applied
sciences
Article
Improved Design of LNG Marine Loading Arm Docking
Method Based on TRIZ Theory
Jie Mei, Wuwei Feng *
Citation: Mei, J.; Feng, W.; Liang, Z.
Improved Design of LNG Marine
Loading Arm Docking Method Based
on TRIZ Theory. Appl. Sci. 2023, 13,
4525. https://doi.org/10.3390/
app13074525
Academic Editors: Pavol Božek,
Tibor Krenicky and Yury Nikitin
Received: 7 March 2023
Revised: 25 March 2023
Accepted: 31 March 2023
Published: 3 April 2023
Copyright: © 2023 by the authors.
Licensee MDPI, Basel, Switzerland.
This article is an open access article
distributed under the terms and
conditions of the Creative Commons
Attribution (CC BY) license (https://
creativecommons.org/licenses/by/
4.0/).
Appl. Sci. 2023, 13, 4525. https://doi.org/10.3390/app13074525
and Zirong Liang
Faculty of Naval Architecture and Ocean Engineering, Zhejiang Ocean University, Zhoushan 316022, China
* Correspondence: fengwuwei@163.com
Abstract: The LNG marine loading arm is a critical component for transferring LNG from vessels to
onshore receiving stations. However, currently, the operation of LNG marine loading arms is still
faced with issues such as a slow docking speed and significant environmental impacts from waves
and wind. In this paper, we propose a set of feasible improvement schemes for the traditional LNG
marine loading arm based on the theory of inventive problem solving (TRIZ). We utilized tools such
as functional models, causal chain analysis, contradiction analysis, and Su-Field model analysis to
develop these schemes. Our proposed improvements include using machine vision and automatic
control to replace manual work, conducting finite element analysis and topology optimization of the
LNG marine loading arm to improve its structure, and innovating the design of the end structure of
the LNG discharge arm.
Keywords: LNG marine loading arm; TRIZ; finite element analysis; topological optimization; FLUID;
machine design
1. Introduction
Since the beginning of the twenty-first century, environmental problems caused by
the excessive use of oil resources have come to the fore, and the global energy demand
continues to grow, with an estimated annual growth of 1.2% [1]. In order to achieve a
balance between energy and environmental issues, LNG (liquefied natural gas), as a clean
energy source, is increasingly regarded as an ideal alternative to traditional fossil fuels
and is used by many as a major energy source [2]. However, as natural gas resources are
unevenly distributed across the planet, large energy consumers such as China need to
import significant amounts of liquefied natural gas to meet their energy needs. Currently,
the transportation of liquefied natural gas relies mainly on LNG ship transport to the wharf,
where it is unloaded using the LNG marine loading arm, and with the help of unloading
pumps, the LNG is sent to the storage tank of the LNG receiving station. Thus, the LNG
marine loading arm is an important link between the LNG ship and the receiving station.
In the past decade, many scholars have studied and analyzed problems related to the
LNG marine loading arm and the connection between the LNG ship and the LNG marine
loading arm.
Thaddeus C. Nwaoha [3] conducted a study on the complex operations and high-risk
safety issues of LNG marine loading arm equipment and optimized its operation by uti-
lizing a mixed algorithm. Xiaoling Liang et al. [4] conducted a theoretical study on the
dynamic positioning of LNG ships under output constraints to maintain a relatively fixed
position for the LNG marine loading arm, which has significant guiding value. Dongya
Zhao et al. [5] performed experiments to investigate the influence of hull shaking on the
LNG ship connection system. While these studies mainly focused on specific issues of
the LNG unloading system or LNG marine loading arm and were mostly theoretical, it
is challenging to apply their findings in a short period of time. Considering the current
problems with the LNG docking system, few scholars have proposed complete and prac-
tical solutions. TRIZ has been an innovative method used by many researchers to solve
https://www.mdpi.com/journal/applsci
Appl. Sci. 2023, 13, 4525 2 of 19

engineering and technical problems. Chino Uzoka et al. [6] applied TRIZ to CFD technology
and designed a novel hybrid control valve. Nuri Sen et al. [7] used TRIZ to solve the tearing
problem of the control arm in the processing and forming process without altering the
required material and shape of the part. Sergio Tadeu Almeida et al. [8] used TRIZ to
overcome the limitations of traditional six-axis robot machining and developed an EDM
cutting robot end-effector.
This paper adopted TRIZ and the innovation principle of TRIZ. The research object
was an LNG marine loading arm produced by a company in Shanghai, China. The aim
was to address the issues of the slow docking speed and low accuracy resulting from
environmental influences. This paper presents a set of feasible solutions designed to tackle
these problems.

2. TRIZ Methods
TRIZ is a set of methods and theories for solving invention problems that Genrich
Altshuller and his team developed by analyzing and summarizing 2.5 million high-quality
patent documents [9]. TRIZ has been successfully applied in various fields, such as manage-
ment innovation, design innovation, mechanical and electronic engineering, and software
development. By applying TRIZ, breakthrough innovations can be achieved, and specific
solutions for a system can be found.
Classical TRIZ includes theoretical analysis tools such as the Algorithm for Inventive
Problem Solving, Su-Field model analysis, contradiction analysis, and analysis tools of
the status quo of TRIZ. Additionally, functional models, functional analysis, and causal
chain analysis have been added to the toolkit [10]. During problem solving, these analysis
tools are utilized to break down the problem, establish an appropriate problem model,
and then select the most suitable problem-solving tools to obtain a solution. To solve
technical contradiction problems, 39 engineering parameters, the contradiction matrix, and
40 invention principles are applied [11]. To solve physical contradictions, the separation
principle is utilized [12], and the matter field model and standard solution are used to
implement minimal changes to the system to solve the problem. Furthermore, causal chain
analysis is applied to determine the root cause of the problem. The application of S-curve
analysis and the law of technological system evolution can be used to predict the next
generation of products and achieve incremental or breakthrough innovations.
When applying TRIZ to solve an engineering problem, it is essential to define and
describe the problem first. Then, the specific issue must be transformed into a general TRIZ
problem, which involves establishing a TRIZ problem model [13]. This is followed by the
selection of the appropriate TRIZ tool based on the problem model to obtain the corre-
sponding solution model, which is the general solution to the general TRIZ problem. The
final step involves obtaining specific engineering solutions through mapping, comparison,
Appl. Sci. 2023, 13, x FOR PEER REVIEW
and other methods, along with the relevant verification and evaluation of3 the of 20solutions.

Figure 1 illustrates the solution process using TRIZ.

Figure
Figure1.1.Flow
Flowchart of of
chart a TRIZ solution.
a TRIZ solution.

3. The Problem Analysis

3.1. Functional Models
The establishment of functional models for functional analysis can clarify the useful
functions, functional levels, and performance levels (normal, excessive, insufficient), as
 Appl. Sci. 2023, 13, 4525 3 of 19

3. The Problem Analysis

3.1. Functional Models
The establishment of functional models for functional analysis can clarify the useful
functions, functional levels, and performance levels (normal, excessive, insufficient), as well
as the harmful functions of each component in the system [14]. Furthermore, functional
models can assist researchers in gaining a more detailed understanding of the interactions
between the system’s components [15].
Currently, the process of docking the LNG marine loading arm is performed manually.
Figure 2 depicts the working diagram of the LNG marine loading arm docking to the
LNG ship. This docking process involves the LNG marine loading arm (along with the
control system), the operator, and the LNG ship system. At least two or more operators
are required to carry out the docking process. One operator is stationed on the LNG ship
to guide the marine loading arm, while the other is stationed on land. The land-based
operator needs to continuously control and adjust the LNG marine loading arm based
on the feedback received from the shipboard operator and their observations so that the
LNG marine loading arm can steadily approach the target and activate the terminal joint
once the predetermined distance is reached. This completes the docking process. After
. Sci. 2023, 13, x FOR PEER REVIEW
analyzing and summarizing the functions of the above components, the functional grade
and performance level of each component were determined. Consequently, a functional
model of the current LNG marine loading arm docking scheme with the LNG ship was
established, as shown in Figure 3.

