Real-time Monitoring and Remote Control Device for the Water Level of Ship Ballast Tanks

Abstract

The invention discloses a device for real-time monitoring and remote control of the water level in a ship's ballast tank, which relates to the field of water level control in a ship's ballast tank. The device for real-time monitoring and remote control of the water level in a ship's ballast tank includes a first data acquisition and analysis unit, which is used to acquire in real time the water level monitoring data of each ballast tank of the ship to be controlled and analyze to obtain an adjusted water level value; a second data acquisition and analysis unit, which is used to acquire ship status monitoring data and sea condition monitoring data, analyze to obtain a ship status water level regulation factor and a sea condition water level regulation factor, and analyze to obtain a corresponding comprehensive water level regulation factor; analyze the adjusted water level value and the comprehensive water level regulation factor to obtain a water level control range. The invention uses a comparison control unit to obtain the water level monitoring value of the corresponding ballast tank and analyze it with the water level control range, and takes control measures based on the analysis result to ensure that the water level in the ballast tank can be corrected in time under severe sea conditions, thereby enhancing the navigation safety of the ship.

Description

Technical Field

[0001] The present invention relates to the technical field of ship ballast tank water level control, and specifically to a real-time monitoring and remote control device for the water level of ship ballast tanks. Background Art

[0002] Ship ballast tanks are key equipment for ships to maintain stability. Their main function is to adjust the weight distribution, draft depth and sailing balance of the ship by injecting or discharging water. Ballast tanks are located in different positions of the hull, and their design and operation directly affect the sailing performance, fuel efficiency and maritime safety of the ship. The injection of ballast water can increase the weight of the ship and reduce the height of the hull floating, while draining water helps to increase the buoyancy and speed of the hull. Especially during long voyages or in bad weather, the management of ballast tanks is crucial for the smooth sailing of the ship.

[0003] The prior art, such as a method for preventing ship ballast water overflow disclosed in a patent application with publication number CN111824328B, includes a ship ballast water system, which includes several ballast tanks, a water injection device and a drainage device. Several ballast tanks are all connected to the water injection device, and the water injection device can inject seawater outside the ship into the ballast tank. The drainage device is arranged between the ballast tank and the water injection device, and the seawater in the water injection device can be discharged to the outside of the ship through the drainage device; a maximum water level value and an adjusted water level value are set for the ballast tank. When the actual water level in the ballast tank reaches the adjusted water level value, the water injection speed is reduced; when the actual water level in the ballast tank reaches the maximum water level value, the seawater in the water injection device is discharged to the outside through the drainage device; finally, the water injection situation and the actual draft value of the ballast tank are detected. By setting two water level values for the ballast tank, when the actual water level reaches the corresponding water level value during water injection, the water injection speed is adjusted and water injection is stopped, avoiding overflow due to untimely closing of water injection.

[0004] Based on the above solution, it is found that the limitations of the prior art at least include the following problems. First, the prior art lacks a dynamic adjustment mechanism for the real-time sailing state of the ship and the external sea conditions, and it is difficult to consider the dynamically changing state of the ship during actual sailing. During the ship's sailing process, the dynamic characteristics of the hull and the changes in the external environment will cause the water level requirements of the ballast tank to change at any time, which is likely to lead to difficulty in accurately responding to the immediate needs of water level adjustment. Second, the prior art does not dynamically combine the real-time monitoring data with the actual control factors, so it is difficult to make real-time responses according to the specific needs of the ship, which is likely to cause over-injection or under-injection of the water level in the ballast tank, and further affect the stability and safety of the ship. Summary of the Invention

[0005] In view of the deficiencies of the prior art, the present invention provides a device for real-time monitoring and remote control of the water level in a ship's ballast tank, which solves the problems that the prior art lacks a dynamic adjustment mechanism for the real-time navigation state and external sea conditions of the ship and is difficult to consider the dynamically changing state of the ship during actual navigation.

[0006] To achieve the above objectives, the present invention is realized through the following technical solutions: A device for real-time monitoring and remote control of the water level in a ship's ballast tank, including: a first data acquisition and analysis unit, a second data acquisition and analysis unit, a comprehensive analysis unit, and a comparison and control unit; the first data acquisition and analysis unit is used to, when the ship is sailing, acquire in real time the water level monitoring data of each ballast tank of the ship to be controlled, and perform data analysis to obtain the adjusted water level value of each ballast tank of the ship to be controlled; the second data acquisition and analysis unit is used to acquire in real time the ship state monitoring data and sea condition monitoring data of each ballast tank of the ship to be controlled, and perform data analysis respectively to obtain the ship state water level regulation factor and sea condition water level regulation factor of each ballast tank of the ship to be controlled, and perform comprehensive analysis to obtain the comprehensive water level regulation factor of each ballast tank of the ship to be controlled; the comprehensive analysis unit is used to comprehensively analyze the adjusted water level value and the comprehensive water level regulation factor of each ballast tank of the ship to be controlled to obtain the water level control range of each ballast tank of the ship to be controlled; the comparison and control unit is used to simultaneously acquire the water level monitoring value of each ballast tank of the ship to be controlled, compare and analyze it with the corresponding water level control range, and take corresponding control measures based on the comparison and analysis results.

[0007] Further, the water level monitoring data includes water pressure value, water temperature value, water salinity value, gas content value, the ship state monitoring data includes ship tilt index, ship swing amplitude index, ship traveling speed value, ship draft depth value, ship moment of inertia value, ship buoyancy load ratio, and the sea condition monitoring data includes wave height index, wind speed value, seawater microplastic concentration value, seawater flow velocity value, seawater temperature gradient index, seawater bubble content value, seawater density value, deviation angle difference.

[0008] Further, the specific formula for calculating the comprehensive water level regulation factor of each ballast tank of the ship to be controlled is as follows: ; where is the comprehensive water level regulation factor of the th ballast tank of the ship to be controlled, , are in turn the ship state water level regulation factor and sea condition water level regulation factor of the th ballast tank of the ship to be controlled, , , , , They are, in sequence, the ship state coefficient, ship adjustment coefficient, sea condition coefficient, sea condition adjustment coefficient, and interaction coefficient stored in the database. , 1, 2, 3, …, , is the number of ballast tanks.

[0009] Furthermore, the specific steps to obtain the adjustment water level value of each ballast tank of the ship to be controlled are as follows: Obtain the water density reference value and water temperature reference value of each ballast tank of the ship to be controlled, and conduct a comprehensive analysis in combination with the water temperature value, water salinity value, and gas content value to obtain the actual water density value of each ballast tank of the ship to be controlled; and analyze the water pressure value and actual water density value of the ballast tanks of the ship to be controlled to obtain the adjustment water level value of each ballast tank of the ship to be controlled.

