KR101556303B1 - Ship hull strength monitoring system - Google Patents

Abstract

The present invention relates to a ship hull strength monitoring system and a ship hull strength monitoring method. According to one aspect of the present invention, provided is the ship hull strength monitoring system which includes a loading computer which calculates a loading condition of a ship hull in real time in the sailing of a ship with the hull including a first point and a second point, a hydrodynamic analysis unit which calculates a sailing state RAO of the first point and the second point according to the loading condition, a marine information collecting unit which collects the marine state information around the ship in real time, a measuring unit which is provided in the first point and measures the sailing state of the first point in real time, and a control unit which produces a correction coefficient by comparing the measurement response of the first point measured in the measuring unit in real time with the calculation response of the first point calculated by applying the marine state information collected in real time to the sailing state RAO, and corrects the calculation response of the second point by applying the correction coefficient to the calculation response of the second point calculated by applying the marine state information collected in the real time to the sailing state RAO.

Description

[0001] SHIP HULL STRENGTH MONITORING SYSTEM [0002]

The present invention relates to a hull strength monitoring system and a hull strength monitoring method.

The ship operated in the sea is a ship with six degrees of freedom movement, that is, a heave, a sway, a sway, a pitch, a roll, (Yaw), it is difficult to operate the ship in rough sea, and the ship may be overturned at high sea level.

In order to prevent such accidents, it is necessary to measure the sea condition in real time and to grasp the safety of the ship in real time. In general, Ship Hull Strength is an indicator of the ability of the hull to withstand various loads on the hull, and can be used to determine the safety of a ship by identifying the strength of the hull during operation. have.

Specifically, the safety of ship operation can be judged by comparing the strength of the hull with the standard value. For example, it can be grasped by comparing the maximum load the hull can with the size of the load actually applied to the hull, where the hull strength can be grasped by sensing the bending moment or the fatigue load. To this end, the ship may be provided with a sensor capable of sensing bending moment or fatigue load applied to the hull.

However, the above-described conventional techniques have the following problems.

The sensors provided to the hull to measure hull strength are only installed at certain points on the ship. Therefore, since only the load at the point where the sensor is installed is detected, the strength of the entire hull can not be measured, so that there is a problem that the stability of the entire ship is limited.

In order to overcome such a problem, a method of increasing the number of sensors may be considered, but this is not economical because it leads to an increase in the price.

Korean Patent Laid-Open Publication No. 1998-0010454 (published on April 30, 1998)

Embodiments of the present invention provide a hull strength monitoring system and a hull strength monitoring method capable of monitoring the strength of the entire hull in order to improve stability of a ship.

According to an aspect of the present invention, there is provided a loading computer for calculating a loading condition of a hull in real time at sea operation of a hull having a hull including a first point and a second point; A motion analyzer for calculating a running state RAO of the first point and the second point according to the loading condition; A maritime information collecting unit for collecting maritime status information around the ship in real time; A measuring unit provided at the first point and measuring the operating state of the first point in real time; And calculating the correction coefficient by comparing the calculation response of the first point calculated by applying the resolution state information collected in the real time to the navigation state RAO and the measurement response of the first point measured in real time by the measurement unit And a control unit for applying the correction coefficient to the calculation response of the second point calculated by applying the resolution state information collected in real time to the navigation state RAO to correct the calculation response of the second point, A strength monitoring system may be provided.

In addition, the motion analyzing unit may include a motion characteristic analyzing unit that calculates a motion characteristic RAO of the first point and the second point according to the loading condition, and the measuring unit calculates the motion characteristic of the first point in real time A hull strength monitoring system including a movement characteristic measuring unit for measuring the hull strength can be provided.

The motion analysis unit may include a hull load analysis unit that calculates a hull load RAO at the first point and the second point in accordance with the loading condition and the measurement unit calculates a hull load applied to the first point in real time A hull strength monitoring system including a hull load measuring section for measuring a hull load can be provided.

The control unit may calculate and store a limit load, which is a maximum load at which the ship can safely be operated, in advance in the designing stage, and calculate the hull load acting on the first point and the second point in real- A hull strength monitoring system may be provided which compares the limit loads to determine the safety of the entire hull.

The control unit may further include: a marine information processing unit that receives the marine status information from the marine information collecting unit and extracts the marine status to be operated by the marine vessel in real time; A central processing unit for comparing the calculation response of the first point with the measurement load of the first point to calculate the correction coefficient; And a load correction section for correcting the second point calculation response by applying the correction coefficient calculated by the central processing section to the calculation response of the second point.

