CN114417252A - Method, device and equipment for determining residual loading and unloading time of chemical tanker - Google Patents
Method, device and equipment for determining residual loading and unloading time of chemical tanker Download PDFInfo
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Abstract
The disclosure provides a method, a device and equipment for determining residual loading and unloading time of a chemical tanker, and belongs to the technical field of intelligent ships. The determination method comprises the following steps: acquiring loading and unloading data of the chemical tanker, wherein the loading and unloading data comprises historical single-cabin loading and unloading rates and historical total loading and unloading rates; determining the single-cabin loading and unloading rate of each cargo hold of the chemical ship according to the historical single-cabin loading and unloading rate and the loading and unloading stage of the chemical ship; determining the total loading and unloading rate of the chemical tanker according to the single-cabin loading and unloading rate; correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain a corrected total loading and unloading rate; and determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate. According to the method, the accuracy of the corresponding residual loading and unloading duration of the chemical tanker during loading and unloading of goods can be improved.
Description
Technical Field
The disclosure belongs to the technical field of intelligent ships, and particularly relates to a method, a device and equipment for determining residual loading and unloading duration of a chemical tanker.
Background
Chemical ships, also known as tankers, are used to carry a variety of toxic, flammable, fugitive, or corrosive chemicals. The chemical ship has a plurality of independent cargo tanks, and the chemical ship needs to discharge ballast water to load goods into each of the independent cargo tanks during loading and to press ballast water into the ballast tanks during unloading. This makes the loading and unloading residual time length directly related to the cargo loading and unloading rate of the ship, the seawater pressure and discharge timing control and the like. Therefore, it is necessary to determine the remaining time period for loading and unloading the chemical tanker.
In the related technology, the residual loading and unloading time of the chemical tanker is estimated only by operators according to experience to estimate the loading and unloading rate of the loaded and unloaded goods of each independent cargo hold, then the total loading and unloading rate of all the cargo holds is estimated on the basis, and finally the residual loading and unloading rate is divided by the total loading and unloading rate, so that the residual loading and unloading time can be simply estimated.
However, since the cargo handling rate of the chemical tanker varies with the line pressure, the attitude of the vessel, and the like during cargo handling, the cargo handling rate error obtained in the above method is large, which results in inaccurate remaining cargo handling time.
Disclosure of Invention
The embodiment of the disclosure provides a method for determining the residual loading and unloading time of a chemical tanker, which can improve the accuracy of the corresponding residual loading and unloading time of the chemical tanker when loading and unloading goods. The technical scheme is as follows:
the embodiment of the disclosure provides a method for determining the residual loading and unloading duration of a chemical tanker, which comprises the following steps: acquiring loading and unloading data of the chemical tanker, wherein the loading and unloading data comprises historical single-cabin loading and unloading rates and historical total loading and unloading rates; determining the single-cabin loading and unloading rate of each cargo hold of the chemical ship according to the historical single-cabin loading and unloading rate and the loading and unloading stage of the chemical ship; determining the total loading and unloading rate of the chemical tanker according to the single-cabin loading and unloading rate; correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain a corrected total loading and unloading rate; and determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate.
In yet another implementation of the present disclosure, the determining the single-tank handling rates of the respective cargo tanks of the chemical ship from the historical single-tank handling rates and the handling phase of the chemical ship comprises: if the loading and unloading stage of the cargo hold is a low-speed loading and unloading stage, determining the loading and unloading rate of the single hold according to the historical loading and unloading rate of the single hold; or if the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage, determining the single-hold loading and unloading rate according to the liquid level height change of the cargo hold and the historical single-hold loading and unloading rate.
In another implementation manner of the present disclosure, if the loading and unloading phase of the cargo hold is a high-speed loading and unloading phase, determining the single-tank loading and unloading rate according to the liquid level height change of the cargo hold and the historical single-tank loading and unloading rate includes: calculating to obtain the actual loading and unloading rate of the single cabin according to the liquid level height change rate of the cargo cabin; and correcting the actual loading and unloading rate of the single cabin according to the historical loading and unloading rate of the single cabin to obtain the loading and unloading rate of the single cabin.
