A ship BLS automatic control method, system, storage medium and terminal device

Abstract

Embodiments of the present application disclose a ship BLS automatic control method, system, storage medium and terminal device. The ship BLS automatic control method comprises the following steps: S1, acquiring the speed against water and the draft of the ship; S2, acquiring the BLS energy-saving level according to the speed against water and the draft; S3, acquiring the uniformity of bubble light collection at the bottom of the ship; S4, generating a BLS control instruction according to the uniformity of bubble light collection and the BLS energy-saving level; and S5, controlling the ship BLS system according to the BLS control instruction. The ship BLS automatic control method, system, storage medium and terminal device can conveniently provide an adjustment scheme for the system, so that the BLS system control parameters are kept in an optimal solution state, thereby realizing the accuracy, economy and efficiency of BLS system adjustment.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of ship automatic control technology, and in particular to a ship BLS automatic control method, system, storage medium and terminal equipment. Background Technology

[0002] To reduce ship drag, a bubble lubrication system (BLS) is installed. Currently, the BLS systems installed on ships mainly rely on manual control by the crew based on experience. During navigation, the ship's speed and draft will change with sea conditions, and the energy-saving effect of the navigation depends entirely on the crew's experience and control ability. To fully realize the energy-saving effect of the BLS, the crew needs to make real-time adjustments to the BLS system according to the ship's current navigation status.

[0003] The general process for crew members to manually adjust the BLS system is as follows: First, manually adjust the operating frequency of the air compressor inverter to generate sufficient and appropriate compressed air. The compressed air is then transported through pipelines to the bubble generator. The bubble generator is usually located at a preset position on the bottom of the ship and is used to generate bubbles. When the bubbles mix with the water flow, especially the water flow near the bottom of the ship, it will greatly reduce the ship's resistance during navigation. At this time, the opening of the throttle valve installed on the pipeline is adjusted to control the air flow rate in the pipeline, and ultimately control the amount and uniformity of bubbles generated by the bubble generator. When the ship's navigation state changes, the crew members repeat the above adjustment process to make the BLS system meet the ship's optimal energy-saving requirements under the current sea state as much as possible.

[0004] However, due to frequent changes in sea conditions and the limitations of crew experience and physical strength, adjustments are often untimely and inaccurate, making it difficult for ship BLS systems to maintain high precision and efficiency. In addition, the inability to obtain various parameters during the ship's navigation process in a timely and effective manner makes it difficult to evaluate the ship's energy-saving effect, resulting in a significant reduction in the role and effectiveness of the ship's BLS system. Summary of the Invention

[0005] This invention provides a shipboard BLS automatic control method, system, storage medium, and terminal equipment. To address the aforementioned problems, a novel design approach is adopted, creatively combining BLS effect detection and BLS automatic control, thereby significantly improving BLS control accuracy, control effect, and control efficiency.

[0006] This invention provides a ship BLS automatic control method, comprising the following steps: S1. Obtain the ship's speed and draft in the water; S2. Based on the above-water speed and the above-water depth, obtain the BLS energy saving level. The BLS energy saving level is used to determine the energy saving level maintained by the BLS system. The energy saving level is used to characterize the degree of energy saving that the ship needs to achieve by controlling the BLS system and its corresponding control parameters. The BLS energy saving level is preset based on experience. S3. Obtain the uniformity of light acquisition from bubbles at the bottom of the ship. The uniformity of light acquisition from bubbles refers to the distribution map or image of the light intensity formed after the light is refracted by the water flow containing bubbles near the bottom of the ship. Specifically, it includes the following steps: S301. Obtain bubble distribution parameters and light distribution parameters; S302. Determine the detection area based on the bubble distribution parameters and the light distribution parameters; S303. Obtain the uniformity of light acquisition from bubbles based on the detection area and the light distribution parameters. S4. Generate BLS control instructions based on the bubble light acquisition uniformity and the BLS energy-saving level, specifically including the following steps: S401. Obtain a BLS control relationship table, which contains the correspondence between the bubble light acquisition uniformity, the BLS energy-saving level, and the BLS control instructions; S402. Obtain the corresponding BLS control instructions based on the bubble light acquisition uniformity and the BLS energy-saving level through querying or interpolation calculation. S5. Control the ship's BLS system according to the BLS control commands.

