CN116812102A - Flow velocity debugging method and system for ship oil system - Google Patents
Flow velocity debugging method and system for ship oil system Download PDFInfo
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Abstract
本发明公开了一种用于船舶油系统的流速调试方法及系统，该调试方法包括：构建船舶油系统的管网模型；设置管路模型内部件的数据参数，获取第一雷诺数值、最小湍流强度，并将第一雷诺数值、最小湍流强度与预设范围进行对比，判断并获取每个阀门的第二阀门阻力系数；根据阻力系数‑阀门开度曲线以及第二阀门阻力系数，获取第一阀门开度；将第一阀门开度应用于实际船舶管道系统中，获取实际流量值；判断实际流量值与第一阀门开度所对应的模型流量值之间的误差值是否处于预设误差范围，以获取最终执行阀门开度。本发明通过仿真调试管路系统油流速度，保证所有管路高效完成油流串洗，避免后期实船投油串洗周期过长的问题。
The invention discloses a flow rate debugging method and system for a ship oil system. The debugging method includes: constructing a pipeline network model of the ship oil system; setting data parameters of components within the pipeline model, and obtaining the first Reynolds number and minimum turbulence intensity, and compare the first Reynolds number and the minimum turbulence intensity with the preset range to determine and obtain the second valve resistance coefficient of each valve; according to the resistance coefficient-valve opening curve and the second valve resistance coefficient, obtain the first Valve opening; apply the first valve opening to the actual ship pipeline system to obtain the actual flow value; determine whether the error value between the actual flow value and the model flow value corresponding to the first valve opening is within the preset error range , to obtain the final execution valve opening. This invention debugs the oil flow velocity of the pipeline system through simulation to ensure that all pipelines can efficiently complete oil flow series washing and avoid the problem of too long oil flow series washing cycle for the actual ship in the later stage.
Description
Technical Field
The application relates to the technical field of flow regulation of ship pipelines, in particular to a flow velocity debugging method and system for a ship oil system.
Background
The pipeline system is an important component of the ship, provides needed working media such as fuel, lubricating oil, water, air and the like for the ship device, and ensures the safe operation of ship equipment. As a core system of the ship pipe network, the oil flow system supplies sufficient and quality-satisfactory fuel oil and lubricating oil for the ship power plant. In order to ensure the cleanliness of the fuel oil and the lubricating oil delivered to the equipment, a great deal of time is consumed for the series washing of the pipeline system in the later stage of ship construction.
Meanwhile, in view of the fact that the viscosity of the oil working medium is relatively high after the oil working medium is heated, a change process from laminar flow to turbulent flow possibly exists in a pipeline in a series washing process, the change of the flow in the pipeline can lead to the change of pipe network resistance and flow, the opening of a valve is required to be continuously adjusted to change the oil flow speed of each pipeline, the number of valves of an oil flow system is large, and a great amount of time is consumed in the adjustment process of the number of valves.
In addition, with the progress of shipbuilding technology and the trend of ship enlargement, a ship pipe network system is developed towards the direction of complexity and enlargement; when the pipe network system is complex, the above-mentioned oil flow system series-washing time can seriously drag slow the shipbuilding progress or even influence the ship-crossing node, and the technical requirement of modern complex pipe network is difficult to meet by the traditional pipe network debugging method only according to the manual experience. In order to accelerate the ship construction progress and shorten the power system debugging period, the pipe network system layout scheme can be simulated by a computer simulation technology, so that the ship system debugging process is optimized.
Currently, the disclosed patent mainly focuses on the monitoring and feedback regulation process of an electric regulating valve, for example, MX2016002889 of mexico patent provides a method for managing and controlling the demand of a fluid pipe network, a plurality of valve groups of the fluid network are controlled by a computer, parameters are calculated in real time by using a database, and the flow rate flowing through each valve are monitored and regulated, so that the demand of the pipe network flow is ensured.
The above patent is mainly applied to the actual debugging process in the field, and is matched with an electric valve to realize negative feedback regulation. The valve of the pipe network system in the ship industry is usually in a manual regulation mode, and negative feedback regulation of the valve aiming at a target variable can consume a great deal of time.
Disclosure of Invention
In view of the above drawbacks of the prior art, an object of the present application is to provide a flow rate adjustment method and system for a ship oil system, so as to improve the efficiency of the serial washing of the ship oil system.
