LNG fuel transport ship integrated control system based on Internet of Things

Abstract

The invention discloses an LNG fuel transport ship integrated control system based on the Internet of Things, and comprises an LNG fuel transport ship integrated control method based on the Internet of Things, and the LNG fuel transport ship integrated control method comprises the following steps: accessing the LNG fuel transport ship integrated control system to a central control room control terminal; the storage state of LNG in the LNG storage tank is analyzed, and a storage safety value in the LNG storage tank is obtained; the navigation environment of the LNG fuel transport ship is monitored in real time, a corresponding transport ship navigation adjusting instruction is executed, the storage safety value is obtained through the influence weight monitored in the storage tank, and the monitoring precision of the storage safety condition of the storage tank is improved; the rising height of waves on the nearby sea surface is detected through shot images, whether the height difference generated on the two sides of the ship body can cause inclination of the ship body or not to affect the storage safety of LNG in the storage tank or not is judged, and the integrated control capacity and the monitoring coverage range of a central control room of the transport ship are greatly improved. The transport ship has the characteristics of high sailing safety and strong environment monitoring capability.

Description

Technical Field

[0001] The present invention relates to the technical field of transportation management, and in particular to an integrated control system for LNG fuel transport ships based on the Internet of Things. Background Art

[0002] There are continuous orders for LNG carriers. On the one hand, as a high value-added ship, the shipowner has high requirements for the control system level of LNG carriers. On the other hand, ship transportation requires a complete set of complex monitoring and control systems for the natural gas that is liquefied at ultra-low temperatures and loaded into the cargo hold of the ship due to the inherent characteristics of ultra-low temperature LNG.

[0003] During the navigation of LNG fuel tankers, if the dynamic balance between LNG layers in the storage tank is destroyed and mixed due to improper management, a large amount of LNG may be vaporized and exceed the safety pressure limit of the storage tank, and a large amount of flammable and explosive gases may be released, causing danger. In the prior art, by installing an in-tank pump in the LNG storage tank, the LNG liquid can form a circulation flow in the storage tank, and continuously mix to alleviate the stratification problem. However, in extreme weather, LNG fuel tankers are still likely to explode due to severe turbulence, causing serious transportation accidents. Therefore, it is very necessary to design an integrated control system for LNG fuel tankers based on the Internet of Things with high navigation safety and strong environmental monitoring capabilities. Summary of the invention

[0004] The purpose of the present invention is to provide an integrated control system for LNG fuel tankers based on the Internet of Things to solve the problems raised in the above-mentioned background technology.

[0005] In order to solve the above technical problems, the present invention provides the following technical solutions: an integrated control system for an LNG fuel tanker based on the Internet of Things, including an integrated control method for an LNG fuel tanker based on the Internet of Things, the integrated control method for an LNG fuel tanker comprising the following steps:

[0006] Step S1: Connect the LNG fuel tanker integrated control system to the control terminal in the centralized control room of the LNG fuel tanker, and establish a communication connection with the cargo control room and the driving room provided on the LNG fuel tanker;

[0007] Step S2: The system transmits the analysis instruction to the LNG fuel tanker management terminal set in the cargo control room. After receiving the analysis instruction, the management terminal analyzes the storage status of the LNG in the LNG tank at each monitoring time interval, calculates the storage safety value according to the impact weight, and obtains the minimum storage safety value in all LNG tanks;

[0008] Step S3: The system transmits the monitoring instructions to the LNG fuel tanker navigation terminal installed in the cab. The navigation terminal receives the monitoring instructions and monitors the navigation environment of the LNG fuel tanker in real time. When it is monitored that the turbulence level in the current navigation environment of the LNG fuel tanker exceeds the minimum storage safety value, the corresponding transport ship navigation adjustment instructions are executed.

[0009] According to the above technical solution, step S2 includes:

[0010] Step S21: The system analyzes the storage state of LNG in the LNG storage tank within the monitoring time period T, monitors the storage density ρ and storage stratification temperature difference C of LNG in the storage tank through the multi-index detector set in the storage tank, and obtains the storage safety value Z=β1α1ρ+β2α2C of the LNG storage tank in the current storage tank, wherein the storage stratification temperature difference C is obtained by the total heat of the upper layer static pressure in the storage tank preventing the outside from entering the lower layer during the monitoring time T by the heat detection unit in the storage tank, β1 is the density unit conversion coefficient, β2 is the temperature unit conversion coefficient, α1 is the influence weight of the storage density on the storage safety value, and α2 is the influence weight of the storage stratification temperature difference on the storage safety value, and the storage safety values ​​Z1, Z2, ..., Z of all storage tanks in the current LNG fuel tanker are obtained respectively. m , where m is the total number of LNG storage tanks equipped with multi-index detectors on LNG fuel carriers;

[0011] Step S22: After detecting the storage safety values ​​in all LNG storage tanks on the LNG fuel carrier, the minimum storage safety value among all LNG storage tanks is selected and marked as the storage safety value in the current monitoring time period.