The hull strength monitoring system may further include a display unit for generating an alarm when an abnormality occurs in the stability of the hull as a result of hull stability determination of the control unit.

Embodiments of the present invention can provide a hull strength monitoring system and a hull strength monitoring method that can effectively enhance the stability of a ship by effectively monitoring the strength of the entire hull.

1 is a view showing a configuration of a hull strength monitoring system according to an aspect of the present invention.
2 is a flowchart of a hull strength monitoring method according to an aspect of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, well-known functions or constructions are not described in detail since they may obscure the subject matter of the present invention.

1 is a view showing a configuration of a hull strength monitoring system according to an aspect of the present invention.

Referring to FIG. 1, a hull strength monitoring system 10 according to an aspect of the present invention is a system capable of monitoring the strength of a hull by measuring the operating state of the hull in real time, Characteristics and hull loads may be included. The hull strength monitoring system 10 according to the present embodiment may include a loading computer 101, a marine information collecting unit 102, a motion analyzing unit 100, a measuring unit 200, and a control unit 300.

In general, various computers for controlling the operation of the ship are provided on the ship, and the loading computer 101, which is one of them, computes and displays the loading condition of the hull and the like. The loading condition includes information such as the draft of the ship, the heel, and the trim. The loading computer 101 may transmit the data of the hull loading condition calculated in real time to the motion analyzing unit 100.

The maritime information collecting unit 102 may be provided to the ship by collecting maritime status information of the marine vessel where the marine vessel is to be operated. The maritime government collection unit 101 may collect information such as a heading angle, a significant wave height, and an average wave period. In addition to the maritime information, Can also collect weather information. However, the maritime information collecting unit 102 may collect maritime information from a maritime information provider or an organization providing maritime information without directly sensing the maritime status.

The hull according to the present embodiment may include a first point and a second point. The first point is a point at which the measurement unit 200 is provided in the hull, and the second point is a point at which the measurement unit 200 is not provided . When referring only to 'hull', it means a point including both the first point and the second point of the hull.

The motion analyzing unit 100 may perform a hydrodynamic analysis of the hull using the loading condition of the hull transmitted from the loading computer 101. [ The motion analyzing unit 100 can perform a motion analysis in real time using a known kinetic analysis model, and thereby calculate the operating state RAO of the hull. The operational state RAO may include hull motion characteristics RAO (Response Amplitude Operator) and hull load RAO. Here, RAO is an angular motion characteristic and a response amount of a load with respect to a wave having a specific wave incident angle and a wave period of 1 m. The method of obtaining the hull motion characteristic RAO and the hull load RAO is already known, so a detailed description will be omitted.

The hull motion characteristics are three dimensional acceleration motion and six degrees of freedom motion of the hull such as heave, surge, sway, pitch, roll, athletic movement yaw), and the hull load may include the hull longitudinal bending moment, the transverse bending moment of the hull, the vertical shear force of the hull, the horizontal shear force of the hull, and the like. However, in addition to the above-described hull motion characteristics and hull loads, various hull motions and hull loads can be analyzed and calculated. In the present embodiment, the motion characteristic analyzing unit 110 and the hull load analyzing unit 120 are independently provided. However, the present invention is not limited thereto.

The measuring unit 200 has a function of measuring the operating state of the first point in real time and can be provided to at least one point on the hull.

The measuring unit 200 may include a movement characteristic measuring unit 210 for measuring the acceleration at the first point and a six degree of freedom motion state and a hull load measuring unit 220 for sensing the hull load at the first point. The motion characteristic measuring unit 210 may be a three-axis acceleration sensor for measuring the motion acceleration in the x, y, and z directions, and a three-axis optical fiber gyro sensor for measuring the six degrees of freedom motion of the hull. The hull load measuring unit 220 may be a strain gauge or an optical fiber gauge. However, in addition to the above-described sensing apparatus, various types of sensing apparatuses may be used for the measuring unit 200 according to the kind of motion, load type, size, mounting point, and the like to be measured.

The motion characteristics and the hull load (hereinafter referred to as " measurement response ") of the first point measured by the measuring unit 200 in real time can be digitized and transmitted to the controller 300.