In yet another implementation of the present disclosure, the historical single-cabin loading and unloading rates include a historical single-cabin average rate and a historical single-cabin high-speed loading and unloading rate; the step of correcting the actual loading and unloading rate of the single cabin through the historical loading and unloading rate of the single cabin to obtain the loading and unloading rate of the single cabin comprises the following steps: performing linear fitting between the historical single-cabin average speed and the historical single-cabin high-speed loading and unloading speed to obtain a first linear equation; and obtaining the loading and unloading rate of the single cabin according to the first linear equation and the actual loading and unloading rate of the single cabin.
In yet another implementation of the present disclosure, the determining a total rate of loading and unloading of the chemical tanker from the single-tank loading and unloading rates comprises: and taking the sum of the loading and unloading rates of the single cabins as the total loading and unloading rate of the chemical tanker.
In yet another implementation of the present disclosure, the historical aggregate load-unload rate includes a historical aggregate average rate and a historical aggregate high-speed load-unload rate; the correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain the corrected total loading and unloading rate comprises the following steps: performing linear fitting between the historical total average speed and the historical total high-speed loading and unloading speed to obtain a second linear equation; and obtaining the corrected total loading and unloading rate according to the second linear equation and the total loading and unloading rate.
In yet another implementation of the present disclosure, the method further includes: determining a loading and unloading phase of the cargo hold in at least one of the following ways: if the liquid level height of the container for receiving goods is not more than 0.3m, the loading and unloading stage of the cargo hold is a low-speed loading and unloading stage; if the liquid level height of the container for receiving the goods is more than 0.3m, the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage; wherein the container in the loading stage is a cargo hold, and the container in the unloading stage is a shore tank communicated with the cargo hold of the chemical ship.
In still another implementation manner of the present disclosure, there is also provided a determination apparatus for real-time loading and unloading remaining time length of a chemical tanker, the determination apparatus being based on the above determination method, the determination apparatus including: the loading and unloading data acquisition module is used for acquiring loading and unloading data of the chemical tanker, and the loading and unloading data comprises historical single-cabin loading and unloading rate and historical total loading and unloading rate; the single-cabin loading and unloading rate determining module is used for determining the single-cabin loading and unloading rate of each cargo cabin of the chemical ship according to the historical single-cabin loading and unloading rate and the loading and unloading stage of the chemical ship; the total loading and unloading rate determining module is used for determining the total loading and unloading rate of the chemical tanker according to the single-cabin loading and unloading rate; the corrected total loading and unloading rate determining module is used for correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain a corrected total loading and unloading rate; and the residual loading and unloading duration determining module is used for determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate.
In yet another implementation of the present disclosure, there is also provided a computer device comprising a processor and a memory configured to store processor-executable instructions; the processor is configured to perform the method of determining a remaining handling time period of a chemical tanker as described above.
In yet another implementation of the present disclosure, a computer storage medium is also provided having computer instructions stored thereon that, when executed by a processor, implement the method of determining a remaining handling time period for a chemical tanker as described above.
The technical scheme provided by the embodiment of the disclosure has the following beneficial effects:
when the residual loading and unloading duration of the chemical tanker is determined by the determining method provided by the embodiment of the disclosure, the total loading and unloading rate of the chemical tanker is obtained based on the loading and unloading data of the chemical tanker and the loading and unloading stage of the chemical tanker, the loading and unloading rate of the single cabin is determined based on the loading and unloading data and the loading and unloading stage, and the total loading and unloading rate is corrected, so that the accuracy of the finally obtained total loading and unloading rate is higher, and the accuracy of the residual loading and unloading duration of the chemical tanker is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a flow chart of a loading and unloading process of a chemical tanker provided by an embodiment of the present disclosure;
fig. 2 is a flowchart of a method for determining a remaining loading and unloading duration of a chemical tanker according to an embodiment of the present disclosure;
fig. 3 is a flowchart of a method for determining a remaining loading and unloading duration of a chemical tanker according to an embodiment of the present disclosure;
fig. 4 is a block schematic diagram of a device for determining a remaining loading and unloading time period of a chemical tanker provided by an embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of a computer device according to an embodiment of the present disclosure.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
For clarity of the method for determining the remaining loading and unloading time provided by the disclosed embodiments, the loading and unloading process of the chemical tanker is described first.
The loading and unloading process of the chemical tanker includes a loading process and an unloading process. The chemical ship loading process refers to the transfer of chemicals from a shore tank through a liquid cargo injection pipe into the cargo hold of a chemical ship. The chemical ship unloading process refers to that chemicals are pumped from a cargo hold to a shore tank through a cargo pump.