[0012] According to the above technical solution, step S3 includes:

[0013] Step S31: The system monitors the navigation environment of the LNG fuel tanker in real time, and monitors the wind force in the current navigation area through a wind monitor installed on the LNG fuel tanker, wherein the wind monitor is installed on the upper part of the mast at the center of the LNG fuel tanker. After the wind monitor detects the wind speed information in the current navigation area, the information is transmitted to the control terminal in the cabin through a wireless signal;

[0014] Step S32: Two cameras are arranged at the edge of the hull of the LNG fuel tanker to capture the sea surface on both sides of the hull length. The two cameras are arranged at both sides of the hull length, and the camera is tilted downward at an angle of ε°, where ε is a variable value. Where L is the lateral distance value of the water body rolling caused by the propeller below the hull during the current navigation process, and L1 is the lateral width value from the outermost side of the hull length to the bottom of the ship obtained by the control terminal through the database;

[0015] Step S33: The camera conducts a single-sided movement monitoring of the ship's hull during the monitoring period. After capturing the picture information within the shooting range, it detects the height of the sea waves rising in the wide-angle shooting picture.

[0016] Step S34: When it is detected that the navigation safety value in the current navigation environment of the LNG fuel transport ship exceeds the minimum limit safety value, the information is transmitted to the cab control terminal.

[0017] According to the above technical solution, the step S33 includes:

[0018] Step S331: The camera conducts a single-sided movement monitoring of the ship's hull, obtains the overall picture image within the shooting range of the camera, and through image feature recognition technology, detects the height of the sea waves rising in the wide-angle shooting picture. It retrieves the wave model in the database and fits it with the characteristics of the waves appearing on the sea surface in the shooting picture. It statistically calculates the shooting area covered by the wave model in the shooting picture and records the shooting angle of the current camera. According to the zoom ratio of the camera at the current shooting angle, the actual rising height H of the waves at this monitoring position in the shooting picture is obtained.

[0019] Step S332: In the wide-angle shooting picture taken by the camera on the hull, the system sequentially obtains the wave rising height values H1, H2... H of the waves whose actually detected rising angles are higher than the limit value H0, where n is the total number of shooting pictures in which waves with rising heights higher than the limit value appear. In the picture coating, if the coating is a double-layer coating, the wave heights in the two overlapping areas within the double-layer coating are respectively monitored, the wave height information of each double-layer coating is obtained, and the predicted value of the height of the single side of the ship rising during the monitoring period is calculated. n where n is the total number of shooting pictures in which waves with rising heights higher than the limit value appear. In the picture coating, if the coating is a double-layer coating, the wave heights in the two overlapping areas within the double-layer coating are respectively monitored, the wave height information of each double-layer coating is obtained, and the predicted value of the height of the single side of the ship rising during the monitoring period is calculated.

[0020] According to the above technical solution, in the step S331, the method for obtaining the overall picture image within the shooting range of the camera specifically includes:

[0021] Step S3311: The camera conducts a single-sided movement monitoring of the ship's hull during the monitoring period. Taking the camera installation position as the coordinate origin, a straight line parallel to the ship's forward direction passing through the coordinate origin is used as the positive semi-axis of the shooting horizontal axis, and a straight line parallel to the perpendicular line from the ship's center to the bottom center passing through the coordinate origin is used as the negative semi-axis of the shooting vertical axis. A plane rectangular coordinate system for the single-sided shooting angle of the ship is constructed. Then, within the shooting vertical axis angle range Within the shooting range of the shooting horizontal axis angle range (0°, 180°), after shooting the first picture, the camera is offset and shot in turn by the shooting methods of single-shot random offset angle and single-shot random offset distance. During the monitoring time period T, the picture information that completely covers the shooting range is shot. Among them, the adjacent two camera offset angles are different, and the area of the overlapping area of the pictures shot at different adjacent angles does not exceed 30% of the area of a single shot picture. Using image processing technology, all the shot pictures are processed, and all the shot pictures at different shooting angles are glued together to obtain the overall picture image within the shooting range of the camera;

[0022] Step S3312: According to the shooting coincidence angle information of the camera, establish a picture coating. A double-layer picture coating is established for the area where repetition appears in the shot picture, and a single-layer picture coating is established for the area where no repetition appears in the shot picture. The contrast of the image features in the double-layer picture coating is μ1%, and the contrast of the image features in the single-layer picture coating is μ2%, where μ2 > μ1;

[0023] Step S3313: The wave height difference H0 between two adjacent shot pictures obtained by camera offset is H0 = μ1(H i1 -H i2 ) + μ2(H i3 -H i4 ), where i1 is the wave height value corresponding to the previous shot picture in the double-layer coating, i2 is the wave height value corresponding to the latter shot picture in the double-layer coating, i3 is the wave height value corresponding to the previous shot picture in two adjacent single-layer coatings, and i4 is the wave height value corresponding to the latter shot picture in two adjacent single-layer coatings.

