KR102027330B1 - Automatic Calculation System of Ship Resilience - Google Patents

Abstract

The present invention relates to a ship resilience automatic calculation system. It is located on the cargo exit of the ship and the on-board root portion for measuring the weight of the shipment object; An entry side recognition unit for identifying the uniqueness of the shipment object passing through the onboard root portion; A shipping floor number checking unit which grasps the arrival floor number of the shipment object; A draft sensor unit for detecting a draft change according to the position of the shipment object; It includes a central computer for grasping the resilience of the ship according to the shipping position by receiving the information on the onboard root and entry side recognition unit, shipping floor number confirmation unit and the draft sensor unit in real time.
The automatic vessel resilience calculation system of the present invention made as described above, as well as the individual weight of the cargo entering into the vessel when loading the cargo, the horizontal and vertical position information on which the cargo is loaded, the change information of the draft by the weight of the cargo Can be sent to the central computer, and the central computer automatically calculates the ship's resilience through the resilience calculation software, so that the ship's resilience can be identified in real time. In addition, during the operation of the vessel, by using the draft sensor to continuously monitor the change in draft, it is possible to safely operate by identifying the change in the center of gravity according to the consumption of fuel or water on the ship in real time and to take appropriate measures accordingly. .

Description

Automatic Calculation System of Ship Resilience}

The present invention relates to a ship resilience automatic calculation system, and more particularly to a ship resilience automatic calculation system that enables safe operation by automatically calculating the resilience of the vessel during loading and operation of the cargo in real time.

For example, large ships such as Car Ferry, container ships, oil tankers, or large fishing vessels are frequently inspected for resiliency during cargo loading, unloading or during operation. Resilience refers to the ability of a ship floating perpendicular to water to return to its original vertical state when it is inclined by an external force, and means the performance of how much inclination it can endure.

In the case of fresh water or oil carrying vessels, the resilience is somewhat easier to calculate because the loads are evenly distributed inside the cargo hold. However, in the case of general cargoes having individual shapes and various weights, there is no way to calculate the resiliency of the ships if the weights of the individual cargoes and the horizontal and vertical positions in the ship are not known. This is because we do not know how far the cargo is from the ship's center of gravity.

Accordingly, when loading the cargo, the weight and loading position of the individual cargo is indicated in the drawing of the ship and calculated by hand to calculate the resilience value. In other words, the position and height, weight and draft of the individual cargoes in the ship, etc. (확인 水 標) to check without missing everything is calculated through the resilience calculation table. However, this process is a task that requires considerable time and effort, and in reality, it is often omitted and depends on the experience of the worker. As mentioned above, although the ship's resilience is directly related to safety, omissions due to the long time and effort required to calculate resilience can lead to large-scale water accidents.

Korean Patent Publication No. 10-2016-0022695 (Real-time automatic analysis system for ship's stability) Korean Laid-open Patent Publication No. 10-2017-0071234 (Method and Module of Vessel Resilience Loss Determination and Automatic Alarming System Using the Same)

The present invention has been created to solve the above problems, when loading the cargo, as well as the individual weight of the cargo entering the vessel, as well as the horizontal and vertical position information on which the cargo is loaded, and the change information of the draft by the weight of the cargo In total, the resilience of the ship can be grasped in real time, and even during operation of the ship, the real-time change of the center of gravity due to the consumption of fuel or water on the ship can be grasped in real time, and appropriate actions can be taken. The purpose is to provide an automatic calculation of ship resilience.

The automatic vessel resilience calculation system of the present invention for achieving the above object is located on the inside of the cargo exit of the ship equipped with a multi-layered cargo hold, onboard for measuring the weight of the shipment object entering the ship through the cargo exit The root portion; An entry side recognition unit for identifying the uniqueness of the shipment object entering the vessel after passing through the onboard root portion; A shipping floor number confirming unit which grasps the final loading floor of the object to be loaded into the vessel; A draft sensor unit for grasping the draft of the vessel in real time and detecting a draft change according to a position of a shipment object; Receives the information grasped by the on-board root and entrance side recognition unit, the ship floor number check unit and the draft sensor unit in real time. Includes a central computer to figure out.

In addition, the object to be shipped includes a vehicle carrying a cargo or a non-cargo vehicle, the access side recognition unit and the number of floors to determine the number of floors operating by sensing the license plate of the vehicle.