When loading, one end of the liquid cargo injection pipe is connected with the cargo hold, and the other end of the liquid cargo injection pipe is connected with the shore tank. When unloading, one end of the liquid cargo injection pipe is connected with an outlet valve of the cargo pump, and the other end of the liquid cargo injection pipe is connected with the shore tank.
In practice, the cargo holds are opened in batches of up to 4 holds in simultaneous communication with the shore tanks.
As shown in fig. 1, when a chemical tanker is loaded, the chemical tanker generally includes the following processes:
first, the preparation process, i.e., the cabin of the chemical tanker arrives and is ready.
Then, the first cabin is loaded at a low speed. The first-cabin low-speed loading refers to that when the cargo cabin is empty, in order to prevent the liquid level in the cargo cabin from being too low, the speed of chemicals (media) rushing out of the pipe orifice of the filling pipe of the cargo cabin is too high to generate static electricity, the first-cabin low-speed loading is required until the liquid level in the cargo cabin is higher than the pipe orifice of the liquid cargo filling pipe.
Then, sampling and waiting. During sampling, the pump equipment in the pump room is usually stopped on the shore, and at the moment, no liquid cargo flows into the cargo hold in the chemical ship and needs to wait. The number of samples per load is related to the owner's requirements.
Then, high-speed loading is performed. By high-speed loading is meant the process of continuous rapid loading before a single cargo compartment is filled, requiring deceleration near full (typically when the liquid level reaches more than 90% of the height of the cargo compartment) while the next cargo compartment is opened to commence low-speed loading.
Then, the process of loading the ship is continued when the shore tank needs to be replaced after the shore tank is emptied, and the process is time-consuming and can be long.
Then, when the last compartment is full, the flow rate needs to be carefully controlled, and the loading is slow, to avoid spillage, when the other compartments are full, at this point the last compartment is quickly full.
And finally, blowing and ending the pipeline, wherein ending refers to the working processes of cutting off and connecting the pipeline and the shore tank, blowing the pipeline, retracting the hose and the like by the chemical ship.
The unloading operation flow is similar to loading, and is not described again, but the last process is cabin sweeping and ending. The so-called sweeping is to replace a thin-caliber output pipe to be connected with a cargo pump so as to convey residual media in the cargo hold to a shore tank.
The chemical tanker is mainly used for loading and unloading goods at each time according to the difference of the loading and unloading speed of goods with different viscosities and densities, the equipment characteristics such as pipelines and shore tanks of different wharfs and the difference of the working efficiency of personnel.
Even if the number of cargo holds to be loaded and unloaded per batch is different, the cargo holds to be loaded and unloaded are simultaneously communicated with the filling pipe of the shore tank, and are limited by conditions such as the diameter of the filling pipe of the shore tank and the power parameters of the pump equipment in the pump room, so that the flow rates into the shore tank are substantially uniform, that is, the number of cargo holds to be loaded and unloaded per batch does not affect the total loading and unloading rate.
The embodiment of the disclosure provides a method for determining the residual loading and unloading time length of a chemical tanker, as shown in fig. 2, the method comprises the following steps:
s201: acquiring loading and unloading data of the chemical tanker, wherein the loading and unloading data comprises historical single-cabin loading and unloading rates and historical total loading and unloading rates.
The historical single-cabin loading and unloading rate refers to the rate used when the same chemical is loaded and unloaded before the cargo cabin, and comprises the historical single-cabin average rate and the historical single-cabin high-speed loading and unloading rate corresponding to the cargo cabin in the high-speed loading and unloading stage.
The historical individual bin average rate is obtained by dividing the load capacity of the cargo hold for loading and unloading the cargo hold by the cargo hold loading and unloading duration.
The historical total loading and unloading rate refers to the rate used by the chemical ship for loading and unloading the same chemical before, and comprises the corresponding historical total high-speed loading and unloading rate, the historical total average rate and the like when the cargo hold enters a high-speed loading and unloading stage.
The historical total average rate is the quantity of goods loaded and unloaded by the chemical divided by the total loading and unloading time.
S202: and determining the single-cabin loading and unloading rate of each cargo hold of the chemical ship according to the historical single-cabin loading and unloading rate and the loading and unloading stage of the chemical ship.
