Multi-medium-based ship longitudinal attitude adjusting system and control method

Abstract

The invention discloses a ship longitudinal attitude adjusting system based on multiple media and a control method, and belongs to the technical field of ships. Comprising a first ballast pipeline which is connected between a ship bow cabin and a first sea chest, and the first ballast pipeline comprises a first gravity control branch which is connected between the second end of the ship bow cabin and the first sea chest; the first load discharging pipeline is connected between the ship bow cabin and the first sea chest; the first air compressor control pipeline is connected between the third end of the ship bow cabin and the load discharging air compressor; the second ballast pipeline is connected between the stern tank and the second sea chest, and the second ballast pipeline comprises a second gravity control pipeline which is connected between the second end of the stern tank and the second sea chest; the second load discharging pipeline is connected between the stern cabin and the second sea chest; the second air compressor control pipeline is connected between the third end of the stern cabin and the load discharging air compressor. The rapid loading and unloading of the water ballast tank can be realized, the time for a ship to execute a task is shortened, and the flexibility and stability of a ship system are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and particularly to a ship longitudinal attitude adjustment system and a control method thereof. Background Art

[0002] The ship ballast water system is a key auxiliary system for adjusting the floating state of a ship in the field of ship design. Its main function is to control the injection or discharge of ballast water into or from the ballast water tank. In different states such as ship navigation and stop, the ballast water system can ensure the longitudinal and lateral balance of the hull and maintain an appropriate metacentric height of the ship.

[0003] However, there is currently little research on ship longitudinal attitude adjustment. The existing technologies are difficult to ensure that the ship meets the requirements of fast, flexible, and reliable when adjusting the longitudinal attitude, and cannot give full play to the performance of the ship. There are deficiencies in dealing with complex and changeable working conditions, which in turn affect the efficiency and safety of the ship in performing tasks. Summary of the Invention

[0004] The purpose of the present invention is to provide a ship longitudinal attitude adjustment system based on multiple media to solve the above technical problems;

[0005] The purpose of the present invention is also to provide a control method for a ship longitudinal attitude adjustment system based on multiple media to solve the above technical problems;

[0006] A ship longitudinal attitude adjustment system based on multiple media includes:

[0007] A first ballast pipeline, controllably connected between the bow cabin and the first sea gate. The first ballast pipeline includes a first gravity control branch, controllably connected between the second end of the bow cabin and the first sea gate;

[0008] A first discharging pipeline, controllably connected between the bow cabin and the first sea gate;

[0009] A first air compressor control pipeline, controllably connected between the third end of the bow cabin and the discharging air compressor;

[0010] A second ballast pipeline, controllably connected between the stern cabin and the second sea gate. The second ballast pipeline includes a second gravity control pipeline, controllably connected between the second end of the stern cabin and the second sea gate;

[0011] A second discharging pipeline, controllably connected between the stern cabin and the second sea gate;

[0012] A second air compressor control pipeline, controllably connected between the third end of the stern cabin and the discharging air compressor.

[0013] Preferably, the first ballast pipeline further includes

[0014] a first ballast branch, controllably connected between the first sea chest and the first end of the first water pump;

[0015] a second ballast branch, controllably connected between the second end of the first water pump and the first end of the bow compartment.

[0016] Preferably, the first deballast pipeline includes

[0017] a first deballast branch, controllably connected between the first end of the bow compartment and the first end of the first water pump;

[0018] a second deballast branch, controllably connected between the second end of the first water pump and the first sea chest.

[0019] Preferably, the second ballast pipeline further includes

[0020] a third ballast branch, controllably connected between the second sea chest and the first end of the second water pump;

[0021] a fourth ballast branch, controllably connected between the second end of the second water pump and the first end of the stern compartment.

[0022] Preferably, the second deballast pipeline includes

[0023] a third deballast branch, controllably connected between the first end of the stern compartment and the first end of the second water pump;

[0024] a fourth deballast branch, controllably connected between the second end of the second water pump and the second sea chest.