Figure
Figure2. Working schematicschematic
2. Working diagram of LNG marine loading
diagram arm docking
of LNG marinewith LNG ship. 1—LNG
loading arm dockin
marine loading arm control box; 2—LNG marine loading arm; 3—end joint of the LNG marine
marine
loading loading
arm; arm control
4—land operator; 5—wave;box;
6—LNG2—LNG marine loading
ship; 7—transportation arm;8—ship
pipe interface; 3—end join
ing arm;
operator; 4—land operator; 5—wave; 6—LNG ship; 7—transportation pip
9—wind.
tor;After
9—wind.
analyzing the functional model, three main factors affecting the docking of LNG
unloading were identified: (1) waves and wind can interfere with the docking process; (2)
the land-based operator may not have sufficient information to guide the marine loading
arm, relying only on observation and communication with the offshore operator; (3) the
information received by the onshore operator may result in over- or under-operation of the
LNG marine loading arm, which is not stable enough. To further study and find a solution
to these problems, a causal analysis is needed.

Appl. Sci. 2023, 13, 4525
Figure 2. Working schematic diagram of LNG marine loading arm docking with LNG ship. 1—LNG
marine loading arm control box; 2—LNG marine loading arm; 3—end joint of the LNG marine load-
ing arm; 4—land operator; 5—wave; 6—LNG ship; 7—transportation pipe interface; 8—ship
4 of 19 opera-
tor; 9—wind.

Figure 3. Functional model.

Figure 3. Functional model.
3.2. Causal Analysis
3.2. Causal
CausalAnalysis
analysis is an analytical method that establishes the relationship between the
Causal
causes analysis
and results is an by
of events analytical method
constructing thatchain
a causal establishes
[16]. Thethe relationship
construction between the
of a causal
chain diagram
causes and enables
results of in-depth
events analysis
by of technical
constructing a system problems,
causal chain identifying
[16]. The the root of a
construction
Appl. Sci. 2023, 13, x FOR PEER REVIEW 5 of 20
causeschain
causal of problems
diagramandenables
startingin-depth
points foranalysis
their solutions [10]. Figure
of technical 4 depicts
system the causal
problems, identifying
chain of problems caused by the LNG marine loading arm.
the root causes of problems and starting points for their solutions [10]. Figure 4 depicts
the causal chain of problems caused by the LNG marine loading arm.
Starting with the current issue of the LNG marine loading arm’s inability to quickly
and accurately dock, two fundamental problems can be identified, as depicted in the red
dotted boxes in Figure 4: (1) the instability of the human operator results in the instability
of the control of the LNG marine loading arm, ultimately leading to the failure of fast and
accurate docking; (2) the position of the LNG marine loading arm and the LNG ship is
subject to the influence of wind and waves, making it challenging to locate the docking
target, thus resulting in the inaccurate and rapid docking of the LNG marine loading arm.
Therefore, to address the problem of the LNG marine loading arm’s inability to connect
quickly and accurately, it is imperative to address these two fundamental problems first.

Figure 4.
Figure Causal chain
4. Causal chain analysis
analysis of
of problems.
problems.

Starting with the current issue of the LNG marine loading arm’s inability to quickly
4. Innovative Design of Problem-Solving Method Based on TRIZ
and accurately dock, two fundamental problems can be identified, as depicted in the red
4.1. Technical
dotted boxes Contradiction
in Figure 4: (1)Analysis and Invention
the instability of thePrinciple
human operator results in the instability
of theTRIZ’s
control40ofprinciples
the LNG of invention
marine loadingserve as ultimately
arm, a guide forleading
conflicttoresolution and
the failure innova-
of fast and
accurate
tive docking;
product (2)Additionally,
design. the position of thethe39LNG marine loading
engineering armdescribe
parameters and the the
LNG ship is
problem
subjectofto
space the
the influence
design of wind
problem, and
while thewaves, makingprinciples
40 invention it challenging
describeto locate the docking
the solution space
target, thus resulting in the inaccurate and rapid docking of the LNG marine
of the design problem. Causality analysis can be used to convert the results into TRIZ loading arm.
Therefore, with
problems, to address the problem
parameters of the LNG
to be improved and marine
worsenedloading
beingarm’s inability
converted into to
39 connect
general
quickly and
technical accurately,
parameters. it is
For imperative
instance, to address
to address these twoof
the difficulty fundamental
manual remote problems first.
control, pa-
rameter No. 33, ease of manufacture, and parameter No. 28, measurement accuracy for
information acquisition, are the two parameters to be improved. However, improving
these parameters could lead to an increase in the time required for the task, which is re-
ferred to as the deterioration parameter, No. 25, loss of time. By utilizing the TRIZ contra-
diction matrix with the aforementioned parameters, the invention principle outlined in
Appl. Sci. 2023, 13, 4525 5 of 19

4. Innovative Design of Problem-Solving Method Based on TRIZ

4.1. Technical Contradiction Analysis and Invention Principle
TRIZ’s 40 principles of invention serve as a guide for conflict resolution and innovative
product design. Additionally, the 39 engineering parameters describe the problem space
of the design problem, while the 40 invention principles describe the solution space of
the design problem. Causality analysis can be used to convert the results into TRIZ
problems, with parameters to be improved and worsened being converted into 39 general
technical parameters. For instance, to address the difficulty of manual remote control,
parameter No. 33, ease of manufacture, and parameter No. 28, measurement accuracy for
information acquisition, are the two parameters to be improved. However, improving these
parameters could lead to an increase in the time required for the task, which is referred to
as the deterioration parameter, No. 25, loss of time. By utilizing the TRIZ contradiction
matrix with the aforementioned parameters, the invention principle outlined in Table 1 can
be obtained.

Table 1. Contradiction matrix table obtained by parameter.

Parameter No. 25 Loss of Time

No. 33 ease of manufacture 4, 28, 10, 34
No. 28 measurement accuracy 32, 26, 28, 18

Table 1’s invention principle was analyzed, and the appropriate principle was selected
based on practical problems. In this case, parameter No. 28, mechanics substitution,
can be utilized to address the issues of manual remote control difficulty and information
acquisition errors. To address the difficulty of manual remote control, the control algorithm
for the LNG marine loading arm can be programmed into a microcontroller. This would
enable the replacement of manual operation with an electronic system. For information
acquisition errors, a solution can be implemented through the use of cameras and sensors
to collect data. Useful information can then be obtained by processing these data through
a computer.

4.2. Innovative Design of Information Collection

In this approach, cameras are utilized in place of human eyes for acquiring the co-
ordinate information of the target. There exist two challenges that must be addressed:
firstly, identifying the docking target in the two-dimensional image captured by the camera;
secondly, recognizing the target after obtaining its coordinates in the6physical
Appl. Sci. 2023, 13, x FOR PEER REVIEW of 20
world. To
tackle these two issues, this method employs a binocular camera to obtain depth infor-
mation from the image. Subsequently, the image is processed by an algorithm to derive
therequired
the required target
target coordinates.
coordinates. The process
The process of obtaining
of obtaining targetinformation
target coordinate coordinateis information is
depicted in Figure
depicted in Figure 5. 5.