As described above, the cargo holds correspond to different loading and unloading stages, and the corresponding loading and unloading rates are different, so that the loading and unloading stages of the chemical carrier need to be determined so as to improve the accuracy of the single-hold loading and unloading rates of the respective cargo holds.
S203: and determining the total loading and unloading rate of the chemical tanker according to the loading and unloading rate of the single cabin.
Since the cargo holds of each batch are carried out simultaneously while the chemical tanker is loading, the total loading and unloading rate of the chemical tanker can be obtained by determining the loading and unloading rate of each single tank.
S204: and correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain the corrected total loading and unloading rate.
The obtained actual total loading and unloading rate can be corrected through the historical total loading and unloading rate, so that the obtained total loading and unloading rate can be more consistent with the actual loading and unloading working condition according to the actual situation, and the subsequent estimation of the obtained residual loading and unloading time length is more accurate.
S205: and determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate.
When the residual loading and unloading duration of the chemical tanker is determined by the determining method provided by the embodiment of the disclosure, the total loading and unloading rate of the chemical tanker is obtained based on the loading and unloading data of the chemical tanker and the loading and unloading stage of the chemical tanker, the loading and unloading rate of the single cabin is determined based on the loading and unloading data and the loading and unloading stage, and the total loading and unloading rate is corrected, so that the accuracy of the finally obtained total loading and unloading rate is higher, and the accuracy of the residual loading and unloading duration of the chemical tanker is improved.
Fig. 3 is a method for determining a remaining loading and unloading time period of a chemical tanker according to an embodiment of the present disclosure, and in conjunction with fig. 3, the method for determining includes:
s301: acquiring loading and unloading data of the chemical tanker, wherein the loading and unloading data comprises historical single-cabin loading and unloading rates and historical total loading and unloading rates.
In this embodiment, the loading and unloading data of the chemical tanker is obtained by monitoring the motion signals of the equipment associated with the chemical tanker and the liquid level in the cargo hold of the chemical tanker.
In particular, the duration of loading of the individual tanks (including the duration of time used during loading, and other auxiliary durations during loading and unloading, such as pipeline access, shore tank replacement, etc.), the duration of unloading (including the duration of time used during unloading, and other auxiliary durations during unloading, such as pipeline access, shore tank replacement, etc.) can be obtained.
Then, according to the duration and the cargo capacity of the cargo hold obtained by monitoring, the historical single-hold average speed and the historical total average speed can be correspondingly obtained.
For example, historical single-deck high-speed loading and unloading rates can be determined by calculation during actual loading and unloading. The historical total high-speed loading and unloading rate is the sum of a plurality of historical single-cabin high-speed loading and unloading rates.
In addition, when acquiring the loading and unloading data, the information of the goods to be loaded and unloaded at this time also needs to be acquired. Wherein the goods information comprises goods names, goods numbers and the like. The goods information of the goods to be loaded and unloaded comes from the ship carrying task and is recorded by the operator.
Through obtaining the goods information, the goods information is compared with the chemical loaded in the cargo hold before, so that the corresponding loading and unloading data when the same chemical is loaded can be obtained.
In this embodiment, the loading/unloading data is obtained from a database in the upper computer. The data stored in the database includes historical average rates of the individual tanks and historical high-speed loading and unloading rates of the individual tanks, and also includes historical total loading and unloading of the chemical carrier. And the goods information in the loading and unloading data is directly input into the upper computer by an operator on the ship.
S302: determining the loading and unloading stage of the chemical tanker.
As mentioned at the outset, chemical tanker loading is initially limited in rate to avoid excessive rates that would result in splashing and static.
In actual use, the nozzle of the filling pipe of the cargo hold is positioned at the bottom of the cargo hold, and the nozzle of the filling pipe of the shore tank is also positioned at the bottom of the shore tank. When the liquid level in the cargo hold or the liquid level in the shore tank is lower than the diameter (generally 0.3m) of the pipe orifice of the injection pipe, the pipe orifices at the two ends of the injection pipe are not immersed, and when the loading and unloading speed is high, the flow rate of liquid cargo is high, so that the phenomenon of liquid cargo injection is caused due to the increase of the flow rate, the possibility of static electricity generation is increased, and further, air intake fire and the like are caused. That is, in order to improve the safety operability and avoid the above phenomenon, it is necessary to limit the loading/unloading rate at the initial stage of the loading/unloading operation.