[0010] Furthermore, the specific steps to obtain the ship state water level regulation factor of each ballast tank of the ship to be controlled are as follows: Normalize the ship tilt index, ship swing amplitude index, ship draft depth value, ship traveling speed value, ship moment of inertia value, and ship buoyancy load ratio of each ballast tank of the ship to be controlled; Based on the normalized ship tilt index, ship swing amplitude index, and ship draft depth value of each ballast tank of the ship to be controlled, conduct a comprehensive analysis to obtain the ship water level adjustment demand index of each ballast tank of the ship to be controlled; and conduct a comprehensive analysis on the normalized ship traveling speed value, ship moment of inertia value, and ship buoyancy load ratio of each ballast tank of the ship to be controlled to obtain the ship water level adjustment sensitivity index of each ballast tank of the ship to be controlled; Comprehensively analyze the ship water level adjustment demand index and ship water level adjustment sensitivity index of each ballast tank of the ship to be controlled to obtain the ship state water level regulation factor of each ballast tank of the ship to be controlled.

[0011] Furthermore, the specific formulas for calculating the ship water level adjustment demand index, ship water level adjustment sensitivity index, and ship state water level regulation factor of each ballast tank of the ship to be controlled are as follows: ; where is the ship water level adjustment demand index of the th ballast tank of the ship to be controlled, , , are, in sequence, the ship tilt index, ship swing amplitude index, and ship draft depth value of the th ballast tank of the ship to be controlled after normalization, , , , are, in sequence, the tilt adjustment coefficient, swing adjustment coefficient, draft depth adjustment coefficient, and superposition coefficient stored in the database. is the ship water level regulation sensitivity index of the th ballast water tank of the ship to be controlled, , , are successively the ship travel speed value, ship moment of inertia value, and ship buoyancy load ratio of the th ballast water tank of the ship to be controlled after normalization processing, , , , are successively the speed adjustment coefficient, moment of inertia adjustment coefficient, buoyancy load adjustment coefficient, and buoyancy load non - linear adjustment coefficient stored in the database, is the ship state water level regulation factor of the th ballast water tank of the ship to be controlled, , are the adjustment demand coefficient and sensitivity coefficient stored in the database, , 1, 2, 3, …, , is the number of ballast water tanks, is the natural constant.

[0012] Furthermore, the specific steps to obtain the sea condition water level regulation factor of each ballast water tank of the ship to be controlled are as follows: standardize the wave height index, wind speed value, seawater micro - plastic concentration value, seawater flow velocity value, seawater temperature gradient index, and seawater density value of each ballast water tank of the ship to be controlled; and comprehensively analyze the wave height index, wind speed value, seawater micro - plastic concentration value, seawater flow velocity value, seawater temperature gradient index, and seawater density value of each ballast water tank of the ship to be controlled after standardization to obtain the dynamic resistance - effect ratio adjustment index of each ballast water tank of the ship to be controlled; and comprehensively analyze the dynamic resistance - effect ratio adjustment index, seawater bubble content value, and deviation angle difference of each ballast water tank of the ship to be controlled to obtain the sea condition water level regulation factor of each ballast water tank of the ship to be controlled.

[0013] Furthermore, the specific steps to calculate the dynamic resistance - effect ratio adjustment index and sea condition water level regulation factor of each ballast water tank of the ship to be controlled are as follows: ; where, is the dynamic resistance - effect ratio adjustment index of the th ballast water tank of the ship to be controlled, , , , , , are successively the The wave height index, wind speed value, seawater flow velocity value, seawater microplastic concentration value, seawater density value, and seawater temperature gradient index of a ballast water tank , , , , , , , are, in sequence, the seawater flow velocity adjustment coefficient, wind speed adjustment coefficient, seawater flow velocity adjustment coefficient, power drive adjustment coefficient, microplastic adjustment coefficient, seawater density adjustment coefficient, temperature gradient adjustment coefficient, and resistance adjustment coefficient stored in the database is the sea condition water level regulation factor of the th ballast water tank of the ship to be controlled , are, in sequence, the seawater bubble content value and deviation angle difference value of the th ballast water tank of the ship to be controlled , , , are, in sequence, the dynamic resistance adjustment coefficient, bubble content proportion coefficient, bubble content adjustment coefficient, and deviation adjustment coefficient stored in the database 1, 2, 3, …, , is the number of ballast water tanks is the natural constant

[0014] Further, the specific steps to obtain the water level control interval for each ballast water tank of the ship to be controlled are as follows: comprehensively analyze the adjusted water level value and the comprehensive water level regulation factor of each ballast water tank of the ship to be controlled to obtain the maximum safe water level value and the minimum safe water level value for each ballast water tank of the ship to be controlled; and establish the water level control interval for the corresponding ballast water tank based on the maximum safe water level value and the minimum safe water level value of each ballast water tank of the ship to be controlled

[0015] Further, the specific steps to take corresponding control measures based on the comparison and analysis results are as follows: if the water level monitoring value of each ballast water tank of the ship to be controlled is lower than the lower limit of the water level control interval, take the first control measure; if the water level monitoring value of each ballast water tank of the ship to be controlled is within the water level control interval, do not take control measures; if the water level monitoring value of each ballast water tank of the ship to be controlled is higher than the lower limit of the water level control interval, take the second control measure

[0016] The present invention has the following beneficial effects:

[0017] (1) The real-time monitoring and remote control device for the water level of the ship's ballast tank monitors the water level of each ballast tank in real time, adjusts the water level control factor in real time according to the dynamic state of the ship and the external sea conditions, and automatically adjusts the water level of each tank to ensure that the water level of the ship's ballast tank can be corrected immediately under bad sea conditions, thereby avoiding excessive swaying or tilting of the hull, enhancing the navigation safety of the ship, and effectively preventing potential safety hazards caused by unbalanced water levels.

[0018] (2) The real-time monitoring and remote control device for the water level of the ship's ballast tank obtains the water level monitoring values of each ballast tank, compares them with the analyzed water level control range, and makes an intelligent judgment through the comparison control unit, thereby improving the response speed of the device, reducing the need for manual intervention, reducing the risk of operation errors, and being able to adjust the water level of the ship's ballast tank in a timely and accurate manner under complex sea conditions to ensure the safe and efficient navigation of the ship.

