Intelligent control system for ship oil tank allocation

Abstract

The application discloses a kind of ship oil tank allocation intelligent control systems, it is related to ship control technical field, the present application is monitored to ship posture and oil tank, when monitoring needs to be allocated, according to the allocation type, select the allocation route and allocation control data of high stability and convenient operation and carry out control, and real-time monitoring and feedback are carried out in allocation control, reduce dynamic deviation risk, instantaneous unbalance hidden danger and the shortcomings of scheme adaptability deficiency in allocation process, to ensure the safety and reliability of oil tank allocation process, while ensuring the simplicity of allocation process, improve allocation operation efficiency, reduce error risk, and the operation control of simplicity can effectively reduce equipment failure probability, to reduce equipment maintenance cost, ensure system availability, improve operating efficiency.

Description

Technical Field

[0001] This invention relates to the field of ship control technology, specifically to an intelligent control system for ship fuel tank allocation. Background Technology

[0002] Fuel tank allocation can balance the stability of a ship, avoid risks such as tilting and insufficient stability caused by uneven fuel distribution in the fuel tanks, and at the same time achieve dynamic balance of fuel tank levels, ensuring fuel supply to equipment and ensuring that key equipment such as main engines and auxiliary engines always receive sufficient and compliant fuel.

[0003] Existing technology, such as the intelligent ship attitude adjustment system disclosed in patent application CN112744336A, is characterized by comprising: a damage control monitoring station and an oil tank allocation module; the damage control monitoring station is located in the ship's electromechanical control room and includes: a display, a control computer, a keyboard, and a mouse; the oil tank allocation module includes: a control and data acquisition box, a computer module, an operation panel, a draft sensor, and a tank level telemetry sensor; the input information for the floating state adjustment scheme calculation of the intelligent ship attitude adjustment system includes information obtained from the draft sensor and the tank level telemetry sensor, roll and pitch information, and variable load information; after the above information enters the weight and center of gravity calculation module, the current floating state calculation module, and the stability calculation module of the computer module, the current stability and floating state information are calculated; then, the information enters the floating state adjustment scheme calculation module, and iterates repeatedly according to the set target to obtain the floating state adjustment scheme. This invention also discloses the adjustment method of the intelligent ship attitude adjustment system.

[0004] The above scheme mainly discloses the calculation and adjustment of the ship's floating state and stability. The stability during the transfer is conducive to maintaining the ship's permissible smoothness and safety. However, the stability calculation of the above scheme only considers the ship's center of gravity and lacks stability analysis in the transfer control process. It has the disadvantages of dynamic deviation risk, instantaneous imbalance risk and insufficient scheme adaptability, thus failing to guarantee the safety and reliability of the oil tank transfer process.

[0005] The fewer valve groups involved in the control process, the more convenient the operation. Therefore, when making transfers, choosing a convenient route can improve efficiency. However, the above scheme lacks an analysis of the ease of operation in the control process, and cannot guarantee the simplification of the transfer process, resulting in low transfer operation efficiency and high error risk. In addition, cumbersome operation and control can easily increase the probability of equipment failure, thereby increasing equipment maintenance costs, and affecting system availability and reducing efficiency. Summary of the Invention

[0006] To address the aforementioned technical shortcomings, the present invention aims to provide an intelligent control system for the allocation of ship fuel tanks.

[0007] To solve the above technical problems, the present invention adopts the following technical solution: The present invention provides an intelligent control system for ship fuel tank allocation, including the following modules: a monitoring module, used to monitor the ship's attitude and fuel in the fuel tank, acquire ship attitude data and fuel status data, and use the ship attitude data and fuel status data to analyze whether the ship's fuel tank needs to be allocated, and if so, execute the allocation module.

[0008] The allocation module is used to acquire data on the distribution of oil tanks and the status of fuel in the tanks, as well as the location of each reserve tank and each day use tank in the oil tanks, determine the corresponding allocation route, analyze the allocation control data between oil tanks, and then perform allocation control.

