KR20200114326A - Apparatus for estimating sloshing risk - Google Patents

Abstract

Disclosed is an apparatus for estimating a sloshing risk. According to one embodiment of the present invention, the apparatus for estimating a sloshing risk is an apparatus which estimates the sloshing risk by the sloshing of liquid stored in a storage tank installed in a hull before the hull starts navigation. The apparatus comprises: a navigation plan collection unit which collects storage volume information of liquid stored in the storage tank, and collects plan paths between the place of departure and the place of destination, between which the hull is planned to navigate; a liquid motion cycle calculation unit which calculates the liquid motion cycle of the liquid stored in the storage tank; a hull motion cycle calculation unit which divides the plan path into a plurality of unit paths and calculates the hull motion cycle of the hull for each unit path when the hull navigates along the plan path; and a comparison/determination unit which compares the resonance between the liquid motion cycle and the hull motion cycle for each unit path, and determines the sloshing risk. According to the present invention, it is possible to easily estimate a unit path with a large sloshing risk of a planned path before a ship navigates.

Description

Device for predicting sloshing risk{Apparatus for estimating sloshing risk}

The present invention relates to an apparatus for predicting a sloshing risk.

In general, liquefied natural gas (LNG) is obtained by cooling natural gas to cryogenic temperatures (about -163 degrees), and its volume is reduced to about 1/600 compared to that of gaseous natural gas. It is suitable for long distance transportation.

The maritime transport of the liquefied natural gas is carried out in a state stored in a storage tank provided on the LNG carrier.

On the other hand, when liquid cargo (hereinafter referred to as liquid cargo) such as liquefied natural gas is stored in a storage tank and transported to a ship, sloshing, a phenomenon in which the liquid cargo flows inside the storage tank, may occur. have. In this case, there may be a risk of damage to the side wall in the storage tank due to sloshing of the liquid cargo.

The sloshing of liquid cargo can increase when the movement period of the hull moving by the action of an external force such as waves and the movement period of the liquid cargo flowing inside the storage tank coincide with each other and resonate. In this case, the risk due to sloshing of the liquid cargo may further increase.

Conventionally, a technique for reducing sloshing by installing a separate device inside a storage tank has been developed. However, the prior art is only to reduce the sloshing that occurs inside the storage tank during the actual operation of the hull, and by judging the risk of sloshing due to resonance between the motion cycle of the liquid cargo and the motion cycle of the hull before the hull sails. There is a problem in that it is difficult to perform a task for reducing sloshing in advance.

An embodiment of the present invention is to provide a sloshing risk prediction apparatus capable of predicting a risk due to sloshing of a liquid due to resonance of a motion cycle of a liquid and a motion cycle of a hull before a hull is operated.

According to an aspect of the present invention, a device for estimating the risk of sloshing due to sloshing of liquid stored in a storage tank installed in the hull before the hull is operated, and collects storage amount information of the liquid stored in the storage tank, and And a navigation plan collection unit for collecting a planned route between a departure point and a destination on which the ship is scheduled to operate; A liquid motion main machine calculation unit for calculating a liquid motion period of the liquid stored in the storage tank; A hull movement main machine calculation unit that divides the planned route into a plurality of unit routes, and calculates a hull movement period of the hull for each unit route when the hull navigates the planned route; And a comparison and determination unit configured to determine a sloshing risk by comparing whether or not there is resonance between the liquid motion cycle and the hull motion cycle for each unit path.

The liquid movement main machine calculation unit may calculate the liquid movement period based on the shape information of the storage tank and the storage amount information.

The hull movement main machine calculation unit may divide the planned route into the plurality of unit routes according to a set time based on a planned flight distance corresponding to the planned route and a planned flight time derived from the planned ship speed of the hull.

The hull movement main machine calculation unit may calculate the hull movement period for each unit path based on ocean information for the plurality of unit paths.

It may further include a display unit that divides and displays the planned route into the plurality of unit routes, and displays a sloshing risk level for each unit route.

The display unit may display the sloshing risk level by color.