To achieve the above and other related objects, the present application provides a flow rate debugging method for a ship oil system, comprising:
s1: constructing a pipe network model of the ship oil system, wherein the pipe network model comprises various components, and the components comprise pipelines and valves;
s2: setting data parameters of various components in a pipeline model and fluid parameters in a pipe network, and setting the resistance coefficient of a valve to be minimum, wherein the resistance coefficient corresponding to the valve is a first valve resistance coefficient;
s3: calculating a first Reynolds number, a flow value and minimum turbulence intensity of fluid in each section of pipeline according to the set value of the data parameter, the set value of the fluid parameter, the first valve resistance coefficient and a relation curve of the first valve resistance coefficient and the Reynolds number;
s4: comparing the first Reynolds number and the minimum turbulence intensity with a preset range, judging whether the first Reynolds number and the minimum turbulence intensity are in the preset range, and acquiring a second valve resistance coefficient of each valve according to the first Reynolds number and the minimum turbulence intensity in the preset range;
s5: acquiring a first valve opening according to the resistance coefficient-valve opening curve and the second valve resistance coefficient;
s6: applying the first valve opening to an actual ship pipeline system to obtain an actual flow value in the actual ship pipeline system;
s7: calculating an error value between the actual flow value and a model flow value corresponding to the opening of the first valve, and judging whether the error value is in a preset error range; and taking the valve opening corresponding to the actual flow value within the preset error range as the final execution valve opening.
Optionally, in the step of determining whether the first reynolds number and the minimum turbulence intensity are within the preset range, the method includes:
when the first Reynolds number and the minimum turbulence intensity value are in a preset range, the first valve resistance coefficient is the second valve resistance coefficient;
when the first Reynolds number and the minimum turbulence intensity value are not in the preset range, the Reynolds number and the turbulence intensity value of each pipeline are set in the preset range, the Reynolds number set in the preset range is defined as a second Reynolds number, and the second valve resistance coefficient of each valve is calculated according to the second Reynolds number and the turbulence intensity value.
Optionally, the step of calculating the second valve drag coefficient for each valve based on the second reynolds number, the turbulence intensity value, includes:
if the trial calculation is successful, the resistance coefficient of each valve which is successfully solved is the acquired second valve resistance coefficient of each valve;
if the trial calculation solution fails, judging a main pipe and a branch pipe of the pipeline which cannot be successfully calculated, and if the branch pipe is judged, adding an oscillator to the branch pipe, and re-executing S1; when the management system is judged to be the master, the management system is required to be adjusted, and S1 is re-executed; until a second valve resistance coefficient for each valve is obtained.
Optionally, in the step of obtaining the first valve opening according to the resistance coefficient-valve opening curve and the second valve resistance coefficient, the method further includes:
when the valve opening cannot be detected according to the resistance coefficient-valve opening curve and the second valve resistance coefficient, judging a main pipe and a branch pipe of the pipeline in which the valve opening cannot be detected, and when the pipeline is judged to be the branch pipe, adding an oscillator to the branch pipe, and re-executing S1; when the management is determined to be the master, the management system is adjusted, and S1 is re-executed.
Optionally, after the step of applying the first valve opening to the actual ship piping system, further comprising:
measuring the front and rear pressure of a filter arranged in an actual ship pipeline system, and performing step S7 when the front and rear pressure difference delta p of the filter is in a preset pressure difference range;
when the pressure difference Δp between the front and the rear of the filter is not within the preset pressure difference range, the pipe network system needs to be adjusted and replaced, and the step S1 is restarted.
Optionally, in the step of determining whether the error value is within the preset error range, the method further includes:
when the error value is in the error range, the first valve opening is the final execution valve opening;
and when the error value is not in the error range, correcting the data parameters of the pipeline, the pipeline accessories and the equipment in the pipeline model, and re-executing the steps S1 to S7 until the error value is in the error range, acquiring the second valve opening, and finally executing the valve opening.
Optionally, after the step of taking the valve opening corresponding to the actual flow value within the preset error range as the final execution valve opening, the method further includes:
executing final execution valve opening in an actual ship pipeline system, acquiring an actual resistance coefficient, and recording the actual resistance coefficient as a third valve resistance coefficient, and simultaneously acquiring the Reynolds number at the moment;
and correcting a resistance coefficient-Reynolds number-valve opening curve according to the final execution valve opening, the third valve resistance coefficient and the Reynolds number.
