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 the pipe model, obtaining a first Reynolds number value and a minimum turbulence intensity, comparing the first Reynolds number value and the minimum turbulence intensity with a preset range, judging and obtaining a second valve resistance coefficient of each valve; obtaining a first valve opening degree according to a resistance coefficient-valve opening degree curve and the second valve resistance coefficient; applying the first valve opening degree to an actual ship pipeline system to obtain an actual flow value; judging whether an error value between the actual flow value and a model flow value corresponding to the first valve opening degree is within a preset error range, so as to obtain a final execution valve opening degree. The application simulates and debugs the oil flow velocity of the pipeline system, guarantees that all pipelines efficiently complete oil flow series washing, and avoids the problem that the oil series washing period is too long in the later stage of the actual ship.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ship pipeline flow regulation, in particular to a flow rate debugging method and system for a ship oil system. BACKGROUND

[0002] The pipeline system is an important part of a ship, which provides required working media such as fuel, lubricating oil, water and air for the ship device to ensure the safe operation of the ship equipment. As the core system of the ship pipeline network, the oil flow system supplies sufficient and quality-qualified fuel and lubricating oil for the ship power device. In order to ensure the cleanliness of the fuel and lubricating oil delivered to the equipment, a large amount of time is consumed in the pipeline system string washing during the late stage of ship construction.

[0003] Meanwhile, since the viscosity of the oil working medium is still large after heating, there may be a change process from laminar flow to turbulent flow in the pipeline during the string washing process, and the change of the flow state in the pipeline will cause the change of the pipeline network resistance and flow rate, and the valve opening degree needs to be adjusted constantly to change the oil flow rate of each pipeline. However, the oil flow system has a large number of valves, and the adjustment process of the large number of valves will consume a large amount of time.

[0004] In addition, with the progress of shipbuilding technology and the trend of large-scale ship, the ship pipeline network system is developing towards complexity and large-scale. When the pipeline network system is complex, the above-mentioned string washing time of the oil flow system will seriously slow down the shipbuilding progress and even affect the ship delivery node. The traditional pipeline network debugging method depending on manual experience cannot meet the technical requirements of modern complex pipeline network. In order to speed up the shipbuilding progress and shorten the debugging period of the power system, the layout scheme of the pipeline network system can be simulated by computer simulation technology, so as to optimize the ship system debugging process.

[0005] At present, the published patents mainly focus on the monitoring and feedback regulation process of electric regulating valves. For example, the Mexican invention patent MX2016002889 provides a demand management and control method for a fluid pipeline network, which controls a plurality of valve groups of the fluid network by a computer, calculates parameters in real time by using a database, monitors and adjusts the flow rate and flow of each valve, and ensures the demand of the pipeline network flow.

[0006] The above-mentioned patents are mainly applied to the actual debugging process on site, and electric valves are mostly used for cooperation to realize negative feedback regulation. The negative feedback regulation of the target variable for the ship industry pipeline network system which adopts manual adjustment form will consume a large amount of time. SUMMARY

[0007] In view of the shortcomings of the above prior art, the purpose of the present application is to provide a flow rate debugging method and system for a ship oil system to improve the string washing efficiency of the ship oil system.

[0008] To achieve the above object and other related objects, the present application provides a flow rate debugging method for a ship oil system, comprising:

[0009] S1: constructing a pipe network model of the ship oil system, the pipe network model comprising a plurality of components, the components comprising pipes and valves;

[0010] S2: setting data parameters of the plurality of components in the pipe model and fluid parameters in the pipe network, and setting a resistance coefficient of the valve to be the minimum, at which the resistance coefficient of the valve is a first valve resistance coefficient;

[0011] S3: calculating a first Reynolds number value, a flow value and a minimum turbulent intensity in each pipe according to the set values of the data parameters, the set values of the fluid parameters, the first valve resistance coefficient and a relationship curve of the first valve resistance coefficient and Reynolds number;