The control unit 300 calculates the operating state of the hull in real time and calculates the correction coefficient based on the data received from the motion analyzing unit 100 and the measuring unit 200. The control unit 300 calculates the correction coefficient based on the motion characteristic response and the hull load response Can be corrected. The central processing unit 310, the resolution information processing unit 320, the load correction unit 330, the hull safety evaluation unit 340, and the hull stability evaluation unit 340 can determine the strength of the hull, which changes in real time according to the movement characteristics of the hull and the hull load. , And an input / output processing unit 350. [

The input / output processing unit 350 is capable of inputting / outputting and communicating various information, and the resolution information processing unit 320 acquires, from the resolution information received from the resolution information collecting unit 102, a resolution state such as an incident angle, Information can be extracted and transmitted to the central processing unit 310. [ The resolution information extraction method of the resolution information processing unit 320 may be performed by a conventional search method or a filtering method or may be an algorithm capable of extracting only a search object (incident angle, significant wave height, average wave period, etc.) . ≪ / RTI >

The central processing unit 310 can obtain the motion characteristic response and the hull load response according to the corresponding sea state by applying the sea state information measured in real time to the motion characteristic RAO and the hull load RAO calculated by the motion analysis unit 100 . Hereinafter, the motion characteristic response and the hull load response calculated by the central processing unit 310 are referred to as 'calculation response'.

The central processing unit 310 may calculate the correction coefficient by comparing the calculation response at the first point and the measurement response at the first point received from the measurement unit 200. [

The correction coefficient can be calculated by Equation (1).

At this time, the central processing unit 310 can calculate the correction coefficient by comparing the measurement response and the calculation response corresponding to the same loading condition, wave incident angle, significant wave height, and average wave phase.

The load correction unit 330 may correct the motion characteristic response and the hull load response at the second point by applying the correction coefficient calculated at the central processing unit 310 to the calculation response at the second point. That is, the calibrated kinematic characteristic response and the hull load response of the second point can be calculated by Equation (2) according to the sea state that changes in real time.

The real-time response characteristic and the hull load response of the first point and the second point of the hull can be obtained through the above-described process. Thus, only a certain number of the measurement units 200 can be used to obtain the hull response and the hull load response It is economical because it can measure. In addition, since not only the weather condition changed in real time but also the loading condition changed in real time are taken into consideration, more accurate hull motion characteristics and hull load can be grasped, and the strength and stability of the hull can be grasped more accurately.

The hull safety evaluation unit 340 has a function of evaluating the strength and safety of the hull, and the maximum load (hereinafter referred to as "limit load") that the hull can be safely operated can be stored as data. The hull safety evaluation unit 340 compares the hull loads at the first and second points measured in real time with the limit loads to determine whether the load acting on the entire hull has reached the limit, Safety can be evaluated.

The hull strength and the safety of the ship operation can be numerically or graphically displayed on the display unit 400 and can be provided to the shipowner. The display unit 400 may generate an alarm when a problem occurs in the strength and safety of the ship.

Hereinafter, a hull strength monitoring method according to one aspect of the present invention will be described.

2 is a flowchart of a hull strength monitoring method according to an aspect of the present invention.

Referring to FIG. 2, the hull strength monitoring method according to the present embodiment is a method of monitoring the hull strength using the above-described hull strength monitoring system, including a motion analysis step (S100), a movement characteristic RAO and a hull load RAO calculation step S200), a motion characteristic response and a hull load response calculation step S300, a measurement step S400, a correction coefficient calculation step S500, and a correction step S600.

The motion analysis step S100 is a step of performing a motion analysis of the hull by receiving the loading condition information of the hull from the loading computer 101. [ The motion analysis step (S100) can perform motion analysis in real time using a known motion analysis model. The kinematic characteristics RAO and hull load RAO can be calculated by this motion analysis (S200)

RAO characteristics RAO can include RAO such as three dimensional acceleration motion, up and down movement, back and forth motion, left and right motion, longitudinal motion, lateral motion, and bowing motion of hull. And hull load RAO may include RAO such as hull longitudinal bending moment, hull transverse bending moment, hull vertical shear force, and hull horizontal shear force.

The control unit 300 applies the resolution state information such as the incident angle, the significant wave height and the average wave period of the waves received from the resolution information unit 102 to the motion characteristics RAO and the hull load RAO, A response can be calculated (S300).

The measurement step S400 is a step of measuring the kinetic characteristics of the first point of the hull and the hull load by the measurement unit 200 in real time. The measured kinematic characteristics and the hull load in the measuring step S400 may be transmitted to the control unit 300. f.