The hull movement main machine calculation unit divides the remaining routes from the current position of the hull to the destination among the planned routes into a plurality of update unit routes while the hull is actually operating the planned route, and The hull movement period may be recalculated, and the comparison and determination unit may determine a sloshing risk by comparing the resonance between the liquid movement period and the recalculated hull movement period for each updated unit path.

According to an embodiment of the present invention, the planned route before the ship's navigation is divided into a plurality of unit routes, and the risk of sloshing is determined by comparing the resonance between the liquid motion cycle for each unit route and the hull motion cycle. It is possible to easily predict the unit path with high sloshing risk among all planned paths.

1 is a view showing a ship body installed with a sloshing risk predictor according to an embodiment of the present invention.
2 is a view for explaining the configuration of a sloshing risk predicting apparatus according to an embodiment of the present invention.
FIG. 3 is a view for explaining the division of a planned path into a plurality of unit paths by the ship body movement main machine calculation unit of FIG. 2.
4 is a flowchart illustrating a method of predicting a sloshing risk by using the sloshing risk predicting apparatus according to an embodiment of the present invention.

Since the present invention can apply various transformations and have various embodiments, specific embodiments are illustrated in the drawings and will be described in detail in the detailed description. However, this is not intended to limit the present invention to a specific embodiment, it is to be understood to include all conversions, equivalents, and substitutes included in the spirit and scope of the present invention. In describing the present invention, when it is determined that a detailed description of a related known technology may obscure the subject matter of the present invention, a detailed description thereof will be omitted.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, and in the description with reference to the accompanying drawings, the same or corresponding components are given the same reference numbers, and redundant descriptions thereof will be omitted. do. And, in the following description, terms such as first and second are terms used to describe various elements, and their meaning is not limited, and is used only for the purpose of distinguishing one element from other elements. do.

1 is a view showing a hull in which a sloshing risk predicting device according to an embodiment of the present invention is installed, and FIG. 2 is a view for explaining the configuration of a sloshing risk predicting device according to an embodiment of the present invention. 3 is a view for explaining the division of a planned route into a plurality of unit routes by the ship body movement main machine calculation unit of FIG. 2.

For reference, the right side in FIG. 1 represents the right side of the hull 10.

1 to 3, the sloshing risk prediction apparatus 100 according to an embodiment of the present invention includes a navigation plan collection unit 110, a liquid movement main machine calculation unit 120, and a hull movement main machine calculation unit 130. ), and a comparison and determination unit 140.

The prediction device 100 according to the present embodiment is installed on the hull 10 as shown in FIG. 1, and the liquid L stored in the storage tank 50 installed in the hull 10 before the hull 10 operates. Predict the risk of sloshing due to sloshing.

Here, the risk of sloshing refers to a degree at which the risk of damage to the sidewall of the storage tank 50 may occur due to sloshing of the liquid L stored in the storage tank 50.

At this time, the sloshing of the liquid (L) stored in the storage tank (50) resonates or coincides with the liquid movement period of the liquid (L) stored in the storage tank (50) and the hull movement period of the hull (10). It can increase when the likelihood of resonance increases by approaching it. Therefore, the sloshing risk can be predicted through the resonance between the liquid motion cycle and the hull motion cycle.

For example, the liquid L stored in the storage tank 50 may be liquefied natural gas, but is not limited thereto.

The flight plan collection unit 110 collects information on the amount of storage of the liquid L stored in the storage tank 50.

For example, the storage amount information may include a liquid level value of the liquid L stored in the storage tank 50.

In this case, the operation plan collection unit 110 is installed in the storage tank 50 and receives a liquid level value from a level measuring sensor (not shown) that measures the level of the liquid L stored in the storage tank 50 You can collect storage amount information. Alternatively, the operation plan collection unit 110 may collect storage amount information by a method in which an operator inputs a liquid level value using a separate input means (not shown).

The flight plan collection unit 110 collects a planned route P0 between the departure point S to which the hull 10 is scheduled to operate and the destination F.

In this case, the flight plan collection unit 110 may receive the planned route P0 derived using a known algorithm from a separate route guidance unit (not shown). Alternatively, the flight plan collection unit 110 may collect the planned route P0 derived by the operator through experience or the like through a separate input means.

