A method and system for flow rate commissioning of a marine oil system

Abstract

The application discloses a flow velocity debugging method and system for a ship oil system, and the debugging method comprises the following steps: constructing a pipe network model of the ship oil system; setting data parameters of internal components of a pipe model; calculating a first Reynolds number value, a flow value and a minimum turbulence intensity of fluid in each pipe section according to the set values of the data parameters, the set values of fluid parameters, a first valve resistance coefficient and a relationship curve of the first valve resistance coefficient and Reynolds number; comparing and judging whether the first Reynolds number value and the minimum turbulence intensity value are within a preset range; obtaining a second valve resistance coefficient of each valve according to the Reynolds number value and the turbulence intensity value within the preset range; and obtaining an actual valve opening degree according to a resistance coefficient-valve opening degree curve and the second valve resistance coefficient. The application simulates and debugs the oil flow velocity of the pipe system, ensures that all pipes efficiently complete oil flow series washing, and avoids the problem that the oil series washing period of the actual ship is too long in the later stage.

Description

Technical Field

[0001] This invention relates to the field of marine pipeline flow control technology, specifically to a method and system for adjusting the flow rate of a marine oil system. Background Technology

[0002] Piping systems are an essential component of ships, providing the necessary working fluids such as fuel, lubricating oil, water, and air to ship equipment and ensuring its safe operation. As the core system of the ship's piping network, the oil flow system supplies sufficient and qualified fuel and lubricating oil to the ship's power plant; in particular, to ensure the cleanliness of the fuel and lubricating oil delivered to the equipment, a significant amount of time is spent on the piping system during the later stages of ship construction.

[0003] Meanwhile, given that the viscosity of the oil working fluid remains high after heating, there may be a change from laminar to turbulent flow in the pipeline during the series washing process. The change in the flow state in the pipe will lead to changes in the pipeline resistance and flow rate. During this process, the valve opening needs to be constantly adjusted to change the oil flow velocity in each pipeline. However, there are many valves in the oil flow system, and the adjustment process of many valves will consume a lot of time.

[0004] Furthermore, with advancements in shipbuilding technology and the trend towards larger vessels, ship piping systems are becoming increasingly complex and large-scale. When piping systems are complex, the time required for flushing the aforementioned oil flow systems can severely slow down shipbuilding progress and even affect delivery schedules. Traditional piping commissioning methods relying solely on manual experience are insufficient to meet the technical requirements of modern complex piping systems. To accelerate shipbuilding progress and shorten the power system commissioning cycle, computer simulation technology can be used to simulate the piping system layout, thereby optimizing the ship system commissioning process.

[0005] Currently, existing patents mainly focus on the monitoring and feedback regulation process of electric regulating valves. For example, Mexican invention patent MX2016002889 provides a method for demand management and control of fluid pipeline networks. Through a computer-controlled fluid network that delivers fluid through multiple valves, the flow rate and delivery of each valve are monitored and adjustable using calculation parameters from a real-time database to ensure the flow demand of the pipeline network.

[0006] The aforementioned patents are mainly applied in actual on-site commissioning processes, and often employ electric valves to achieve negative feedback regulation. In contrast, valves in marine industry pipeline systems are mostly manually adjustable, and their negative feedback regulation of the target variable consumes a significant amount of time. Summary of the Invention

[0007] In view of the shortcomings of the prior art, the purpose of this invention is to provide a method and system for adjusting the flow rate of a ship oil system, so as to improve the flushing efficiency of the ship oil system.

[0008] To achieve the above and other related objectives, the present invention provides a method for adjusting the flow rate of a marine oil system, comprising:

[0009] S1: Construct a pipeline network model of the ship's oil system. The pipeline network model includes various components, including pipelines and valves.

[0010] S2: Set the data parameters of various components in the pipeline model and the fluid parameters in the pipeline network, and set the resistance coefficient of the valve to the minimum. At this time, the resistance coefficient of the valve is the first valve resistance coefficient.