[0012] S4: comparing the first Reynolds number value and the minimum turbulent intensity with a preset range to determine whether the first Reynolds number value and the minimum turbulent intensity value are within the preset range, and obtaining a second valve resistance coefficient of each valve according to the first Reynolds number value and the minimum turbulent intensity value within the preset range;

[0013] S5: obtaining a first valve opening degree according to a resistance coefficient-valve opening degree curve and the second valve resistance coefficient;

[0014] S6: applying the first valve opening degree to an actual ship pipe system to obtain an actual flow value in the actual ship pipe system;

[0015] S7: calculating an error value between the actual flow value and a model flow value corresponding to the first valve opening degree, determining whether the error value is within a preset error range, and taking a valve opening degree corresponding to the actual flow value within the preset error range as a final execution valve opening degree.

[0016] Optionally, in the step of determining whether the first Reynolds number value and the minimum turbulent intensity are within the preset range, the step comprises:

[0017] When the first Reynolds number value and the minimum turbulent intensity value are within the preset range, the first valve resistance coefficient is the second valve resistance coefficient;

[0018] When the first Reynolds number value and the minimum turbulent intensity value are not within the preset range, the Reynolds number value and the turbulent intensity value of each pipe are set within the preset range, the Reynolds number value set within the preset range is defined as a second Reynolds number value, and the second valve resistance coefficient of each valve is trial-calculated according to the second Reynolds number value and the turbulent intensity value.

[0019] Optionally, in the step of trial-calculating the second valve resistance coefficient of each valve according to the second Reynolds number value and the turbulent intensity value, the step comprises:

[0020] If the trial solution is successful, the resistance coefficient of each valve that is successfully solved is the second valve resistance coefficient of each valve obtained;

[0021] If the trial solution fails, the main pipe and branch pipe of the pipeline that cannot be successfully solved need to be determined, when it is determined as a branch pipe, the oscillator is installed on the branch pipe, and S1 is re-executed; when it is determined as 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.

[0022] Optionally, in the step of obtaining the first valve opening according to the resistance coefficient-valve opening curve and the second valve resistance coefficient, further comprising:

[0023] When the valve opening cannot be found according to the resistance coefficient-valve opening curve and the second valve resistance coefficient, the main pipe and branch pipe of the pipeline that cannot find the valve opening need to be determined, when it is determined as a branch pipe, the oscillator is installed on the branch pipe, and S1 is re-executed; when it is determined as a main pipe, the pipeline system needs to be adjusted, and S1 is re-executed.

[0024] Optionally, after the step of applying the first valve opening to the actual ship pipeline system, further comprising:

[0025] The pressure before and after the filter arranged in the actual ship pipeline system is measured, when the pressure difference Δp before and after the filter is in the preset pressure difference range, step S7 is performed;

[0026] When the pressure difference Δp before and after the filter is not in the preset pressure difference range, the pipeline system needs to be adjusted and replaced, and step S1 is re-entered.

[0027] Optionally, in the step of judging whether the error value is in the preset error range, further comprising:

[0028] When the error value is in the error range, the first valve opening is the final execution valve opening;

[0029] When the error value is not in the error range, the data parameters of the pipeline, pipeline accessories and equipment in the pipeline model are corrected, and steps S1-S7 are re-executed, until the error value is in the error range, the second valve opening is obtained and used as the final execution valve opening.

[0030] Optionally, after the step of taking the valve opening corresponding to the actual flow value in the preset error range as the final execution valve opening, further comprising:

[0031] The final execution valve opening is executed in the actual ship pipeline system, the actual resistance coefficient is obtained, and is recorded as the third valve resistance coefficient, and the Reynolds number value at this time is obtained.

[0032] According to the final valve opening, the third valve resistance coefficient and the Reynolds number value, the resistance coefficient-Reynolds number-valve opening curve is corrected.

