure several hundred meters in length.
  • this type of installation over very long distances, it is not uncommon to have a local network cost representing 70 to 85% of the overall installation.
  • the cost of the installation is drastically reduced, while facilitating its installation and integration in a high-risk gas environment requiring ATEX standardized equipment.
  • the ATEX standardization is known to those skilled in the art and the components used in the context of the beacons 5-1 and 5-2, particularly at the level of the sensor 5a and the calculation unit 5b are available in an ATEX 5-3 module from CEGELEC (France) in the BACC range of products.
  • the 5d-2 components providing radio transmission of the data of the autonomous beacon 5-1 are available, for example, from ASM (Austria) under the reference ASCell3911. These components communicate on ISM 868 MHz, 433 MHz and 315 MHz standard frequencies, thus complying with the laws of the various industrialized countries.
  • This type of component has a range limited to 25-1000m depending on the model and the environment (confined environment or open environment) and has a consumption in emission situation of 10 to 12 mA under 2-3.5v, and a consumption in monitoring the order of 0.5 uA, that is to say a consumption almost zero, which represents a considerable advantage for the lifetime of batteries or lithium batteries supply.
  • This type of component is integrated in the ATEX module 5-3 previously described.
  • the main triaxial accelerometer 5a is advantageously used to perform this task, insofar as it has a sensitivity adapted to correctly detect the movements of the ship, as well as the thresholds to trigger said beacon.
  • the computing unit 5b will continuously scan the signals coming from said main accelerometer and deduce from it the actual movements of the ship and in particular its rolling pitch, triggering if necessary the previously detailed acquisition-processing-transmission process. .
  • Each of the beacons is preset to process the signals from the triaxial accelerometer 5a in a range of liquid hull oscillation periods corresponding to swells between 4-5 seconds and 15-18 seconds.
  • each of the beacons 5 is in permanent observation, ie in permanent acquisition of the movements of the ship (roll, pitch, ...), but in standby treatment and transmission, that is to say in consumption almost zero.
  • the predefined triggering threshold for example an 8 ° roll
  • each of the data is compared with those of reference by the calculation unit 5b, after filtering as explained above with reference to FIG. 10C. If this energy is greater than said reference, an IFFT calculation is then launched in order to highlight any shocks and quasi-shocks, and to classify them in amplitude according to the predefined thresholds S1, S2, S3, etc.
  • All of these calculations are performed very quickly by the computing unit 5b, in a time well below the rolling period considered, then saved within the calculation unit 5b in an associated memory. It is sent simultaneously to the supervisor 6 via the radio module, or the local network 5d-3, if necessary. Within said supervisor, it is then concatenated with all the synchronous or quasi-synchronous information from each of the other beacons installed on the ship, it thus provides the commander with a faithful representation of the agitation of the liquid hulls within each of the tanks of his ship.
  • the data acquisition for each of the tags is archived and processed internally.
  • the various predefined thresholds are adjusted either upward or downward, by simple self-learning at the level of the unit. calculation 5b. Said adjustments are then transmitted at regular intervals to the supervisor 6 which then ensures the overall consistency of all the tags.
  • the central supervisor 6 intervenes at each of the beacons by simple radio transmission, or if necessary through the local network 5d-3, to modify the predefined thresholds or modify the acquisition calculation programs or self learning. Similarly, said central supervisor intervenes remotely to modify said defined reference thresholds. The modifications are also advantageously performed during maintenance operations on each of the tags, or when a tag is replaced by a new generation tag.
  • the device according to the invention is particularly interesting in the case of old LNG vessels converted for use as fixed floating storage, either near an LNG production site, or in a coastal zone, as a reception and regasification terminal.
  • these vessels of old design often have performance in terms of insulation of tanks, less efficient, or even degraded due to the operational time that reaches and exceeds in some cases 30 or 40 years.
  • the propulsion means of this type of ship have also become obsolete due to the low efficiency of the old machines, and the ships are then intended to be destroyed although the ship's own structure is still perfectly acceptable.
  • the conversion of such vessels is very interesting because the main machine is no longer used, and the lack of performance of the insulation system is not critical, and may even in some cases be advantageous.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
EP10727474A 2009-05-14 2010-05-07 Navire ou support flottant équipé d'un dispositif de détection des mouvements de carènes liquides Not-in-force EP2429890B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0953202A FR2945511B1 (fr) 2009-05-14 2009-05-14 Navire ou support flottant equipe d'un dispositif de detection des mouvements de carenes liquides
PCT/FR2010/050881 WO2010130925A1 (fr) 2009-05-14 2010-05-07 Navire ou support flottant équipe d'un dispositif de détection des mouvements de carènes liquides

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EP2429890A1 EP2429890A1 (fr) 2012-03-21
EP2429890B1 true EP2429890B1 (fr) 2013-04-03

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CN117326057A (zh) * 2020-03-07 2024-01-02 茂名高新技术产业开发区嘉舟创新科技有限公司 头喷气尾喷水水上飞船
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JP2012526698A (ja) 2012-11-01
MY155870A (en) 2015-12-15
KR20120027026A (ko) 2012-03-20
EP2429890A1 (fr) 2012-03-21
WO2010130925A1 (fr) 2010-11-18
US8770125B2 (en) 2014-07-08
KR101523128B1 (ko) 2015-05-26
FR2945511A1 (fr) 2010-11-19
RU2011144436A (ru) 2013-06-20
BRPI1010834A2 (pt) 2016-04-05
SG176047A1 (en) 2011-12-29
AU2010247281A1 (en) 2011-11-24
US20120097088A1 (en) 2012-04-26
AU2010247281B2 (en) 2013-08-22
RU2520622C2 (ru) 2014-06-27
CN102421664B (zh) 2014-05-28
FR2945511B1 (fr) 2011-07-22
CN102421664A (zh) 2012-04-18
JP5385454B2 (ja) 2014-01-08

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