[0009] The monitoring module is used to monitor the corresponding oil tanks, pipelines and ship attitude in real time during allocation control, judge the allocation control effect, and provide corresponding feedback based on the allocation control effect.

[0010] The beneficial effects of this invention are as follows: This invention provides an intelligent control system for ship fuel tank allocation. By monitoring the ship's attitude and fuel tanks, when allocation is required, it selects a highly stable and easy-to-operate allocation route and allocation control data according to the allocation type. Real-time monitoring and feedback are performed during the allocation control process, reducing the risks of dynamic deviation, instantaneous imbalance, and insufficient adaptability of the scheme during allocation. This ensures the safety and reliability of the fuel tank allocation process, while also ensuring the simplification of the allocation process, improving allocation operation efficiency, reducing the risk of errors, and effectively reducing the probability of equipment failure, thereby reducing equipment maintenance costs, ensuring system availability, and improving operating efficiency. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a schematic diagram of the system structure connection of the present invention. Detailed Implementation

[0014] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0015] See Figure 1 As shown, a ship fuel tank allocation intelligent control system includes the following modules: a monitoring module, used to monitor the ship's attitude and fuel in the fuel tanks, acquire ship attitude data and fuel status data, and use the ship attitude data and fuel status data to analyze whether the ship's fuel tanks need to be allocated. If so, the allocation module is executed.

[0016] In one specific embodiment, the monitoring module includes a data monitoring unit, which is used to deploy a six-degree-of-freedom attitude sensor and a multi-beam draft sensor in the ship to collect ship attitude data; at the same time, sensor devices are configured in each reserve tank and each day service tank in the fuel tank to collect fuel status data of each reserve tank and each day service tank.

[0017] In the above, ship attitude data are quantitative data that reflect the ship's motion state and buoyancy, including the heel angle and the difference between the bow and stern drafts.

[0018] Fuel condition data are quantitative parameters that reflect the basic physical properties, dynamic changes, and safety compliance of fuel, including viscosity and temperature. Sensor devices include viscosity sensors and temperature sensors.

[0019] In another specific embodiment, the monitoring module further includes an allocation confirmation unit. This unit compares the ship's attitude data with the safe range of ship attitude data in the database. If the ship's attitude data is not within the safe range, it determines that the ship's fuel tanks need to be allocated and identifies the allocation as tilting. Simultaneously, it compares the fuel status data of each day use compartment with the safe range of fuel status data in the database. If at least one day use compartment's fuel status data is not within the safe range, it determines that the ship's fuel tanks need to be allocated and identifies the allocation as replenishment. Conversely, if the ship's attitude data is within the safe range and the fuel status data of each day use compartment is within the safe range, it determines that the ship's fuel tanks do not need to be allocated. When allocation is required, the allocation module is executed.

[0020] It should be noted that the safe ranges for ship attitude data and fuel status data are both ranges under the safe broadcast operation conditions, and are set by ship technicians according to the ship's safety monitoring needs. No specific numerical limits are specified here.

[0021] The allocation module is used to acquire data on the distribution of oil tanks and the status of fuel in the tanks, as well as the location of each reserve tank and each day use tank in the oil tanks, determine the corresponding allocation route, analyze the allocation control data between oil tanks, and then perform allocation control.

[0022] The distribution data of the ship's internal oil tanks is obtained from the database, which includes the location of each storage tank and each day use tank.

[0023] In one specific embodiment, the allocation module includes a tilt allocation control unit and a fuel replenishment allocation control unit.

[0024] The tilting allocation control unit is used to obtain the location of each reserve tank and each day tank from the oil tank distribution data and the remaining oil quantity from the fuel status data of each day tank when tilting allocation occurs. Then, it filters out each optional allocation route; extracts historical allocation records from the database and obtains the allocation history data of each optional allocation route from the historical allocation records; analyzes the target allocation route and allocation control data; and then performs allocation control.

