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, wherein a plurality of components in the pipe network model comprise pipelines and valves; setting data parameters of the components in the pipeline model, setting a resistance coefficient of the valve as the minimum, and the resistance coefficient corresponding to the valve is a first valve resistance coefficient; calculating a first Reynolds number value of fluid in each pipeline according to the set values of the data parameters and the minimum resistance coefficient of the valve; comparing the first Reynolds number value with a preset range, judging whether the first Reynolds number value is in the preset range, and obtaining a second valve resistance coefficient of each valve according to the Reynolds number value in the preset range; and calculating a first 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 pipeline system, ensures that all pipelines 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] Marine pipelines, as a crucial component of shipboard systems, are analogous to the arteries and veins of the human body, providing the necessary working fluids such as fuel, lubricating oil, water, and compressed air to ensure the safe operation of ship equipment. With advancements in shipbuilding technology and the trend towards larger ships, marine pipelines and piping systems are becoming increasingly larger and more complex. Traditional pipeline commissioning methods relying solely on manual experience are insufficient to meet the technical requirements of modern, complex piping networks. To accelerate shipbuilding progress and shorten the power system commissioning cycle, computer simulation technology can be used to simulate pipeline system layout schemes, thereby optimizing the ship system commissioning process.

[0003] As a crucial component of a ship's piping system, the function of the ship's oil flow system is to supply sufficient and qualified fuel oil and lubricating oil to the ship's power equipment. To ensure the cleanliness of the fuel oil and lubricating oil delivered to the equipment, a significant amount of time is spent on the pipeline system's queuing process during the later stages of ship construction. Given that the working fluids remain viscous even after heating, it is necessary to continuously adjust the valve openings to change the oil flow velocity in each pipeline to complete the pipeline cleaning. When the piping system is complex, the queuing time of the aforementioned oil flow system can severely slow down the shipbuilding progress and even affect the delivery schedule.

[0004] Currently, published 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. It uses a computer to control multiple valve groups in the fluid network, uses a database to calculate parameters in real time, monitors and regulates the flow rate and flow volume through each valve, and ensures the flow demand of the pipeline network.

[0005] 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

[0006] In view of the shortcomings of the prior art described above, 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.

[0007] 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:

[0008] S1: Construct a pipeline network model of the ship's oil system. The pipeline network model includes various components, including pipelines and valves.

[0009] S2: Set the data parameters of various components in the pipeline 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.

[0010] S3: Based on the set values ​​of the data parameters and the resistance coefficient of the first valve, calculate the Reynolds number Re of the fluid in each section of the pipeline, and record it as the first Reynolds value;

[0011] S4: Compare the first Reynolds value with the preset range to determine whether the first Reynolds value is within the preset range, and obtain the second valve resistance coefficient for each valve based on the Reynolds value within the preset range;

[0012] S5: Calculate the opening degree of the first valve based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0013] Optionally, the step of determining whether the first Reynolds value is within a preset range includes:

[0014] When the first Reynolds value is within the preset range, the first valve resistance coefficient is the second valve resistance coefficient;

[0015] When the first Reynolds value is not within the preset range, the Reynolds value of each pipeline is 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.

[0016] Optionally, the step of calculating the second valve resistance coefficient for each valve based on the second Reynolds value includes:

[0017] 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.

[0018] If the trial calculation fails, the pipeline system of the pipeline network model needs to be adjusted, and steps S1 to S4 are repeated until the second valve resistance coefficient of each valve is obtained.

[0019] Optionally, after calculating the first valve opening, the method further includes:

[0020] S6: Apply the first valve opening to the actual ship pipeline system to obtain the actual flow rate value;

[0021] S7: Calculate the error value based on the actual flow rate and the model flow rate corresponding to the first valve opening. Determine whether to execute the first valve opening or determine the final valve opening based on the magnitude of the error value.

[0022] Optionally, the step of determining whether to execute the first valve opening or to determine the final valve opening based on the magnitude of the error value further includes:

[0023] When the error value is within the error range, the first valve opening is the final valve opening.

[0024] When the error value is not within 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 valve opening.

[0025] Optionally, after determining whether to execute the first valve opening or to determine the final valve opening based on the magnitude of the error value, the method further includes:

[0026] 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;

[0027] The resistance coefficient-valve opening curve is corrected based on the final valve opening degree and the third valve resistance coefficient.

[0028] Optionally, the step of obtaining the third valve resistance coefficient includes:

[0029] 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.

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

[0031] The pipeline model building module is used to build a pipeline model based on the actual ship pipeline system.

[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 Reynolds number calculation module is used to calculate the first Reynolds value in each section of the pipeline based on data parameters and the first valve resistance coefficient.

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

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

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

[0037] The comparison and judgment module is used to determine whether the first Reynolds value is within a preset range. When the first Reynolds value is within the preset range, the first valve resistance coefficient is determined 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 is not within the preset range, the trial calculation module sets the flow rate 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.

