Big data platform-based dual-fuel bulk carrier energy control system and method

Abstract

The invention discloses a dual-fuel bulk carrier energy control system and method based on a big data platform, and belongs to the technical field of big data. The system comprises an energy supply module, an intelligent monitoring module, a data analysis module and an energy control module. The energy supply module is used for storing, processing and conveying fuel required by the dual-fuel bulk cargo ship for management; the intelligent monitoring module is used for monitoring and collecting real-time energy consumption data, driving environment data and dynamic and static fuel data of the dual-fuel bulk carrier; the data analysis module is used for comprehensively analyzing the proportion of the collected real-time energy consumption data, driving environment data and dynamic and static fuel data; the energy control module is used for regulating and controlling the dynamic fuel distribution and the real-time driving state of the dual-fuel bulk carrier according to the analysis result of the analysis module; by monitoring and analyzing the energy use condition and the fuel consumption of the ship body in different scenes, the dual-fuel ratio is dynamically distributed, and the fuel is fully utilized.

Description

Technical Field

[0001] The present invention relates to the field of big data technology, and in particular to a dual-fuel bulk carrier energy control system and method based on a big data platform. Background Art

[0002] Dual-fuel bulk carriers refer to bulk carriers that can use two different types of fuels, usually ships that can use both traditional fuel and clean LNG fuel as fuel; such ships are usually equipped with dual-fuel engines and corresponding fuel storage facilities to achieve flexible fuel selection in different navigation situations to minimize emissions and improve energy efficiency; When dual-fuel bulk carriers are sailing, they are different from traditional heavy oil fuel transport ships. They are loaded with clean new energy LNG, which can reduce pollution emissions while achieving more lasting endurance support. At present, there are two modes of dual-fuel transport ships in sailing. One is the alternating and cyclic use of dual fuels, and the other is to introduce a small amount of traditional fuel mixed with LNG fuel for mixed combustion. However, although the alternating use of dual fuels can cope with more driving scenarios, it will affect the energy supply system of the hull when the fuel is switched, which poses a hidden danger in emergency scenarios. A small amount of traditional fuel mixed with LNG fuel can coordinate the use of two fuels, without the problem of switching fuels, and can cope with most driving scenarios, but the lack of dynamic and reasonable planning of the two fuels can easily cause unreasonable fuel ratios in normal scenarios, resulting in waste of resources or serious environmental pollution, and the lack of reasonable planning of fuel distribution in emergency scenarios can easily cause major hidden dangers to the safety of ship driving. Summary of the invention

[0003] The purpose of the present invention is to provide a dual-fuel bulk carrier energy control system and method based on a big data platform to solve the problems raised in the above background technology.

[0004] In order to solve the above technical problems, the present invention provides the following technical solutions: A dual-fuel bulk carrier energy control system based on a big data platform, the dual-fuel bulk carrier energy control system based on a big data platform comprises an energy supply module, an intelligent monitoring module, a data analysis module and an energy control module; The energy supply module is used to manage the storage, processing and transportation of the fuel required by the dual-fuel bulk carrier; the intelligent monitoring module is used to monitor and collect the real-time energy consumption data, driving environment data and dynamic and static fuel data of the dual-fuel bulk carrier; the data analysis module comprehensively analyzes the collected real-time energy consumption data, driving environment data and dynamic and static fuel data ratio; the energy control module regulates the dynamic fuel distribution and real-time driving status of the dual-fuel bulk carrier according to the analysis results of the analysis module; The energy supply module is connected to the intelligent monitoring module; the intelligent monitoring module is connected to the data analysis module; and the data analysis module is connected to the energy control module.

[0005] The energy supply module includes a fuel storage unit, a fuel processing unit and a fuel delivery unit; the fuel storage unit includes an insulated storage container and a conventional oil tank; the insulated storage container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storing traditional fuel; the fuel processing unit includes an evaporator and a filter; the evaporator is used for heating and vaporizing the LNG fuel, and the filter is used for removing impurities and solid particles in the traditional fuel; the fuel delivery unit delivers the fuel to the engine and power system of the ship through pipelines, valves and pump stations.

[0006] The intelligent monitoring module includes a dynamic and static fuel data acquisition unit, a real-time energy consumption data acquisition unit and a driving environment data acquisition unit; the dynamic and static fuel data acquisition unit classifies the fuel consumption state into dynamic and static states according to the driving state of the hull and the fuel consumption rate, and collects the fuel consumption data under the corresponding state; the real-time energy consumption data acquisition unit is used to monitor and record the real-time energy consumption data of the hull, wherein the energy consumption data includes fuel data and power data; the driving environment data acquisition unit collects the external environment data of the hull during driving through monitoring equipment and sensors; the environmental data includes wind speed, wind direction, water flow direction, water flow speed, distance to surface obstacles and distance to underwater obstacles; the monitoring equipment and sensors include weather stations, underwater sonar systems, radar systems, GPS systems, water quality sensors and hull tilt sensors; the weather station is used to measure the external temperature, humidity, wind, wind direction and air pressure; the underwater sonar system is used to measure the underwater depth and seabed topography; the radar system is used to detect other ships, buoys and ice in the navigation environment of the hull; the GPS system is used to determine the exact position of the hull; the water quality sensor is used to monitor the water quality of the waters around the hull; the hull tilt sensor is used to measure the degree of tilt of the hull; The data analysis module includes an environmental data analysis unit, an energy consumption data analysis unit and a dynamic fuel ratio analysis unit; the environmental data analysis unit divides the collected hull driving environment data into scene feature data, and constructs a scene set group, and divides the scene set into levels by analyzing the hull driving resistance data under each scene set; wherein the levels are divided into a first-level emergency scene, a second-level warning scene and a third-level normal scene; the energy consumption data analysis unit analyzes the energy usage under the corresponding scenes at different times by collecting the energy consumption data of the hull at each time; the dynamic fuel ratio analysis unit combines the scene analysis results and the energy consumption analysis results, and calculates and analyzes the optimal ratio of dual-fuel supply under the corresponding scenes at different times.

