Ship fuel oil conveying method, control system, storage medium and program product

Abstract

The invention discloses a ship fuel oil conveying method, a control system, a storage medium and a program product, and relates to the field of fuel oil conveying. Inputting the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the load capacity into a basic fuel consumption calculation formula to obtain the initial fuel consumption of the ship; determining an environment correction coefficient according to weather and sea condition data of the environment where the ship is located; based on the designed navigational speed, the actual navigational speed, the environment correction coefficient and the initial fuel consumption, obtaining corrected final fuel consumption; under the condition that the final fuel consumption amount is larger than the current fuel amount, the fuel demand amount of the ship is determined; and when the current fuel quantity is smaller than the preset capacity threshold value, the fuel storage tank is controlled to convey the fuel of the fuel demanded quantity into the fuel cabin. By means of the method, fine management of ship fuel oil conveying can be achieved.

Description

Technical Field

[0001] The present application relates to the field of fuel transportation, and in particular to a ship fuel transportation method, control system, storage medium and program product. Background Art

[0002] In the modern shipping and logistics industry, ship fuel transportation is a key link to ensure that ships can smoothly carry out ocean voyages and ensure the continuous energy supply of the ship's power system.

[0003] In relevant ship fuel delivery technology, the control system determines the predicted fuel consumption of the ship during actual navigation. When it detects that the amount of fuel in the ship's fuel tank is less than the predicted fuel consumption, it starts the automatic fuel replenishment operation to prevent the normal operation of the ship from being affected by insufficient fuel.

[0004] However, the relevant ship fuel delivery technical control systems often find it difficult to accurately take into account the real-time impact of complex sea conditions encountered during actual navigation, such as wind speed, wind direction, wave height and wave frequency. These factors will significantly affect fuel consumption efficiency, resulting in a large deviation between actual fuel consumption and predicted fuel consumption. Summary of the invention

[0005] The present application provides a ship fuel transportation method, a control system, a storage medium and a program product for realizing refined management of ship fuel transportation.

[0006] In a first aspect, the present application provides a ship fuel delivery method, which is applied to a control system, and the method includes: obtaining ship data and route information, the ship data including the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the deadweight, the designed speed and the current fuel amount in the fuel tank, and the route information including the sailing time and the actual sailing speed; inputting the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight into a basic fuel consumption calculation formula to obtain the initial fuel consumption of the ship; determining the environmental correction factor according to the weather and sea condition data of the ship's environment, the weather and sea condition data including the wind speed, wind direction, wave height and wave frequency, the wave height refers to the vertical distance from the trough to the crest of the wave in the past preset time period, which is used to indicate the wave intensity, and the wave frequency refers to the number of waves in the past preset time period; based on the design speed, the actual speed, the environmental correction factor and the initial fuel consumption, a corrected final fuel consumption is obtained; when the final fuel consumption is greater than the current fuel amount, the fuel demand of the ship is determined; when the current fuel amount is less than a preset capacity threshold, the oil storage tank is controlled to transport the fuel of the fuel demand to the fuel tank, the fuel tank is used to store and supply fuel used by the ship, and the oil storage tank is used to store spare fuel.

[0007] By adopting the above technical solution, first, the control system determines the initial fuel consumption of the ship based on the main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power and load, and then determines the final fuel consumption of the ship based on the weather and sea conditions data and actual speed encountered during actual navigation. This precise prediction makes fuel replenishment more timely and accurate, avoiding the problem of insufficient or excessive fuel replenishment. At the same time, by setting a preset capacity threshold, timely replenishment is ensured when the fuel level is low, which improves the safety and efficiency of ship operation, not only optimizes the fuel delivery method, but also reduces operating costs, reduces unnecessary fuel waste, and improves the economy and environmental protection of ship navigation.

[0008] In combination with some embodiments of the first aspect, in some embodiments, the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight are input into a basic fuel consumption calculation formula to obtain the initial fuel consumption of the ship, specifically including: according to the ship type, determining the load influence factor in a preset load-coefficient correspondence table; inputting the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time, the load influence factor and the deadweight into a basic fuel consumption calculation formula to obtain the initial fuel consumption, and the basic fuel consumption calculation formula is: FC_initial=(SFOC_main*P_main+SFOC_aux*P_aux)*T+k*DWT, wherein FC_initial represents the initial fuel consumption, SFOC_main represents the main engine fuel consumption rate, P_main represents the main engine power, SFOC_aux represents the auxiliary engine fuel consumption rate, P_aux represents the auxiliary engine power, T represents the sailing time, k represents the load influence factor, and DWT represents the deadweight.

[0009] By adopting the above technical solution, the load influence factor is introduced when calculating the initial fuel consumption, which can more accurately reflect the impact of load on fuel consumption, making the fuel consumption prediction more accurate. The control system inputs the main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time, load influence factor and load into the basic fuel consumption calculation formula, making the initial fuel consumption calculation result more comprehensive and accurate. This refined calculation method not only improves the accuracy of fuel consumption prediction, but also provides more reliable data support for ship operations, helps to optimize route planning and fuel supply strategies, thereby improving the economic benefits and environmental friendliness of ship operations.

[0010] In combination with some embodiments of the first aspect, in some embodiments, the environmental correction coefficient is determined according to the weather and sea condition data of the environment in which the ship is located, and the weather and sea condition data include wind speed, wind direction, wave height and wave frequency. The wave height refers to the vertical distance from the trough to the crest of the wave in the past preset time period, which is used to indicate the wave intensity. The wave frequency refers to the number of waves in the past preset time period. Specifically, the environmental correction coefficient is obtained by inputting the wind speed, the wind direction, the wave height and the wave frequency into the environmental correction coefficient calculation formula. The environmental correction coefficient calculation formula is: EC=1+Kw*Fw(WS, WD)+Kh*Fh( WH)+Kf*Ff(WF) where EC represents the environmental correction coefficient, Kw represents the wind weight coefficient, Fw(WS, WD) represents the wind influence function, Kh represents the wave height weight coefficient, Fh(WH) represents the wave height influence function, Kf represents the wave frequency weight coefficient, Ff(WF) represents the wave frequency influence function, Kw+Kh+Kf=1, WS represents the wind speed, WD represents the wind direction, WH represents the wave height, WF represents the wave frequency, Fw(WS, WD)=α*WS*cos(WD-HD), α represents the wind correction coefficient, HD represents the ship heading, Fh(WH)=β*WH 2 , β represents the wave height correction coefficient, Ff(WF)=Υ*|WF-WF_0|, Υ represents the wave frequency correction coefficient, and WF_0 represents the natural frequency of the ship.

