Energy control system and method for dual-fuel bulk carrier based on big data platform

Abstract

The application discloses a kind of dual-fuel bulk carrier energy control system and method based on big data platform, belong to big data technical field.The application includes energy supply module, intelligent monitoring module, data analysis module and energy control module;The energy supply module is used to store, process and transport management required fuel for 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 static fuel data of dual-fuel bulk carrier;The data analysis module carries out comprehensive analysis to the real-time energy consumption data, driving environment data and dynamic static fuel data proportion collected;The energy control module controls and regulates the dynamic fuel distribution and real-time driving state of dual-fuel bulk carrier according to the analysis result of analysis module;The application aims to monitor and analyze the energy use and fuel consumption of ship body under different scenarios, realize dynamic distribution of dual-fuel ratio, realize the full use of fuel.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of big data, and particularly relates to a dual-fuel bulk carrier energy control system and method based on a big data platform. BACKGROUND

[0002] The dual-fuel bulk carrier refers to a bulk carrier capable of using two different types of fuel, usually refers to a ship that can use traditional fuel and clean LNG fuel as fuel at the same time; such a ship is usually equipped with a dual-fuel engine and corresponding fuel storage facilities to achieve flexible fuel selection under different sailing conditions to minimize emissions and improve energy efficiency.

[0003] The dual-fuel bulk carrier, unlike the traditional heavy oil fuel transport ship, is loaded with clean new energy LNG, which can reduce pollution emissions while achieving more sustainable support for endurance; at present, the dual-fuel transport ship has two modes during driving, one is dual-fuel alternating cycle use, and the other is to mix a small amount of traditional fuel with LNG fuel for mixed combustion; however, although the dual-fuel alternating use can cope with more driving scenarios, it will have an impact on the energy supply system of the ship body when the fuel is switched, which poses a risk in the face of emergency scenarios; a small amount of traditional fuel mixed with LNG fuel can use both types of fuel, and there is no problem of switching fuels, and can cope with most driving scenarios, but lacks dynamic and reasonable planning of the two types of fuel, which can easily cause unreasonable fuel ratio in normal scenarios, resulting in resource waste or serious environmental pollution, and in emergency scenarios, the lack of reasonable fuel allocation planning can cause great hidden dangers to the driving safety of the ship body. SUMMARY

[0004] The present application aims 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 background.

[0005] In order to solve the above technical problems, the present application provides the following technical solutions:

[0006] A dual-fuel bulk carrier energy control system based on a big data platform, comprising an energy supply module, an intelligent monitoring module, a data analysis module and an energy control module.

[0007] The energy supply module is used for managing the storage, processing and delivery of fuel required by the dual-fuel bulk carrier; 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 comprehensively analyzes the collected real-time energy consumption data, driving environment data and dynamic and static fuel data ratio; the energy control module regulates and controls the dynamic fuel distribution and real-time driving state of the dual-fuel bulk carrier according to the analysis result of the analysis module;

[0008] The energy supply module is connected to the intelligent monitoring module; the intelligent monitoring module is connected to the data analysis module; the data analysis module is connected to the energy control module.

[0009] The energy supply module includes a fuel storage unit, a fuel processing unit and a fuel delivery unit; the fuel storage unit includes an adiabatic storage container and a conventional oil tank; wherein the adiabatic storage container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storage of traditional fuel; the fuel processing unit includes an evaporator and a filter; wherein the evaporator is used for warming and vaporizing treatment of LNG fuel, and the filter is used for removing impurities and solid particles in traditional fuel; the fuel delivery unit delivers fuel to the engine and power system of the ship body through pipelines, valves and pump stations.

[0010] 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 state of the ship body driving combined with the fuel consumption rate and acquires the fuel consumption data in the corresponding state; the real-time energy consumption data acquisition unit is used for monitoring and recording the real-time energy consumption data of the ship body, wherein the energy consumption data includes fuel data and power data; the driving environment data acquisition unit acquires the external environment data of the ship body in the driving process through monitoring equipment and sensors; the environment data includes wind speed, wind direction, water flow direction, water flow speed, water 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 ship body inclination sensor; wherein the weather station is used for measuring external temperature, humidity, wind custom, wind direction and air pressure; the underwater sonar system is used for measuring the depth and seabed topography information under water; the radar system is used for detecting other ships, buoys and ice blocks in the ship body navigation environment; the GPS system is used for determining the accurate position of the ship body; the water quality sensor is used for monitoring the water quality of the water area around the ship body; the ship body inclination sensor is used for measuring the inclination degree of the ship body;

[0011] 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 ship running environmental data into scene feature data and constructs a scene set group, and divides the scene set into levels by analyzing the ship running resistance data under each scene set; wherein the levels are divided into an emergency scene, a pre-warning scene, and a normal scene; the energy consumption data analysis unit analyzes the energy use under different scenes corresponding to different times through the collected energy consumption data of the ship at each time; and the dynamic fuel ratio analysis unit combines the scene analysis result and the energy consumption analysis result to calculate and analyze the optimal dual-fuel supply ratio under different scenes corresponding to different times.

