Life prediction method for electric control valve actuators applied to ships

Abstract

The present invention discloses a life prediction method for ship electric control valve actuators, which relates to the technical field of equipment function prediction and is used to improve the problem of large-scale diffusion of waste caused by fuel differences and thus reduce the life of ship electric control valve actuators. The method comprises the following steps: identifying ship fuel, determining the gas release ratio during fuel combustion, real-time monitoring of the ship to determine the ship's operating status, calculating the ship's operating load, detecting the accumulation rate of the ship's operation, grouping the ship's discharge volume by using a logistic regression algorithm based on the accumulation rate of the ship's operation, obtaining the air index of the ship's driving area and detecting the airflow level of the driving area, grouping the diffusion capacity of the discharge environment based on the air index of the ship's driving area and the airflow level, determining the ship's discharge volume to reduce the error of the ship's exhaust gas emissions and thus predicting the life of the ship's electric control valve actuators.

Description

Technical Field

[0001] The present invention relates to the technical field of equipment function prediction, and more particularly to a life prediction method for an electric control valve actuator applied to a ship. Background Art

[0002] Equipment function prediction technology is a technology that uses sensors, data acquisition, communication and analysis technologies to monitor, manage and analyze targets in real time. Equipment function prediction technology is applied to the life prediction of ship electric control valve actuators. It can increase the service life of control valve actuators and reduce the problem of increased exhaust emissions caused by abnormalities of ship electric control valve actuators.

[0003] The existing technology has the following deficiencies:

[0004] In the past, ships determined a unified exhaust emission rate and amount based on the regional environment in their driving areas, without taking into account the differences in gas diffusion generated by the combustion of different fuels. As a result, some driving areas took a lot of time to diffuse the exhaust gas after it was emitted, resulting in a reduction in the life of the ship's electric control valve actuator and affecting the ecological environment of the corresponding area. Summary of the Invention

[0005] In order to overcome the above-mentioned defects of the prior art, an embodiment of the present invention provides a method for predicting the life of a ship's electric control valve actuator. The exhaust emissions are grouped according to the gas accumulation in the ship's combustion chamber and the ship's status. The driving environment is grouped according to environmental data and then matched with the exhaust emissions. After determining the exhaust emissions in different driving areas, the life of the ship's electric control valve actuator is predicted to solve the problems raised in the above-mentioned background technology.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] The life prediction method for electric control valve actuators of ships includes the following steps:

[0008] Step S1: Identify the ship fuel, determine the gas release ratio during fuel combustion, monitor the ship's operating status in real time, and calculate the ship's operating load;

[0009] Step S2: detecting the pollution accumulation rate of the ship operation, grouping the ship exhaust emissions using a logistic regression algorithm based on the pollution accumulation rate, gas release ratio, and ship operation load; obtaining the air index of the ship's driving area and detecting the airflow data in the ship's driving area;

[0010] Step S3: Calculate the diffusion limit ratio based on the air index and airflow data of the ship's driving area, group the diffusion capacity of the sewage discharge environment according to the diffusion limit ratio, and detect the working power of the ship's electric control valve actuator;

[0011] Step S4: Collect the range of ship exhaust emissions in the ship's driving area to calculate the ship exhaust emission comparison value, match the diffusion capacity grouping with the ship exhaust emission grouping to calculate the ship exhaust emission preset value, comprehensively set the waste emission rules based on the ship exhaust emission comparison value and the ship exhaust emission preset value to determine the ship exhaust emission, and predict the life of the ship electric control valve actuator based on the working power of the ship electric control valve actuator.

[0012] In a preferred embodiment, in step S1, the gas release ratio is the release ratio of carbon dioxide to sulfur dioxide, and the operating state of the ship is the speed of the ship;

[0013] When calculating the operating load of a ship, first obtain the maximum speed of the ship, monitor the ship's speed in real time, select a time interval as the calculation interval, count the average speed of the ship in each calculation interval, and take the ratio of the average speed of the ship to the maximum speed of the ship as the operating load rate of the ship.

[0014] In a preferred embodiment, in step S2, the pollution accumulation rate of the ship operation is the rate at which gaseous pollutants are generated by the ship during operation. When detecting the pollution accumulation rate of the ship operation, the calculation interval is used as the detection time unit, the gas increment in the combustion chamber is counted in each detection time unit, and the calculation result obtained by dividing the gas increment in each detection time unit by the time interval of the detection time unit is used as the pollution accumulation rate of the ship operation;

[0015] The start of the ship's journey was taken as the initial point of grouping, and a period of time was selected as the analysis time. The maximum emission of the ship's exhaust gas during the analysis time was obtained, and the gas release ratio was normalized. The gas release ratio was the release ratio of carbon dioxide and sulfur dioxide during fuel combustion. The gas release coefficient was obtained by dividing the proportion of carbon dioxide in the gas release ratio by the proportion of the sum of carbon dioxide and sulfur dioxide in the gas release ratio.

