An automated loading and unloading operation method based on the linkage of multiple intelligent systems

Abstract

This invention provides an automated loading and unloading operation method based on the linkage of multiple intelligent systems, including: constructing a generalized three-dimensional ship model using ship design software; activating three major systems: loading computer, intelligent liquid cargo management, and intelligent energy efficiency; and activating standard data interfaces between the systems; inputting the three-dimensional ship model into the loading computer system to generate a visualized target ship model; collaboratively collecting data from the target ship model; generating multiple compliant loading schemes based on the target ship model and the data collected collaboratively by multiple systems; obtaining the optimal loading scheme based on the comprehensive score calculated from the loading schemes; inputting the optimal loading scheme into the intelligent liquid cargo management system to execute intelligent loading and unloading operations at port, thereby improving the efficiency of system data collaboration and reducing the instability of manual loading and unloading operations.

Description

Technical Field

[0001] This invention relates to the field of ship loading and unloading technology, and specifically to an automated loading and unloading operation method based on the linkage of multiple intelligent systems. Background Technology

[0002] Oil tankers are the core carriers for global energy and chemical transportation, and the safety and efficiency of their loading and unloading operations directly impact shipping companies' operating costs and industry competitiveness. According to the International Maritime Organization (IMO) 2025 Guidelines for the Safe Operation of Liquid Cargo Ships, the annual loading and unloading volume of oil tankers worldwide exceeds 5 billion tons, with over 60% of operations suffering efficiency losses due to insufficient system coordination, and 15% of safety hazards stemming from human error. Ballast water handling and stowage planning are crucial aspects of ensuring the safety and efficiency of loading and unloading on oil tankers (especially crude oil tankers), and current technologies suffer from the following problems:

[0003] The system data is isolated and collaboration is lagging: the loading calculation, liquid cargo control and energy efficiency monitoring systems are independent of each other. Core data such as cargo oil tank flow and ballast tank level need to be manually transmitted across systems, which is delayed by ≥30 minutes and prone to errors. This results in a disconnect between port loading and unloading plans, adds extra preparation time for operations and makes real-time collaboration impossible.

[0004] Low accuracy and high safety risks in loading schemes: The schemes rely on fixed models or human experience to generate, making it difficult to adapt to different ship types and changes in loading conditions. They also lack dynamic safety verification mechanisms and do not fully consider factors such as fluctuations in cargo oil density and stress limits of the ship structure. Problems such as excessive ship heel angle and failure to meet stability standards often occur, requiring repeated adjustments to the schemes, which increases the risk of safety accidents and reduces operational efficiency.

[0005] Loading and unloading operations rely on manual labor and are unstable: Ballast water operations require manual selection of ballast modes and control of pump valve openings (more than 15 steps). The timing of ballast cleaning also depends on the experience and judgment of the crew, making it susceptible to operational errors due to human factors. For example, improper adjustment of ballast pump valve openings can lead to a tank volume error exceeding 12%, or miss the optimal time for cleaning, extending the operation time. At the same time, the crew's workload is high, and the stability of the operation is difficult to guarantee.

[0006] Current technologies cannot solve the above problems simultaneously. Ship loading and unloading operations are still in a state of "weak collaboration, low precision, reliance on manual labor, and fragmented data". There is an urgent need for a technical solution that can achieve cross-system collaboration, precise and safe, efficient and automated operation and reuse of scenario data. This invention is an innovative solution proposed to address these pain points.

[0007] The NAPA ship design software modeling method in this invention is referenced from: Zhang Jie. A brief discussion on the ship application software NAPA [J]. China Software Network, 2007 ("NAPA modeling" section, providing technical support for generalized ship type modeling, adapting to various oil tanker structures).

[0008] The computer system in this invention is referenced from "Research and Development of Related Technologies for Marine Loaders" by Yang Caihong; the intelligent liquid cargo control system is referenced from "Research and Design of Intelligent Liquid Cargo Integrated Control System" by Chen Junjie et al.; and the intelligent energy efficiency system is referenced from "Intelligent Energy Efficiency Management System for Composite Energy Storage Hybrid Power Ships" by Jiang Liang, Huang Zaihui, Chen Minfeng et al. Summary of the Invention

[0009] The purpose of this invention is to solve the problems of isolated and lagging system data and poor stability of loading and unloading operations due to reliance on manual labor in the existing technology.

[0010] To address the above problems, this invention provides an automated loading and unloading operation method based on multi-intelligent system linkage, comprising:

[0011] Step 1: Using the basic technical parameters and data of the target oil tanker, construct a general-purpose three-dimensional ship model using the ship design software NAPA, and export it as a standard DXF file;

[0012] Step 2: Start the three major systems: loading computer, intelligent liquid cargo management and intelligent energy efficiency, and activate the standard data interface between the systems;

[0013] Step 3: The loading computer system has a DXF file interface. The 3D ship model is input into the loading computer system to generate a visual target ship model that matches the target ship.

[0014] Step 4: Collaboratively collect target ship model data, including:

[0015] The following parameters are considered: total target cargo loading capacity, cargo oil tank volume, prohibited cargo tank markings, tolerance coefficient, maximum loading weight per tank, minimum loading weight per tank, empty ship weight, total number of ballast tanks, total number of cargo oil tanks, initial weight of each ballast tank, longitudinal coordinate of the center of gravity of each cargo oil tank, longitudinal coordinate of the center of gravity of each ballast tank, longitudinal coordinate of the center of gravity of the empty ship, shear coefficient of the empty ship, shear coefficient of each cargo oil tank, shear coefficient of each ballast tank, vertical coordinate of the center of buoyancy corresponding to the target draft, longitudinal coordinate of the center of buoyancy corresponding to the target draft, shear coefficient of the center of buoyancy corresponding to the target draft, permissible initial metacentric height, permissible total longitudinal bending moment, permissible shear force, path length of cargo oil pumps, number of liquid cargo pumps, coordinates of each ballast tank along the ship's length, target draft, actual draft, optimal draft difference, benchmark value of main engine fuel consumption rate, current sea area wind and wave conditions, weight of ballast loading and ballast cost, weight of liquid cargo transfer efficiency, and weight of navigation energy consumption adaptability.

[0016] Step 5: The computer system generates a multi-compliance loading scheme based on the target ship model obtained in Step 3 and the data collected by multiple systems in Step 4.

[0017] Step 6: Perform quantitative calculations of multiple target indicators and combine multiple compliant loading schemes to obtain the comprehensive excellence value. Traverse all compliant loading schemes and sort them from largest to smallest comprehensive excellence value to form a scheme priority list.

[0018] Rules for determining the optimal load allocation scheme:

[0019] The optimal loading scheme is selected based on the highest overall quality value in the ranking, which comprehensively meets the requirements of convenient loading, efficient transmission, and economical energy consumption under the weight preferences set by the user.

[0020] The second-ranked comprehensive excellence score is selected as the alternative loading scheme to provide an emergency alternative in case the optimal scheme cannot be executed due to unforeseen circumstances.

[0021] The optimal loading scheme has the following maximum comprehensive quality values: the loading weight of each cargo oil tank, the target weight of each ballast tank, the actual draft difference, the comprehensive quality value, and the normalized values ​​of each indicator.

[0022] Output content to the user;

[0023] Step 7: Based on the optimal loading scheme from Step 6, input it into the intelligent liquid cargo management system to execute intelligent loading and unloading operations for the ship at port.

[0024] In the preferred embodiment, step 4 specifically includes the following methods:

[0025] Liquid cargo volume expansion coefficient Unit: 1 / ℃; Data source: User-defined data from the computer system and preset data from the intelligent energy efficiency system.

[0026] Liquid cargo standard density at 20°C Unit: tons / cubic meter; data source: user-defined data from the loading computer system and data collected from the intelligent liquid cargo management system.

[0027] Actual temperature of liquid cargo Unit: Celsius; Data source: User-defined data from the computer system / data collected by the intelligent liquid cargo management system.

[0028] Target total loading volume of liquid cargo Unit: tons; Data source: User-defined by the loading computer system.