[0007] Preferably, step S2 specifically includes the following steps: S201. Obtain the ship's speed over water; S202. When the water speed is stable, obtain the draft. S203. Obtain the BLS energy-saving level based on the above-water speed and the above-water draft.

[0008] This invention also provides a ship BLS automatic control system, including: a ship parameter acquisition device, an air compressor, an air supply device, a flow control device, a bubble generator, a light emitting device, a light acquisition device, and a controller; The ship parameter acquisition device is installed at the bottom of the ship and is used to obtain the ship's speed in the water and draft. The air compressor is used to generate high-pressure air, and the air compressor is connected to the air delivery device; The air supply device is connected to the flow control device, and the flow control device is connected to the bubble generator, which is used to generate bubbles; The light emitting device is used to emit detection light, and the light collecting device is used to collect the intensity and distribution of the detection light after refraction by the water at the bottom of the ship; The ship parameter acquisition device, the air compressor, the air supply device, the flow control device, the bubble generator, the light emitting device, and the light acquisition device are all electrically connected to the controller, which is used to run the ship BLS automatic control method described in any of the preceding items.

[0009] Preferably, the light emitting device and the light collecting device are respectively located on the bottom edge of the ship, excluding the stern, and the light emitting device and the light collecting device are arranged in a one-to-one correspondence.

[0010] Preferably, the flow control device is an electrically operated throttle valve.

[0011] Preferably, it further includes a data return module, which is electrically connected to the controller.

[0012] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the ship BLS automatic control method described in any of the preceding claims.

[0013] This invention also provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the ship BLS automatic control method described in any of the preceding claims.

[0014] The beneficial effects achieved by this invention are as follows: Compared with the traditional method of controlling the ship's BLS system based on the experience and proficiency of the crew, and then evaluating and adjusting the BLS system control in conjunction with the ship's fuel consumption, the above technical solution provides a more objective and direct adjustment and evaluation scheme. After establishing the correspondence between the uniformity of bubble light acquisition and the control parameters and energy-saving effect of the BLS system, it is easy to provide adjustment schemes for the system, so that the control parameters of the BLS system are kept in the optimal solution state, thereby realizing the accuracy, economy and efficiency of BLS system adjustment. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart of the ship BLS automatic control method in an embodiment of the present invention; Figure 2 This is a schematic diagram illustrating the principle of obtaining the uniformity of bubble light collection in an embodiment of the present invention; Figure 3 This is another schematic diagram illustrating the principle of obtaining the uniformity of bubble light collection in an embodiment of the present invention; Figure 4 This is a schematic diagram illustrating the principle of obtaining uniformity of bubble light collection in a certain area in an embodiment of the present invention. Figure 5 This is another schematic diagram illustrating the principle of obtaining uniformity of bubble light collection in a certain area in an embodiment of the present invention.

[0017] Numbering on the map: 1. Ship; 2. Water surface; 3. Bottom of ship; 4. Light emitting device; 5. Light collecting device. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0019] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0020] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. The technical solutions of this invention are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments.

[0021] like Figure 1 As shown, this embodiment of the invention provides a ship BLS automatic control method, including the following steps: S1. Obtain the ship's speed and draft.

[0022] This step aims to obtain the ship's speed and draft under a certain navigation condition. Preferably, the ship's speed and draft can be obtained through a detection device installed on the ship itself, or by adding a specialized detection device.

[0023] Preferably, when certain conditions are met during navigation, such as when the wave height is lower than a certain set value, the speed and draft in still water can be pre-measured as the speed and draft in step S1.

[0024] S2. Obtain the BLS energy saving level based on the above water speed and the above draft.