[0011] S3: Based on the set values ​​of the data parameters, the set values ​​of the fluid parameters, the first valve resistance coefficient, and the relationship curve between the first valve resistance coefficient and the Reynolds number, calculate the first Reynolds number, flow rate, and minimum turbulence intensity of the fluid in each section of the pipeline.

[0012] S4: Compare the first Reynolds value and the minimum turbulence intensity with the preset range to determine whether the first Reynolds value and the minimum turbulence intensity value are within the preset range. Obtain the second valve resistance coefficient for each valve based on the Reynolds value and turbulence intensity value that are within the preset range.

[0013] S5: Obtain the actual valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0014] Optionally, the step of determining whether the first Reynolds value and the minimum turbulence intensity are within a preset range includes:

[0015] When the first Reynolds value and the minimum turbulence intensity value are within the preset range, the first valve resistance coefficient is the second valve resistance coefficient;

[0016] When the first Reynolds value and the minimum turbulence intensity value are not within the preset range, the Reynolds value and turbulence intensity value of each pipeline are set within the preset range, and the Reynolds value set within the preset range is defined as the second Reynolds value. The second valve resistance coefficient of each valve is calculated based on the second Reynolds value and the turbulence intensity value.

[0017] Optionally, the step of calculating the second valve resistance coefficient for each valve based on the second Reynolds value and the turbulence intensity value includes:

[0018] If the trial calculation is successful, the resistance coefficient of each valve that is successfully solved is the second valve resistance coefficient obtained for each valve.

[0019] If the trial calculation fails, it is necessary to determine whether the pipeline is a main pipe or a branch pipe. If it is determined to be a branch pipe, an oscillator is installed on the branch pipe and S1 is executed again. If it is determined to be a main pipe, the pipeline system needs to be adjusted and S1 is executed again until the second valve resistance coefficient of each valve is obtained.

[0020] Optionally, the step of obtaining the actual valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient further includes:

[0021] When the valve opening cannot be found based on the resistance coefficient-valve opening curve and the second valve resistance coefficient, it is necessary to determine whether the pipeline for which the valve opening cannot be found is a main pipe or a branch pipe. If it is determined to be a branch pipe, an oscillator should be installed on the branch pipe and S1 should be executed again. If it is determined to be a main pipe, the pipeline system should be adjusted and S1 should be executed again.

[0022] Optionally, after step S5, the method further includes:

[0023] S6: Apply the actual valve opening to the actual ship piping system to obtain the actual resistance coefficient and actual Reynolds value;

[0024] S7: Correct the resistance coefficient-Reynolds number-valve opening curve based on the actual resistance coefficient, actual valve opening, and actual Reynolds number.

[0025] Optionally, after applying the actual valve opening to the actual ship piping system, the method further includes:

[0026] The pressure before and after the filter installed in the actual ship pipeline system is measured. When the pressure difference Δp before and after the filter is within the preset pressure difference range, step S7 is performed.

[0027] When the pressure difference Δp across the filter is not within the preset pressure difference range, the pipeline system needs to be adjusted and replaced, and the process should be restarted in step S1.

[0028] Optionally, the step of obtaining the actual drag coefficient includes:

[0029] The actual drag coefficient is calculated by measuring the differential pressure readings of pressure sensors installed in the actual ship's piping system.

[0030] The present invention also provides a flow rate adjustment system, comprising:

[0031] Pipeline model building module, used to build pipeline models based on actual ship pipeline systems;

[0032] The data parameter setting module is used to set the data parameters of various components in the pipeline network model and set the resistance coefficient of the valve to the minimum. At this time, the resistance coefficient of the valve is the first valve resistance coefficient.

[0033] The calculation module is used to calculate the first Reynolds number, flow rate, and minimum turbulence intensity of the fluid in each pipeline segment based on the set values ​​of data parameters, fluid parameters, the first valve resistance coefficient, and the relationship curve between the first valve resistance coefficient and the Reynolds number.