[0016] In a preferred embodiment, in step S2, a logistic regression algorithm is used to calculate the logistic regression coefficient using the gas release coefficient and the ship's operating load rate as inputs as the grouping critical value of the ship's sewage discharge during the analysis time. The calculation formula is as follows: , where L is the logistic regression coefficient, e is the natural base, and z is the measurement parameter, which is obtained by summing the gas release coefficient and the ship's operating load rate;

[0017] The pollution accumulation rate of ship operation is used to calculate the amount of pollution accumulated by ship operation during the analysis time. The product of the pollution accumulation rate of ship operation and the analysis time is taken as the amount of pollution accumulated by ship operation. The amount of pollution accumulated by ship operation during the analysis time is taken as the minimum boundary value. The product of the logistic regression coefficient and the maximum emission during the analysis time is taken as the group boundary value.

[0018] In a preferred embodiment, in step S2, when the group boundary value exceeds the minimum boundary value, when the ship exhaust gas emissions are within the range from the minimum boundary value to the group boundary value, it is classified as a low emission group; when the ship exhaust gas emissions are within the range from the group boundary value to the maximum emission within the analysis time, it is classified as a high emission group;

[0019] When the group limit value is less than the minimum limit value, the ship exhaust emissions will be uniformly classified as a high-emission group.

[0020] In a preferred embodiment, in step S3, a large area is defined as the ship's travel area, and all air indices in the large area are merged into an air index dataset. The airflow history data of the ship's travel area is obtained and merged into an airflow dataset. The data in the dataset are arranged from small to large and divided into three groups, which are set as low value group, medium value group, and high value group respectively.

[0021] Set the number of extractions to N times, randomly extract N times from the air index dataset or airflow dataset, record the ratio of the number of times the extracted data is in the low-value group to the total number of extractions N times as the air index low-value coefficient or the airflow low-value coefficient, and record the ratio of the number of times the extracted data is in the high-value group to the total number of extractions N times as the air index high-value coefficient or the airflow high-value coefficient.

[0022] In a preferred embodiment, in step S3, the low value coefficient of the air index and the low value coefficient of the air flow are averaged as the low value coefficient, the high value coefficient of the air index and the high value coefficient of the air flow are averaged as the high value coefficient, the low value coefficient and the high value coefficient are summed as the denominator, and the low value coefficient is used as the numerator to obtain the diffusion definition ratio;

[0023] The minimum value in the air index data set and the air flow data set is taken out, and the product thereof is used as the poor boundary value. The maximum value in the air index data set and the air flow data set is taken out, and the product thereof is used as the good boundary value. The product of the good boundary value and the diffusion boundary ratio is used as the diffusion boundary value.

[0024] The air index and airflow data of the ship's driving area are multiplied to obtain the environmental coefficient. When the diffusion limit value exceeds the poor limit value, or when the environmental coefficient is between the poor limit value and the diffusion limit value, the environmental diffusion degree is classified as a low diffusion group; when the environmental coefficient is between the diffusion limit value and the excellent limit value, the environmental diffusion degree is classified as a high diffusion group.

[0025] When the diffusion cutoff value is lower than the poor cutoff value, the environmental diffusion degree is classified as the low diffusion group.

[0026] In a preferred embodiment, in step S4, the ship exhaust emission range of the ship's travel area is obtained, and the maximum emission value within the ship exhaust emission range is obtained as the ship exhaust emission comparison value. The following exhaust emission rules are formulated based on the ship exhaust emission grouping, the diffusion degree grouping of the pollution discharge environment, and the ship exhaust emission comparison value:

[0027] Rule 1: When the environmental diffusion degree is the high diffusion group, the group that matches the ship exhaust emissions is the high emission group, and the average value of the high emission group is taken as the preset value of the ship exhaust emissions;

[0028] Rule 2: When the environmental diffusion degree is low diffusion group, the group matching the ship exhaust emissions is low emission group, and the range average value of the low emission group is taken as the preset value of ship exhaust emissions;

[0029] Rule 3: When the environmental diffusion degree or ship exhaust emissions are classified into a single group and cannot be matched, the ship exhaust emission comparison value is used as the ship exhaust emission for exhaust emissions;

[0030] Rule 4: When the preset value of ship exhaust gas emissions is lower than the ship exhaust gas emission comparison value, the preset value of ship exhaust gas emissions shall be used as the ship exhaust gas emissions; otherwise, the ship exhaust gas emission comparison value shall be used as the ship exhaust gas emissions.