[0029] Cargo oil tank volume Ballast tank volume Unit: cubic meters; Data source: extracted from the computer system database.

[0030] Prohibited cargo hold markings Data source: User-defined by the computer system;

[0031] Tolerance coefficient Data source: User-defined by the computer system.

[0032] Maximum loading weight per compartment Unit: tons; Data source: User-defined by the loading computer system.

[0033] Minimum loading weight per compartment Unit: tons; Data source: User-defined by the loading computer system.

[0034] empty ship weight Unit: tons; Data source: extracted from the loading computer system database;

[0035] Total number of ballast tanks Unit: number; Data source: extracted from the computer system database.

[0036] Total number of cargo oil tanks Unit: number; Data source: extracted from the computer system database.

[0037] Initial weight of each ballast tank Unit: tons; Data source: User-defined data from the loading computer system and data collected from the intelligent liquid cargo management system.

[0038] The ordinate of the center of gravity of each cargo oil tank Vertical coordinates of the center of gravity of each cargo oil tank Unit: meters; Data source: extracted from the computer system database.

[0039] The longitudinal coordinates of the center of gravity of each ballast tank Vertical coordinates of the center of gravity of each ballast tank Unit: meters; Data source: extracted from the computer system database.

[0040] The vertical coordinate of the center of gravity of an empty ship Vertical coordinates of the center of gravity of the empty ship Unit: meters; Data source: extracted from the computer system database.

[0041] Shear coefficient of empty ship Data source: Extracted from the computer system database;

[0042] Shear coefficient of each cargo oil tank Data source: Extracted from the computer system database;

[0043] Shear coefficient of each ballast tank Data source: Extracted from the computer system database;

[0044] Target draft corresponding to the vertical coordinate of the center of buoyancy Unit: meters; Data source: Pre-set retrieval from the loaded computer system;

[0045] Target draft corresponding to the longitudinal coordinate of the center of buoyancy Unit: meters; Data source: Pre-set retrieval from the loaded computer system;

[0046] Target draft corresponding to buoyancy shear coefficient Unit: meters; Data source: Pre-set retrieval from the loaded computer system;

[0047] Allowable initial stability height Unit: meters; Data source: User-defined by the computer loading system.

[0048] Allowable longitudinal bending moment Unit: kN·m; Data source: extracted from the computer system database.

[0049] Allowable shear force Qianniu, data source: extracted from the computer system database;

[0050] Path length from the i-th cargo hold to the j-th cargo oil pump Unit: meter; Data source: Intelligent liquid cargo management system.

[0051] Number of liquid cargo pumps Unit: units; Data source: collected by the intelligent liquid cargo management system;

[0052] Each ballast tank along the ship's length coordinates Unit: meters; Data source: extracted from the computer system database.

[0053] Target draft, unit: meters, data source: user-defined by the loaded computer;

[0054] Actual draft Unit: meter; Data source: real-time monitoring of intelligent energy efficiency system;

[0055] Optimal draft difference Unit: meter; Data source: Calculation by intelligent energy efficiency system;

[0056] Main engine fuel consumption rate benchmark, unit: tons / day, data source: real-time monitoring of intelligent energy efficiency system;

[0057] Current sea conditions (wind and wave), data source: real-time monitoring by the intelligent energy efficiency system;

[0058] Ballast adjustment cost weight Unit: dimensionless; Data source: loaded by computer user-defined;

[0059] Liquid cargo transfer efficiency weight Unit: dimensionless; Data source: loaded by computer user-defined;

[0060] Navigation energy consumption adaptability weight Unit: dimensionless; Data source: loaded by computer user-defined.

[0061] In the preferred method, step 5 is as follows:

[0062] Step 5-1: Construction of cargo oil tank weight distribution model and generation of initial scheme;

[0063] Step 5-1-1: Correction for actual oil density;

[0064] Considering the effect of oil temperature on density, the actual density of the oil is calculated using a temperature compensation formula. The formula is:

[0065]

[0066] In the formula, Indicates the actual density of the cargo oil, in tons per cubic meter;

[0067] Step 5-1-2: Generate multiple sets of cargo oil weight distribution schemes;

[0068] Based on cargo hold volume ratio and tolerance adjustment, according to tolerance coefficient A preset gradient is used to generate multiple initial cargo weight allocation schemes, with the allocation formula as follows:

[0069]

[0070] In the formula, This represents the initial weight allocated to the i-th cargo oil tank, in tons. To disable cargo hold markings indicating unusable cargo holds due to maintenance malfunctions, the corresponding... Tolerance coefficient Three sets of solutions were generated by taking values ​​of 0.05, 0.07, and 0.1 respectively; constraints. , The minimum loading weight of the i-th single compartment, in tons; The maximum loading weight of the i-th single compartment, in tons;

[0071] Step 5-2: Ballast tank weight matching and complete loading scheme construction;

[0072] Step 5-2-1: Calculation of total drainage volume;

[0073] Based on the VLCC floating equilibrium principle, total displacement The required drainage volume needs to be matched to the target draft. The calculation formula is as follows:

[0074]

[0075] In the formula, The total displacement of the ship should be consistent with the displacement corresponding to the target draft, in tons; The target weight of the k-th ballast tank, in tons;

[0076] Step 5-2-2: Ballast tank weight adjustment;

[0077] Based on the initial weight of the ballast tank Based on this, calculate the target weight of the ballast tank. The formula is:

[0078]

[0079] In the formula, The weight adjustment for the Kth ballast tank, in tons, is subject to the following constraints. , The maximum capacity of the Kth ballast tank, in tons;

[0080] Step 5-3: Stability and strength dual-constraint verification;

[0081] Step 5-3-1: Verify the stability of the scheme using the initial stability height calculation formula, as follows:

[0082]

[0083] In the formula, The initial stability height, in meters, satisfies... Greater than or equal to ; For permissible initial stability height, 0.8m is adopted for near-port operations and 0.5m is adopted for offshore operations;

[0084] Step 5-3-2: Calculate the total longitudinal bending moment M and the total shear force S respectively to verify the hull strength. The formula is:

[0085]

[0086] In the formula, M is the total longitudinal bending moment of the ship, in kilonewton-meter, and M is less than or equal to [M]; S is the total shear force of the ship, in kilonewton, and S is less than or equal to [S].

[0087] Step 5-4: Output of compliance solution;

[0088] Retain 2-4 compliant solutions; if there are fewer than 2 compliant solutions, adjust the tolerance factor. The range is ±0.02. Repeat steps 5-1 to 5-3 until the quantity requirement is met.

[0089] In the preferred embodiment, step 6 specifically includes the following methods:

[0090] Step 6-1: Quantitative calculation of multi-objective indicators;

[0091] Step 6-1-1: Ballast Adjustment Costs ;

[0092] The ballast capacity is quantified as a proportion of the ballast tank's adjusted load to the total ballast capacity, using the following formula:

[0093]

[0094] In the formula, Ballast adjustment cost, with a value range of [0,1]. The smaller the value, the less the adjustment amount and the more convenient the operation.

[0095] Step 6-1-2: Cargo oil transfer efficiency ;

[0096] The proportion of the total length of the cargo oil transfer route to the sum of the longest routes of all cargo holds is used to quantify the process, as shown in the following formula:

[0097]

[0098] In the formula, The efficiency of cargo oil transfer is defined, with a value ranging from [0,1]. As a 0-1 variable, the calculation is set. =1 indicates that the i-th cargo hold is transferred through the j-th cargo oil pump; The path length from the i-th cargo hold to the j-th cargo oil pump is expressed in meters. The longest path length from the i-th cargo hold to all cargo oil pumps, in meters, is the maximum value. get;

[0099] Step 6-1-3: Navigation Energy Consumption Adaptability ;

[0100] The actual draft difference H in the intelligent energy efficiency system is read and quantified by the deviation rate between the actual draft difference and the optimal draft difference, as shown in the following formula:

[0101]

[0102] In the formula, For navigation energy consumption adaptability, the value range is [0,1]. The smaller the value, the closer the draft difference is to the optimal value and the lower the energy consumption. H is the actual draft difference, in meters. H = stern draft - bow draft.