[0024] According to the above technical solution, the step S34 includes:

[0025] Step S341: After obtaining the overall picture image within the shooting range of the camera through the step S33, according to the wave height difference information in the shot picture, obtain the predicted value of the height of the ship's single-side lift Where K is the stability index of the ship's bottom stability, 0 < K < 1, and δ is the tilt level index, which is determined according to the current LNG fuel transport ship volume value in the database. The value of δ is proportional to the LNG fuel transport ship volume value. After the LNG fuel transport ship obtains the comparison value of the wave lift height of the respective monitored shooting areas through the cameras on both sides, calculate the predicted height of the LNG fuel transport ship tilting to one side in the current navigation area as the absolute value of the difference between the height comparison values on both sides of the ship;

[0026] Step S342: The navigation safety value of the current LNG fuel transport ship Where γ is the unit conversion coefficient, J is the reference total value of the LNG fuel carrier's storage tank transportation, and W is the magnitude value of the wind speed in the current navigation area. If the analyzed navigation safety value of the LNG fuel carrier is lower than the minimum limit safety value defined by the system, the information will be transmitted to the control terminal in the cab.

[0027] According to the above technical solution, the integrated control system of the LNG fuel carrier includes a data acquisition module, a navigation monitoring module, and a navigation route adjustment module. The data acquisition module is used to connect to the acquisition equipment through the control terminal in the cargo control room to collect the equipment data on the LNG fuel carrier. The navigation monitoring module is used to connect to the monitoring equipment through the control terminal in the central control room, and combine the data collected during the navigation of the transport vehicle to monitor the navigation process of the transport ship. The navigation route adjustment module is used to adjust the navigation route of the transport ship through the control terminal in the cab according to the monitoring results.

[0028] The integrated control system of the LNG fuel carrier includes an engine room monitoring system, a ship energy efficiency system, and a cargo monitoring and alarm system. Each system collects the signals it needs. The centralized control stations set in the central control room, the cab, and the cargo control room are responsible for collecting and processing various signals.

[0029] The integrated control system of the LNG fuel carrier sets 2 sets of the first centralized control stations in the central control room, 2 sets of the second centralized control stations in the cargo control room, and 1 set of the third centralized control stations in the cab. Each set of centralized control stations is equipped with 2 monitors. The first centralized control station, the second centralized control station, and the third centralized control station are connected through a redundant Ethernet to transmit communication signals to each other.

[0030] According to the above technical solution, the data acquisition module includes a navigation data acquisition module and a ship data collection module. The navigation data acquisition module is used to collect the historical navigation data in the storage database of the transport ship, and the ship data collection module is used to collect the ship equipment information of the current LNG fuel carrier.

[0031] According to the above technical solution, the navigation monitoring module includes a storage safety value detection module for the storage tank and a navigation inclination analysis module. The storage safety value detection module for the storage tank is used to detect the storage safety value of the LNG storage tank during the navigation of the current LNG fuel carrier. The navigation inclination analysis module is used to analyze the possible inclination of the hull during the navigation of the transport vehicle and compare it with the storage safety value of the storage tank where it is located.

[0032] According to the above technical solution, the navigation inclination analysis module includes a wind force detection sub-module, a wave lift height detection sub-module, and a camera unit. The wind force detection sub-module is used to detect the sea surface wind speed in the current navigation area of the transport ship; the camera unit is used to capture the sea surface image information on both sides of the transport ship; the wave lift height detection sub-module is used to detect the lift height of the waves in the image information and calculate the difference in the wave lift height on both sides of the ship's hull.

[0033] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: the present invention obtains the minimum storage safety value through the influence weight of different influencing factors monitored in the storage tank, greatly improving the monitoring accuracy of the storage safety of the storage tank and providing a strong basis for whether the driving process of the transport ship will affect the internal safety of the storage tank; by capturing images to detect the lift height of the waves on the nearby sea surface, and based on the wave height information and the wind speed information in the current navigation area, it is determined whether the height difference generated on both sides of the ship's hull will cause the ship's hull to tilt and affect the storage safety of LNG in the storage tank, greatly improving the integrated control ability and monitoring coverage of the transport ship's centralized control room, and reducing the transport risks that the transport ship may encounter in extreme weather. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The drawings are used to provide a further understanding of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation to the present invention. In the drawings:

[0035] Figure 1 is a flowchart of an operation method of an integrated control system for an LNG fuel transport ship based on the Internet of Things provided by the present invention;

[0036] Figure 2 is a schematic diagram of the module composition of an integrated control system for an LNG fuel transport ship based on the Internet of Things provided by the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to 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.