In order to avoid static electricity generated due to too fast loading during actual loading operation of the chemical carrier, the maximum loading and unloading speed of each cargo hold is required to be not more than 1m/s at the initial loading stage.
That is, step 302 includes:
3021: and if the liquid level height of the container for receiving the goods is not more than 0.3m, the loading and unloading stage of the cargo hold is a low-speed loading and unloading stage.
3022: if the liquid level height of the container for receiving the goods is more than 0.3m, the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage;
wherein the container in the loading stage is a cargo hold, and the container in the unloading stage is a shore tank communicated with the cargo hold of the chemical ship.
Of course, whether or not the high-speed loading and unloading stage is performed may be determined based on the operation state of the pump. For example, when the chemical tanker is in unloading operation, the rotation speed of the pump is more than 60%, and when the opening of the outlet valve of the pump exceeds 30%, the chemical tanker is considered to enter a high-speed loading and unloading stage.
S303: and determining the single-cabin loading and unloading rate of each cargo hold of the chemical ship according to the historical single-cabin loading and unloading rate and the loading and unloading stage of the chemical ship.
Step S303 includes:
3031: and if the loading and unloading stage of the cargo hold is a low-speed loading and unloading stage, determining the loading and unloading rate of the single hold according to the historical loading and unloading rate of the single hold.
When the loading and unloading stage of the cargo hold is a low-speed loading and unloading stage, which indicates that the cargo hold is in the initial stage of loading and unloading, the actual loading and unloading rate is too low to be directly used for calculating the total loading and unloading rate, so that the total loading and unloading rate is too low to cause too large error in the time length of the subsequent obtained residual loading and unloading.
In order to improve the accuracy of the remaining loading and unloading duration, the historical single-cabin loading and unloading rate corresponding to the loading and unloading of the same chemical is selected as the single-cabin loading and unloading rate of the cargo hold by referring to the historical single-cabin loading and unloading rate (the historical single-cabin loading and unloading rate comprises the historical single-cabin average rate and the historical single-cabin high-speed loading and unloading rate already explained in the foregoing).
3032: and if the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage, determining the loading and unloading rate of the single hold according to the liquid level height change of the cargo hold and the historical loading and unloading rate of the single hold.
Step 3032 comprises:
(1) and calculating to obtain the actual loading and unloading rate of the single cabin according to the liquid level height change rate of the cargo cabin.
Illustratively, the actual loading and unloading rate of a single cabin can be obtained by:
1.1, recording the liquid level height of the cargo hold at the same time interval, and calculating to obtain the liquid level height change rate of the cargo hold.
And 1.2, calculating to obtain the volume change rate of the cargo hold according to the liquid level height change rate.
And 1.3, calculating to obtain the loading and unloading rate of the single cargo hold according to the volume change rate of the cargo hold.
In the embodiment, data are collected once at intervals of 8s, the liquid level change rate in the cargo hold is recorded for 5 minutes continuously, and then the cargo volume change rate is obtained through interpolation calculation according to the hold table. The resulting rate of change of volume of the good is actually the average of the rate of change of volume after normal unloading for 5 minutes.
(2) And correcting the actual loading and unloading rate of the single cabin according to the historical loading and unloading rate of the single cabin to obtain the loading and unloading rate of the single cabin.
And 2.1, performing linear fitting between the historical single-cabin average speed and the historical single-cabin high-speed loading and unloading speed to obtain a first linear equation.
Wherein the first linear equation can be expressed in the form of y1 ═ a1x1+ b1, where x1 is historical single-cabin high-speed loading and unloading rate, y1 is historical single-cabin average rate, a1 is the slope of the first linear equation, and b1 is the intercept of the first linear equation.
And 2.2, obtaining the loading and unloading rate of the single cabin according to the linear equation and the actual loading and unloading rate of the single cabin.
In this embodiment, the actual loading and unloading rate of a single bay is substituted into the first linear equation as x1, so as to obtain the loading and unloading rate of the single bay corresponding to the actual loading and unloading rate of the single bay (i.e. the average value of the loading and unloading rates of the single bay corresponding to the actual loading and unloading rate of the single bay), i.e. the y1 value corresponding to x1, and further prepare for estimating the duration.
S304: and taking the sum of the loading and unloading rates of the single cabins as the total loading and unloading rate of the chemical tanker.
In actual loading and unloading, a ship usually loads or unloads a plurality of cargo holds simultaneously, so the total loading and unloading rate of the whole ship is calculated firstly, namely the total unloading rate is obtained by calculating all the working cargo hold machines.