[0103] Step 6-2: Indicator normalization processing;

[0104] Eliminate the dimensional differences between different indicators and convert each indicator into a normalized value in the [0,1] interval. The formula is as follows:

[0105]

[0106] In the formula, is the normalized value of the t-th indicator; the larger the value, the better the performance of the indicator; t is the indicator number, t=1,2,3 correspond to ballast load adjustment cost, cargo oil transfer efficiency, and navigation energy consumption adaptability, respectively. Let t be the value of the t-th indicator of the s-th compliance scheme; Let be the maximum and minimum values ​​of the t-th indicator among all compliance schemes;

[0107] Step 6-3: Overall superiority calculation and scheme ranking;

[0108] Based on user weight preferences, the overall superiority value of each solution is calculated. The formula is:

[0109]

[0110] In the formula, Let be the overall superiority value of the s-th compliant solution, ranging from [0,1]; the weight constraint is... , These are the normalized values ​​for ballast and load adjustment costs, cargo and oil transfer efficiency, and navigation energy consumption adaptability, respectively.

[0111] In the preferred embodiment, the output of step 6 includes: providing the user with the following information to support the execution of the load allocation operation:

[0112] Optimal solution details: loading weight of each cargo oil tank, target weight of each ballast tank, actual draft difference, overall excellence value and normalized values ​​of each indicator;

[0113] Details of alternative solutions: Same output dimensions as the optimal solution, and implementation recommendations: Ballast loading sequence and cargo oil transfer pump group allocation, matching of the optimal solution. The corresponding relationship between the pump compartments.

[0114] Under the preferred method, near-port operations are defined as operations conducted by vessels in waters less than or equal to 50 nautical miles from a port, anchorage, or nearshore area; offshore operations are defined as operations conducted by vessels in open waters greater than 50 nautical miles from a port, anchorage, or nearshore area.

[0115] The beneficial effects of this invention are as follows: Multi-system linkage breaks down collaboration barriers: By synchronizing core data such as tank capacity, liquid level, and pump parameters in real time, manual cross-system operations are replaced, completely solving the problem of disconnect between solutions and actual operations caused by traditional system isolation. This significantly improves collaboration efficiency and shortens the entire loading and unloading process time. Universal modeling reduces adaptation costs: An innovative universal ship type modeling and data reuse mechanism eliminates the need to develop separate adaptation modules for specific ship types such as VLCCs and product tankers, directly ensuring compatibility with various oil tankers. Basic data such as ship type models and hydrostatic parameters during the loading and unloading phases can be reused with one click, eliminating repetitive modeling and data entry. This improves compatibility while reducing development and maintenance costs for ship operators. Dynamic loading and dual-constraint verification ensure safety and accuracy: A dynamic and precise loading algorithm has been developed, combining cargo hold volume ratios, adjustable tolerance coefficients, and real-time temperature-compensated density of cargo oil to solve the problems of poor adaptability and low accuracy of traditional fixed models. Coupled with automatic verification of stability and strength dual constraints (initial stability height, total longitudinal bending moment, and total shear force compliance verification), and linked with the intelligent liquid cargo management system, the transfer adaptation verification is completed, completely avoiding the safety risks of manual loading and ensuring the accuracy and compliance of the solution. Automated execution reduces costs and supports intelligent upgrades: With the intelligent liquid cargo management system at its core, it automatically completes cargo hold-pump matching, pump and valve start / stop, and liquid level / flow monitoring, replacing tedious manual operations, reducing human error and lowering the workload of crew members. The system reserves expansion interfaces for intelligent port scheduling and remote ship monitoring, enabling "ship-port-shore" collaboration without modifying the core architecture, providing core support for the intelligent and unmanned operation of oil tankers, and leading the industry's operational mode upgrade. Attached Figure Description

[0116] Figure 1 This is a flowchart of the automated loading and unloading operation of the multi-intelligent system linkage of the present invention. Detailed Implementation

[0117] To make the technical problems, solutions, and advantages of this invention clearer, a detailed description is provided below with reference to the accompanying drawings and specific embodiments. The method of this invention is based on a loading computer system, an intelligent liquid cargo management system, and an intelligent energy efficiency system. Through the OPCUA interface, it achieves real-time data linkage, sequentially completing six major steps: ship modeling, parameter acquisition, scheme generation, joint verification, optimization calculation, and coordinated execution. Its core lies in breaking down system data barriers. The loading computer system leads the generation and safety verification of the loading scheme, the intelligent liquid cargo management system optimizes and executes the liquid cargo transfer, and the intelligent energy efficiency system adapts to energy consumption optimization, forming a collaborative "generation-verification-execution-optimization" process. This method is adaptable to various types of oil tankers, reducing manual intervention steps in loading and unloading operations by more than 80% and reducing energy consumption by 10%-15%. It balances safety, efficiency, and economy, and is applicable to various operational scenarios for oil tankers. Specific embodiments are described below. Example

[0118] An automated loading and unloading operation method based on the linkage of multiple intelligent systems includes:

[0119] Step 1: Using the basic technical parameters and data of the target oil tanker, construct a general-purpose three-dimensional ship model using the ship design software NAPA, and export it as a standard DXF file;

[0120] Step 2: Start the three major systems: loading computer, intelligent liquid cargo management and intelligent energy efficiency, and activate the standard data interface between the systems;

[0121] Step 3: The loading computer system has a DXF file interface. The 3D ship model is input into the loading computer system, and a visual target ship model consistent with the target ship is directly generated in the loading computer system.

[0122] Step 4: Collaboratively collect target ship model data;

[0123] Step 5: The computer system generates a multi-compliance loading scheme based on the target ship model obtained in Step 3 and the data collected by multiple systems in Step 4.

[0124] Step 6: Perform multi-objective index quantification calculations and combine multiple compliant loading schemes to obtain a comprehensive quality score. Iterate through all compliant loading schemes, sorting them from largest to smallest comprehensive quality score to form a priority list. The optimal loading scheme is determined by: selecting the scheme with the largest comprehensive quality score at the top of the list as the optimal loading scheme, comprehensively meeting the requirements of convenient loading adjustments, efficient transfer, and economical energy consumption under the user-defined weight preferences; selecting the scheme with the second-largest comprehensive quality score as a backup loading scheme to handle emergency alternatives when the optimal scheme cannot be executed due to unforeseen circumstances; the maximum comprehensive quality score in the optimal loading scheme specifically includes: the loading weight of each cargo oil tank, the target weight of each ballast tank, the actual draft difference, the comprehensive quality score, and the normalized values ​​of each index; output the content to the user.

[0125] Step 7: Based on the optimal loading scheme from Step 6, input it into the intelligent liquid cargo management system to execute intelligent loading and unloading operations for the ship at port.

[0126] Step 4 includes the following specific methods:

[0127] Liquid cargo volume expansion coefficient Unit: 1 / ℃; Data source: User-defined data from the computer system and preset data from the intelligent energy efficiency system.

[0128] Liquid cargo standard density at 20°C Unit: tons / cubic meter; data source: user-defined data from the loading computer system and data collected from the intelligent liquid cargo management system.

[0129] Actual temperature of liquid cargo Unit: Celsius; Data source: User-defined data from the computer system / data collected by the intelligent liquid cargo management system.

[0130] Target total loading volume of liquid cargo Unit: tons; Data source: User-defined by the loading computer system.

[0131] Cargo oil tank volume Ballast tank volume Unit: cubic meters; Data source: extracted from the computer system database.

[0132] Prohibited cargo hold markings Data source: User-defined by the computer system;

[0133] Tolerance coefficient Data source: User-defined by the computer system.

[0134] Maximum loading weight per compartment Unit: tons; Data source: User-defined by the loading computer system.

[0135] Minimum loading weight per compartment Unit: tons; Data source: User-defined by the loading computer system.