[0038] Please refer to Figure 1 , the embodiments of the present invention provide the following technical solutions: an integrated control system for an LNG fuel transport ship based on the Internet of Things, including:

[0039] An integrated control method for an LNG fuel transport ship, the integrated control method for the LNG fuel transport ship includes the following steps:

[0040] Step S1: Connect the LNG fuel tanker integrated control system to the control terminal in the centralized control room of the LNG fuel tanker, and establish a communication connection with the cargo control room and the driving room provided on the LNG fuel tanker;

[0041] Step S2: The system transmits the analysis instruction to the LNG fuel tanker management terminal set in the cargo control room. After receiving the analysis instruction, the management terminal analyzes the storage status of the LNG in the LNG tank at each monitoring time interval, calculates the storage safety value according to the impact weight, and obtains the minimum storage safety value in all LNG tanks;

[0042] Step S3: The system transmits the monitoring instructions to the LNG fuel tanker navigation terminal installed in the cab. The navigation terminal receives the monitoring instructions and monitors the navigation environment of the LNG fuel tanker in real time. When it is monitored that the turbulence level in the current navigation environment of the LNG fuel tanker exceeds the minimum storage safety value, the corresponding transport ship navigation adjustment instructions are executed.

[0043] The embodiments of the present invention obtain the minimum storage safety value by weighting the different influencing factors monitored in the storage tank, which greatly improves the monitoring accuracy of the storage safety situation of the storage tank and provides a strong basis for whether the driving process of the transport ship will affect the internal safety of the tank; by taking images to detect the height of the waves on the nearby sea surface, and based on the wave height information and the wind speed information of the current navigation area, it is judged whether the height difference on both sides of the hull will cause the tilt of the hull and whether it will affect the storage safety of LNG in the tank, which greatly improves the integrated control capability and monitoring coverage of the transport ship's control room and reduces the transportation risks that may occur to the transport ship in extreme weather.

[0044] In a preferred embodiment, step S2 comprises:

[0045] Step S21: The system analyzes the storage state of LNG in the LNG storage tank within the monitoring time period T, monitors the storage density ρ and storage stratification temperature difference C of LNG in the storage tank through the multi-index detector set in the storage tank, and obtains the storage safety value Z=β1α1ρ+β2α2C of the LNG storage tank in the current storage tank, wherein the storage stratification temperature difference C is obtained by the total heat of the upper layer static pressure in the storage tank preventing the outside from entering the lower layer during the monitoring time T by the heat detection unit in the storage tank, β1 is the density unit conversion coefficient, β2 is the temperature unit conversion coefficient, α1 is the influence weight of the storage density on the storage safety value, and α2 is the influence weight of the storage stratification temperature difference on the storage safety value, and the storage safety values ​​Z1, Z2, ..., Z of all storage tanks in the current LNG fuel tanker are obtained respectively. m , where m is the total number of LNG storage tanks equipped with multi-index detectors on LNG fuel carriers;

[0046] Step S22: After detecting the storage safety values ​​in all LNG storage tanks on the LNG fuel carrier, the minimum storage safety value among all LNG storage tanks is selected and marked as the storage safety value in the current monitoring time period.

[0047] When the LNG in the storage tank is obviously stratified, the static pressure of the upper LNG layer will prevent the external heat from causing the lower LNG to evaporate in time, resulting in supersaturation of the lower LNG. If the density of the LNG in the upper layer of the storage tank exceeds that of the lower layer, the lower LNG may suddenly rise, destroying the dynamic balance between the layers and causing mutual mixing. In this case, the two groups of LNG liquids with different densities and temperatures will mix violently, causing a large amount of LNG to vaporize instantly, and the amount of vaporization can reach 10 to 50 times the normal natural evaporation amount. The pressure rises rapidly and may exceed the safety pressure limit of the storage tank, causing the relief valve to open and a large amount of flammable and explosive gases to be released.

[0048] This technical solution solves the problem that the current storage tank device that reduces the risk factor cannot accurately analyze the safety of LNG stored in the tank. By setting a heat detection unit to detect the heat transmitted between the upper and lower layers in the tank, and monitoring the density difference between the upper and lower layers of the liquid, the storage safety value is obtained based on the impact weight, which greatly improves the monitoring accuracy of the storage safety of the tank and provides a strong basis for whether the transportation process of the transport ship will affect the internal safety of the tank.

[0049] In a preferred embodiment, step S3 includes:

[0050] Step S31: The system monitors the navigation environment of the LNG fuel tanker in real time, and monitors the wind force in the current navigation area through a wind monitor installed on the LNG fuel tanker, wherein the wind monitor is installed on the upper part of the mast at the center of the LNG fuel tanker. After the wind monitor detects the wind speed information in the current navigation area, the information is transmitted to the control terminal in the cabin through a wireless signal;

[0051] Step S32: Two cameras are arranged at the edge of the hull of the LNG fuel tanker to capture the sea surface on both sides of the hull length. The two cameras are arranged at both sides of the hull length. The camera is tilted downward at an angle of ε°, where ε is a variable value. Where L is the unilateral lateral distance value of the water body rolling caused by the propeller below the hull during the current navigation process, and L1 is the lateral width value from the outermost side of the hull length to the bottom of the ship obtained by the control terminal through the database, which can avoid the influence of waves generated by the propeller;

[0052] Step S33: the camera performs a movement monitoring of one side of the hull length within the monitoring time period, captures the image information within the range, and then detects the height of the sea surface waves in the wide-angle shooting image;

[0053] Step S34: When it is monitored that the navigation safety value in the current navigation environment of the LNG fuel carrier exceeds the minimum limit safety value, the information is transmitted to the cab control terminal.