[0019] (3) The real-time monitoring and remote control device for the water level of the ship's ballast tank adjusts the water level control factor of each ballast tank according to the changes in the ship's state and sea conditions, and accurately calculates the water level control range of each tank on this basis, thereby avoiding the situation of excessive use or shortage of ballast water that is prone to occur in actual water level management, achieving an efficient water level adjustment effect, and for ships sailing for a long time, the device can significantly reduce the waste of ballast water and reduce the energy consumption during the long-term operation of the ship.

[0020] Of course, it is not necessary for any product implementing the present invention to achieve all the above-mentioned advantages simultaneously. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a block diagram of the real-time monitoring and remote control device for the water level of the ship's ballast tank of the present invention.

[0022] Figure 2 It is a flowchart of the steps for obtaining the ship state water level control factor of each ballast tank of the ship to be controlled in the real-time monitoring and remote control device for the water level of the ship's ballast tank of the present invention.

[0023] Figure 3 It is a flowchart of the steps for obtaining the sea condition water level control factor of each ballast tank of the ship to be controlled in the real-time monitoring and remote control device for the water level of the ship's ballast tank of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0024] The general idea for the problems in the embodiments of the present application is as follows:

[0025] First, when the ship is sailing, the first data acquisition and analysis unit acquires the water level monitoring data of each ballast tank of the ship to be controlled in real time, and conducts data analysis to obtain the adjusted water level value of each ballast tank of the ship to be controlled. Secondly, the second data acquisition and analysis unit is used to acquire the ship state monitoring data and sea condition monitoring data of each ballast tank of the ship to be controlled in real time, and conduct data analysis respectively to obtain the ship state water level regulation factor and sea condition water level regulation factor of the corresponding ballast tank, and conduct comprehensive analysis to obtain the comprehensive water level regulation factor of the corresponding ballast tank. Then, through the comprehensive analysis unit, it is used to comprehensively analyze the adjusted water level value and the comprehensive water level regulation factor of each ballast tank of the ship to be controlled to obtain the water level control interval of the corresponding ballast tank. Finally, through the comparison control unit, the water level monitoring value of each ballast tank of the ship to be controlled is acquired simultaneously, and compared and analyzed with the corresponding water level control interval, and corresponding control measures are taken based on the comparison and analysis results.

[0026] Please refer to Figure 1 An embodiment of the present invention provides a technical solution: a device for real-time monitoring and remote control of the water level of a ship's ballast tank, including: a first data acquisition and analysis unit, a second data acquisition and analysis unit, a comprehensive analysis unit, and a comparison control unit; the first data acquisition and analysis unit is used to acquire the water level monitoring data of each ballast tank of the ship to be controlled in real time when the ship is sailing, and conduct data analysis to obtain the adjusted water level value of each ballast tank of the ship to be controlled (the water level value to be adjusted of the ballast tank corresponding to each instantaneous moment); the second data acquisition and analysis unit is used to acquire the ship state monitoring data and sea condition monitoring data of each ballast tank of the ship to be controlled in real time, and conduct data analysis respectively to obtain the ship state water level regulation factor and sea condition water level regulation factor of each ballast tank of the ship to be controlled, and conduct comprehensive analysis to obtain the comprehensive water level regulation factor of each ballast tank of the ship to be controlled; the comprehensive analysis unit is used to comprehensively analyze the adjusted water level value and the comprehensive water level regulation factor of each ballast tank of the ship to be controlled to obtain the water level control interval of each ballast tank of the ship to be controlled; the comparison control unit is used to acquire the water level monitoring value of each ballast tank of the ship to be controlled simultaneously, and compare and analyze it with the corresponding water level control interval, and take corresponding control measures based on the comparison and analysis results.

[0027] The specific formula for calculating the comprehensive water level regulation factor of each ballast tank of the ship to be controlled is as follows: ; where is the comprehensive water level regulation factor of the th ballast tank of the ship to be controlled, is the ship state water level regulation factor of the th ballast tank of the ship to be controlled, is the ship state coefficient stored in the database, is the ship adjustment coefficient stored in the database, is the sea condition water level regulation factor of the th ballast water tank of the ship to be controlled, is the sea condition coefficient stored in the database, is the sea condition adjustment coefficient stored in the database, is the interaction coefficient stored in the database, , 1, 2, 3, …, , is the number of ballast water tanks.

[0028] It should be noted that the term in the formula is used to adjust the superposition effect of the ship state water level regulation factor and the sea condition water level regulation factor, and avoid the comprehensive water level regulation factor being too high or too low.

[0029] and can be obtained through the following steps: read the ship state water level regulation factor and the sea condition water level regulation factor of each ballast water tank of the ship to be controlled, and conduct a mean analysis to obtain the mean value of the ship state water level regulation factor and the mean value of the sea condition water level regulation factor of the ship to be controlled, and conduct a summation analysis to obtain the comprehensive water level regulation sum value, and conduct a ratio analysis of the mean value of the ship state water level regulation factor and the mean value of the sea condition water level regulation factor of the ship to be controlled with the comprehensive water level regulation sum value respectively, and use the ratio analysis results as the corresponding coefficients.

[0030] and and can be obtained through the following steps: use historical monitoring data, combine indicators such as the ship state water level regulation factor and the sea condition water level regulation factor, conduct statistical regression analysis, quantify the specific impact of each factor on the comprehensive water level regulation factor, so as to fit the initial weight value. Secondly, use the sensitivity analysis method to adjust the value range of each coefficient, observe its impact on the comprehensive water level regulation factor, ensure the stability and rationality of the model, and based on the regional characteristics and actual situation, correct and optimize the initially fitted coefficients, and finally determine the coefficient values applicable to a specific region.

[0031] The specific embodiment of calculating the comprehensive water level regulation factor of the first ballast water tank of the ship to be controlled is as follows. The following data are available:

[0032] The ship state water level regulation factor of the first ballast water tank of the ship to be controlled is approximately: 1.56.

[0033] The sea condition water level regulation factor of the first ballast water tank of the ship to be controlled is approximately: 1.35.

[0034] The ship state coefficient of the first ballast tank stored in the database is approximately: 0.59.

[0035] The ship adjustment coefficient of the first ballast tank stored in the database is approximately: 0.41.

[0036] The sea state coefficient of the first ballast tank stored in the database is approximately: 0.26.

[0037] The sea state adjustment coefficient of the first ballast tank stored in the database is approximately: 0.35.

[0038] The interaction coefficient of the first ballast tank stored in the database is approximately: 0.43.

[0039] Substitute the above data into the specific formula for calculating the comprehensive water level regulation factor of each ballast tank of the ship to be controlled for calculation, and obtain:

[0040] The comprehensive water level regulation factor of the first ballast tank of the ship to be controlled = arctan((exp(-(0.59 * 1.56 0.26 + 0.41 * 1.35 0.35 ))) / (0.43 * 1.56 * 1.35)) ≈ 0.34.