[0034] The numerical comparison and judgment module is used to compare the first Reynolds value and the minimum turbulence intensity with a preset range, and to determine whether the first Reynolds value and the minimum turbulence intensity value are within the preset range. Based on the first Reynolds value and the minimum turbulence intensity value that are within the preset range, the second valve resistance coefficient of each valve is obtained.

[0035] The valve opening calculation module is used to obtain the actual valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0036] Optionally, the numerical comparison and judgment module also includes:

[0037] The comparison and judgment module is used to judge whether the first Reynolds value and the minimum turbulence intensity value are within the preset range. When the first Reynolds value and the minimum turbulence intensity value are within the preset range, the first valve resistance coefficient is judged to be the second valve resistance coefficient.

[0038] In the trial calculation module, when the comparison and judgment module determines that the first Reynolds value and the minimum turbulence intensity value are not within the preset range, the trial calculation module sets the flow rate value and turbulence intensity value of each pipeline within the preset range, defines the flow rate value set within the preset range as the second Reynolds value, and calculates the second valve resistance coefficient of each valve based on the second Reynolds value and the turbulence intensity value.

[0039] Optionally, the flow rate adjustment system also includes:

[0040] The drag coefficient-Reynolds number-valve opening curve correction module is used to correct the drag coefficient-Reynolds number-valve opening curve based on the third valve drag coefficient and Reynolds number obtained when the final valve opening is executed in the actual ship piping system.

[0041] Compared with the prior art, the flow rate adjustment method and flow rate adjustment system for marine oil systems described in this invention have at least the following beneficial effects:

[0042] This invention, during the ship system design phase, uses pipeline simulation technology to obtain the oil flow velocity in the pipeline system and calculates the flow regime, ensuring efficient oil flow flushing of all pipelines and avoiding the problem of excessively long oil flushing cycles during actual shipboard operations. This provides guidance for efficient ship production and safe operation. Simulations are conducted before actual on-site commissioning, considering the influence of valve opening and flow regime on valve resistance coefficients. Simulation exercises are performed before actual on-site commissioning, providing opening parameters for each manually adjustable valve, which helps guide and accelerate the on-site commissioning process.

[0043] This invention allows for simulation and debugging during the design phase of a ship's oil system piping network. It establishes the relationship between valve opening, flow state, and resistance coefficient, and ensures that the oil flow velocity in each pipeline meets the flushing requirements by adjusting valve opening and individual flushing. The valve opening and flow resistance data output from the simulation can provide highly accurate references for subsequent on-site debugging, helping to optimize the ship's system debugging process, thereby shortening the debugging cycle and reducing ship construction costs.

[0044] This invention continuously corrects and optimizes calculation results through simulation debugging and subsequent actual ship debugging and operation data mutual verification, thereby improving the accuracy and reliability of the debugging method. In addition, this invention completely collects relevant data in the calculation and debugging process and establishes a database to provide a basis for system reliability assessment and subsequent general optimization design, and provides data support and design guidance for ship production and operation.

[0045] The flow rate adjustment system of the present invention includes the above-described method and also possesses the above-described technical effects. Attached Figure Description

[0046] Figure 1 This is a flowchart of the flow rate adjustment method for a ship oil system as described in an embodiment of the present invention;

[0047] Figure 2 This is a simulation diagram of the ship oil system in an embodiment of the present invention;

[0048] Figure 3 This is a diagram illustrating the operation steps of the flow rate adjustment method for a ship oil system as described in this embodiment of the invention.

[0049] Figure 4a This is a graph showing the variation of the resistance coefficient with the flow regime (Reynolds number Re) in the pipe when the valve is fully open, according to an embodiment of the present invention.