[0054] Through this technical solution, the problem that it is difficult for the monitoring system to directly detect the inclination angle of the hull of the LNG fuel carrier during navigation due to its large hull is solved. By taking pictures to detect the lifting height of the sea waves in the vicinity, and based on the wave height information and the wind speed information in the current navigation area, it is judged whether the height difference generated on both sides of the hull will cause the hull to tilt and affect the storage safety of LNG in the storage tank. This greatly improves the integrated control ability and monitoring coverage of the ship's centralized control room, and reduces the transportation risks that the transport ship may encounter in extreme weather.

[0055] In this embodiment, step S33 includes:

[0056] Step S331: The camera performs mobile monitoring on one side of the ship's length, obtains the overall picture image within the camera's shooting range, and through image feature recognition technology, detects the lifting height of the sea waves in the wide-angle shooting picture. Retrieve the wave model in the database and fit it with the common features of the waves appearing on the sea surface in the shooting picture. Statistically calculate the shooting area covered by the wave model in the shooting picture and record the shooting angle of the current camera. According to the zoom ratio of the camera at the current shooting angle, obtain the actual lifting height H of the waves at this monitoring position in the shooting picture.

[0057] Step S332: In the wide-angle shooting picture taken by the camera on the hull, the system sequentially obtains the wave lifting height values H1, H2... H where the actually detected wave lifting angle is higher than the limit value H0. n , where n is the total number of shooting pictures in which the wave lifting height is higher than the limit value. In the picture coating, if the coating is a double-layer coating, the wave heights in two overlapping areas within the double-layer coating are respectively monitored to obtain the wave height information of each double-layer coating, and calculate the predicted value of the height lifted on one side of the ship during the monitoring period.

[0058] Through this technical solution, the problem that the camera cannot take a panoramic picture of the current sea area in a short time, resulting in only being able to obtain the sea wave conditions of successive single pictures through image feature recognition technology, is solved. By sequentially adjusting the shooting angle during the monitoring period to obtain shooting pictures with different angles and overlapping areas between them, it is possible to analyze and obtain the change situation of the sea wave lifting height for the pictures without overlapping areas while taking into account the relevance between the shooting pictures, strengthening the effectiveness of the pictures taken by the camera and improving the accuracy of system monitoring.

[0059] In step S331 of this embodiment, the method for obtaining the overall picture image within the shooting range of the camera specifically includes:

[0060] Step S3311: The camera performs a one-sided movement monitoring of the hull length within the monitoring time period. Taking the camera installation position as the coordinate origin, a straight line parallel to the hull forward direction passing through the coordinate origin is taken as the positive half-axis of the shooting horizontal axis, and a straight line parallel to the perpendicular line from the hull center to the bottom center passing through the coordinate origin is taken as the negative half-axis of the shooting vertical axis to construct a plane rectangular coordinate system for the one-sided shooting angle of the ship. Then, within the shooting range with the shooting vertical axis angle range and the shooting horizontal axis angle range (0°, 180°), after shooting the first picture, the camera is offset and shot successively by the shooting method of single-shot random offset angle and single-shot random offset distance. The picture information covering the entire shooting range is shot within the monitoring time period T, where the adjacent two camera offset angles are different, and the overlapping area of the pictures shot at different angles does not exceed 30% of the area of a single shot picture. Using image processing technology, all the shot pictures are processed, and all the shot pictures at different shooting angles are glued together to obtain the overall picture image within the shooting range of the camera;

[0061] Step S3312: According to the shooting coincidence angle information of the camera, a picture coating is established. A double-layer picture coating is established for the area where repetition appears in the shot picture, and a single-layer picture coating is established for the area where no repetition appears in the shot picture. The contrast of the image features in the double-layer picture coating is μ1%, and the contrast of the image features in the single-layer picture coating is μ2%, where μ2 > μ1;

[0062] Step S3313: The wave height difference H0 between two adjacent shot pictures obtained by camera offset is H0 = μ1(H i1 -H i2 ) + μ2(H i3 -H i4 ), where i1 is the wave height value corresponding to the previous shot picture in the double-layer coating, i2 is the wave height value corresponding to the subsequent shot picture in the double-layer coating, i3 is the wave height value corresponding to the previous shot picture in two adjacent single-layer coatings, and i4 is the wave height value corresponding to the subsequent shot picture in two adjacent single-layer coatings.

[0063] Through this technical solution, by analyzing the wave height difference between two adjacent shot pictures obtained by camera offset, the connection between the picture information at different shooting angles is analyzed, and the contrast between the shot images is further enhanced by establishing single and double coatings, improving the accuracy and effectiveness of image monitoring, which is beneficial for the cab control terminal to coordinate with the navigation system to adjust the route.