[0025] The specific process for selecting each optional allocation route is as follows: Based on the location of each reserve compartment and each day use compartment, each allocation route is obtained; each allocation route whose terminal is a day use compartment is extracted, and the remaining fuel quantity of its day use compartment is extracted; if the remaining fuel quantity is greater than or equal to a preset fuel quantity threshold, each allocation route whose terminal is a day use compartment is removed, and the remaining allocation routes are selected as optional allocation routes; if there is at least one allocation route in which the remaining fuel quantity of the day use compartment is less than the preset fuel quantity threshold, each allocation route in which the remaining fuel quantity of the day use compartment is less than the preset fuel quantity threshold is removed, and the remaining allocation routes are selected as optional allocation routes.

[0026] The pipelines between each storage compartment and between each storage compartment and each day use compartment are the allocation routes; the starting point of the allocation route can only be a storage compartment, and the ending point can be a storage compartment or a day use compartment.

[0027] The preset oil level threshold is the minimum safe oil level in the tank, which is set by the ship's technicians according to the ship's safety requirements, and no specific numerical limit is specified here.

[0028] Preferably, the specific process of analyzing the target allocation route and allocation control data is as follows: obtain the ship attitude data, allocation stability, operation convenience and allocation control data corresponding to each allocation on each selectable allocation route from the historical allocation records; statistically analyze the allocation stability and operation convenience of each allocation when using each allocation control data under each ship attitude data on each allocation route; then calculate the allocation score of each allocation route when using each allocation control data under each ship attitude data; and construct the mapping relationship between allocation route-ship attitude-allocation control.

[0029] The transfer control data are the parameters for oil tank transfer execution, including valve on / off status and valve opening degree, etc.

[0030] Among them, the allocation score is calculated as follows: the average of the allocation stability and the ease of operation of each allocation is calculated to obtain the average of allocation stability and the average of operation ease; at the same time, the difference of the allocation stability of each allocation is calculated, the maximum difference is selected as the allocation stability difference, and then divided by the average of allocation stability to obtain the allocation stability difference. The operation ease difference is calculated according to the calculation method of the allocation stability difference. The allocation score = 0.5 × average allocation stability × (½)^ allocation stability difference + 0.5 × average operation ease × (½)^ operation ease difference.

[0031] The allocation score is deeply linked to average performance and volatility risk. By quantifying volatility risk and incorporating index penalties, it ensures the reference value of historical average performance while avoiding safety hazards caused by extreme volatility. At the same time, it accurately balances the two core dimensions, not ignoring historical average performance while avoiding the risk of excessive volatility. It perfectly meets the core needs of prioritizing safety and stability while taking into account efficiency and convenience in ship oil tank allocation.

[0032] From the mapping relationship of allocation route-ship attitude-allocation control, the allocation control data used by each allocation route with an allocation score greater than the preset allocation score threshold under the ship attitude data are selected as the marked allocation control data used by each marked allocation route. At the same time, from the mapping relationship of allocation route-ship attitude-allocation control, the allocation control data and their corresponding allocation scores of each marked allocation route with a difference less than the preset allocation control data difference are extracted as the associated allocation control data and allocation scores of each associated allocation control data used by each marked allocation route. The safety value of each marked allocation control data used by each marked allocation route is calculated, and the marked allocation route and marked allocation control data with the largest safety value are selected as the target allocation route and allocation control data.

[0033] In the above, the allocation score threshold is the critical value for judging whether the allocation effect is good, and the preset allocation control data difference is the critical value for judging whether the control difference is large. Both are set by ship technicians according to the ship's safety requirements, and no specific numerical limit is given here.

[0034] Specifically, the allocation score difference of the associated allocation control data of each marker allocation control data used by each marker allocation route is calculated according to the calculation method of allocation stability difference.

[0035] Subtract the allocation score threshold from the allocation score of each associated allocation control data of each marked allocation route, and then calculate the mean to obtain the mean difference of allocation score of each associated allocation control data of each marked allocation route. The safety value = mean difference of allocation score × (½)^allocation score difference.

[0036] By analyzing the allocation scores of control data with minimal differences in the marked allocation control data, we can ensure that the selected control data has greater stability and that it still has a good allocation effect even when there are certain deviations in actual control.