[0031] In a preferred embodiment, in step S4, the concentration of exhaust gas discharged from the ship is detected according to the emission rules, and the recorded working power of the ship electric control valve actuator and the exhaust gas concentration of the ship are logarithmically normalized and then summed to obtain the aging characteristics of the ship electric control valve actuator;

[0032] The aging characteristics of the ship electric control valve actuator are multiplied by a preset conversion ratio to generate a life control ratio of the ship electric control valve actuator, the default life span of the ship electric control valve actuator is called, and the product of the default life span and the life control ratio is used as a life prediction result of the ship electric control valve actuator;

[0033] The default lifespan is the lifespan assessment result that comes with the device when it is generated.

[0034] The technical effects and advantages of the present invention applied to the life prediction method of ship electric control valve actuators are as follows:

[0035] The present invention identifies the ship's fuel, determines the gas release ratio during fuel combustion, monitors the ship in real time, calculates the ship's operating load, detects the accumulation rate of the ship's operation, groups the ship's discharge volume based on the accumulation rate of the ship's operation, the gas release ratio and the ship's operating load, reduces the error in exhaust gas emissions due to internal factors of the ship, obtains the air index of the ship's driving area and detects the air flow level in the driving area, groups the diffusion capacity of the discharge environment based on the air index and the air flow level in the ship's driving area, reduces the error in exhaust gas emissions due to external factors of the ship's driving environment, matches the diffusion capacity grouping with the discharge volume grouping to determine the ship's discharge volume, thereby predicting the life of the ship's electric control valve actuator, and reducing the pollution level and diffusion time of the ship's exhaust gas in the driving environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 Schematic diagram of the life prediction method of the electric control valve actuator applied to ships according to the present invention.

[0037] Figure 2 Schematic diagram of the gas concentration detection system.

[0038] Figure 3 This is a logic diagram for grouping exhaust emissions.

[0039] Figure 4 This is a logic diagram for diffusion capability grouping. DETAILED DESCRIPTION

[0040] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0041] The present invention identifies the fuel of the ship, determines the gas release ratio during fuel combustion, monitors the ship in real time, calculates the operating load of the ship, detects the pollution accumulation rate of the ship operation, groups the ship's pollution discharge volume based on the pollution accumulation rate of the ship operation, the gas release ratio and the operating load of the ship, obtains the air index of the ship's driving area and detects the air flow level in the driving area, groups the diffusion capacity of the pollution discharge environment based on the air index and the air flow level in the ship's driving area, matches the diffusion capacity grouping with the pollution discharge volume grouping to determine the ship's pollution discharge volume, thereby reducing the ship's exhaust gas emission error, and matches the diffusion capacity grouping with the pollution discharge volume grouping to determine the ship's pollution discharge volume, thereby predicting the life of the ship's electric control valve actuator.

[0042] Embodiment, applied to the life prediction method of electric control valve actuator of ship, such as Figures 1 to 4 As shown, the following steps are included:

[0043] Step S1: Identify the ship fuel, determine the gas release ratio during fuel combustion, monitor the ship's operating status in real time, and calculate the ship's operating load;

[0044] Step S2: detecting the pollution accumulation rate of the ship operation, grouping the ship exhaust emissions using a logistic regression algorithm based on the pollution accumulation rate, gas release ratio, and ship operation load; obtaining the air index of the ship's driving area and detecting the airflow data in the ship's driving area;

[0045] Step S3: Calculate the diffusion limit ratio based on the air index and airflow data of the ship's driving area, group the diffusion capacity of the sewage discharge environment according to the diffusion limit ratio, and detect the working power of the ship's electric control valve actuator;

[0046] Step S4: Collect the range of ship exhaust emissions in the ship's driving area to calculate the ship exhaust emission comparison value, match the diffusion capacity grouping with the ship exhaust emission grouping to calculate the ship exhaust emission preset value, comprehensively set the waste emission rules based on the ship exhaust emission comparison value and the ship exhaust emission preset value to determine the ship exhaust emission, and predict the life of the ship electric control valve actuator based on the working power of the ship electric control valve actuator.

