EP3966101B1 - Méthode et dispositif de détermination du ballottement - Google Patents

Méthode et dispositif de détermination du ballottement Download PDF

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Publication number
EP3966101B1
EP3966101B1 EP20723138.2A EP20723138A EP3966101B1 EP 3966101 B1 EP3966101 B1 EP 3966101B1 EP 20723138 A EP20723138 A EP 20723138A EP 3966101 B1 EP3966101 B1 EP 3966101B1
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EP
European Patent Office
Prior art keywords
swell
sloshing
excitation
sea
wind
Prior art date
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Active
Application number
EP20723138.2A
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German (de)
English (en)
French (fr)
Other versions
EP3966101A1 (fr
Inventor
Erwan CORBINEAU
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Gaztransport et Technigaz SA
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Gaztransport et Technigaz SA
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Publication of EP3966101A1 publication Critical patent/EP3966101A1/fr
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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
    • B63B25/24—Means for preventing unwanted cargo movement, e.g. dunnage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B79/00—Monitoring properties or operating parameters of vessels in operation
    • B63B79/20—Monitoring properties or operating parameters of vessels in operation using models or simulation, e.g. statistical models or stochastic models

Definitions

  • the invention relates to the field of methods and device for determining the sloshing, in particular for determining the sloshing of the liquid loading of ships.
  • the liquid contained in a tank is subjected to various movements.
  • the movements at sea of a ship comprising the tank for example under the effect of climatic conditions such as the state of the sea or the wind, cause agitation of the liquid in the tank.
  • the agitation of the liquid generally referred to as "sloshing" or sloshing, generates stresses on the walls of the tank which can affect the integrity of the tank.
  • the integrity of the tank is particularly important in the context of an LNG tank due to the flammable or explosive nature of the transported liquid and the risk of a cold spot on the steel hull of the floating unit.
  • the present inventors have observed that precise consideration of the sea states is complex to implement in a numerical model given the large number of possible sea states, in particular the existence of multimodal sea conditions in certain circumstances.
  • An idea underlying the claimed invention is to determine the sloshing of the liquid contained in the vessel by a method that is relatively economical in terms of calculation time and calculation resources.
  • another idea underlying this invention is to provide a less complex method for determining sloshing by determining a sea state in order to reduce the calculation time without reducing the reliability of sloshing determination.
  • the method is advantageous in that it determines a monomodal excitation equivalent to a multimodal excitation comprising the swell state and the sea state of the wind.
  • the sloshing is thus determined for an equivalent monomodal excitation and not from the multimodal excitation, which would be much more complex to model by calculation or by experience.
  • the method is thus less greedy in computational resources and requires less computation time compared to the state of the art.
  • such a method may comprise one or more of the following characteristics.
  • the step of determining the sloshing can be carried out in different ways.
  • the datum relating to the sloshing is determined as a function of the monomodal excitation by consulting a previously established database comprising data representing the sloshing as a function of the monomodal excitation.
  • the database can include sloshing levels obtained experimentally in the laboratory or during on-board measurement campaigns at sea as a function of monomodal excitation.
  • the datum relating to the sloshing is determined by a previously established numerical modeling expressing the sloshing as a function of the monomodal excitation.
  • the state of the swell and/or the sea state of the wind define environmental data of the ship.
  • the state of the swell comprises a significant height of the swell and/or a peak period of the swell and/or a direction of the swell with respect to a longitudinal axis of the vessel.
  • the wind sea state comprises a significant wind sea height and/or a wind sea peak period and/or a wind sea direction with respect to a longitudinal axis.
  • the state of the swell and/or the sea state of the wind are determined in real time by sensors provided in the ship and configured to measure a significant height of the swell and/or a period of swell peak and/or swell direction and significant wind sea height and/or wind sea peak period and/or wind sea direction.
  • the state of the swell and/or the sea state of the wind are determined indirectly from the meteorological and oceanic conditions.
  • the state of the swell and/or the sea state of the wind are determined by weather prediction.
  • Monomodal excitation can be determined in different ways.
  • the swell state includes a significant swell height and the wind sea state includes a significant wind sea height
  • the single-mode excitation has a total significant height equal to a root mean square said significant swell height and said significant wind sea height.
  • the swell state includes a swell direction and the wind sea state includes a wind sea direction