In addition, the onboard root portion; And an installation space portion provided on the inner bottom surface of the cargo entrance of the ship, a weighting plate positioned inside the installation space portion to support the freight vehicle, and a load measuring portion for calculating the load applied to the weighting plate.

In addition, the load measuring unit; It is installed in the lower portion of the weighing plate and includes a lower scale for measuring the vertical load, and a side scale positioned in the side of the weighing plate and weighing the load transmitted in the lateral direction of the weighing plate to convert to a vertical load.

In addition, the shipping floor number confirmation unit; It is arranged in the entrance passage of each floor of the cargo hold, and detects the license plate of the vehicle to go up to the floor and pass through the passage to confirm that the vehicle is a vehicle based on the on-board faucet, and the arrival of the vehicle by the central computer It may be a sensor unit for transmitting.

In addition, the draft sensor unit; It is installed vertically inside the ship, the upper end is open to the upper surface of the water outside the vessel, the lower end is open to the lower surface, and includes a display showing the position of the current water line on the basis of the water level introduced into it.

In addition, the draft sensor unit; It may include a plurality of sleep detection sensors for detecting the position of the waterline by detecting the height of the water in the state arranged on the outer wall surface of the vessel.

In addition, the draft sensor unit; It is arranged on both sides of the ship's bow, on both sides of the stern and on both sides of the center.

In addition, when the restoring force of the calculation result through the central computer is out of the safety range, a warning unit for informing the fact is further included.

In addition, the central computer is connected to the ground management server, it is possible to transmit the current state and resilience of the current vessel in real time.

The automatic vessel resilience calculation system of the present invention made as described above, as well as the individual weight of the cargo entering into the vessel when loading the cargo, the horizontal and vertical position information on which the cargo is loaded, the change information of the draft by the weight of the cargo Can be sent to the central computer, and the central computer automatically calculates the ship's resilience through the resilience calculation software, so that the ship's resilience can be identified in real time.

In addition, during the operation of the vessel, by using the draft sensor to continuously monitor the change in draft, it is possible to safely operate by identifying the change in the center of gravity according to the consumption of fuel or water on the ship in real time and to take appropriate measures accordingly. .

1 and 2 are a front view and a plan view for explaining the arrangement structure of the draft sensor part that is a part of the automatic vessel resilience calculation system according to an embodiment of the present invention.
3a and 3b are views showing an example of the draft sensor shown in FIG.
4 is a view for explaining the configuration and operation method of the on-board root portion shown in FIG.
5 is a view for explaining the driving principle of the automatic vessel resilience calculation system according to an embodiment of the present invention.
6 is a block diagram showing the overall structure of the automatic vessel resilience calculation system according to an embodiment of the present invention.

Hereinafter, one embodiment according to the present invention will be described in detail with reference to the accompanying drawings.

The automatic vessel resilience calculation system (40 of FIG. 6) of the present invention to be described later, on the vessel itself is provided with the components for measurement and detection, such as the onboard root portion, draft sensor unit, entry side recognition unit and shipping floor number confirmation unit, By connecting the component to the central computer, the central computer has the purpose and configuration to calculate the resilience of the vessel in real time based on the data received from the component.

The present invention is located inside the cargo entrance of the ship equipped with a multi-layer cargo hold, the on-board root portion for measuring the weight of the shipment object entering the ship through the cargo entrance, and after passing through the on-board root portion Entry side recognition unit for identifying the uniqueness of the shipment object entering the ship, Shipment floor confirmation unit for identifying the final loading floor of the shipment object entered into the vessel, and the draft of the vessel ) In real time, and receives a draft sensor unit for detecting a draft change according to the position of the shipment object, the on-board root and entry side recognition unit, shipping floor number check unit and the draft sensor unit in real time, Based on the information, the resilience calculation software includes a central computer that identifies the resiliency of the ship according to the weight of the object and the shipping location. do.

1 and 2 are a front view and a plan view for explaining the arrangement structure of the draft sensor part which is a part of the automatic vessel resilience calculation system 40 according to an embodiment of the present invention.

Referring to the drawings, it can be seen that a plurality of draft sensor unit 20 is disposed on the wall surface of the vessel 10 floating on the water. Draft sensor unit 20 serves to detect the draft of the vessel 10 in real time and deliver the detected data to the central computer (45 of FIG. 6). Previously, the scale marked on the outer surface of the ship was visually checked to determine the draft, but the automatic calculation system of the present embodiment automatically grasps the draft. In this way, the draft can be automatically sensed, so that the draft can be measured when necessary or at any time during the operation of the ship.

