Hvordan forbedre sikkerheten og effektiviteten ved ankerhåndteringsoperasjoner?

Transcription

1 Hvordan forbedre sikkerheten og effektiviteten ved ankerhåndteringsoperasjoner? KM s new design thinking for Offshore Marine Operations Marintekniske Dager 2013 Trondheim, oktober Thor Hukkelås, M.Sc. Principal Engineer Marine Operations Business Development, Kongsberg Maritime AS

2 How to maintain «Human-in-the-loop»? DP is 99% boredom and 1% panic / 2 / 12-Oct-13

3 Outline 1. Short presentation of Kongsberg Maritime 2. Demanding Offshore Marine Operations 3. Challenges & How to meet them 4. Situation Awareness & Decision Support 5. KM s new Anchor Handling Concept 6. Summing Up

4 KONGSBERG Group

5 KONGSBERG Group WORLD CLASS - through people, technology and dedication.

6 Kongsberg Maritime Offshore Merchant Subsea Revenues 7.5 BNOK 51 offices in 17 countries employees (approx.) Installed on more than 15,000 vessels Dynamic positioning, navigation, automation, simulation, seabed surveying WORLD CLASS - through people, technology and dedication.

7 / 7 / 12-Oct-13

8 One third of the world is covered by land. The rest is covered by KONGSBERG Maritime.

9 Demanding Offshore Marine Operations

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12 Pushing the limits Demanding and critical marine operations all push people, vessels and systems to their limits. (E.g. anchor handling, rig moves, heavy lift operations, sub sea construction, pipe laying, FPSO offloading etc.) Deeper waters, colder waters, heavier loads, larger forces, tougher environment and more demanding weather and climate conditions. Control systems, organizations and task are becoming increasingly more complex and complicated. The consequences of making wrong decisions during failure or stress situations can be disastrous and may have catastrophic implications.

13 Challenges

14 What s wrong with the current situation? Users are flooded with too much information, and lose mastery of the situation. Users need to criss cross the bridge consulting screens to create a cohesive picture of the situation. In alarm situations, many buttons and indicators start flashing. Heartbeats race, without a sense of what can be done. The number of systems and sensors effectively hide the current status of the ship from the operator.

15 What s wrong with the current situation? Alarms: Audio alarms are distracting and tiring. Loud noise leads to irritated and angry operators. When the screen is filled up with alarms, the operator just has to pick out some using gut instinct. Human Machine Interface (HMI): Today there are too many buttons and too much text. I have trouble with reading text in stressful situations. It must be self explanatory. Use pictures instead. General We think with our spine. We don t read manuals Technology is built around what is possible, not around what users want or need.

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18 Meeting the challenges The SITUMAR R&D Project. Situation Awareness and Decision Support Tools for demanding marine operations

19 SITUMAR Main questions How to maintain «Human in the loop»? How to support good human decision making under stress? How to reduce complexity and feature creep? How to close the information gap? How to design for optimal Situational Awareness and Decision Support?

20 A 3 year R&D project 01/02/12 01/01/13 01/01/14 31/12/14 Phase 1 Phase 2 Phase 3 Literature Studies General information collection and research with special emphases on Human Factors, Decision Making and the importance of Situation Awareness. Case studies of selected marine operations We go on board and perform Task Analysis (what is actually done during Planning, Execution, Evaluation etc.) System Design Building prototypes in simulator environment User evaluation of prototype in a realistic, simulated environment Reporting and requirement validation

21 User Centered Design Organize technology around the user s goals, tasks and abilities. Technology should be organized around the way users process information and make decisions. Technology must keep the user in control and aware of the state of the system. Technology should adapt to humans, not the other way around!

22 User Centred Design? If I had asked people what they wanted, they would have said faster horses. Henry Ford

23 What is Situation Awareness (SA)? Basically, SA is being aware of what is happening around you and understanding what that information means to you now and in the future. The formal definition of SA breaks down into three separate levels: Level 1 perception of the elements in the environment Level 2 comprehension of the current situation, and Level 3 projection of future status Source: Designing for Situation Awareness. An Approach to User-Centered Design. Endsley et al.