  • the single-mode excitation has a total direction equivalent to one of the direction of the swell and the sea direction of the wind closest to a direction perpendicular to the longitudinal axis of the ship.
  • the method comprises a step of determining a probability of damage to a tank of the ship comprising all or part of the load as a function of the data relating to the sloshing and of a filling level of said tank.
  • the probability of damage is relative to a probability density of encountering a pressure on an internal surface of the tank greater than an internal resistance of the tank as a function of the datum relating to the sloshing and the filling level of the tank.
  • the filling level of the tank can be determined by filling level sensors arranged in said tank.
  • the method comprises a step of emitting an audible or visual signal for an operator of the ship when the datum relating to the sloshing is greater than a predetermined threshold.
  • the method comprises following the detection that the ship is subjected to a significantly multimodal excitation, a step of determining a datum relating to the sloshing according to the sea state of the wind and the state of significantly multimodal arousal swell.
  • the method may further comprise, in response to the detection that the ship is not subjected to a significantly multimodal excitation, a step of determining the datum relating to the sloshing of the load as a function of a recombined monomodal excitation corresponding to the swell state and wind sea state.
  • the recombined single-mode excitation is provided by meteorological or oceanic services.
  • the liquid is a liquefied gas, for example liquefied natural gas.
  • a device for determining the sloshing of a liquid load of a ship comprising a processor configured to implement the aforementioned method.
  • Such a device or method for determining sloshing can be installed in a floating, coastal or deep-water structure, in particular an LNG carrier, a floating storage and regasification unit (FSRU), a floating production and remote storage unit (FPSO), a barge and others.
  • a device or method for determining the sloshing can be implemented for the dimensioning of the floating structure, in particular the dimensioning of a tank of a ship or of said ship according to the data relating to the sloshing of the load determined by a such device or process.
  • Such a device or method for determining sloshing can also be implemented to determine navigation instructions, for example a speed of the ship, a direction, to be executed automatically or by a driver of the ship, in order to reduce or avoid a level of sloshing of the ship.
  • a ship for example for the transport of a cold liquid product such as liquefied natural gas, comprising at at least one tank comprising a load and the device for determining the aforementioned sloshing.
  • a cold liquid product such as liquefied natural gas
  • a ship 1 comprising a double hull forming a supporting structure in which are arranged a plurality of watertight and thermally insulating tanks.
  • a carrier structure has for example a polyhedral geometry, for example of prismatic shape.
  • Such sealed and thermally insulating tanks are provided for example for the transport of liquefied gas.
  • the liquefied gas is stored and transported in such tanks at a low temperature, which requires thermally insulating tank walls in order to maintain the liquefied gas at this temperature. It is therefore particularly important to maintain the integrity of the walls of the tanks intact, on the one hand to preserve the tightness of the tank and avoid leaks of liquefied gas from the tanks and, on the other hand, to avoid degradation of the insulating characteristics. of the tank in order to maintain the gas in its liquefied form.
  • Such watertight and thermally insulating tanks also comprise an insulating barrier anchored to the double ship hull and carrying at least one watertight membrane.
  • such tanks can be made according to Mark III ® type technologies, as described for example in FR2691520 , of the NO96 ® type as described for example in FR2877638 , or other as described for example in WO14057221 .
  • the figure 1 illustrates a ship 1 comprising four watertight and thermally insulating tanks 2 .
  • the tanks 2 are interconnected by a cargo handling system (not shown) which may include many components, for example example pumps, valves and pipes so as to allow the transfer of liquid from one of the tanks 2 to another tank 2.
  • a cargo handling system (not shown) which may include many components, for example example pumps, valves and pipes so as to allow the transfer of liquid from one of the tanks 2 to another tank 2.
  • the four tanks 2 present on the figure 1 an initial filling state. In this initial state, the tanks are partially filled. A first tank 3 is filled to about 60% of its capacity. A second tank 4 is filled to about 35% of its capacity. A third tank 5 is filled to about 35% of its capacity. A fourth tank 6 is filled to approximately 40% of its capacity.
  • the ship 1 is subject on the one hand to a first sea excitation of the wind represented by the axis 10 and to a second excitation of the swell represented by the axis 12 on the Fig.2 .
  • the wind sea induces waves having a wind sea direction parallel to the axis 10 with respect to a longitudinal axis 16 of the ship 1, a significant wind sea height and a peak wind sea period.
  • the swell causes waves having a swell direction parallel to the axis 12 with respect to the longitudinal axis 16, a significant swell height and a peak swell period.