The draft sensor 20 is disposed on the left and right sides of the bow portion, the stern portion and the center portion of the vessel. All of them are arranged in six places and detect the inclination of the ship according to the weight change when loading the cargo. In other words, during the shipment of the cargo, the situation is sensed whether the ship 10 is level or inclined to one side. As long as it can function as such, the configuration or operation of the draft sensor 20 may be changed in various ways.

In addition, the onboard root portion 30 and the entry side recognition portion 41 are provided inside the cargo entrance (17 in FIG. 5) of the ship 10. The onboard root portion 30 serves to measure the weight of the shipment object entering the vessel 10 through the inclined plate 11 spanning the pier (B). The object to be shipped includes a vehicle carrying a cargo or a vehicle for non-cargo, and in the following description, the object to be shipped is referred to as a vehicle.

The onboard weighing unit 30 measures the weight of all vehicles entering the ship 10 and transmits the measured data to the central computer 45. In addition, the entry side recognition unit 41 operates simultaneously with the onboard rooting unit 30, recognizes the license plate of the vehicle currently weighed, and sends the recognition information to the central computer 45. The central computer 45 matches and stores the number and weight of the vehicle which measured the weight.

3A and 3B are diagrams showing an example of implementation of the draft sensor 20 shown in FIG. 1.

The draft sensor part 20 shown in FIG. 3A has a central part 45 which senses the water level shown on the display part 20a and the display part 20a, which are vertically extended and whose upper and lower ends are open to the outside of the vessel 10. It includes a level sensor 20c to transmit to.

The display portion 20a is a transparent pipe-like member provided inside the ship and extends in the vertical direction so that the water surface is located between the upper end and the lower end.

The upper end of the display portion 20a opens to the upper surface of the water outside the ship, and the lower end opens to the lower surface of the water. Accordingly, water outside the vessel flows into the inside of the display unit 20a and indicates the position of the water surface A, that is, the water level z, in the display unit 20a. Since the height of the display portion 20a relative to the bottom of the ship is known, it is natural that the current draft can be calculated through the water level z. Reference numeral 20b is a scale. Through the scale (20b) it is possible to grasp the draft in cm units. The water level sensor 20c reads the water level z displayed by the display unit 20a. That is, it detects how much the current water level (z) is.

In addition, the draft sensor 20 shown in FIG. 3b includes a plurality of sleep detection sensors 20d. The sleep sensor 20d is a plurality of vertically arranged at regular intervals, and detects the current position of the sleep and transmits it to the central computer 45. Each sleep sensor 20d detects whether it is submerged in water or exposed on the surface of the water.

4 is a view for explaining the configuration and operation method of the on-board weighing unit 30 shown in FIG.

Referring to the drawings, it can be seen that the installation space portion 13 is provided on the bottom portion 12 of the ship, and the onboard root portion 30 is installed inside the installation space portion 13. The installation space portion 13 is formed in the bottom portion 12 inside the cargo entrance 17 of the ship and is a groove for installing the onboard root portion 30. The depth of the installation space portion 13 is designed such that the upper surface of the installed onboard root portion 30 forms the same plane as the bottom portion 12.

The onboard root portion 30 is to measure the weight of the vehicle entering the interior of the vessel 10 through the cargo entrance 17, located in the interior of the installation space 13, the root of the weight supporting the vehicle The board 31 and the load measuring part which calculates the load applied to the weighing board 31 are provided. Data measured by the load measuring unit is immediately transmitted to the central computer 45.

The weighting plate 31 is a horizontal steel plate on which the vehicle is mounted, and has the same structure as a general weighting plate placed in the ground weighting place.

In addition, the load measuring unit is installed in the lower portion of the weighing plate 31 and located on the side of the plurality of lower scales 32 and the weighing plate 31 for measuring the vertical load of the vehicle transmitted through the weighing plate 31. And it includes a plurality of side scales (33) for converting the load transferred in the lateral direction of the weighing plate to the vertical load.