[0025] Preferably, in the first state, the first deballast pipeline controllably drains water from the bow compartment to the first sea chest, the first air compressor control pipeline deballasts the bow compartment through the deballast air compressor, and the second ballast pipeline controllably sucks water from the second sea chest to the stern compartment;

[0026] In the second state, the first ballast pipeline controllably sucks water from the first sea chest to the bow compartment, the second deballast pipeline controllably drains water from the stern compartment to the second sea chest, and the second air compressor control pipeline deballasts the stern compartment through the deballast air compressor;

[0027] In the third state, the first ballast pipeline can be controllably drained from the bow cabin to the first sea chest, the first air compressor control pipeline discharges the bow cabin through the ballast air compressor, the second ballast pipeline can be controllably drained from the stern cabin to the second sea chest, and the second air compressor control pipeline discharges the stern cabin through the ballast air compressor.

[0028] A control method for a ship longitudinal attitude adjustment system based on multiple media, used to control the ship longitudinal attitude adjustment system, includes,

[0029] Step S1, the first ballast pipeline and the first air compressor control pipeline simultaneously drain water from the bow cabin to the first sea chest, and the second ballast pipeline and the second gravity control pipeline simultaneously suck water from the second sea chest to the stern cabin;

[0030] Step S2, the first ballast pipeline and the first gravity control pipeline simultaneously suck water from the first sea chest to the bow cabin, and the second ballast pipeline and the second air compressor control pipeline simultaneously drain water from the stern cabin to the second sea chest;

[0031] Step S3, the first ballast pipeline and the first air compressor control pipeline simultaneously drain water from the bow cabin to the first sea chest, and the second ballast pipeline and the second air compressor control pipeline simultaneously drain water from the stern cabin to the second sea chest.

[0032] Preferably, step S1 includes,

[0033] Step S11, turn on the first air compressor control pipeline, and simultaneously turn on the first ballast branch and the second ballast branch of the first ballast pipeline in sequence to discharge the bow cabin;

[0034] Step S12, turn on the second gravity control pipeline, and simultaneously turn on the third ballast branch and the fourth ballast branch of the second ballast pipeline in sequence to ballast the stern cabin.

[0035] Preferably, step S2 includes,

[0036] Step S21, turn on the first gravity control pipeline, and simultaneously turn on the first ballast branch and the second ballast branch of the first ballast pipeline in sequence to ballast the bow cabin;

[0037] Step S22, turn on the second air compressor control pipeline, and simultaneously turn on the third ballast branch and the fourth ballast branch of the second ballast pipeline in sequence to discharge the stern cabin.

[0038] Preferably, step S3 includes,

[0039] Turn on the first air compressor control pipeline, and at the same time, turn on the first discharge branch and the second discharge branch in sequence to discharge the bow cabin. Turn on the second air compressor control pipeline, and at the same time, turn on the third discharge branch and the fourth discharge branch in sequence to discharge the stern cabin.

[0040] The beneficial effects of the present invention are as follows: It can realize the rapid ballasting and deballasting of the ballast water tank, greatly shorten the time when the ship performs tasks, and improve the flexibility and stability of the ship system. Brief Description of the Drawings

[0041] Figure 1 is a schematic diagram of the multi-medium-based ship longitudinal attitude adjustment system of the present invention;

[0042] Figure 2 is a schematic diagram of the ballasting and deballasting mechanism of the present invention;

[0043] Figure 3 is a step diagram of the control method of the multi-medium-based ship longitudinal attitude adjustment system of the present invention;

[0044] Figure 4 is a schematic diagram of step S1 of the present invention;

[0045] Figure 5 is a schematic diagram of step S2 of the present invention;

[0046] Figure 6 is a valve control flow chart during the ship ballasting and deballasting process of the present invention;

[0047] Figure 7 is the simulation result of the ballasting process of the longitudinal attitude adjustment system driven by different media of the present invention;

[0048] Figure 8 is the simulation result of the deballasting process of the longitudinal attitude adjustment system driven by different media of the present invention.

[0049] In the drawings: 1. Bow cabin; 2. Ship body; 3. Stern cabin; 4. First ballast pipeline; 5. First discharge pipeline; 6. First sea valve; 7. First water pump; 8. First valve; 9. Second valve; 10. Third valve; 11. Fourth valve; 12. Fifth valve; 13. Sixth valve; 14. Discharge air compressor. Detailed Embodiments

[0050] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0051] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments may be combined with each other.