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

[0040] The error calculation and judgment module is used to calculate the error between the actual flow rate value obtained when the first valve opening is applied to the actual ship pipeline system and the model flow rate value corresponding to the first valve opening, and to determine whether to execute the first valve opening or to determine the final valve opening based on the magnitude of the error value.

[0041] Optionally, the flow rate adjustment system also includes:

[0042] The resistance coefficient-valve opening curve correction module is used to correct the resistance coefficient-valve opening curve based on the third valve resistance coefficient obtained when the final valve opening is executed in the actual ship piping system and the final valve opening.

[0043] 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:

[0044] The flow rate adjustment method of this invention includes constructing a pipeline network model of a ship's oil system. This model includes various components such as pipes and valves. Data parameters for the components within the pipeline model are set, with the valve resistance coefficient set to a minimum, designated as the first valve resistance coefficient. Based on the set values ​​of the data parameters and the minimum resistance coefficient of the valve, the first Reynolds value of the fluid in each pipeline segment is calculated. This first Reynolds value is compared with a preset range to determine if it falls within that range. The second valve resistance coefficient for each valve is obtained based on the Reynolds value within the preset range. The first valve opening is calculated based on the resistance coefficient-valve opening curve and the second valve resistance coefficient. This flow rate adjustment method, during the ship system design phase, simulates the pipeline network before on-site commissioning, providing manual valve opening parameters to adjust the oil flow rate of the pipeline system. This ensures efficient oil flow flushing across all pipelines, while maintaining accuracy and providing error analysis. It avoids the problem of excessively long oil flushing cycles during actual ship commissioning, providing guidance for efficient ship production and safe operation, and facilitating the on-site commissioning process.

[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 flow resistance coefficient-valve opening curve for a valve without valve opening indication in an embodiment of the present invention.

[0050] Figure 4b This is a flow resistance coefficient-valve opening curve diagram for a valve with valve opening indication in an embodiment of the present invention.

[0051] Figure 5 This is a schematic diagram of the flow rate adjustment system for a ship oil system as described 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 and fluid parameters of each component in the pipeline 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.

[0058] 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.

[0059] Reference Figure 3 All valves in the pipeline model are set to the fully open state 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 obtained through the program or from Table 1.

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

[0061]

[0062] 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):

[0063]

[0064] In formula (1):

[0065] ξ—Minimum resistance coefficient of the butterfly valve;

[0066] g — acceleration due to gravity (9.81 m / s²) 2 );

[0067] P2—Local resistance loss head (Pa);

[0068] V – Flow velocity (m / s).

[0069] S3: Based on the set values ​​of the data parameters, the set values ​​of the fluid parameters, and the first valve resistance coefficient, calculate the Reynolds value Re in each section of the pipeline, and record it as the first Reynolds value;

[0070] 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 fully open. Iterative solutions are performed using pipe network software such as Applied Flow Technology or Flomaster, or using proprietary simulation software, to obtain the flow rate Q of each pipe segment. Simultaneously, the Reynolds number Re of each pipe segment is obtained and denoted as the first Reynolds number.

[0071] S4: Compare the first Reynolds value with the preset range to determine whether the first Reynolds value is within the preset range, and obtain the second valve resistance coefficient for each valve based on the Reynolds value within the preset range;

[0072] Reference Figure 3The first Reynolds value is compared with a preset range to determine whether it falls within the preset range. In this embodiment, the preset range Re > 4000. It should be noted that if the simulation results of all pipelines in the system satisfy Re > 4000, it indicates that the flow inside the pipes is turbulent and a relatively ideal cross-flow cleaning effect can be achieved. If Re ≤ 4000 for some pipelines, it indicates that the flow inside the corresponding pipelines is slow, and pollutants such as solid particles are difficult to move with the mainstream, which may lead to a long cross-flow cleaning cycle. Therefore, setting the preset range within the range of Re > 4000 can ensure the ideal cross-flow cleaning effect of the marine oil system and improve the efficiency of cross-flow cleaning.

[0073] When the first Reynolds number is within a preset range, the first valve resistance coefficient is the second valve resistance coefficient. When the first Reynolds number is not within the preset range, the Reynolds number of each pipeline is set within the preset range, and the Reynolds number set within the preset range is defined as the second Reynolds number. The second valve resistance coefficient of each valve is then calculated based on the second Reynolds number. If the calculation is successful, the resistance coefficient of each valve that is successfully calculated is the obtained second valve resistance coefficient for each valve. If the calculation fails, the pipeline system of the pipeline network model needs to be adjusted, and steps S1 to S5 are repeated until the second valve resistance coefficient of each valve is obtained.

