KR102487580B1 - Method and apparatus for controlling offloading of liquid cargo - Google Patents

Abstract

A liquefied cargo offloading device is disclosed. The liquefied cargo offloading device includes a 6 degree of freedom information acquisition unit for acquiring 6 degree of freedom information of a marine structure storing liquefied cargo and a liquefied cargo carrier carrying liquefied cargo, and acquiring environmental information about the sea where the offshore structure is located. Six degrees of freedom of the environmental information acquisition unit, the state information acquisition unit that acquires the status information of the loading arm of the offshore structure and the mooring line that fixes the liquefied cargo carrier to the offshore structure, and the offshore structure and the liquefied cargo carrier and a control unit for modifying an already generated offloading schedule based on road information, environment information, and state information of a loading arm and a mooring line, and controlling an offshore structure and a liquefied cargo carrier according to the modified offloading schedule.

Description

Liquefied cargo offloading control method and liquefied cargo offloading device {METHOD AND APPARATUS FOR CONTROLLING OFFLOADING OF LIQUID CARGO}

The present invention relates to a liquefied cargo offloading control method and a liquefied cargo offloading device, and more particularly, to a liquefied cargo offloading control method capable of automatically performing an offloading operation of liquefied cargo stored in a marine structure, and It relates to a liquefied cargo offloading device.

In general, an offloading operation between an offshore structure and a liquefied cargo carrier at sea takes about one to two days, and the operation may be limited depending on the maritime environment or weather. If the marine environment or weather deteriorates during the operation, stop the off-loading operation and wait, or if the marine environment or weather deteriorates further, disconnect the loading arm of the offshore structure and release all mooring lines before liquefying. Cargo carriers must be separated from offshore structures. In this case, work disruption is unavoidable due to downtime for berthing of the liquefied cargo carrier, set-up of the mooring line, and connection of the loading arm in order to resume the offloading operation. Conventionally, since the off-loading master (operator) judged whether to stop or resume the off-loading of liquefied cargo, there was a risk of damage to marine structures during the off-loading, and the efficiency of the off-loading depending on the ability of the operator. There was a problem with this change.

Korean Registered Patent No. 10-0872093 (2008.11.28)

An object of the present invention is to monitor the state of offshore structures and the marine environment during the offloading operation of liquefied cargo stored in offshore structures, create an offloading schedule based on the status of offshore structures and the marine environment, in providing guidance.

The problem to be solved by the present invention is not limited to the problem mentioned above. Other technical problems not mentioned will be clearly understood by those skilled in the art from the following description.

Liquefied cargo offloading device according to an embodiment of the present invention for achieving the above object, 6 degrees of freedom for obtaining 6 degrees of freedom information of a liquefied cargo carrier transporting a marine structure for storing liquefied cargo and the liquefied cargo An information acquisition unit, an environmental information acquisition unit for obtaining environmental information on the sea where the offshore structure is located, a loading arm of the offshore structure, and a mooring line for fixing the liquefied cargo carrier to the offshore structure. Based on the status information acquisition unit for obtaining the status information of and the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier, the environment information, and the status information of the loading arm and mooring line, the offloading schedule is modified, and a control unit controlling the offshore structure and the liquefied cargo carrier according to the modified offloading schedule.

Here, the control unit determines whether or not the loading arm and the mooring line are abnormal, and a fender for adjusting the distance between the offshore structure and the liquefied cargo carrier, using information on the 6 degrees of freedom of the offshore structure and the liquefied cargo carrier. A facility abnormality determination unit for detecting abnormality, a collision risk determination unit for detecting a risk of collision between the offshore structure and the liquefied cargo carrier using information on the 6 degrees of freedom of the offshore structure and the liquefied cargo carrier, and the loading arm An offloading schedule modifying unit may be configured to correct the offloading schedule when at least one of an abnormality, an abnormality of the mooring line, an abnormality of the fender, and the risk of collision is detected.