[0136] empty ship weight Unit: tons; Data source: extracted from the loading computer system database;

[0137] Total number of ballast tanks Unit: number; Data source: extracted from the computer system database.

[0138] Total number of cargo oil tanks Unit: number; Data source: extracted from the computer system database.

[0139] Initial weight of each ballast tank Unit: tons; Data source: User-defined data from the loading computer system and data collected from the intelligent liquid cargo management system.

[0140] The ordinate of the center of gravity of each cargo oil tank Vertical coordinates of the center of gravity of each cargo oil tank Unit: meters; Data source: extracted from the computer system database.

[0141] The longitudinal coordinates of the center of gravity of each ballast tank Vertical coordinates of the center of gravity of each ballast tank Unit: meters; Data source: extracted from the computer system database.

[0142] The vertical coordinate of the center of gravity of an empty ship Vertical coordinates of the center of gravity of the empty ship Unit: meters; Data source: extracted from the computer system database.

[0143] Shear coefficient of empty ship Data source: Extracted from the computer system database;

[0144] Shear coefficient of each cargo oil tank Data source: Extracted from the computer system database;

[0145] Shear coefficient of each ballast tank Data source: Extracted from the computer system database;

[0146] Target draft corresponding to the vertical coordinate of the center of buoyancy Unit: meters; Data source: Pre-set retrieval from the loaded computer system;

[0147] Target draft corresponding to the longitudinal coordinate of the center of buoyancy Unit: meters; Data source: Pre-set retrieval from the loaded computer system;

[0148] Target draft corresponding to buoyancy shear coefficient Unit: meters; Data source: Pre-set retrieval from the loaded computer system;

[0149] Allowable initial stability height Unit: meters; Data source: User-defined by the computer loading system.

[0150] Allowable longitudinal bending moment Unit: kN·m; Data source: extracted from the computer system database.

[0151] Allowable shear force Qianniu, data source: extracted from the computer system database;

[0152] Path length from the i-th cargo hold to the j-th cargo oil pump Unit: meter; Data source: Intelligent liquid cargo management system.

[0153] Number of liquid cargo pumps Unit: units; Data source: collected by the intelligent liquid cargo management system;

[0154] Each ballast tank along the ship's length coordinates Unit: meters; Data source: extracted from the computer system database.

[0155] Target draft, unit: meters, data source: user-defined by the loaded computer;

[0156] Actual draft Unit: meter; Data source: real-time monitoring of intelligent energy efficiency system;

[0157] Optimal draft difference Unit: meter; Data source: Calculation by intelligent energy efficiency system;

[0158] Main engine fuel consumption rate benchmark, unit: tons / day, data source: real-time monitoring of intelligent energy efficiency system;

[0159] Current sea conditions (wind and wave), data source: real-time monitoring by the intelligent energy efficiency system;

[0160] Ballast adjustment cost weight Unit: dimensionless; Data source: loaded by computer user-defined;

[0161] Liquid cargo transfer efficiency weight Unit: dimensionless; Data source: loaded by computer user-defined;

[0162] Navigation energy consumption adaptability weight Unit: dimensionless; Data source: loaded by computer user-defined.

[0163] For example, start the three major systems: the loading computer system, the intelligent liquid cargo management system, and the intelligent energy efficiency system. In the loading computer system, open the DXF file named "Large Ship VLCC Model" and enter the following user-defined parameters for the target ship type:

[0164] ;

[0165] The target draft is 20.5m. ;

[0166] Cargo hold 5 is prohibited. ;

[0167] System preset parameters: There are a total of 12 cargo holds;

[0168] .

[0169] Step 5 is explained in detail below:

[0170] Step 5-1: Construction of cargo oil tank weight distribution model and generation of initial scheme;

[0171] Step 5-1-1: Correction for actual oil density;

[0172] Considering the effect of oil temperature on density, the actual density of the oil is calculated using a temperature compensation formula. The formula is:

[0173]

[0174] In the formula, Indicates the actual density of the cargo oil, in tons per cubic meter;

[0175] For example:

[0176] Based on the dynamic input parameters and system preset parameters in step 3, the oil density is corrected:

[0177] ;

[0178] Step 5-1-2: Generate multiple sets of cargo oil weight distribution schemes;

[0179] Based on cargo hold volume ratio and tolerance adjustment, according to tolerance coefficient A preset gradient is used to generate multiple initial cargo weight allocation schemes, with the allocation formula as follows:

[0180]

[0181] In the formula, This represents the initial weight allocated to the i-th cargo oil tank, in tons. To disable cargo hold markings indicating unusable cargo holds due to maintenance malfunctions, the corresponding... Tolerance coefficient Three sets of solutions were generated by taking values ​​of 0.05, 0.07, and 0.1 respectively; constraints. , The minimum loading weight of the i-th single compartment, in tons; The maximum loading weight of the i-th single compartment, in tons;

[0182] For example: according to tolerance coefficient Three cargo oil allocation schemes were generated, with the weight of compartment 5 disabled to 0, while the weights of the remaining compartments met the requirements. ;

[0183]

[0184] Step 5-2: Ballast tank weight matching and complete loading scheme construction;

[0185] Step 5-2-1: Calculation of total drainage volume;

[0186] Based on the VLCC floating equilibrium principle, total displacement The required drainage volume needs to be matched to the target draft. The calculation formula is as follows:

[0187]

[0188] In the formula, The total displacement of the ship should be consistent with the displacement corresponding to the target draft, in tons; The target weight of the k-th ballast tank, in tons;

[0189] Step 5-2-2: Ballast tank weight adjustment;

[0190] Based on the initial weight of the ballast tank Based on this, calculate the target weight of the ballast tank. The formula is:

[0191]

[0192] In the formula, The weight adjustment for the Kth ballast tank, in tons, is subject to the following constraints. , The maximum capacity of the Kth ballast tank, in tons;

[0193] For example: according to tolerance coefficient Generate 3 sets of ballast matching: total displacement Based on the target draft of 20.5m, we get They were allocated to 8 ballast tanks;

[0194]

[0195] Step 5-3: Stability and strength dual-constraint verification;

[0196] Step 5-3-1: Verify the stability of the scheme using the initial stability height calculation formula, as follows:

[0197]

[0198] In the formula, The initial stability height, in meters, satisfies... Greater than or equal to ; For permissible initial stability height, 0.8m is adopted for near-port operations and 0.5m is adopted for offshore operations;

[0199] Step 5-3-2: Calculate the total longitudinal bending moment M and the total shear force S respectively to verify the hull strength. The formula is:

[0200]

[0201] In the formula, M is the total longitudinal bending moment of the ship, in kilonewton-meter, and M is less than or equal to [M]; S is the total shear force of the ship, in kilonewton, and S is less than or equal to [S].

[0202] Step 5-4: Output of compliance solution;

[0203] Retain 2-4 compliant solutions; if there are fewer than 2 compliant solutions, adjust the tolerance factor. The range is ±0.02. Repeat steps 5-1 to 5-3 until the quantity requirement is met.

[0204] For example, perform a security verification on the above 3 schemes: remove scheme 3 from 1 group and keep 2 compliant schemes (scheme A and scheme B).

[0205]

[0206] Step 6 includes the following specific methods:

[0207] Step 6-1: Quantitative calculation of multi-objective indicators;

[0208] Step 6-1-1: Ballast Adjustment Costs ;

[0209] The ballast capacity is quantified as a proportion of the ballast tank's adjusted load to the total ballast capacity, using the following formula:

[0210]

[0211] In the formula, Ballast adjustment cost, with a value range of [0,1]. The smaller the value, the less the adjustment amount and the more convenient the operation.