[0047] The specific implementation is as follows:

[0048] In step S1, the gas release ratio during fuel combustion is the release ratio of carbon dioxide and sulfur dioxide. The combustion of fuel provides power to the ship during its travel, and carbon dioxide and sulfur dioxide are the main gaseous pollutants in the combustion of ship fuel. However, the diffusion characteristics of carbon dioxide and sulfur dioxide are different.

[0049] Carbon dioxide is colorless and odorless in gaseous state, has strong diffusivity, and can diffuse rapidly in the air. Sulfur dioxide has a pungent odor. Due to its strong polarity, its gas diffuses slowly in the air.

[0050] The higher the gas release ratio, that is, the higher the release ratio of carbon dioxide and sulfur dioxide, the easier it is for gas pollutants to diffuse when they are emitted. Conversely, the lower the gas release ratio, the more difficult it is for gas pollutants to diffuse when they are emitted.

[0051] The specific steps for collecting the main gaseous pollutants from ship fuel combustion are as follows:

[0052] Initial data acquisition: The system consists of a laser, detector, and digital lock-in amplifier (DLIA). The light emitted by the laser is conditioned and injected into the gas cell. The laser's injection current is modulated by a sinusoidal signal, generating frequency modulation (FM) and intensity modulation (IM), with a phase offset between the two.

[0053] Spectral data processing: The received signal is processed by a digital lock-in amplifier. After refining the signal using a noise suppression algorithm, the signal components related to the modulation frequency are extracted. Specifically, the 1f and 2f signals are processed. The projected light intensity is calculated according to the Beer-Lambert law, and the relationship between gas concentration and optical path length is derived.

[0054] Concentration inversion: The 2f and 1f components of the modulated signal are used for concentration inversion. After noise processing, the signal is combined with the spectral parameters in the HITRAN database to create a simulated signal. The simulated signal and the measured signal are fitted using the LM algorithm, and the sum of squared errors is calculated until the minimum value is reached. Finally, the data is denoised using a Kalman filter and the final concentration is output.

[0055] It should be explained that there is no unique noise suppression algorithm. Frequency domain filtering or domain filtering algorithms can be used for signal processing. The 1f and 2f signals involved in the spectral data processing steps are the signal component with the same frequency as the laser injection current modulation frequency and the signal component related to twice the laser injection current modulation frequency, respectively. The Beer-Lambert law is a basic law describing the propagation and absorption of light in a medium, but it is only applicable to low concentration ranges. If the gas concentration is too high, the intermolecular interaction and scattering efficiency will reduce the calculation accuracy; the LM algorithm is an optimization algorithm used to solve nonlinear least quadratic problems. In this example, it is used for the measurement and inversion process of gas concentration.

[0056] A ship's operating load can be calculated and assessed by monitoring its speed. This involves accessing a ship database to obtain the ship's maximum speed, monitoring the ship's speed in real time, and selecting a time interval as the calculation interval. The average speed of the ship during each calculation interval is then calculated, and the ratio of the average speed to the ship's maximum speed is used as the ship's operating load ratio. It should be noted that the faster a ship's speed, the greater its operating load. The relationship between the ship's speed and its maximum speed can be used to determine the degree of a ship's operating load.

[0057] It should be noted that the installation location of the acquisition hardware system can be adjusted according to actual conditions. A laser is a device that can generate coherent light. It uses the principle of light amplification and is usually achieved by exciting atoms or molecules in the medium. A detector is a device that can receive optical signals and convert them into electrical signals. A digital phase-locked amplifier is a device used to detect weak signals. It extracts the required signal by comparing the phase with a reference signal of known frequency. The HITRAN database is a molecular spectral database that includes spectral data of various gases in different wavelength ranges, which can be called and compared in the HITRAN database. The Kalman filter is a recursive algorithm used to estimate the state of a dynamic system. In this example, it is used to denoise the calculated data.

[0058] Determine the release ratio of the main pollutants emitted by ships and the load level of ships during navigation in order to provide a material basis for the subsequent grouping of ship emissions. Carbon dioxide and sulfur dioxide account for too large a proportion of ship exhaust gases, but are not limited to these two pollutants.

[0059] In step S2, the pollution accumulation rate of the ship's operation is the rate at which the ship generates gaseous pollutants during travel. When detecting the pollution accumulation rate of the ship's operation, the calculation interval is used as the detection time unit, and the gas increment in the combustion chamber is counted in each detection time unit. The calculation result obtained by dividing the gas increment in each detection time unit by the time interval of the detection time unit is used as the pollution accumulation rate of the ship's operation.