[0052] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments, but it is not limited to the present invention.

[0053] A multi-medium-based longitudinal attitude adjustment system for ships, referring to Figure 1 、 Figure 2 , including,

[0054] A first ballast pipeline 4, controllably connected between the bow cabin 1 and the first sea valve 6. The first ballast pipeline 4 includes a first gravity control branch, controllably connected between the second end of the bow cabin 1 and the first sea valve 6;

[0055] A first deballast pipeline 5, controllably connected between the bow cabin 1 and the first sea valve 6;

[0056] A first air compressor control pipeline, controllably connected between the third end of the bow cabin 1 and the deballast air compressor 14;

[0057] A second ballast pipeline, controllably connected between the stern cabin 3 and the second sea valve. The second ballast pipeline includes a second gravity control pipeline, controllably connected between the second end of the stern cabin 3 and the second sea valve;

[0058] A second deballast pipeline, controllably connected between the stern cabin 3 and the second sea valve;

[0059] A second air compressor control pipeline, controllably connected between the third end of the stern cabin 3 and the deballast air compressor 14.

[0060] Specifically, the present invention provides a multi-medium-based longitudinal attitude adjustment system for ships. The multi-medium means that during the ballast process, gravity immersion and a ballast pump are used simultaneously for ballasting, and during the deballast process, the deballast air compressor 14 and the ballast pump are used simultaneously for deballasting, which can realize the rapid ballasting and deballasting of the ballast water tank, greatly shorten the time when the ship is performing tasks, and improve the flexibility and stability of the ship system.

[0061] More specifically, the ship includes a bow cabin 1, a hull 2, and a stern cabin 3 connected in sequence. The bow cabin 1 and the stern cabin 3 are equipped with ballast and deballast mechanisms with the same structure. The ballast and deballast mechanism includes a ballast pipeline and a deballast pipeline. Different pipelines are respectively connected to the bow cabin 1, the stern cabin 3, the sea chest, and the deballast air compressor 14 to form independent and cooperating ballast and deballast passages. A fifth valve 12 is provided on the gravity control branch, and a sixth valve 13 is provided on the air compressor control pipeline. The gravity control branch uses the gravity of seawater to supplement ballast by flooding, and the air compressor control pipeline uses the deballast air compressor 14 to assist in deballasting. Multiple media work together to achieve efficient longitudinal attitude adjustment.

[0062] Referring to Figure 2 , taking the ballast and deballast mechanism connected to the bow cabin 1 as an example, (the ballast and deballast mechanism connected to the stern cabin 3 is not shown, but has the same structure), the first ballast pipeline 4 further includes,

[0063] The first ballast branch, controllably connected between the first sea chest 6 and the first end of the first water pump 7;

[0064] The second ballast branch, controllably connected between the second end of the first water pump 7 and the first end of the bow cabin 1;

[0065] The first deballast pipeline 5 includes,

[0066] The first deballast branch, controllably connected between the first end of the bow cabin 1 and the first end of the first water pump 7;

[0067] The second deballast branch, controllably connected between the second end of the first water pump 7 and the first sea chest 6;

[0068] The second ballast pipeline further includes,

[0069] The third ballast branch, controllably connected between the second sea chest and the first end of the second water pump;

[0070] The fourth ballast branch, controllably connected between the second end of the second water pump and the first end of the stern cabin 3;

[0071] The second deballast pipeline includes,

[0072] The third deballast branch, controllably connected between the first end of the stern cabin 3 and the first end of the second water pump;

[0073] The fourth deballast branch, controllably connected between the second end of the second water pump and the second sea chest.

[0074] Specifically, a first valve 8 is provided on the first ballast branch, a second valve 9 is provided on the second ballast branch, and a fifth valve 12 is provided on the first gravity control branch. The fifth valve 12 is used to control whether the gravity flooding works. Referring to Figure 6, first, select the ballast pumping process. If it is the ballast process, the fourth valve 11, the third valve 10, and the sixth valve 13 are closed; the first valve 8, the second valve 9, and the fifth valve 12 are opened. If it is the deballast process, the first valve 8 and the second valve 9 are closed; the sixth valve 13, the fifth valve 12, the fourth valve 11, and the third valve 10 are opened.