[0050] Figure 4b This is a graph showing the variation of valve resistance coefficient with Reynolds number and valve opening degree in an embodiment of the present invention;

[0051] Figure 5 This is a schematic diagram of a flow rate adjustment system for a ship oil system in an embodiment of the present invention. Detailed Implementation

[0052] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0053] It should be understood that the illustrations provided in the embodiments of this invention are merely schematic representations of the basic concept of the invention. Although the illustrations only show components relevant to the invention and are not drawn according to the actual number, shape, and size of components in implementation, the shape, quantity, and proportion of each component can be arbitrarily changed in actual implementation, and the component layout may also be more complex. The structures, proportions, sizes, etc., shown in the accompanying drawings are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives that the invention can produce, should still fall within the scope of the technical content disclosed in this application.

[0054] This embodiment provides a method for adjusting the flow rate of a ship's oil system, referring to... Figure 1 The flow rate adjustment method mainly includes:

[0055] S1: Construct a pipeline network model of the ship's oil system. The pipeline network model includes various components, including pipelines and valves.

[0056] Specifically, a pipeline network model of the ship's oil system is constructed. In this embodiment, the pipeline network model is as follows: Figure 2 As shown in the figure, this pipeline network model includes various components, the main components being various pipelines, pipe fittings (valves, tees, elbows, reducers, etc.), and various equipment. Simultaneously, it is also necessary to acquire and set the boundary conditions of the pipeline network, which mainly refer to pressure boundaries or velocity boundaries.

[0057] S2: Set the data parameters of each component in the pipeline model and the fluid parameters in the pipeline, and set the resistance coefficient of the valve to the minimum. At this time, the resistance coefficient of the valve is the first valve resistance coefficient.

[0058] Specifically, refer to Figure 3Set the parameters of each component and fluid within the pipeline network model, mainly including pipeline and pipe fitting parameters, equipment inlet and outlet parameters, pump performance curves, and fluid parameters (density, temperature, and pressure) within the pipes.

[0059] Reference Figure 3 All valves in the pipeline model are set to fully open to minimize the resistance coefficient of each valve, and this minimum resistance coefficient is recorded as the first valve resistance coefficient. Specific values ​​can be retrieved through the program or obtained from Table 1.

[0060] Table 1. Minimum resistance coefficients for gate valves, check valves, and globe valves.

[0061]

[0062]

[0063] The minimum resistance coefficient of a butterfly valve can be calculated. The calculation method for the minimum resistance coefficient of a butterfly valve is shown in formula (1):

[0064]

[0065] In formula (1):

[0066] ξ—Minimum resistance coefficient of the butterfly valve;

[0067] g — acceleration due to gravity (9.81 m / s²) 2 );

[0068] P2—Local resistance loss head (Pa);

[0069] V – Flow velocity (m / s).

[0070] S3: Based on the set values ​​of the data parameters, the set values ​​of the fluid parameters, the first valve resistance coefficient, and the relationship curve between the first valve resistance coefficient and the Reynolds number, calculate the first Reynolds number, the flow rate Q, and the minimum turbulence intensity I in each section of the pipeline. min ;

[0071] Based on steps S1 and S2, the data parameters of each component and the resistance coefficient of the first valve are obtained. The data parameters of each component include pump parameters (characteristic curve fitting), pipe diameter, pipe roughness, and inlet / outlet boundary parameters. The valve is set to the fully open state. Considering the influence of the internal flow state on the valve resistance, the curve showing the relationship between the resistance coefficient and the Reynolds number Re (flow state within the pipe) when the valve is fully open is obtained, such as... Figure 4aAs shown, the curve variation relationship is then obtained by fitting, and the relationship is imported into pipeline network software such as Applied Flow Technology and Flomaster, or iteratively solved using proprietary simulation software to obtain the flow rate Q of each pipeline segment, as well as the first Reynolds value Re of each pipeline segment and the minimum turbulence intensity I in the pipeline network. min .

[0072] S4: Compare the first Reynolds value and the minimum turbulence intensity with the preset range to determine whether the first Reynolds value and the minimum turbulence intensity value are within the preset range. Obtain the second valve resistance coefficient for each valve based on the first Reynolds value and the minimum turbulence intensity value that are within the preset range.