[0060] The pollution discharge volume is grouped according to the pollution accumulation rate, gas release ratio and ship operation load of the ship. The start of the ship's travel is taken as the initial point of the grouping. A period of time is selected as the analysis time to obtain the maximum emission of the ship's exhaust gas during the analysis time. Since the ship's operating load rate is the ratio of the ship's travel speed to the ship's maximum speed, its range is between 0 and 1. The gas release ratio is normalized. The gas release ratio is the release ratio of carbon dioxide and sulfur dioxide during fuel combustion, that is, the output ratio of carbon dioxide and sulfur dioxide during combustion. The gas release ratio is normalized to obtain the gas release coefficient, which can be obtained by dividing the proportion of carbon dioxide in the gas release ratio by the proportion of carbon dioxide and sulfur dioxide in the gas release ratio after summing them. For example, when the gas release ratio is 5:2, carbon dioxide accounts for 5 in the gas release ratio, and the proportion of carbon dioxide and sulfur dioxide in the gas release ratio after summing them is 7, then the gas release coefficient is 5 / 7.

[0061] The pollution discharge of the ship during the analysis period is divided into two groups. The logistic regression algorithm is used to take the gas release coefficient and the ship's operating load rate as input to calculate the logistic regression coefficient as the critical value of the ship's pollution discharge during the analysis period. The calculation formula is as follows: , where L is the logistic regression coefficient, e is the natural base, and z is the measurement parameter, which is obtained by summing the gas release coefficient and the ship's operating load rate.

[0062] When the logistic regression coefficient is larger, the gas release coefficient or the ship's operating load rate is larger. When the gas release coefficient is larger, the pollutants are easier to spread, and the sewage discharge can be increased. The larger the ship's operating load rate is, the more gas is generated, and the more sewage discharge needs to be increased.

[0063] The pollution accumulation rate of ship operation is used to calculate the amount of pollution accumulated by ship operation during the analysis time. The product of the pollution accumulation rate of ship operation and the analysis time is taken as the amount of pollution accumulated by ship operation. The amount of pollution accumulated by ship operation during the analysis time is taken as the minimum boundary value. The product of the logistic regression coefficient and the maximum emission during the analysis time is taken as the group boundary value.

[0064] When the group limit value exceeds the minimum limit value, when the ship's exhaust emissions are between the minimum limit value and the group limit value, it is classified as a low-emission group; when the ship's exhaust emissions are between the group limit value and the maximum emissions during the analysis time, it is classified as a high-emission group.

[0065] When the group limit value is less than the minimum limit value, the ship exhaust emissions will be uniformly classified as a high-emission group.

[0066] The minimum threshold is calculated based on the pollution accumulation rate during the ship's operation during the analysis period. To reduce the impact of combustion chamber pollutant accumulation during ship operation, prioritizing emissions based on the pollution accumulation rate during the analysis period effectively improves the stability of ship operations. It should be noted that the above steps only prioritize exhaust emissions and do not represent the final emission results, which must be considered in conjunction with the emission ranges defined by relevant regional regulations.

[0067] The air index of the ship's driving area is obtained by visiting the local meteorological service website. During the analysis time, the airflow data of the ship's driving area is detected and recorded by the wind speed sensor. The airflow data is the wind speed in the ship's driving area.

[0068] It should be noted that grouping ship exhaust emissions by vessel pollution accumulation rate, gas release ratio, and ship load thresholds can improve the accuracy of exhaust emission predictions and reduce errors in exhaust emission pollution caused by internal factors within the ship. In the above steps, the analysis time interval can be set arbitrarily, for example, to one hour. Each time the analysis time interval passes, all data from the above steps is recollected and analyzed, thereby completing the grouping and updating of the ship exhaust emissions.

[0069] In step S3, a large area is defined based on the ship's travel area. All air indices in the large area are obtained by accessing the local meteorological service website and merged into an air index dataset. The historical airflow data in the ship's travel area are obtained by accessing the historical database and merged into an airflow dataset. The pollution diffusion capacity of the sewage discharge environment is grouped based on the air index dataset and the airflow dataset. The specific steps are as follows:

[0070] The air index data set includes the air index of the ship's driving area, and the airflow data set includes the airflow data in the ship's driving area. The data in the data set are arranged from small to large and divided into three groups, which are set as low value group, medium value group, and high value group respectively. The number of extractions is set to N times. N times are randomly extracted from the air index data set, and the ratio of the number of times the extracted data is in the low value group to the total number of extractions N times is recorded as the air index low value coefficient, and the ratio of the number of times the extracted data is in the high value group to the total number of extractions N times is recorded as the air index high value coefficient; similarly, N times are randomly extracted from the airflow data set, and the ratio of the number of times the extracted data is in the low value group to the total number of extractions N is recorded as the airflow low value coefficient, and the ratio of the number of times the extracted data is in the high value group to the total number of extractions N is recorded as the airflow high value coefficient.