[0007] The energy control module includes a fuel dynamic control unit and a driving state control unit; the fuel dynamic control unit performs real-time dynamic control of the fuel delivery volume according to the scene analysis results, energy consumption analysis results and fuel ratio analysis results; the driving state control unit controls the driving state of the hull according to the fuel distribution ratio and the corresponding scene energy consumption state.

[0008] A dual-fuel bulk carrier energy control method based on a big data platform, the method comprising the following steps: S100. Dual-fuel bulk carriers use storage equipment to separate and store dual fuels, and use corresponding processing equipment to safely process the fuels, and transport the processed fuels to the power system and engine of the ship to supply energy to the ship. S200, using detection equipment to collect and record the driving environment data of the hull, and using monitoring equipment to monitor and record the energy consumption data and fuel consumption ratio data of the hull; S300, distinguishing characteristic data of the collected environmental data and generating a scene set group; performing regional analysis on the corresponding scene set, and classifying the scenes by analyzing the hull resistance data in the corresponding area; S400, by comprehensively analyzing the hull energy consumption data and fuel data under corresponding scenarios, the optimal dual-fuel ratio results under different scenarios are obtained, and the actual hull fuel usage and driving status are regulated according to the analysis results.

[0009] In S100, the dual-fuel bulk carrier uses storage equipment to separate and store dual fuels, and uses corresponding processing equipment to safely process the fuels, and the specific steps of supplying energy to the ship by transporting the processed fuels to the power system and engine of the ship are as follows: S101. A dual storage device is installed on the hull, which is an insulated container and a conventional oil tank; the insulated container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storing traditional fuel; S102, when LNG fuel is used, the LNG fuel is vaporized by the evaporator device to realize the conversion of the LNG fuel into a gaseous state; when traditional fuel is used, the traditional fuel is filtered for impurities or particles by the filter device; S103. After the fuel processing is completed, the fuel is transmitted to the power system and engine of the ship through a transmission pipeline, and energy is supplied through a combustion reaction.

[0010] The specific steps of collecting and recording the driving environment data of the ship by using the detection equipment and monitoring and recording the energy consumption data and fuel consumption data of the ship by using the monitoring equipment in S200 are as follows: S201, using the environmental detection device on the hull to detect and collect environmental data during the hull's travel; the environmental data includes wind speed, wind direction, water flow direction, water flow speed, surface obstacle distance and underwater obstacle distance; wherein the detection device includes a weather station, an underwater sonar system, a radar system, a GPS system, a water quality sensor and a hull tilt sensor; S202, recording the energy consumption data and fuel consumption data of the ship during the travel process through the monitoring device in the hull, wherein the energy consumption data includes the power system consumption data and the power system consumption data of the hull; the fuel consumption data is divided into the dynamic fuel consumption data of the hull and the static fuel consumption data; wherein the dynamic fuel consumption data is the data of the hull in the first-level emergency scenario and the second-level warning scenario, and the static fuel consumption data is the data of the hull in the third-level normal scenario; In S300, the collected environmental data is distinguished by feature data, and a scene set group is generated; the corresponding scene set is used for regional analysis, and the specific steps of classifying the scenes by analyzing the hull resistance data in the corresponding area are as follows: S301, by real-time detection of environmental data during the hull's travel and importing the data into a two-dimensional coordinate system, a single observed environmental data is used as the y-axis and time t is used as the horizontal axis to construct a trend chart of multiple environmental data changes over time; To observe the reference point, perform bidirectional tracing on the time axis. If the tracing result is There is a trend in the observed data, and The trend of observed data disappears at the interval is a relatively dynamic scene set; the remaining ship travel time intervals are relatively static scene sets; where a and b are integers; S302: In each scenario, extract the wind speed, wind direction, water flow speed and water flow direction data from the collected environmental data, and judge the angle between the wind direction, water flow direction and the ship's travel direction; if the angle between the wind direction and the ship's travel direction is , then the current wind direction is consistent with the forward direction of the hull, and the hull is not subject to wind resistance, which is propulsion; if , then the current wind direction has resistance in the direction perpendicular to the ship's travel direction, and there is propulsion in the ship's travel direction; if , then the wind resistance is the resistance in the vertical direction of the hull, and there is no propulsion force; if , then the current wind direction does not provide any propulsion force for the ship's forward movement, and there is resistance in the ship's travel direction and in the vertical direction; if , then the wind direction in the direction of the ship's travel is resistance, and there is no propulsion; If the angle between the water flow direction and the ship's travel direction is , then the current water flow direction is consistent with the forward direction of the hull, and the hull is not subject to water flow resistance, both are propulsion; if , then the current water flow has resistance in the direction perpendicular to the direction of the ship's travel, and there is propulsion in the direction of the ship's travel; if , then the water flow resistance is the resistance in the vertical direction of the hull, and there is no propulsion force; if , then the current water flow direction does not have any propulsion force on the forward movement of the hull, and it is resistance in the direction of the hull's travel and in the vertical direction; if , then the water flow direction is resistance in the direction of the ship's travel, and there is no propulsion; calculate the resistance data of wind direction and water flow direction on the ship's forward movement, among which the total resistance of wind resistance is The calculation formula is ,in, is the air density, is the wind-receiving area of ​​the hull, is the wind resistance coefficient, is the wind speed; the total resistance of water flow resistance The calculation formula is ,in is the density of water, S is the draft area of ​​the hull, is the water flow resistance coefficient, is the water flow velocity; when The actual resistance of the hull is is the component of wind resistance and water flow resistance, and its calculation formula is ; The actual propulsion force on the hull is another component of wind resistance and water flow resistance, and its calculation formula is: ; Since the wind direction generally affects the water flow direction, the wind direction and the water flow direction are normally consistent during the ship's travel, so the wind resistance and water flow resistance on the ship can be superimposed; similarly, the propulsion force on the ship is also the same; if the wind resistance and water resistance on the ship during travel are both the propulsion force of the ship, then , this scenario is a level 3 normal scenario; if the wind resistance and water resistance during the hull's travel have some propulsion force, then , this scenario is a secondary warning scenario; if the wind resistance and water resistance encountered by the ship during its travel are both resistance, then , this scenario is a first-level emergency scenario; because, when the resistance is all propulsion, the ship's driving state is relatively stable and resource consumption is low, it is a third-level normal scenario; when the resistance on the hull is divided into part of the force as resistance and part of the force as propulsion, the hull is still relatively easy in the driving direction, but the resistance in the vertical direction may hinder the hull's driving direction, causing the hull's driving direction to change, which is a second-level warning scenario; when the resistance on the hull is all resistance, the hull is hindered in both the driving direction and the vertical direction. In this case, the hull needs to overcome double resistance at the same time to travel, the hull's running state is not stable, and more resources are consumed, which is a first-level emergency scenario.