Figure
Figure 5. Flow
5. Flow chartchart of obtaining
of obtaining target coordinate
target coordinate information.
information.

4.2.1. Target Image Recognition

During the operational process, distinguishing the uses of different pipelines can be
achieved by assigning different colors to target interfaces. To separate the pipe mouth
from the background, constructing color masks to cover irrelevant areas is a commonly
 Figure 5. Flow chart of obtaining target coordinate information.

4.2.1. Target Image Recognition

During the operational process, distinguishing the uses of different pipelines can be
Appl. Sci. 2023, 13, 4525 6 of 19
achieved by assigning different colors to target interfaces. To separate the pipe mouth
from the background, constructing color masks to cover irrelevant areas is a commonly
used approach. To facilitate image processing, the RGB color space of the collected image
4.2.1. Target Image
is converted Recognition
to the HSV color space [17]. The desired area can be approximately extracted
by selecting
During the the operational
appropriateprocess,
hue (H)distinguishing
value when performing
the uses ofimage segmentation
different pipelines canusing
be
achieved
the HSV by colorassigning different
space. Based on colors to target
the actual interfaces.
situation, To separate
the saturation (S) the
andpipe mouth
value (V) canfrombe
the
set background,
to further filter constructing color points,
the interference masks to cover irrelevant
resulting areas is of
in the extraction a commonly
the requiredusedre-
approach.
gion. Figure To6 facilitate
illustratesimage processing,
the final the RGBresults.
target extraction color space of the collected image is
converted to the HSV color
The findContours spacein
function [17]. The desired
OpenCV area can be
was employed toapproximately extracted
identify the target contourby
selecting the appropriate hue (H) value when performing image segmentation
[18–20]. Nevertheless, during practical implementation, a substantial amount of interfer- using the
HSV
ence color space. Based
information on the actual
was observed. situation,
As a result, the
all of thesaturation
retrieved (S) and value
contours were(V) can be
sorted basedset
to
onfurther filter
their size, andthethe
interference points,
largest contour was resulting
selectedin asthe
the extraction of theThe
target contour. required region.
final outcome
Figure 6 illustrates
is presented the 7.
in Figure final target extraction results.

Figure 6.
Figure 6. Results
Results of
of target
target region
regionextraction.
extraction.

The findContours function in OpenCV was employed to identify the target

contour [18–20]. Nevertheless, during practical implementation, a substantial amount
of interference information was observed. As a result, all of the retrieved contours were
Appl. Sci. 2023, 13, x FOR PEER REVIEW 7 of 20
sorted based on their size, and the largest contour was selected as the target contour. The
final outcome is presented in Figure 7.

Figure 7.
Figure 7. Final
Final target
target contour
contour diagram.
diagram.

4.2.2.
4.2.2. Obtaining
Obtaining the
the Coordinates
Coordinates of of the
the Target
Target
Using a binocular camera
Using a binocular camera to capture two images of the same object simultaneously,
the
the deviation of the target on the two imagesisiscalculated
deviation of the target on the two images calculatedbased
based ononthethe
principle of of
principle triangle
trian-
approximation. This is used to obtain depth information, which is then used
gle approximation. This is used to obtain depth information, which is then used to calcu- to calculate the
three-dimensional coordinates
late the three-dimensional in space. in
coordinates The principle
space. of image depth
The principle of image calculation is shown
depth calculation
in
is Figure
shown 8.inThe binocular
Figure 8. Thecamera hascamera
binocular two focalhaslengths, f , with
two focal OL and
lengths, OR representing
𝑓, with 𝑂 and 𝑂
the optical centers
representing of the left
the optical and right
centers of thecameras,
left andrespectively.
right cameras, OL Z L and OR ZR 𝑂
respectively. represent
𝑍 and
the optical axes of the left and right cameras, respectively, with both
𝑂 𝑍 represent the optical axes of the left and right cameras, respectively, with bothaxes being parallel
axes
being parallel and separated by a distance of 𝑏. The point 𝑃 represents the center of the
target, with coordinates 𝑃(𝑋 , 𝑌 , 𝑍 ) in the coordinate system 𝑋 𝑂 𝑌 𝑍 , with the left
camera’s optical center as the origin. 𝑋 𝑂 𝑌 represents the imaging plane of the left cam-
era, while 𝑋 𝑂 𝑌 represents the imaging plane of the right camera. The imaging points
 𝑚
𝑥 =
𝑚
𝑚 (4)
𝑦 =
𝑚
Appl. Sci. 2023, 13, 4525 7 of 19
By utilizing Equation (5), the coordinates of the object in the image are transformed
into the coordinates of the camera imaging plane. The value of (𝑥 − 𝑥 ) is then calcu-
pl. Sci. 2023, 13, x FOR PEER REVIEW
lated and substituted into Equation (1), which enables the determination of the three-di-
and separated
mensional by a distance
coordinates of b. center.
of the target The point P represents the center of the target, with
coordinates P( Xc , Yc , Zc ) in the coordinate system X L OL YL ZL , with the left camera’s optical
𝑥 0 𝑋 of the left camera, while X O Y
𝑓 0 plane
center as the origin. Xl Ol Yl represents the1imaging r r r
𝑦 = 0 𝑓 0 𝑌 (5)
𝑍
represents the imaging plane of the right camera. The imaging
𝑍
points of point P on the two
1 0 0 1
imaging planes are p1 ( x1 , y1 ) and p2 ( x2 , y2 ). 𝑚
𝑥 =
𝑚
𝑚
𝑦 =
𝑚
By utilizing Equation (5), the coordinates of the object in the ima
into the coordinates of the camera imaging plane. The value of (𝑥
lated and substituted into Equation (1), which enables the determina
mensional coordinates of the target center.
Figure
Figure8.8.Schematic
Schematicdiagram
diagramof
ofthe
theimage
imagedepth
depthcalculation.
calculation.
𝑥 𝑓 0 0 𝑋
1
𝑦 =of p1 (x10, y1 ) 𝑓and p02 (x2𝑌
Using the similar triangle principle, the coordinates , y2 ) can be
related to P( Xc , Yc , Zc ) as follows: 𝑍
 1 0 0 1 𝑍
b · x1
 Xc = x − x2

1

b · y1
Yc = x1 − x2 (1)
b· f

 Zc =

x1 − x2

According to the formula, the three-dimensional coordinates of the target can be

obtained by calculating the coordinates of points p1 and p2 on the imaging plane. As the
target is a circular pipe opening, it is a symmetrical figure at its center, regardless of the
Figure
angle 9. The center
chosen. of the
Hence, target
the image.moment method was employed to calculate the target
graphical
center coordinates [21–23]. The final result is presented in Figure 9. The pixel coordinate
4.2.3.
( x, y)Experimental
is represented Verification
by f ( x, y), which corresponds to the gray value. The zero-order
moment and first-order
The experiment involved moment of the graph
comparing the can be, respectively,
distance expressed
measured in as the dis-
reality with
tance calculated using the binocular camera x depth values, in order to verify the feasibility
of the proposed approach. The parameters m00 = f ( x,the
of y)dxdy
binocular camera used are shown (2) in
Table 2. The camera was connected to a computer via a data cable, and the experimental
program was written in C++ and run  in a VS2017 environment with the OpenCV library
m10 = ∑ x ∑y x f ( x, y)
configured. (3)
Figure 8. Schematic diagram m01of=the
∑x ∑ image depth
y y f ( x, y ) calculation.
Table 2. Parameters of the camera.