[0212] Step 6-1-2: Cargo oil transfer efficiency ;

[0213] The proportion of the total length of the cargo oil transfer route to the sum of the longest routes of all cargo holds is used to quantify the process, as shown in the following formula:

[0214]

[0215] In the formula, The efficiency of cargo oil transfer is defined, with a value ranging from [0,1]. As a 0-1 variable, the calculation is set. =1 indicates that the i-th cargo hold is transferred through the j-th cargo oil pump; The path length from the i-th cargo hold to the j-th cargo oil pump is expressed in meters. The longest path length from the i-th cargo hold to all cargo oil pumps, in meters, is the maximum value. get;

[0216] Step 6-1-3: Navigation Energy Consumption Adaptability ;

[0217] The actual draft difference H in the intelligent energy efficiency system is read and quantified by the deviation rate between the actual draft difference and the optimal draft difference, as shown in the following formula:

[0218]

[0219] In the formula, For navigation energy consumption adaptability, the value range is [0,1]. The smaller the value, the closer the draft difference is to the optimal value and the lower the energy consumption. H is the actual draft difference, in meters. H = stern draft - bow draft.

[0220] Step 6-2: Indicator normalization processing;

[0221] Eliminate the dimensional differences between different indicators and convert each indicator into a normalized value in the [0,1] interval. The formula is as follows:

[0222]

[0223] In the formula, is the normalized value of the t-th indicator; the larger the value, the better the performance of the indicator; t is the indicator number, t=1,2,3 correspond to ballast load adjustment cost, cargo oil transfer efficiency, and navigation energy consumption adaptability, respectively. Let t be the value of the t-th indicator of the s-th compliance scheme; Let be the maximum and minimum values ​​of the t-th indicator among all compliance schemes;

[0224] Step 6-3: Overall superiority calculation and scheme ranking;

[0225] Based on user weight preferences, the overall superiority value of each solution is calculated. The formula is:

[0226]

[0227] In the formula, Let be the overall excellence value of the s-th compliant solution, with a value range of [0,1]. The larger the value, the better the overall performance of the solution. Weighting ballast adjustment costs reflects the priority of ease of ballast adjustment (e.g., near-port operations where adjustment time is limited). (Can be set to 0.4). The weighting of cargo oil transfer efficiency reflects the priority of cargo oil loading and unloading efficiency (e.g., in scenarios with tight deadlines). (Can be set to 0.5). Weights for navigation energy consumption adaptability reflect the priority of navigation economics (e.g., for long-distance voyages). (Can be set to 0.6); weight constraint is , These are the normalized values ​​for ballast and load adjustment costs, cargo and oil transfer efficiency, and navigation energy consumption adaptability, respectively.

[0228] For example: Quantify the indicators for Plan A and Plan B:

[0229] Option A: ;

[0230] Option A (original Option 1, );

[0231] Ballast adjustment cost ;

[0232] Oil transfer efficiency ;

[0233] Navigation energy consumption adaptability (Actual draft difference) );

[0234] Option B: ;

[0235] Option B (original Option 2, );

[0236] Ballast adjustment cost ;

[0237] Oil transfer efficiency ;

[0238] Navigation energy consumption adaptability (Actual draft difference) );

[0239] Step 6-4: Sort and output the optimal solutions;

[0240] Step 6-4-1: Scheme sorting logic:

[0241] Traverse all compliant solutions and rank them by overall merit score. Sort the solutions from largest to smallest to form a priority list;

[0242] Step 6-4-2: Rules for determining the optimal solution:

[0243] Take the first sorted position The largest option is selected as the optimal loading option. This option comprehensively meets the requirements of "convenient loading adjustment, efficient transmission and transfer, and economical energy consumption" under the weight preferences set by the user.

[0244] Take the second position in the sorting The second largest option serves as an alternative loading plan, used as an emergency replacement in case the optimal plan cannot be executed due to unforeseen circumstances (such as a valve failure in a ballast tank), ensuring operational continuity.

[0245] Step 6-4-3: Output content:

[0246] The following information is output to the user to support the execution of the load allocation operation:

[0247] Optimal solution details: loading weight of each cargo oil tank, target weight of each ballast tank, actual draft difference, overall excellence value and normalized values ​​of each indicator;

[0248] Alternative Solution Details: Same output dimensions as the optimal solution, facilitating comparison and emergency switching; Implementation Recommendations: such as the ballast loading sequence of the optimal solution (prioritizing ballast tanks closer to the cargo hold to reduce center of gravity fluctuations), and cargo oil transfer pump group allocation (matching...). (The corresponding relationship between the pump compartments).

[0249] For example: Normalize the quantified indicators of Scheme A and Scheme B:

[0250]

[0251] For example: Quantify the indicators of Scheme A and Scheme B to calculate their overall superiority:

[0252] Option A: ;

[0253] Option B: ;

[0254] Results: Option B is the optimal option, and Option A is the alternative option. Option B has better adaptability to navigation energy consumption and transmission efficiency, which meets the requirements of long-distance sea voyages.

[0255] As can be seen from this embodiment, the present invention can generate multiple initial schemes through a clear tolerance gradient, screen compliant schemes after security verification, and finally output the optimal scheme adapted to the scenario through multi-objective optimization to meet the actual operation needs of VLCC.

[0256] The optimal load allocation scheme in step 6, The maximum specific values ​​include: the loading weight of each cargo oil tank, the target weight of each ballast tank, the actual draft difference, the overall quality index, and the normalized values ​​of each indicator. These values ​​are input into the intelligent liquid cargo management system to execute intelligent loading and unloading operations when the ship is at port.

[0257] Example 2:

[0258] This embodiment uses a Very Large Crude Carrier (VLCC) as the target vessel type. The vessel is 330m long, 60m wide, and 30m deep, equipped with 12 cargo oil tanks (C1-C12), 8 ballast tanks (B1-B8), and 6 liquid cargo transfer pumps (P1-P6). It is primarily used for offshore crude oil transportation. This operation involves loading crude oil from a Middle Eastern port to a Chinese coastal port, with a target loading capacity of 260,000 tons. The navigation conditions are offshore (optimal draft difference 1.2m, permissible initial stability height [GM] = 0.7m). The specific steps of this embodiment are as follows:

[0259] P1: Construction of the target ship model;

[0260] Based on the target VLCC's fundamental technical parameters (length 330m, beam 60m, depth 30m, total cargo and oil tank volume 300,000m³, etc.), a generalized three-dimensional hull model was constructed using the ship design software NAPA (the modeling level includes the main dimensions of the hull and the layout of compartments, as well as detailed structures such as cargo tanks / pumps / piping systems, etc.).

[0261] The layout of 12 cargo oil tanks (C1-C12 evenly distributed along the length of the ship, each tank is 25m long, 20m wide, and 18m high, with a volume of 9000m³ / tank), 8 ballast tanks (B1-B8, 2 at the bow and stern and 4 amidships, each tank with a volume of 5000m³) and pump room (located at the bottom of the amidships) is clearly defined.

[0262] Draw the three-dimensional structure of 6 liquid cargo centrifugal pumps (rated flow rate of 1200 m³ / h per pump) and transfer pipelines (pipe diameter 800 mm, C1-C6 correspond to P1-P3 pumps, C7-C12 correspond to P4-P6 pumps);

[0263] Name the model "Large Ship VLCC Ship Model" and export it as a standard DXF file (compatible with AutoCAD 2020 and above).

[0264] P2: Multi-system initialization;

[0265] The system is activated by three major systems: the computer system, the intelligent liquid cargo management system, and the intelligent energy efficiency system. The system automatically completes self-check processes such as hardware connection and software version adaptation. Then, the standard data interface between the systems (supporting the OPCUA protocol) is activated to establish a real-time data transmission channel, ensuring that core data such as tank capacity, liquid level, and pump parameters can be synchronized in seconds, breaking the isolation barrier of traditional systems.

[0266] P3: Input the target ship model;

[0267] Open the "VLCC Ship Model.DXF" file in the computer system. The system, through its built-in general-purpose graphics parsing module (compatible with AutoCAD-generated DXF format), automatically parses all the data contained in the model: main hull dimensions (overall length 330m, beam 60m, depth 30m), compartment layout (location of 12 cargo oil tanks, 8 ballast tanks, and pump rooms), compartment parameters (single cargo oil tank volume 9000m³, single ballast tank volume 5000m³), pump configuration (6 centrifugal pumps with a rated flow rate of 1200m³ / h per pump), and pipeline connection relationships (C1-C6 correspond to P1-P3 pumps, C7-C12 correspond to P4-P6 pumps). After parsing, a visualized 3D ship model completely identical to the target VLCC is generated. The model can display the location and dimensions of each compartment, pump group, and pipeline in real time, and supports scaling, sectioning, and other operations, providing an intuitive and accurate operation interface for subsequent parameter input and scheme verification.