The lower scale 32 measures the vertical load of the vehicle transmitted through the weighing plate 31 in a state located below the weighing plate 31. The side scale 33 measures the force when the lateral load is applied to the weight of the weight of the weight of the weighing plate 31 while surrounding the side of the weighting plate 31 is supported on the inner wall surface of the installation space (13). . When no lateral force is applied to the weighting plate 31, the side scale 33 does not operate.

The lateral load on the weighbridge is when the ship is tilted. That is, the reason why the side scale 33 is applied is that the ship is shaken to prepare the tilting plate 31 is inclined. Even if the ship 10 is moored, since it can be shaken under the influence of waves or winds floating on the water, the weighing plate 31 during the weighing can be tilted according to the shaking of the ship.

When the weighing plate 31 is inclined to one side, the load of the vehicle is biased in the inclined direction, and the biased force is measured by the side scale 33. Since the data measured by the side scale 33 is not a load of the vehicle itself, it is converted into a vertical load and then transmitted to the central computer 45.

5 is a view for explaining the driving principle and operation of the automatic vessel resilience calculation system according to an embodiment of the present invention.

As shown in FIG. 5, the cargo hold 10a is arrange | positioned inside the ship 10. As shown in FIG. The cargo hold 10a is a space in which the shipped cargo is densely received, and has a bottom portion 12 forming a multilayer structure. The bottom part 12 is opened through the floor passage 15. Through the floor passage 15 is to enter the bottom portion 12 of the floor. The term bottom 12 in this description includes the bottom 12 and the shipping space provided by the bottom.

In the plurality of bottom portions, the top and bottom bottom portions 12 are connected through the interlayer moving path 14. The inter-floor movement path 14 is a ramp on which a vehicle travels and has a structure similar to a parking lamp of a building parking lot. The vehicle entering the first floor through the cargo entrance 17 may pass through the inter-floor movement path 14 and the floor passage 15 to reach the bottom portion 12 of the desired floor.

In particular, each floor passage 15 has a shipping floor number checking unit 43 is disposed. The shipping floor number confirming unit 43 checks the number of the vehicle that has climbed to the floor and transmits the fact to the central computer 45. Shipment floor number confirmation unit 43 disposed on each floor detects all the vehicles entered into the ship without missing.

The central computer 45 compares the vehicle information transmitted from the shipping floor number checking unit 43 with the vehicle information received through the entry side recognition unit 41 and the onboard rooting unit 30, that is, the entry side just before. It finds out how many tonnes of cars passed through the recognition unit 41, and uses the information as a basis for calculating resilience.

For reference, whether the vehicle, which has completed the entry into the floor, has gone to the bow side or the stern, the central part or the outer part is determined by the draft sensor unit 20. This will be described later.

6 is a block diagram showing the overall structure and operation of the automatic vessel resilience calculation system 40 according to an embodiment of the present invention.

First, the vehicle enters the cargo entrance 17 of the vessel 10 beyond the inclination plate 11 and stops on the onboard rooting portion 30. The on-board weighing unit 30 measures the weight of the vehicle and transmits the measured information to the central computer 45. At the same time, the access side recognition unit 41 detects the license plate of the vehicle located in the onboard root portion 30 and transmits it to the central computer 45. Through this process, the central computer 45 identifies and stores how much weight a vehicle having a number weighs.

The above process is continuously performed while the vehicle enters the ship, so that the number of all vehicles loaded in the ship 10 and the weight information of the vehicle are stored in the central computer 45 without exception.

On the other hand, the vehicle descending from the onboard root portion 30 and passed through the lower portion of the entry-side recognition portion 41, is bound in a state filled in the empty space on the floor bottom 12 of the cargo hold (10a). The vehicle is of course filled from the lowest floor. As the vehicle is filled in the cargo hold 10a, the draft of the ship gradually increases, and the change of the draft is measured in real time through the draft sensor 20. For reference, when the vehicle is biased toward the starboard side of the bottom 12, the starboard side draft increases, and conversely, when the vehicle is biased toward the portside side, the portside draft increases.

After the lowermost floor is filled, the vehicle is moved to the second floor through the inter-floor moving path 14, filled to the third floor if the second floor is filled, and moved to the fourth floor if the third floor is filled to fill the cargo hold.

In particular, the vehicle shipped to the floor 12 of two or more floors passes the floor passage 15 of the floor. As mentioned above, since the shipping floor number checking unit 43 is disposed in the floor passage 15, it is immediately understood which floor the vehicle of which number has entered. The number of tons of cargo located at a few meters high from the surface of the water is an important factor in the calculation of ship resilience by the central computer 45.