[0041] The water level monitoring data includes water pressure value, water temperature value, water salinity value, gas content value, and the ship state monitoring data includes ship tilt index, ship sway amplitude index, ship traveling speed value, ship draft depth value, ship moment of inertia value, ship buoyancy load ratio, and the sea state monitoring data includes wave height index, wind speed value, seawater microplastic concentration value, seawater flow velocity value, seawater temperature gradient index, seawater bubble content value, seawater density value, deviation angle difference.

[0042] Among them, the water pressure value can be obtained through a pressure sensor.

[0043] The water temperature value can be obtained through a water temperature sensor.

[0044] The water salinity value is the concentration of dissolved salts in water and can be obtained through a salinity sensor (such as a conductivity sensor).

[0045] The gas content value is the content of dissolved gases (such as oxygen, carbon dioxide, etc.) in water and can be obtained through a gas sensor.

[0046] The ship tilt index is the degree of tilt of the ship relative to the horizontal plane and can be obtained by obtaining the lateral and longitudinal tilt degrees and performing weighted processing, and the resulting value is this parameter.

[0047] The ship's roll amplitude index is a quantitative indicator of the ship's roll amplitude. By obtaining the angular velocities of roll (obtained by a gyroscope) and pitch (obtained by a gyroscope) and performing weighted processing, the resulting value is this parameter.

[0048] The ship's draft value is the depth to which the ship sinks below the water surface in water and can be obtained by an ultrasonic sensor.

[0049] The ship's moment of inertia value is the ability of the ship to resist rotation under the action of external forces. By scanning the ship's shape with a laser scanning device, high-precision three-dimensional point cloud data can be obtained. After processing, a three-dimensional model of the ship can be generated. Inputting it into engineering calculation software for analysis and calculation, the calculation results are not uploaded to the database.

[0050] The ship's buoyancy load ratio is the ratio between the ship's buoyancy (obtained by a buoyancy sensor) and its total load (obtained by a weight sensor).

[0051] The sea wave height index is the average height of the sea wave height in each direction during the ship's voyage. The sea wave height in each direction can be obtained by a wave sensor (which can calculate the sea wave height index in each direction after real-time recording of the wave height and direction of the sea wave and internal algorithm processing of the data).

[0052] The microplastic concentration value refers to the concentration of microplastic particles in seawater and can be obtained by a microplastic concentration sensor.

[0053] The seawater temperature gradient index is the temperature difference between seawater at different depths. By obtaining temperature values at multiple different depths and performing standard deviation processing, the resulting value is this parameter.

[0054] The seawater bubble content value is the ratio of the volume of bubbles in seawater within the set range of the ship to the volume of seawater. The volume of bubbles in seawater within the set range can be obtained by a bubble sensor (which estimates the volume of bubbles by monitoring the acoustic changes and reflection intensity when bubbles pass through), and the volume of seawater within the set range is obtained by multiplying the cross-sectional area of the set range by the average depth of this area (i.e., measuring the depth at multiple measurement points with a sonar and performing mean processing based on the measurement results). The resulting value is this parameter.

[0055] The deviation angle difference is the angle between the ship's heading (obtained by a heading sensor) and the sea wave direction (wave direction sensor), that is, the deviation angle difference = |ship's heading angle - sea wave direction angle|.

[0056] Specifically, such as Figure 2As shown in the figure, the specific steps to obtain the adjusted water level value of each ballast water tank of the ship to be controlled are as follows: Obtain the water density reference value and water temperature reference value of each ballast water tank of the ship to be controlled, and conduct comprehensive analysis in combination with the water temperature value, water salinity value, and gas content value to obtain the actual water density value of each ballast water tank of the ship to be controlled; and analyze the water pressure value and actual water density value of the ballast water tank of the ship to be controlled to obtain the adjusted water level value of each ballast water tank of the ship to be controlled.

[0057] Among them, the water density reference value is the density of pure water, which can be obtained through the international standard hydrological database.

[0058] The water temperature reference value can be obtained through the NASA ocean temperature database.

[0059] And the specific formulas for calculating the actual water density value and adjusted water level value of each ballast water tank of the ship to be controlled are as follows: ; where is the actual water density value of the th ballast water tank of the ship to be controlled, is the water density reference value of the th ballast water tank of the ship to be controlled, is the water salinity value of each ballast water tank of the ship to be controlled, is the salinity coefficient stored in the database, is the water temperature value of the th ballast water tank of the ship to be controlled, is the water temperature reference value of the ship to be controlled, is the temperature coefficient stored in the database, is the gas content value of the th ballast water tank of the ship to be controlled, is the gas content coefficient stored in the database, is the adjusted water level value of the th ballast water tank of the ship to be controlled, is the water pressure value of the th ballast water tank of the ship to be controlled, is the value of gravitational acceleration, and in this embodiment, the value is 9.80, 1, 2, 3, …, , is the number of ballast water tanks.

[0060] It should be noted that , , It can be obtained through the following steps: Using historical data, combining indicators such as water temperature value, water salinity value, and gas content value, conducting statistical regression analysis, quantifying the specific impacts of various factors on water density, so as to fit the initial weight values. Secondly, using the sensitivity analysis method, adjusting the value range of each coefficient, observing its impact on the water density evaluation result, ensuring the stability and rationality of the model. Based on the regional characteristics and actual situation, correcting and optimizing the initially fitted coefficients, and finally determining the coefficient values applicable to a specific region.

[0061] In this implementation plan, by combining various environmental factors such as water temperature, salinity, and gas content with the reference value of water density, the actual water density of the ship's ballast tank can be accurately evaluated. The dynamic changes of environmental factors (such as water temperature, salinity, etc.) have a significant impact on water density, thus effectively improving the accuracy of water level. Secondly, combining historical data, environmental factors, and sensitivity analysis makes the model more dynamic and adaptable. Through regression analysis and sensitivity analysis based on historical data, the specific impacts of each influencing factor can be quantified and the parameter coefficients can be optimized, thereby enhancing the adaptability of the device to different ballast tanks. Finally, according to the specific characteristics of different regions and sea conditions, adjusting the model parameters and correcting the coefficients applicable to a specific environment, so as to have high reliability and consistency in practical applications.