For example, the planning path P0 may be a path that can consume fuel to a minimum.

In addition, the planned route P0 may be one of various routes between the origin (S) and the destination (F), such as a route that requires a minimum operating time.

The navigation plan collection unit 110 may collect the planned ship speed, which is the ship speed of the hull 10 determined for the hull 10 to navigate the plan route P0.

In this case, the flight plan collection unit 110 may receive the planned speed determined in the process of deriving the planned route P0 from the route guidance unit. Alternatively, the flight plan collection unit 110 may collect the planned ship speed determined by the owner's request through an input means.

Such a flight plan collection unit 110 may collect storage amount information, a planned route (P0), and a planned vessel speed before the hull 10 operates, that is, before the hull 10 departs from the departure point (S).

The liquid motion main machine calculation unit 120 calculates the liquid motion period of the liquid L stored in the storage tank 50.

Here, the liquid movement period means a natural period related to the movement of the liquid L stored in a predetermined amount in the storage tank 50 having a certain shape.

The liquid movement period may be determined according to the shape of the storage tank 50 or the storage amount of the liquid L stored in the storage tank 50. In other words, when the shape of the storage tank 50 and the storage amount of the liquid L stored in the storage tank 50 are kept constant, the liquid movement period is when the hull 10 travels the planned route P0. Can be constant during.

In this embodiment, the liquid motion main machine calculation unit 120 may calculate the liquid motion cycle based on the shape information of the storage tank 50 and the storage amount information of the liquid L stored in the storage tank 50.

At this time, the shape information for the storage tank 50 includes information on the size and shape of the storage tank 50, and is determined when the storage tank 50 is manufactured and stored in advance in the liquid motion main machine calculation unit 120. I can.

The storage amount information may be received from the flight plan collection unit 110.

In this case, the liquid motion main machine calculation unit 120 may calculate the liquid motion cycle using a known calculation for calculating the liquid motion cycle based on the shape information and the storage amount information for the storage tank 50. Detailed description of this will be omitted.

The hull movement main machine calculation unit 130 divides the planned path P0 into a plurality of unit paths P1, P2, P3, P4, P5, P6, P7, P8, P9, and P10.

In this case, the hull movement main machine calculation unit 130 receives the plan route (P0) from the operation plan collection unit 110, and sets the received plan route (P0) to a plurality of unit routes P1, P2, and P3, P4, P5, P6, P7, P8, P9, P10).

Here, the set time may be determined in units of days or hours, and may be determined in various ways, such as experience of a worker.

In this embodiment, the hull movement main machine calculation unit 130 sets the planned route P0 based on the planned flight distance corresponding to the planned route P0 and the planned flight time derived from the planned speed of the hull 10 According to the plurality of unit paths (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) can be divided.

In more detail, the planned flight distance may be a total distance that the hull 10 operates from the departure point (S) to the destination (F) along the planned route (P0).

In this case, the planned flight distance may be determined by the route guidance unit (not shown) in the process of deriving the planned route P0 and collected in the operation plan collection unit 110 together with the planned route P0.

The ship body movement main machine calculation unit 130 divides the planned route P0 into a plurality of unit routes (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10). ) From the planned route (P0), and the planned operating distance and planned ship speed.

The hull movement main machinery calculation unit 130 can derive the planned flight time, which is the total time that the hull 10 travels from the departure point (S) to the destination (F) along the planned route (P0) from the planned flight distance and the planned ship speed. have.

The hull exercise main machine calculation unit 130 divides the derived planned flight time by the set time, and divides the planned route (P0) into a plurality of unit routes (P1, P2, P3, P4, P5, P6, P7) according to the set time. P8, P9, P10) can be divided. In this case, for each unit route (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10), the hull 10 operating along the planned route (P0) will operate at the planned speed for the set time. You can respond to the distance you can.

For example, the planned route (P0) is a route that the hull 10 can operate from the departure point (S) to the destination (F) for 10 days, which is the planned operation time, as shown in FIG. 3, and the set time may be determined in units of one day. . In this case, the hull movement main machine calculation unit 130 may divide the planned path P0 into 10 unit paths P1, P2, P3, P4, P5, P6, P7, P8, P9, P10.