[0012] The energy control module includes a fuel dynamic regulation unit and a running state regulation unit; the fuel dynamic regulation unit dynamically regulates the fuel delivery amount in real time according to the scene analysis result, the energy consumption analysis result, and the fuel ratio analysis result; and the running state regulation unit regulates the running state of the ship body according to the fuel distribution ratio and the energy consumption state of the corresponding scene.

[0013] A dual-fuel bulk carrier energy control method based on a big data platform, the method comprising the following steps:

[0014] S100, the dual-fuel bulk carrier separates the dual-fuel by using a storage device, and realizes safe processing of the fuel by using a corresponding processing device, and delivers the processed fuel to the power system and the engine of the ship body to realize energy supply to the ship body;

[0015] S200, the running environmental data of the ship body is collected and recorded by using a detection device, and the energy consumption data and the fuel consumption ratio data of the ship body are monitored and recorded by using a monitoring device;

[0016] S300, the collected environmental data is divided into feature data, and a scene set group is generated; the corresponding scene set is analyzed, and the ship resistance data under the corresponding area is analyzed to divide the level scene;

[0017] S400, the ship energy consumption data and the fuel data under the corresponding scene are comprehensively analyzed to obtain the optimal dual-fuel ratio result under different scenes, and the actual ship fuel use and the running state are regulated according to the analysis result.

[0018] The specific steps of the S100, in which the dual-fuel bulk carrier separates the dual-fuel by using a storage device, and realizes safe processing of the fuel by using a corresponding processing device, and delivers the processed fuel to the power system and the engine of the ship body to realize energy supply to the ship body, are as follows:

[0019] S101, the double storage device is arranged on the ship body as an adiabatic container and a conventional oil tank; wherein the adiabatic container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storage of traditional fuel;

[0020] S102, when the LNG fuel is called, the LNG fuel is vaporized by the evaporator device to realize the conversion of the LNG fuel into a gaseous state; when the traditional fuel is called, the traditional fuel is filtered by the filter device;

[0021] S103, after the fuel processing is completed, the fuel is transmitted to the power system and the engine of the ship body through the conveying pipeline, and energy is supplied through a combustion reaction.

[0022] The specific steps of collecting and recording the ship body driving environment data by using the detection equipment in S200 are as follows:

[0023] S201, the environmental data in the ship body driving process are detected and collected by using the environmental detection device on the ship body; the environmental data include wind speed, wind direction, water flow direction, water flow speed, water 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 ship body inclination sensor;

[0024] S202, the energy consumption data and the fuel consumption data in the ship body driving process are recorded by using the monitoring device in the ship body, wherein the energy consumption data include the power system consumption data and the power system consumption data of the ship body; the fuel consumption data are divided into dynamic fuel consumption data and static fuel consumption data; wherein the dynamic fuel consumption data are the data conditions of the ship body in a first emergency scene and a second early warning scene, and the static fuel consumption data are the data conditions of the ship body in a third normal scene;

[0025] The specific steps of distinguishing the collected environmental data and generating a scene set group in S300 are as follows:

[0026] S301, the environmental data in the ship body driving process are detected in real time and the data are imported into a two-dimensional coordinate system, a plurality of environmental data change trend graphs with time are constructed by taking a single observed environmental data as the y-axis and time t as the horizontal axis; a same time t0 is taken as an observation reference point, and bidirectional tracing points are respectively performed on the time axis, if the tracing point result is that the data change trend exists at t0-a, and the data change trend disappears at t0+b, then the interval [t0-a, t0+b] is a relative dynamic scene set; and the remaining ship body driving time interval is a relative static scene set; wherein a and b are integers;

[0027] S302, in each scene, 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 direction of travel; if the angle between the wind direction and the ship's direction of travel is , then the current wind direction is consistent with the forward direction of the hull, and the hull is not subject to wind resistance, both are propulsion; if , then the current wind direction 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 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 have any propulsion force on the ship's forward movement, and it is resistance in the direction of the ship's movement 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;