Optionally, in the step of obtaining the third valve drag coefficient, the method further includes:
the third valve drag coefficient is calculated by pressure difference readings of pressure sensors provided in the actual ship piping system.
The application also provides a flow rate debugging system, which comprises:
the pipe network model construction module is used for constructing a pipe network model according to an actual ship pipeline system;
the data parameter setting module is used for setting data parameters of various components in the pipe network model, setting the resistance coefficient of the valve to be minimum, and setting the resistance coefficient corresponding to the valve to be a first valve resistance coefficient at the moment;
the calculation module is used for calculating a first Reynolds number value, a flow value and the minimum turbulence intensity in the pipe network of the fluid of each section of pipeline according to the set value of the data parameter, the set value of the fluid parameter, the first valve resistance coefficient and the relation curve of the first valve resistance coefficient and the Reynolds number;
the numerical comparison judging module is used for comparing the first Reynolds number and the minimum turbulence intensity with a preset range, judging whether the first Reynolds number and the minimum turbulence intensity are in the preset range, and acquiring a second valve resistance coefficient of each valve according to the first Reynolds number and the minimum turbulence intensity in the preset range;
the valve opening calculating module is used for obtaining a first valve opening according to the resistance coefficient-valve opening curve and the second valve resistance coefficient;
the error calculating and judging module is used for calculating an error value between the actual flow value and the model flow value corresponding to the opening of the first valve and judging whether the error value is in a preset error range or not.
Optionally, the numerical comparison judging module further includes:
the comparison judging module is used for judging whether the first Reynolds number and the minimum turbulence intensity value are in a preset range or not, and when the first Reynolds number and the minimum turbulence intensity value are in the preset range, the first valve resistance coefficient is judged to be the second valve resistance coefficient;
and when the comparison judging module judges that the first Reynolds number and the minimum turbulence intensity value are not in the preset range, the calculation module sets the Reynolds number and the turbulence intensity value of each pipeline in the preset range, defines the flow value set in the preset range as a second Reynolds number, and calculates the second valve resistance coefficient of each valve according to the second Reynolds number and the turbulence intensity value.
Optionally, the flow rate debugging system further comprises:
and the resistance coefficient-Reynolds number-valve opening curve correction module is used for correcting the resistance coefficient-Reynolds number-valve opening curve according to the third valve resistance coefficient and the Reynolds number acquired when the final execution of the valve opening is performed in the actual ship pipeline system.
Compared with the prior art, the flow velocity debugging method and the flow velocity debugging system for the ship oil system have the following beneficial effects:
in the design stage of the ship system, the oil flow speed of the pipeline system is obtained through simulation of a pipe network simulation technology, and the flow state is determined through calculation, so that the oil flow series washing of all pipelines is ensured to be completed efficiently and accurately, the problem of overlong oil series washing period of the actual ship in the later stage is avoided, and guidance can be provided for efficient production and safe operation of the ship. The simulation is carried out before the actual debugging in the field, meanwhile, the influence of the valve opening and the flow state on the valve resistance coefficient is considered, the parameters of the valve opening are given to be manually regulated and controlled, the accuracy of the result is ensured, the error is analyzed, and the method is favorable for guiding the progress of the field debugging.
The application can carry out simulation debugging in the design stage of the ship oil system pipe network, establishes the relation among the valve opening, the flowing state and the resistance coefficient, and ensures that the oil flow speed of each pipeline meets the series washing requirement by adjusting the valve opening and independently series washing. The valve opening data and the flow resistance data output by simulation debugging can provide high-accuracy references for actual debugging in the later field, and is beneficial to optimizing the debugging process of a ship system, so that the debugging period is shortened, and the ship construction cost is reduced.
According to the application, through simulation debugging and mutual verification of later real ship debugging and operation data, calculation results are continuously corrected and optimized, the accuracy and reliability of the debugging method are improved, related data in calculation and debugging processes are completely collected, a database is built, a basis is provided for system reliability evaluation and subsequent further general optimization design, and data support and design guidance are provided for ship production and operation.
The flow velocity debugging system provided by the application comprises the method and has the technical effects.