Main Parameters Parameter Values

Sensor Size 1/3′′
Individual Pixel Size 3.75 μm × 3.75 μm
Baseline 6 cm
Standard Lens 3.4 mm focal length, distortion < 0.3%
2560 × 720@30 fps
Camera Resolution and Frequency
1280 × 480@30 fps

Figure
Figure 9. The
9. The centercenter of the
of the target target
image. image.

4.2.3. Experimental Verification

The experiment involved comparing the distance measured in r
Appl. Sci. 2023, 13, 4525 8 of 19

The coordinates of the target center in the image can be expressed as follows:

xp= m
(
10
m00
m01 (4)
y p = m00

By utilizing Equation (5), the coordinates of the object in the image are transformed
into the coordinates of the camera imaging plane. The value of ( x1 − x2 ) is then calculated
and substituted into Equation (1), which enables the determination of the three-dimensional
coordinates of the target center.
    
xp f 0 0 Xc
y p  = 1 0 f 0 Yc  (5)
Zc
1 0 0 1 Zc

4.2.3. Experimental Verification

The experiment involved comparing the distance measured in reality with the distance
calculated using the binocular camera depth values, in order to verify the feasibility of the
proposed approach. The parameters of the binocular camera used are shown in Table 2.
The camera was connected to a computer via a data cable, and the experimental program
was written in C++ and run in a VS2017 environment with the OpenCV library configured.

Table 2. Parameters of the camera.

Main Parameters Parameter Values

Sensor Size 1/300
Individual Pixel Size 3.75 µm × 3.75 µm
Baseline 6 cm
Standard Lens 3.4 mm focal length, distortion < 0.3%
Appl. Sci. 2023, 13, x FOR PEER REVIEW 2560 × 720@30 fps 9 of 20
Camera Resolution and Frequency
1280 × 480@30 fps

During the experiment, the binocular camera was fixed on a triangular support and
used to capture images of the target from different
different distances, as shown in Figure 10. The
captured images were processed in the program to obtain depth values, which were then
compared withwith the
the actual
actualmeasured
measureddistances.
distances.TheThefinal
finalexperimental
experimental results
resultsareare
shown
shownin
Table
in 3. 3.
Table Compared
Compared with
withthe
theactual
actualmeasured
measuredvalues,
values,the
themaximum
maximumerror error in
in the distance
calculated using
calculated usingthe
thebinocular
binocularcamera
cameraapproach
approach waswasin in
thethe millimeter
millimeter range,
range, andand the
the rel-
relative error did not exceed 1%. This level of error is acceptable for large equipment
ative error did not exceed 1%. This level of error is acceptable for large equipment such as such
as LNG
LNG marine
marine loading
loading arms.
arms. Therefore,
Therefore, thisthis method
method is feasible.
is feasible.

Figure
Figure 10.
10. Schematic
Schematic diagram
diagram of
of the
the experiment.
experiment.

Table 3. Comparison of the results.

Serial Distance Measurement Distance Calculation Absolute Error Relative

Number (mm) (mm) (mm) Error
 Appl. Sci. 2023, 13, 4525 9 of 19

Table 3. Comparison of the results.

Distance Distance
Absolute Error
Serial Number Measurement Calculation Relative Error
(mm) (mm) (mm)
1 497 497.2 0.2 0.03%
2 601 598.5 2.5 0.41%
3 698 696.9 1.1 0.16%
4 797 794.7 2.3 0.29%
5 900 894.4 5.6 0.63%
6 1000 990.1 9.9 0.99%
7 1103 1097.0 6.0 0.54%
8 1202 1193.6 8.4 0.69%

4.3. Design of Automatic Control of LNG Marine Loading Arm

As depicted in Figure 11, the LNG marine loading arm appears to be a three-axis
mechanical arm. To establish the relationship between adjacent rods through the coordinate
system and express it in the form of a matrix, the D − H method was employed. This
method facilitates the establishment of the kinematics equation of the marine loading
arm [24]. The homogeneous matrix of each adjacent member can be represented as follows:

−sθi
 
cθi 0 α i −1
i −1
sθi cαi−1 cθi cαi−1 −sαi−1 −di sαi−1 
i T =  sθ sα (6)
 
i i −1 cθi sαi−1 cαi−1 di cαi−1 
Appl. Sci. 2023, 13, x FOR PEER REVIEW 0 0 0 1 10 of 20

where cθn = cosθn , and sθn = sinθn .

Figure 11.Coordinate
Figure11. Coordinatesystem diagram
system of LNG
diagram marine
of LNG loading
marine arm link.
loading arm link.

The parameters listed in Table 4 are substituted into Equation (6) in order to derive
the transformation matrix for each link.

Table 4. D–H parameter table.

Appl. Sci. 2023, 13, 4525 10 of 19

The parameters listed in Table 4 are substituted into Equation (6) in order to derive
the transformation matrix for each link.

cθ1 −sθ1
 
0 0
0
 sθ1 cθ1 0 0 
1T =  (7)
 
0 0 1 0 
0 0 0 1

cθ2 −sθ2
 
0 0
1
 0 0 −1 0 
2 T =  sθ (8)
 
2 cθ2 0 0 
0 0 0 1

cθ3 −sθ3
 
0 a2
2  sθ3 cθ3 0 d3 

3T =  (9)

0 0 1 0 
0 0 0 1

Table 4. D–H parameter table.

Link (i) α i−1 / ( ◦ ) ai−1 di θi /(◦ )

1 0 0 0 θ1
2 90 0 0 θ2
3 0 a2 d3 θ3

Multiplying the transformation matrices of each link, the expression for the position
of the end of the LNG marine loading arm relative to the base can be obtained.
0
3T = 01 T (θ1 )12 T (θ2 )23 T (θ3 ) (10)

According to the expression, it is possible to obtain all possible solutions for the
variables θ1 , θ2 , and θ3 , followed by screening out the solutions that meet the specified
Appl. Sci. 2023, 13, x FOR PEER REVIEW 11 of 20
requirements. This process is known as finding the inverse solution for the manipulator. To
control the LNG marine loading arm, the solution program that satisfies the requirements
can be programmed into the microcontroller [25]. In order to verify the feasibility of the
requirements. This process is known as finding the inverse solution for the manipulator.
proposed solution,Toacontrol modeltheofLNG
themarine
LNG loading
marinearm, loading armprogram
the solution was printed using
that satisfies the3D printing
require-
technology and a motor ments canwasbe programmed into the
installed. The microcontroller
inverse solution[25].
wasIn calculated
order to verifyand
the feasibility
written in C
language and thenof the proposed solution, a model of the LNG marine loading arm was printed using 3D
burned onto a microcontroller. Ultimately, the LNG marine loading arm
printing technology and a motor was installed. The inverse solution was calculated and
can be controlled freely to move to and
written in C language a specified
then burned coordinate position.Ultimately,
onto a microcontroller. As shown the in
LNG Figure
ma- 12,
only by inputting rine the loading
coordinates
arm canof
bethe targetfreely
controlled intotothe microcontroller
move can theposition.
to a specified coordinate LNG marine
As
shown in Figure 12, only by inputting the coordinates of the target into the microcontroller
loading arm model accurately move in front of the target.
can the LNG marine loading arm model accurately move in front of the target.

Figure 12. LNG marine loading arm model.

Figure 12. LNG marine loading arm model.
4.4. Su-Field Model and Standard Solutions
Su-Field model analysis is a crucial analytical tool in TRIZ. This approach involves
analyzing the technical system’s components and their interrelations to develop a Su-Field
model. Through the use of symbolic language, this model helps to accurately and pre-
cisely describe the various contradictory problems that arise within the system [26].
 Appl. Sci. 2023, 13, 4525 11 of 19
Figure 12. LNG marine loading arm model.