[0025] In step S2, a BLS energy-saving level is pre-determined based on the ship's speed and draft. This BLS energy-saving level is used to determine the energy-saving level that the BLS system should maintain. The energy-saving level characterizes the desired energy efficiency achieved by the ship through BLS system control and its corresponding control parameters. This BLS energy-saving level can be preset based on experience. For example, for a speed of V1 and a draft of H1, the corresponding BLS energy-saving level can be preset to U1, where U1 includes specific BLS system control parameters. Generally, these BLS system control parameters are used to control various components of the BLS system and can be determined by experienced crew members through multiple trials.

[0026] S3. Obtain the uniformity of light collection from the bubbles at the bottom of the ship.

[0027] Bubble light acquisition uniformity refers to the distribution map or image of the light intensity formed after the light is refracted by the water flow containing bubbles located near the bottom of the ship.

[0028] To explain the principle behind obtaining the uniformity of light collection from bubbles, we will now combine... Figure 2 Explanation: exist Figure 2 In this scenario, ship 1 is placed in a test water tank in a dark environment, and the detection light for the bubbles is primarily visible light. When the water surface is at a preset position, the measured draft is h1, and the ship's speed relative to the water is assumed to be v1. This corresponds to a BLS energy-saving level. Based on this BLS energy-saving level, a set of BLS control parameters can be obtained, causing the BLS to operate in a preset state s1. In this operating state s1, the BLS system is activated, and the generated bubbles adhere to the bottom of the hull. The light-emitting device 1 is located at the edge of the hull bottom 3, and it can be as follows: Figure 2 A row of emitters is fixedly arranged, and under the control of the controller, they simultaneously or continuously emit one or more beams of visible light at different positions along the bottom of the ship. A reflective lens is placed at an appropriate position directly below the bottom of the ship (3) within the test water tank. After the BLS system is activated, many bubbles are generated on the bottom of the ship. These bubbles adhere closely to the bottom of the ship (3), causing the water flow near the bottom of the ship (3) to be mixed with the bubbles, resulting in varying degrees of light intensity fluctuations after the visible light passes through this area. The light acquisition device 5 is used to acquire the intensity of refracted or reflected light from the light emitting device 4 in a specific area of ​​the bottom of the ship (3). The light acquisition device 5 generates an image based on the acquired information, which is a light intensity distribution map (corresponding to area A), that is, a light intensity distribution map of the detected light after penetrating the fluid mixed with bubbles generated by the BLS system. The information obtained from this light intensity distribution map is the bubble light acquisition uniformity.

[0029] The following explains how to obtain light intensity distribution maps and their role in BLS automatic control. As is well known, light travels in a straight line in a homogeneous, transparent fluid, exhibiting the strongest penetration and the highest intensity after transmission. When non-homogeneity occurs within the transparent fluid, light will be reflected or refracted after passing through it. Macroscopically, this manifests as a deviation in the light's path, a decrease in intensity, and random fluctuations in intensity within a certain region. Furthermore, as the internal turbulence of the transparent fluid increases, the randomness of the light intensity distribution decreases, the uniformity of light intensity increases, and the extreme values ​​and distribution areas of light intensity decrease. Therefore, after the ship's BLS system is activated, the microbubbles mix with the fluid near the hull. When the detection light passes through this area, the detected light intensity shows significant differences in intensity distribution, extreme values, and randomness as the BLS control parameters change. The most direct comparison is between the light intensity distribution map after the BLS system is activated (hereinafter referred to as the "real-time light intensity distribution map") and the light intensity distribution map when the BLS system is not activated (hereinafter referred to as the "reference light intensity distribution map"). As the various parameters of the BLS system are adjusted, significant differences are observed. Detecting and comparing these differences is a direct indicator of the BLS system's operating status. Compared to macroscopically judging the BLS system's performance based on fuel consumption and then adjusting its parameters, this approach offers significant advantages in terms of adjustment accuracy, efficiency, and effectiveness. Based on this, the inventors conceived of using the bubble distribution (mainly the size, number, and distribution of bubbles) generated by the BLS energy-saving levels and their corresponding BLS control parameters, and then comparing the real-time light intensity distribution map with the reference light intensity distribution map, to obtain a standard for judging the BLS system's adjustment status, progress, and effect. This allows for a more accurate technical solution for adjusting BLS system parameters compared to fuel consumption-based or experience-based judgments.