[0268] P4: Collaborative data acquisition;

[0269] The three systems collect and aggregate data according to their respective functions, and then upload the data to the computer system. The complete parameters are as follows:

[0270] Initial parameters: initial weight of each ballast tank (B1-B8 are all 1000t, ballast condition before operation), standard density of liquid cargo at 20℃ is 0.86t / m³ (provided by crude oil test report), actual temperature of liquid cargo is 30℃ (measured on-site at the port), shear coefficient of each ballast tank (B1-B8 are 0.12, 0.11, 0.10, 0.09, 0.09, 0.10, 0.11, and 0.12 respectively, extracted from the database);

[0271] Target parameters: Total target loading capacity of liquid cargo: 260,000 tons (set according to port loading capacity), target draft: 20.5m (matching port channel depth), optimal draft difference: 1.2m (optimal value for energy saving on deep-sea voyages);

[0272] Constraint parameters: Permissible initial stability height 0.7m (safety standard for long-range voyages), maximum loading weight per hold 28,000t (limited by cargo hold structural strength), minimum loading weight per hold 5,000t (to avoid empty hold swaying), prohibited cargo hold C5 (valve malfunction repair), permissible total longitudinal bending moment. (As stipulated in the classification society certificate), permissible shear force (Regulations for classification society certificates);

[0273] Optimization parameters: Ballast shunting cost weight 0.3 (low requirements for ease of shunting on ocean voyages), liquid cargo transfer efficiency weight 0.3 (port loading efficiency is sufficient), navigation energy consumption adaptability weight 0.4 (energy saving is prioritized on ocean voyages).

[0274] Basic parameters: Path length from each cargo hold to each pump (C1-P1: 50m, C2-P2: 55m, C3-P3: 60m, C4-P1: 65m, C5-P2: 70m, C6-P3: 75m, C7-P4: 50m, C8-P5: 55m, C9-P6: 60m, C10-P4: 65m, C11-P5: 70m, C12-P6: 75m), number of liquid cargo pumps: 6, liquid cargo volume expansion coefficient: 0.001 / ℃ ( Crude oil physical properties), coordinates along the ship's length for each ballast tank (B1: 50m, B2: 80m, B3: 120m, B4: 160m, B5: 180m, B6: 220m, B7: 260m, B8: 290m), lightship weight 48,000t (ship's certificate of manufacture), coordinates of the center of gravity for each compartment (cargo oil tank C1: (60, 15)m…C12: (270, 15)m; ballast tank B1: (50, 5)m…B8: (290, 5)m);

[0275] Operating parameters: Liquid cargo pump group flow rate (P1-P6 are all 1000m³ / h, real-time monitoring), main engine fuel consumption rate benchmark value 50t / day (real-time monitoring).

[0276] Environmental parameters: The current nearshore wind is level 3 and the wave height is 1.5m (real-time monitoring).

[0277] P5: Generate a compliant load planning scheme;

[0278] (1) Construction of cargo oil tank weight distribution model and generation of initial scheme;

[0279] a. Correction for actual oil density;

[0280] Considering the effect of oil temperature on density, the actual density of the oil is calculated using a temperature compensation formula. :

[0281]

[0282] b. Generation of multiple cargo oil weight allocation schemes;

[0283] Based on the cargo hold volume ratio and tolerance adjustment, it can be based on the tolerance coefficient. Based on a preset gradient, multiple initial cargo oil weight allocation schemes are generated, with the following allocation formula:

[0284]

[0285] Multiple cargo oil weight distribution schemes: based on cargo hold volume ratio and tolerance coefficient , combined , Constraints are applied, generating 3 sets of solutions:

[0286] Option 1 C1: 26500t, C2: 27400t, C3: 26900t, C4: 25900t, C5: 0t, C6: 26500t, C7: 27400t, C8: 26900t, C9: 25900t, C10: 27400t, C11: 26500t, C12: 26500t, no cargo hold reaching maximum loading capacity;

[0287] Option 2 C1: 27200t, C2: 28000t, C3: 27600t, C4: 26600t, C5: 0t, C6: 27200t, C7: 28000t, C8: 27600t, C9: 26600t, C10: 28000t, C11: 27200t, C12: 27200t, with three cargo holds (C2, C7, C10) reaching maximum loading capacity;

[0288] Option 3 C1: 28,000t, C2: 28,000t, C3: 28,000t, C4: 27,500t, C5: 0t, C6: 28,000t, C7: 28,000t, C8: 28,000t, C9: 27,500t, C10: 28,000t, C11: 28,000t, C12: 28,000t, with 9 cargo holds (excluding C4, C5, and C9) reaching maximum loading capacity.

[0289] (2) Ballast tank weight matching and construction of complete loading scheme;

[0290] a. Calculation of total drainage volume;

[0291] According to the floating equilibrium principle of VLCCs, the total displacement ( The required discharge volume needs to be matched to the target draft. The calculation formula is as follows:

[0292]

[0293] Based on the target draft of 20.5m and the corresponding displacement of 320,000t, the total ballast weight needs to be controlled at around 12,000t.

[0294] b. Ballast tank weight adjustment;

[0295] Based on the initial weight of the ballast tank Based on this, calculate the target weight of the ballast tank. :

[0296]

[0297] Ballast tank weight adjustment: Based on the initial weight of 1000t / tank, the allocation results are as follows:

[0298] Option 1: B1-B8 are 1500t, 1500t, 1600t, 1600t, 1500t, 1500t, 1600t, and 1600t respectively, with a total ballast of 12400t;

[0299] Option 2: B1-B8 are 1400t, 1400t, 1500t, 1500t, 1400t, 1400t, 1500t, and 1500t respectively, with a total ballast of 11600t;

[0300] Option 3: B1-B8 are 1300t, 1300t, 1400t, 1400t, 1300t, 1300t, 1400t, and 1400t respectively, with a total ballast of 10800t.

[0301] (3) Stability and strength dual-constraint verification;

[0302] a. Stability verification;

[0303] The stability of the scheme is verified using the initial stability height calculation formula, as follows:

[0304]

[0305] b. Strength verification;

[0306] Calculate the total longitudinal bending moment M and the total shear force S respectively, and verify the hull strength:

[0307]

[0308] Based on the parameters obtained by the system and the calculations, the conclusions are as follows:

[0309] Option 1 (δ=0.05): Total displacement 320400t, initial stability GM=0.78m (≥0.7m), total longitudinal bending moment ( Total shear force Compliant (referred to as Plan A);

[0310] Option 2 (δ=0.07): Total displacement 320,000t, initial stability GM=0.75m (≥0.7m), total longitudinal bending moment Total shear force Compliance (referred to as Plan B);

[0311] Option 3 (δ=0.1): Initial stability GM=0.65m (<0.7m), non-compliant (rejected).

[0312] (4) Compliance solution output;

[0313] Both Plan A and Plan B are compliant and will proceed to the next step of selection.

[0314] P6: Scheme ranking and optimization;

[0315] Quantitative calculation of multi-objective indicators;

[0316] a. Ballast loading and adjustment costs ;

[0317] The ballast capacity is quantified as a proportion of the ballast tank's adjusted load to the total ballast capacity, using the following formula:

[0318]

[0319] b. Oil cargo transfer efficiency ;

[0320] The proportion of the total length of the cargo oil transfer route to the sum of the longest routes of all cargo holds is used to quantify the process, as shown in the following formula:

[0321]

[0322] c. Adaptability of navigation energy consumption ;

[0323] The system reads the actual draft difference H from the intelligent energy efficiency system and quantifies it using the deviation rate between the actual draft difference and the optimal draft difference, as shown in the following formula:

[0324]

[0325] The quantitative calculation results of the multi-objective indicators are as follows:

[0326] Ballast adjustment cost: Solution ,plan ;

[0327] Liquid cargo transfer efficiency: solution ,plan ;

[0328] Navigation energy consumption adaptability: Option AF3=0.15 (actual draft difference 1.3m), Option BF3=0.12 (actual draft difference 1.1m).