Drawings
FIG. 1 is a flow chart of a flow rate tuning method for a marine oil system according to an embodiment of the present application;
FIG. 2 is a simulation of a marine oil system in an embodiment of the application;
FIG. 3 is a diagram of the operational steps of a flow rate tuning method for a marine oil system according to an embodiment of the present application;
FIG. 4a is a graph showing the variation of the resistance coefficient with the flow state (Reynolds number Re) in the pipe when the valve is fully opened in the embodiment of the application;
FIG. 4b is a graph showing the variation of valve resistance coefficient with Reynolds number and valve opening in an embodiment of the application;
fig. 5 is a schematic diagram of a flow rate adjustment system for a marine oil system in an embodiment of the application.
Detailed Description
Further advantages and effects of the present application will become apparent to those skilled in the art from the disclosure of the present application, which is described by the following specific examples. The application may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present application. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict.
It should be noted that the illustrations provided in the embodiments of the application are merely schematic illustrations of the basic concepts of the application, and only the components related to the application are shown in the illustrations, rather than being drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of each component in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated. The structures, proportions, sizes, etc. shown in the drawings are shown only in connection with the present disclosure for understanding and reading by those skilled in the art, and are not intended to limit the scope of the application, which is defined by the claims, so that any structural modifications, proportional changes, or dimensional adjustments should be made without affecting the efficacy or achievement of the present application.
The present embodiment provides a flow rate adjustment method for a ship oil system, referring to fig. 1, the flow rate adjustment method mainly includes:
s1: constructing a pipe network model of the ship oil system, wherein the pipe network model comprises various components, and the components comprise pipelines and valves;
specifically, a pipe network model of the ship oil system is constructed, and the pipe network model constructed in this embodiment is shown in fig. 2. The pipe network model comprises various components, and the main components comprise various pipelines, pipeline accessories (valves, tee joints, elbows, reducing devices and the like) and various devices. Meanwhile, the boundary conditions of the pipe network, which mainly refer to pressure boundaries or speed boundaries, are required to be synchronously acquired and set.
S2: setting data parameters of all parts in a pipe network model and fluid parameters in the pipe network, and setting the resistance coefficient of the valve to be minimum, wherein the resistance coefficient corresponding to the valve is a first valve resistance coefficient;
specifically, referring to fig. 3, various component parameters and fluid parameters in the pipe network model are set, and mainly include pipeline, pipeline accessory parameters, equipment inlet and outlet parameters, performance curves of pumps, and in-pipe fluid parameters (density, temperature and pressure) and the like.
Referring to fig. 3, all valves in the pipe network model are set to a fully open state, so that the resistance coefficient corresponding to each valve is minimum, and the minimum valve resistance coefficient is recorded as a first valve resistance coefficient. Specific values may be called by a program or may be obtained from table 1.
Table 1 valve minimum drag coefficient of stop valve, check valve and gate valve
The lowest drag coefficient of the butterfly valve can be calculated. The calculation method of the minimum resistance coefficient of the butterfly valve is shown in the formula (1):
in the formula (1):
ζ -minimum resistance coefficient of butterfly valve;
g-gravity acceleration (9.81 m/s) 2 )；
P 2 -a local resistance loss head (Pa);
v-flow rate (m/s).
S3: calculating a first Reynolds number, a flow value Q and a minimum turbulence intensity I in each section of pipeline according to the set value of the data parameter, the set value of the fluid parameter, the first valve resistance coefficient and a relation curve of the first valve resistance coefficient and the Reynolds number min ；
According to the steps S1 and S2, data parameters, fluid parameters and first valve resistance coefficients of all parts are obtained, wherein the data parameters of all parts comprise parameters (characteristic curve fitting), pipe diameter, pipe internal roughness, inlet and outlet boundary parameters and the like of a pump, the valve is set to be in a full-open state, the influence of the valve internal flow state on valve resistance is considered, a change relation curve of the resistance coefficient (first valve resistance coefficient) along with Reynolds number Re (flow state in a pipe) when the valve is fully opened is obtained, as shown in fig. 4a, the curve change relation is obtained by fitting, the relation is imported into pipe network software such as Applied Flow Technology and Flomaster, or the independent simulation software is adopted for iterative solution, the flow Q of all sections of pipelines is obtained, and meanwhileTaking the first Reynolds number Re of each pipeline section and the minimum turbulence intensity I in the pipeline network min 。
S4: comparing the first Reynolds number and the minimum turbulence intensity with a preset range, judging whether the first Reynolds number and the minimum turbulence intensity are in the preset range, and acquiring a second valve resistance coefficient of each valve according to the first Reynolds number and the minimum turbulence intensity in the preset range;
referring to fig. 3, the first reynolds number and the minimum turbulence intensity are compared with a preset range, and whether the first reynolds number and the minimum turbulence intensity are within the preset range is determined. In the present embodiment, the preset range Re > 4000 and I min > 1%. It should be noted that if the simulation results of each pipeline of the system meet Re > 4000, I min More than 1%, the flow in the tube is turbulent, and the ideal series washing effect is realized. If the preset range is not met, the fact that the corresponding pipeline flows slowly is indicated that pollutants such as solid particles are difficult to move along with the main flow, and the series washing period may be long. Therefore, the preset range is set to Re > 4000, I min In the range of more than 1%, the ideal series washing effect of the ship oil system can be ensured, and the series washing efficiency is improved.