[0030] Using a curve on one side of the ship's bottom perpendicular to the ship's axis as an example, this illustrates how to obtain local bubble light acquisition uniformity: For example... Figure 5 As shown, L1 is a straight area perpendicular to the ship's axis (for ease of explanation, this straight area has a certain width). The light emitting device 4 can illuminate the water near the curve of L1's projection onto the ship's bottom. Due to the ship's obstruction and the reflection of the mirror, the light intensity in area A can be detected by the light collecting device 5 on the other side of the ship, and a light intensity distribution map can be generated based on this light intensity. The light emitting device 4 needs to illuminate the area near the three-dimensional curved surface of L1 on the ship's bottom. The light emitting device 4 can be configured to be movable, or it can be configured to illuminate the projection area of ​​L1 onto the ship's bottom from different positions and angles to achieve the formation of... Figure 5 The target is region A in the text; such as Figure 5 As shown, after the BLS system operates under a certain BLS energy-saving level control, the light acquisition device 5 detects and generates a light intensity distribution map of region A. For ease of explanation, only the horizontal distribution of light intensity is illustrated; the extreme values, distribution, and randomness of light intensity are not shown. Figure 5 Assuming the light intensity gradually increases from left to right, and disregarding the effect of the light's propagation path in the water on the light intensity, higher light intensity indicates that the water is approximately a homogeneous fluid. This means the BLS system emits fewer bubbles at that location, reflecting the BLS system's operating status (at least at that position). If increasing the BLS system control parameter 'a' causes a uniform decrease in light intensity within region A, it indicates an increase in the number of bubbles at that location, and consequently, an improvement in energy efficiency. This suggests the control adjustment trend is correct and effective. Conversely, decreasing the BLS system control parameter 'a' causes a uniform increase in light intensity within region A, indicating a decrease in the number of bubbles at that location, and consequently, a decrease in energy efficiency. This suggests the control adjustment trend is incorrect and ineffective. After this adjustment, the automatic control system can learn or determine how to adjust parameter 'a' in the current state when an increase in energy efficiency is needed. If the system undergoes multiple trials or is trained using relevant computer models (using relevant computer models to automatically obtain optimal results through self-learning is existing technology and will not be elaborated further), then the system can quickly make optimal adjustments to several, dozens, or even hundreds of parameters, so that the BLS system control can be adjusted in a more precise and effective direction.

[0031] It should be noted that there are currently many ways to determine whether the BLS operating system is better or worse. The most basic method is to adjust a certain parameter of the BLS system, run it for a period of time, and then measure the ship's fuel consumption to determine which adjustment trend is superior. A quicker method is to monitor changes in the power output of the propulsion unit. If adjusting a certain parameter leads to a decrease in the propulsion unit's output power, but the ship's operating state remains unchanged (e.g., it can still maintain its original speed), then the parameter adjustment is in the direction of optimization. These are just some of the many common methods for testing the effectiveness of a BLS system; given the existence of many existing technologies, they will not be elaborated upon further.

[0032] Besides Figure 4 and Figure 5The light intensity is collected within the L1 linear region (local area), or the light intensity of a specific area (such as the entire three-dimensional curved surface similar to the bottom of the ship) can be collected. Then, using various existing technologies, a light intensity distribution map is generated. The corresponding bubble light collection uniformity is obtained from the light intensity distribution map, and then the optimal adjustment parameters of the corresponding BLS operating system are obtained.

[0033] It should be noted that the uniformity of light collection from the bubbles at the bottom of the ship is a collection of light intensity data from the entire bottom of the ship, or a photograph similar to an exposure image generated from these data collections. Its content represents the results of BLS parameter adjustment. Then, using this as a method, in conjunction with the energy-saving effect of BLS, more precise and efficient adjustment instructions for the BLS system can be generated.