4.4. Su-Field Model and Standard Solutions

4.4. Su-Field Model and Standard Solutions
Su-Field model analysis is a crucial analytical tool in TRIZ. This approach involves
Su-Field model analysis is a crucial analytical tool in TRIZ. This approach involves
analyzing the technical system’s components and their interrelations to develop a Su-Field
analyzing the technical system’s components and their interrelations to develop a Su-Field
model. Through the use of symbolic language, this model helps to accurately and pre-
model. Through the use of symbolic language, this model helps to accurately and precisely
cisely describe the various contradictory problems that arise within the system [26].
describe the various contradictory problems that arise within the system [26].
During the automatic docking process, the effect between the LNG marine loading
During the automatic docking process, the effect between the LNG marine loading arm
arm and the LNG ship pipeline is not sufficient due to the influence of wind and waves,
and the LNG ship pipeline is not sufficient due to the influence of wind and waves, which
whichtoleads
leads to the inability
the inability to docktoquickly
dock quickly and accurately.
and accurately. A Su-Field
A Su-Field model
model for for the prob-
the problem was
lem was established, as shown in Figure 13. For a complete model with insufficient
established, as shown in Figure 13. For a complete model with insufficient effect, there are effect,
there general
three are three general based
solutions solutions based
on the on themodel:
Su-Field Su-Field
(1) model:
replace (1)
thereplace
originalthe original
initial field ini-
(or
the initial field and substance) with another field (or another field and substance); (2) sub-
tial field (or the initial field and substance) with another field (or another field and add
stance); field
another (2) add another field
to strengthen theto strengthen
useful theinsert
effect; (3) usefulthe
effect; (3) insert
substance andthe
addsubstance and
another field
add another field to improve
to improve the useful effect. the useful effect.

Appl. Sci. 2023, 13, x FOR PEER REVIEW 12 of 20

Plan 1: According to solution (1) and the causal chain analysis, the structure of the
LNG marine loading arm is redesigned to reduce the windward area affected by the wind.
Figure
This 13.reduce
13.
will The Su-field model of
the impact ofthe problem.
problem.
wind on the LNG marine loading arm and improve the
difficulty of accurately positioning the target. The improved Su-Field model is shown in
Based on the causal chain associated with problem two, two improvement plans are
Figure 14a.
proposed
proposed using
using solutions
solutions (1)
(1) and
and (3).
(3).
Plan 2: According to solution (3) and the causal chain analysis, a device named 𝑆 is
Plan 1: According to solution (1) and the causal chain analysis, the structure of the
designed to address the small target issue. The device 𝑆 is installed at the end of the
LNG marine loading arm is redesigned to reduce the windward area affected by the wind.
marine loading arm. Through the mechanical force 𝐹 generated by this device, it assists
This will reduce the impact of wind on the LNG marine loading arm and improve the
the LNG marine
difficulty loading
of accurately arm and the
positioning the target.
LNG ship pipeline inSu-Field
The improved completing
modelthe dockingin
is shown
quickly and
Figure 14a. accurately. The improved Su-Field model is shown in Figure 14b.

(a) (b)
Figure
Figure14.
14.The
Theimproved
improvedSu-Field
Su-Fieldmodel.
model.(a)
(a)Plan
Plan1;1;(b)
(b)Plan
Plan2.2.

Plan 2: Contradiction
4.5. Technical According toAnalysis
solution (3)Invention
and causal chain analysis, a device named S3
and the Principle
is designed to address the small target issue. The
To implement Plan 1, it is necessary to transform devicetheS3parameters
is installedthat
at the end ofim-
require the
marine loading arm. Through the mechanical force
provement and those that may deteriorate into 39 general F2 generated by this device, it
technical parameters. When it assists
the LNG marine loading arm and the LNG ship pipeline
comes to reducing the windward area of the LNG marine loading in completing
armthe
in docking
order to quickly
mini-
and the
mize accurately. Theitimproved
wind force Su-Field
experiences, model is shown
the parameter in Figure
that requires 14b.
improvement is identified
as4.5.
No.11, which
Technical refers to stress
Contradiction or pressure.
Analysis However,
and Invention such a reduction in the windward
Principle
area could negatively impact the structural strength of the arm and compromise its oper-
To implement Plan 1, it is necessary to transform the parameters that require improve-
ational stability. Hence, the parameter that may deteriorate is No.13, stability of the ob-
ment and those that may deteriorate into 39 general technical parameters. When it comes
ject’s composition. By utilizing these parameters to search for the TRIZ contradiction ma-
to reducing the windward area of the LNG marine loading arm in order to minimize the
trix, we can derive the inventive principles outlined in Table 5.
wind force it experiences, the parameter that requires improvement is identified as No.11,
which
Table refers to stress
5. Contradiction or pressure.
matrix However,
table of Plan 1. such a reduction in the windward area could
negatively impact the structural strength of the arm and compromise its operational stabil-
ity. Hence, theParameter
parameter that may deteriorate No.is13No.13,
Stability of Object’s
stability Composition
of the object’s composition.
No. 11 stress of pressure 35, 33, 2, 40

For Plan 2, the objective is to improve the alignment with smaller targets, so the pa-
rameter to be improved is the area of the moving object, which is No. 5. According to Plan
2, adding a device will increase the required power, so the deteriorating parameter is No.
Appl. Sci. 2023, 13, 4525 12 of 19

By utilizing these parameters to search for the TRIZ contradiction matrix, we can derive
the inventive principles outlined in Table 5.

Table 5. Contradiction matrix table of Plan 1.

Parameter No. 13 Stability of Object’s Composition

No. 11 stress of pressure 35, 33, 2, 40

For Plan 2, the objective is to improve the alignment with smaller targets, so the
parameter to be improved is the area of the moving object, which is No. 5. According to
Plan 2, adding a device will increase the required power, so the deteriorating parameter
is No. 21, power. Referring to the TRIZ contradiction matrix, the inventive principles are
shown in Table 6.

Table 6. Contradiction matrix table of Plan 2.

Parameter No. 21 Power

No. 5 area of moving object 19, 10, 32, 18

4.6. The Method of Numerical Analysis Is Adopted for Innovative Design

Applying Invention Principle No. 2, taking out, which involves removing useful or
harmful parts or attributes from the whole, can be beneficial. In the case of Plan 1, this
principle is applied to the LNG marine loading arm by removing parts that have little
influence on the structural strength. This results in a reduction in the windward area while
having minimal impact on the arm’s strength. Thus, topology optimization can be utilized
to improve the structure of the LNG marine loading arm [27]. Firstly, the optimization
position is determined through fluid simulation, followed by the optimization process.