[0062] Specifically, the specific steps to obtain the ship state water level regulation factor for each ballast tank of the ship to be controlled are as follows: Normalize (i.e., remove the unit) the ship tilt index, ship swing amplitude index, ship draft depth value, ship traveling speed value, ship moment of inertia value, and ship buoyancy load ratio for each ballast tank of the ship to be controlled; Based on the comprehensive analysis of the ship tilt index, ship swing amplitude index, and ship draft depth value for each ballast tank of the ship to be controlled after normalization, obtain the ship water level adjustment demand index for each ballast tank of the ship to be controlled; And conduct a comprehensive analysis of the ship traveling speed value, ship moment of inertia value, and ship buoyancy load ratio for each ballast tank of the ship to be controlled after normalization to obtain the ship water level adjustment sensitivity index for each ballast tank of the ship to be controlled; Conduct a comprehensive analysis of the ship water level adjustment demand index and the ship water level adjustment sensitivity index for each ballast tank of the ship to be controlled to obtain the ship state water level regulation factor for each ballast tank of the ship to be controlled.

[0063] The specific formulas for calculating the ship water level adjustment demand index, ship water level adjustment sensitivity index, and ship state water level regulation factor for each ballast tank of the ship to be controlled are as follows: ; where is the ship water level adjustment demand index for the th ballast tank of the ship to be controlled, is the ship's The ship tilt index of a ballast tank is the tilt adjustment coefficient stored in the database is the ship swing amplitude index of the th ballast tank of the ship to be controlled after normalization is the swing adjustment coefficient stored in the database is the ship draft depth value of the th ballast tank of the ship to be controlled after normalization is the draft depth adjustment coefficient stored in the database is the superposition coefficient stored in the database is the ship water level regulation sensitivity index of the th ballast tank of the ship to be controlled is the ship travel speed value of the th ballast tank of the ship to be controlled after normalization is the speed adjustment coefficient stored in the database is the ship moment of inertia value of the th ballast tank of the ship to be controlled after normalization is the moment of inertia adjustment coefficient stored in the database is the ship buoyancy load ratio of the th ballast tank of the ship to be controlled after normalization is the buoyancy load adjustment coefficient stored in the database is the buoyancy load non - linear adjustment coefficient stored in the database is the ship state water level regulation factor of the th ballast tank of the ship to be controlled is the regulation demand coefficient stored in the database is the sensitivity coefficient stored in the database , 1, 2, 3, … , is the number of ballast tanks is the natural constant, and its value is 2.71 in this implementation example

[0064] It should be noted that in the formula this term is used to adjust the superposition effect of the ship tilt index, ship swing amplitude index, and ship draft depth value, and avoid the ship water level regulation demand index being too high or too low

[0065] 、 、 、 It can be obtained through the following steps: Based on historical data, determine the initial influence weights of various variables (such as ship tilt index, ship swing amplitude index, ship draft depth value, etc.) on the ship water level regulation demand index through statistical regression analysis. Then, use the sensitivity analysis method to adjust the value range of the coefficients to evaluate the stability and applicability of these parameters to the formula output. Next, further fit the weights through model optimization (such as multi-objective optimization) to ensure that the formula can accurately reflect the actual ship water level regulation demand. Fine-tune the coefficients based on different regional characteristics to ensure its applicability to specific ship water level regulation demands.

[0066] 、 、 、 It can be obtained through the following steps: Based on historical data, determine the initial influence weights of various variables (such as ship travel speed value, ship moment of inertia value, ship buoyancy load ratio, etc.) on the ship water level regulation sensitivity index through statistical regression analysis. Then, use the sensitivity analysis method to adjust the value range of the coefficients to evaluate the stability and applicability of these parameters to the formula output. Next, further fit the weights through model optimization (such as machine learning algorithms) to ensure that the formula can accurately reflect the sensitivity of actual ship water level regulation. Fine-tune the coefficients based on different regional characteristics to ensure its applicability to the sensitivity of specific ship water level regulation.

[0067] 、 It can be obtained through the following steps: Read the ship water level regulation demand index and ship water level regulation sensitivity index of each ballast water tank for controlling the ship, and conduct mean analysis to obtain the mean value of the ship water level regulation demand index and the mean value of the ship water level regulation sensitivity index, and conduct summation analysis to obtain the ship state regulation sum value. Then, conduct ratio analysis on the mean value of the ship water level regulation demand index and the mean value of the ship water level regulation sensitivity index respectively with the ship state regulation sum value, and use the ratio analysis results as the corresponding coefficients.

[0068] In this implementation plan, by normalizing and comprehensively analyzing multiple key parameters of the ship (such as the tilt index, swing amplitude, draft depth, etc.), the water level adjustment demand index and sensitivity index of the ship are accurately calculated, and the error caused by unit differences of different parameters is avoided, so as to ensure that the influence of each parameter on water level adjustment is reasonably reflected. At the same time, under the action of multiple factors, the water level adjustment demand index and sensitivity index of the ship can comprehensively reflect the actual needs of the ship under different navigation states, thus avoiding the situation of improper ship regulation, and then enabling the ship to sail stably under different navigation conditions, ensuring safety and efficiency. Secondly, through historical data analysis and sensitivity analysis methods, the value range of each coefficient can be dynamically adjusted, so that the control factor can accurately reflect the adjustment demand and sensitivity of the ship under different navigation states, and through fine-tuning of different regional characteristics, the model can accurately adapt to the navigation needs of different sea areas. The fine-tuning coefficient can ensure that the water level adjustment system of the ship in a specific area is more suitable for the actual environment, thereby improving the adjustment efficiency and stability of the ship in various complex environments, and further enhancing the operation safety of the ship.

[0069] Specifically, the specific steps to obtain the sea condition water level control factor of each ballast tank of the ship to be controlled are as follows: Standardize (i.e., remove the unit) the wave height index, wind speed value, seawater microplastic concentration value, seawater flow velocity value, seawater temperature gradient index, and seawater density value of each ballast tank of the ship to be controlled; and comprehensively analyze the wave height index, wind speed value, seawater microplastic concentration value, seawater flow velocity value, seawater temperature gradient index, and seawater density value of each ballast tank of the ship to be controlled after the standardization process to obtain the dynamic resistance effect ratio adjustment index of each ballast tank of the ship to be controlled; and comprehensively analyze the dynamic resistance effect ratio adjustment index, seawater bubble content value, and deviation angle difference of each ballast tank of the ship to be controlled to obtain the sea condition water level control factor of each ballast tank of the ship to be controlled.