Through the above-described loading process, the central computer 45 stores all the matters such as how many tons of which vehicle has gone up, and how much the draft of the ship has been changed by the vehicle. This information is the basic data used by the central computer 45 to calculate the resilience of the ship.

As a result, the central computer 45 continuously grasps the inclination of the ship 10 through the draft sensor unit 20 while the shipment of the cargo is in progress, the on-board root portion 30 and the entry side recognition unit 41 And based on the information received through the ship floor number checking unit 43, to calculate the resilience of the ship automatically and grasp whether the shipment of cargo is wrong. The central computer 45 operates the warning unit 47 when the ship 10 is inclined more than the allowable value during shipment. The warning unit 47 may be implemented as an alarm or a warning light, and allow the onboard worker to readjust the position of the cargo in the ship.

The resilience value representing the cargo load and safety calculated through the above process, the ground management server 51 located on the ground, the flight management room 53, the maritime police station 55, the marine fisheries department 57, responsible for safety management, It is transmitted to the disaster safety center (59).

As mentioned above, although this invention was demonstrated in detail through the specific Example, this invention is not limited to the said Example, A various deformation | transformation is possible for a person with ordinary knowledge within the scope of the technical idea of this invention.

10: ship 10a: cargo hold 11: entrance ramp
12: bottom part 13: installation space part 14: floor moving path
15: floor passage 17: cargo entrance 20: draft sensor
20a: Display 20b: Scale 20c: Water level sensor
20d: Sleep detection sensor 30: Onboard root portion 31: Rooting plate
32: lower scale 33: side scale 40: automatic calculation system
41: entrance recognition unit 43: loading number confirmation unit 45: central computer
47: warning unit 51: ground management server 53: flight management office
55: Marine Police Station 57: Ministry of Maritime Affairs and Fisheries 59: Disaster Safety Center

Claims (10)

An onboard root portion which is located inside a cargo entrance of a ship provided with a cargo hold of a multi-layer structure, and measures a weight of a shipment object entering the ship through the cargo entrance;
An entry side recognition unit for identifying the uniqueness of the shipment object entering the vessel after passing through the onboard root portion;
A shipping floor number confirming unit which grasps the final loading floor of the object to be loaded into the vessel;
A draft sensor unit for grasping the draft of the vessel in real time and detecting a draft change according to a position of a shipment object;
Receives the information grasped by the on-board root and entrance side recognition unit, the ship floor number check unit and the draft sensor unit in real time. Include a central computer to grasp,
The shipment object,
Including vehicles carrying cargo or non-cargo vehicles,
The entrance side recognition unit and shipping floor number confirmation unit,
Detect and operate the license plate of the vehicle,
The onboard root portion,
An installation space provided on the inner bottom surface of the cargo entrance of the ship;
A weighting plate positioned inside the installation space and supporting the freight vehicle;
It is provided with a load measuring unit for calculating the load applied to the weighing plate,
The load measuring unit,
A lower scale installed in the lower portion of the weighing plate and measuring a vertical load;
Located on the side of the weighing plate and includes a side scale for converting into a vertical load by measuring the load transmitted in the lateral direction of the weighing plate,
The draft sensor unit,
It is installed vertically inside the ship, the upper end is opened to the upper surface of the water outside the vessel, the lower end is opened to the lower surface of the water, and has a display showing the position of the current waterline based on the water level introduced into the inside,
It includes a plurality of sleep detection sensors to detect the position of the waterline by detecting the height of the water in the state arranged on the outer wall surface of the ship,
Automatic resiliency calculation system for ships arranged on both sides of the bow, stern, and center. delete delete delete The method of claim 1,
The shipping floor number confirmation unit;
It is arranged in the entrance passage of each floor of the cargo hold, and detects the license plate of the vehicle to go up to the floor and pass through the passage to confirm that the vehicle is a vehicle based on the on-board faucet, and the arrival of the vehicle by the central computer Ship resilience automatic calculation system of the sensor to transmit. delete delete delete The method of claim 1,
When the resilience result calculated by the central computer is out of the safe range, the ship resilience automatic calculation system is provided with a warning unit to inform the fact that the operator. The method of claim 1,
The central computer,
The ship resilience automatic calculation system is connected to the ground management server and transmits the current ship state and resilience in real time.

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