[0011] By adopting the above technical solution, a complex environmental correction coefficient calculation formula is introduced, which greatly improves the accuracy of fuel consumption prediction. The environmental correction coefficient calculation formula takes into account multiple environmental factors such as wind speed, wind direction, wave height and wave frequency, and assigns a weight coefficient to each environmental factor, reflecting the different degrees of influence of each environmental factor on fuel consumption. The wind force influence function takes into account the relationship between wind speed and wind direction and the ship's heading, the wave height influence function reflects the influence of wave intensity on ship resistance, and the wave frequency influence function takes into account the resonance effect of wave frequency and the ship's natural frequency. This comprehensive and detailed consideration of environmental factors enables fuel consumption prediction to better adapt to complex and changeable weather and sea conditions. In this way, ships can adjust navigation strategies and fuel management according to real-time weather and sea conditions, which not only improves navigation safety, but also optimizes fuel use efficiency and reduces unnecessary fuel waste, thereby reducing operating costs and reducing environmental pollution.

[0012] In combination with some embodiments of the first aspect, in some embodiments, the corrected final fuel consumption is obtained based on the design speed, the actual speed, the environmental correction coefficient and the initial fuel consumption, specifically including: inputting the design speed, the actual speed, the environmental correction coefficient and the initial fuel consumption into a final fuel consumption calculation formula to obtain the final fuel consumption, and the final fuel consumption calculation formula is: FC_final=FC_initial*(V_actual / V_design) 3 *EC: FC_final represents the final fuel consumption, V_actual represents the actual speed, V_design represents the design speed, and EC represents the environmental correction factor.

[0013] By adopting the above technical solution, the final fuel consumption calculation formula is introduced, which further improves the accuracy and practicality of fuel consumption prediction. The final fuel consumption calculation formula takes into account the ratio of actual speed to design speed, and uses its cube as the speed correction factor, reflecting the significant nonlinear effect of speed change on fuel consumption. At the same time, by introducing the environmental correction factor, the final fuel consumption calculation formula can fully consider the comprehensive impact of various weather and sea conditions on fuel consumption. This calculation method can not only accurately predict fuel consumption under different speeds and weather and sea conditions, but also provide ship operators with a powerful tool to help them make optimal speed decisions under different circumstances, so that they can better plan voyages and arrange fuel supply, and avoid the risk of insufficient or excessive fuel supply.

[0014] In combination with some embodiments of the first aspect, in some embodiments, when the current fuel amount is less than a preset capacity threshold, the oil storage tank is controlled to deliver the required amount of fuel to the fuel tank, the fuel tank is used to store and supply fuel for ship use, and the oil storage tank is used to store spare fuel. After the step, the method further includes: monitoring the fuel amount in the fuel tank; when the fuel amount in the fuel tank reaches a preset capacity upper limit, stopping delivering fuel from the oil storage tank to the fuel tank.

[0015] By adopting the above technical solutions, a real-time monitoring and automatic control mechanism for the fuel quantity in the fuel tank is introduced, which greatly improves the accuracy and safety of ship fuel delivery. By continuously monitoring the fuel quantity in the fuel tank, the control system can grasp the fuel reserve situation in real time and ensure the continuity and stability of fuel supply. When the fuel quantity in the fuel tank reaches the preset capacity upper limit, the control system will automatically stop fuel delivery, effectively preventing fuel overflow and waste. This intelligent fuel delivery method not only optimizes the fuel supply process, but also minimizes the risk of human operating errors, and can effectively prevent the potential safety hazards caused by overfilling of fuel, such as ship stability problems and environmental pollution risks.

[0016] In combination with some embodiments of the first aspect, in some embodiments, when the current fuel amount is less than a preset capacity threshold, the fuel storage tank is controlled to deliver the required amount of fuel to the fuel tank, the fuel tank is used to store and supply fuel for the ship, and before the step of the fuel storage tank being used to store spare fuel, the method also includes: determining the sea area where the ship is located according to the current position of the ship; determining the target fuel specification allowed for use in the sea area where the ship is located from a preset sea area-fuel specification correspondence table; and switching the fuel specification in the fuel storage tank to the target fuel specification.

[0017] By adopting the above technical solutions, an automatic adjustment mechanism for fuel specifications based on geographical location is introduced, which significantly improves the intelligence level and compliance of ship fuel delivery. This intelligent fuel specification management method ensures that ships can use fuel that meets local environmental protection requirements in different sea areas, effectively avoiding the risks that may be faced due to improper use of fuel. At the same time, this method also simplifies the crew's workflow and reduces the possibility of human error. By automatically switching fuel specifications, ships can seamlessly switch between different sea areas, ensuring the continuity and efficiency of navigation.

[0018] In combination with some embodiments of the first aspect, in some embodiments, when the current fuel amount is less than a preset capacity threshold, the oil storage tank is controlled to deliver the required amount of fuel to the fuel tank, the fuel tank is used to store and supply fuel for the ship, and before the step of the oil storage tank being used to store spare fuel, the method also includes: when leakage is detected during the process of delivering fuel from the oil storage tank to the fuel tank, locating the leakage point; and sending the leakage point location to an administrator.