24 Situation Awareness in dynamic decision making

25 KM s new Anchor Handling Concept

26 Rig Moves & Anchor Handling

27 Anchor deployment 1 2 3

28 Thesizeof their toys

29 Equipment on deck

30 Anchor Handling Concept Winch control, deck equipment ctrl, CCTV in #2 Dual K Master on aft bridge Ship Handling in #1 On line stability analysis & monitoring AH Situational Displays System for estimation of distance AHV Rig (SIMOPS) Improved DP capability during Anchor Handling System for estimation of vertical and horizontal anchor chain forces SIMOPS AIS + Unified Communication Solution Deck Equipment control from K Master

31 DP Automation Twin K Masters: Basic AH Configuration Motor/ drum status Motor/ clutch status

32 Twin K Masters Footrest with comm s keying switches (no comms connected in ONS configuration) Touch control panel Stbd winch control lever DP heading wheel Port winch control lever Stbd side shark jaw panel Touch control panel Thruster control command transfer Joystick device for DP Port shark jaw panel Comm s microphone in seatback

33 Anchor Handling Challenges. Q#1 : How to calculate and visualise the stability margin in real time? On line calculation and monitoring of stability margin is only possible if one has an estimate or measurement of the external forces acting upon the vessel Q#2 : How to improve DP and manoeuvre ctrl capabilities (heading & sway ctlr)? The DP needs to know the very big external forces from anchor line or chain to minimize deviation from wanted heading and track line. Solution to both problems: Develop a system that gives a sufficiently accurate estimate or measurement of the horizontal and vertical forces acting on the vessel from the anchor line or chain in addition to the attack point for these forces.

34 Line tension estimation / calculation Calculation of anchor line force from knowledge about the anchor line and the geometry of the operation (vessel position, rig position and arrangement, line length) Measurements from the winch Sensor roll, pitch, heave x,y,z,t of cable MRU Sensor filtering & fusion location of sensors Force measurements - Load cells in shark yaws. Sensor Tension, t Line/chain parameters Init conditions AH & Rig position, speed & heading Catenary calculation Predicted force measurements Stability calculation Force vector estimates to consumers DP System

35 Online stability calculation & monitoring Including line tension in stability calculation and present current and maximum tension for selected line angles.

36 Dynamic Positioning and the Force balance: Thruster forces Externalforces Wind Waves Current Other external forces

37 DP Main Control Loop Wind Current Wanted heading or position Deviation Wind feed forward Wanted forces Setpoints Windsensor Thruster forces Waves Other external forces from e.g. chains, anchors etc Measurements Innovation signal - Controller Thrust allocation Rudders/ thrusters Vessel Sensors /Refsys - K Feedback Wind measurements Corrected /filtered state vector ( Aposteriori ) Mathematical Model Predicted state vector ( Apriori ) Correction WORLD CLASS through people, technology and dedication

38 Adaptations of DP system for AHTS AH track line mode Setpoint coordinated with winch speed and line corridor Heading control with wave filtering New estimator and controller More precise and robust heading estimation Line tension feed forward Online AHTS sway capability plot Thruster control AH split mode

39 Supporting local & shared Situational Awareness Local Situational Awareness Presentation of own ship state, including stability margin via the AH Situational Displays Shared Situational Awareness Presentation of the surface situation via the SIMOPS system

40 SIMOPS Visualization & Communication Consistent real time visualization onboard all SIMOPS capable vessels Robust and reliable communication between SIMOPS capable vessels via Broadband Radio. AIS is used on board none SIMOPS capable vessels Shore connection SIMOPS Page 40 12/10/2013

41 AH Situational Displays

42 AH Situational Displays

43 Summing Up: How can the presented concept increase the safety level? 1. By offering a unified HMI for many subsystems via K Master. 2. By supporting optimum Situation Awareness though AH and SIMOPS Situational Displays. 3. By supplying Decision Support tools, e.g. on line calculation and visualisation of the stability margin. 4. By having a DP and manoeuvre control system with functionality especially tailored to the operation.

44 Thank you for your attention.