[0037] The oil replenishment and allocation control unit is used to extract the oil quantity of each reserve tank and each day tank based on the location of each reserve tank and each day tank when replenishing and allocating oil, determine each available allocation route, and then analyze the allocation control data between the oil tanks corresponding to the optimal allocation route according to each available allocation route and allocation history data, and then perform allocation control.

[0038] The specific process of analyzing the transfer control data between the fuel tanks corresponding to the optimal transfer route is as follows: each day tank whose fuel status data is not within the safe range of the fuel status data is taken as a target day tank, the position of each reserve tank and each target day tank is extracted, the pipeline between each reserve tank and each target day tank is taken as each transferable route, and the fuel replenishment parameters of each transferable route are obtained at the same time.

[0039] It should be noted that the fuel replenishment parameters include the initial fuel quantity, the final fuel quantity, and the replenishment quantity. The initial and final fuel quantities can be obtained from the fuel status data in the corresponding compartments. The replenishment quantity is the difference between the final fuel quantity and the upper limit of the safe fuel quantity range within the safe range of the fuel status data.

[0040] The fuel replenishment parameters, ship attitude data, allocation stability, operational convenience, and allocation control data corresponding to each allocation route are obtained from historical allocation data. The allocation score of each allocation route using each allocation control data under each fuel replenishment parameter is calculated, and the mapping relationship between allocation route, fuel replenishment, and allocation control is constructed.

[0041] It should be noted that the allocation score of each available route using each allocation control data under each fuel replenishment parameter is calculated in the same way as the allocation score in tilt allocation, and will not be repeated here.

[0042] By utilizing the mapping relationship between allocation routes, fuel replenishment, and allocation control, the safe values ​​of each allocation route using each allocation control data under the fuel replenishment parameters are calculated. The allocation route with the largest safe value and the allocation control data are selected as the optimal allocation route and its fuel tank allocation control data.

[0043] It should be noted that the calculation method for the safety value of each transferable route using each transfer control data under the fuel replenishment parameters is the same as the calculation method for the safety value in tilt transfer.

[0044] The monitoring module is used to monitor the corresponding oil tanks, pipelines and ship attitude in real time during allocation control, judge the allocation control effect, and provide corresponding feedback based on the allocation control effect.

[0045] In one specific embodiment, the monitoring module includes a tilt allocation monitoring unit and a fuel replenishment allocation monitoring unit.

[0046] The tilting transfer monitoring unit is used to monitor the fuel in the starting compartment and the ending compartment of the target transfer route as two target monitoring compartments when tilting transfer is performed. It monitors the ship's attitude and the pipelines of the target transfer route in real time. It acquires fuel status data, ship attitude data and pipeline operation data in the two target monitoring compartments at each time. Then it calculates the transfer stability and ease of operation, judges the transfer control effect, and provides corresponding feedback based on the transfer control effect.

[0047] Pipeline operation data reflects the real-time working status of fuel delivery pipelines and the quantitative data of valve group changes in the pipelines. Based on the type of data reflected, pipeline operation data is divided into pipeline status data and valve group change data.

[0048] The pipeline status data includes pipeline pressure and flow rate, which can be collected using pressure and flow sensors. The valve group change data includes the number of valve groups involved in the pipeline at each time and the corresponding control data. The control data is the quantitative data for controlling the operation of the valve group, including the number of operation steps and operating torque. The operating torque represents the torque required for switching.

[0049] The number of operation steps refers to the required number of valve group operation steps. For example, the valve group operation steps for "open isolation valve → open directional valve → check pressure → open flow valve" are 4. This information can be obtained from the control center's operation log.

[0050] The operating torque is collected by a torque sensor.

[0051] Allocation stability: Using fuel condition data, ship attitude data, and pipeline condition data from two target monitoring cabins at various times, fuel characteristic stability, attitude change stability, and pipeline condition stability are calculated respectively, and then the average values ​​are calculated to obtain the allocation stability.