[0019] By adopting the above technical solutions, a fuel leak detection and positioning mechanism is introduced, which greatly improves the safety and environmental friendliness of the ship's fuel delivery method. The control system can monitor the fuel delivery process from the storage tank to the fuel tank in real time. Once a leak is detected, the leak point is immediately located and quickly transmitted to the administrator. This rapid response mechanism can significantly reduce the risk and impact of fuel leaks, minimize fuel losses, and reduce economic losses. By timely discovering and locating the leak point, countermeasures can be taken quickly to prevent the leak from expanding and reduce the threat to the safety of ship equipment and personnel.

[0020] In a second aspect, an embodiment of the present application provides a control system, comprising: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to enable the control system to execute the method described in the first aspect and any possible implementation method of the first aspect.

[0021] In a third aspect, an embodiment of the present application provides a computer program product comprising instructions, which, when the computer program product is run on a control system, enables the control system to execute the method described in the first aspect and any possible implementation of the first aspect.

[0022] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, comprising instructions, which, when executed on a control system, enable the control system to execute the method described in the first aspect and any possible implementation of the first aspect.

[0023] It is understandable that the control system provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the method provided in the embodiment of the present application. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method, which will not be repeated here.

[0024] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. Due to the adoption of an accurate fuel consumption prediction method based on multi-dimensional data, the fuel demand of ships during actual navigation can be estimated more accurately, effectively solving the problem of inaccurate fuel consumption prediction in related technologies, and thus realizing refined and intelligent management of ship fuel transportation.

[0025] 2. Due to the adoption of an automatic fuel specification adjustment mechanism based on geographic location, it can ensure that ships always use fuel that meets local environmental protection requirements in different sea areas, effectively solving the problem of complex and error-prone fuel specification management in related technologies, and thus achieving compliance and automated management of ship fuel use.

[0026] 3. Due to the use of a real-time fuel leak detection and positioning system, it is possible to quickly discover and accurately locate leakage problems during fuel transportation, effectively solving the problem of fuel leaks being difficult to detect and locate in a timely manner in related technologies, thereby realizing the intelligent and environmentally friendly safe transportation of ship fuel. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a flow chart of a method for transporting fuel oil for a ship in an embodiment of the present application; Figure 2 is another flow chart of the ship fuel transportation method in the embodiment of the present application; Figure 3 It is a schematic diagram of the structure of a physical device of the control system in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The terms used in the following embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to be used as limitations to the present application. As used in the specification of the present application, the singular expressions "one", "a kind of", "above", "the" and "this" are intended to also include plural expressions, unless there is a clear indication to the contrary in the context. It should also be understood that the term "and / or" used in the present application refers to any or all possible combinations comprising one or more of the listed items.

[0029] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features, and in the description of the embodiments of the present application, unless otherwise specified, "plurality" means two or more.

[0030] The following is a description of the process of the method provided by this implementation. Figure 1 , is a flow chart of a ship fuel transportation method in an embodiment of the present application.

[0031] S101, obtaining ship data and route information, wherein the ship data includes main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, deadweight, design speed and current fuel quantity in the fuel tank, and the route information includes sailing time and actual speed; Among them, ship data refers to various parameters related to ship performance and ship status. Main engine fuel consumption rate refers to the amount of fuel consumed by the main engine per unit time. Main engine power refers to the output power of the main engine. Auxiliary engine fuel consumption rate refers to the amount of fuel consumed by the auxiliary engine per unit time. Auxiliary engine power refers to the output power of the auxiliary engine. Deadweight is used to indicate the weight of cargo currently carried by the ship. Design speed refers to the expected sailing speed of the ship under normal conditions. The current fuel volume in the fuel tank refers to the amount of fuel currently stored in the fuel storage tank of the ship. Route information is used to describe the specific situation of the ship's navigation. Sailing time refers to the estimated time from the departure of the ship to the arrival at the destination. Actual speed refers to the speed of the ship in actual navigation.

[0032] Specifically, the control system collects ship data through various sensors on the ship, including obtaining the main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate and auxiliary engine power from the main engine and auxiliary engine monitoring systems, obtaining the design speed information from the ship control system, obtaining the deadweight from the ship weight sensor, and obtaining the current fuel quantity from the fuel tank level sensor. At the same time, the control system obtains route information from the navigation planning system, including the estimated sailing time and the actual speed calculated based on GPS data. The control system integrates and preliminarily processes this data to prepare for subsequent fuel consumption predictions.

[0033] S102, inputting the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight into a basic fuel consumption calculation formula to obtain an initial fuel consumption of the ship; The basic fuel consumption calculation formula refers to the mathematical model used to calculate the initial fuel consumption of a ship. The initial fuel consumption represents the amount of fuel that a ship is expected to consume under given conditions without considering the impact of environmental factors and actual speed. The main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time and deadweight are all key input parameters for the basic fuel consumption calculation, which are used to reflect the basic operating status and efficiency of the ship.

[0034] After obtaining the necessary ship data and route information, the control system begins to perform preliminary fuel consumption calculations. Specifically, first, the control system determines the load influence factor from the preset load-coefficient correspondence table based on the ship type. This load influence factor reflects the fuel consumption characteristics of different types of ships under different load conditions. Then, the control system substitutes the main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time, load influence factor and load into the pre-set basic fuel consumption calculation formula to obtain the ship's initial fuel consumption.

[0035] The control system can also input the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight into a basic fuel consumption calculation model, and the basic fuel consumption calculation model outputs the initial fuel consumption of the ship.

[0036] The steps to build a basic fuel consumption calculation model based on deep learning are as follows: First, the control system collects the ship's main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time, deadweight and corresponding basic fuel consumption. The basic fuel consumption can be obtained according to the fuel tank level sensor, which is not limited here. The control system stores the ship's main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time, deadweight and corresponding basic fuel consumption in the data set D, and the format of each data is (main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time, deadweight, basic fuel consumption). Among them, the main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time, and deadweight are the input features of model training, and the basic fuel consumption is the output feature of model training.