[0034] It should be noted that mirrors cannot exist in actual water bodies. However, substances similar to mirrors do exist in water, which can act as reflective elements, allowing the light-emitting and light-collecting devices to work together to obtain data characterizing the BLS parameter adjustment results. Therefore, this section... Figure 3 and Figure 2 The following explanation is provided: Figure 3 and Figure 2 The difference is that, Figure 2 Region A in the image is part of a horizontal lens, while... Figure 3 Although there are no mirrors in the actual water body, the light collection device 5 can still obtain the light intensity distribution image generated by the light emitting device 4 in a specific area (area C) of the bottom of the ship 3 because the water body contains silt, fine floating objects, etc., which can have a reflective effect.

[0035] S4. Generate BLS control commands based on the uniformity of bubble light acquisition and the BLS energy-saving level.

[0036] As is well known, the control parameters of a BLS system set based on experience or experiments are not necessarily the most economical control parameters under the current operating conditions. This is because obtaining the most economical control parameters solely through post-hoc observations of fuel consumption and other factors is difficult due to the numerous uncontrollable factors, making it impossible to find a more precise method for adjusting the BLS control parameters. Therefore, the inventors conceived of using light intensity distribution maps to more effectively fine-tune the control parameters of the BLS system, thereby correcting the BLS system's control parameters to a more optimal and economical state.

[0037] In this step, the bubble light acquisition uniformity is the already acquired data, and the BLS energy-saving level is a preset set of data containing corresponding BLS system control parameters. At this point, adjusting any BLS system control parameter behind the BLS energy-saving level will yield the corresponding bubble light acquisition uniformity, thus establishing a correspondence between bubble light acquisition uniformity, BLS energy-saving level, and energy-saving effect. The adjustment direction and magnitude of the BLS system control parameters corresponding to the BLS energy-saving level can then be reflected in the bubble light acquisition uniformity and filtered through energy-saving effects to form the most economical BLS control command. In other words, the BLS system control parameters represented by the BLS energy-saving level are approximate commands derived from experience or multiple experiments, while the BLS control command is obtained by fine-tuning the BLS system control parameters represented by the BLS energy-saving level using the information provided by the bubble light acquisition uniformity.

[0038] S5. Control the ship's BLS system according to the BLS control commands.

[0039] This step involves using the generated BLS control commands to control the BLS system.

[0040] The working principle of this ship BLS automatic control method is as follows: A BLS energy-saving level is obtained by measuring the ship's speed and draft. This energy-saving level corresponds to a set of BLS system control parameters. However, these parameters are often not optimal for the current operating conditions. Only by fine-tuning these parameters can the optimal BLS control commands be obtained. Specifically, by detecting the light intensity of water containing air bubbles near the ship's hull, the uniformity of bubble light collection is obtained. A correlation is established between this uniformity and the corresponding BLS energy-saving level, the BLS system control parameters, and the energy-saving effect. Optimal BLS control parameters are obtained through experimentation or simulation. These optimal parameters are then used to generate BLS control commands to control the ship's BLS system, thereby achieving the optimal BLS control parameters for the current operating conditions.

[0041] It should be noted that using light intensity data from different regions to create light intensity distribution maps or images is existing technology and will not be elaborated upon here.

[0042] The beneficial effects of adopting this technical solution are as follows: Compared with the traditional method of controlling the ship's BLS system based on the experience and proficiency of the crew, and then evaluating and adjusting the BLS system control in conjunction with the ship's fuel consumption, the above technical solution provides a more objective and direct adjustment and evaluation scheme. After establishing the correspondence between the uniformity of bubble light acquisition and the control parameters and energy-saving effect of the BLS system, it is easy to provide adjustment schemes for the system, so that the control parameters of the BLS system are kept in the optimal solution state, thereby realizing the accuracy, economy and efficiency of BLS system adjustment.

[0043] Preferably, step S2 specifically includes the following steps: S201. Obtain the ship's speed over water; S202. When the water speed is stable, obtain the draft. S203. Obtain the BLS energy-saving level based on the above-water speed and the above-water draft.

[0044] In this technical solution, the draft is obtained when the water speed is relatively stable, making the measured draft more accurate and thus improving the accuracy of system prediction and control.

[0045] Preferably, step S3 specifically includes the following steps: S301. Obtain bubble distribution parameters and light distribution parameters; S302. Determine the detection area based on the bubble distribution parameters and the light distribution parameters; S303. Obtain the uniformity of light collection from the bubble based on the detection area and the light distribution parameters.