[0329] (2) Indicator normalization processing;

[0330] To eliminate the dimensional differences between different indicators, each indicator is converted into a normalized value in the [0,1] interval. The formula is as follows:

[0331]

[0332] The results of the indicator normalization process are as follows:

[0333] Ballast adjustment cost: Solution ,plan ;

[0334] Liquid cargo transfer efficiency: solution ,plan ;

[0335] Navigation energy consumption adaptability: solution ,plan .

[0336] (3) Overall merit calculation and ranking;

[0337] Overall superiority of option A (U) A =0.3×1+0.3×0+0.4×0=0.3;

[0338] Overall superiority of option B (U) B =0.3×0+0.3×1+0.4×1=0.7;

[0339] The overall merits calculation and ranking are as follows:

[0340] Option B (U) S =0.7) is the optimal solution, solution A (U S =0.3) is an alternative.

[0341] (4) Output content;

[0342] Optimal Option B Details: Cargo oil tank weight (C1: 27200t…C12: 27200t), ballast tank weight (B1-B8: 1400t / 1500t, total ballast 11600t), actual draft difference 1.1m, overall excellence 0.7, normalized index F1'=0, F2'=1, F3'=1;

[0343] Alternative Option A Details: The corresponding cargo oil tank and ballast tank weights are the same as Option 1, the actual draft difference is 1.3m, the overall merit is 0.3, and the normalized indexes F1'=1, F2'=0, F3'=0;

[0344] Recommendations: Prioritize adjusting the midship ballast tanks (B3-B6) before adjusting the bow and stern tanks to reduce center of gravity fluctuations; allocate pump sets according to C1-C3 corresponding to P1-P3, C6-C8 corresponding to P3-P5, and C9-C12 corresponding to P4-P6 to avoid pipeline congestion.

[0345] P7: Plan Implementation;

[0346] Input the optimal solution B into the intelligent liquid cargo management system, and the system will execute it automatically.

[0347] Start pumps P1-P6 according to the pump group assignment, adjust the flow rate to 1000m³ / h, and refresh the cargo oil tank level data every 10 seconds;

[0348] Synchronously control the ballast tank valves according to the loading sequence to replenish ballast water to B1-B8 to the target weight;

[0349] During operation, the computer system is installed to verify stability and strength in real time, and the intelligent energy efficiency system monitors the fuel consumption of the main unit.

[0350] Once the cargo oil loading reaches 260,000 tons and the ballast weight meets the standard, the system automatically stops operating, completing the intelligent loading operation.

[0351] The above are preferred embodiments of the present invention, but the present invention is not limited to the above embodiments. It should be noted that any other improvements and variations directly derived or conceived by those skilled in the art without departing from the spirit and concept of the present application should be considered to be included within the protection scope of the present invention.

Claims

1. An automated loading and unloading operation method based on the linkage of multiple intelligent systems, characterized in that, include: Step 1: Using the basic technical parameters and data of the target oil tanker, construct a general-purpose three-dimensional ship model using the ship design software NAPA, and export it as a standard DXF file; Step 2: Start the three major systems: loading computer, intelligent liquid cargo management and intelligent energy efficiency, and activate the standard data interface between the systems; Step 3: The loading computer system has a DXF file interface. The 3D ship model is input into the loading computer system to generate a visual target ship model that matches the target ship. Step 4: Collaboratively collect target ship model data, including: The following parameters are considered: total target cargo loading capacity, cargo oil tank volume, prohibited cargo tank markings, tolerance coefficient, maximum loading weight per tank, minimum loading weight per tank, empty ship weight, total number of ballast tanks, total number of cargo oil tanks, initial weight of each ballast tank, longitudinal coordinate of the center of gravity of each cargo oil tank, longitudinal coordinate of the center of gravity of each ballast tank, longitudinal coordinate of the center of gravity of the empty ship, shear coefficient of the empty ship, shear coefficient of each cargo oil tank, shear coefficient of each ballast tank, vertical coordinate of the center of buoyancy corresponding to the target draft, longitudinal coordinate of the center of buoyancy corresponding to the target draft, shear coefficient of the center of buoyancy corresponding to the target draft, permissible initial metacentric height, permissible total longitudinal bending moment, permissible shear force, path length of cargo oil pumps, number of liquid cargo pumps, coordinates of each ballast tank along the ship's length, target draft, actual draft, optimal draft difference, benchmark value of main engine fuel consumption rate, current sea area wind and wave conditions, weight of ballast loading and ballast cost, weight of liquid cargo transfer efficiency, and weight of navigation energy consumption adaptability. Step 5: The computer system generates a multi-compliance loading scheme based on the target ship model obtained in Step 3 and the data collected by multiple systems in Step 4. Step 6: Perform quantitative calculations of multiple target indicators and combine multiple compliant loading schemes to obtain the comprehensive excellence value. Traverse all compliant loading schemes and sort them from largest to smallest comprehensive excellence value to form a scheme priority list. Rules for determining the optimal load allocation scheme: The optimal loading scheme is selected based on the highest overall quality value in the ranking, which comprehensively meets the requirements of convenient loading, efficient transmission, and economical energy consumption under the weight preferences set by the user. The second-ranked comprehensive excellence score is selected as the alternative loading scheme to provide an emergency alternative in case the optimal scheme cannot be executed due to unforeseen circumstances. The optimal loading scheme has the following maximum comprehensive quality values: the loading weight of each cargo oil tank, the target weight of each ballast tank, the actual draft difference, the comprehensive quality value, and the normalized values ​​of each indicator. Output content to the user; Step 7: Based on the optimal loading scheme from Step 6, input it into the intelligent liquid cargo management system to execute intelligent loading and unloading operations for the ship at port.