[0028] If the angle between the water flow direction and the ship's direction of travel is , then the current water flow direction is consistent with the forward direction of the hull, the hull is not subject to water flow resistance, and 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 in the direction of the hull is resistance, and there is no propulsion; calculate the resistance data of wind direction and water flow direction on the hull's forward movement, among which the total resistance of wind resistance is The calculation formula is:

[0029]

[0030] in, is the air density, A is the wind-receiving area of ​​the hull, is the wind resistance coefficient, is the wind speed;

[0031] Total resistance of water flow resistance The calculation formula is:

[0032]

[0033] 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;

[0034] When the actual resistance of the ship body is the component force of the wind resistance and the water flow resistance, and the calculation formula is:

[0035]

[0036] the actual propelling force of the ship body is another component force of the wind resistance and the water flow resistance, and the calculation formula is:

[0037]

[0038] Since the wind direction generally has an impact on the water flow direction, the wind direction and the water flow direction are generally consistent during the ship body running, so the wind resistance and the water flow resistance of the ship body can be superimposed; similarly, the propelling force of the ship body is also the same; if the wind resistance and the water resistance of the ship body during the running are both the propelling force of the ship body, then , the scenario is a three-level normal scenario; if the wind resistance and the water resistance of the ship body during the running are both the propelling force of the ship body, then , the scenario is a two-level early warning scenario; if the wind resistance and the water resistance of the ship body during the running are both the propelling force of the ship body, then , the scenario is a one-level emergency scenario; since when the resistance is both the propelling force, the running state of the ship body is relatively stable and the resource consumption is less, it is a three-level normal scenario; when the resistance of the ship body is partially the propelling force, the ship body is still relatively easy in the running direction, but the resistance in the vertical direction may hinder the running direction of the ship body, causing the running direction of the ship body to change, which is a two-level early warning scenario; when the resistance of the ship body is both the resistance, the ship body is hindered in both the running direction and the vertical direction, and the ship body needs to overcome double resistance to run, the running state of the ship body is unstable, and the resource consumption is more, which is a one-level emergency scenario.

[0039] The specific steps of comprehensively analyzing the ship body energy consumption data and fuel data in the corresponding scenario in S400 to obtain the best dual-fuel ratio result under different scenarios, and adjusting and controlling the actual ship fuel use and running state according to the analysis result are as follows:

[0040] S401, if the running scenario of the ship body is a three-level normal scenario, only LNG fuel is used to realize the energy supply for the ship body running, and the consumption of LNG fuel is calculated , and the calculation formula is:

[0041]

[0042] Wherein, h is the ship running distance; in the first emergency scene and the second warning scene, the real-time energy consumption data E of the ship is called, then the calculation formula of the dual-fuel consumption volume of the ship in the corresponding scene is

[0043]

[0044] Wherein, is the energy required for the ship to run, and the calculation formula is:

[0045]

[0046] Wherein, is the weight of the ship, is the ship running speed; is the calorific value of the traditional fuel, is the calorific value of the LNG fuel, is the consumption of the traditional fuel, is the consumption of the LNG fuel; the normal operation of the ship needs to meet the energy required for the electric operation on the ship and the energy required to overcome the resistance and the energy required for the forward movement, and according to the different directions of the resistance, the fuel consumption can be reduced when there is a propelling force;

[0047] The mass of greenhouse gases and harmful substances released by the combustion of unit volume of traditional fuel and LNG fuel in the historical data and ; the unit volume is 1 cubic meter; then the total mass of greenhouse gases and harmful substances released by the ship running in the corresponding scene is calculated, and the calculation formula is ; the formula is functionally introduced into the coordinate system, the function can be decomposed into two linear functions, the two linear functions are mapped in the same coordinate system, and the limit method is used to solve the formula , then is substituted into to obtain the greenhouse gas and harmful substance emission line segment of the two fuels in the limit case respectively, then the two points not connected by 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 greenhouse gas and harmful substance emission data value line segment of the dual-fuel mixed combustion is , and the corresponding dual-fuel consumption is , and the calculation formula is:

[0048]

[0049] Then through the equation group: ​​

[0050]

[0051] The value of is calculated, then the consumption ratio W of LNG and traditional fuel at this time is calculated, and the calculation formula is:

[0052]