[0011] In S400, the optimal dual-fuel ratio results under different scenarios are obtained by comprehensively analyzing the hull energy consumption data and fuel data under corresponding scenarios, and the specific steps of regulating the actual hull fuel usage and driving status according to the analysis results are as follows: S401. If the ship's driving scenario is a level 3 normal scenario, the ship's driving energy supply is achieved only through LNG fuel, and the consumption of LNG fuel is calculated. , and its calculation formula is ; where h is the ship's travel time; in the third-level normal scenario, both wind resistance and water flow resistance have propulsion on the ship, which can reduce the fuel consumption in the forward direction of the ship. Therefore, only LNG fuel supply can meet the driving needs and reduce the emission of greenhouse gases and harmful substances; in the first-level emergency scenario and the second-level warning scenario, the real-time energy consumption data E of the ship is retrieved, and in the corresponding scenario, the dual-fuel consumption volume of the ship is The calculation formula is ;in, is the energy required for the ship to travel, and its calculation formula is: ,in, is the hull weight, is the ship's speed; is the calorific value of traditional fuel, is the calorific value of LNG fuel, is the consumption of traditional fuel, is the consumption of LNG fuel; the normal operation of the hull requires the energy for the ship's electrical operation and the energy required to overcome resistance and move forward. Depending on the direction of the resistance, the fuel consumption can be reduced when there is propulsion; The mass of greenhouse gases and harmful substances released by the combustion of unit volume of traditional fuels and LNG fuels in historical data is retrieved. and ; The unit volume is 1 cubic meter; then calculate the total mass of greenhouse gases and harmful substances released by the ship under the corresponding scenario , the calculation formula is ; Import the formula into the coordinate system as a function, and the function can be decomposed into Two linear functions, map the two linear functions in the same coordinate system, map the two linear functions in the same coordinate system, and use the limit method to solve the formula calculate , then Substitution The greenhouse gas and harmful substance emission line segments of the two fuels under the extreme case are obtained respectively, and then the two unconnected points of the two line segments are connected to obtain the actual greenhouse gas and harmful substance emission data value line segment of the dual-fuel mixed combustion, and the value corresponding to the midpoint of the actual dual-fuel mixed combustion greenhouse gas and harmful substance emission data value line segment is taken as , and its corresponding dual fuel consumption is , and its calculation formula is ; Then through the system of equations Calculated The consumption ratio W of LNG and traditional fuel is calculated based on the value of ;in The energy consumption of traditional fuels under extreme conditions. In extreme cases, the consumption of energy supplied by LNG fuel is completely output. is the minimum output value of traditional fuel in actual dual-fuel energy supply, is the maximum output value of LNG fuel in actual dual-fuel energy supply; the calculated amount of the two fuels is the total amount of fuel required for the ship to move forward at this time, and the calculation ratio is to better control the output of the two fuels and meet the current driving demand energy with the minimum pollution production; the limit solution method is to control the consumption of one fuel to 0 and calculate the consumption of the other fuel; S402: The ship driver calculates the optimal output of the dual fuel according to the ship's speed under different scenarios, and performs continuous output of the dual fuel according to the proportional calculation result to regulate the ship's travel.