[0046] In this step, the bubble distribution parameters need to be determined based on the amount and area of ​​the bubbles. Specifically, the specific distribution of bubbles on the ship's bottom can be detected using existing detection methods. Then, the area that has a significant impact on the ship's bottom is manually designated as the detection area (i.e., step S302). The obtained bubble distribution parameters are the bubble distribution parameters of the detection area. For example, the bubble distribution parameters can be the distribution of bubbles within a predetermined spatial area near the ship's bottom. The light distribution parameters can be determined with reference to the bubble distribution parameters (i.e., step S302), that is, only the distribution of light (mainly light intensity) within the detection area is measured. In particular, the acquisition of bubble distribution parameters and light distribution parameters are existing technologies and will not be elaborated further here.

[0047] This technical solution involves selecting a detection area and then detecting the light intensity within that area to obtain the uniformity of light collection from the bubble. This effectively improves the efficiency of light collection uniformity and the accuracy of system control, while also reducing the computational burden.

[0048] Preferably, step S4 specifically includes the following steps: S401. Obtain the BLS control relationship table, which contains the correspondence between the bubble light acquisition uniformity, the BLS energy saving level, and the BLS control command. S402. Based on the uniformity of the bubble light acquisition and the BLS energy-saving level, obtain the corresponding BLS control command through query or interpolation calculation.

[0049] In this step, the optimal BLS control command is obtained by pre-setting and querying the correspondence table of bubble light acquisition uniformity, BLS energy saving level, and BLS control command, which can improve the system's computing efficiency. Compared with the system, which can automatically and dynamically adjust to determine the optimal BLS control command, the control efficiency can be significantly improved.

[0050] This invention also provides a ship BLS automatic control system, including: a ship parameter acquisition device, an air compressor, an air supply device, a flow control device, a bubble generator, a light emitting device, a light acquisition device, and a controller; The ship parameter acquisition device is installed at the bottom of the ship and is used to obtain the ship's speed in the water and draft. The air compressor is used to generate high-pressure air, and the air compressor is connected to the air delivery device; The air supply device is connected to the flow control device, and the flow control device is connected to the bubble generator, which is used to generate bubbles. The light emitting device is used to emit detection light, and the light collecting device is used to collect the intensity and distribution of the detection light after refraction by the water at the bottom of the ship; The ship parameter acquisition device, the air compressor, the air supply device, the flow control device, the bubble generator, the light emitting device, and the light acquisition device are all electrically connected to the controller, which is used to run any of the aforementioned ship BLS automatic control methods.

[0051] It should be noted that the ship parameter acquisition device, air compressor, air delivery device, flow control device, bubble generator, light emission device, light acquisition device, and controller are all existing technologies and will not be described in detail here.

[0052] Preferably, the light emitting device and the light collecting device are respectively located on the bottom edge of the ship, excluding the stern, and the light emitting device and the light collecting device are arranged in a one-to-one correspondence.

[0053] There are many ways to implement a one-to-one correspondence setup. For example, light emitting devices and light collecting devices can be installed at corresponding positions on both sides of the hull, or light emitting devices and light collecting devices can be installed at several key positions on the bottom of the hull. However, appropriate treatment needs to be done on the bottom of the hull to meet the relevant hydrodynamic optimization requirements.

[0054] The technical solution involves installing corresponding light-emitting and light-collecting devices at appropriate locations on the bottom of the ship, which can improve the system's data acquisition accuracy and prediction performance.

[0055] Preferably, the flow control device is an electrically operated throttle valve.

[0056] This technical solution can reduce costs while still achieving automatic control.

[0057] Preferably, it further includes a data return module, which is electrically connected to the controller.

[0058] One experimentally feasible implementation method is as follows: A data management platform developed based on Apache NiFi is used. Through a data feedback module, under the control of the controller, all control parameters or status data of the BLS system are parsed, cleaned, compressed / decompressed, encrypted / decrypted, transmitted, and stored. Alternatively, data can be sent via TCP protocol. After receiving the data, the data management platform parses the messages according to the protocol and cleans the data (such as data standardization and outlier handling). After cleaning, the data is compressed using delta_rle_lzma, and secure data exchange is achieved through bidirectional SSL encryption during transmission. This process allows the operational status of the BLS system to be promptly sent to other terminals for research, monitoring, and improvement.