When the first Reynolds number and the minimum turbulence intensity value are in a preset range, the first valve resistance coefficient is the second valve resistance coefficient. When the first Reynolds number and the minimum turbulence intensity value are not in the preset range, the Reynolds number and the turbulence intensity value of each pipeline are set in the preset range, the Reynolds number set in the preset range is defined as a second Reynolds number, and the second valve resistance coefficient of each valve is calculated according to the second Reynolds number and the turbulence intensity value. If the trial calculation is successful, the resistance coefficient of each valve which is successfully solved is the acquired second valve resistance coefficient of each valve. If the trial calculation solution fails, judging a main pipe and a branch pipe of the pipeline which cannot be successfully calculated, and if the branch pipe is judged, adding an oscillator to the branch pipe, and re-executing S1; when the management system is judged to be the master, the management system is required to be adjusted, and S1 is re-executed; until a second valve resistance coefficient for each valve is obtained.
Specifically, each pipeline valve resistance coefficient is set as an independent variable, the minimum value and the maximum value of the valve resistance coefficients can be obtained from each corresponding valve resistance coefficient in FIG. 4b, each segment of pipeline Reynolds number (namely, target variable) is set as Re > 4000, I min > 1%. And then solving the resistance coefficient of each valve. If the valve adjustment is successful (i.e. the solution of the resistance coefficient of each pipeline is successful), the corresponding valve resistance coefficient at the moment is recorded as a second valve resistance coefficient. When the valve adjustment fails (solving fails), pipeline system adjustment is required, including but not limited to corresponding pipe diameter adjustment, pipeline trend adjustment, replacement of accessories such as pumps, and the like. And, the existing commercial software can be adopted to carry out the trial calculation process. When the Reynolds number Re in the pipeline is smaller than or equal to 4000, the opening degree of one or more valves is reduced, the Reynolds number is calculated again in a trial calculation or iteration mode, and when the calculated Reynolds number is larger than 4000, I is the same as that min And (3) judging that the solution is successful if the ratio is more than 1%. If the opening of the valve is regulated anyway, the Reynolds number and the turbulence intensity value can not reach the preset range, the main pipe and the branch pipe of the pipeline which can not reach the preset range are required to be judged. Adopts corresponding pipeline diameter DN and oil flow system maximum pipeline diameter DN max Judging the pipeline, ifThe fact that the pipeline can be a branch pipe with low flow velocity and small Reynolds number is indicated, the oscillator can be additionally arranged, the oscillator is additionally arranged on the corresponding pipeline so as to ensure the cleaning effect in the small pipe diameter, and then the step S1 is repeated; if the judging condition is not met, the pipeline system is possibly a main pipeline, and corresponding pipeline system adjustment is needed, so that subsequent serial washing is facilitated. Specifically, the pipe system adjustment includes, but is not limited to, corresponding pipe diameter adjustment, pipe trend adjustment, replacement of accessories such as pumps, and the like, and then step S1 is repeated.
S5: and obtaining the first valve opening according to the resistance coefficient-valve opening curve and the second valve resistance coefficient.
In step S4, a second valve resistance coefficient of each valve is obtained, and a first valve opening is obtained according to the existing resistance coefficient-valve opening curve.