[0012] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: the present invention utilizes the multi-module function to realize the detection of the environment and the energy consumption and fuel of the hull during the voyage of the dual-fuel bulk carrier, and divides the environment in which the hull is traveling into levels through a comprehensive analysis of wind resistance and water resistance, and provides the best fuel output mode in different level scenarios, and calculates the real-time supply of the dual fuel according to the resistance data, hull energy consumption data and hull driving data in the corresponding environment, and calculates the best fuel ratio, which can achieve the best energy-saving and emission reduction effect while meeting the driving requirements of the hull, and secondly, calculating the best ratio can also help ship managers to better accurately control the continuous fuel supply; the present invention can make up for the risk of switching fuel gaps when the current dual fuels are used alternately, and also supplements the inaccurate fuel ratio existing in the current dual fuel mixed use. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings: Figure 1 It is a structural schematic diagram of a dual-fuel bulk carrier energy control system based on a big data platform of the present invention; Figure 2 It is a schematic diagram of the steps of a dual-fuel bulk carrier energy control method based on a big data platform of the present invention. DETAILED DESCRIPTION

[0014] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0015] See also Figure 1-Figure 2 , the present invention provides a technical solution: A dual-fuel bulk carrier energy control system based on a big data platform, the dual-fuel bulk carrier energy control system based on a big data platform comprises an energy supply module, an intelligent monitoring module, a data analysis module and an energy control module; The energy supply module is used to manage the storage, processing and transportation of the fuel required by the dual-fuel bulk carrier; the intelligent monitoring module is used to monitor and collect the real-time energy consumption data, driving environment data and dynamic and static fuel data of the dual-fuel bulk carrier; the data analysis module comprehensively analyzes the collected real-time energy consumption data, driving environment data and dynamic and static fuel data ratio; the energy control module regulates the dynamic fuel distribution and real-time driving status of the dual-fuel bulk carrier according to the analysis results of the analysis module; The energy supply module is connected to the intelligent monitoring module; the intelligent monitoring module is connected to the data analysis module; and the data analysis module is connected to the energy control module.

[0016] The energy supply module includes a fuel storage unit, a fuel processing unit and a fuel delivery unit; the fuel storage unit includes an insulated storage container and a conventional oil tank; the insulated storage container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storing traditional fuel; the fuel processing unit includes an evaporator and a filter; the evaporator is used for heating and vaporizing the LNG fuel, and the filter is used for removing impurities and solid particles in the traditional fuel; the fuel delivery unit delivers the fuel to the engine and power system of the ship through pipelines, valves and pump stations.

[0017] The intelligent monitoring module includes a dynamic and static fuel data acquisition unit, a real-time energy consumption data acquisition unit and a driving environment data acquisition unit; the dynamic and static fuel data acquisition unit classifies the fuel consumption state into dynamic and static states according to the driving state of the hull and the fuel consumption rate, and collects the fuel consumption data under the corresponding state; the real-time energy consumption data acquisition unit is used to monitor and record the real-time energy consumption data of the hull, wherein the energy consumption data includes fuel data and power data; the driving environment data acquisition unit collects the external environment data of the hull during driving through monitoring equipment and sensors; the environmental data includes wind speed, wind direction, water flow direction, water flow rate, surface obstacle distance and underwater obstacle distance; wherein the monitoring equipment and sensors include a weather station, an underwater sonar system, a radar system, a GPS system, a water quality sensor and a hull tilt sensor; The data analysis module includes an environmental data analysis unit, an energy consumption data analysis unit and a dynamic fuel ratio analysis unit; the environmental data analysis unit divides the collected hull driving environment data into scene feature data, and constructs a scene set group, and classifies the scene sets by analyzing the hull driving resistance data under each scene set; the energy consumption data analysis unit analyzes the energy usage under the corresponding scenes at different times by collecting the energy consumption data of the hull at different times; the dynamic fuel ratio analysis unit combines the scene analysis results and the energy consumption analysis results, and calculates and analyzes the optimal ratio of dual-fuel supply under the corresponding scenes at different times.

[0018] The energy control module includes a fuel dynamic control unit and a driving state control unit; the fuel dynamic control unit performs real-time dynamic control of the fuel delivery volume according to the scene analysis results, energy consumption analysis results and fuel ratio analysis results; the driving state control unit controls the driving state of the hull according to the fuel distribution ratio and the corresponding scene energy consumption state.

[0019] A dual-fuel bulk carrier energy control method based on a big data platform, the method comprising the following steps: S100. Dual-fuel bulk carriers use storage equipment to separate and store dual fuels, and use corresponding processing equipment to safely process the fuels, and transport the processed fuels to the power system and engine of the ship to supply energy to the ship. S200, using detection equipment to collect and record the driving environment data of the hull, and using monitoring equipment to monitor and record the energy consumption data and fuel consumption ratio data of the hull; S300, distinguishing characteristic data of the collected environmental data and generating a scene set group; performing regional analysis on the corresponding scene set, and classifying the scenes by analyzing the hull resistance data in the corresponding area; S400, by comprehensively analyzing the hull energy consumption data and fuel data under corresponding scenarios, the optimal dual-fuel ratio results under different scenarios are obtained, and the actual hull fuel usage and driving status are regulated according to the analysis results.