[0053] Wherein, is the consumption amount of the traditional fuel in the limit case of completely outputting energy, is the consumption amount of the LNG fuel in the limit case of completely outputting energy, is the minimum output value of the traditional fuel in the actual dual-fuel energy supply, is the maximum output value of the LNG fuel in the actual dual-fuel energy supply; the calculated amount of the two fuels is the total amount of fuel required for the ship to advance at this time, and the calculated ratio is to better control the output of the two fuels and to meet the current driving energy demand with the minimum pollution production amount; wherein the limit solving method is to control the consumption amount of one fuel to be 0, and to calculate the consumption amount of the other fuel;

[0054] S402, the ship driver calculates the optimal output amount of the dual fuel according to the ship driving speed in different scenes, and continuously outputs the dual fuel according to the ratio calculation result, and regulates and controls the ship driving.

[0055] Compared with the prior art, the beneficial effects achieved by the present application are: the present application realizes the detection of the environment and the detection of the ship energy consumption and fuel during the driving of the dual-fuel bulk cargo ship by using multiple modules, the environment in which the ship drives is classified by grade through comprehensive analysis of wind resistance and water resistance, the optimal fuel output mode is given in different grade scenes, the real-time supply amount of the dual fuel is calculated according to the resistance data, the ship energy consumption data and the ship driving data in the corresponding environment, and the optimal fuel ratio is calculated, which can achieve the effect of optimal energy saving and emission reduction while meeting the driving demand of the ship, and secondly, the calculation of the optimal ratio can also help the ship management personnel to better accurately control the continuous fuel supply; the present application can make up for the risk brought by the fuel switching gap during the current alternating use of dual fuel, and also supplements the inaccurate fuel ratio during the current mixed use of dual fuel. BRIEF DESCRIPTION OF DRAWINGS

[0056] The accompanying drawings are included to provide a further understanding of the present application, and constitute a part of the specification, and are used together with embodiments of the present application to explain the present application, and do not constitute a limitation on the present application. In the drawings:

[0057] Fig. 1 is a structural schematic diagram of a dual-fuel bulk cargo ship energy control system based on a big data platform of the present application;

[0058] Fig. 2 is a step schematic diagram of a dual-fuel bulk carrier energy control method based on a big data platform. DETAILED DESCRIPTION

[0059] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0060] Please refer to Figs. 1-2 , the present application provides technical solutions:

[0061] 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;

[0062] The energy supply module is used for managing the storage, processing and transportation of fuel required by the dual-fuel bulk carrier; 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 comprehensively analyzes the collected real-time energy consumption data, driving environment data and dynamic and static fuel data proportion; the energy control module regulates and controls the dynamic fuel distribution and real-time driving state of the dual-fuel bulk carrier according to the analysis result of the analysis module;

[0063] 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.

[0064] The energy supply module comprises a fuel storage unit, a fuel processing unit and a fuel delivery unit; the fuel storage unit comprises an adiabatic storage container and a conventional oil tank; the adiabatic storage container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storage of traditional fuel; the fuel processing unit comprises an evaporator and a filter; the evaporator is used for warming and vaporizing treatment of LNG fuel, and the filter is used for removing impurities and solid particles in traditional fuel; and the fuel delivery unit delivers fuel to the engine and power system of the ship body through pipelines, valves and pump stations.

[0065] 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 state of the ship body driving and the fuel consumption rate, and acquires the fuel consumption data in the corresponding state; the real-time energy consumption data acquisition unit is used for monitoring and recording the real-time energy consumption data of the ship body, wherein the energy consumption data includes fuel data and power data; the driving environment data acquisition unit acquires the external environment data of the ship body during driving through monitoring equipment and sensors; the environment data includes wind speed, wind direction, water flow direction, water flow speed, water 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 ship body inclination sensor;

[0066] The data analysis module includes an environment data analysis unit, an energy consumption data analysis unit, and a dynamic fuel ratio analysis unit; the environment data analysis unit divides the collected ship body driving environment data into scene feature data, and constructs a scene set group, and divides the scene set into levels by analyzing the ship body driving resistance data in each scene set; the energy consumption data analysis unit analyzes the energy use in the corresponding scene at different times through the collected energy consumption data of the ship body at each time; the dynamic fuel ratio analysis unit combines the scene analysis result and the energy consumption analysis result to calculate and analyze the best dual-fuel supply ratio in the corresponding scene at different times.