[0064] In this embodiment, step S34 includes:

[0065] Step S341: After obtaining the overall picture image within the shooting range of the camera in step S33, according to the wave height difference information in the shooting picture, obtain the predicted value of the height of one side of the ship lifted up Where K is the stability index of the ship's bottom firmness, 0 < K < 1, and δ is the inclination level index, which is determined according to the current LNG fuel carrier volume value in the database. The value of δ is proportional to the LNG fuel carrier volume value. After the LNG fuel carrier obtains the comparison value of the wave lift height in the monitored shooting area through the cameras on both sides of the ship, calculate the predicted height of the LNG fuel carrier tilting to one side in the current navigation area as the absolute value of the difference between the height comparison values on both sides of the ship;

[0066] Step S342: The navigation safety value of the current LNG fuel carrier Where γ is the unit conversion coefficient, J is the total reference value of the LNG fuel carrier's storage tank transportation, and W is the magnitude value of the wind speed in the current navigation area. If the analyzed navigation safety value of the LNG fuel carrier is lower than the minimum limit safety value defined by the system, the information will be transmitted to the cab control terminal.

[0067] The integrated control system of the LNG fuel carrier includes a data acquisition module, a navigation monitoring module, and a navigation route adjustment module. The data acquisition module is used to connect to the acquisition equipment through the cargo control room control terminal to collect the equipment data on the LNG fuel carrier; the navigation monitoring module is used to connect to the monitoring equipment through the central control room control terminal, and combine the data collected during the navigation process of the transport vehicle to monitor the navigation process of the transport ship; the navigation route adjustment module is used to adjust the navigation route of the transport ship through the cab control terminal according to the monitoring results;

[0068] The integrated control system of the LNG fuel carrier includes an engine room monitoring system, a ship energy efficiency system, and a cargo monitoring and alarm system. Each system collects the signals it needs. The centralized control stations set in the central control room, the cab, and the cargo control room are responsible for collecting and processing various signals;

[0069] As an integrated monitoring system for automatic control, monitoring, alarm, etc. of the power system and auxiliary systems in the central control room, the engine room monitoring system can accurately and reliably monitor the operating conditions of various power equipment such as the main engine and auxiliary engines in the engine room, and centrally display the operating status, operating parameter values, and fault alarm status of the equipment in the ship on the monitoring screen in the central control room, and remotely control the equipment therein.

[0070] The ship energy efficiency system is only additionally equipped with 2 sets of shaft power meters. The in-situ signal modules of the shaft power meters are connected to the integrated control system using communication cables. The control system accesses the signals of the fuel flow meter, as well as signals such as the ship's speed, course, and wind speed. A series of ship energy efficiency calculations can be completed within this control system, and the collected signals are transmitted to the navigation monitoring module for data analysis.

[0071] The cargo monitoring and alarm system monitors the LNG fuel carrier's storage tanks at regular intervals. The explosion-proof equipment areas that require signal collection are divided into intrinsically safe equipment, flameproof equipment, and increased-safety equipment. Among them, intrinsically safe cables are laid between the intrinsically safe equipment and the data acquisition module to form a complete intrinsically safe circuit.

[0072] The integrated control system of the LNG fuel carrier sets up 2 sets of first centralized control stations in the central control room, 2 sets of second centralized control stations in the cargo control room, and 1 set of third centralized control stations in the cab. Each centralized control station is equipped with 2 monitors. The first centralized control station, the second centralized control station, and the third centralized control station are connected through redundant Ethernet to transmit communication signals to each other.

[0073] The data acquisition module includes a navigation data acquisition module and a ship data recording module. The navigation data acquisition module is used for historical navigation data collected in the transport ship's storage database. The ship data recording module is used to record the ship equipment information of the current LNG fuel carrier, specifically including information such as the ship's length, width, height, storage tank installation location, and wind monitor installation location.

[0074] The navigation monitoring module includes a storage tank storage safety value detection module and a navigation inclination analysis module. The storage tank storage safety value detection module is used to detect the storage safety value of the LNG storage tank during the navigation of the current LNG fuel carrier. The navigation inclination analysis module is used to analyze the possible inclination of the hull during the transport ship's navigation and compare it with the storage safety value of the storage tank.

[0075] The navigation inclination analysis module includes a wind detection sub-module, a wave lift height detection sub-module, and a camera unit. The wind detection sub-module is used to detect the sea surface wind speed in the navigation area of the current transport ship. The camera unit is used to capture the sea surface picture information on both sides of the transport ship. The wave lift height detection sub-module is used to detect the lift height of the waves in the picture information and calculate the difference in the wave lift height on both sides of the ship's hull.

[0076] It should be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device.

[0077] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. An integrated control system for LNG fuel tankers based on the Internet of Things, characterized by: An integrated control method for an LNG fuel tanker based on the Internet of Things is provided, and the integrated control method for an LNG fuel tanker comprises the following steps: Step S1: Connect the LNG fuel tanker integrated control system to the control terminal in the centralized control room of the LNG fuel tanker, and establish a communication connection with the cargo control room and the driving room provided on the LNG fuel tanker; Step S2: The system transmits the analysis instruction to the LNG fuel tanker management terminal set in the cargo control room. After receiving the analysis instruction, the management terminal analyzes the storage status of the LNG in the LNG tank at each monitoring time interval, calculates the storage safety value according to the impact weight, and obtains the minimum storage safety value in all LNG tanks; Step S3: The system transmits the monitoring instructions to the LNG fuel tanker navigation terminal installed in the cab. The navigation terminal receives the monitoring instructions and monitors the navigation environment of the LNG fuel tanker in real time. When it is monitored that the turbulence level in the current navigation environment of the LNG fuel tanker exceeds the minimum storage safety value, the corresponding transport ship navigation adjustment instructions are executed.