[0037] Secondly, the control system performs data preprocessing on the data set D and deletes the missing data and abnormal data in the data set D.

[0038] Then, the control system constructs a LSTM-based recurrent neural network, which includes an input layer, two LSTM hidden layers, a fully connected layer, and an output layer. The input layer inputs the main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, sailing time, and load. The number of hidden layer nodes is set to 64, and the number of fully connected layer nodes is set to 32. The output layer outputs the basic fuel consumption.

[0039] Next, the control system uses the Adam optimizer, the learning rate is set to 0.001, and the training batch size is 32. It can also be set according to the actual situation and is not limited here. 80% of the historical data is divided into a training set and 20% is divided into a validation set. 100 epochs are trained and the model with the highest accuracy of the validation set is saved. It can also be set according to the actual situation and is not limited here. Epoch is the process in which the training data set passes through the neural network once. In machine learning and deep learning, epoch is a unit used to measure the number of times the entire training set is repeatedly learned. Specifically, when the neural network completes a forward calculation and back propagation process, that is, all data has been processed by the network once, an epoch is completed. The control system uses binary cross entropy as the loss function and Early Stopping to prevent overfitting. When the value of the loss function exceeds the preset function threshold, the model training is determined to be completed and the basic fuel consumption calculation model is obtained. Early Stopping is a technology in deep learning and machine learning to prevent model overfitting. It determines when to stop training by monitoring the performance of the model on the validation set.

[0040] Finally, the control system inputs the input features in the validation set into the basic fuel consumption calculation model, and then obtains the predicted output of the basic fuel consumption calculation model. The predicted output of the basic fuel consumption calculation model is compared with the actual output features in the validation set, and some performance indicators such as accuracy, precision, recall, F1 score, mean square error (MSE), etc. are used to evaluate the performance of the basic fuel consumption calculation model. According to the performance of the basic fuel consumption calculation model on the validation set, the parameters of the basic fuel consumption calculation model are adjusted, including adjusting the learning rate, changing the model complexity (such as increasing or decreasing the number of layers or nodes of the neural network), modifying the regularization strength, etc. This process may require multiple iterations, each adjustment based on the previous learning results to optimize the basic fuel consumption calculation model.

[0041] Optionally, in general, the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight are input into the basic fuel consumption calculation formula to obtain the initial fuel consumption of the ship, which can be achieved in the following way: according to the type of ship, the load influence factor is determined in the preset load-coefficient correspondence table; the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time, the load influence factor and the deadweight are input into the basic fuel consumption calculation formula to obtain the initial fuel consumption, and the basic fuel consumption calculation formula is: FC_initial=(SFOC_main*P_main+SFOC_aux*P_aux)*T+k*DWT Among them, FC_initial represents the initial fuel consumption, SFOC_main represents the main engine fuel consumption rate, P_main represents the main engine power, SFOC_aux represents the auxiliary engine fuel consumption rate, P_aux represents the auxiliary engine power, T represents the voyage time, k represents the load influence factor, and DWT represents the load.

[0042] S103, determining an environmental correction coefficient according to weather and sea condition data of the vessel's environment, wherein the weather and sea condition data include wind speed, wind direction, wave height, and wave frequency, wherein the wave height refers to the vertical distance from the trough to the crest of the wave within a preset time period in the past, and is used to indicate the wave intensity, and the wave frequency refers to the number of waves within a preset time period in the past; Among them, weather and sea condition data refers to various meteorological parameters and ocean parameters that describe the navigation environment of the ship. Wind speed indicates how fast the air flows. Wind direction refers to the direction from which the wind comes. Wave height refers to the vertical distance from the trough to the crest of the wave in the past preset time, which is used to indicate the wave intensity. Wave frequency refers to the number of waves in the past preset time, which is used to describe the frequency of sea surface fluctuations. Environmental correction factor refers to the factor used to adjust the initial fuel consumption to adapt to actual environmental conditions. Past preset time refers to the fixed time in the past used for observing and statistical sea condition data.

[0043] After calculating the initial fuel consumption, the control system needs to consider the impact of the actual navigation environment on fuel consumption. Specifically, first, the control system obtains real-time weather and sea condition data from the ship's meteorological equipment and sea condition monitoring system, including wind speed, wind direction, wave height and wave frequency. For wave height, the control system will count the maximum wave height observed in the past preset time (such as 1 hour). For wave frequency, the control system will calculate the number of times waves appeared in the same period in the past. Then, the control system inputs this data into the pre-set environmental impact model. Through this calculation, the control system obtains the environmental correction factor that reflects the impact of current weather and sea conditions on fuel consumption.

[0044] Optionally, in general, according to the weather and sea conditions data of the vessel's environment, the environmental correction coefficient can be determined in the following manner: the wind speed, the wind direction, the wave height and the wave frequency are input into the environmental correction coefficient calculation formula to obtain the environmental correction coefficient, and the environmental correction coefficient calculation formula is: EC=1+Kw*Fw(WS,WD)+Kh*Fh(WH)+Kf*Ff(WF) Wherein, EC represents the environmental correction coefficient, Kw represents the wind weight coefficient, Fw(WS, WD) represents the wind influence function, Kh represents the wave height weight coefficient, Fh(WH) represents the wave height influence function, Kf represents the wave frequency weight coefficient, Ff(WF) represents the wave frequency influence function, Kw+Kh+Kf=1, WS represents the wind speed, WD represents the wind direction, WH represents the wave height, WF represents the wave frequency, Fw(WS, WD)=α*WS*cos(WD-HD), α represents the wind correction coefficient, HD represents the ship heading, Fh(WH)=β*, β represents the wave height correction coefficient, Ff(WF)=Υ*, γ represents the wave frequency correction coefficient, and represents the natural frequency of the ship.