[0074] Specifically, the resistance coefficient of each pipeline valve is set as the independent variable, with a minimum value of the resistance coefficient when the valve is fully open and a maximum value of 80. The Reynolds number (i.e., the target variable) for each pipeline segment is set to Re > 4000, and then the resistance coefficient of each valve is solved. If the valve adjustment is successful (i.e., the resistance coefficient of each pipeline is successfully solved), the corresponding valve resistance coefficient is recorded as the second valve resistance coefficient. When the valve adjustment fails (the solution 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, the solution is considered successful. If, regardless of valve opening adjustments, the Reynolds number cannot reach the preset range, then the piping system needs adjustment. The pipe with the lowest Reynolds number in the piping model should be designated as a blind end. Steps S1-S5 should be repeated until the Reynolds number Re reaches the preset range, thereby obtaining the second valve resistance coefficient for each valve. The pipe designated as a blind end needs its removal location output for separate on-site cleaning. Simultaneously, this step also requires calculating the model flow rate Q corresponding to the second valve resistance coefficient.

[0075] S5: Obtain the first valve opening based on the resistance coefficient-valve opening curve and the second valve resistance coefficient.

[0076] In step S4, the second valve resistance coefficient of each valve is obtained, and the first valve opening is calculated based on the existing resistance coefficient-valve opening curve.

[0077] S6: Apply the first valve opening to the actual ship pipeline system to obtain the actual flow rate value;

[0078] 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.

[0079] S7: Calculate the error value based on the actual flow rate and the model flow rate corresponding to the first valve opening. Determine whether to execute the first valve opening or determine the final valve opening based on the magnitude of the error value.

[0080] 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 3 For 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.

[0081] After obtaining the final valve opening, the process includes: executing the final valve opening in the actual ship's piping system and obtaining the actual resistance coefficient, which is recorded as the third valve resistance coefficient. Based on the final valve opening and the third valve resistance coefficient, the resistance coefficient-valve opening curve is corrected. The third valve resistance coefficient is calculated using the differential pressure reading ΔP from pressure sensors installed in the actual ship's piping system. This further corrects and optimizes the relationship curve between valve opening and flow resistance coefficient, such as... Figure 4a Or as shown in 4b. It should be noted that... Figure 4a and Figure 4bThe 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.

[0082] 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.

[0083] Table 2 Confidence of Valid Outputs

[0084] Error range ≤2％ ≤5％ ≤8％ ≤20％ Confidence <![CDATA[X1]]> <![CDATA[X2]]> <![CDATA[X3]]> <![CDATA[X4]]>

[0085] Note: X1 = (Number of times with error value ≤ 2%) / (Number of times with error value ≤ 20%);

[0086] X2 = (Number of times with an error value ≤ 5%) / (Number of times with an error value ≤ 20%);

[0087] X3 = (Number of times with an error value ≤ 8%) / (Number of times with an error value ≤ 20%);

[0088] X4 = (Number of times with an error value ≤ 20%) / (Number of times with an error value ≤ 20%), X4 = 100%.

[0089] Table 3. Statistics of Flow Calculation Results Output

[0090] Output Effective (≤20%) Ineffective (>20%) Proportion <![CDATA[X5]]> <![CDATA[X6]]>

[0091] Note: X5 = Valid attempts / (Valid attempts + Invalid attempts);

[0092] X6 = Number of invalid attempts / (Number of valid attempts + Number of invalid attempts);

[0093] when It is considered valid when It is deemed invalid at that time.

[0094] Table 4. Statistics of Reynolds number calculation results

[0095] Output ≤20％ ＞20％ Proportion <![CDATA[X7]]> <![CDATA[X8]]>

[0096] Note: X7 = Number of times the error value is less than or equal to 20% / Total number of times;

[0097] X8 = Number of times the error value is greater than 20% / Total number of times.

[0098] Based on the valid output confidence level and the calculated results, statistical results are output, which 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 debugging of the pipeline system. It should be noted that the values ​​in the above invention are merely illustrative and are not intended to limit the range of values.

[0099] 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 Reynolds number calculation module, a Reynolds number comparison and judgment module, and a valve opening calculation 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 and fluid parameters of various components in the pipeline network model, and to set the valve resistance coefficient to the minimum; at this point, the corresponding valve resistance coefficient is the first valve resistance coefficient. The Reynolds number calculation module is used to calculate the first Reynolds value for each pipeline segment based on the data parameters, fluid parameters, and the first valve resistance coefficient. The Reynolds number comparison and judgment module is used to compare the first Reynolds value with a preset range and determine whether the first Reynolds value is within the preset range. Based on the Reynolds value within the preset range, the second valve resistance coefficient is obtained for each valve. 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.

[0100] Optionally, the Reynolds number 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 is within a preset range. When the first Reynolds value is 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 is not within the preset range, the trial calculation module sets the flow rate value of each pipeline within the preset range, defines the flow rate value 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.