[0070] The specific steps to calculate the dynamic resistance effect ratio adjustment index and sea condition water level control factor of each ballast tank of the ship to be controlled are as follows: ; where is the dynamic resistance effect ratio adjustment index of the th ballast tank of the ship to be controlled, is the wave height index of the th ballast tank of the ship to be controlled after standardization, is the seawater flow velocity adjustment coefficient stored in the database, is the wind speed value of the th ballast tank of the ship to be controlled after standardization, is the wind speed adjustment coefficient stored in the database, is the The seawater flow velocity value of a ballast water tank is the seawater flow velocity adjustment coefficient stored in the database is the power drive adjustment coefficient stored in the database is the seawater microplastic concentration value of the th ballast water tank of the ship to be controlled after standardization is the microplastic adjustment coefficient stored in the database is the seawater density value of the th ballast water tank of the ship to be controlled after standardization is the seawater density adjustment coefficient stored in the database is the seawater temperature gradient index of the th ballast water tank of the ship to be controlled after standardization is the temperature gradient adjustment coefficient stored in the database is the sea condition water level regulation factor of the th ballast water tank of the ship to be controlled is the dynamic resistance adjustment coefficient stored in the database is the seawater bubble content value of the th ballast water tank of the ship to be controlled is the bubble content ratio coefficient stored in the database is the bubble content adjustment coefficient stored in the database is the deviation angle difference value of the th ballast water tank of the ship to be controlled 1, 2, 3, … , is the number of ballast water tanks is the natural constant, and its value is 2.71 in this embodiment

[0071] It should be noted that , , , , , , , It can be obtained through the following steps: Utilize historical data to evaluate the influence degree of each variable (such as wave height index, wind speed value, seawater microplastic concentration value, etc.) on the dynamic resistance effect ratio adjustment index through statistical modeling and regression analysis, so as to fit the initial weight value. Then, based on sensitivity analysis, adjust the value range of these coefficients to ensure that the formula has good adaptability to the dynamic resistance effect ratio adjustment changes under different environmental conditions. Next, based on regional characteristics and actual situations, correct and optimize the preliminarily fitted coefficients, and finally determine the coefficient values applicable to a specific region.

[0072] , , , It can be obtained through the following steps: Utilize historical data to evaluate the influence degree of each variable (such as dynamic resistance effect ratio adjustment index, seawater bubble content value, deviation angle difference, etc.) on the sea condition water level regulation factor through statistical modeling and regression analysis, so as to fit the initial weight value. Then, based on sensitivity analysis, adjust the value range of these coefficients to ensure that the formula has good adaptability to the sea condition water level regulation factor under different environmental conditions. Next, based on regional characteristics and actual situations, correct and optimize the preliminarily fitted coefficients, and finally determine the coefficient values applicable to a specific region.

[0073] In this implementation scheme, by standardizing the sea condition influencing factors of each ballast water tank of the ship, the unit differences between these parameters are eliminated, so that each factor can participate in the comprehensive analysis more fairly under the same conditions, thus ensuring that the control device can accurately adjust the dynamic resistance ratio and water level regulation factor of the ship under different sea conditions, and then improving the stability of the ship under dynamic sea conditions, so as to ensure that the ship can efficiently cope with various complex sea conditions. Secondly, by using historical data for statistical modeling and regression analysis, and optimizing and adjusting the coefficients through the sensitivity analysis method, it can be ensured that the sea condition water level regulation factor can adapt to different ocean environments and navigation conditions, and make fine-tuning according to the characteristics of different sea areas. It can also adjust the water level regulation strategy in real time according to the data changes in actual navigation, so as to enhance the adaptability. For example, in areas with large waves, the coefficient value will be automatically adjusted to ensure the water level regulation effect of the ship in complex environments. Then, the optimization of the dynamic resistance ratio adjustment index and the sea condition water level regulation factor helps to more accurately adjust the buoyancy and stability of the ship, so as to improve the navigation efficiency. At the same time, the analysis of the bubble content and the deviation angle can help to accurately control the navigation trajectory of the ship, ensure that the ship always maintains the best state under different sea conditions, and improve the economic benefits of the ship. Moreover, by fine-tuning and optimizing the coefficients for specific areas, it can be ensured that the water level regulation adapts to the characteristics of specific sea areas. The sea currents, climate conditions, wave intensities, etc. in different areas will affect the water level regulation requirements of the ship. Therefore, adjusting the coefficients can ensure that the ship can accurately adjust the water level in any specific area, minimize the unstable factors during navigation, and improve the navigation safety and reliability. Finally, by optimizing the coefficients through regression analysis and sensitivity analysis, the finally obtained sea condition water level regulation factor is more accurate, so that the water level control is predictable. With the continuous accumulation and analysis of historical data, the water level requirements of the ship under different sea conditions can be predicted, and corresponding adjustments can be made to ensure that the ship can still maintain a high operating efficiency during long-term navigation.

[0074] Specifically, the specific steps to obtain the water level control interval of each ballast water tank of the ship to be controlled are as follows: comprehensively analyze the adjusted water level value and the comprehensive water level regulation factor of each ballast water tank of the ship to be controlled to obtain the maximum safe water level value and the minimum safe water level value of each ballast water tank of the ship to be controlled; and establish the water level control interval of the corresponding ballast water tank based on the maximum safe water level value and the minimum safe water level value of each ballast water tank of the ship to be controlled.

[0075] Among them, the specific formulas for calculating the maximum safe water level value and the minimum safe water level value of each ballast water tank of the ship to be controlled are as follows: ; where is the maximum safe water level value of the th ballast water tank of the ship to be controlled, is the The regulated water level value of a ballast water tank is the comprehensive water level regulation factor of the th ballast water tank of the ship to be controlled, is the upper limit water level adjustment coefficient stored in the database, is the minimum safety value of the water level of the th ballast water tank of the ship to be controlled, 1, 2, 3, …, , is the number of ballast water tanks.

[0076] It should be noted that , can be obtained through the following steps: Using historical data, evaluate the influence degree of water level regulation on the maximum safety value and minimum safety value of water level through statistical modeling and regression analysis, so as to fit the initial weight value. Then, based on sensitivity analysis, adjust the value range of these coefficients to ensure that the formula has good adaptability to the changes of the maximum safety value and minimum safety value of water level under different environmental conditions. Next, based on regional characteristics and actual situations, correct and optimize the preliminarily fitted coefficients, and finally determine the coefficient values applicable to a specific region.