[0075] The first valve 8, the second valve 9, the third valve 10, and the fourth valve 11 jointly control the ballast pump for ballasting or deballasting.

[0076] The pipeline components included in FlowMaster (simulation platform) are used to establish the FlowMaster pipeline fluid analysis model of the compartment pipeline network. The pipeline network includes models such as hull openings, each section of pipeline, remote control butterfly valves, elbow water tanks, and measurement panel controllers. Among them, the measurement panel controller is used to detect the ballast water volume in the compartment in real time, and then provide a gravity immersion pressure source. The entire trimming system uses the form of single compartment and single pump for ballasting and deballasting. Each compartment is equipped with a single-direction pump, and by controlling the opening and closing of the valves, it can be distinguished whether it is ballasting or deballasting.

[0077] During the FlowMaster model simulation process, when using the ballast pump in the ballast stage, the fourth valve 11, the third valve 10, and the sixth valve 13 are closed, and the first valve 8, the second valve 9, and the fifth valve 12 are opened. When using the deballast pump in the deballast stage, the first valve 8 and the second valve 9 are closed, and the sixth valve 13, the fifth valve 12, the fourth valve 11, and the third valve 10 are opened.

[0078] Based on the established ballast and deballast system pipeline network model, the ballast process simulation calculations under different driving media are carried out, and the changes in the liquid level height of the ballast tank in the forms of pure gravity immersion, pure ballast pump, and multi-media mixed ballast are obtained as Figure 7 shown. Among them, the pipe diameter of the gravity immersion path is set to the common DN500, and it takes the longest time, about 1052s. Therefore, it is impossible to complete the rapid ballast task by relying solely on gravity for the ballast process, but it can be combined with the ballast pump method as a supplement to the ballast water volume.

[0079] Based on the ballast pump selection for completing the ballast task in 10 minutes during the ballast process, and introducing the gravity immersion method, the multi-media ballast process is carried out. The multi-media ballast process takes the shortest time, 574s. Compared with the pure ballast pump method, the ballast speed is increased by 4%. It can be seen that adopting the multi-media ballast form can significantly reduce the time of the ballast process and improve the operation efficiency of the icebreaking ship.

[0080] Based on the established rapid trimming attitude adjustment pipe network model, simulation calculations of the ballasting process are carried out under different media to obtain the changes in the liquid level height of the ballast tank in the form of pure ballast pumps, pure air compressors, and multi-media mixtures. Among them, the same pump selection is made for the ballasting process, and the deballasting air compressor 14 is selected to be similar to the ballast pump, and the changes in the liquid level height of the ballast tank are obtained as Figure 8 shown. It can be seen from Figure 8 that the time spent using the multi-media mixture deballasting method is the least, a total of 428 s, and the speed is increased by 25.6% compared with the pure ballast pump.

[0081] In a preferred embodiment, in the first state, the first deballasting pipeline 5 can controllably drain water from the bow tank 1 to the first sea valve 6, and the first air compressor control pipeline deballasts the bow tank 1 through the deballasting air compressor 14, and the second ballast pipeline can controllably absorb water from the second sea valve to the stern tank 3;

[0082] In the second state, the first ballast pipeline 4 can controllably absorb water from the first sea valve 6 to the bow tank 1, the second deballasting pipeline can controllably drain water from the stern tank 3 to the second sea valve, and the second air compressor control pipeline deballasts the stern tank 3 through the deballasting air compressor 14;

[0083] In the third state, the first deballasting pipeline 5 can controllably drain water from the bow tank 1 to the first sea valve 6, the first air compressor control pipeline deballasts the bow tank 1 through the deballasting air compressor 14, the second deballasting pipeline can controllably drain water from the stern tank 3 to the second sea valve, and the second air compressor control pipeline deballasts the stern tank 3 through the deballasting air compressor 14.