[0101] Optionally, the flow rate regulation system also includes an error calculation and judgment module. The error calculation and judgment module is used to calculate the error between the actual flow rate value obtained when the first valve opening is applied to the actual ship pipeline system and the model flow rate value corresponding to the first valve opening, and to determine whether to execute the first valve opening or to determine the final valve opening based on the magnitude of the error value.

[0102] Optionally, the flow rate adjustment system also includes a resistance coefficient-valve opening curve correction module, which is used to correct the resistance coefficient-valve opening curve based on the third valve resistance coefficient obtained when the final valve opening is executed in the actual ship pipeline system and the final valve opening.

[0103] In summary, 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 and resistance coefficient, and by adjusting valve openings, ensures that the oil flow velocity in each pipeline meets the flushing requirements. The valve opening data output from the simulation debugging provides a reference for subsequent on-site debugging, with high accuracy and a comprehensive characterization of system errors. This invention comprehensively collects relevant data from the calculation and debugging process and establishes a database, providing a basis for system reliability assessment and further general optimization design. This helps optimize the ship system debugging process, thereby shortening the debugging cycle and reducing ship construction costs.

[0104] 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 and fluid parameters of various components in the pipeline 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. S3: Based on the set values ​​of the data parameters, the set values ​​of the fluid parameters, and the first valve resistance coefficient, calculate the Reynolds number Re of the fluid in each section of the pipeline, and record it as the first Reynolds value; S4: Compare the first Reynolds value with the preset Reynolds number range to determine whether the first Reynolds value is within the preset range, and obtain the second valve resistance coefficient for each valve based on the Reynolds value within the preset range; The steps for determining whether the first Reynolds value is within a preset range include: When the first Reynolds value is within the preset range, the first valve resistance coefficient is the second valve resistance coefficient; When the first Reynolds value is not within the preset range, the Reynolds value of each pipeline is 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. S5: Based on the resistance coefficient-valve opening curve and the second valve resistance coefficient, obtain the first valve opening to guide the on-site valve operation.

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 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, the pipeline system of the pipeline network model needs to be adjusted, and steps S1 to S4 are repeated until the second valve resistance coefficient of each valve is obtained.

3. The flow rate adjustment method according to claim 1, characterized in that, After obtaining the first valve opening, the process also includes: S6: Apply the first valve opening to the actual ship pipeline system to obtain the actual flow rate value; S7: Calculate the error value based on the actual flow rate value and the model flow rate value corresponding to the first valve opening, and determine whether to execute the first valve opening or to finally execute the valve opening based on the magnitude of the error value.

4. The flow rate adjustment method according to claim 3, characterized in that, The step of determining whether to execute the first valve opening degree or to determine the final valve opening degree based on the magnitude of the error value 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 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 valve opening.

5. The flow rate adjustment method according to claim 3, characterized in that, After determining whether to execute the first valve opening degree or to finalize the valve opening degree based on the magnitude of the error value, the method further includes: The final valve opening is executed in the actual ship piping system, and the actual resistance coefficient is obtained and recorded as the third valve resistance coefficient. The resistance coefficient-valve opening curve is corrected based on the final valve opening degree and the third valve resistance coefficient.

6. The flow rate adjustment method according to claim 5, characterized in that, The steps for obtaining the resistance coefficient of the third valve include: 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.

7. 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 and fluid parameters of various components in the pipeline network model, 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 Reynolds number calculation module is used to calculate the first Reynolds value in each section of the pipeline based on the data parameters and the first valve resistance coefficient. The Reynolds number comparison and judgment module is used to compare a first Reynolds number with a preset range and determine whether the first Reynolds number is within the preset range. Based on the Reynolds number within the preset range, the second valve resistance coefficient for each valve is obtained. The Reynolds number comparison and judgment module includes a comparison and judgment module and a trial calculation module. The comparison and judgment module determines whether the first Reynolds number is within the preset range. When the first Reynolds number is 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 number is not within the preset range, the trial calculation module sets the flow rate value of each pipeline within the preset range, defines the flow rate value within the preset range as the second Reynolds number, and calculates the second valve resistance coefficient for each valve based on the second Reynolds number. 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.

8. The flow rate adjustment system according to claim 7, characterized in that, The flow rate adjustment system also includes: The error calculation and judgment module is used to calculate the error between the actual flow rate value obtained when the first valve opening is applied to the actual ship pipeline system and the model flow rate value corresponding to the first valve opening, and to determine whether to execute the first valve opening or to determine the final valve opening based on the magnitude of the error value.

9. The flow rate adjustment system according to claim 8, characterized in that, The flow rate adjustment system also includes: The resistance coefficient-valve opening curve correction module is used to correct the resistance coefficient-valve opening curve based on the third valve resistance coefficient obtained when the final valve opening is executed in the actual ship piping system and the final valve opening.

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