[0067] The energy control module includes a fuel dynamic regulation unit and a driving state regulation unit; the fuel dynamic regulation unit dynamically regulates the fuel delivery amount in real time according to the scene analysis result, the energy consumption analysis result, and the fuel ratio analysis result; the driving state regulation unit regulates the driving state of the ship body according to the fuel distribution ratio and the corresponding scene energy consumption state.

[0068] A dual-fuel bulk carrier energy control method based on a big data platform, the method comprising the following steps:

[0069] S100, the dual-fuel bulk carrier stores the dual-fuel separately by using a storage device, and processes the fuel safely by using a corresponding processing device, and then delivers the processed fuel to the power system and the engine of the ship body to supply energy to the ship body;

[0070] S200, the driving environment data of the ship body is acquired and recorded by using a detection device, and the energy consumption data and the fuel consumption ratio data of the ship body are monitored and recorded by using a monitoring device;

[0071] S300, distinguishing feature data of the collected environmental data, and generating a scene set group; performing regional analysis on the corresponding scene set, and dividing the grade scene through analyzing the ship resistance data under the corresponding region;

[0072] S400, obtaining the best dual-fuel ratio result under different scenes by comprehensively analyzing the ship energy consumption data and fuel data under the corresponding scene, and regulating and controlling the actual ship fuel use and driving state according to the analysis result.

[0073] The specific steps of the S100 are as follows:

[0074] S101, the ship is provided with a double storage device, which is an adiabatic container and a conventional oil tank; the adiabatic container is used for low-temperature storage of LNG fuel, and the conventional oil tank is used for storage of traditional fuel;

[0075] S102, when the LNG fuel is called, the LNG fuel is vaporized by the evaporator device to convert the LNG fuel into a gaseous state; when the traditional fuel is called, the traditional fuel is filtered by the filter device;

[0076] S103, after the fuel treatment is completed, the fuel is transmitted to the power system and engine of the ship through the conveying pipeline, and energy is supplied through the combustion reaction.

[0077] The specific steps of the S200 are as follows:

[0078] S201, the environmental data during the driving process of the ship is detected and collected by the environmental detection device on the ship; the environmental data includes wind speed, wind direction, water flow direction, water flow speed, water surface obstacle distance and underwater obstacle distance; the detection device includes a weather station, an underwater sonar system, a radar system, a GPS system, a water quality sensor and a ship inclination sensor;

[0079] S202, the energy consumption data and fuel consumption data during the driving process of the ship are recorded by the monitoring device in the ship, wherein the energy consumption data includes the power system consumption data and the power system consumption data of the ship; the fuel consumption data is divided into dynamic fuel consumption data and static fuel consumption data.

[0080] The S300 is characterized by the collected environmental data, and a scene set group is generated; the corresponding scene set is analyzed, and the specific steps of dividing the level scene through analyzing the ship body resistance data in the corresponding area are as follows:

[0081] S301, through real-time detection of environmental data in the process of ship body running and importing the data into a two-dimensional coordinate system, a plurality of environmental data change trend graphs with time are constructed by taking single observation environmental data as y axis and time t as horizontal axis; taking the same time t0 as observation reference point, bidirectional point tracing is carried out on the time axis respectively, if the tracing result is that the data change trend exists at t0-a, and the data change trend disappears at t0+b, then the interval [t0-a, t0+b] is a relative dynamic scene set; the remaining ship body running time interval is a relative static scene set; wherein a and b are integers;

[0082] S302, under each scene, the wind speed, wind direction, water flow speed and water flow direction data in the collected environmental data are extracted, and angle judgment is carried out through the wind direction and the water flow direction and the ship body running direction; if the included angle between the wind direction and the ship body running direction is , the current wind direction is consistent with the ship body advancing direction, the ship body is not affected by wind resistance, and all are propelling force; if , the current wind direction exists resistance in the direction perpendicular to the ship body running direction, and exists propelling force in the ship body running direction; if , the wind resistance is all the resistance in the perpendicular direction of the ship body forward movement, and there is no propelling force; if , the current wind direction has no propelling force for the ship body forward movement, and is resistance in the running direction and the perpendicular direction of the ship body; if , the wind direction is all resistance in the ship body running direction, and there is no propelling force;