[0052] Preferably, quantitative parameters representing basic physical properties and safety compliance, such as viscosity and temperature, are obtained from fuel condition data as fuel safety data.

[0053] Fuel characteristic stability: Divide the difference between the fuel safety data at each time point in the two target monitoring chambers by the fuel safety data at the previous time point to obtain the fuel safety data difference at each time point. Then, calculate the fuel safety data difference by averaging.

[0054] The fuel safety data safety range is obtained from the fuel condition data safety range. The fuel safety data at each time point is compared with the fuel safety data safety range. If it is within the fuel safety data safety range, the difference is calculated by subtracting the fuel safety data from the upper limit of the fuel safety data safety range. If it is less than the fuel safety data safety range, the difference is calculated by subtracting the fuel safety data from the lower limit of the fuel safety data safety range. If it is greater than the upper limit of the fuel safety data safety range, the difference is calculated by subtracting the upper limit of the fuel safety data safety range from the fuel safety data. Then, the average of the fuel safety data differences at each time point is calculated to obtain the average fuel safety data difference. Finally, the fuel characteristic stability is calculated according to the calculation method of the safety value.

[0055] The calculation methods for attitude change stability and pipeline condition stability are the same as those for fuel characteristic stability, and will not be repeated here.

[0056] Ease of operation: The number of valve groups involved in the pipeline and the corresponding control data at each time point are counted from the valve group change data at each time point, and then the ease of operation is calculated.

[0057] In the above, the ease of operation is as follows: select the maximum number of valve groups and control data of the pipeline at each time as the maximum number of valve groups and the maximum control data, and then perform normalization processing. The processed values ​​are recorded as a1 and a2 respectively. The ease of operation is (½)^0.5×(a1+a2).

[0058] If the allocation stability is greater than the preset allocation stability threshold and the operation convenience is greater than the preset operation convenience threshold, the allocation control effect is judged to be good; otherwise, the allocation control effect is judged to be average.

[0059] Among them, the preset allocation stability threshold and operation convenience threshold are the critical values ​​for judging whether the allocation is stable and the operation is convenient. They are set by ship technicians according to the ship's safety requirements, and no specific numerical limit is given here.

[0060] The refueling allocation monitoring unit is used to monitor the starting and ending compartments of the optimal allocation route in real time when refueling is carried out, and to acquire fuel change data and fuel status data of the starting and ending compartments at each time. At the same time, it monitors the ship's attitude and the pipelines of the target allocation route in real time, acquires ship attitude data and pipeline operation data at each time, calculates allocation stability and ease of operation, judges the allocation control effect, and provides corresponding feedback based on the allocation control effect.

[0061] In the above, the process for judging the allocation control effect in the fuel replenishment and allocation monitoring unit is as follows: the fuel change data in the initial tank is quantitative data reflecting the dynamics of fuel output and the safety of fuel reserves; including the rate of liquid level drop and impurity concentration values, etc.

[0062] Specifically, a liquid level sensor is used to collect the liquid level every unit of time, and the liquid level difference between two adjacent time points is calculated. The difference is then divided by the unit of time to obtain the instantaneous rate. The average value of the instantaneous rate within each time point is used as the liquid level drop rate at each time point. A particle size sensor is used to collect the impurity concentration value.

[0063] The fuel change data in the terminal compartment are quantitative data reflecting the quality of fuel reception and fuel supply compatibility; including the rate of liquid level rise and the deviation of mixing uniformity, etc.

[0064] The methods for collecting the liquid level rise rate and the liquid level fall rate are the same, and will not be repeated here. Sensors (such as sulfur content sensors and viscosity sensors) are installed at several locations inside the tank to collect fuel characteristic data at each location. The maximum and minimum values ​​are selected from these data, and the mixing uniformity deviation is calculated as (maximum value - minimum value) / average value of fuel characteristic data at each location × 100%.