[0020] In S100, the dual-fuel bulk carrier uses storage equipment to separate and store dual fuels, and uses corresponding processing equipment to safely process the fuels, and the specific steps of supplying energy to the ship by transporting the processed fuels to the power system and engine of the ship are as follows: S101. A dual storage device is installed on the hull, which is an insulated container and a conventional oil tank; the insulated container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storing traditional fuel; S102, when LNG fuel is used, the LNG fuel is vaporized by the evaporator device to realize the conversion of the LNG fuel into a gaseous state; when traditional fuel is used, the traditional fuel is filtered for impurities or particles by the filter device; S103. After the fuel processing is completed, the fuel is transmitted to the power system and engine of the ship through a transmission pipeline, and energy is supplied through a combustion reaction.

[0021] The specific steps of collecting and recording the driving environment data of the ship by using the detection equipment and monitoring and recording the energy consumption data and fuel consumption data of the ship by using the monitoring equipment in S200 are as follows: S201, using the environmental detection device on the hull to detect and collect environmental data during the hull's travel; the environmental data includes wind speed, wind direction, water flow direction, water flow speed, surface obstacle distance and underwater obstacle distance; wherein the detection device includes a weather station, an underwater sonar system, a radar system, a GPS system, a water quality sensor and a hull tilt sensor; S202. Record the energy consumption data and fuel consumption data of the ship during its travel by means of a monitoring device inside the ship, wherein the energy consumption data includes the power system consumption data and the power system consumption data of the ship; and the fuel consumption data includes the dynamic fuel consumption data and the static fuel consumption data of the ship.

[0022] In S300, the collected environmental data is distinguished by feature data, and a scene set group is generated; the corresponding scene set is used for regional analysis, and the specific steps of classifying the scenes by analyzing the hull resistance data in the corresponding area are as follows: S301, by real-time detection of environmental data during the hull's travel and importing the data into a two-dimensional coordinate system, a single observed environmental data is used as the y-axis and time t is used as the horizontal axis to construct a trend chart of multiple environmental data changes over time; To observe the reference point, perform bidirectional tracing on the time axis. If the tracing result is There is a trend in the observed data, and The trend of observed data disappears at the interval is a relatively dynamic scene set; the remaining ship travel time intervals are relatively static scene sets; where a and b are integers; S302: In each scenario, extract the wind speed, wind direction, water flow speed and water flow direction data from the collected environmental data, and judge the angle between the wind direction, water flow direction and the ship's travel direction; if the angle between the wind direction and the ship's travel direction is The current wind direction is consistent with the forward direction of the ship, and the ship is not subject to wind resistance, which is propulsion; if , then the current wind direction has resistance in the direction perpendicular to the ship's travel direction, and there is propulsion in the ship's travel direction; if , then the wind resistance is the resistance in the vertical direction of the hull, and there is no propulsion force; if , then the current wind direction does not provide any propulsion force for the ship's forward movement, and there is resistance in the ship's travel direction and in the vertical direction; if , then the wind direction in the direction of the ship's travel is resistance, and there is no propulsion; If the angle between the water flow direction and the ship's travel direction is , then the current water flow direction is consistent with the forward direction of the hull, and the hull is not subject to water flow resistance, both are propulsion; if , then the current water flow has resistance in the direction perpendicular to the direction of the ship's travel, and there is propulsion in the direction of the ship's travel; if , then the water flow resistance is the resistance in the vertical direction of the hull, and there is no propulsion force; if , then the current water flow direction does not have any propulsion force on the forward movement of the hull, and it is resistance in the direction of the hull's travel and in the vertical direction; if , then the water flow direction is resistance in the direction of the ship's travel, and there is no propulsion; calculate the resistance data of wind direction and water flow direction on the ship's forward movement, among which the total resistance of wind resistance is The calculation formula is ,in, is the air density, is the wind-receiving area of ​​the hull, is the wind resistance coefficient, is the wind speed; the total resistance of water flow resistance The calculation formula is ,in is the density of water, S is the draft area of ​​the hull, is the water flow resistance coefficient, is the water flow velocity; when The actual resistance of the hull is is the component of wind resistance and water flow resistance, and its calculation formula is ; The actual propulsion force on the hull is another component of wind resistance and water flow resistance, and its calculation formula is: ; If the wind resistance and water resistance during the ship's travel are both the propulsion force of the ship, then , this scenario is a level 3 normal scenario; if the wind resistance and water resistance during the hull's travel have some propulsion force, then , this scenario is a secondary warning scenario; if the wind resistance and water resistance encountered by the ship during its travel are both resistance, then , this scenario is a level one emergency scenario.