[0071] Take the average of the low-value coefficient of the air index and the low-value coefficient of the airflow as the low-value coefficient, take the average of the high-value coefficient of the air index and the high-value coefficient of the airflow as the high-value coefficient, calculate the diffusion limit value of the sewage discharge environment based on the low-value coefficient and the high-value coefficient, take the sum of the low-value coefficient and the high-value coefficient as the denominator, and take the low-value coefficient as the numerator to obtain the diffusion limit ratio.

[0072] Take out the minimum value in the air index data set and the air flow data set, and use the product result as the poor boundary value; take out the maximum value in the air index data set and the air flow data set, and use the product result as the good boundary value; take the product of the good boundary value and the diffusion boundary ratio as the diffusion boundary value.

[0073] The air index and airflow data of the ship's travel area are multiplied to obtain the environmental coefficient. When the diffusion limit value exceeds the poor limit value, or when the environmental coefficient is between the poor limit value and the diffusion limit value, the environmental diffusion degree is classified as a low diffusion group; when the environmental coefficient is between the diffusion limit value and the excellent limit value, the environmental diffusion degree is classified as a high diffusion group.

[0074] When the diffusion cutoff value is lower than the poor cutoff value, the environmental diffusion degree is classified as the low diffusion group.

[0075] The higher the air index of the ship's sailing area, the more inclusive the environment of the ship's sailing area is, and the more ship exhaust gas it can accommodate. The larger the airflow data in the ship's sailing area, that is, the greater the wind speed in the ship's sailing area, the easier it is to diffuse the ship's exhaust gas, thereby reducing the density of the exhaust gas in the air.

[0076] By setting limit values based on the air index of the ship's travel area and airflow data to group the diffusion degree of the pollution environment, the environmental tolerance of exhaust gas dilution can be improved, and the exhaust gas emission pollution error caused by external environmental factors of ship exhaust gas emissions can be reduced.

[0077] After classifying the environmental diffusion degree, the working power of the ship's electric control valve actuator is detected and recorded.

[0078] It should be noted that when demarcating a large area for the ship's navigation area, the area can be set according to the actual situation. When arranging the data in the data set from small to large and dividing it into 3 groups, you can choose to set it to 3 equal parts, or divide it into three parts in other ways. In this example, the number of groups is 3 groups, and it can also be set to more than 3 groups, which is not limited here.

[0079] In step S4, the ship exhaust emission range in the ship's travel area is obtained by accessing the local shipping website, and the maximum emission value within the ship exhaust emission range is obtained as the ship exhaust emission comparison value. The following exhaust emission rules are formulated based on the ship exhaust emission grouping, the diffusion degree grouping of the pollution discharge environment, and the ship exhaust emission comparison value:

[0080] Rule 1: When the environmental diffusion degree is the high diffusion group, and the group matching the ship exhaust emissions is the high emission group, the range average of the high emission group is taken as the preset value of the ship exhaust emissions;

[0081] Rule 2: When the environmental diffusion degree is low diffusion group, the group matching the ship exhaust emissions is low emission group, and the range average value of the low emission group is taken as the preset value of ship exhaust emissions;

[0082] Rule 3: When the environmental diffusion degree or ship exhaust emissions are classified into a single group and cannot be matched, the ship exhaust emission comparison value is used as the ship exhaust emission for exhaust emissions;

[0083] Rule 4: When the preset value of ship exhaust gas emissions is lower than the ship exhaust gas emission comparison value, the preset value of ship exhaust gas emissions shall be used as the ship exhaust gas emissions; otherwise, the ship exhaust gas emission comparison value shall be used as the ship exhaust gas emissions.

[0084] According to the exhaust gas emission regulations, the concentration of ship exhaust gas was tested, and the operating power of the ship electric control valve actuator and the exhaust gas concentration of the ship were recorded and normalized by taking the logarithm and then summing them to obtain the aging characteristics of the ship electric control valve actuator.

[0085] The aging characteristics of the ship's electric control valve actuator are multiplied by a preset conversion ratio to generate the life control ratio of the ship's electric control valve actuator. The ship information database is accessed to call the default life span of the ship's electric control valve actuator, and the product of the default life span and the life control ratio is used as the life prediction result of the ship's electric control valve actuator.