Here, the equipment abnormality determining unit compares the distance between the offshore structure and the liquefied cargo carrier, which is measured using the six degrees of freedom information of the offshore structure and the liquefied cargo carrier, with the angle of the loading arm and the tension of the mooring line. Thus, it is possible to determine whether the loading arm and the mooring line are abnormal.

In addition, the facility abnormality determination unit may use the distance between the offshore structure and the liquefied cargo carrier measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier, and the offshore structure corresponding to the fender and the liquefied cargo carrier. When the distance between the liquefied cargo carriers is less than a predetermined value, it may be determined that the fender has an abnormality.

In addition, the collision risk determination unit uses the distance between the offshore structure and the liquefied cargo carrier measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier, and determines the relationship between the offshore structure and the liquefied cargo carrier. When the distance is less than a predetermined value, it may be determined that there is a risk of collision between the offshore structure and the liquefied cargo carrier.

According to various embodiments of the present invention as described above, off-loading of liquefied cargo can be performed automatically using an off-loading schedule based on the state of marine structures and the marine environment, and the efficiency of off-loading can be improved. there is.

The effects of the present invention are not limited to the effects described above. Effects not mentioned will be clearly understood by those skilled in the art from this specification and the accompanying drawings.

1 is a view schematically showing the structure of an offshore structure and a liquefied cargo carrier according to an embodiment of the present invention.
2 is a flowchart illustrating a method for controlling offloading of liquefied cargo according to an embodiment of the present invention.
3 is a diagram illustrating an offloading monitoring user interface according to an embodiment of the present invention.
4 is a diagram illustrating an offloading schedule user interface according to an embodiment of the present invention.
5 and 6 are block diagrams showing the configuration of a liquefied cargo offloading device according to an embodiment of the present invention.

Other advantages and features of the present invention, and methods for achieving them, will become clear with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, and the present invention is only defined by the scope of the claims. Even if not defined, all terms (including technical or scientific terms) used herein have the same meaning as generally accepted by common technology in the prior art to which this invention belongs. A general description of well-known configurations may be omitted so as not to obscure the subject matter of the present invention. Where possible, identical reference numerals are used for identical or corresponding components in the drawings of the present invention. In order to help understanding of the present invention, some components in the drawings may be slightly exaggerated or reduced.

Terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as "comprise", "have" or "having" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or other features, numbers, steps, operations, components, parts, or combinations thereof, are not precluded from being excluded in advance.

Conventionally, when offloading liquefied cargo stored in offshore structures, the operator determines whether to stop or resume the offloading operation in consideration of the marine environment, so there is a problem that the accuracy of the offloading operation may decrease depending on the operator's ability. The present invention can improve the work efficiency of the liquefied cargo offloading operation by monitoring the state of the offshore structure and the marine environment during the liquefied cargo offloading operation and automatically performing the liquefied cargo offloading operation based thereon. Referring to FIG. 1, in order to offload the liquefied cargo from the offshore structure 100 to the liquefied cargo carrier 200, a mooring line 120 is provided between the offshore structure 100 and the liquefied cargo carrier 200. It is possible to fix the liquefied cargo carrier 200 to the offshore structure 100 by connecting. In addition, the loading arm 110 offloads the liquefied cargo stored in the offshore structure 100 to the liquefied cargo carrier 200, and at this time, to separate the offshore structure 100 and the liquefied cargo carrier 200 by a certain distance from the offshore structure. A fender 130 may be provided between the 100 and the liquefied cargo carrier 200. In the off-loading control method for liquefied cargo according to an embodiment of the present invention, an off-loading schedule is generated based on marine environment information, and an off-loading operation of marine cargo is started according to the off-loading schedule. and whether the loading arm 110, the mooring ship 120, and the fender 130 are abnormal, and the risk of collision between the offshore structure 100 and the liquefied cargo carrier 200 by using the six degree of freedom information of the liquefied cargo carrier 200. By automatically determining and correcting the offloading schedule, damage to the loading arm 110, mooring line 120, and fender 130, offshore structure 100 and liquefied cargo carrier 200 during offloading of liquefied cargo. collisions can be avoided. Hereinafter, the present invention will be described in detail with reference to FIGS. 2 to 4 .