[0073] Reference Figure 3 The first Reynolds value and the minimum turbulence intensity are compared with a preset range to determine whether they are within the preset range. In this embodiment, the preset range is Re > 4000 and I... min >1%. It should be noted that if the simulation results for all pipelines in the system satisfy Re > 4000, I min A value >1% indicates that the flow within the pipe is turbulent, achieving a relatively ideal cross-washing effect. If this preset range is not met, it indicates that the flow within the corresponding pipe is slow, and contaminants such as solid particles are difficult to move with the mainstream, which may lead to a long cross-washing cycle. Therefore, the preset range is set to Re > 4000, I min Within a range of >1%, ideal flushing effect of the ship's oil system can be guaranteed, and flushing efficiency can be improved.

[0074] When the first Reynolds value and the minimum turbulence intensity value are within the preset range, the first valve resistance coefficient is the second valve resistance coefficient. When the first Reynolds value and the minimum turbulence intensity value are not within the preset range, the Reynolds value and turbulence intensity value of each pipeline are set within the preset range, and the Reynolds value set within the preset range is defined as the second Reynolds value. The second valve resistance coefficient of each valve is calculated based on the second Reynolds value and the turbulence intensity value. If the calculation is successful, the resistance coefficient of each valve that is successfully calculated is the obtained second valve resistance coefficient of each valve. If the calculation fails, it is necessary to determine whether the pipeline that does not meet the preset range is a main pipe or a branch pipe. If it is determined to be a branch pipe, an oscillator is installed on the branch pipe, and S1 is re-executed; if it is determined to be a main pipe, the pipeline system needs to be adjusted, and S1 is re-executed; until the second valve resistance coefficient of each valve is obtained.

[0075] Specifically, the resistance coefficient of each pipeline valve is set as the independent variable, and its minimum and maximum values ​​can be determined by the resistance coefficient of each corresponding valve. Figure 4bThe Reynolds number (i.e., the target variable) for each pipeline segment is obtained from the data, and Re is set to Re > 4000. min >1%. Then, the resistance coefficient of each valve is calculated. If the valve adjustment is successful (i.e., the resistance coefficient of each pipeline is successfully calculated), the corresponding valve resistance coefficient is recorded as the second valve resistance coefficient. When the valve adjustment fails (the calculation fails), the pipeline system needs to be adjusted, including but not limited to adjusting the corresponding pipe diameter, adjusting the pipeline route, and replacing accessories such as pumps. Furthermore, existing commercial software can be used for trial calculations. When the Reynolds number Re in the pipeline is less than or equal to 4000, the opening of one or more valves should be reduced, and the Reynolds number should be recalculated through trial calculations or iterations. When the calculated Reynolds number is greater than 4000, and I... min If the value is greater than 1%, the solution is considered successful. If, regardless of adjusting the valve opening, the Reynolds number and turbulence intensity value cannot reach this preset range, then it is necessary to determine the main and branch pipes of the pipelines that are not within the preset range. Use the corresponding pipeline diameter DN and the maximum pipeline diameter DN of the oil flow system. max Determine the pipeline, if This indicates that the pipeline may be a branch pipe with low flow velocity and low Reynolds number. An oscillator can be installed on the corresponding pipeline to ensure effective cleaning within the small diameter. Then, repeat step S1. If this condition is not met, it may be a main pipeline, requiring corresponding pipeline system adjustments to facilitate subsequent cross-flow cleaning. Specifically, pipeline system adjustments include, but are not limited to, adjusting the corresponding pipe diameter, adjusting the pipeline route, and replacing accessories such as pumps. Then, repeat step S1.

[0076] S5: Obtain the actual valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0077] In step S4, the second valve resistance coefficient of each valve is obtained, and the actual valve opening is obtained according to the existing resistance coefficient-valve opening curve.