[0033] Optionally, in the step of acquiring the third valve resistance coefficient, further comprising:

[0034] The third valve resistance coefficient is calculated through the differential pressure reading of the pressure sensor arranged in the actual ship pipeline system.

[0035] The application also provides a flow rate debugging system, comprising:

[0036] The pipe network model construction module is configured to construct a pipe network model according to the actual ship pipeline system.

[0037] The data parameter setting module is configured to set data parameters of various components in the pipe network model, and set the resistance coefficient of the valve as the minimum, so that the resistance coefficient corresponding to the valve is the first valve resistance coefficient.

[0038] The calculation module is configured to calculate the first Reynolds number value, the flow value of the fluid of each pipeline and the minimum turbulent intensity in the pipe network according to the setting value of the data parameter, the setting value of the fluid parameter, the first valve resistance coefficient and the relationship curve of the first valve resistance coefficient and the Reynolds number.

[0039] The numerical value comparison and judgment module is configured to compare the first Reynolds number value and the minimum turbulent intensity with a preset range, judge whether the first Reynolds number value and the minimum turbulent intensity value are within the preset range, and acquire the second valve resistance coefficient of each valve according to the first Reynolds number value and the minimum turbulent intensity value within the preset range.

[0040] The valve opening calculation module is configured to acquire the first valve opening according to the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0041] The error calculation and judgment module is configured to calculate the error value between the actual flow value and the model flow value corresponding to the first valve opening, and judge whether the error value is within a preset error range.

[0042] Optionally, the numerical value comparison and judgment module further comprises:

[0043] The comparison and judgment module is configured to judge whether the first Reynolds number value and the minimum turbulent intensity value are within the preset range, and when the first Reynolds number value and the minimum turbulent intensity value are within the preset range, the first valve resistance coefficient is judged as the second valve resistance coefficient.

[0044] The trial module sets the Reynolds number value and the turbulence intensity value of each pipeline in the preset range when the comparison and judgment module judges that the first Reynolds number value and the minimum turbulence intensity value are not in the preset range, defines the flow value set in the preset range as a second Reynolds number value, and trials a second valve resistance coefficient of each valve according to the second Reynolds number value and the turbulence intensity value.

[0045] Optionally, the flow rate commissioning system further comprises:

[0046] The resistance coefficient-Reynolds number-valve opening degree curve correction module is configured to correct the resistance coefficient-Reynolds number-valve opening degree curve according to a third valve resistance coefficient and a Reynolds number value obtained when a final execution valve opening degree is executed in the actual ship pipeline system.

[0047] Compared with the prior art, the flow rate commissioning method and the flow rate commissioning system for the ship oil system have at least the following beneficial effects:

[0048] In the ship system design stage, the oil flow rate of the pipeline system is obtained through pipeline simulation technology simulation, and the flow state is determined through calculation to ensure that all pipelines complete oil flow series washing efficiently and accurately, avoid the problem of long oil series washing period in the later stage of the actual ship, and provide guidance for efficient production and safe operation of the ship. The simulation is performed before the actual commissioning on site, the influence of the valve opening degree and the flow state on the valve resistance coefficient is considered, the opening degree parameters of each manual control valve are given, the accuracy of the results is ensured, and the error is analyzed, which is beneficial to guiding the progress of the commissioning on site.

[0049] The simulation commissioning can be performed in the pipeline network design stage of the ship oil system, the relationship among the valve opening degree, the flow state and the resistance coefficient is established, and the oil flow rate of each pipeline is ensured to meet the series washing requirement through adjusting the valve opening degree and individual series washing. The valve opening degree data and the flow resistance data output by the simulation commissioning can provide high-accuracy reference for the actual commissioning on site in the later stage, and help to optimize the ship system commissioning process, thereby shortening the commissioning period and reducing the ship building cost.