When the hull movement main machine calculation unit 130 operates the planned route (P0), the hull (10) for each unit route (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) ) Calculate the hull movement period.

In this regard, the hull 10 may move through the action of an external force such as a wave while navigating the planned route P0. The period of the wave acting as an external force on the hull 10 can be different for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10), and the hull movement period of the hull 10 is It can be changed according to the wave period for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10).

At this time, the hull movement main machine calculation unit 130 may calculate the hull movement period by dividing it by unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10). In this case, the prediction apparatus 100 according to the present embodiment can effectively predict the sloshing risk in response to the wave period for the unit route for each unit route while the hull 10 is operating the planned route P0. .

For example, as shown in Fig. 3, when the planned path P0 is divided into 10 unit paths (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10), the hull movement main machine calculation unit 130 Is the unit route of the first day (P1) (that is, the route that the hull 10 departs from the departure point (S) and operates on the first day), the unit route of the second day (P2),? , It is possible to calculate the hull movement cycle for each unit path (P10) on the 10th day.

In more detail, the hull movement main machine calculation unit 130 is based on the marine information for a plurality of unit paths (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) unit paths (P1, P2). , P3, P4, P5, P6, P7, P8, P9, P10).

For example, the ocean information may include information on a wave period for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10). In this case, the hull movement main machine calculation unit 130 may calculate the hull movement period using a known calculation method for calculating the hull movement period based on the period of the wave. Detailed description of this will be omitted.

For example, the ocean information is measured by using a separate wave measuring device (not shown) from the past to the present, the wave of each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10). May include an average period. In other words, the ocean information may be statistical information on a period of a wave measured for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10).

The average period of waves per unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) as described above can be stored in advance in the hull movement main machine calculation unit 130 through a separate input means. have.

At this time, the hull movement main machine calculation unit 130 is the unit path (P1, P2, P3, P4, P5, P6) for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) , P7, P8, P9, P10) can be calculated based on the average period of the wave.

In other words, the hull exercise main machine calculation unit 130 is based on the average period of waves corresponding to the first unit path P1 for the first unit path P1, and the second day for the second unit path P2. Based on the average period of the wave corresponding to the unit path (P2),? , For the 10th day unit path P10, the hull movement period can be calculated based on the average period of the waves corresponding to the 10th day unit path P10.

As another example, the ocean information may be weather prediction information on a wave period for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10).

Such a weather forecasting report may be received from the Meteorological Agency before the ship 10 operates, by a known method such as satellite communication, to the hull movement main machine calculation unit 130.

At this time, the hull movement main machine calculation unit 130 is the unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) can be calculated based on the weather forecast information at the time of operation.

In other words, the hull exercise main machine calculation unit 130 is based on the 1st weather prediction information for the 1st unit path P1, the 2nd day weather prediction information for the 2nd unit path P2,? , For the 10th day unit path (P10), the hull movement period can be calculated based on the weather forecast information on the 10th day.

The comparison and determination unit 140 determines the risk of sloshing by comparing the resonance between the liquid motion cycle and the hull motion cycle for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10). . In this case, the comparison and determination unit 140 receives the liquid motion cycle from the liquid motion main machine calculation unit 120, and the unit paths P1, P2, P3, P4, P5, P6, P7, from the hull motion main machine calculation unit 130, P8, P9, P10) by receiving each hull movement period can be compared whether or not resonance.

The comparison and determination unit 140 may determine that the risk of sloshing is high when the liquid motion cycle and the hull motion cycle coincide with each other and resonate, or when the liquid motion cycle and the hull motion cycle coincide with each other, thereby increasing the possibility of resonance. In this case, the comparison and determination unit 140 may differentially determine the sloshing risk according to whether or not there is resonance between the liquid movement period and the hull movement period.

For example, the comparison and determination unit 140 is a unit path based on the period comparison value of the hull movement period for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) for the liquid movement period. You can determine the risk of sloshing for each (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10).