[0059] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the ship BLS automatic control method described in any of the preceding claims.

[0060] This invention also provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the ship BLS automatic control method described in any of the preceding claims.

[0061] Furthermore, when the processes described above in the embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0062] In this invention, unless otherwise explicitly specified and limited, the first feature being "on" or "under" the second feature can mean that the first feature and the second feature are in direct contact, or that the first feature and the second feature are in indirect contact through an intermediate medium.

[0063] Furthermore, "above," "on top of," and "above" the first feature in relation to the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "under," and "beneath" the first feature in relation to the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0064] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A ship BLS automatic control method, characterized in that, Includes the following steps: S1. Obtain the ship's speed and draft in the water; S2. Based on the above-water speed and the above-water depth, obtain the BLS energy saving level. The BLS energy saving level is used to determine the energy saving level maintained by the BLS system. The energy saving level is used to characterize the degree of energy saving that the ship needs to achieve by controlling the BLS system and its corresponding control parameters. The BLS energy saving level is preset based on experience. S3. Obtain the uniformity of light acquisition from bubbles at the bottom of the ship. The uniformity of light acquisition from bubbles refers to the distribution map or image of the light intensity formed after the light is refracted by the water flow containing bubbles near the bottom of the ship. Specifically, it includes the following steps: S301. Obtain bubble distribution parameters and light distribution parameters; S302. Determine the detection area based on the bubble distribution parameters and the light distribution parameters; S303. Obtain the uniformity of light acquisition from bubbles based on the detection area and the light distribution parameters. S4. Generate BLS control instructions based on the bubble light acquisition uniformity and the BLS energy-saving level, specifically including the following steps: S401. Obtain a BLS control relationship table, which contains the correspondence between the bubble light acquisition uniformity, the BLS energy-saving level, and the BLS control instructions; S402. Obtain the corresponding BLS control instructions based on the bubble light acquisition uniformity and the BLS energy-saving level through querying or interpolation calculation. S5. Control the ship's BLS system according to the BLS control commands.

2. The ship BLS automatic control method according to claim 1, characterized in that, Step S2 specifically includes the following steps: S201. Obtain the ship's speed over water; S202. When the water speed is stable, obtain the draft. S203. Obtain the BLS energy-saving level based on the above-water speed and the above-water draft.

3. A shipboard BLS automatic control system, characterized in that, include: Ship parameter acquisition device, air compressor, air supply device, flow control device, bubble generator, light emitting device, light acquisition device and controller; The ship parameter acquisition device is installed at the bottom of the ship and is used to obtain the ship's speed in the water and draft. The air compressor is used to generate high-pressure air, and the air compressor is connected to the air delivery device; The air supply device is connected to the flow control device, and the flow control device is connected to the bubble generator, which is used to generate bubbles; The light emitting device is used to emit detection light, and the light collecting device is used to collect the intensity and distribution of the detection light after refraction by the water at the bottom of the ship; The ship parameter acquisition device, the air compressor, the air supply device, the flow control device, the bubble generator, the light emitting device, and the light acquisition device are all electrically connected to the controller, which is used to run the ship BLS automatic control method as described in claim 1 or 2.

4. The shipboard BLS automatic control system according to claim 3, characterized in that, The light emitting device and the light collecting device are respectively located on the bottom edge of the ship, excluding the stern, and the light emitting device and the light collecting device are arranged in a one-to-one correspondence.

5. The shipboard BLS automatic control system according to claim 3, characterized in that, The flow control device is an electrically operated throttle valve.

6. The shipboard BLS automatic control system according to claim 3, characterized in that, Also includes: A data return module is electrically connected to the controller.

7. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the ship BLS automatic control method as described in claim 1 or 2.

8. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the ship BLS automatic control method as described in claim 1 or 2.

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