[0045] S104, obtaining a corrected final fuel consumption based on the designed speed, the actual speed, the environmental correction factor and the initial fuel consumption; After obtaining the initial fuel consumption and the environmental correction factor, the control system needs to further consider the speed factor to obtain a more accurate fuel consumption forecast. Specifically, first, the control system calculates the ratio of the actual speed to the design speed. This ratio reflects the difference between the actual operating state of the ship and the ideal state. Then, the control system uses a preset speed influence function to evaluate the impact of this difference on fuel consumption and obtains the speed influence factor. Next, the control system multiplies this function influence factor by the environmental correction factor to obtain a comprehensive correction factor. Finally, the control system multiplies the initial fuel consumption by this comprehensive correction factor to obtain the final fuel consumption, where the final fuel consumption is used to represent the fuel consumption forecast value that is closer to the actual situation after correction by multiple factors.

[0046] Optionally, in general, based on the design speed, the actual speed, the environmental correction factor and the initial fuel consumption, obtaining the corrected final fuel consumption can be achieved in the following manner: The design speed, the actual speed, the environmental correction factor and the initial fuel consumption are input into the final fuel consumption calculation formula to obtain the final fuel consumption. The final fuel consumption calculation formula is: FC_final=FC_initial*(V_actual / V_design)3 *EC Among them, FC_final represents the final fuel consumption, V_actual represents the actual speed, V_design represents the design speed, and EC represents the environmental correction coefficient.

[0047] S105. If the final fuel consumption is greater than the current fuel quantity, determine the fuel demand of the ship; wherein the fuel demand is the amount of fuel required to complete the scheduled voyage. If the final fuel consumption is greater than the current fuel quantity, it means that the current fuel quantity is insufficient to support the completion of the scheduled voyage and fuel needs to be delivered.

[0048] After obtaining the final fuel consumption forecast, the control system needs to evaluate whether the current fuel quantity is sufficient. Specifically, first, the control system compares the final fuel consumption with the current fuel quantity. If the final fuel consumption is greater than the current fuel quantity, it means that the existing fuel is not enough to support the scheduled voyage and fuel replenishment is required. In this case, the control system will calculate the fuel demand, and the calculation formula is: Fuel demand = final fuel consumption - current fuel quantity + safety margin. The safety margin here is a preset value, usually set to 10%-20% of the final fuel consumption, to deal with possible emergencies or prediction errors. For example, if the final fuel consumption is 150 tons, the current fuel quantity is 100 tons, and the safety margin is set to 15%, the fuel demand is: 150-100+(150*15%)=72.5 tons. The control system will record this fuel demand in preparation for subsequent fuel replenishment operations.

[0049] S106. When the current fuel quantity is less than a preset capacity threshold, control the fuel storage tank to deliver the required fuel quantity to the fuel tank, the fuel tank is used to store and supply fuel for the ship, and the fuel storage tank is used to store spare fuel.

[0050] The current fuel quantity refers to the actual amount of fuel currently stored in the fuel tank. The preset capacity threshold refers to the preset minimum safe storage level of the fuel tank. The fuel tank refers to the spare tank used to store extra fuel. The fuel tank is used to store fuel for daily use of the ship. The transfer operation refers to the process of moving fuel from one location to another.

[0051] After determining that fuel needs to be transferred, the control system will further determine whether the fuel transfer operation needs to be performed immediately. Specifically, first, the control system compares the current fuel quantity with the preset capacity threshold. This preset capacity threshold is usually set to 20%-30% of the total capacity of the fuel tank to ensure that the ship always has sufficient fuel reserves. If the current fuel quantity is lower than this preset capacity threshold, the control system will start the fuel transfer procedure. First, the control system will check whether the fuel in the storage tank is sufficient to meet the fuel demand. If not, it will issue an alarm to notify the crew that they need to refuel at the next port. Assuming that there is enough fuel in the storage tank, the control system will transfer fuel: 1) turn on the transfer pump between the storage tank and the fuel tank; 2) control the running time of the transfer pump to ensure that the amount of fuel transferred is equal to the previously calculated fuel demand. For example, if the fuel demand is 72.5 tons and the flow rate of the transfer pump is 10 tons / hour, the control system will control the pump to run for 7 hours and 15 minutes. During the transfer process, the control system will continuously monitor the liquid level in the fuel tank and automatically stop the transfer once the predetermined amount is reached.

[0052] By adopting the above technical solution, first, the control system determines the initial fuel consumption of the ship based on the main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power and load, and then determines the final fuel consumption of the ship based on the weather and sea conditions data and actual speed encountered during actual navigation. This precise prediction makes fuel replenishment more timely and accurate, avoiding the problem of insufficient or excessive fuel replenishment. At the same time, by setting a preset capacity threshold, timely replenishment is ensured when the fuel level is low, which improves the safety and efficiency of ship operation, not only optimizes the fuel delivery method, but also reduces operating costs, reduces unnecessary fuel waste, and improves the economy and environmental protection of ship navigation.

[0053] The following is a more detailed description of the process of the method provided by this implementation. Figure 2 , is another flow chart of the ship fuel transportation method in an embodiment of the present application.

[0054] S201, obtaining ship data and route information, wherein the ship data includes main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, deadweight, design speed and current fuel quantity in the fuel tank, and the route information includes sailing time and actual speed; For details, please refer to step S101, which will not be described in detail here.

[0055] S202, inputting the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight into a basic fuel consumption calculation formula to obtain an initial fuel consumption of the ship; For details, please refer to step S102, which will not be described in detail here.

[0056] S203, determining an environmental correction factor according to weather and sea condition data of the vessel's environment, wherein the weather and sea condition data include wind speed, wind direction, wave height, and wave frequency, wherein the wave height refers to the vertical distance from the trough to the crest of the wave within a preset time period in the past, and is used to indicate the wave intensity, and the wave frequency refers to the number of waves within a preset time period in the past; For details, please refer to step S103, which will not be described in detail here.