[0078] If passed Figure 4b If the resistance coefficient curves of each valve can be used to obtain the opening degree of all corresponding valves, then proceed to step S6; if through Figure 4b If the resistance coefficient curves for various valves do not provide the corresponding valve opening, it is necessary to determine the main and branch pipes for pipelines that do not meet the preset range. This should be done using the corresponding pipeline diameter DN and the maximum pipeline diameter DN of the oil flow system. max Determine the pipeline, if This indicates that the pipeline may be a branch pipe with low flow velocity and low Reynolds number. An oscillator can be installed on the corresponding pipeline to ensure effective cleaning within the small diameter. Then, repeat step S1. If this condition is not met, it may be a main pipeline, requiring corresponding pipeline system adjustments to facilitate subsequent cross-flow cleaning. Specifically, pipeline system adjustments include, but are not limited to, adjusting the corresponding pipe diameter, adjusting the pipeline route, and replacing accessories such as pumps. Then, repeat step S1.

[0079] S6: Apply the actual valve opening to the actual ship piping system to obtain the actual resistance coefficient and actual Reynolds value;

[0080] When the valve on site has an opening indicator, the valve opening (0-100% opening) obtained from simulation calculation is output. When the valve on site does not have an opening indicator, in order to facilitate on-site operation, the obtained valve opening is approximately converted into 1 / 4 opening, 1 / 2 opening, 3 / 4 opening and fully open for opening output. The actual flow value Qr of the pipeline is read and recorded.

[0081] S7: Correct the resistance coefficient-Reynolds number-valve opening curve based on the actual resistance coefficient, actual valve opening, and actual Reynolds number.

[0082] Actual valve openings are implemented in a real ship's piping system, and the actual resistance coefficient is obtained and recorded as the third valve resistance coefficient. Based on the actual valve opening, actual Reynolds number, and actual valve resistance coefficient, the resistance coefficient-Reynolds number-valve opening curve is corrected. The actual valve resistance coefficient is calculated using the differential pressure reading ΔP from pressure sensors installed in the actual ship's piping system. Furthermore, the relationship curve between valve opening, Reynolds number, and resistance coefficient is corrected and optimized, such as... Figure 4b As shown. It should be noted that, Figure 4a and Figure 4b The flow resistance coefficient and drag coefficient are the same concept; to avoid misunderstanding, this clarification is provided here. This can be determined according to the formula... The resistance coefficient of the third valve is solved. In the formula, ΔP is the pressure sensor reading, ρ is the fluid density, v is the flow velocity, and ξ is the resistance coefficient.

[0083] Following step S6, the process further includes: measuring the pressure before and after the filter installed in the actual ship's pipeline system; if the pressure difference Δp before and after the filter is within a preset pressure difference range, then proceeding to step S7. If the pressure difference Δp before and after the filter is not within the preset pressure difference range, then the pipeline system needs to be adjusted and replaced, and the process must re-enter step S1. In this embodiment, the preset pressure difference range Δp is less than or equal to 100 Pa.

[0084] Note: The range of values ​​and related numerical values ​​in the above invention solutions (e.g.) The approximate conversion value of the opening of a valve without an opening indicator (e.g., the opening approximation value) is merely illustrative and is not intended to limit its numerical range.