[0083] If the included angle between the water flow direction and the ship body running direction is , the current water flow direction is consistent with the ship body advancing direction, the ship body is not affected by water flow resistance, and all are propelling force; if , the current water flow direction exists resistance in the direction perpendicular to the ship body running direction, and exists propelling force in the ship body running direction; if , the water flow resistance is all the resistance in the perpendicular direction of the ship body forward movement, and there is no propelling force; if , the current water flow direction has no propelling force for the ship body forward movement, and is resistance in the running direction and the perpendicular direction of the ship body; if , the water flow direction is all resistance in the ship body running direction, and there is no propelling force; the resistance data of the wind direction and the water flow direction in the process of the ship body forward movement are calculated, wherein the total resistance of the wind resistance is calculated by the following formula:

[0084]

[0085] wherein, is the air density, A is the wind area of the ship body, is the wind resistance coefficient, is the wind speed;

[0086] The total resistance of the water flow resistance The calculation formula is:

[0087]

[0088] wherein, is the water density, S is the water area of the ship body, is the water flow resistance coefficient, is the water flow speed;

[0089] When The actual resistance of the ship body is the component force of the wind resistance and the water flow resistance, and the calculation formula is:

[0090]

[0091] The actual propulsion of the ship body is another component force of the wind resistance and the water flow resistance, and the calculation formula is:

[0092]

[0093] If the wind resistance and the water resistance of the ship body during the running process are the propulsion of the ship body, then , which is a three-level normal scenario; if the wind resistance and the water resistance of the ship body during the running process exist part of the propulsion, then , which is a two-level early warning scenario; if the wind resistance and the water resistance of the ship body during the running process are all resistance, then , which is a one-level emergency scenario.

[0094] The specific steps of the S400 for comprehensively analyzing the ship body energy consumption data and the fuel data under the corresponding scenario, obtaining the best dual-fuel ratio result under different scenarios, and regulating and controlling the actual ship fuel use and running state according to the analysis result are as follows:

[0095] S401, if the running scenario of the ship body is a three-level normal scenario, only LNG fuel is used to realize the energy supply for the ship body running, and the consumption of the LNG fuel is calculated , and the calculation formula is:

[0096]

[0097] Wherein, h is the ship running distance; in the first emergency scene and the second warning scene, the real-time energy consumption data E of the ship is called, then the calculation formula of the dual-fuel consumption volume of the ship in the corresponding scene is:

[0098]

[0099] Wherein, is the energy required for the ship to run, and the calculation formula is:

[0100]

[0101] Wherein, is the weight of the ship, is the ship running speed; is the calorific value of the traditional fuel, is the calorific value of the LNG fuel, is the consumption of traditional fuel, is the consumption of LNG fuel;

[0102] By calling the mass of greenhouse gases and harmful substances released by the combustion of unit volume of traditional fuel and LNG fuel in the historical data and ; the unit volume is 1 cubic meter; then the total mass of greenhouse gases and harmful substances released by the ship running in the corresponding scene is calculated, and the calculation formula is ; the formula is functionally introduced into the coordinate system, the function can be decomposed into two linear functions, and the two linear functions are mapped in the same coordinate system. The limit method is used to solve the formula , then is substituted into to obtain the greenhouse gas and harmful substance emission line segment of the two fuels in the limit case, respectively, then the two points not connected by the two line segments are connected to obtain the greenhouse gas and harmful substance emission data value line segment of the actual 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 , and the corresponding dual-fuel consumption is , and the calculation formula is:

[0103]

[0104] Then the equation group is used to calculate

[0105]

[0106] ​​​If the value of W is greater than 1, then the consumption ratio W of LNG and traditional fuel at this time is calculated, and the calculation formula is:

[0107]

[0108] wherein, is the consumption amount of the traditional fuel for completely outputting energy in the limit case, is the consumption amount of the LNG fuel for completely outputting energy in the limit case, is the minimum output value of the traditional fuel in the actual dual-fuel energy supply, is the maximum output value of the LNG fuel in the actual dual-fuel energy supply;

[0109] S402, the ship driver calculates the optimal output amount of dual fuel according to the hull running speed in different scenes, and continuously outputs the dual fuel according to the proportional calculation result, and regulates and controls the hull running.