4.6.1. Determination of the Location of Optimization

The finite element model was imported into Fluent and defined, and the SST K-omega
turbulence model [28] was selected. It is worth noting that ground objects can significantly
impact the movement of air flow, leading to a reduction in wind speed due to air flow
friction. The effect of ground roughness on wind speed diminishes with increasing height
as the frictional force becomes weaker. Consequently, the average wind speed changes
exponentially with the ground’s roughness and height, following the expression:
 α
v1 ( z ) z
= (11)
vb zb

where z represents the height of arbitrary wind, zb represents the standard value of the
reference height, v1 (z) and vb represent the wind speed at heights z and zb , respectively,
and α represents the coefficient of ground roughness, which was set to 0.12 according to
the working environment in this paper [29,30].
Following the Chinese national standard, we set the reference height zb to 10 m and
vb to 50 m/s for the calculations. We developed a UDF velocity inlet that conforms to the
exponential distribution for the model’s velocity inlet. The operating pressure was set to
standard atmospheric pressure, with a temperature of 20 ◦ C, and dynamic viscosity of
µ = 1.42 × 10−5 m2 /s, and a density of ρ = 1.20 kg/m3 . The model selected the velocity
inlet and pressure outlet. The SIMPLE solver was used to solve the model.
Figure 15 depicts the velocity cross-section of the external flow field in the discharge
arm after being solved. The figure demonstrates that the air flow experiences an obstruction
in the marine loading arm, resulting in a disturbance and reduction in air flow speed,
consequently creating a vortex at the rear. As a result, the air flow velocity through the
LNG marine loading arm weakens to varying degrees.
 1.42 × 10 m /s, and a density of 𝜌 = 1.20 kg/m . The model selected the velocity inlet
and pressure outlet. The SIMPLE solver was used to solve the model.
Figure 15 depicts the velocity cross-section of the external flow field in the discharge
arm after being solved. The figure demonstrates that the air flow experiences an obstruc-
tion in the marine loading arm, resulting in a disturbance and reduction in air flow speed,
Appl. Sci. 2023, 13, 4525 13 of 19
consequently creating a vortex at the rear. As a result, the air flow velocity through the
LNG marine loading arm weakens to varying degrees.

15. Velocity
Figure 15.
Figure Velocity cross-section
cross-sectionof
ofthe
theLNG
LNGmarine
marineloading
loadingarm
armflow
flowfield.
field.

Figure
Figure1616 depicts
depicts the
the velocity
velocity distribution
distributionof
of the
the transverse
transverse section
section ofof the
the LNG
LNG feeder
feeder
arm
arm at 2 m distance intervals. The results demonstrate that the obstruction caused by
at 2 m distance intervals. The results demonstrate that the obstruction caused by the
the
marine
marineloading
loadingarm
armleads
leadstotoa asignificant
significantreduction
reductionin in
thethe
flow velocity
flow at Yat=Y2 =m,
velocity 2Ym,=Y4 =m,4
Appl. Sci. 2023, 13, x FOR PEER REVIEW
Ym,=Y6 =m, andand
Y =Y14 m.m.The corresponding 14 of 20
6 m, = 14 The correspondingareas
areasofofthe
themarine
marineloading
loadingarm arminclude
include the
the
column,
column, the
the counterweight
counterweight block
block and
andits
itssupport,
support,and
andthetheupper
upperandandlower
lowerroperopewheels.
wheels.

Figure
Figure 16.
16. Velocity
Velocity distribution in different
distribution in different sections
sections of
of the
the LNG
LNG marine
marine loading
loading arm
arm flow
flow field.
field.

4.6.2. Topological Optimization

After conducting
conducting an ananalysis
analysisofofthe
theexternal
externalflow
flowfield simulation
field simulation results
resultsof the marine
of the ma-
loading
rine arm, arm,
loading it wasitdetermined
was determinedthat several components,
that several including
components, the upper
including rope wheel,
the upper rope
column,column,
wheel, lower ropelower wheel,
rope counterweight, and counterweight
wheel, counterweight, and counterweightsupport,support,
are subjected to
are sub-
considerable loads. As the column houses a complex pipeline system,
jected to considerable loads. As the column houses a complex pipeline system, any alter-any alterations to its
structure
ations could
to its resultcould
structure in repercussions for the unloading
result in repercussions for the transmission system. Therefore,
unloading transmission system.
the optimization
Therefore, analysis was
the optimization restricted
analysis wastorestricted
the upper toand
the lower
upper rope wheels,
and lower along
rope with
wheels,
the counterweight support.
along with the counterweight support.
Based on
Based on the
the established finite element
established finite element model
model of of the
the rope
rope wheel
wheel andand counterweight
counterweight
support shown in Figure 17, the topology optimization of their structure waswas
support shown in Figure 17, the topology optimization of their structure carried
carried out
out by defining the optimization and non-optimization areas according
by defining the optimization and non-optimization areas according to the simulation re- to the simulation
results.
sults. TheThe objective
objective of optimization,
of the the optimization, as indicated
as indicated by [31],bywas
[31],
to was to minimize
minimize the
the compli-
compliance,
ance, which corresponds
which corresponds to maximizing
to maximizing stiffness.stiffness. Additionally,
Additionally, thevolume
the target target volume
was set
was set as a constraint to minimize the structural deformation
as a constraint to minimize the structural deformation energy under a given load. energy under a given
The
volume retention rates for the rope wheel and counterweight support topology optimiza-
tion settings were set to 35% and 30%, respectively. The optimization process used an it-
erative approach, with an iteration accuracy of 5 × 10 and 59 and 37 iterations for the
rope wheel and counterweight support, respectively. The optimization criterion method
 along with the counterweight support.
Based on the established finite element model of the rope wheel and counterweight
support shown in Figure 17, the topology optimization of their structure was carried out
by defining the optimization and non-optimization areas according to the simulation re-
Appl. Sci. 2023, 13, 4525 sults. The objective of the optimization, as indicated by [31], was to minimize the compli- 14 of 19
ance, which corresponds to maximizing stiffness. Additionally, the target volume was set
as a constraint to minimize the structural deformation energy under a given load. The
volume
load. Theretention
volumerates for the
retention ropefor
rates wheel and wheel
the rope counterweight support topology
and counterweight supportoptimiza-
topology
tion settings were set to 35% and 30%, respectively. The optimization process
optimization settings were set to 35% and 30%, respectively. The optimization process used an it-
used
erative approach, with an iteration accuracy of 5 × 10 and
4 59 and 37 iterations for
an iterative approach, with an iteration accuracy of 5 × 10 and 59 and 37 iterations for the the
rope
ropewheel
wheeland
and counterweight
counterweightsupport,
support,respectively.
respectively. The
The optimization
optimizationcriterion
criterionmethod
method
was employed for the topology optimization process.
was employed for the topology optimization process.

(a) (b)
Appl. Sci. 2023, 13, x FOR PEER REVIEW
Figure 15counterweight
of 20
Figure17.
Appl. Sci. 2023, 13, x FOR PEER REVIEW
17.Stress
Stresscloud
clouddiagram
diagramof
oftopological
topologicaltargets.
targets.(a)
(a)Rope
Ropewheels;
wheels;(b)
(b) counterweight
15 of 20
support.
support.

Based on the topological results presented in Figures 18 and 19, and in conjunction
Based on the topological results presented in Figures 18 and 19, and in conjunction
withBased
the on
manufacturing
the topological process,
results the new
presented in can structure
Figures canand
18 and 19, be achieved through selective
with the manufacturing process, the new structure be achieved throughinselective
conjunction
ma-
material
with the reduction
manufacturing or additive
process, the processing.
new
terial reduction or additive processing. structure can be achieved through selective ma-
terial reduction or additive processing.

Figure
Figure18.18.
Rope wheel
Rope optimization
wheel process.
optimization process.
Figure 18. Rope wheel optimization process.

Figure 19. Optimization process of counterweight support.