2. According to claim 1, an integrated control system for LNG fuel tankers based on the Internet of Things is characterized by: The step S2 comprises: Step S21: The system analyzes the storage state of LNG in the LNG storage tank within the monitoring time period T, monitors the storage density ρ and storage stratification temperature difference C of LNG in the storage tank through the multi-index detector set in the storage tank, and obtains the storage safety value Z=β1α1ρ+β2α2C of the LNG storage tank in the current storage tank, wherein the storage stratification temperature difference C is obtained by the total heat of the upper layer static pressure in the storage tank preventing the outside from entering the lower layer during the monitoring time T by the heat detection unit in the storage tank, β1 is the density unit conversion coefficient, β2 is the temperature unit conversion coefficient, α1 is the influence weight of the storage density on the storage safety value, and α2 is the influence weight of the storage stratification temperature difference on the storage safety value, and the storage safety values ​​Z1, Z2, ..., Z of all storage tanks in the current LNG fuel tanker are obtained respectively. m , where m is the total number of LNG storage tanks equipped with multi-index detectors on LNG fuel carriers; Step S22: After detecting the storage safety values ​​in all LNG storage tanks on the LNG fuel carrier, the minimum storage safety value among all LNG storage tanks is selected and marked as the storage safety value in the current monitoring time period.

3. According to claim 2, an integrated control system for LNG fuel tankers based on the Internet of Things is characterized by: The step S3 comprises: Step S31: The system monitors the navigation environment of the LNG fuel tanker in real time, and monitors the wind force in the current navigation area through a wind monitor installed on the LNG fuel tanker, wherein the wind monitor is installed on the upper part of the mast at the center of the LNG fuel tanker. After the wind monitor detects the wind speed information in the current navigation area, the information is transmitted to the control terminal in the cabin through a wireless signal; Step S32: Two cameras are arranged at the edge of the hull of the LNG fuel tanker to capture the sea surface on both sides of the hull length. The two cameras are arranged at both sides of the hull length, and the camera is tilted downward at an angle of ε°, where ε is a variable value. Where L is the lateral distance value of the water body rolling caused by the propeller below the hull during the current navigation process, and L1 is the lateral width value from the outermost side of the hull length to the bottom of the ship obtained by the control terminal through the database; Step S33: the camera performs a movement monitoring of one side of the hull length within the monitoring time period, captures the image information within the range, and then detects the height of the sea surface waves in the wide-angle shooting image; Step S34: When it is monitored that the navigation safety value under the current navigation environment of the LNG fuel tanker exceeds the minimum limit safety value, the information is transmitted to the cab control terminal.

4. The LNG fuel tanker integrated control system based on the Internet of Things according to claim 3 is characterized in that: The step S33 comprises: Step S331: The camera performs mobile monitoring on one side of the hull length, obtains the overall picture image within the camera shooting range, and detects the height of the waves on the sea surface in the wide-angle shooting picture through image feature recognition technology, retrieves the wave model in the database, fits it with the wave features appearing on the sea surface in the shooting picture, counts the shooting area covered by the wave model in the shooting picture and records the current camera shooting angle, and obtains the actual height of the waves at the monitoring position in the shooting picture as H according to the zoom ratio of the camera at the current shooting angle; Step S332: In the wide-angle shooting picture taken by the camera set on the hull, the system sequentially obtains the wave height values ​​H1, H2, ..., H0 when the actual wave rise angle is higher than the limit value H1. n , where n is the total number of captured images where the wave height is higher than the limit value. In the coating of the picture, if the coating is a double-layer coating, the wave heights in the two overlapping areas of the double-layer coating are monitored separately, and the wave height information of each double-layer coating is obtained. The predicted value of the height of the ship's single side during the monitoring period is calculated.