2 is a flowchart illustrating a method for controlling offloading of liquefied cargo according to an embodiment of the present invention.

Referring to FIG. 2, first, an offloading operation starts according to an offloading schedule for controlling offloading operation of liquefied cargo (S210). Here, the offloading schedule may consist of a plurality of steps, and the plurality of steps include berthing, mooring, flanging, cool down, ramp up, off This may include full rate offloading, drain, purge, sail away, and the like. Also, each of the plurality of steps may have a predetermined set time. The offloading operation of the liquefied cargo performs an operation corresponding to a plurality of steps constituting the offloading schedule, and the corresponding operation may be performed for a set time set for each step. Also, the offloading schedule may be generated based on maritime information transmitted from outside or selected based on current maritime information among a plurality of offloading schedules.

Subsequently, information on six degrees of freedom of a marine structure storing liquefied cargo and a liquefied cargo carrier carrying liquefied cargo is acquired (S220). Here, the 6 degree of freedom information may mean X, Y, and Z-axis location information of a marine structure and a liquefied cargo carrier, and motion information of roll, pitch, and heave. In addition, the offshore structure may be a floating offshore production facility (FLNG), and the liquefied cargo carrier may be a liquefied natural gas carrier (LNGC), but is not limited thereto.

Next, environmental information about the sea where the offshore structure is located is acquired (S230). Specifically, the environmental information may include seawater information such as weather information and wind speed, wave height, and current of the sea where the offshore structure is located. In addition, environmental information on the sea may be obtained using a sensor installed on a marine structure or information transmitted from the outside using wireless communication or the like.

Subsequently, state information of a loading arm of the offshore structure and a mooring line for fixing the liquefied cargo carrier to the offshore structure is acquired (S240). Specifically, the loading arm may operate to offload liquefied cargo of offshore structures to a liquefied cargo carrier, and angle information of the loading arm may be obtained by an angle sensor or the like installed on the loading arm. In addition, the mooring line is provided between the liquefied cargo carrier and the offshore structure in order to fix the liquefied cargo carrier to the offshore structure, and tension information acting on the mooring line can be obtained by a pressure sensor or the like. A plurality of loading arms and mooring lines may be provided.

Subsequently, the offloading schedule is modified based on information about the six degrees of freedom of offshore structures and liquefied cargo carriers, information on the environment of the sea where offshore structures are located, and state information of loading arms and mooring lines (S250). Specifically, the fender provided between the offshore structure and the liquefied cargo carrier to adjust the distance between the offshore structure and the liquefied cargo carrier and whether the loading arm and mooring line are abnormal using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier. ), and the risk of collision between the offshore structure and the liquefied cargo carrier are determined, and the offloading schedule can be modified when at least one of the abnormality of the loading arm and mooring line, the abnormality of the fender, and the risk of collision is detected.

For example, when the movement of the offshore structure and the liquefied cargo carrier can be measured using 6 degree of freedom information of the offshore structure and the liquefied cargo carrier, and the angle of the loading arm and the movement of the offshore structure and the liquefied cargo carrier do not correspond to each other It may be determined that there is an abnormality in the loading arm. For example, the movement of offshore structures and liquefied cargo carriers measured using information on the 6 degrees of freedom of offshore structures and liquefied cargo carriers depends on the angle of the loading arm for a certain period of time while the liquefied cargo carrier moves in a horizontal direction with the offshore structure. If no change is detected or the movement amount of the liquefied cargo carrier does not correspond to the angular change amount of the loading arm measured for a certain period of time, it may be determined that the loading arm has an abnormality. As another example, the distance between the offshore structure and the liquefied cargo carrier can be measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier, and the measured tension of the mooring line and the distance between the offshore structure and the liquefied cargo carrier are different. If it does not correspond, it can be determined that there is an abnormality in the mooring line. For example, when the distance between the offshore structure and the liquefied cargo carrier gradually increases or decreases, no change in the tension of the mooring line is detected for a certain period of time, or the distance increase or decrease between the offshore structure and the liquefied cargo carrier is constant for a certain period of time. If it does not correspond to the change in tension of the mooring line measured during In addition, if the distance between the offshore structure and the liquefied cargo carrier measured by the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier exceeds a preset value or the magnitude of the tension detected in the mooring line exceeds the preset value It can be determined that there is something wrong with the mooring line.