[0057] S204, obtaining a corrected final fuel consumption based on the designed speed, the actual speed, the environmental correction factor and the initial fuel consumption; For details, please refer to step S104, which will not be described in detail here.

[0058] S205. When the final fuel consumption is greater than the current fuel consumption, determine the fuel demand of the ship. For details, refer to step S105, which will not be described in detail here.

[0059] S206, determining the sea area where the ship is located according to the current position of the ship; The current position of the ship refers to the specific latitude and longitude coordinates of the ship on the surface of the earth. The sea area refers to the ocean area where the ship is currently sailing, which may include different types of waters such as the high seas, exclusive economic zones, and territorial waters.

[0060] During the navigation process of the ship, the control system needs to monitor the current position of the ship in real time and determine the sea area where the ship is located in order to comply with the relevant regulations of different sea areas. Specifically, first, the control system obtains the current latitude and longitude coordinates, that is, the current position of the ship, from the global positioning system (GPS) or other navigation equipment of the ship. Then, the control system compares the current position of the ship with the pre-stored sea area boundary data. These sea area boundary data usually include information such as territorial waters, exclusive economic zones, and emission control areas (ECAs) of various countries. For example, if the coordinates of the ship are 40 degrees north latitude and 120 degrees east longitude, the control system may determine that the ship is in the East China Sea. After determining the sea area where the ship is located, the control system will record this information in the log and may trigger other related operations, such as adjusting the speed and preparing to switch fuel. If the ship is approaching the boundary of different sea areas, the control system may issue an alarm in advance to remind the crew to make corresponding preparations.

[0061] S207, determining the target fuel specification allowed to be used in the sea area where the ship is located from a preset sea area-fuel specification correspondence table; The preset sea area-fuel specification correspondence table refers to a pre-established reference list of different sea areas and the corresponding fuel types allowed for use. The fuel specification indicates the characteristics and quality standards of the fuel, such as sulfur content, viscosity, etc. The target fuel specification refers to the type of fuel that meets the requirements and should be used by ships in a specific sea area.

[0062] After determining the sea area where the ship is located, the control system needs to immediately find the type of fuel allowed for use in the sea area where the ship is located to ensure compliance with relevant environmental regulations. Specifically, first, the control system accesses the sea area-fuel specification correspondence table. This sea area-fuel specification correspondence table usually contains multiple columns, such as the sea area name, the maximum sulfur content allowed, other fuel characteristics requirements, etc. The control system uses the previously determined sea area where the ship is located as a query keyword to find a match in the sea area-fuel specification correspondence table. If a sea area has multiple allowed fuel specifications, the control system may select the specification with the lowest sulfur content as the target fuel specification to ensure that the most stringent requirements are met. After determining the target fuel specification, the control system will record this information and prepare for the next fuel switch.

[0063] S208, switching the fuel specification in the fuel tank to the target fuel specification; Among them, the fuel tank refers to the container used to store ship fuel. Fuel specification switching refers to the process of changing from one type of fuel to another. The target fuel specification refers to the type of fuel that meets the requirements that ships should use in a specific sea area.

[0064] After determining the target fuel specification, the control system needs to perform the fuel switching operation in a timely manner to ensure compliance. Specifically, first, the control system checks whether there is enough fuel of the target fuel specification in the fuel tank. If so, the control system will start the fuel switching procedure, which usually includes the following steps: 1) Close the fuel supply valve currently in use; 2) Open the supply valve of the fuel of the target fuel specification; 3) Start the fuel circulation pump to discharge the old fuel in the pipeline and replace it with new fuel; 4) Adjust the temperature setting of the fuel heater, because different specifications of fuel may require different preheating temperatures; 5) Gradually increase the proportion of new fuel, usually this process will last 1-2 hours to ensure smooth operation of the engine. During the entire switching process, the control system will closely monitor the operating parameters of the engine, such as temperature, pressure, etc., to ensure that the switching process does not affect the normal operation of the ship. If an abnormality is found, the control system will immediately issue an alarm. After the switching is completed, the control system will record information such as the time, location, and specifications of the old and new fuels.

[0065] S209: When the current fuel quantity is less than a preset capacity threshold, control the fuel storage tank to deliver the required fuel quantity to the fuel tank, the fuel tank is used to store and supply fuel for the ship, and the fuel storage tank is used to store spare fuel.

[0066] For details, please refer to step S106, which will not be described in detail here.

[0067] S210, monitoring the fuel quantity in the fuel tank; The control system needs to know the fuel quantity in the fuel tank in real time during the fuel delivery process to ensure safe and efficient fuel delivery. Specifically, the control system continuously obtains fuel quantity data through the liquid level sensor connected to the fuel tank. These liquid level sensors may include float level gauges, ultrasonic level gauges or radar level gauges. The control system reads the sensor data at regular intervals (such as every 5 seconds) and converts the sensor data into actual fuel volume or weight. For example, if the capacity of the fuel tank is 1,000 cubic meters and the current liquid level is 75%, the control system will calculate that the current fuel quantity is 750 cubic meters.

[0068] S211, when the fuel volume in the fuel tank reaches a preset upper capacity limit, stop delivering fuel from the fuel storage tank to the fuel tank; The preset upper capacity limit refers to the maximum amount of fuel that can be safely stored in the fuel tank, which is usually slightly lower than the actual physical capacity of the fuel tank. Fuel transfer refers to the process of transferring fuel from the storage tank to the fuel tank. Stopping operation refers to terminating the fuel transfer process.