If all the corresponding valve openings can be obtained through the valve resistance coefficient curves in fig. 4b, the step S6 is entered; if the corresponding valve opening cannot be found through the valve resistance coefficient curves in 4b, judging the main pipe and the branch pipe of the pipeline which do not reach the preset range is needed. Adopts corresponding pipeline diameter DN and oil flow system maximum pipeline diameter DN max Judging the pipeline, ifThe fact that the pipeline can be a branch pipe with low pipeline flow speed and small Reynolds number is indicated, the oscillator can be additionally arranged, the oscillator is additionally arranged on the corresponding pipeline so as to ensure the cleaning effect in the small pipe diameter, and then the step S1 is repeated; if the judging condition is not met, the pipeline system is possibly a main pipeline, and corresponding pipeline system adjustment is needed, so that subsequent serial washing is facilitated. Specifically, the pipe system adjustment includes, but is not limited to, corresponding pipe diameter adjustment, pipe trend adjustment, replacement of accessories such as pumps, and the like, and then step S1 is repeated.
S6: the opening of the first valve is applied to an actual ship pipeline system, and an actual flow value is obtained;
when the on-site valve is a valve with an opening indication, outputting the opening according to the valve opening (0-100% opening) obtained by simulation calculation; when the on-site valve is a valve without opening indication, the acquired valve opening is approximately converted into 1/4 opening, 1/2 opening, 3/4 opening and full opening for opening output, and the actual flow value Qr of the pipeline flow is read and recorded for the convenience of on-site operation.
S7: calculating an error value between the actual flow value and a model flow value corresponding to the opening of the first valve, and judging whether the error value is in a preset error range; and taking the valve opening corresponding to the actual flow value within the preset error range as the final execution valve opening.
Comparing and analyzing the actual flow value Qr with the model flow value Q of the corresponding pipe section to judge whether the actual flow value Qr meets the requirement When the error value is within the error range, the first valve opening is the final execution valve opening. And when the error value is not in the error range, correcting the data parameters of the pipeline, the pipeline accessories and the equipment in the pipeline model, and re-executing the steps S1 to S7 until the error value is in the error range, acquiring the second valve opening, and finally executing the valve opening. Specifically, referring to fig. 3, data that does not satisfy the error range is entered (1) for error analysis. And correcting the equipment parameters and the fluid parameters in the calculation model to obtain a new calculation model, and returning to the step S2. And recording (2) data meeting the error range for error analysis.
After step S6, further comprising: and (3) measuring the front and rear pressure of the filter arranged in the actual ship pipeline system, and when the front and rear pressure difference delta p of the filter is in a preset pressure difference range, performing step S7. When the pressure difference Δp between the front and the rear of the filter is not within the preset pressure difference range, the pipe network system needs to be adjusted and replaced, and the step S1 is restarted. In the present embodiment, the preset differential pressure range Δp is less than or equal to 100pa.
After the step S7, further comprising: executing final execution valve opening in an actual ship pipeline system, acquiring an actual resistance coefficient and recording the actual resistance coefficient as a third valve resistance coefficient. And correcting a resistance coefficient-Reynolds number-valve opening curve according to the final execution valve opening, the Reynolds number and the third valve resistance coefficient. The third valve drag coefficient is calculated by the differential pressure reading Δp of the pressure sensor provided in the actual ship piping system. And further corrects and optimizes the relationship between valve opening, reynolds number and drag coefficient as shown in figure 4 b. The flow resistance coefficient and the resistance coefficient in fig. 4a and 4b are the same concept, and are described here for misunderstanding. Wherein, can be according to the formulaAnd solving a third valve resistance coefficient, wherein DeltaP in the formula is the reading of the pressure sensor, ρ is the fluid density, v is the flow velocity, and ζ is the resistance coefficient.
Outputting debugging results, including Reynolds numbers and valve opening of all pipelines, and recording data (3). And (3) carrying out error analysis by combining the data input (1), the data input (2) and the data input (3), and finishing and analyzing the data obtained after the system is operated for a long time, wherein the data are shown in tables 2-4.
TABLE 2 efficient output confidence
| Error interval | ≤2％ | ≤5％ | ≤8％ | ≤20％ |
| Confidence level | X 1 | X 2 | X 3 | X 4 |
Note that: x is X 1 = (number of error value +.2%)/(number of error value +.20%);
X 2 = (number of times error value less than or equal to 5%)/(number of times error value less than or equal to 20%);
X 3 = (number of times error value is less than or equal to 8%)/(error value is less than or equal to 20)% times);
X 4 = (number of error value +.20%)/(number of error value +.20%) X 4 ＝100％。
TABLE 3 output statistics of flow calculations
Note that: x is X 5 =number of validity/(number of validity+number of invalidity);
X 6 number of times of invalidation/(number of times of validity+number of times of invalidation);
when (when)Is judged to be effective when +.>And judging as invalid.