[0065] Allocation stability: Based on the fuel change data, fuel status data, ship attitude data, and pipeline status data in the pipeline operation data of the starting and ending compartments at each time, the fuel delivery stability, attitude change stability, and pipeline status stability are calculated respectively, and then the average value is calculated to obtain the allocation stability.

[0066] The fuel change data of the starting compartment and the terminal compartment at each time are calculated according to the calculation method of fuel safety data difference degree and fuel safety data difference mean. Then, the normalization process is performed and recorded as z1 and z2 respectively. The fuel delivery stability of the starting compartment is z1×(½)^|z2-z0|, where z0 represents the preset optimal difference degree of fuel safety data.

[0067] In the above, the optimal difference in fuel safety data represents the optimal difference in the operation of fuel changes in the initial tank during allocation. It is set by the ship management personnel according to the ship's condition, and no specific numerical limit is specified here.

[0068] The fuel change data of the terminal compartment at each time point is used to calculate the fuel delivery stability of the starting compartment, so as to obtain the fuel delivery stability of the terminal compartment. Then, the average of the fuel delivery stability of the starting compartment and the fuel delivery stability of the terminal compartment is used as the fuel change stability.

[0069] Simultaneously, the fuel status data of the starting compartment and the terminal compartment at each moment are calculated according to the fuel characteristic stability calculation method in the inclined allocation monitoring unit to obtain the fuel characteristic stability of the starting compartment and the terminal compartment. Then, the average value is calculated to obtain the fuel characteristic stability. The fuel change stability and the average value of the fuel characteristic stability are used as the fuel delivery stability.

[0070] The attitude change stability and pipeline state stability are calculated in the same way as those in the tilting and shifting monitoring unit, and will not be repeated here.

[0071] Ease of operation: The number of valve groups involved in the pipeline at each time point and the corresponding control data are statistically analyzed from the valve group change data in the pipeline operation data at each time point, and then the ease of operation is calculated.

[0072] The calculation method for ease of operation is the same as that for the tilting and allocation monitoring unit, and will not be repeated here.

[0073] If the allocation stability is greater than the preset allocation stability threshold and the operation convenience is greater than the preset operation convenience threshold, the allocation control effect is judged to be good; otherwise, the allocation control effect is judged to be average.

[0074] When the allocation control effect is mediocre, an alarm will sound to alert the ship administrator, and a message will be sent to the ship administrator's mobile terminal to indicate that the allocation control effect is mediocre.

[0075] The database is used to store historical allocation records, safe intervals for ship attitude data, safe intervals for fuel status data, and data on the distribution of fuel tanks inside the ship.

[0076] The examples described in this invention are not limited to the specific embodiments listed above. The examples are merely illustrative to facilitate understanding of the invention and do not constitute a limitation on the scope of protection of this invention. Any modifications, equivalent substitutions, etc., made within the spirit and principles of this invention should be included within the scope of protection.

[0077] The above description is merely an example and illustration of the concept of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described or use similar methods to replace them, as long as they do not deviate from the concept of the invention or exceed the scope defined in this specification, they should all fall within the protection scope of the present invention.

Claims

1. A smart control system for ship fuel tank allocation, characterized in that, Includes the following modules: The monitoring module is used to monitor the ship's attitude and fuel in the fuel tanks, acquire ship attitude data and fuel status data, and use the ship attitude data and fuel status data to analyze whether the ship's fuel tanks need to be relocated. If so, the relocation module is executed. The allocation module is used to acquire data on the distribution of oil tanks and the status of fuel in the oil tanks, as well as the location of each reserve tank and each day use tank in the oil tanks, to determine the corresponding allocation route. At the same time, it analyzes the allocation control data between oil tanks and then performs allocation control. The monitoring module is used to monitor the corresponding oil tanks, pipelines and ship attitude in real time during allocation control, judge the allocation control effect, and provide corresponding feedback based on the allocation control effect.

2. The intelligent control system for ship fuel tank allocation according to claim 1, characterized in that, The monitoring module includes a data monitoring unit, which is used to deploy a six-degree-of-freedom attitude sensor and a multi-beam draft sensor in the ship to collect ship attitude data; at the same time, sensor devices are configured in each reserve tank and each day service tank in the fuel tank to collect fuel status data of each reserve tank and each day service tank.