[0110] In the embodiment,

[0111] The existing dual-fuel bulk cargo ship device has an energy control system, and the ship device has dual storage devices, wherein an adiabatic container stores LNG fuel, and a conventional oil tank stores diesel oil; when the LNG fuel is called, the LNG fuel is vaporized by the evaporator device to realize the conversion of the LNG fuel into a gaseous state; when the traditional fuel is called, the traditional fuel is filtered by the filter device; after the fuel treatment is completed, the fuel is transmitted to the power system and the engine of the ship body through the conveying pipeline, and the function is realized through the combustion reaction;

[0112] The ship is currently running on the sea surface, and it is monitored that the angle between the sea surface wind direction and the running direction of the ship is 135 degrees, and the angle between the sea water flow direction and the running direction of the ship is 100 degrees; since , the current running scene of the ship is a first-level emergency scene; the current wind speed is 30 m / s, and the sea water flow speed is 25 m / s; the wind resistance of the ship is calculated , the calculation formula is , and the calculation result is kN; wherein, is 1.29 kg / m3, is 400 m2, is 0.3; the water flow resistance of the ship is calculated , the calculation formula is , and the calculation result is kN; since the current scene is a first-level emergency scene, the component force of the resistance of the ship has no propulsion, and the dual fuel consumption volume of the ship body in this scene is calculated , the calculation formula is:

[0113] ;

[0114] The mass of greenhouse gases and harmful substances released by burning 20 kg / m3 and 4 kg / m3 of conventional fuel and LNG fuel per unit volume in historical data is calculated, and the total mass of greenhouse gases and harmful substances released by the ship in the corresponding scenario is calculated , the calculation formula is ; the formula is functionized and imported into the coordinate system, and the function is decomposed into two linear functions, and the two linear functions are mapped in the same coordinate system, and the two linear functions are mapped in the same coordinate system, and the limit method is used to solve the formula ; calculate , then is substituted into to obtain the greenhouse gas and harmful substance emission line segment of the two fuels in the limit case, and then the two points not connected by the two line segments are connected to obtain the actual dual-fuel mixed combustion greenhouse gas and harmful substance emission data value line segment, 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 , and the corresponding dual-fuel consumption is , and the calculation formula is:

[0115] ; then the equation group is calculated

[0116] to obtain the value of 1.46, 2.7, then calculate the consumption ratio W of LNG and conventional fuel at this time, the calculation formula is , and the calculation result is 1.8:1; wherein h is 1 hour, E is , M is 500 tons, 40 km / h; at this time, the management personnel controls the combustion of LNG fuel and diesel fuel according to the ratio of 1.8:1, which is the best.

[0117] It should be noted that in this paper, relationship terms such as first and second 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 the entities or operations. Moreover, the term "includes", "contains" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment.

[0118] Finally, it should be noted that the above only describes the preferred embodiments of the present application and is not intended to limit the present application. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art will appreciate that the technical solutions described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalent ones. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A dual-fuel bulk carrier energy control method based on a big data platform, characterized by: 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. The processed fuels are then transported to the ship's power system and engines to provide energy to the ship. S200, using detection equipment to collect and record the ship's driving environment data, and using monitoring equipment to monitor and record the ship's energy consumption data and fuel consumption ratio data; S300, distinguishing characteristic data of the collected environmental data and generating scene clusters; performing regional analysis on the corresponding scene clusters, and classifying scenes by analyzing the hull resistance data in the corresponding regions; S400, by comprehensively analyzing the ship energy consumption data and fuel data under corresponding scenarios, obtaining the optimal dual-fuel ratio results under different scenarios, and regulating the actual ship fuel usage and driving status based on the analysis results; In S300, the collected environmental data is distinguished by feature data and a scene set group is generated; the corresponding scene set is subjected to regional analysis, and the specific steps of classifying the scenes by analyzing the hull resistance data in the corresponding area are as follows: S301. Real-time detection of environmental data during the ship's travel is performed and the data is imported into a two-dimensional coordinate system. Multiple trend graphs of environmental data changes over time are constructed, with a single observed environmental data as the y-axis and time t as the horizontal axis. Taking the same time t0 as the observation reference point, bidirectional tracing is performed on the time axis. If the tracing result shows that there is a data change trend in the observed data at t0-a and the data change trend disappears at t0+b, then the interval [t0-a, t0+b] is a relatively dynamic scene set; and the remaining ship travel time intervals are relatively static scene sets; where a and b are integers. S302, in each scene, 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 direction of travel; if the angle between the wind direction and the ship's direction of travel is , then the current wind direction is consistent with the forward direction of the hull, and the hull is not subject to wind resistance, both are propulsion; if , then the current wind direction 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 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 have any propulsion force on the ship's forward movement, and it is resistance in the direction of the ship's movement 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 direction of travel is , then the current water flow direction is consistent with the forward direction of the hull, the hull is not subject to water flow resistance, and 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 in the direction of the hull is resistance, and there is no propulsion; calculate the resistance data of wind direction and water flow direction on the hull's forward movement, among which the total resistance of wind resistance is The calculation formula is: in, is the air density, A is the wind-receiving area of ​​the hull, is the wind resistance coefficient, is the wind speed; 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 It is another component of wind resistance and water flow resistance, and its calculation formula is: If the wind resistance and water resistance experienced by the ship during its travel are both the propulsion force of the ship, then , this scenario is a level 3 normal scenario; if there is a partial propulsion force due to the wind resistance and water resistance during the ship's travel, then , this scenario is a secondary warning scenario; if the wind resistance and water resistance experienced by the ship during its travel are both resistance, then , this scenario is a level one emergency scenario.