[0084] Specifically, in the first state: the drainage of the bow tank 1 and the water absorption of the stern tank 3 are carried out simultaneously. The bow tank 1 drains water through the first deballasting pipeline 5 and the first air compressor control pipeline (using the deballasting air compressor 14), which can quickly reduce the weight of the bow; the stern tank 3 absorbs water through the second ballast pipeline, increasing the weight of the stern. Such an operation can change the weight distribution of the bow and stern of the ship, prompting the bow to rise and the stern to sink, and realizing the adjustment of the longitudinal attitude of the ship. By discharging and inhaling ballast water, the weight of each part of the ship is changed, the position of the center of gravity of the ship is changed, and then the longitudinal attitude of the ship is adjusted to meet the requirements of the ship under specific working conditions (such as when it is necessary to adjust the draft depth of the bow to adapt to the navigation conditions).

[0085] Second state: Contrary to the first state, the bow compartment 1 takes in water while the stern compartment discharges water. The first ballast pipeline 4 enables the bow compartment 1 to take in water from the first sea chest 6 to increase the weight, and the second discharge pipeline and the second air compressor control pipeline (with the help of the discharge air compressor 14) allow the stern compartment 3 to discharge water to reduce the weight, resulting in the bow sinking and the stern rising. Similarly, based on the principle of changing the position of the ship's center of gravity, by adjusting the ballast water distribution, the reverse adjustment of the ship's longitudinal attitude is achieved to adapt to different operating conditions, such as when the ship needs to rebalance its attitude after unloading goods.

[0086] Third state: The bow compartment 1 and the stern compartment 3 discharge water simultaneously. The first discharge pipeline 5 and the first air compressor control pipeline cause the bow compartment to discharge water to the first sea chest 6, and the second discharge pipeline and the second air compressor control pipeline cause the stern compartment 3 to discharge water to the second sea chest. The simultaneous weight reduction of the two compartments will make the overall draft of the ship shallower, adjust the longitudinal attitude of the ship, and meet the needs of the ship under certain special circumstances (such as when the ship needs to quickly reduce the overall draft to pass through shallow water areas). By simultaneously reducing the weights at the bow and stern, the overall buoyancy distribution of the ship is changed, thereby adjusting the longitudinal attitude and draft of the ship.

[0087] The ballast pipeline and the discharge pipeline of the present invention have a common first water pump 7. Each cabin has a water pump, realizing an icebreaker in the form of a single pump for a single cabin. The water pump is a ballast pump, enabling the bow compartment 1 and the stern compartment 3 to support the adjustment of the longitudinal attitude of the icebreaking ship and helping the icebreaker to better complete the icebreaking process. Each water pump is independent of each other and does not affect each other, avoiding the influence on the operation of other water pumps due to the failure of one water pump. Each water tank only needs to be equipped with one water pump to support the ballast and discharge processes simultaneously, greatly saving the layout space and cost of the icebreaker.

[0088] A control method for a ship longitudinal attitude adjustment system based on multiple media, referring to Figure 3 、 Figure 6 and used to control the ship longitudinal attitude adjustment system, including,

[0089] Step S1, the first discharge pipeline 5 and the first air compressor control pipeline simultaneously discharge water from the bow compartment 1 to the first sea chest 6, and the second ballast pipeline and the second gravity control pipeline simultaneously take in water from the second sea chest to the stern compartment 3;

[0090] Step S2, the first ballast pipeline 4 and the first gravity control pipeline simultaneously take in water from the first sea chest 6 to the bow compartment 1, and the second discharge pipeline and the second air compressor control pipeline simultaneously discharge water from the stern compartment 3 to the second sea chest;

[0091] Step S3, the first discharge pipeline 5 and the first air compressor control pipeline simultaneously discharge water from the bow compartment 1 to the first sea chest 6, and the second discharge pipeline and the second air compressor control pipeline simultaneously discharge water from the stern compartment 3 to the second sea chest.

[0092] Specifically, the present invention further provides a control method for a ship longitudinal attitude adjustment system based on multiple media. During ballasting, gravity immersion and the ballast pump work simultaneously. Although gravity immersion is slow, it replenishes the water volume, and the ballast pump provides the power for rapid water injection. During deballasting, the deballast air compressor and the ballast pump cooperate. The deballast air compressor 14 accelerates the gas discharge, reduces the pressure in the cabin, and cooperates with the ballast pump to accelerate the drainage, improving the ballast and deballast efficiency.