In other words, for the first day unit path P1, the comparison and determination unit 140 calculates the period comparison value of the hull movement cycle with respect to the first day unit path P1 for the liquid movement cycle, to the second day unit path P2. For the liquid motion cycle, the period comparison value of the hull motion cycle for the second day unit path (P2),? , For the 10th day unit path (P10), after calculating the periodic comparison value of the hull movement period for the 10th day unit path (P10) with respect to the liquid movement cycle, each unit path (P1, P2, P3, P4, P5, P6) , P7, P8, P9, P10) can determine the risk of sloshing.

The period comparison value is 100% when the liquid movement period and the hull movement period coincide with each other and resonate, and can be close to 100% when approaching them to coincide. In this case, the comparison and determination unit 140 determines the sloshing risk as'upper' in which the degree of risk due to sloshing is relatively large when the period comparison value is in the range of 90% or more and 110% or less, If the period comparison value is more than 80% to less than 90%, or more than 110% and less than 120%, the sloshing risk is judged as'medium' and the periodic comparison value is less than 80% or more than 120%. If it is in, it can be judged by differentially determining the sloshing risk as'lower' where the degree of risk due to sloshing is relatively small.

The prediction apparatus 100 according to the present exemplary embodiment may further include a display unit 150.

The display unit 150 divides and displays the planned path P0 into a plurality of unit paths (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10), and displays the unit paths (P1, P2, P3). , P4, P5, P6, P7, P8, P9, P10) of each sloshing risk can be displayed. In this case, the display unit 150 is a planned route (P0) divided into a plurality of unit routes (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) from the hull movement main machine calculation unit 130 Is received, and the sloshing risk for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) from the comparison and determination unit 140 may be received and displayed.

In this case, the display unit 150 may display the sloshing risk level by color-coded.

For example, the display unit 150 may include a display unit (not shown) such as a monitor installed in a steering room or the like.

In this case, the display unit displays the unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) whose sloshing risk is'high' in red, and the sloshing risk is'medium'. The unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) is displayed in yellow, and the unit path (P1, P2, P3, P4, P5) with a'low' risk of sloshing , P6, P7, P8, P9, P10) can be displayed in green.

At this time, the operator through the display of the display unit 150, the unit route (P1, P2, P3, P4, P5, P6, P7, P8) of the planned route (P0) before the ship 10 operates , P9, P10) can be easily predicted, and when the hull 10 actually operates, the unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) with high sloshing risk Operations to reduce sloshing can be performed in advance, such as operating a device to reduce sloshing before entering.

On the other hand, the display unit 150 is the unit route (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10), that is, the sloshing risk, in the process of the actual operation of the hull 10. It may include an alarm unit (not shown) that generates an alarm signal when entering the unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) where is'up'.

In this case, the operator enters the unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) whose sloshing risk is'Up' through the alarm signal of the alarm unit. You can quickly check what you do and perform tasks that can reduce sloshing.

The alarm unit may be provided by various known means capable of generating an alarm signal such as a flashing optical signal or an alarm sound, and a detailed description thereof will be omitted.

As described above, the prediction device 100 according to the present embodiment converts the planned route P0 to a plurality of unit routes P1, P2, P3, P4, P5, P6, P7, P8 before the hull 10 operates. , P9, P10) and determine the sloshing risk by comparing the resonance between the liquid motion cycle and the hull motion cycle by unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) By doing so, it is possible to easily predict the unit routes (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) with a high risk of sloshing among the planned routes (P0) before the hull 10 operates. .

Furthermore, the operator predicts the unit routes (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) with a high sloshing risk among the planned routes (P0) before the hull 10 operates, Work to reduce sloshing before entering the unit route (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) with a high risk of sloshing when the hull 10 actually operates. Can be done in advance.

4 is a flowchart illustrating a method of predicting a sloshing risk by using the sloshing risk predicting apparatus according to an embodiment of the present invention.

Hereinafter, a method of predicting a sloshing risk using the sloshing risk predicting apparatus 100 according to an exemplary embodiment will be described with reference to FIGS. 1 to 4.

The prediction apparatus 100 according to the present embodiment is installed on the hull 10 and can predict the sloshing risk before the hull 10 operates.