TABLE 4 output statistics of Reynolds number calculation results
| Outputting the result | ≤20％ | ＞20％ |
| Proportion of | X 7 | X 8 |
Note that: x is X 7 Number of times of error value of 20% or less/total number of times;
X 8 number of times error value greater than 20% per total number of times.
And outputting a statistical result according to the effective output confidence and the calculation result, and providing a basis for system reliability evaluation and subsequent further universality optimization design. After a large amount of data are acquired and trained, the model can realize efficient and accurate debugging of the pipe network system.
Description: the value range and the related value (such asThe opening degree approximation conversion value of the opening degree-free indication valve, etc.) is merely exemplary and is not intended to limit the numerical range thereof.
The embodiment also provides a flow velocity debugging system, referring to fig. 5, which includes a pipe network model construction module, a data parameter setting module, a calculation module, a numerical comparison judgment module, a valve opening calculation module and an error calculation and judgment module. The pipe network model building module is used for building a pipe network model according to an actual ship pipeline system. The data parameter setting module is used for setting data parameters of various components in the pipe network model, and setting the resistance coefficient of the valve to be minimum, and at the moment, the resistance coefficient corresponding to the valve is a first valve resistance coefficient. The calculation module is used for calculating a first Reynolds number value, a flow value and the minimum turbulence intensity of the fluid in each section of pipeline according to the set value of the data parameter, the set value of the fluid parameter, the first valve resistance coefficient and the relation curve of the first valve resistance coefficient and the Reynolds number. The numerical comparison judging module is used for comparing the first Reynolds number and the minimum turbulence intensity with a preset range, judging whether the first Reynolds number and the minimum turbulence intensity are in the preset range, and acquiring a second valve resistance coefficient of each valve according to the first Reynolds number and the minimum turbulence intensity in the preset range. The valve opening calculating module is used for obtaining the first valve opening according to the resistance coefficient-valve opening curve and the second valve resistance coefficient. The error calculating and judging module is used for calculating an error value between the actual flow value and a model flow value corresponding to the first valve opening and judging whether the error value is in a preset error range.
Optionally, the numerical comparison and judgment module further includes a comparison and judgment module and a trial calculation module. The comparison judging module is used for judging whether the first Reynolds number and the minimum turbulence intensity value are in a preset range or not, and when the first Reynolds number and the minimum turbulence intensity value are in the preset range, the first valve resistance coefficient is judged to be the second valve resistance coefficient. When the comparison judging module judges that the first Reynolds number and the minimum turbulence intensity value are not in the preset range, the trial calculation module sets the Reynolds number and the turbulence intensity value of each pipeline in the preset range, defines the flow value set in the preset range as a second Reynolds number, and trial calculates the second valve resistance coefficient of each valve according to the second Reynolds number and the turbulence intensity value.
Optionally, the flow velocity debugging system further comprises a resistance coefficient-reynolds number-valve opening curve correction module, and the resistance coefficient-reynolds number-valve opening curve correction module is configured to correct a resistance coefficient-reynolds number-valve opening curve according to a third valve resistance coefficient and a reynolds number obtained when the final execution valve opening is executed in the actual ship pipeline system.
In summary, the application can carry out simulation debugging in the design stage of the ship oil system pipe network, establishes the relation among the valve opening, the flowing state and the resistance coefficient, and ensures that the oil flow speed of each pipeline meets the series washing requirement by adjusting the valve opening and independently series washing. The valve opening data and the flow resistance data output by simulation debugging can provide high-accuracy references for actual debugging in the later field, and is beneficial to optimizing the debugging process of a ship system, so that the debugging period is shortened, and the ship construction cost is reduced.
According to the application, through simulation debugging and mutual verification of later real ship debugging and operation data, calculation results are continuously corrected and optimized, the accuracy and reliability of the debugging method are improved, related data in calculation and debugging processes are completely collected, a database is built, a basis is provided for system reliability evaluation and subsequent further general optimization design, and data support and design guidance are provided for ship production and operation.
The above embodiments are merely illustrative of the principles of the present application and its effectiveness, and are not intended to limit the application. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the application. Accordingly, it is intended that all equivalent modifications and variations of the application be covered by the claims, which are within the ordinary skill of the art, be within the spirit and scope of the present disclosure.
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