3. The intelligent control system for ship fuel tank allocation according to claim 1, characterized in that, The monitoring module also includes an allocation confirmation unit, which compares the ship's attitude data with the safe range of ship attitude data in the database. If the ship's attitude data is not within the safe range, it is determined that the ship's fuel tanks need to be allocated, and the allocation is determined to be tilting. At the same time, it compares the fuel status data of each day use compartment with the safe range of fuel status data in the database. If the fuel status data of at least one day use compartment is not within the safe range, it is determined that the ship's fuel tanks need to be allocated, and the allocation is determined to be replenishment. Conversely, if the ship's attitude data is within the safe range and the fuel status data of each day use compartment is within the safe range, it is determined that the ship's fuel tanks do not need to be allocated. When allocation is required, the allocation module is executed.

4. The intelligent control system for ship fuel tank allocation according to claim 3, characterized in that, The allocation module includes a tilt allocation control unit and a fuel replenishment allocation control unit; The tilting allocation control unit is used to obtain the location of each reserve tank and each day tank from the oil tank distribution data and the remaining oil quantity from the fuel status data of each day tank when tilting allocation occurs. Then, it filters out each optional allocation route; extracts historical allocation records from the database and obtains the allocation history data of each optional allocation route from the historical allocation records. It analyzes the target allocation route and allocation control data and then performs allocation control. The oil replenishment and allocation control unit is used to extract the oil quantity of each reserve tank and each day tank based on the location of each reserve tank and each day tank when replenishing and allocating oil, determine each available allocation route, and then analyze the allocation control data between the oil tanks corresponding to the optimal allocation route according to each available allocation route and allocation history data, and then perform allocation control.

5. The intelligent control system for ship fuel tank allocation according to claim 4, characterized in that, The specific process for selecting each available allocation route is as follows: Based on the location of each reserve compartment and each day use compartment, obtain each allocation route, extract each allocation route whose terminal is a day use compartment, and extract the remaining fuel in the day use compartment. If the remaining fuel is greater than or equal to a preset fuel threshold, then remove each allocation route whose terminal is a day use compartment, and the remaining allocation routes are each selectable allocation routes. If there is at least one allocation route in which the remaining fuel in the day use compartment is less than the preset fuel threshold, then remove each allocation route in which the remaining fuel in the day use compartment is less than the preset fuel threshold, and the remaining allocation routes are each selectable allocation routes.

6. The intelligent control system for ship fuel tank allocation according to claim 4, characterized in that, The specific process of analyzing the target allocation route and allocation control data is as follows: The ship attitude data, allocation stability, operational convenience, and allocation control data corresponding to each allocation on each selectable allocation route are obtained from historical allocation records. The allocation stability and operational convenience of each allocation are statistically analyzed when each allocation control data is used under each ship attitude data on each allocation route. Then, the allocation score of each allocation route when each allocation control data is used under each ship attitude data is calculated, and the mapping relationship between allocation route, ship attitude, and allocation control is constructed. From the mapping relationship of allocation route-ship attitude-allocation control, the allocation control data used by each allocation route with an allocation score greater than the preset allocation score threshold under the ship attitude data are selected as the marked allocation control data used by each marked allocation route. At the same time, from the mapping relationship of allocation route-ship attitude-allocation control, the allocation control data and their corresponding allocation scores of each marked allocation route with a difference less than the preset allocation control data difference are extracted as the associated allocation control data and allocation scores of each associated allocation control data used by each marked allocation route. The safety value of each marked allocation control data used by each marked allocation route is calculated, and the marked allocation route and marked allocation control data with the largest safety value are selected as the target allocation route and allocation control data.