In addition, the distance between the offshore structure and the liquefied cargo carrier can be measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier, and the distance between the offshore structure and the liquefied cargo carrier in the area where the fender is located is less than a preset value. If it decreases to , it can be determined that the fender has a problem. Here, fenders are provided between the offshore structure and the liquefied cargo carrier to adjust the distance between the offshore structure and the liquefied cargo carrier, and may be provided in plurality. In addition, if there exists an area where the distance between the offshore structure and the liquefied cargo carrier measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier decreases to less than a preset value, the offshore structure and the liquefied cargo carrier in the corresponding area It can be judged that there is a risk of collision of

Subsequently, offloading of liquefied cargo is performed based on the modified offloading schedule (S260). The liquefied cargo offloading control method of the present invention detects whether the loading arm, mooring line, and fender are abnormal, and the risk of collision between the offshore structure and the liquefied cargo carrier, and based on this, the offloading schedule can be modified. Loading work efficiency can be improved.

On the other hand, in the present invention, whether or not the loading arm, mooring line, and fender of the offshore structure are abnormal, information on the six degrees of freedom of the offshore structure, environment information of the sea where the offshore structure is located, etc. may be provided through a user interface (UI) as shown in FIG. 3. there is. Referring to FIG. 3, as an example, the user interface 300 of the present invention displays a schematic diagram 310 of a marine structure and a liquefied cargo carrier at the upper left corner, and a mooring line inspection unit 320 and a 6 degree of freedom unit ( 330), a fender inspection unit 340, an alarm unit 350, and an environment information unit 360 may be displayed on the right side. Specifically, the mooring line inspection unit 320 measures the distance between the offshore structure and the liquefied cargo carrier at each mooring line measured using the tension of the mooring line measured at each mooring line and the six degrees of freedom of the offshore structure and the liquefied cargo carrier. In the 6 degree of freedom unit 330, the distance and inclination between the offshore structure and the liquefied cargo carrier may be displayed, and the fender inspection unit 340 measures using the 6 degrees of freedom of the offshore structure and the liquefied cargo carrier. The pressure of the fender based on the distance between the offshore structure and the liquefied cargo carrier and the distance between the offshore structure and the liquefied cargo carrier at each fender may be displayed, and the alarm unit 350 may display abnormality of the loading arm, mooring line and fender, It can indicate the risk of collision between offshore structures and liquefied cargo carriers. In addition, the environment information unit 360 may display environmental information of the sea where the offshore structure is located, for example, information on wind speed, wave height, current, and the like. However, it is not limited thereto, and the user interface 300 of the present invention may further display various information not shown in FIG. 3 .

Referring to FIG. 4, the offloading schedule may consist of a plurality of steps, and the plurality of steps include berthing, mooring, flanging, cool down, and ramp up. up, full rate offloading, drain, purge, sail away, etc. Also, each of the plurality of steps may have a predetermined set time. The offloading operation of the liquefied cargo performs an operation corresponding to a plurality of steps constituting the offloading schedule, and the corresponding operation may be performed for a set time set for each step. Also, the offloading schedule may be generated based on maritime information transmitted from outside or selected based on current maritime information among a plurality of offloading schedules. For example, if the actual measured environment information after the ramp up step while performing the offloading task according to the offloading schedule does not exceed the set value (allowable value), the set value after the ramp up step in the offloading schedule After removing the hold step, offloading can be performed. In this way, since unnecessary steps can be removed or the setting time of unnecessary steps can be reduced, offloading work efficiency can be improved.