  • the meeting of the waves induced by the swell and the sea of the wind generates a multimodal excitation of the ship 1 causing the movements of the ship 1.
  • a method 200 for determining the sloshing can be implemented by the ship 1 to estimate a monomodal excitation represented by the axis 14 on the Fig.2 equivalent to the total excitation of the ship 1 caused by the meeting of the sea excitation of the wind 10 and the excitation of the swell 12.
  • steps 202 and 204 are performed by acquiring measurements relating to the sea state, wind and swell state by sensors deployed in the ship 1.
  • steps 202 and 204 are carried out by acquiring predictions of the state of the swell and the sea state of the wind previously determined.
  • the total peak period Tp tot is determined in step 206 by determining the peak period from among those of the swell Tp swell and of the wind sea Tp windsea causing the most severe load sloshing in monomodal excitation, for example by consulting a database or by numerical calculation.
  • the total direction Hg tot is determined in step 206 by determining the direction among the direction of the swell Hg swell and the sea direction of the wind Hg windsea closest to a direction perpendicular 18 to the longitudinal axis 16 of the ship 1. In a case where these two directions are symmetrical with respect to the perpendicular direction 18, the excitation which comes from the front of the ship is retained.
  • Step 208 can be carried out by consulting a database previously established for the ship 1 or by digital calculation from a previously established digital model expressing the sloshing as a function of the monomodal excitation 14.
  • the law prob tk is a statistical law for example of the GEV, Weibull, Pareto, Gumbel type.
  • GEV GEV
  • Weibull Pareto
  • Gumbel type of the parameters of this law.
  • One, several or all of the parameters of this law are for example defined from monomodal tests of liquid movement in the laboratory or monomodal measurement campaigns at sea.
  • the figure 4 illustrates a device 300 for determining the sloshing that can be embarked on the ship 1.
  • This device 300 comprises a central unit 302 configured to carry out the different steps of the method 200 to determine the data relating to the sloshing of the ship and/or the risk of damage of a tank 2 of the ship 1.
  • the central unit 302 is connected to a plurality of on-board sensors 304 making it possible to obtain the various quantities indicated above.
  • the sensors 304 comprise, for example and in a non-exhaustive manner, a filling level sensor 306 of each tank, various sensors 308 (accelerometer, strain gauge, strain gauge, sound, light) allowing the central unit 302 via a dedicated algorithm to detect the impacts linked to the movements of the liquid in the tanks 3, 4, 5, 6, etc.
  • the device 300 further comprises a man-machine interface 310.
  • This man-machine interface 310 comprises a display means 312 allowing an operator of the ship 1 to obtain the various information, for example information on the data relating to the sloshing determined by implementing the steps of the method 200, the risk of damage to one of the tanks 2 of the ship 1, the quantities obtained by the sensors 308 such as the intensity of the movements of liquid in the tanks, information on the impacts linked to these movements of liquid, the movements of the ship, the state of loading of the ship or even meteorological information.
  • the man-machine interface 310 further comprises an acquisition means 314 enabling the operator to manually supply quantities to the central unit 302, typically to supply the central unit 302 with data which cannot be obtained by sensors because the vessel does not have the required sensor or the sensor is damaged.
  • the acquisition means allows the operator to enter information on the sea state of the wind and/or the state of the swell.
  • the device 300 comprises a database 316.
  • This database 316 comprises, for example, certain quantities obtained in the laboratory or during measurement campaigns on board at sea.
  • the database 316 can comprise data relating to sloshing according to monomodal excitation.
  • the database can store data representative of the global or local stresses exerted on the vessel wall, for each value of amplitude, frequency and incidence of the monomodal excitation. These data representative of the stresses exerted on the vessel wall may for example be a distribution of the pressure exerted on the vessel wall, namely the function P surf .
  • the calculations of the risk of damage are also pre-established and the database can directly store data representative of the risk of damage Risk ope for each value of the significant height, peak period and direction of monomodal excitation.
  • the device 300 also comprises a communication interface 318 enabling the central unit 302 to communicate with remote devices, for example to obtain meteorological data, ship position data or other.
  • the central unit 302 is configured to determine a navigation datum, for example a course of the ship, a speed, etc., as a function of the datum relating to the sloshing and/or the risk of damage.
  • a navigation datum for example a course of the ship, a speed, etc.
  • central unit 302 Certain elements represented, in particular the central unit 302, can be produced in different forms, in a unitary or distributed manner, by means of hardware and/or software components.
  • Material components that can be used are specific integrated circuits ASIC, programmable logic networks FPGA or microprocessors.
  • Software components can be written in different programming languages, for example C, C++, Java or VHDL. This list is not exhaustive