2. The energy control method for a dual-fuel bulk carrier based on a big data platform according to claim 1 is characterized in that: In S100, the dual-fuel bulk carrier uses storage equipment to separate and store dual fuels, uses corresponding processing equipment to safely process the fuels, and delivers the processed fuels to the ship's power system and engine to supply energy to the ship. The specific steps are as follows: S101. A dual storage device is installed on the hull, comprising 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 conventional fuel; S102. When LNG fuel is used, the LNG fuel is vaporized by the evaporator device to convert 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 transferred to the power system and engine of the ship through the delivery pipeline, and energy is supplied through the combustion reaction.

3. The energy control method for a dual-fuel bulk carrier based on a big data platform according to claim 2 is characterized in that: The specific steps of collecting and recording the ship's driving environment data by using the detection equipment and monitoring and recording the ship's energy consumption data and fuel consumption data by using the monitoring equipment in S200 are as follows: S201. Detect and collect environmental data during the vessel's travel using an environmental detection device on the vessel; the environmental data includes wind speed, wind direction, water flow direction, water flow velocity, distance to surface obstacles, and distance to underwater obstacles; 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. The energy consumption data includes the power system consumption data and the power system consumption data of the ship. The fuel consumption data includes the dynamic fuel consumption data and the static fuel consumption data of the ship.

4. The energy control method for a dual-fuel bulk carrier based on a big data platform according to claim 3 is characterized by: In S400, the optimal dual-fuel ratio results for different scenarios are obtained by comprehensively analyzing the ship energy consumption data and fuel data under the corresponding scenarios, and the specific steps of regulating the actual ship fuel usage and driving status according to the analysis results are as follows: S401: If the ship's driving scenario is the third-level normal scenario, the ship's driving energy is supplied only by LNG fuel, and the consumption of LNG fuel is calculated. , and its calculation formula is: Where h is the distance traveled by the ship. In the first-level emergency scenario and the second-level warning scenario, the real-time energy consumption data E of the ship is retrieved. 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 per unit volume of traditional fuel and LNG fuel combustion is retrieved from historical data. and The unit volume is 1 cubic meter; the total mass of greenhouse gases and harmful substances released by the ship under 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 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 conditions are obtained respectively. Then the two unconnected points of the two line segments are connected to obtain the actual greenhouse gas and harmful substance emission data value segment of the dual-fuel mixed combustion. The value corresponding to the midpoint of the actual dual-fuel mixed combustion greenhouse gas and harmful substance emission data value 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 , and the calculation formula is: in, The energy consumption of traditional fuels under extreme conditions is fully output. This is the energy consumption when LNG fuel is fully output under extreme conditions. 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 in different scenarios, and continuously outputs the dual-fuel according to the proportional calculation result to regulate the ship's travel.

5. A dual-fuel bulk carrier energy control system based on a big data platform, used to implement the dual-fuel bulk carrier energy control method based on a big data platform as claimed in claim 1, characterized in that: 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 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 the ratio of dynamic and static fuel data; the energy control module regulates the dynamic fuel distribution and real-time driving status of the dual-fuel bulk carrier based on 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.

6. The dual-fuel bulk carrier energy control system based on a big data platform according to claim 5 is characterized by: 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.

7. The dual-fuel bulk carrier energy control system based on a big data platform according to claim 6 is characterized by: 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 status into dynamic and static states according to the driving status of the hull in combination with 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 weather stations, underwater sonar systems, radar systems, GPS systems, water quality sensors and hull tilt sensors.

8. The dual-fuel bulk carrier energy control system based on a big data platform according to claim 7 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 scene set groups, 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 to calculate and analyze the optimal ratio of dual-fuel supply under the corresponding scenes at different times.

9. The dual-fuel bulk carrier energy control system based on a big data platform according to claim 8, 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.

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