[0069] When the control system detects that the fuel volume in the fuel tank is close to the preset capacity upper limit, it needs to stop the fuel delivery in time to prevent overflow. Specifically, the control system will compare the currently monitored fuel volume with the preset capacity upper limit in real time. The preset capacity upper limit is usually set to 95%-98% of the actual capacity of the fuel tank to leave a certain safety margin. For example, if the capacity of the fuel tank is 1,000 cubic meters, the preset capacity upper limit may be set to 980 cubic meters. When the control system detects that the fuel volume reaches or exceeds 980 cubic meters, it will immediately perform the following operations: 1) Turn off the transfer pump connecting the fuel storage tank and the fuel tank; 2) Close the valves on the relevant pipelines; 3) Stop all equipment related to fuel delivery. At the same time, the control system will sound an alarm to notify the crew that the fuel tank has reached the upper limit.

[0070] S212. When leakage is detected during the process of transferring fuel from the fuel storage tank to the fuel tank, locate the leakage point; wherein leakage refers to the phenomenon that fuel accidentally flows out of the pipeline or equipment during the transfer process. The positioning operation refers to determining the specific location where the leakage occurs. The leakage point location refers to the exact location where the fuel leakage occurs.

[0071] The control system needs to continuously monitor the integrity of pipelines and equipment during the fuel delivery process and respond quickly once a leak occurs. Specifically, the control system detects leaks in a variety of ways, including: 1) pressure sensors monitor changes in pipeline pressure; 2) flow meters compare input and output flow differences; 3) oil and gas detectors detect fuel vapor in the air. When any abnormality is detected, the control system immediately starts the leak location procedure. First, the control system closes the valves of the relevant pipelines to minimize the amount of leakage. Then, the control system analyzes the data of each sensor and infers the approximate location of the leak through pressure gradients, flow changes, or oil and gas concentration distribution. For example, if the pressure sensor in a certain section of the pipeline shows a sharp drop in pressure, while the downstream pressure sensor shows normal pressure, the leak is likely to be located between the two sensors. For larger leaks, the control system may activate the camera system on the ship for visual confirmation. After determining the approximate location of the leak, the control system calculates the specific coordinates or area description of the leak, such as "the second flange joint of the No. 3 pipeline in the boiler room."

[0072] S213: Send the location of the leakage point to the administrator.

[0073] After the control system determines the location of the leak point, it needs to promptly convey this important information to the administrator so that further countermeasures can be taken. Specifically, the control system can establish a communication connection with the administrator and send the location of the leak point to the administrator. Other sending methods are not limited here.

[0074] Due to the adoption of an accurate fuel consumption prediction method based on multi-dimensional data, the fuel demand of ships in actual navigation can be estimated more accurately, effectively solving the problem of inaccurate fuel consumption prediction in related technologies, and thus realizing the refined and intelligent management of ship fuel transportation. Due to the adoption of an automatic fuel specification adjustment mechanism based on geographic location, it can ensure that ships always use fuel that meets local environmental protection requirements in different sea areas, effectively solving the problem of complex and error-prone fuel specification management in related technologies, and thus realizing the compliance and automated management of ship fuel use. Due to the adoption of a real-time fuel leak detection and positioning system, it can quickly discover and accurately locate leakage problems during fuel transportation, effectively solving the problem of difficulty in timely detection and positioning of fuel leaks in related technologies, and thus realizing the intelligent and environmentally friendly safe transportation of ship fuel.

[0075] The following describes the control system in the embodiment of the present invention from the perspective of hardware processing. Figure 3 , which is a schematic diagram of the structure of a physical device of the control system in an embodiment of the present application.

[0076] It should be noted that Figure 3The structure of the control system shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0077] like Figure 3 As shown, the control system includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 302 or the program loaded from the storage part 308 to the random access memory (RAM) 303, such as executing the method described in the above embodiment. In RAM 303, various programs and data required for system operation are also stored. CPU 301, ROM 302 and RAM 303 are connected to each other through bus 304. Input / output (I / O) interface 305 is also connected to bus 304.

[0078] The following components are connected to the I / O interface 305: an input section 306 including an audio input device, a button switch, etc.; an output section 307 including a liquid crystal display (LCD) and an audio output device, an indicator light, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to the I / O interface 305 as needed. A removable medium 311, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 310 as needed so that a computer program read therefrom is installed into the storage section 308 as needed.

[0079] In particular, according to an embodiment of the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present invention includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication section 309, and / or installed from a removable medium 311. When the computer program is executed by a central processing unit (CPU) 301, various functions defined in the present invention are performed.

[0080] It should be noted that specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0081] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Each box in the flowchart or block diagram may represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of a code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box may also occur in an order different from that marked in the accompanying drawings.

[0082] Specifically, the control system of this embodiment includes a processor and a memory. The memory stores a computer program. When the computer program is executed by the processor, the ship fuel transportation method provided in the above embodiment is implemented.

[0083] As another aspect, the present invention further provides a computer-readable storage medium, which may be included in the control system described in the above embodiment; or may exist independently without being assembled into the control system. The above storage medium carries one or more computer programs, and when the above one or more computer programs are executed by a processor of the control system, the control system implements the ship fuel delivery method provided in the above embodiment.

[0084] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements 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 application.

[0085] As used in the above embodiments, the term "when..." may be interpreted to mean "if..." or "after..." or "in response to determining..." or "in response to detecting...", depending on the context. Similarly, the phrases "upon determining..." or "if (the stated condition or event) is detected" may be interpreted to mean "if determining..." or "in response to determining..." or "upon detecting (the stated condition or event)" or "in response to detecting (the stated condition or event)", depending on the context.

[0086] Those skilled in the art can understand that to implement all or part of the processes in the above-mentioned embodiments, the processes can be completed by computer programs to instruct related hardware, and the programs can be stored in computer-readable storage media. When the programs are executed, they can include the processes of the above-mentioned method embodiments. The aforementioned storage media include: ROM or random access memory RAM, magnetic disk or optical disk and other media that can store program codes.