7. The intelligent control system for ship fuel tank allocation according to claim 4, characterized in that, The specific process for analyzing the transfer control data between oil tanks corresponding to the optimal transfer route is as follows: Each day use compartment whose fuel status data is outside the safe range of fuel status data is designated as a target day use compartment. The locations of each reserve compartment and each target day use compartment are extracted. The pipelines between each reserve compartment and each target day use compartment are designated as each transferable route. At the same time, the fuel replenishment parameters of each transferable route are obtained. The fuel replenishment parameters, ship attitude data, allocation stability, operational convenience and allocation control data corresponding to each allocation route are obtained from the historical allocation data. The allocation score of each allocation route under each fuel replenishment parameter and each allocation control data is calculated to construct the mapping relationship between allocation route-fuel replenishment-allocation control. By utilizing the mapping relationship between allocation routes, fuel replenishment, and allocation control, the safe values ​​of each allocation route using each allocation control data under the fuel replenishment parameters are calculated. The allocation route with the largest safe value and the allocation control data are selected as the optimal allocation route and its fuel tank allocation control data.

8. The intelligent control system for ship fuel tank allocation according to claim 1, characterized in that, The monitoring module includes a tilt allocation monitoring unit and a fuel replenishment allocation monitoring unit; The tilting transfer monitoring unit is used to monitor the fuel in the starting compartment and the ending compartment of the target transfer route as two target monitoring compartments when tilting transfer is performed. It monitors the ship's attitude and the pipeline of the target transfer route in real time. It acquires the fuel status data, ship attitude data and pipeline operation data in the two target monitoring compartments at each time. Then it calculates the transfer stability and ease of operation, judges the transfer control effect, and provides corresponding feedback based on the transfer control effect. The refueling allocation monitoring unit is used to monitor the starting and ending compartments of the optimal allocation route in real time when refueling is carried out, and to acquire fuel change data and fuel status data of the starting and ending compartments at each time. At the same time, it monitors the ship's attitude and the pipelines of the target allocation route in real time, acquires ship attitude data and pipeline operation data at each time, calculates allocation stability and ease of operation, judges the allocation control effect, and provides corresponding feedback based on the allocation control effect.

9. The intelligent control system for ship fuel tank allocation according to claim 8, characterized in that, The process for judging the effect of allocation control in the tilt allocation monitoring unit is as follows: Pipeline operation data reflects the real-time working status of fuel delivery pipelines and the quantitative data of valve group changes in the pipelines. Based on the type of data reflected, pipeline operation data is divided into pipeline status data and valve group change data. Allocation stability: Using fuel condition data, ship attitude data and pipeline condition data from two target monitoring cabins at various times, fuel characteristic stability, attitude change stability and pipeline condition stability are calculated respectively, and then the average value is calculated to obtain the allocation stability. Ease of operation: The number of valve groups involved in the pipeline and the corresponding control data at each time point are counted from the valve group change data at each time point, and then the ease of operation is calculated. If the allocation stability is greater than the preset allocation stability threshold and the operation convenience is greater than the preset operation convenience threshold, the allocation control effect is judged to be good; otherwise, the allocation control effect is judged to be average.

10. The intelligent control system for ship fuel tank allocation according to claim 9, characterized in that, The process for judging the effectiveness of fuel allocation control in the fuel replenishment and allocation monitoring unit is as follows: The fuel change data in the initial compartment is quantitative data that reflects the dynamics of fuel output and the safety of fuel reserves; The fuel change data in the terminal compartment is quantitative data reflecting the quality of fuel reception and fuel supply compatibility. Allocation stability: Based on the fuel change data, fuel status data, ship attitude data, and pipeline status data from the pipeline operation data of the starting and ending compartments at various times, the fuel delivery stability, attitude change stability, and pipeline status stability are calculated respectively. Then, the average values ​​are calculated to obtain the allocation stability. Ease of operation: The number of valve groups involved in the pipeline at each time point and the corresponding control data are counted from the valve group change data in the pipeline operation data at each time point, and then the ease of operation is calculated. If the allocation stability is greater than the preset allocation stability threshold and the operation convenience is greater than the preset operation convenience threshold, the allocation control effect is judged to be good; otherwise, the allocation control effect is judged to be average.

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