5. The LNG fuel tanker integrated control system based on the Internet of Things according to claim 4 is characterized in that: In step S331, the method for obtaining the entire screen image within the camera shooting range specifically includes: Step S3311: The camera performs a single-side movement monitoring of the hull length during the monitoring period. The camera setting position is taken as the coordinate origin. A straight line parallel to the forward direction of the hull is drawn through the coordinate origin as the positive semi-axis of the shooting horizontal axis. A straight line parallel to the vertical line from the center of the hull to the center of the bottom of the ship is drawn through the coordinate origin as the negative semi-axis of the shooting vertical axis. A plane rectangular coordinate system of the shooting angle of the single side of the ship is constructed. Within the shooting range of the horizontal axis angle range (0°, 180°), after shooting the first picture, the camera offset shooting is performed in sequence with the shooting methods of single shooting random offset angle and single shooting random offset distance, and the picture information that completely covers the shooting range is shot within the monitoring time period T, wherein the two adjacent camera offset angles are different, and the repeated area of ​​the adjacent pictures shot at different angles does not exceed 30% of the area of ​​a single shooting picture. Using image processing technology, all the shooting pictures are processed, and all the shooting pictures at different shooting angles are glued together to obtain the overall picture image within the camera shooting range; Step S3312: according to the overlapping angle information of the camera, a picture coating is established, a double-layer picture coating is established for the area where the repetition occurs in the shooting picture, and a single-layer picture coating is established for the area where the repetition does not occur in the shooting picture, the contrast of the image features in the double-layer picture coating is μ1%, and the contrast of the image features in the single-layer picture coating is μ2%, where μ2>μ1; Step S3313: The height difference of the waves in the shooting picture obtained by the camera offset between two adjacent waves is H0=μ1(H i1 -H i2 )+μ2(H i3 -H i4 ), where i1 is the wave height value corresponding to the previous shooting picture in the double-layer coating, i2 is the wave height value corresponding to the next shooting picture in the double-layer coating, i3 is the wave height value corresponding to the previous shooting picture in the two adjacent single-layer coatings, and i4 is the wave height value corresponding to the next shooting picture in the two adjacent single-layer coatings.

6. The LNG fuel tanker integrated control system based on the Internet of Things according to claim 5 is characterized in that: The step S34 comprises: Step S341: After obtaining the overall image within the camera shooting range in step S33, the height prediction value of the ship's side is obtained according to the wave height difference information in the shooting picture. Where K is the ship bottom stability index, 0<K<1, δ is the tilt grade index, which is determined by the current volume value of the LNG fuel tanker in the database, and the value of δ is proportional to the volume value of the LNG fuel tanker. After the LNG fuel tanker obtains the wave height comparison value of the respective monitored shooting areas through the cameras on both sides of the long ship, the predicted height of the LNG fuel tanker tilting to one side in the current navigation area is calculated as the absolute value of the difference between the height comparison values ​​on both sides of the ship; Step S342: Current navigation safety value of LNG fuel tanker Where γ is the unit conversion coefficient, J is the total reference value of the LNG fuel tanker storage tank transportation, and W is the wind speed value of the current navigation area. If the navigation safety value of the LNG fuel tanker obtained by analysis is lower than the minimum limit safety value defined by the system, the information will be transmitted to the control terminal in the cab.

7. The LNG fuel tanker integrated control system based on the Internet of Things according to claim 6 is characterized by: The integrated control system of the LNG fuel carrier includes a data acquisition module, a navigation monitoring module and a navigation route adjustment module. The data acquisition module is used to connect the acquisition equipment through the cargo control room control terminal to collect the equipment data on the LNG fuel carrier; the navigation monitoring module is used to connect the monitoring equipment through the control terminal of the centralized control room, and monitor the navigation process of the carrier in combination with the data collected during the navigation of the transport vehicle; the navigation route adjustment module is used to adjust the navigation route of the carrier according to the monitoring results through the control terminal in the cab; The integrated control system of the LNG fuel tanker includes an engine room monitoring system, a ship energy efficiency system and a cargo monitoring alarm system. Each system collects the signals required by each system. The centralized control stations set up in the centralized control room, the navigation cabin and the cargo control room are responsible for collecting and processing various signals. The LNG fuel tanker integrated control system is equipped with two first centralized control stations in the centralized control room, two second centralized control stations in the cargo control room, and one third centralized control station in the driving cab. Each centralized control station is equipped with two displays. The first centralized control station, the second centralized control station and the third centralized control station are connected through redundant Ethernet to transmit communication signals to each other.

8. The LNG fuel tanker integrated control system based on the Internet of Things according to claim 7 is characterized in that: The data collection module includes a navigation data collection module and a ship data collection module. The navigation data collection module is used to store historical navigation data collected in a transport ship database, and the ship data collection module is used to collect ship equipment information of the current LNG fuel transport ship.

9. The LNG fuel tanker integrated control system based on the Internet of Things according to claim 8 is characterized in that: The navigation monitoring module includes a tank storage safety value detection module and a navigation inclination analysis module. The tank storage safety value detection module is used to detect the storage safety value of the LNG storage tank during the current navigation of the LNG fuel tanker. The navigation inclination analysis module is used to analyze the possible inclination of the hull during the navigation of the transport vehicle and compare it with the storage safety value of the tank.

10. The LNG fuel tanker integrated control system based on the Internet of Things according to claim 9, characterized in that: The navigation inclination analysis module includes a wind force detection submodule, a wave height detection submodule and a camera unit. The wind force detection submodule is used to detect the sea surface wind speed in the current transport ship navigation area; the camera unit is used to capture the sea surface image information on both sides of the transport ship; the wave height detection submodule is used to detect the wave height in the image information and calculate the difference in the wave height on both sides of the hull.

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