In actual operation, the chemical carrier can be judged in advance to be in a loading process or a unloading process, the number of the simultaneously opened inlet valves of the cargo holds is counted in the loading process, and the corresponding single-hold loading and unloading rates are added. And counting the number of cargo pumps started at the same time during unloading, and adding the loading and unloading rates of the single cargo hold.
S305: and correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain the corrected total loading and unloading rate.
Exemplarily, S305 includes:
3051: and performing linear fitting between the historical total average speed and the historical total high-speed loading and unloading speed to obtain a second linear equation.
Where the second linear equation may be expressed in the form of y2 ═ a2x2+ b2, where x2 is the historical total high speed rate of loading and unloading, y2 is the historical total average rate, a2 is the slope of the second linear equation, and b2 is the intercept of the second linear equation.
3052: and obtaining a corrected total loading and unloading rate according to the second linear equation and the total loading and unloading rate.
The need to correct the overall loading and unloading rate is due to the fact that the shore tank level continues to decrease, i.e. the shore end output rate continues to change, as the cargo hold is loaded. During unloading operation, the loading and unloading rate is necessarily changed because the liquid level of the shore tank is continuously increased and the back pressure of the unloading pipeline is also continuously increased. In addition, the actual flow rate is different due to different losses of liquid cargo to each cargo hold pipeline during loading, and a crew can open the next cargo hold to carry out loading in a relay manner during the deceleration loading of the cargo hold. Therefore, the accuracy of calculating the loading and unloading remaining duration by dividing the loading and unloading rate by the remaining quantity of the goods is low. Therefore, the reliability of the loading and unloading residual time can be greatly improved by correcting the total loading and unloading rate.
In this embodiment, the total loading and unloading rate is used as x2 and substituted into the second linear equation, so as to obtain a corrected total loading and unloading rate corresponding to the total loading and unloading rate (i.e. a total loading and unloading average rate corresponding to the total loading and unloading rate).
Since y2 in the second linear equation is the average of the historical total average rate, i.e., the loading and unloading speed of the chemical tanker, and the average is the specific data obtained during the actual loading and unloading process, the average is in accordance with the actual loading and unloading process, i.e., in consideration of the actual conditions of pipeline backpressure rise for unloading, bank tank replacement, etc., as described above. When the total loading and unloading rate is used as x2 and is substituted into the second linear equation, the historical total average rate corresponding to the total loading and unloading rate, namely the actual average rate of loading and unloading of the chemical ship at the time of loading and unloading, can be correspondingly obtained, namely the total loading and unloading rate is corrected.
In this embodiment, after the total loading and unloading rate is counted, an average value corresponding to the total loading and unloading rate may be obtained through the second linear equation, that is, the total loading and unloading rate is corrected.
S306: and determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate.
In this embodiment, the remaining loading and unloading time of the chemical tanker is calculated by dividing the total remaining cargo amount by the corrected total loading and unloading rate.
When unloading, the total remaining amount of the chemical may be obtained by subtracting the amount of the chemical that is unloaded from the total amount of the chemical. Alternatively, the total remaining capacity is determined by subtracting the capacity of the landed tank from the total capacity of the landed tank when loaded.
The amount of cargo that is discharged can be calculated by recording the level of the cargo tank.
The embodiment of the present disclosure further provides a device for determining a remaining time of a chemical tanker for real-time loading and unloading, as shown in fig. 4, where the determining device is based on the determining method, and the determining device includes: a loading and unloading data acquisition module 401, a single-cabin loading and unloading rate determination module 402, a total loading and unloading rate determination module 403, a corrected total loading and unloading rate determination module 404 and a residual loading and unloading duration determination module 405. A loading and unloading data acquisition module 401, configured to acquire loading and unloading data of the chemical tanker, where the loading and unloading data includes a historical single-cabin loading and unloading rate and a historical total loading and unloading rate; a single-tank loading and unloading rate determining module 402, configured to determine a single-tank loading and unloading rate of each cargo tank of the chemical carrier according to a historical single-tank loading and unloading rate and a loading and unloading stage of the chemical carrier; a total loading and unloading rate determining module 403, configured to determine a total loading and unloading rate of the chemical tanker according to the loading and unloading rate of the single cabin; a corrected total loading and unloading rate determining module 404, which corrects the total loading and unloading rate according to the historical total loading and unloading rate to obtain a corrected total loading and unloading rate; and a residual loading and unloading duration determining module 405 for determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate.