Figure 19.
Figure Optimization
19. process
Optimization of counterweight
process support.
of counterweight support.
4.6.3. The Results after Optimization
4.6.3. The
4.6.3. The Results
Results afterafter
Optimization
Optimization
Finite element analysis was carried out to assess the improved structure, and Tables
7 andFinite
8 show
Finite
element
the analysis
relevant
element
was carried
parameter
analysis
out tobefore
changes
was carried
assessand the after
improved
out tothe
structure, and
improvement.
assess
Tables
The
the improved im- structure, and
7 and 8 rope
proved showwheel
the relevant parameter
structure exhibits changes
a 59.34%before
reductionand after
in mass the and
improvement. The im-
a 41.9% reduction
Tables
proved
in maximum
7 and
rope wheel 8 show
wind face
the
structure relevant
exhibits
surface
parameter
a 59.34% reduction
area compared
changes
to the initial in mass before and
and aThis
structure. 41.9% after the
reduction
reduction in
improvement. The
improved
the wind facerope
in maximum windiswheel
area face structure
surface
advantageous area exhibitsthe
compared
in mitigating toa the
59.34%
initial reduction
influence structure.
of wind onThis in marine
the mass and
reduction
load-ina 41.9% reduction
themaximum
in
ing windHowever,
arm. face area windisthe
advantageous
face surface
maximum in mitigating
stress area the influence
and compared
deformation to of rope
the
of the wind on the
initial
wheel marine
structure.
are load-
This reduction in the
increased
ing arm.
after the However, the maximum
improvement. stress
Nonetheless, the and deformation of the rope wheel are increased
wind face area is advantageous inyield limit of the
mitigating theimproved
influence structure,
of wind which
on isthe marine loading
afterMpa,
355 the improvement. Nonetheless,for
satisfies the requirements thestrength
yield limit
andofstiffness.
the improved In termsstructure, which is
of the counter-
arm.
355 Mpa, However,
satisfies therequirements
maximum stress and and deformation Inof the of rope
the wheel are increased after
weight support, thethe total mass of thefor strength
improved stiffness.
mechanism is 29.38%termscompared counter-
to the
initial structure mass, with a 52.95% reduction in the mass of the optimized region. The which is 355 Mpa,
the
weightimprovement.
support, the Nonetheless,
total mass of the the yield
improved limit
mechanism of the is improved
29.38% structure,
compared to the
initial structure
satisfies
maximum the
stress mass,
requirements
and maximumwith a 52.95%
for reductionand
totalstrength
deformation inare
the massslightly
stiffness.
only of the optimized
Inincreased, region.
terms ofmeeting The
the counterweight
the support,
maximum
the total stress
requirements for and
mass ofmaximum
strengththe and total deformation
stiffness.
improved The surface
mechanism are area
only slightly
is of increased,
the optimized
29.38% compared meeting
region is the
to re-
the initial structure
requirements
duced by 52.7%, forwhich
strength and stiffness.
effectively reducesThe thesurface
impact of area of the optimized region is re-
wind.
duced by 52.7%, which effectively reduces the impact of wind.
Table 7. Comparison of relevant parameters of upper and lower rope wheels before and after im-
Table 7. Comparison of relevant parameters of upper and lower rope wheels before and after im-
provement.
provement.
Upper and Lower Rope Wheels Initial Structure Improved Structure
Upper and Lower Rope Wheels Initial Structure Improved Structure
Appl. Sci. 2023, 13, 4525 15 of 19

mass, with a 52.95% reduction in the mass of the optimized region. The maximum stress
and maximum total deformation are only slightly increased, meeting the requirements for
strength and stiffness. The surface area of the optimized region is reduced by 52.7%, which
effectively reduces the impact of wind.

Table 7. Comparison of relevant parameters of upper and lower rope wheels before and after
improvement.

Upper and Lower Rope Wheels Initial Structure Improved Structure

Mass (kg) 700.97 285.01
Maximum windward surface area (m2 ) 1.24 0.72
Maximum stress (MPa) 3.10 12.47
Appl. Sci. 2023, 13, x FOR PEER REVIEW 16 of 20
Maximum total deformation (mm) 0.008 0.017

Table 8. Comparison of relevant parameters of counterweight support before and after improve-
Table 8. Comparison of relevant parameters of counterweight support before and after improvement.
ment.

Counterweight
Counterweight Support
Support Initial Structure
Initial Structure Improved Structure
Improved Structure
Mass (kg) 693.70 326.34
Mass (kg) 693.70 326.34
Surface area (m2) 1.10 0.52
Surface area (m2 ) 1.10 0.52
Maximum stress (MPa) 19.64 21.149
Maximum stress (MPa) 19.64 21.149
Maximum total deformation (mm) 0.25 0.43
Maximum total deformation (mm) 0.25 0.43
Due to variations in the pressure exerted on the marine loading arm at different po-
sitions, the LNG marine loading arm was divided into 𝑛 regions for separate calcula-
Due
tions. The more toregions
variations
the armin the pressure
is divided exerted
into, the more on the
accurate thecalculations
marine loading
will be. arm at different
However,
positions,for the
the sake
LNG of marine
convenience, the LNG
loading armmarine loading arm
was divided intowas divided into
n regions for 20
separate calculations.
regions,
The more regions the arm is divided into, the more accurate the be
as shown in Figure 20. The wind force acting on the marine loading arm can calculations will be.
expressed as follows:
However, for the sake of convenience, the LNG marine loading arm was divided into
20 regions, as shown in Figure𝐹20.
= 𝑆The
(𝑃 −wind
𝑃 ) force acting on the marine
(12) loading arm can be
expressed as follows: 𝐹 = ∑ 𝑆 (𝑃 − 𝑃 ) (13)
Fi = Si Pi − Pi0


(12)
where 𝐹 represents the wind force of the LNG marine loading arm at the detection posi-
tion, 𝑆 is the ratio of the area to the detection area, 𝑃 is the pressure in the high-pres-
n
sure area of the LNG marine loading arm, F 𝑃 is=
∑
the pressure
Si in
Pithe 0
back-pressure area of


all i = 1
−P i (13)
the LNG marine loading arm, and 𝐹 represents the total wind force of the LNG marine
loading
wherearm.
Fi represents the wind force of the LNG marine loading arm at the detection position,
According to the data in Table 9, it can be calculated that the total wind force acting
Si is the ratio of the area to the detection area, Pi is the pressure in the high-pressure area of
on the LNG marine loading arm assembly before optimization is 27.7 KN. After optimi-
the LNG
zation, marine
the total wind loading arm, Ptoi0 19.9
force is reduced is the
KN,pressure in the
representing back-pressure
a wind area
force reduction of of the LNG marine
loading
28.1%. arm, and Fall represents the total wind force of the LNG marine loading arm.

(a) (b)
Figure 20. Detection and analysis of the position distribution of the LNG marine loading arm. (a)
Figure 20. Detection and analysis of the position distribution of the LNG marine loading arm.
Structure before improvement; (b) structure after improvement.
(a) Structure before improvement; (b) structure after improvement.
Appl. Sci. 2023, 13, 4525 16 of 19

According to the data in Table 9, it can be calculated that the total wind force acting on
the LNG marine loading arm assembly before optimization is 27.7 KN. After optimization,
the total wind force is reduced to 19.9 KN, representing a wind force reduction of 28.1%.

Table 9. The data before and after optimization for the LNG unloading arm.