5 and 6 are block diagrams showing the configuration of a liquefied cargo offloading device according to an embodiment of the present invention.

Referring to FIG. 5, the liquefied cargo offloading device 500 according to an embodiment of the present invention includes a 6 degree of freedom information acquisition unit 510, an environment information acquisition unit 520, a state information acquisition unit 530, and a control unit. (540).

The 6 DOF information acquisition unit 510 acquires 6 DOF information of a marine structure storing liquefied cargo and a liquefied cargo carrier carrying liquefied cargo. Here, the 6 degree of freedom information may mean X, Y, and Z-axis location information of a marine structure and a liquefied cargo carrier, and motion information of roll, pitch, and heave. In addition, the 6 degree of freedom information acquisition unit 510 may be implemented with sensors, GPS, etc. installed in offshore structures and liquefied cargo carriers, but is not limited thereto.

The environmental information acquisition unit 520 acquires environmental information about the sea where the offshore structure is located. Here, the environmental information may include seawater information such as meteorological information and wind speed, wave height, and current of the sea where the offshore structure is located. The environmental information acquisition unit 520 may be implemented with sensors installed on offshore structures and liquefied cargo carriers to directly acquire environmental information, or obtain weather information, wind speed, and the like about the sea where the offshore structures are located from the outside.

The state information acquisition unit 530 obtains state information of the loading arm of the offshore structure and the mooring line for fixing the liquefied cargo carrier to the offshore structure. Specifically, the state information acquisition unit 530 may be implemented with an angle sensor, a pressure sensor, and the like to acquire angle information of the loading arm and tension information of the mooring line.

The control unit 540 modifies the previously created offloading schedule based on information about the six degrees of freedom of the offshore structure and the liquefied cargo carrier, environment information, and state information of the loading arm and mooring line, and the offloading structure according to the modified offloading schedule. and liquefied cargo carriers. Specifically, the controller 540 generates an offloading schedule for offloading liquefied cargo based on weather information obtained from the outside, or selects one of a plurality of offloading schedules based on weather information. You can choose. The control unit 540 uses the six degree of freedom information obtained from the six degree of freedom information acquisition unit 510, the environment information acquisition unit 520, and the state information acquisition unit 530, the environment information, and the state information of the loading arm and the mooring line. By using the offloading schedule, unnecessary steps can be deleted or the setting time of unnecessary steps can be reduced, thereby improving offloading work efficiency and reducing offloading work time.

Referring to FIG. 6 , the control unit 540 may include a facility abnormality determination unit 541, a collision risk determination unit 542, and an offloading schedule correction unit 543. The facility abnormality determination unit 541 may determine whether the loading arm, mooring line, or fender is abnormal using information on the six degrees of freedom of the offshore structure and the liquefied cargo carrier. Specifically, the facility abnormality determination unit 541 may measure the distance between the offshore structure and the liquefied cargo carrier by using the six degrees of freedom information of the offshore structure and the liquefied cargo carrier, and determine the angle of the loading arm and the tension of the mooring line. It is possible to determine whether the loading arm and the mooring line are abnormal by comparing the distance between the offshore structure and the liquefied cargo carrier. In addition, the facility abnormality determining unit 541 may determine that the fender has an abnormality when the distance between the offshore structure corresponding to the area where the fender is located and the liquefied cargo carrier is less than a preset value.

The collision risk determination unit 542 may determine a collision risk between a marine structure and a liquefied cargo carrier by using information on six degrees of freedom of the marine structure and the liquefied cargo carrier. Specifically, the collision risk determination unit 542 uses the distance between the offshore structure and the liquefied cargo carrier measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier, so that the distance between the offshore structure and the liquefied cargo carrier is If it is less than a predetermined value, it may be determined that there is a risk of collision between a marine structure and a liquefied cargo carrier. For example, when the distance between the offshore structure and the liquefied cargo carrier in the first area of the marine structure is less than 1 m, the collision risk determination unit 542 may determine that the collision risk is detected in the first area.