The correction coefficient calculation step S500 is a step of calculating the correction coefficient by comparing the calculation response of the first point and the measurement response of the first point measured by the measurement unit 200 using Equation (1).

The correction step S600 is a step of correcting the motion characteristic response and the hull load response of the second point by applying the correction coefficient calculated in the calculation response of the second point calculated based on the real-time loading condition and the resolution state information . The load correction unit 330 of the control unit 300 can obtain the corrected response at the second point by applying the calculated correction coefficient to the calculation response at the second point using Equation (2).

Therefore, the hull strength monitoring method according to the present embodiment can more accurately measure the kinetic characteristics and the hull load at a point where the measurement unit 200 is not provided using the limited measurement unit 200.

The hull strength monitoring method according to the present embodiment may further include a hull safety determination step (S700) and an alarm step (S800).

The hull safety determination step S700 is a step of determining the safety of the hull by comparing the load at the first point with the load at the second point, which is the maximum load that the ship can be safely operated with. The evaluated result can be digitized or graphically displayed on the display unit 400 and provided to the shipowner.

In the warning step S800, if an abnormality occurs in the safety of the hull, an alarm may be generated through the display unit 400 to alert the crew member.

Therefore, even if the sensing unit capable of detecting the load applied to the hull is provided only at a certain point in the environment where the sea condition is continuously changed, the strength and safety of the entire hull can be measured and measured in real- It can be judged.

While the present invention has been described with respect to specific embodiments of the hull strength monitoring system and the hull strength monitoring method of the present invention, the present invention is not limited thereto, and the present invention is not limited thereto. Should be interpreted. Skilled artisans may implement a pattern of features that are not described in a combinatorial and / or permutational manner with the disclosed embodiments, but this is not to depart from the scope of the present invention. It will be apparent to those skilled in the art that various changes and modifications may be readily made without departing from the spirit and scope of the invention as defined by the appended claims.

10: hull strength monitoring system 100: motion analysis unit
110: kinetic characteristic analysis unit 120: hull load analysis unit
200: measuring unit 210: motion characteristic measuring unit
220: Measurement of hull load 300:
310: central processing unit 320:
330: load compensation unit 340: hull safety evaluation unit
350: Input / 400:

Claims (6)

A loading computer for calculating, in real time, the loading condition of the hull at the time of sea operation of the hull having the hull including the first point and the second point;
A motion analyzer for calculating a flight state RAO (Response Amplitude Operator) of the first point and the second point according to the loading condition;
A maritime information collecting unit for collecting maritime status information around the ship in real time;
A measuring unit provided at the first point and measuring the operating state of the first point in real time; And
A correction coefficient is calculated by comparing the calculation response of the first point calculated by applying the resolution state information collected in the real time to the navigation state RAO and the measurement response of the first point measured in real time by the measurement unit ,
And a controller for applying the correction coefficient to the calculation response of the second point calculated by applying the resolution state information collected in real time to the navigation state RAO to correct the calculation response of the second point, system. The method according to claim 1,
The motion analyzer may include:
And a motion characteristic analyzer for calculating a motion characteristic RAO of the first point and the second point according to the loading condition,
The measuring unit may include:
And a kinetic characteristic measuring unit for measuring the kinetic characteristic of the first point in real time. The method according to claim 1,
The motion analyzer may include:
And a hull load analyzer for calculating a hull load RAO at the first point and the second point according to the loading condition,
The measuring unit may include:
And a hull load measuring unit for measuring a hull load applied to the first point in real time. The method of claim 3,
Wherein,
The limit load, which is the maximum load at which the ship can safely be operated, is calculated and stored in advance in the designing stage,
Wherein the safety of the entire hull is determined by comparing the hull load acting on the first point and the second point of the hull in real time with the limit load. The method according to claim 1,
Wherein,
A marine information processing unit for receiving the marine status information from the marine information collecting unit and extracting the marine status to be operated by the marine vessel in real time;
A central processing unit for comparing the calculation response of the first point with the measurement load of the first point to calculate the correction coefficient;
And a load corrector for correcting the second point calculation response by applying the correction coefficient calculated by the central processing unit to the calculation response of the second point. 5. The method of claim 4,
And a display unit for generating an alarm when an abnormality occurs in the stability of the hull as a result of hull stability determination of the control unit.

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