[0023] In S400, the optimal dual-fuel ratio results under different scenarios are obtained by comprehensively analyzing the hull energy consumption data and fuel data under corresponding scenarios, and the specific steps of regulating the actual hull fuel usage and driving status according to the analysis results are as follows: S401. If the ship's driving scenario is a level 3 normal scenario, the ship's driving energy supply is achieved only through LNG fuel, and the consumption of LNG fuel is calculated. , and its calculation formula is ; where h is the ship's travel time; in the first-level emergency scenario and the second-level warning scenario, the real-time energy consumption data E of the ship is retrieved, and in the corresponding scenario, the dual-fuel consumption volume of the ship is The calculation formula is ;in, is the energy required for the ship to travel, and its calculation formula is: ,in, is the hull weight, is the ship's speed; is the calorific value of traditional fuel, is the calorific value of LNG fuel, is the consumption of traditional fuel, is the consumption of LNG fuel; The mass of greenhouse gases and harmful substances released by the combustion of unit volume of traditional fuels and LNG fuels in historical data is retrieved. and ; The unit volume is 1 cubic meter; then calculate the total mass of greenhouse gases and harmful substances released by the ship under the corresponding scenario , the calculation formula is ; Import the formula into the coordinate system as a function, and the function can be decomposed into Two linear functions, map the two linear functions in the same coordinate system, map the two linear functions in the same coordinate system, and use the limit method to solve the formula calculate , then Substitution The greenhouse gas and harmful substance emission line segments of the two fuels under the extreme case are obtained respectively, and then the two unconnected points of the two line segments are connected to obtain the actual greenhouse gas and harmful substance emission data value line segment of the dual-fuel mixed combustion, and the value corresponding to the midpoint of the actual dual-fuel mixed combustion greenhouse gas and harmful substance emission data value line segment is taken as , and its corresponding dual fuel consumption is , and its calculation formula is ; Then through the system of equations Calculated The consumption ratio W of LNG and traditional fuel is calculated based on the value of ;in The energy consumption of traditional fuels under extreme conditions. In extreme cases, the consumption of energy supplied by LNG fuel is completely output. is the minimum output value of traditional fuel in actual dual-fuel energy supply, It is the maximum output value of LNG fuel in actual dual-fuel energy supply; S402: The ship driver calculates the optimal output of the dual fuel according to the ship's speed under different scenarios, and performs continuous output of the dual fuel according to the proportional calculation result to regulate the ship's travel.

[0024] In the examples: There is a dual-fuel bulk carrier equipped with an energy control system. The ship is equipped with a dual storage device, in which an insulated container stores LNG fuel and a conventional oil tank stores diesel. When LNG fuel is called, the LNG fuel is vaporized by an evaporator device to convert the LNG fuel into a gaseous state; when conventional fuel is called, the conventional fuel is filtered for impurities or particles by a filter device; after the fuel treatment is completed, the fuel is transmitted to the power system and engine of the ship through a transmission pipeline, and the function is realized through a combustion reaction; The ship is currently traveling on the sea. It is monitored that the angle between the wind direction on the sea surface and the direction of the ship is 135 degrees, and the angle between the seawater flow and the direction of the ship is 100 degrees. , the current ship's driving scene is a first-level emergency scene; the current wind speed is 30 m / s and the seawater flow rate is 25 m / s; the wind resistance of the ship is calculated , and its calculation formula is , the calculation result is cattle; among them, 1.29 kg / m3, 400 square meters, is 0.3; calculate the water resistance of the ship , and its calculation formula is , the calculation result is Since the current scenario is a Level 1 emergency scenario, the component of the resistance on the ship has no propulsion force. Therefore, calculate the dual-fuel consumption volume of the ship in this scenario. , and its calculation formula is ; The mass of greenhouse gases and harmful substances released by the combustion of traditional fuel and LNG fuel per unit volume in historical data is 20 kg / m3 and 4 kg / m3; the total mass of greenhouse gases and harmful substances released by the ship in the corresponding scenario is calculated , the calculation formula is ; Import the formula into the coordinate system as a function, and the function can be decomposed into Two linear functions, map the two linear functions in the same coordinate system, map the two linear functions in the same coordinate system, and use the limit method to solve the formula calculate , then Substitution The greenhouse gas and harmful substance emission line segments of the two fuels under the extreme case are obtained respectively, and then the two unconnected points of the two line segments are connected to obtain the actual greenhouse gas and harmful substance emission data value line segment of the dual-fuel mixed combustion, and the value corresponding to the midpoint of the actual dual-fuel mixed combustion greenhouse gas and harmful substance emission data value line segment is taken as , and its corresponding dual fuel consumption is , and its calculation formula is ; Then through the system of equations Calculated The value of is 1.46, 2.7, then calculate the consumption ratio W of LNG and traditional fuel at this time, and the calculation formula is: , the calculated result is 1.8:1; where h is 1 hour and E is , M is 500 tons, The speed is 40 km / h; at this time, the management personnel control the combustion of LNG fuel and diesel in a ratio of 1.8:1 for the best result.

[0025] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0026] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A dual-fuel bulk carrier energy control system based on a big data platform, characterized by: The dual-fuel bulk carrier energy control system based on the big data platform includes an energy supply module, an intelligent monitoring module, a data analysis module and an energy control module; The energy supply module is used to manage the storage, processing and transportation of the fuel required by the dual-fuel bulk carrier; the intelligent monitoring module is used to monitor and collect the real-time energy consumption data, driving environment data and dynamic and static fuel data of the dual-fuel bulk carrier; the data analysis module comprehensively analyzes the collected real-time energy consumption data, driving environment data and dynamic and static fuel data ratio; the energy control module regulates the dynamic fuel distribution and real-time driving status of the dual-fuel bulk carrier according to the analysis results of the analysis module; The energy supply module is connected to the intelligent monitoring module; the intelligent monitoring module is connected to the data analysis module; and the data analysis module is connected to the energy control module.