The above determining device has all the beneficial effects of the above determining method, and further description is omitted here.
Optionally, the single-compartment loading and unloading rate determining module 402 is further configured to, when the liquid level of the container receiving the goods is not greater than 0.3m, determine that the loading and unloading stage of the cargo compartment is a low-speed loading and unloading stage; if the liquid level height of the container for receiving the goods is more than 0.3m, the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage; the container in the loading stage is a cargo hold, and the container in the unloading stage is a shore tank communicated with the cargo hold of the chemical ship; or, when the rotation speed of the cargo pump of the cargo hold reaches 60% or more and the opening of the outlet valve of the cargo pump exceeds 20% when the chemical carrier is in the unloading operation, the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage.
Optionally, the single-cabin loading and unloading rate determining module 402 is further configured to determine a single-cabin loading and unloading rate according to the historical single-cabin loading and unloading rate if the loading and unloading stage of the cargo cabin is a low-speed loading and unloading stage; or if the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage, determining the single-hold loading and unloading rate according to the liquid level height change of the cargo hold and the historical single-hold loading and unloading rate.
Optionally, the single-cabin loading and unloading rate determining module 402 is further configured to calculate an actual loading and unloading rate of the single cabin according to a liquid level height change rate of the cargo cabin; and correcting the actual loading and unloading rate of the single cabin according to the historical loading and unloading rate of the single cabin to obtain the loading and unloading rate of the single cabin.
Optionally, the single-cabin loading and unloading rate determining module 402 is further configured to perform linear fitting between the historical single-cabin average rate and the historical single-cabin high-speed loading and unloading rate to obtain a first linear equation; and obtaining the loading and unloading rate of the single cabin according to the first linear equation and the actual loading and unloading rate of the single cabin.
The total loading and unloading rate determination module 403 is also configured to use the sum of the individual single-tank loading and unloading rates as the total loading and unloading rate of the chemical tanker.
Optionally, the modified total loading and unloading rate determining module 404 is further configured to perform linear fitting between the historical total average rate and the historical total high-speed loading and unloading rate to obtain a second linear equation; and obtaining a corrected total loading and unloading rate according to the second linear equation and the total loading and unloading rate.
Fig. 5 is a schematic structural diagram of a computer device provided in an embodiment of the present disclosure, and in conjunction with fig. 5, the computer device 500 may include one or more of the following components: a processor 501, a memory 502, a communication interface 503, and a bus 504.
The processor 501 includes one or more processing cores, and the processor 501 executes various functional applications and information processing by running software programs and modules. The memory 502 and the communication interface 503 are connected to the processor 501 through a bus 504. The memory 502 may be used to store at least one instruction that the processor 501 is configured to execute to implement the various steps of the method described above.
Further, memory 502 may be implemented by any type or combination of volatile or non-volatile storage devices, including, but not limited to: magnetic or optical disks, electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), Static Random Access Memory (SRAM), read-only memory (ROM), magnetic memory, flash memory, programmable read-only memory (PROM).
Embodiments of the present disclosure also provide a computer storage medium, where computer instructions, when executed by a processor, implement the above method for determining a remaining loading/unloading duration of a chemical tanker.
The above description is intended to be exemplary only and not to limit the present disclosure, and any modification, equivalent replacement, or improvement made without departing from the spirit and scope of the present disclosure is to be considered as the same as the present disclosure.
Claims (10)
1. A method of determining a remaining loading and unloading duration of a chemical tanker, the method comprising:
acquiring loading and unloading data of the chemical tanker, wherein the loading and unloading data comprises historical single-cabin loading and unloading rates and historical total loading and unloading rates;
determining the single-cabin loading and unloading rate of each cargo hold of the chemical ship according to the historical single-cabin loading and unloading rate and the loading and unloading stage of the chemical ship;
determining the total loading and unloading rate of the chemical tanker according to the single-cabin loading and unloading rate;
correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain a corrected total loading and unloading rate;
and determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate.
2. The method of claim 1, wherein determining the single-tank handling rate for each cargo tank of the chemical ship based on the historical single-tank handling rates and the handling phase of the chemical ship comprises:
if the loading and unloading stage of the cargo hold is a low-speed loading and unloading stage, determining the loading and unloading rate of the single hold according to the historical loading and unloading rate of the single hold; or,
and if the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage, determining the single-hold loading and unloading rate according to the liquid level height change of the cargo hold and the historical single-hold loading and unloading rate.