[0050] The simulation and commissioning are verified with each other through the simulation and commissioning and the later actual ship commissioning and operation data, the calculation results are continuously corrected and optimized, the accuracy and reliability of the commissioning method are improved, the related data in the calculation and commissioning process are completely collected, a database is established, the system reliability evaluation and further general optimization design are provided, and data support and design guidance are provided for ship production and operation.

[0051] The flow rate commissioning system has the same technical effects as the method. BRIEF DESCRIPTION OF DRAWINGS

[0052] Figure 1Flow chart of the flow rate commissioning method for a marine oil system as described in embodiments of the present application;

[0053] Figure 2 Simulation diagram of a marine oil system in embodiments of the present application;

[0054] Figure 3 Operation step diagram of the flow rate commissioning method for a marine oil system as described in embodiments of the present application;

[0055] Figure 4a Curve diagram of the resistance coefficient of a valve varying with the flow regime (Reynolds number Re) in the pipe when the valve is fully open in embodiments of the present application;

[0056] Figure 4b Curve diagram of the resistance coefficient of a valve varying with the Reynolds number and the valve opening in embodiments of the present application;

[0057] Figure 5 Schematic diagram of the flow rate commissioning system for a marine oil system in embodiments of the present application. DETAILED DESCRIPTION

[0058] The present application will be described in greater detail by way of specific embodiments, which should not be considered as limiting the scope of the application. Other advantages and benefits of the present application will be apparent from this specification. The present application can be implemented or applied in other different embodiments, and the details in the specification can be modified or changed based on different views and applications without departing from the spirit of the present application. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0059] It should be understood that the diagrams provided in embodiments of the present application only illustrate the basic concepts of the present application in a schematic manner, and although only the components related to the present application are shown in the diagrams, the actual implementation does not draw the components in the number, shape and size, and the shape, number and proportion of each component in the actual implementation can be changed at will, and the layout form of the components can also be more complex. The structure, proportion, size, etc. shown in the drawings of the specification are only used to cooperate with the content disclosed in the specification for those skilled in the art to understand and read, and do not limit the conditions that can be implemented by the present application, so they do not have technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effects and purposes that can be achieved by the present application, should still fall within the scope of the technical content disclosed by the present application.

[0060] The present embodiment provides a flow rate commissioning method for a marine oil system, with reference to Figure 1 The flow rate commissioning method mainly includes:

[0061] S1: Construct a pipeline network model of the ship's oil system. The pipeline network model includes various components, including pipelines and valves.

[0062] 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.

[0063] 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.

[0064] Specifically, refer to Figure 3 Set 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.

[0065] 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.

[0066] Table 1. Minimum resistance coefficients for gate valves, check valves, and globe valves.

[0067]

[0068] 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):

[0069]

[0070] In formula (1):

[0071] ξ—Minimum resistance coefficient of the butterfly valve;

[0072] g — acceleration due to gravity (9.81 m / s²) 2 );

[0073] P2—Local resistance loss head (Pa);

[0074] V – Flow velocity (m / s).

[0075] 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 ;

[0076] Based on steps S1 and S2, the data parameters of each component, fluid parameters, and the first valve resistance coefficient 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 (first valve resistance coefficient) and the Reynolds number Re (internal flow state) when the valve is fully open is obtained. Figure 4a As 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 .

[0077] 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.

[0078] 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.

[0079] 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 cannot be calculated 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.

[0080] 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 4b The 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.

[0081] S5: Obtain the first valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0082] In step S4, the second valve resistance coefficient of each valve is obtained, and the first valve opening is obtained according to the existing resistance coefficient-valve opening curve.

[0083] If passed Figure 4b If the valve resistance coefficient curves in step 4b can be used to obtain the corresponding valve openings, then proceed to step S6. If the valve openings cannot be found using the valve resistance coefficient curves in step 4b, then it is necessary to determine the main and branch pipes of the pipelines that do not meet the preset range. The corresponding pipeline diameter DN and the maximum pipeline diameter DN of the oil flow system are used. 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.