[0086] The greater the concentration of exhaust gas emitted by the ship or the greater the working power of the ship's electric control valve actuator, the greater the reduction in the life of the ship's electric control valve actuator.

[0087] It should be noted that since the ship exhaust emission comparison value is the maximum value within the ship exhaust emission range in the ship's driving area, the ship's exhaust emissions shall not be higher than the ship exhaust emission comparison value. The ship information database is a comprehensive database used to collect, store and manage various ship-related information, including the default life span of the ship's electric control valve actuator. The default life span is the life span assessment result attached when the equipment is generated, which can be used to predict the life of the ship's electric control valve actuator. The conversion ratio is used to convert the aging characteristics of the ship's electric control valve actuator into a life control ratio for predicting the life of the ship's electric control valve actuator. The specific values are set by professionals in this field and will not be elaborated here.

[0088] The above embodiments may be implemented in whole or in part through software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments may be implemented in whole or in part in the form of a computer program product.

[0089] Those skilled in the art will appreciate that the modules and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application of the technical solution and the invention constraints. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0090] In addition, each functional module in each embodiment of the present application may be integrated into one processing module, or each module may exist physically separately, or two or more modules may be integrated into one module.

[0091] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0092] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. The life prediction method for electric control valve actuators of ships is characterized by: The following steps are included: Step S1: Identify the ship fuel, determine the gas release ratio during fuel combustion, monitor the ship's operating status in real time, and calculate the ship's operating load; Step S2: detecting the pollution accumulation rate of the ship operation, grouping the ship exhaust emissions using a logistic regression algorithm based on the pollution accumulation rate, gas release ratio, and ship operation load; obtaining the air index of the ship's driving area and detecting the airflow data in the ship's driving area; Step S3: Calculate the diffusion limit ratio based on the air index and airflow data of the ship's driving area, group the diffusion capacity of the sewage discharge environment according to the diffusion limit ratio, and detect the working power of the ship's electric control valve actuator; Step S4: Collect the range of ship exhaust emissions in the ship's driving area to calculate the ship exhaust emission comparison value, match the diffusion capacity grouping with the ship exhaust emission grouping to calculate the ship exhaust emission preset value, comprehensively set the waste emission rules based on the ship exhaust emission comparison value and the ship exhaust emission preset value to determine the ship exhaust emission, and predict the life of the ship electric control valve actuator based on the working power of the ship electric control valve actuator.

2. The life prediction method for electric control valve actuators for ships according to claim 1 is characterized in that: In step S1, the gas release ratio is the release ratio of carbon dioxide to sulfur dioxide, and the operating state of the ship is the speed of the ship; When calculating the operating load of a ship, first obtain the maximum speed of the ship, monitor the ship's speed in real time, select a time interval as the calculation interval, count the average speed of the ship in each calculation interval, and take the ratio of the average speed of the ship to the maximum speed of the ship as the operating load rate of the ship.

3. The life prediction method for electric control valve actuators for ships according to claim 1 is characterized in that: In step S2, the pollution accumulation rate of the ship operation is the rate at which gaseous pollutants are generated by the ship during operation. When detecting the pollution accumulation rate of the ship operation, the calculation interval is used as the detection time unit, and the gas increment in the combustion chamber is counted in each detection time unit. The calculation result obtained by dividing the gas increment in each detection time unit by the time interval of the detection time unit is used as the pollution accumulation rate of the ship operation; The start of the ship's journey was taken as the initial point of grouping, and a period of time was selected as the analysis time. The maximum emission of the ship's exhaust gas during the analysis time was obtained, and the gas release ratio was normalized. The gas release ratio was the release ratio of carbon dioxide and sulfur dioxide during fuel combustion. The gas release coefficient was obtained by dividing the proportion of carbon dioxide in the gas release ratio by the proportion of the sum of carbon dioxide and sulfur dioxide in the gas release ratio.

4. The life prediction method for electric control valve actuators for ships according to claim 3 is characterized in that: In step S2, the logistic regression algorithm is used to calculate the logistic regression coefficient as the critical value of the ship's discharge volume during the analysis period by taking the gas release coefficient and the ship's operating load rate as input. The calculation formula is as follows: , where L is the logistic regression coefficient, e is the natural base, and z is the measurement parameter obtained by summing the gas release coefficient and the ship's operating load rate; The pollution accumulation rate of ship operation is used to calculate the amount of pollution accumulated by ship operation during the analysis time. The product of the pollution accumulation rate of ship operation and the analysis time is taken as the amount of pollution accumulated by ship operation. The amount of pollution accumulated by ship operation during the analysis time is taken as the minimum boundary value. The product of the logistic regression coefficient and the maximum emission during the analysis time is taken as the group boundary value.