3. The method of claim 2, wherein determining the single-tank loading and unloading rate based on the level height change of the cargo tank and the historical single-tank loading and unloading rate if the loading and unloading phase of the cargo tank is a high-speed loading and unloading phase comprises:
calculating to obtain the actual loading and unloading rate of the single cabin according to the liquid level height change rate of the cargo cabin;
and correcting the actual loading and unloading rate of the single cabin according to the historical loading and unloading rate of the single cabin to obtain the loading and unloading rate of the single cabin.
4. The method of claim 3, wherein the historical single-cabin loading and unloading rates comprise a historical single-cabin average rate and a historical single-cabin high-speed loading and unloading rate;
the step of correcting the actual loading and unloading rate of the single cabin through the historical loading and unloading rate of the single cabin to obtain the loading and unloading rate of the single cabin comprises the following steps:
performing linear fitting between the historical single-cabin average speed and the historical single-cabin high-speed loading and unloading speed to obtain a first linear equation;
and obtaining the loading and unloading rate of the single cabin according to the first linear equation and the actual loading and unloading rate of the single cabin.
5. The method of determining as defined in claim 1, wherein determining the total rate of loading and unloading of the chemical tanker from the single tank loading and unloading rates comprises:
and taking the sum of the loading and unloading rates of the single cabins as the total loading and unloading rate of the chemical tanker.
6. The method of determining according to claim 1, wherein the historical aggregate loading and unloading rate comprises a historical aggregate average rate and a historical aggregate high speed loading and unloading rate;
the correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain the corrected total loading and unloading rate comprises the following steps:
performing linear fitting between the historical total average speed and the historical total high-speed loading and unloading speed to obtain a second linear equation;
and obtaining the corrected total loading and unloading rate according to the second linear equation and the total loading and unloading rate.
7. The determination method according to any one of claims 1 to 6, characterized in that the method further comprises:
determining a loading and unloading phase of the cargo hold in at least one of the following ways:
if the liquid level height of the container for receiving goods is not more than 0.3m, the loading and unloading stage of the cargo hold is a low-speed loading and unloading stage;
if the liquid level height of the container for receiving the goods is more than 0.3m, the loading and unloading stage of the cargo hold is a high-speed loading and unloading stage;
wherein the container in the loading stage is a cargo hold, and the container in the unloading stage is a shore tank communicated with the cargo hold of the chemical ship.
8. A determination device of a real-time loading and unloading remaining time period of a chemical tanker, the determination device being based on the determination method of any one of claims 1 to 7, characterized in that the determination device comprises:
the loading and unloading data acquisition module is used for acquiring loading and unloading data of the chemical tanker, and the loading and unloading data comprises historical single-cabin loading and unloading rate and historical total loading and unloading rate;
the single-cabin loading and unloading rate determining module is used for determining the single-cabin loading and unloading rate of each cargo cabin of the chemical ship according to the historical single-cabin loading and unloading rate and the loading and unloading stage of the chemical ship;
the total loading and unloading rate determining module is used for determining the total loading and unloading rate of the chemical tanker according to the single-cabin loading and unloading rate;
the corrected total loading and unloading rate determining module is used for correcting the total loading and unloading rate according to the historical total loading and unloading rate to obtain a corrected total loading and unloading rate;
and the residual loading and unloading duration determining module is used for determining the residual loading and unloading duration of the chemical tanker according to the corrected total loading and unloading rate.
9. A computer device, comprising a processor and a memory configured to store processor-executable instructions; the processor is configured to perform the method of determining a remaining handling time period of a chemical tanker of any of claims 1 to 7.
10. A computer storage medium having computer instructions stored thereon, wherein the computer instructions, when executed by a processor, implement the method of determining a remaining handling time of a chemical tanker of any of claims 1 to 7.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115626604A (en) * | 2022-10-24 | 2023-01-20 | 武汉船用机械有限责任公司 | Intelligent cargo loading and unloading monitoring system and method for chemical tanker |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115626604A (en) * | 2022-10-24 | 2023-01-20 | 武汉船用机械有限责任公司 | Intelligent cargo loading and unloading monitoring system and method for chemical tanker |
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