[0084] S6: Apply the first valve opening to the actual ship pipeline system to obtain the actual flow rate value;

[0085] 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.

[0086] S7: Calculate the error between the actual flow rate and the model flow rate corresponding to the first valve opening, and determine whether the error is within the preset error range; use the valve opening corresponding to the actual flow rate within the preset error range as the final valve opening.

[0087] The actual flow rate Qr is compared and analyzed with the model flow rate Q of the corresponding pipe section to determine whether it meets the requirements. When the error value is within the error range, the first valve opening is the final executed valve opening. When the error value is outside the error range, the data parameters of the pipeline, pipe fittings, and equipment in the pipeline model are corrected, and steps S1 to S7 are re-executed until the error value is within the error range. Then, the second valve opening is obtained and used as the final executed valve opening. Specifically, refer to... Figure 3For data that does not meet the error range, input ① for error analysis. Then, correct the equipment and fluid parameters in the calculation model to obtain a new calculation model, and return to step S2. For data that meets the error range, input ② for error analysis.

[0088] 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.

[0089] Following step S7, the process further includes: Executing the final valve opening in the actual ship's piping system and obtaining the actual resistance coefficient, which is then recorded as the third valve resistance coefficient. Based on the final valve opening, Reynolds number, and third valve resistance coefficient, the resistance coefficient-Reynolds number-valve opening curve is corrected. The third valve resistance coefficient is calculated using the differential pressure reading ΔP from the pressure sensor installed in the actual ship's piping system. This further corrects and optimizes the relationship curve between valve opening, Reynolds number, and resistance coefficient, 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.

[0090] Output the debugging results, including the Reynolds number and valve opening for all pipelines, and input the data ③. Combine data input ①, data input ②, and data input ③ to perform error analysis. After long-term system operation, the data obtained from the analysis are shown in Tables 2-4.

[0091] Table 2 Confidence of Valid Outputs

[0092] Error interval ≤2％ ≤5％ ≤8％ ≤20％ Confidence X1 X2 X3 X4

[0093] Note: X1 = (Number of times with error value ≤ 2%) / (Number of times with error value ≤ 20%);

[0094] X2 = (Number of times with an error value ≤ 5%) / (Number of times with an error value ≤ 20%);

[0095] X3 = (Number of times with an error value ≤ 8%) / (Number of times with an error value ≤ 20%);

[0096] X4 = (Number of times with an error value ≤ 20%) / (Number of times with an error value ≤ 20%), X4 = 100%.

[0097] Table 3. Statistics of Flow Calculation Results Output

[0098]

[0099]

[0100] Note: X5 = Valid attempts / (Valid attempts + Invalid attempts);

[0101] X6 = Number of invalid attempts / (Number of valid attempts + Number of invalid attempts);

[0102] when It is considered valid when It is deemed invalid at that time.

[0103] Table 4. Statistics of Reynolds number calculation results

[0104] Output result ≤20％ ＞20％ Proportion X7 X8

[0105] Note: X7 = Number of times the error value is less than or equal to 20% / Total number of times;

[0106] X8 = Number of times the error value is greater than 20% / Total number of times.

[0107] Based on the valid output confidence level and the calculated statistical results, the model can provide a basis for system reliability assessment and subsequent general optimization design. After extensive data collection and training, the model can achieve efficient and accurate commissioning of the pipeline network system.

[0108] 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.

[0109] This embodiment also provides a flow rate adjustment system, referencing... Figure 5The 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, a valve opening calculation module, and an error calculation and judgment module. The pipeline network model construction module is used to construct a pipeline network model based on the actual ship's pipeline system. The data parameter setting module is used to set the data parameters of various components in the pipeline network model and set the valve resistance coefficient to the minimum, at which point the corresponding valve resistance coefficient 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 number and the minimum turbulence intensity with a preset range to determine whether the first Reynolds number and the minimum turbulence intensity value are within the preset range, and obtain the second valve resistance coefficient for each valve based on the first Reynolds number and the minimum turbulence intensity value within the preset range. The valve opening calculation module is used to obtain the first valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient. The error calculation and judgment module is used to calculate the error between the actual flow rate and the model flow rate corresponding to the first valve opening, and to determine whether the error value is within the preset error range.