5. The life prediction method for electric control valve actuators for ships according to claim 4 is characterized in that: In step S2, when the group boundary value exceeds the minimum boundary value, when the ship exhaust gas emissions are within the range from the minimum boundary value to the group boundary value, it is classified as a low emission group; when the ship exhaust gas emissions are within the range from the group boundary value to the maximum emission within the analysis time, it is classified as a high emission group; When the group limit value is less than the minimum limit value, the ship exhaust emissions will be uniformly classified as a high-emission group.

6. The life prediction method for electric control valve actuators for ships according to claim 1 is characterized by: In step S3, a large area is defined by the ship's travel area, and all air indices in the large area are merged into an air index dataset. The historical airflow data of the ship's travel area is obtained and merged into an airflow dataset. The data in the dataset are arranged from small to large and divided into three groups, which are set as low value group, medium value group, and high value group respectively. Set the number of extractions to N times, randomly extract N times from the air index dataset or airflow dataset, record the ratio of the number of times the extracted data is in the low-value group to the total number of extractions N times as the air index low-value coefficient or the airflow low-value coefficient, and record the ratio of the number of times the extracted data is in the high-value group to the total number of extractions N times as the air index high-value coefficient or the airflow high-value coefficient.

7. The life prediction method for electric control valve actuators for ships according to claim 6 is characterized in that: In step S3, the low value coefficient of the air index and the low value coefficient of the air flow are averaged as the low value coefficient, the high value coefficient of the air index and the high value coefficient of the air flow are averaged as the high value coefficient, the low value coefficient and the high value coefficient are summed as the denominator, and the low value coefficient is used as the numerator to obtain the diffusion definition ratio; The minimum value in the air index data set and the air flow data set is taken out, and the product thereof is used as the poor boundary value. The maximum value in the air index data set and the air flow data set is taken out, and the product thereof is used as the good boundary value. The product of the good boundary value and the diffusion boundary ratio is used as the diffusion boundary value. The air index and airflow data of the ship's driving area are multiplied to obtain the environmental coefficient. When the diffusion threshold exceeds the poor threshold, or when the environmental coefficient is between the poor threshold and the diffusion threshold, the environmental diffusion degree is classified as a low diffusion group. When the environmental coefficient is within the diffusion limit value to the excellent limit value, the environmental diffusion degree is classified as the high diffusion group; When the diffusion cutoff value is lower than the poor cutoff value, the environmental diffusion degree is classified as the low diffusion group.

8. The life prediction method for electric control valve actuators for ships according to claim 1 is characterized by: In step S4, the ship exhaust emission range in the ship's travel area is obtained, and the maximum emission value within the ship exhaust emission range is obtained as the ship exhaust emission comparison value. The following exhaust emission rules are formulated based on the ship exhaust emission grouping, the diffusion degree grouping of the pollution discharge environment, and the ship exhaust emission comparison value: Rule 1: When the environmental diffusion degree is the high diffusion group, and the group matching the ship exhaust emissions is the high emission group, the range average of the high emission group is taken as the preset value of the ship exhaust emissions; Rule 2: When the environmental diffusion degree is low diffusion group, the group matching the ship exhaust emissions is low emission group, and the range average value of the low emission group is taken as the preset value of ship exhaust emissions; Rule 3: When the environmental diffusion degree or ship exhaust emissions are classified into a single group and cannot be matched, the ship exhaust emission comparison value is used as the ship exhaust emission for exhaust emissions; Rule 4: When the preset value of ship exhaust gas emissions is lower than the ship exhaust gas emission comparison value, the preset value of ship exhaust gas emissions shall be used as the ship exhaust gas emissions; otherwise, the ship exhaust gas emission comparison value shall be used as the ship exhaust gas emissions.

9. The life prediction method for electric control valve actuators for ships according to claim 1 is characterized in that: In step S4, the exhaust gas concentration of the ship is detected according to the exhaust gas emission regulations, and the recorded working power of the ship electric control valve actuator and the exhaust gas concentration of the ship are logarithmically normalized and then summed to obtain the aging characteristics of the ship electric control valve actuator; The aging characteristics of the ship electric control valve actuator are multiplied by a preset conversion ratio to generate a life control ratio of the ship electric control valve actuator, the default life span of the ship electric control valve actuator is called, and the product of the default life span and the life control ratio is used as a life prediction result of the ship electric control valve actuator; The default lifespan is the lifespan assessment result that comes with the device when it is generated.

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