2. According to claim 1, a dual-fuel bulk carrier energy control system based on a big data platform is characterized in that: The energy supply module includes a fuel storage unit, a fuel processing unit and a fuel delivery unit; the fuel storage unit includes an insulated storage container and a conventional oil tank; the insulated storage container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storing traditional fuel; the fuel processing unit includes an evaporator and a filter; the evaporator is used for heating and vaporizing the LNG fuel, and the filter is used for removing impurities and solid particles in the traditional fuel; the fuel delivery unit delivers the fuel to the engine and power system of the ship through pipelines, valves and pump stations.

3. The dual-fuel bulk carrier energy control system based on a big data platform according to claim 2 is characterized in that: The intelligent monitoring module includes a dynamic and static fuel data acquisition unit, a real-time energy consumption data acquisition unit and a driving environment data acquisition unit; the dynamic and static fuel data acquisition unit classifies the fuel consumption state into dynamic and static states according to the driving state of the hull and the fuel consumption rate, and collects the fuel consumption data under the corresponding state; the real-time energy consumption data acquisition unit is used to monitor and record the real-time energy consumption data of the hull, wherein the energy consumption data includes fuel data and power data; the driving environment data acquisition unit collects the external environment data of the hull during driving through monitoring equipment and sensors; the environmental data includes wind speed, wind direction, water flow direction, water flow rate, surface obstacle distance and underwater obstacle distance; wherein the monitoring equipment and sensors include a weather station, an underwater sonar system, a radar system, a GPS system, a water quality sensor and a hull tilt sensor.

4. The dual-fuel bulk carrier energy control system based on a big data platform according to claim 3 is characterized by: The data analysis module includes an environmental data analysis unit, an energy consumption data analysis unit and a dynamic fuel ratio analysis unit; the environmental data analysis unit divides the collected hull driving environment data into scene feature data, and constructs a scene set group, and classifies the scene sets by analyzing the hull driving resistance data under each scene set; the energy consumption data analysis unit analyzes the energy usage under the corresponding scenes at different times by collecting the energy consumption data of the hull at different times; the dynamic fuel ratio analysis unit combines the scene analysis results and the energy consumption analysis results, and calculates and analyzes the optimal ratio of dual-fuel supply under the corresponding scenes at different times.

5. The dual-fuel bulk carrier energy control system based on a big data platform according to claim 4 is characterized in that: The energy control module includes a fuel dynamic control unit and a driving state control unit; the fuel dynamic control unit performs real-time dynamic control of the fuel delivery amount according to the scene analysis results, energy consumption analysis results and fuel ratio analysis results; The driving state control unit controls the driving state of the ship according to the fuel distribution ratio and the energy consumption state of the corresponding scene.

6. A dual-fuel bulk carrier energy control method based on a big data platform, characterized in that: The method comprises the following steps: S100. Dual-fuel bulk carriers use storage equipment to separate and store dual fuels, and use corresponding processing equipment to safely process the fuels, and transport the processed fuels to the power system and engine of the ship to supply energy to the ship. S200, using detection equipment to collect and record the driving environment data of the hull, and using monitoring equipment to monitor and record the energy consumption data and fuel consumption ratio data of the hull; S300, distinguishing characteristic data of the collected environmental data and generating a scene set group; performing regional analysis on the corresponding scene set, and classifying the scenes by analyzing the hull resistance data in the corresponding area; S400, by comprehensively analyzing the hull energy consumption data and fuel data under corresponding scenarios, the optimal dual-fuel ratio results under different scenarios are obtained, and the actual hull fuel usage and driving status are regulated according to the analysis results.

7. The method for controlling energy of a dual-fuel bulk carrier based on a big data platform according to claim 6 is characterized in that: In S100, the dual-fuel bulk carrier uses storage equipment to separate and store dual fuels, and uses corresponding processing equipment to safely process the fuels, and the specific steps of supplying energy to the ship by transporting the processed fuels to the power system and engine of the ship are as follows: S101. A dual storage device is installed on the hull, which is an insulated container and a conventional oil tank; the insulated container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storing traditional fuel; S102, when LNG fuel is used, the LNG fuel is vaporized by the evaporator device to realize the conversion of the LNG fuel into a gaseous state; when traditional fuel is used, the traditional fuel is filtered for impurities or particles by the filter device; S103. After the fuel processing is completed, the fuel is transmitted to the power system and engine of the ship through a transmission pipeline, and energy is supplied through a combustion reaction.

8. The dual-fuel bulk carrier energy control method based on a big data platform according to claim 7 is characterized by: The specific steps of collecting and recording the driving environment data of the ship by using the detection equipment and monitoring and recording the energy consumption data and fuel consumption data of the ship by using the monitoring equipment in S200 are as follows: S201, using an environmental detection device on the hull to detect and collect environmental data during the hull's travel; the environmental data includes wind speed, wind direction, water flow direction, water flow speed, surface obstacle distance, and underwater obstacle distance; The detection equipment includes weather stations, underwater sonar systems, radar systems, GPS systems, water quality sensors and hull tilt sensors; S202. Record the energy consumption data and fuel consumption data of the ship during its travel by means of a monitoring device inside the ship, wherein the energy consumption data includes the power system consumption data and the power system consumption data of the ship; and the fuel consumption data includes the dynamic fuel consumption data and the static fuel consumption data of the ship.