[0093] The ballast and deballast mechanisms of the bow cabin 1 and the stern cabin 3 have the same structure, which can be uniformly planned during the design stage to reduce design complexity. During the maintenance stage, the same maintenance tools and techniques can be used to improve maintenance efficiency and reduce maintenance costs.

[0094] In a preferred embodiment, referring to Figure 4 , step S1 includes,

[0095] Step S11, conduct the first air compressor control pipeline, and at the same time, sequentially conduct the first deballast branch and the second deballast branch of the first deballast pipeline 5 to deballast the bow cabin 1;

[0096] Step S12, conduct the second gravity control pipeline, and at the same time, sequentially conduct the third ballast branch and the fourth ballast branch of the second ballast pipeline to ballast the stern cabin 3.

[0097] In a preferred embodiment, referring to Figure 5 , step S2 includes,

[0098] Step S21, conduct the first gravity control pipeline, and at the same time, sequentially conduct the first ballast branch and the second ballast branch of the first ballast pipeline 4 to ballast the bow cabin 1;

[0099] Step S22, conduct the second air compressor control pipeline, and at the same time, sequentially conduct the third deballast branch and the fourth deballast branch of the second deballast pipeline to deballast the stern cabin 3.

[0100] In a preferred embodiment, step S3 includes,

[0101] Conduct the first air compressor control pipeline, and at the same time, sequentially conduct the first deballast branch and the second deballast branch to deballast the bow cabin 1, conduct the second air compressor control pipeline, and at the same time, sequentially conduct the third deballast branch and the fourth deballast branch to deballast the stern cabin 3.

[0102] Specifically, the first ballast branch and the second ballast branch cooperate to introduce seawater from the first seabed 6 gate through the first water pump into the bow cabin 1, and the valve controls the water flow to achieve fine adjustment of the ballast process and meet the ballast requirements of the ship under different working conditions.

[0103] The first row of load-carrying branches and the second row of load-carrying branches cooperate to discharge the water in the bow cabin 1 to the first sea chest 6 through the first water pump. The valve controls the water flow to ensure a stable and efficient load-discharging process, and cooperates with the ballasting process to achieve precise adjustment of the ship's attitude.

[0104] The stern cabin 3 has a similar pipeline subdivision structure to the bow cabin 1, enabling independent control of the ballasting and load-discharging operations in the stern cabin 3. It cooperates with the pipeline system of the bow cabin 3 to precisely adjust the water volume in each cabin according to the actual needs of the ship, achieving optimized adjustment of the ship's longitudinal attitude.

[0105] The valve controls the water flow and air flow directions according to the requirements of the ballast and load-discharging processes. During ballasting, some valves are closed and the corresponding valves are opened to allow seawater to flow into the cabin through gravity flooding and the ballast pump; during load-discharging, the opening and closing states of the valves are changed to discharge water and gas, realizing an orderly switch between the ballast and load-discharging processes.

[0106] The above are only the preferred embodiments of the present invention, and do not limit the implementation manners and protection scope of the present invention. For those skilled in the art, it should be realized that all equivalent replacements and obvious changes made by using the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A ship longitudinal attitude adjustment system based on multimedia, characterized in that: include, A first ballast pipeline controllably connected between the bow tank and the first seabed door, wherein the first ballast pipeline comprises a first gravity control branch controllably connected between the second end of the bow tank and the first seabed door; a first load-carrying pipeline controllably connected between the bow tank and the first seabed door; a first air compressor control pipeline controllably connected between the third end of the bow tank and the load-discharging air compressor; a second ballast pipeline controllably connected between the stern tank and the second seafloor door, wherein the second ballast pipeline comprises a second gravity control pipeline controllably connected between a second end of the stern tank and the second seafloor door; a second row of loading pipelines, controllably connected between the stern compartment and the second seabed door; The second air compressor control pipeline is controllably connected between the third end of the stern cabin and the load-discharging air compressor.