[0077] In this implementation plan, the maximum safety value and minimum safety value of water level are calculated by comprehensively analyzing the regulated water level value and the comprehensive water level regulation factor, so as to ensure that the ship maintains within a safe water level range under different sea conditions, thus helping to avoid the situation of the ship being overloaded or lacking buoyancy, and ensuring the stability of the ship during navigation. Secondly, by setting a reasonable water level control interval, the risk of the ship tilting or sinking under various complex sea conditions is reduced, the navigation safety is improved, and the influence of the water level regulation factor on the maximum and minimum safety water levels is evaluated through statistical modeling and regression analysis based on historical data, so as to accurately reflect the specific influence of each parameter on the water level. The preliminarily fitted weight value provides a scientific basis for water level control, and further optimizing the coefficient value can achieve more accurate water level regulation, ensure that the water level of the ship is always within the best range, thus improving the accuracy and effectiveness of the water level regulation system. Finally, through precise water level control, the influence of human operation errors and unstable factors can be effectively reduced, the abnormal operation of the ship caused by control errors can be avoided, and according to the set safety interval, quick and accurate adjustment can be made to reduce the risk caused by wrong judgment, and at the same time, the efficiency and safety of the entire water level control process are improved.

[0078] Specifically, the specific steps for taking corresponding control measures based on the comparison and analysis results are as follows: If the water level monitoring value of each ballast water tank of the ship to be controlled is lower than the lower limit of the water level control range (i.e., the minimum safe water level), then take the first control measure (i.e., start water replenishment, automatically introduce water flow from an external water source or other compartments; control the flow rate, adjust the water replenishment flow rate and speed to ensure that the water level gradually returns to the reasonable range within the control range, preventing other problems caused by too fast or too slow water replenishment; alarm feedback, issue a warning to relevant personnel, and adjust the water replenishment flow rate according to the change of the water level until the water level reaches the safe range); If the water level monitoring value of each ballast water tank of the ship to be controlled is within the water level control range, no control measures are taken; If the water level monitoring value of each ballast water tank of the ship to be controlled is higher than the lower limit of the water level control range (i.e., the maximum safe water level), then take the second control measure (i.e., start drainage, drain the excess water from the water tank; control the drainage flow rate, ensure that the drainage speed and flow rate are controlled within a safe range by adjusting the opening degree of the drainage pipeline, drainage flow rate, etc., to avoid sudden drainage causing ship instability; alarm feedback, issue a warning to relevant personnel until it is ensured that the water level gradually drops to the reasonable range within the control range, and when the water level approaches the control range, the drainage flow rate will gradually decrease until the water level returns to the appropriate range).

[0079] In this implementation plan, by automatically adjusting the water level of the ballast water tank, the balance and navigation safety of the ship can be effectively maintained. Too low or too high water level is likely to cause stability problems of the ship (such as loss of buoyancy or tilting). Through this control measure, the water level can be adjusted in time to avoid the instability or potential risks of the ship. Secondly, the water level monitoring and adjustment process is automatically completed, thereby improving the operation efficiency and reducing the possibility of human error. The crew only needs to confirm or assist in the operation after receiving the alarm information during the water level adjustment process, improving the work efficiency and safety. Then, through the alarm feedback mechanism, the crew can timely understand the abnormal water level situation and take necessary measures. The timeliness of the alarm ensures that the water level problem can be quickly solved, thus avoiding the risks brought by staying at an unsafe water level for a long time. Finally, by controlling the water replenishment and drainage flow rates, the too fast or too slow water level adjustment is avoided, thereby reducing the violent fluctuations during the water level adjustment process, and effectively preventing the ship from instability or damage caused by excessive water level changes. For example, sudden drainage may affect the center of gravity and navigation state of the ship, while by adjusting the flow rate, the water level can be smoothly restored to ensure the balance of the ship.

[0080] In summary, this application has at least the following effects:

[0081] By monitoring the water level of each ballast tank in real time and adjusting the water level control factor in real time according to the dynamic state of the ship and the external sea conditions, the water level of each tank is automatically adjusted to ensure that the water level of the ship's ballast tank can be corrected immediately under severe sea conditions, thereby avoiding excessive swaying or tilting of the hull, enhancing the navigation safety of the ship, and effectively preventing potential safety hazards caused by unbalanced water levels.

[0082] By obtaining the water level monitoring values of each ballast tank and comparing them with the analyzed water level control range, intelligent judgment is made through the comparison control unit, thereby improving the response speed of the device, reducing the need for manual intervention, reducing the risk of operation errors, and being able to adjust the water level of the ship's ballast tank in a timely and accurate manner under complex sea conditions, ensuring the safe and efficient navigation of the ship.

[0083] By adjusting the water level control factor of each ballast tank according to the changes in the ship's state and sea conditions, and accurately calculating the water level control range of each tank on this basis, it is possible to avoid the situation of excessive use or shortage of ballast water that is prone to occur in actual water level management, thereby achieving an efficient water level adjustment effect. For ships on long voyages, the device can significantly reduce the waste of ballast water and at the same time reduce the energy consumption during the long-term operation of the ship.

[0084] Although the preferred embodiments of the present invention have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concept. Therefore, the appended claims are intended to be construed as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0085] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalent technologies, the present invention is also intended to include these modifications and variations.

Claims

1. A real-time monitoring and remote control device for the water level of a ship's ballast tank, characterized in that: include: A first data acquisition and analysis unit, a second data acquisition and analysis unit, a comprehensive analysis unit, and a comparison control unit; The first data acquisition and analysis unit is used to acquire the water level monitoring data of each ballast water tank of the ship to be controlled in real time when the ship is sailing, and perform data analysis to obtain the adjusted water level value of each ballast water tank of the ship to be controlled; The second data acquisition and analysis unit is used to acquire the ship status monitoring data and sea condition monitoring data of each ballast water tank of the ship to be controlled in real time, and perform data analysis respectively to obtain the ship status water level control factor and sea condition water level control factor of each ballast water tank of the ship to be controlled, and perform comprehensive analysis to obtain the comprehensive water level control factor of each ballast water tank of the ship to be controlled, and the specific formula is as follows: ； in, The first The comprehensive water level control factor of each ballast water tank is , The first The ship status water level control factor and sea state water level control factor of each ballast water tank, , , , , They are the ship status coefficient, ship adjustment coefficient, sea condition coefficient, sea condition adjustment coefficient, and interaction coefficient stored in the database. , 1, 2, 3, ..., , is the number of ballast water tanks; The comprehensive analysis unit is used to comprehensively analyze the adjusted water level value and the comprehensive water level control factor of each ballast water tank of the ship to be controlled to obtain the water level control range of each ballast water tank of the ship to be controlled; The comparison control unit is used to simultaneously obtain the water level monitoring value of each ballast water tank of the ship to be controlled, and compare and analyze it with the corresponding water level control interval, and take corresponding control measures based on the comparison and analysis results.