Landscapes

  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Probability & Statistics with Applications (AREA)
  • Physics & Mathematics (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Measurement Of Radiation (AREA)
  • Coating With Molten Metal (AREA)
  • Indicating Or Recording The Presence, Absence, Or Direction Of Movement (AREA)
  • Ship Loading And Unloading (AREA)
EP20723138.2A 2019-05-09 2020-05-07 Méthode et dispositif de détermination du ballottement Active EP3966101B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1904837A FR3095802B1 (fr) 2019-05-09 2019-05-09 Méthode et dispositif de détermination du ballottement
PCT/EP2020/062678 WO2020225353A1 (fr) 2019-05-09 2020-05-07 Méthode et dispositif de détermination du ballottement

Publications (2)

Publication Number Publication Date
EP3966101A1 EP3966101A1 (fr) 2022-03-16
EP3966101B1 true EP3966101B1 (fr) 2022-12-14

Family

ID=69104469

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20723138.2A Active EP3966101B1 (fr) 2019-05-09 2020-05-07 Méthode et dispositif de détermination du ballottement

Country Status (9)

Country Link
US (1) US11987327B2 (zh)
EP (1) EP3966101B1 (zh)
CN (1) CN113795422B (zh)
AU (1) AU2020269409A1 (zh)
BR (1) BR112021022113A2 (zh)
ES (1) ES2939288T3 (zh)
FR (1) FR3095802B1 (zh)
SG (1) SG11202112068UA (zh)
WO (1) WO2020225353A1 (zh)

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2691520B1 (fr) 1992-05-20 1994-09-02 Technigaz Ste Nle Structure préfabriquée de formation de parois étanches et thermiquement isolantes pour enceinte de confinement d'un fluide à très basse température.
FR2877638B1 (fr) 2004-11-10 2007-01-19 Gaz Transp Et Technigaz Soc Pa Cuve etanche et thermiquement isolee a elements calorifuges resistants a la compression
AU2009317982B2 (en) * 2008-11-21 2014-04-24 Exxonmobil Upstream Research Company Liquid impact pressure control methods and systems
KR101010989B1 (ko) * 2008-12-12 2011-01-26 삼성중공업 주식회사 선박의 액체화물의 슬로싱 감시 및 제어방법
FR2945511B1 (fr) * 2009-05-14 2011-07-22 Saipem Sa Navire ou support flottant equipe d'un dispositif de detection des mouvements de carenes liquides
US8643509B1 (en) 2011-01-31 2014-02-04 The Boeing Company Methods and systems for providing sloshing alerts and advisories
KR101836904B1 (ko) * 2011-10-24 2018-03-12 대우조선해양 주식회사 슬로싱 충격 완화 기능이 구비된 화물창 및 방법
FR2996520B1 (fr) 2012-10-09 2014-10-24 Gaztransp Et Technigaz Cuve etanche et thermiquement isolante comportant une membrane metalique ondulee selon des plis orthogonaux
KR20140086194A (ko) * 2012-12-28 2014-07-08 대우조선해양 주식회사 슬로싱 저감 방법
KR20150044546A (ko) * 2013-10-17 2015-04-27 현대중공업 주식회사 선박의 액체화물의 슬로싱 모니터링 시스템 및 방법
CN104266819A (zh) * 2014-09-03 2015-01-07 河海大学 一种模拟随机波浪作用下液体晃荡的装置及其造波方法
EP3241038B1 (en) 2014-12-30 2019-05-29 Centro per gli Studi di Tecnica Navale CETENA S.p.A. Structural monitoring system of the hull of a ship integrated with a navigation decision support system
CN106383940A (zh) * 2016-09-08 2017-02-08 大连理工大学 船用lng独立c型舱危险晃荡工况的计算方法
CN106529087B (zh) * 2016-12-07 2019-05-14 中国海洋石油集团有限公司 一种载液船体舱内液体晃荡程度的预测方法
CN108216496A (zh) * 2017-12-01 2018-06-29 浙江海洋大学 船舶液舱的双重制荡装置及其制荡方法

Also Published As

Publication number Publication date
BR112021022113A2 (pt) 2022-01-04
EP3966101A1 (fr) 2022-03-16
CN113795422B (zh) 2024-06-11
SG11202112068UA (en) 2021-11-29
WO2020225353A1 (fr) 2020-11-12
US11987327B2 (en) 2024-05-21
FR3095802B1 (fr) 2023-03-24
US20220204141A1 (en) 2022-06-30
AU2020269409A1 (en) 2021-11-18
CN113795422A (zh) 2021-12-14
FR3095802A1 (fr) 2020-11-13
ES2939288T3 (es) 2023-04-20

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