The offloading schedule modifying unit 543 may modify the previously created offloading schedule when at least one of a loading arm abnormality, a mooring line abnormality, a fender abnormality, and a risk of collision is detected.

According to various embodiments of the present invention as described above, unnecessary steps can be deleted from the already created offloading schedule or set time can be reduced, so the offloading work time can be shortened, and the loading arm, mooring line, and fender can be abnormal. , the offloading schedule can be modified by detecting the risk of collision, so the work efficiency of the offloading task can be improved.

The above-described offloading control method of liquefied cargo may be produced as a program to be executed on a computer and stored in a computer-readable recording medium. A computer-readable recording medium includes all types of storage devices in which data that can be read by a computer system is stored. Examples of computer-readable recording media include ROM, RAM, CD-ROM, magnetic tape, floppy disk, and optical data devices.

It should be understood that the above embodiments are presented to aid understanding of the present invention, do not limit the scope of the present invention, and various deformable embodiments also fall within the scope of the present invention. The scope of technical protection of the present invention should be determined by the technical spirit of the claims, and the scope of technical protection of the present invention is not limited to the literal description of the claims themselves, but is substantially equal to the scope of technical value. It should be understood that it extends to the invention of.

100: offshore structure 110: loading arm
120: mooring line 130: fender
200: liquefied cargo carrier 500: liquefied cargo offloading device
510: 6 degree of freedom information acquisition unit 520: environment information acquisition unit
530: state information acquisition unit 540: control unit

Claims (5)

6 DOF information obtaining unit for obtaining 6 DOF information of a marine structure storing liquefied cargo and a liquefied cargo carrier carrying the liquefied cargo;
an environmental information acquisition unit acquiring environmental information about the sea where the offshore structure is located;
a state information acquisition unit acquiring state information of a loading arm of the offshore structure and a mooring line for fixing the liquefied cargo carrier to the offshore structure; and
Based on the information about the six degrees of freedom of the offshore structure and the liquefied cargo carrier, the environment information, and the state information of the loading arm and mooring line, a pre-generated offloading schedule is modified, and according to the modified offloading schedule, the offshore structure and Including a control unit for controlling the liquefied cargo carrier;
The control unit
Detecting abnormality of the loading arm and the mooring line and fender for adjusting the distance between the offshore structure and the liquefied cargo carrier using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier Facility abnormality determination unit;
a collision risk determination unit for detecting a collision risk between the offshore structure and the liquefied cargo carrier by using information on the six degrees of freedom of the offshore structure and the liquefied cargo carrier; and
A liquefied cargo offloading device comprising an offloading schedule correction unit that deletes unnecessary steps or reduces a set time by modifying the offloading schedule using information from the facility abnormality determination unit and the collision risk determination unit.
delete According to claim 1,
The equipment abnormality determination unit,
The distance between the offshore structure and the liquefied cargo carrier measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier is compared with the angle of the loading arm and the tension of the mooring line to compare the loading arm and the mooring line. A liquefied cargo offloading device that determines whether the According to claim 1,
The equipment abnormality determination unit,
The distance between the offshore structure corresponding to the fender and the liquefied cargo carrier is determined by using the distance between the offshore structure and the liquefied cargo carrier measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier. A liquefied cargo offloading device that determines that the fender has an abnormality if it is less than a set value. According to claim 1,
The collision risk determination unit,
When the distance between the offshore structure and the liquefied cargo carrier is less than a predetermined value using the distance between the offshore structure and the liquefied cargo carrier measured using the 6 degree of freedom information of the offshore structure and the liquefied cargo carrier A liquefied cargo offloading device that determines that there is a risk of collision between a marine structure and the liquefied cargo carrier.

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