[0110] Optionally, the numerical comparison and judgment module further 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 Reynolds 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.

[0111] Optionally, the flow rate adjustment system also includes a resistance coefficient-Reynolds number-valve opening curve correction module. This module is used to correct the resistance coefficient-Reynolds number-valve opening curve based on the third valve resistance coefficient and Reynolds number obtained when the final valve opening is executed in the actual ship piping system.

[0112] 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 provide highly accurate references for subsequent on-site commissioning, helping to optimize the ship's system commissioning process, thereby shortening the commissioning cycle and reducing shipbuilding costs.

[0113] 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.

[0114] 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, determine whether the first Reynolds value and the minimum turbulence intensity value are within the preset range, and obtain the second valve resistance coefficient of each valve based on the first Reynolds value and the minimum turbulence intensity value that are within the preset range; The steps for determining whether the first Reynolds value and the minimum turbulence intensity value are within a preset range include: 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, 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. S5: Obtain the first valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient; S6: Apply the first valve opening to the actual ship pipeline system to obtain the actual flow rate value in the actual ship pipeline system; S7: Calculate the error between the actual flow rate and the model flow rate corresponding to the first valve opening, and determine whether the error is within the preset error range; use the valve opening corresponding to the actual flow rate within the preset error range as the final valve opening.

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 first valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient further 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, After applying the first valve opening to the actual ship piping system, the method further includes: The pressure before and after the filter installed in the actual ship's piping system is measured. When the pressure difference Δ before and after the filter is... p If the preset differential pressure range is met, then proceed to step S7; When the pressure difference across the filter is Δ 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.

5. The flow rate adjustment method according to claim 1, characterized in that, The step of determining whether the error value is within the preset error range also includes: When the error value is within the error range, the first valve opening is the final valve opening. When the error value is not within the error range, the data parameters of the pipelines, pipe fittings and equipment in the pipeline network model are corrected, and steps S1 to S7 are re-executed until the error value is within the error range. Then, the second valve opening is obtained and used as the final valve opening.

6. The flow rate adjustment method according to claim 1, characterized in that, After taking the valve opening corresponding to the actual flow rate value within the preset error range as the final valve opening, the following steps are also included: In the actual ship piping system, the final valve opening is executed, and the actual resistance coefficient is obtained and recorded as the third valve resistance coefficient. At the same time, the Reynolds value at this time is also obtained. The resistance coefficient-Reynolds number-valve opening curve is corrected based on the final valve opening, the third valve resistance coefficient, and the Reynolds number.

7. The flow rate adjustment method according to claim 6, characterized in that, The step of obtaining the resistance coefficient of the third valve also includes: The resistance coefficient of the third valve is calculated by using the differential pressure readings of pressure sensors installed in the actual ship's piping system.

8. A flow rate adjustment system, characterized in that, include: The pipeline model building module is used to build a pipeline model based on the actual ship pipeline system. 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 value 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 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 being within the preset range, the second valve resistance coefficient for each valve is obtained. The numerical comparison and judgment module 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 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 determined to be the second valve resistance coefficient. The 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 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; the valve opening calculation module is used to obtain the first valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient, and apply the first valve opening to the actual ship pipeline system to obtain the actual flow rate value in the actual ship pipeline system; The error calculation and judgment module is used to calculate the error value between the actual flow value and the model flow value corresponding to the first valve opening, determine whether the error value is within a preset error range, and take the valve opening corresponding to the actual flow value within the preset error range as the final valve opening.

9. The flow rate adjustment system according to claim 8, 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 final valve opening is executed in the actual ship piping system.

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