Claims

1. A method for transporting fuel oil for a ship, characterized in that: Applied to a control system, the method comprises: Obtaining ship data and route information, wherein the ship data includes main engine fuel consumption rate, main engine power, auxiliary engine fuel consumption rate, auxiliary engine power, deadweight, design speed and current fuel quantity in the fuel tank, and the route information includes sailing time and actual speed; Input the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight into a basic fuel consumption calculation formula to obtain an initial fuel consumption of the ship; Determine the environmental correction factor according to the weather and sea condition data of the vessel's environment, wherein the weather and sea condition data include wind speed, wind direction, wave height and wave frequency, wherein the wave height refers to the vertical distance from the trough to the crest of the wave within the past preset time period, which is used to indicate the wave intensity, and the wave frequency refers to the number of waves within the past preset time period; Based on the design speed, the actual speed, the environmental correction factor and the initial fuel consumption, a corrected final fuel consumption is obtained; When the final fuel consumption is greater than the current fuel consumption, determining the fuel demand of the ship; When the current fuel quantity is less than a preset capacity threshold, the fuel storage tank is controlled to deliver the required amount of fuel to the fuel tank, the fuel tank is used to store and supply fuel for the ship, and the fuel storage tank is used to store spare fuel.

2. The method according to claim 1, characterized in that The inputting the main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time and the deadweight into the basic fuel consumption calculation formula to obtain the initial fuel consumption of the ship specifically includes: According to the type of ship, determine the load influencing factor in the preset load-coefficient correspondence table; The main engine fuel consumption rate, the main engine power, the auxiliary engine fuel consumption rate, the auxiliary engine power, the sailing time, the load influence factor and the load are input into the basic fuel consumption calculation formula to obtain the initial fuel consumption. The basic fuel consumption calculation formula is: FC_initial=(SFOC_main*P_main+SFOC_aux*P_aux)*T+k*DWT Among them, FC_initial represents the initial fuel consumption, SFOC_main represents the main engine fuel consumption rate, P_main represents the main engine power, SFOC_aux represents the auxiliary engine fuel consumption rate, P_aux represents the auxiliary engine power, T represents the navigation time, k represents the load influence factor, and DWT represents the load.

3. The method according to claim 1, characterized in that The environmental correction coefficient is determined according to the weather and sea condition data of the vessel's environment. The weather and sea condition data include wind speed, wind direction, wave height and wave frequency. The wave height refers to the vertical distance from the trough to the crest of the wave in the past preset time period, which is used to represent the wave intensity. The wave frequency refers to the number of waves in the past preset time period, specifically including: The wind speed, the wind direction, the wave height and the wave frequency are input into the environmental correction coefficient calculation formula to obtain the environmental correction coefficient. The environmental correction coefficient calculation formula is: EC=1+Kw*Fw(WS,WD)+Kh*Fh(WH)+Kf*Ff(WF) Wherein, EC represents the environmental correction coefficient, Kw represents the wind weight coefficient, Fw(WS, WD) represents the wind influence function, Kh represents the wave height weight coefficient, Fh(WH) represents the wave height influence function, Kf represents the wave frequency weight coefficient, Ff(WF) represents the wave frequency influence function, Kw+Kh+Kf=1, WS represents the wind speed, WD represents the wind direction, WH represents the wave height, WF represents the wave frequency, Fw(WS, WD)=α*WS*cos(WD-HD), α represents the wind correction coefficient, HD represents the ship heading, Fh(WH)=β*WH 2 , β represents the wave height correction coefficient, Ff(WF)=Υ*|WF-WF_0|, Υ represents the wave frequency correction coefficient, and WF_0 represents the natural frequency of the ship.

4. The method according to claim 1, characterized in that The obtaining of the corrected final fuel consumption based on the design speed, the actual speed, the environmental correction factor and the initial fuel consumption specifically includes: The design speed, the actual speed, the environmental correction factor and the initial fuel consumption are input into the final fuel consumption calculation formula to obtain the final fuel consumption. The final fuel consumption calculation formula is: FC_final=FC_initial*(V_actual / V_design) 3 *EC Among them, FC_final represents the final fuel consumption, V_actual represents the actual speed, V_design represents the design speed, and EC represents the environmental correction coefficient.

5. The method according to claim 1, characterized in that When the current fuel quantity is less than a preset capacity threshold, the fuel storage tank is controlled to deliver the fuel of the required fuel quantity to the fuel tank, the fuel tank is used to store and supply fuel for ships, and the fuel storage tank is used to store spare fuel. After the step, the method further includes: monitoring the fuel oil quantity in the said fuel oil tanks; When the amount of fuel in the fuel tank reaches a preset upper capacity limit, the fuel is transported from the fuel storage tank to the fuel tank.

6. The method according to claim 1, characterized in that When the current fuel quantity is less than a preset capacity threshold, the fuel storage tank is controlled to deliver the fuel of the required fuel quantity to the fuel tank, the fuel tank is used to store and supply fuel for ships, and before the step of the fuel storage tank being used to store spare fuel, the method further includes: Determine the sea area where the ship is located according to the current position of the ship; Determine the target fuel specification allowed to be used in the sea area where the ship is located from a preset sea area-fuel specification correspondence table; The fuel specification in the fuel storage tank is switched to the target fuel specification.

7. The method according to claim 1, characterized in that When the current fuel quantity is less than a preset capacity threshold, the fuel storage tank is controlled to deliver the fuel of the required fuel quantity to the fuel tank, the fuel tank is used to store and supply fuel for ships, and before the step of the fuel storage tank being used to store spare fuel, the method further includes: When leakage is detected during the process of transferring fuel from the fuel storage tank to the fuel tank, locating the leakage point; The leak point location is sent to the administrator.

8. A control system, characterized in that: The control system includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to enable the control system to execute the method described in any one of claims 1-7.

9. A computer-readable storage medium comprising instructions, characterized in that: When the instructions are executed on a control system, the control system is caused to execute the method according to any one of claims 1 to 7.

10. A computer program product, characterized in that When the computer program product is run on a control system, the control system is caused to execute the method according to any one of claims 1 to 7.

Images