Before Optimization After Optimization

Position High Negative Pressure High Negative Pressure

Area Wind Load Area Wind Load
Pressure Pressure Difference Pressure Pressure Difference
(m2 ) (N) (m2 ) (N)
(Pa) (Pa) (Pa) (Pa) (Pa) (Pa)
1 0.62 887.86 −326.69 1214.55 753.02 0.62 887.86 −326.69 1214.55 753.02
2 0.57 1093.27 −1095.80 2189.07 1247.77 0.57 1093.27 −1095.80 2189.07 1247.77
3 1.54 1220.78 −1590.12 2810.90 4328.79 1.02 1210.14 837.93 372.21 379.65
4 0.91 679.57 −846.43 1526.00 1388.66 0.33 285.70 −1462.22 1747.92 576.81
5 1.18 1185.74 −772.82 1958.56 2311.10 1.18 1185.74 −772.82 1958.56 2311.10
6 0.5 1324.82 −1067.53 2392.34 1196.17 0.5 1324.82 −1067.53 2392.34 1196.17
7 0.61 1404.55 −1169.78 2574.33 1570.34 0.61 1404.55 −1169.78 2574.33 1570.34
8 0.6 1164.99 −818.47 1983.46 1190.08 0.6 1164.99 −818.47 1983.46 1190.08
9 0.59 1493.05 −1060.75 2553.79 1506.74 0.59 1493.05 −1060.75 2553.79 1506.74
10 0.6 52.02 −724.62 776.64 465.98 0.6 52.02 −724.62 776.64 465.98
11 0.6 283.24 −113.58 396.81 238.09 0.6 283.24 −113.58 396.81 238.09
12 0.6 362.04 −366.57 728.61 437.16 0.6 362.04 −366.57 728.61 437.16
13 0.6 460.62 −333.54 794.16 476.50 0.6 460.62 −333.54 794.16 476.50
14 0.6 410.81 −92.54 503.35 302.01 0.6 410.81 −92.54 503.35 302.01
15 0.86 1621.35 −1319.59 2940.93 2529.20 0.86 1621.35 −1319.59 2940.93 2529.20
16 1.73 1389.85 −1566.51 2956.36 5114.50 1.21 624.37 −1108.11 1732.48 2096.31
17 0.38 1089.16 −701.12 1790.27 680.30 0.38 1089.16 −701.12 1790.27 680.30
18 0.39 1585.12 −204.26 1789.38 697.86 0.39 1585.12 −204.26 1789.38 697.86
19 0.39 1518.31 −266.86 1785.16 696.21 0.39 1518.31 −266.86 1785.16 696.21
20 0.79 542.96 −272.35 815.30 644.09 0.79 542.96 −272.35 815.30 644.09
Total wind load 27,774.57 19,995.40

4.7. Innovative Design Using Mechanical Design Methods

Based on the invention principle obtained from the contradiction matrix of Plan 2,
combined with the actual situation, Invention Principle No. 10, the preliminary action
principle, was used as a guide, and it manifests in two aspects: (1) pre-applying necessary
changes to the object (wholly or partially); (2) pre-positioning the object at the optimal
location to enable it to act at the earliest opportunity. Using a relatively large area, the
target is pre-acted in the area, and then docking is performed. An auxiliary docking device
designed according to this principle is shown in Figure 21, where the frame area is a
relatively large docking area. After the target enters this area, the device will fix and clamp
the target in the center under the drive of the hydraulic cylinder. Moreover, this device
Appl. Sci. 2023, 13, x FOR PEER REVIEW
can
18 of 20
solve the problem of the slight movement of the target caused by wind and waves, greatly
improving the accuracy of docking.

Figure 21. Working

Figure 21. Working principle
principle of
of the
theauxiliary
auxiliarydocking
dockingdevice.
device.

As shown in Figure 22, the auxiliary docking device is installed on the LNG marine
loading arm joint. The entire device consists of the auxiliary docking device, the LNG ma-
rine loading arm docking joint, the fixing device, the Cr-coated shaft, the spring, and the
Appl. Sci. 2023, 13, 4525 17 of 19
Figure 21. Working principle of the auxiliary docking device.

AsAsshown
shownininFigure
Figure22,
22,the
theauxiliary
auxiliarydocking
dockingdevice
deviceisisinstalled
installedon onthe
theLNG
LNGmarine
marine
loading
loading arm joint. The entire device consists of the auxiliary docking device,LNG
arm joint. The entire device consists of the auxiliary docking device, the ma-
the LNG
rine loading
marine arm arm
loading docking joint,joint,
docking the fixing device,
the fixing the Cr-coated
device, shaft,shaft,
the Cr-coated the spring, and the
the spring, and
linear bearing.
the linear Due Due
bearing. to the use use
to the of the Cr-coated
of the Cr-coatedshaft and
shaft linear
and linearbearing
bearingstructure,
structure,when
when
the
theauxiliary
auxiliarydocking
dockingdevice
devicefixes
fixesthe
thetarget,
target,the
theremaining
remainingfivefivedegrees
degreesofoffreedom
freedomareare
constrained,
constrained,leaving
leavingonly
onlyoneonedegree
degreeofoffreedom
freedomfor forlinear
linearmotion
motionininthe
thedirection
directionofofthe
the
target.
target.This
Thisguides
guidesthe
theLNG
LNGmarine
marineloading
loadingarmarmdocking
dockingjoint
jointtotomove
movetowards
towardsthe thetarget
target
direction
directionand
andcomplete
completethethedocking.
docking.

Figure
Figure22.
22.Joint
Jointafter
afterinstalling
installingthe
theauxiliary
auxiliarydocking
dockingdevice.
device.

5.5.Conclusions
Conclusions
Thisstudy
This study used
used TRIZ
TRIZ to investigate
to investigate the slow
the slow docking
docking speedspeed
and lowandaccuracy
low accuracy
of LNGof
LNG marine loading arms and presented a set of improvement schemes.
marine loading arms and presented a set of improvement schemes. Functional models, Functional
models, causal chain analysis, Su-Field model analysis, and other tools were used to make
causal chain analysis, Su-Field model analysis, and other tools were used to make im-
improvements to traditional LNG marine loading arms, and a method to improve the
provements to traditional LNG marine loading arms, and a method to improve the control
control mode, structure optimization, and mechanism design was proposed. The main
mode, structure optimization, and mechanism design was proposed. The main conclu-
conclusions are as follows.
sions are as follows.
Based on the functional model and causal chain analysis, this paper identified prob-
lems in the docking process of LNG marine loading arms and found corresponding solu-
tions using the contradiction analysis method.
Using the Su-Field model, standard solution, and invention principle, three improve-
ment methods were generated and verified: (1) replacing manual operation with machine
vision and automatic control; (2) conducting finite element analysis and topology optimiza-
tion on the marine loading arm to reduce the wind influence and weight; (3) innovative
design of the terminal structure of the marine loading arm to increase the docking accuracy.
This paper’s research presents practical and innovative applications of TRIZ in im-
proving the docking method of LNG marine loading arms. In contrast to previous studies,
this paper presents a complete set of feasible solutions, and their effects were verified. The
proposed scheme can address existing issues with LNG marine loading arms, enabling
automatic docking, which is highly feasible and aligned with future development trends.

6. Patents
The auxiliary docking device presented in this work has a utility model patent granted
by the China National Intellectual Property Administration, patent number ZL 2021 2
2831894.7.
Appl. Sci. 2023, 13, 4525 18 of 19

Author Contributions: Conceptualization, J.M. and W.F.; methodology, J.M.; software, Z.L.; valida-
tion, W.F.; resources, W.F; data curation, J.M.; writing—original draft preparation, J.M. and W.F.;
writing—review and editing, W.F.; visualization, W.F., J.M. and Z.L.; supervision, J.M.; project
administration, W.F. All authors have read and agreed to the published version of the manuscript.
Funding: This research was funded by Dinghai District School-site Cooperation Project (2019C3105)
and Oil Transfer Arm Automatic Docking Technology Research and Development Project between
Shanghai Eminent Enterprise Development Co., Ltd. and Zhejiang Ocean University.
Institutional Review Board Statement: Not applicable.
Informed Consent Statement: Not applicable.
Data Availability Statement: All data used to support the findings of this study are included within
the article.
Acknowledgments: Thanks to engineer Xu Jie from Shanghai Eminent Enterprise Development Co.,
Ltd. for the technical and resource support.
Conflicts of Interest: The authors declare no conflict of interest.

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