2. The device for real-time monitoring and remote control of water level in a ship ballast tank according to claim 1, characterized in that: The water level monitoring data includes water pressure value, water temperature value, water salinity value, and air content value. The ship status monitoring data includes ship tilt index, ship swing amplitude index, ship speed value, ship draft value, ship moment of inertia value, and ship buoyancy load ratio value. The sea condition monitoring data includes wave height index, wind speed value, seawater microplastic concentration value, seawater flow rate value, seawater temperature gradient index, seawater bubble content value, seawater density value, and deviation angle difference.

3. The real-time monitoring and remote control device for the water level of a ship's ballast water tank according to claim 2 is characterized in that: The specific steps for obtaining the adjusted water level value of each ballast water tank of the ship to be controlled are as follows: Obtain the water density reference value and water temperature reference value of each ballast water tank of the ship to be controlled, and perform a comprehensive analysis based on the water temperature value, water salinity value, and gas content value to obtain the actual water density value of each ballast water tank of the ship to be controlled; The water pressure value and actual water density value of the ballast water tank of the ship to be controlled are analyzed to obtain the adjusted water level value of each ballast water tank of the ship to be controlled.

4. The real-time monitoring and remote control device for the water level of a ship ballast tank according to claim 2 is characterized in that: The specific steps for obtaining the ship state water level control factor of each ballast water tank of the ship to be controlled are as follows: Normalizing the ship inclination index, ship swing amplitude index, ship draft value, ship speed value, ship inertia moment value, and ship buoyancy load ratio value of each ballast water tank of the controlled ship; Based on the ship inclination index, ship swing amplitude index and ship draft value of each ballast water tank of the ship to be controlled after normalization, a comprehensive analysis is performed to obtain the ship water level adjustment demand index of each ballast water tank of the ship to be controlled; A comprehensive analysis is performed on the normalized ship speed value, ship inertia moment value, and ship buoyancy load ratio of each ballast water tank of the ship to be controlled to obtain the ship water level adjustment sensitivity index of each ballast water tank of the ship to be controlled; The ship water level regulation demand index and the ship water level regulation sensitivity index of each ballast water tank of the ship to be controlled are comprehensively analyzed to obtain the ship state water level control factor of each ballast water tank of the ship to be controlled.

5. The device for real-time monitoring and remote control of water level in ship ballast tanks according to claim 4 is characterized in that: The specific formulas for calculating the ship water level regulation demand index, ship water level regulation sensitivity index, and ship state water level regulation factor of each ballast water tank of the ship to be controlled are as follows: ； in, The first Ship water level adjustment demand index for each ballast tank, , , They are the first The ship's tilt index, ship's rolling amplitude index, and ship's draft value for each ballast water tank. , , , They are the tilt adjustment coefficient, swing adjustment coefficient, draft adjustment coefficient, and superposition coefficient stored in the database. The first The ship water level adjustment sensitivity index of each ballast water tank, , , They are the first The ship's speed value, ship's moment of inertia value, and ship's buoyancy load ratio for each ballast water tank are , , , They are the speed adjustment coefficient, the moment of inertia adjustment coefficient, the buoyancy load adjustment coefficient, and the buoyancy load nonlinear adjustment coefficient stored in the database. The first The ship status water level control factor of each ballast water tank, , They are the adjustment demand coefficient and sensitivity coefficient stored in the database, , 1, 2, 3, ..., , is the number of ballast water tanks, is a natural constant.

6. The device for real-time monitoring and remote control of water level in ship ballast tanks according to claim 2, characterized in that: The specific steps for obtaining the sea state water level control factor of each ballast water tank of the ship to be controlled are as follows: Standardize the wave height index, wind speed value, seawater microplastic concentration value, seawater flow rate value, seawater temperature gradient index, and seawater density value of each ballast water tank of the controlled ship; A comprehensive analysis is then conducted on the wave height index, wind speed value, seawater microplastic concentration value, seawater flow velocity value, seawater temperature gradient index, and seawater density value of each ballast water tank of the ship to be controlled after the standardized processing, and the dynamic drag efficiency ratio adjustment index of each ballast water tank of the ship to be controlled is obtained; The dynamic resistance efficiency ratio adjustment index, seawater bubble content value and deviation angle difference of each ballast water tank of the ship to be controlled are comprehensively analyzed to obtain the sea condition and water level control factor of each ballast water tank of the ship to be controlled.

7. The device for real-time monitoring and remote control of water level in ship ballast tanks according to claim 6, characterized in that: The specific steps for calculating the dynamic drag efficiency ratio adjustment index and the sea level control factor of each ballast water tank of the ship to be controlled are as follows: ； in, The first The dynamic drag efficiency ratio adjustment index of each ballast water tank is , , , , , The first and second ships to be controlled after standardization are The wave height index, wind speed value, seawater flow velocity value, seawater microplastic concentration value, seawater density value, and seawater temperature gradient index of each ballast water tank are , , , , , , , They are the seawater velocity adjustment coefficient, wind speed adjustment coefficient, seawater velocity adjustment coefficient, power drive adjustment coefficient, microplastic adjustment coefficient, seawater density adjustment coefficient, temperature gradient adjustment coefficient, and resistance adjustment coefficient stored in the database. The first The sea level control factor of each ballast tank, , The first The bubble content value and deviation angle difference of each ballast water tank, , , , They are the dynamic resistance adjustment coefficient, bubble content ratio coefficient, bubble content adjustment coefficient, and deviation adjustment coefficient stored in the database. 1, 2, 3, ..., , is the number of ballast water tanks, is a natural constant.

8. The device for real-time monitoring and remote control of water level in a ship ballast tank according to claim 1, characterized in that: The specific steps for obtaining the water level control range of each ballast water tank of the ship to be controlled are as follows: The adjusted water level value and the comprehensive water level control factor of each ballast water tank of the ship to be controlled are analyzed comprehensively to obtain the maximum safe value and the minimum safe value of the water level of each ballast water tank of the ship to be controlled; And based on the maximum safe value and the minimum safe value of the water level of each ballast water tank of the ship to be controlled, a corresponding water level control range of the ballast water tank is established.

9. The device for real-time monitoring and remote control of water level in a ship ballast tank according to claim 1, characterized in that: The specific steps for taking corresponding control measures based on the comparison and analysis results are as follows: If the water level monitoring value of each ballast water tank of the ship to be controlled is lower than the lower limit of the water level control interval, the first control measure is adopted; If the water level monitoring value of each ballast water tank of the ship to be controlled is within the water level control range, no control measures will be taken; If the water level monitoring value of each ballast water tank of the ship to be controlled is higher than the lower limit of the water level control interval, the second control measure is taken.

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