2. The multimedia-based ship longitudinal attitude adjustment system according to claim 1, characterized in that: The first ballast pipeline further includes: A first ballast branch, controllably connected between the first seabed door and the first end of the first water pump; The second ballast branch is controllably connected between the second end of the first water pump and the first end of the bow tank.

3. The multimedia-based ship longitudinal attitude adjustment system according to claim 2, characterized in that: The first row of carrier pipelines includes, a first load branch, controllably connected between the first end of the bow tank and the first end of the first water pump; The second load branch is controllably connected between the second end of the first water pump and the first seabed door.

4. The multimedia-based ship longitudinal attitude adjustment system according to claim 1, characterized in that: The second ballast pipeline further includes: a third ballast branch, controllably connected between the second seabed door and the first end of the second water pump; The fourth ballast branch is controllably connected between the second end of the second water pump and the first end of the stern compartment.

5. The multimedia-based ship longitudinal attitude adjustment system according to claim 4, characterized in that: The second row of carrier pipes includes, a third load branch, controllably connected between the first end of the stern compartment and the first end of the second water pump; The fourth load branch is controllably connected between the second end of the second water pump and the second seabed gate.

6. The multimedia-based ship longitudinal attitude adjustment system according to claim 1, characterized in that: In the first state, the first discharge pipeline can controllably discharge water from the bow tank to the first seabed door, the first air compressor control pipeline discharges water from the bow tank through the discharge air compressor, and the second ballast pipeline can controllably absorb water from the second seabed door to the stern tank; In the second state, the first ballast pipeline can controllably suck water from the first seabed door to the bow tank, the second discharge pipeline can controllably discharge water from the stern tank to the second seabed door, and the second air compressor control pipeline discharges water from the stern tank through the discharge air compressor; In the third state, the first discharge pipeline can controllably discharge water from the bow tank to the first seabed door, the first air compressor control pipeline discharges the bow tank through the discharge air compressor, and the second discharge pipeline can controllably discharge water from the stern tank to the second seabed door, and the second air compressor control pipeline discharges the stern tank through the discharge air compressor.

7. A control method for a ship longitudinal attitude adjustment system based on multimedia, characterized in that: A system for controlling the longitudinal attitude adjustment of a ship according to any one of claims 1 to 6, comprising: Step S1, the first ballast pipeline and the first air compressor control pipeline simultaneously discharge water from the bow tank to the first seabed door, and the second ballast pipeline and the second gravity control pipeline simultaneously absorb water from the second seabed door to the stern tank; Step S2, the first ballast pipeline and the first gravity control pipeline simultaneously draw water from the first seabed door to the bow tank, and the second ballast pipeline and the second air compressor control pipeline simultaneously discharge water from the stern tank to the second seabed door; Step S3, the first load-carrying pipeline and the first air compressor control pipeline simultaneously discharge water from the bow tank to the first seabed door, and the second load-carrying pipeline and the second air compressor control pipeline simultaneously discharge water from the stern tank to the second seabed door.

8. The control method of the multimedia-based ship longitudinal attitude adjustment system according to claim 7, characterized in that: Step S1 comprises, Step S11, connecting the first air compressor control pipeline, and at the same time sequentially connecting the first load-discharging branch and the second load-discharging branch of the first load-discharging pipeline, to discharge the bow tank; Step S12, the second gravity control pipeline is opened, and at the same time, the third ballast branch and the fourth ballast branch of the second ballast pipeline are opened in sequence to ballast the stern tank.

9. The control method of the multimedia-based ship longitudinal attitude adjustment system according to claim 7, characterized in that: Step S2 comprises, Step S21, opening the first gravity control pipeline, and simultaneously opening the first ballast branch and the second ballast branch of the first ballast pipeline in sequence, to ballast the bow tank; Step S22, opening the second air compressor control pipeline, and at the same time sequentially opening the third load branch and the fourth load branch of the second load pipeline to discharge the load from the stern cabin.

10. The control method of the multimedia-based ship longitudinal attitude adjustment system according to claim 9, characterized in that: Step S3 comprises, The first air compressor control pipeline is turned on, and the first load branch and the second load branch are turned on in sequence to discharge the bow cabin; the second air compressor control pipeline is turned on, and the third load branch and the fourth load branch are turned on in sequence to discharge the stern cabin.

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