First, referring to Figs. 1 to 4, the flight planning unit includes information on the storage amount of liquid L stored in the storage tank 50 and the planning route between the departure point (S) and the destination (F) on which the hull 10 is scheduled to operate. (P0) can be collected (S110).

Thereafter, referring to FIGS. 1 to 4, the liquid motion main machine calculation unit 120 may calculate a liquid motion cycle of the liquid L stored in the storage tank 50 (S120 ).

Thereafter, referring to FIGS. 1 to 4, the ship body movement main machine calculation unit 130 converts the planned path P0 into a plurality of unit paths P1, P2, P3, P4, P5, P6, P7, P8, P9, P10. ), and the hull movement period of the hull 10 for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) can be calculated (S130).

Thereafter, referring to FIGS. 1 to 4, the comparison and determination unit 140 includes a liquid motion cycle and a hull motion cycle for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10). The risk of sloshing may be determined by comparing whether or not resonance (S140).

In this case, the display unit 150 may display the sloshing risk for each unit path (P1, P2, P3, P4, P5, P6, P7, P8, P9, P10) determined by the comparison and determination unit 140.

Meanwhile, the prediction apparatus 100 according to the present embodiment may predict a sloshing risk while the hull 10 is actually operating.

In this case, the hull movement main machine calculation unit 130 is the destination (F) at the current position (not shown) of the hull 10 among the planned route P0 while the hull 10 actually operates the planned route P0. The remaining paths (not shown) can be divided into a plurality of update unit paths (not shown).

The hull movement main machine calculation unit 130 may divide the remaining route into a plurality of updated unit routes according to the set time based on the remaining operation distance corresponding to the remaining route and the remaining operation time derived from the planned ship speed of the hull.

The hull movement main machine calculation unit 130 may recalculate the hull movement period for each updated unit path. In this case, the hull movement main machine calculation unit 130 may recalculate the hull movement period for each updated unit path based on the ocean information for the plurality of updated unit paths.

The comparison and determination unit 140 may determine a sloshing risk by comparing whether there is resonance between the liquid motion cycle and the recalculated hull motion cycle for each update unit.

In the above, embodiments of the present invention have been described, but those of ordinary skill in the art will add, change, delete or add components within the scope not departing from the spirit of the present invention described in the claims. Various modifications and changes can be made to the present invention by means of the like, and it will be said that this is also included within the scope of the present invention.

10: hull 50: storage tank
100: sloshing risk prediction device 110: flight plan collection unit
120: liquid motion main machine part 130: hull motion main machine part
140: comparison and judgment unit 150: display unit

Claims (5)

A device that predicts the risk of sloshing due to sloshing of the liquid stored in the storage tank installed on the ship before the ship sails,
A navigation plan collection unit for collecting information on a storage amount of liquid stored in the storage tank, and collecting a planned route between a departure point and a destination on which the ship is scheduled to operate;
A liquid motion main machine calculation unit for calculating a liquid motion period of the liquid stored in the storage tank;
A hull movement main machine calculation unit that divides the planned route into a plurality of unit routes, and calculates a hull movement period of the hull for each unit route when the hull navigates the planned route; And
And a comparison and determination unit configured to determine a sloshing risk by comparing whether or not there is resonance between the liquid motion cycle and the hull motion cycle for each unit path. The method of claim 1,
The liquid movement main machine calculation unit calculates the liquid movement period based on the shape information and the storage amount information for the storage tank. The method of claim 1,
The hull movement main machine calculation unit divides the planned route into the plurality of unit routes according to the set time based on the planned flight distance corresponding to the planned route and the planned flight time derived from the planned ship speed of the hull, sloshing risk Prediction device. The method of claim 1,
The ship body movement main machine calculation unit calculates the hull movement period for each unit path based on ocean information on the plurality of unit paths. The method of claim 1,
The hull movement main machine calculation unit divides the remaining routes from the current position of the hull to the destination among the planned routes into a plurality of update unit routes while the hull is actually operating the planned route, and Recalculate the hull movement cycle,
The comparison and determination unit determines a sloshing risk by comparing the resonance between the liquid motion cycle and the recalculated hull motion cycle for each updated unit path to determine a sloshing risk.

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