[0085] This embodiment also provides a flow rate adjustment system, referencing... Figure 5 The flow rate adjustment system includes a pipeline network model construction module, a data parameter setting module, a calculation module, a numerical comparison and judgment module, and a valve opening calculation module. The pipeline network model construction module constructs a pipeline network model based on the actual ship's pipeline system. The data parameter setting module sets the data parameters for various components in the pipeline network model and sets the valve resistance coefficient to the minimum; at this point, the valve's resistance coefficient is the first valve resistance coefficient. The calculation module calculates the first Reynolds number, flow rate, and minimum turbulence intensity of the fluid in each pipeline segment based on the set values ​​of the data parameters, the set values ​​of the fluid parameters, the first valve resistance coefficient, and the relationship curve between the first valve resistance coefficient and the Reynolds number. The numerical comparison and judgment module compares the first Reynolds number and the minimum turbulence intensity with preset ranges to determine if they are within the preset range. Based on the first Reynolds number and the minimum turbulence intensity within the preset range, it obtains the second valve resistance coefficient for each valve. The valve opening calculation module obtains the actual valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0086] Optionally, the numerical comparison and judgment module also includes a comparison and judgment module and a trial calculation module. The comparison and judgment module is used to determine whether the first Reynolds value and the minimum turbulence intensity value are within a preset range. When the first Reynolds value and the minimum turbulence intensity value are within the preset range, the first valve resistance coefficient is determined to be the second valve resistance coefficient. When the comparison and judgment module determines that the first Reynolds value and the minimum turbulence intensity value are not within the preset range, the trial calculation module sets the flow rate value and turbulence intensity value of each pipeline within the preset range, defines the flow rate value set within the preset range as the second Reynolds value, and calculates the second valve resistance coefficient of each valve based on the second Reynolds value and the turbulence intensity value.

[0087] Optionally, the flow rate adjustment system also includes a resistance coefficient-Reynolds number-valve opening curve correction module. The resistance coefficient-Reynolds number-valve opening curve correction module is used to correct the resistance coefficient-Reynolds number-valve opening curve based on the third valve resistance coefficient and Reynolds value obtained when the final valve opening is executed in the actual ship pipeline system.

[0088] In summary, this invention allows for simulation and commissioning during the design phase of a ship's oil system piping network. It establishes the relationship between valve opening, flow state, and resistance coefficient, and by adjusting valve opening and implementing individual flushing, ensures that the oil flow velocity in each pipeline meets the flushing requirements. The valve opening and flow resistance data output from the simulation commissioning can provide a reference for subsequent on-site commissioning, helping to optimize the ship's system commissioning process, thereby shortening the commissioning cycle and reducing ship construction costs.

[0089] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for adjusting the flow rate of a ship's oil system, characterized in that, include: S1: Construct a pipeline network model of the ship's oil system. The pipeline network model includes various components, including pipelines and valves. S2: Set the data parameters of various components in the pipeline network model and the fluid parameters in the pipeline network, and set the resistance coefficient of the valve to the minimum. At this time, the resistance coefficient of the valve is the first valve resistance coefficient. S3: Based on the set values ​​of the data parameters, the set values ​​of the fluid parameters, the first valve resistance coefficient, and the relationship curve between the first valve resistance coefficient and the Reynolds number, calculate the first Reynolds number, flow rate, and minimum turbulence intensity value of the fluid in each section of the pipeline. S4: Compare the first Reynolds value and the minimum turbulence intensity value with the preset range to determine whether the first Reynolds value and the minimum turbulence intensity value are within the preset range, and obtain the second valve resistance coefficient for each valve based on the Reynolds value and turbulence intensity value that are within the preset range; The step of determining whether the first Reynolds value and the minimum turbulence intensity value are within the preset range includes: when the first Reynolds value and the minimum turbulence intensity value are within the preset range, the first valve resistance coefficient is the second valve resistance coefficient; when the first Reynolds value and the minimum turbulence intensity value are not within the preset range, the Reynolds value and the turbulence intensity value of each pipeline are set within the preset range, the Reynolds value set within the preset range is defined as the second Reynolds value, and the second valve resistance coefficient of each valve is calculated based on the second Reynolds value and the turbulence intensity value; S5: the actual valve opening is obtained based on the resistance coefficient-valve opening curve and the second valve resistance coefficient; S6: Apply the actual valve opening to the actual ship piping system to obtain the actual resistance coefficient and actual Reynolds value; measure the pressure before and after the filter installed in the actual ship piping system, and when the pressure difference Δ before and after the filter... p If the pressure difference is within the preset range, proceed to step S7; when the pressure difference Δ across the filter... p If the pressure difference is not within the preset range, the pipeline system needs to be adjusted and replaced, and the process should be restarted in step S1. S7: Correct the resistance coefficient-Reynolds number-valve opening curve based on the actual resistance coefficient, actual valve opening, and actual Reynolds number.