9. The method for controlling energy of a dual-fuel bulk carrier based on a big data platform according to claim 8 is characterized in that: In S300, the collected environmental data is distinguished by feature data, and a scene set group is generated; the corresponding scene set is used for regional analysis, and the specific steps of classifying the scenes by analyzing the hull resistance data in the corresponding area are as follows: S301, by real-time detection of environmental data during the hull's travel and importing the data into a two-dimensional coordinate system, a single observed environmental data is used as the y-axis and time t is used as the horizontal axis to construct a trend chart of multiple environmental data changes over time; To observe the reference point, perform bidirectional tracing on the time axis. If the tracing result is There is a trend in the observed data, and The trend of observed data disappears at the interval is a relatively dynamic scene set; the remaining ship travel time intervals are relatively static scene sets; where a and b are integers; S302: In each scenario, extract the wind speed, wind direction, water flow speed and water flow direction data from the collected environmental data, and judge the angle between the wind direction, water flow direction and the ship's travel direction; if the angle between the wind direction and the ship's travel direction is , then the current wind direction is consistent with the forward direction of the hull, and the hull is not subject to wind resistance, which is propulsion; if , then the current wind direction has resistance in the direction perpendicular to the ship's travel direction, and there is propulsion in the ship's travel direction; if , then the wind resistance is the resistance in the vertical direction of the hull, and there is no propulsion force; if , then the current wind direction does not provide any propulsion force for the ship's forward movement, and there is resistance in the ship's travel direction and in the vertical direction; if , then the wind direction in the direction of the ship's travel is resistance, and there is no propulsion; If the angle between the water flow direction and the ship's travel direction is , then the current water flow direction is consistent with the forward direction of the hull, and the hull is not subject to water flow resistance, both are propulsion; if , then the current water flow has resistance in the direction perpendicular to the direction of the ship's travel, and there is propulsion in the direction of the ship's travel; if , then the water flow resistance is the resistance in the vertical direction of the hull, and there is no propulsion force; if , then the current water flow direction does not have any propulsion force on the forward movement of the hull, and it is resistance in the direction of the hull's travel and in the vertical direction; if , then the water flow direction is resistance in the direction of the ship's travel, and there is no propulsion; calculate the resistance data of wind direction and water flow direction on the ship's forward movement, among which the total resistance of wind resistance is The calculation formula is ,in, is the air density, is the wind-receiving area of ​​the hull, is the wind resistance coefficient, is the wind speed; the total resistance of water flow resistance The calculation formula is ,in is the density of water, S is the draft area of ​​the hull, is the water flow resistance coefficient, is the water flow velocity; when The actual resistance of the hull is is the component of wind resistance and water flow resistance, and its calculation formula is ; The actual propulsion force on the hull is another component of wind resistance and water flow resistance, and its calculation formula is: ; If the wind resistance and water resistance during the ship's travel are both the propulsion force of the ship, then , this scenario is a level 3 normal scenario; if the wind resistance and water resistance during the hull's travel have some propulsion force, then , this scenario is a secondary warning scenario; if the wind resistance and water resistance encountered by the ship during its travel are both resistance, then , this scenario is a level one emergency scenario.

10. The method for controlling energy of a dual-fuel bulk carrier based on a big data platform according to claim 9, characterized in that: In S400, the optimal dual-fuel ratio results under different scenarios are obtained by comprehensively analyzing the hull energy consumption data and fuel data under corresponding scenarios, and the specific steps of regulating the actual hull fuel usage and driving status according to the analysis results are as follows: S401. If the ship's driving scenario is a level 3 normal scenario, the ship's driving energy supply is achieved only through LNG fuel, and the consumption of LNG fuel is calculated. , and its calculation formula is ; where h is the ship's travel time; in the first-level emergency scenario and the second-level warning scenario, the real-time energy consumption data E of the ship is retrieved, and in the corresponding scenario, the dual-fuel consumption volume of the ship is The calculation formula is ;in, is the energy required for the ship to travel, and its calculation formula is: ,in, is the hull weight, is the ship's speed; is the calorific value of traditional fuel, is the calorific value of LNG fuel, is the consumption of traditional fuel, is the consumption of LNG fuel; The mass of greenhouse gases and harmful substances released by the combustion of unit volume of traditional fuels and LNG fuels in historical data is retrieved. and ; The unit volume is 1 cubic meter; then calculate the total mass of greenhouse gases and harmful substances released by the ship under the corresponding scenario , the calculation formula is ; Import the formula into the coordinate system as a function, and the function can be decomposed into Two linear functions, map the two linear functions to the same coordinate system, and use the limit method to solve the formula calculate , then Substitution The greenhouse gas and harmful substance emission line segments of the two fuels under the extreme case are obtained respectively, and then the two unconnected points of the two line segments are connected to obtain the actual greenhouse gas and harmful substance emission data value line segment of the dual-fuel mixed combustion, and the value corresponding to the midpoint of the actual dual-fuel mixed combustion greenhouse gas and harmful substance emission data value line segment is taken as , and its corresponding dual fuel consumption is , and its calculation formula is ; Then through the system of equations Calculated The consumption ratio W of LNG and traditional fuel is calculated based on the value of ;in The energy consumption of traditional fuels under extreme conditions. In extreme cases, the consumption of energy supplied by LNG fuel is completely output. is the minimum output value of traditional fuel in actual dual-fuel energy supply, It is the maximum output value of LNG fuel in actual dual-fuel energy supply; S402: The ship driver calculates the optimal output of the dual fuel according to the ship's speed under different scenarios, and performs continuous output of the dual fuel according to the proportional calculation result to regulate the ship's travel.

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