2. The automated loading and unloading operation method based on multi-intelligent system linkage according to claim 1, characterized in that, Step 4 includes the following specific methods: Liquid cargo volume expansion coefficient Unit: 1 / ℃; Data source: User-defined data from the computer system and preset data from the intelligent energy efficiency system. Liquid cargo standard density at 20°C Unit: tons / cubic meter; data source: user-defined data from the loading computer system and data collected from the intelligent liquid cargo management system. Actual temperature of liquid cargo Unit: Celsius; Data source: User-defined data from the computer system / data collected by the intelligent liquid cargo management system. Target total loading volume of liquid cargo Unit: tons; Data source: User-defined by the loading computer system. Cargo oil tank volume Ballast tank volume Unit: cubic meters; Data source: extracted from the computer system database. Prohibited cargo hold markings Data source: User-defined by the computer system; Tolerance coefficient Data source: User-defined by the computer system. Maximum loading weight per compartment Unit: tons; Data source: User-defined by the loading computer system. Minimum loading weight per compartment Unit: tons; Data source: User-defined by the loading computer system. empty ship weight Unit: tons; Data source: extracted from the loading computer system database; Total number of ballast tanks Unit: number; Data source: extracted from the computer system database. Total number of cargo oil tanks Unit: number; Data source: extracted from the computer system database. Initial weight of each ballast tank Unit: tons; Data source: User-defined data from the loading computer system and data collected from the intelligent liquid cargo management system. The ordinate of the center of gravity of each cargo oil tank Vertical coordinates of the center of gravity of each cargo oil tank Unit: meters; Data source: extracted from the computer system database. Vertical coordinates of the center of gravity of each ballast tank Vertical coordinates of the center of gravity of each ballast tank Unit: meters; Data source: extracted from the computer system database. The vertical coordinate of the center of gravity of an empty ship Vertical coordinates of the center of gravity of the empty ship Unit: meters; Data source: extracted from the computer system database. Shear coefficient of empty ship Data source: Extracted from the computer system database; Shear coefficient of each cargo oil tank Data source: Extracted from the computer system database; Shear coefficient of each ballast tank Data source: Extracted from the computer system database; Target draft corresponding to the vertical coordinate of the center of buoyancy Unit: meters; Data source: Pre-set retrieval from the loaded computer system; Target draft corresponding to the longitudinal coordinate of the center of buoyancy Unit: meters; Data source: Pre-set retrieval from the loaded computer system; Target draft corresponding to buoyancy shear coefficient Unit: meters; Data source: Pre-set retrieval from the loaded computer system; Allowable initial stability height Unit: meters; Data source: User-defined by the computer loading system. Allowable longitudinal bending moment Unit: kN·m; Data source: extracted from the computer system database. Allowable shear force Qianniu, data source: extracted from the computer system database; Path length from the i-th cargo hold to the j-th cargo oil pump Unit: meter; Data source: Intelligent liquid cargo management system. Number of liquid cargo pumps Unit: units; Data source: collected by the intelligent liquid cargo management system; Each ballast tank along the ship's length coordinates Unit: meters; Data source: extracted from the computer system database. Target draft, unit: meters, data source: user-defined by the loaded computer; Actual draft Unit: meter; Data source: real-time monitoring of intelligent energy efficiency system; Optimal draft difference Unit: meter; Data source: Calculation by intelligent energy efficiency system; Main engine fuel consumption rate benchmark, unit: tons / day, data source: real-time monitoring of intelligent energy efficiency system; Current sea conditions (wind and wave), data source: real-time monitoring by the intelligent energy efficiency system; Ballast adjustment cost weight Unit: dimensionless; Data source: loaded by computer user-defined; Liquid cargo transfer efficiency weight Unit: dimensionless; Data source: loaded by computer user-defined; Navigation energy consumption adaptability weight Unit: dimensionless; Data source: loaded by computer user-defined.

3. The automated loading and unloading operation method based on multi-intelligent system linkage according to claim 2, characterized in that, Step 5 is explained in detail below: Step 5-1: Construction of cargo oil tank weight distribution model and generation of initial scheme; Step 5-1-1: Correction for actual oil density; Considering the effect of oil temperature on density, the actual density of the oil is calculated using a temperature compensation formula. The formula is: In the formula, Indicates the actual density of the cargo oil, in tons per cubic meter; Step 5-1-2: Generate multiple sets of cargo oil weight distribution schemes; Based on cargo hold volume ratio and tolerance adjustment, according to tolerance coefficient A preset gradient is used to generate multiple initial cargo weight allocation schemes, with the allocation formula as follows: In the formula, This represents the initial weight allocated to the i-th cargo oil tank, in tons. To disable cargo hold markings indicating unusable cargo holds due to maintenance malfunctions, the corresponding... Tolerance coefficient Three schemes were generated by taking values ​​of 0.05, 0.07, and 0.1 respectively. Constraints , The minimum loading weight of the i-th single compartment, in tons; The maximum loading weight of the i-th single compartment, in tons; Step 5-2: Ballast tank weight matching and complete loading scheme construction; Step 5-2-1: Calculation of total drainage volume; Based on the VLCC floating equilibrium principle, total displacement The required drainage volume needs to be matched to the target draft. The calculation formula is as follows: In the formula, The total displacement of the ship should be consistent with the displacement corresponding to the target draft, in tons; The target weight of the k-th ballast tank, in tons; Step 5-2-2: Ballast tank weight adjustment; Based on the initial weight of the ballast tank Based on this, calculate the target weight of the ballast tank. The formula is: In the formula, The weight adjustment for the Kth ballast tank, in tons, is subject to the following constraints. , The maximum capacity of the Kth ballast tank, in tons; Step 5-3: Stability and strength dual-constraint verification; Step 5-3-1: Verify the stability of the scheme using the initial stability height calculation formula, as follows: In the formula, The initial stability height, in meters, satisfies... Greater than or equal to ; For permissible initial stability height, 0.8m is adopted for near-port operations and 0.5m is adopted for offshore operations; Step 5-3-2: Calculate the total longitudinal bending moment M and the total shear force S respectively to verify the hull strength. The formula is: In the formula, M is the total longitudinal bending moment of the ship, in kilonewton-meter, and M is less than or equal to [M]; S is the total shear force of the ship, in kilonewton, and S is less than or equal to [S]. Step 5-4: Output of compliance solution; Retain 2-4 compliant solutions; if there are fewer than 2 compliant solutions, adjust the tolerance factor. The range is ±0.

02. Repeat steps 5-1 to 5-3 until the quantity requirement is met.

4. The automated loading and unloading operation method based on multi-intelligent system linkage according to claim 3, characterized in that, Step 6 includes the following specific methods: Step 6-1: Quantitative calculation of multi-objective indicators; Step 6-1-1: Ballast Adjustment Costs ; The ballast capacity is quantified as a proportion of the ballast tank's adjusted load to the total ballast capacity, using the following formula: In the formula, Ballast adjustment cost, with a value range of [0,1]. The smaller the value, the less the adjustment amount and the more convenient the operation. Step 6-1-2: Cargo oil transfer efficiency ; The proportion of the total length of the cargo oil transfer route to the sum of the longest routes of all cargo holds is used to quantify the process, as shown in the following formula: In the formula, The efficiency of cargo oil transfer is defined, with a value ranging from [0,1]. As a 0-1 variable, the calculation is set. =1 indicates that the i-th cargo hold is transferred through the j-th cargo oil pump; The path length from the i-th cargo hold to the j-th cargo oil pump is expressed in meters. The longest path length from the i-th cargo hold to all cargo oil pumps, in meters, is the maximum value. get; Step 6-1-3: Navigation Energy Consumption Adaptability ; The actual draft difference H in the intelligent energy efficiency system is read and quantified by the deviation rate between the actual draft difference and the optimal draft difference, as shown in the following formula: In the formula, For navigation energy consumption adaptability, the value range is [0,1]. The smaller the value, the closer the draft difference is to the optimal value and the lower the energy consumption. H is the actual draft difference, in meters. H = stern draft - bow draft. Step 6-2: Indicator normalization processing; Eliminate the dimensional differences between different indicators and convert each indicator into a normalized value in the [0,1] interval. The formula is as follows: In the formula, is the normalized value of the t-th indicator; the larger the value, the better the performance of the indicator; t is the indicator number, t=1,2,3 correspond to ballast load adjustment cost, cargo oil transfer efficiency, and navigation energy consumption adaptability, respectively. Let t be the value of the t-th indicator of the s-th compliance scheme; Let be the maximum and minimum values ​​of the t-th indicator among all compliance schemes; Step 6-3: Overall superiority calculation and scheme ranking; Based on user weight preferences, the overall superiority value of each solution is calculated. The formula is: In the formula, Let be the overall superiority value of the s-th compliant solution, ranging from [0,1]; the weight constraint is... , These are the normalized values ​​for ballast and load adjustment costs, cargo and oil transfer efficiency, and navigation energy consumption adaptability, respectively.

5. The automated loading and unloading operation method based on multi-intelligent system linkage according to claim 1, characterized in that, Step 6 outputs the following information to the user to support the execution of the load allocation operation: Optimal solution details: loading weight of each cargo oil tank, target weight of each ballast tank, actual draft difference, overall excellence value and normalized values ​​of each indicator; Details of alternative solutions: Same output dimensions as the optimal solution, and implementation recommendations: Ballast loading sequence and cargo oil transfer pump group allocation, matching of the optimal solution. The corresponding relationship between the pump compartments.

6. The automated loading and unloading operation method based on multi-intelligent system linkage according to claim 3, characterized in that, Near-port operations are defined as operations conducted by vessels in waters less than or equal to 50 nautical miles from a port, anchorage, or nearshore area; offshore operations are defined as operations conducted by vessels in open waters greater than 50 nautical miles from a port, anchorage, or nearshore area.

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