2. The flow rate adjustment method according to claim 1, characterized in that, The step of calculating the second valve resistance coefficient for each valve based on the second Reynolds value and the turbulence intensity value includes: If the trial calculation is successful, the resistance coefficient of each valve that is successfully solved is the second valve resistance coefficient obtained for each valve. If the trial calculation fails, it is necessary to determine whether the pipeline is a main pipe or a branch pipe. If it is determined to be a branch pipe, an oscillator is installed on the branch pipe and S1 is executed again. If it is determined to be a main pipe, the pipeline system needs to be adjusted and S1 is executed again until the second valve resistance coefficient of each valve is obtained.

3. The flow rate adjustment method according to claim 1, characterized in that, The step of obtaining the actual valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient also includes: When the valve opening cannot be found based on the resistance coefficient-valve opening curve and the second valve resistance coefficient, it is necessary to determine whether the pipeline with the unfindable valve opening is a main pipe or a branch pipe. If it is determined to be a branch pipe, an oscillator should be installed on the branch pipe and S1 should be executed again. If it is determined to be a main pipe, the pipeline system should be adjusted and S1 should be executed again.

4. The flow rate adjustment method according to claim 1, characterized in that, The steps for obtaining the actual drag coefficient include: The actual drag coefficient is calculated by measuring the differential pressure readings of pressure sensors installed in the actual ship's piping system.

5. A flow rate adjustment system, characterized in that, The flow rate adjustment system is applied to the flow rate adjustment method according to any one of claims 1 to 4, and the flow rate adjustment system comprises: Pipeline model building module, used to build pipeline models based on actual ship pipeline systems; The data parameter setting module is used to set the data parameters of various components in the pipeline network model and the fluid parameters in the pipeline network, and to set the resistance coefficient of the valve to the minimum. At this time, the resistance coefficient of the valve is the first valve resistance coefficient. The calculation module is used to calculate the first Reynolds number, flow rate, and minimum turbulence intensity of the fluid in each pipeline segment based on the set values ​​of the data parameters, the set values ​​of the fluid parameters, the first valve resistance coefficient, and the relationship curve between the first valve resistance coefficient and the Reynolds number. The numerical comparison and judgment module is used to compare the first Reynolds value and the minimum turbulence intensity value with a preset range, and to determine whether the first Reynolds value and the minimum turbulence intensity value are within the preset range. Based on the first Reynolds value and the minimum turbulence intensity value that are within the preset range, the second valve resistance coefficient of each valve is obtained. The valve opening calculation module is used to obtain the actual valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

6. The flow rate adjustment system according to claim 5, characterized in that, The numerical comparison and judgment module also includes: The comparison and judgment module is used to judge whether the first Reynolds value and the minimum turbulence intensity value are within the preset range. When the first Reynolds value and the minimum turbulence intensity value are within the preset range, the first valve resistance coefficient is judged to be the second valve resistance coefficient. In the trial calculation module, when the comparison and judgment module determines that the first Reynolds value and the minimum turbulence intensity value are not within the preset range, the trial calculation module sets the Reynolds value and turbulence intensity value of each pipeline within the preset range, defines the Reynolds value set within the preset range as the second Reynolds value, and calculates the second valve resistance coefficient of each valve based on the second Reynolds value and the turbulence intensity value.

7. The flow rate adjustment system according to claim 5, characterized in that, The flow rate adjustment system also includes: The drag coefficient-Reynolds number-valve opening curve correction module is used to correct the drag coefficient-Reynolds number-valve opening curve based on the third valve drag coefficient and Reynolds number obtained when the actual valve opening is executed in the actual ship piping system.

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