Ship bulkhead condensation amount evaluation method, device, equipment and medium

Abstract

Embodiments of the present application disclose a ship bulkhead condensation amount evaluation method, device, equipment and medium. The method comprises: obtaining a to-be-evaluated airflow form and current evaluation associated data of a to-be-evaluated cabin under a to-be-evaluated scene, and determining a current cabin simulation model from a preset candidate cabin simulation model according to the to-be-evaluated airflow form; wherein the current evaluation associated data comprises current driving associated data and current environment associated data; updating model parameters in the current cabin simulation model according to the current environment associated data to obtain a target cabin simulation model under the to-be-evaluated scene; and inputting the current driving associated data into the target cabin simulation model to obtain a condensation amount evaluation result under the to-be-evaluated scene. The accuracy of the determined condensation amount evaluation result is improved, that is, the condensation amount of the ship bulkhead is accurately evaluated.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of ship, in particular to a ship bulkhead condensate amount evaluation method, device, equipment and medium. BACKGROUND

[0002] In high latitude cold sea areas, the climate is cold, the sea-air exchange is strong, and the humidity is very large. Most of the time, the relative humidity is above 95%, showing extreme weather such as fog and thick fog. When the ship sails in the high latitude cold sea area, due to the existence of large temperature difference between indoor and outdoor, the wet steam in the indoor hot fluid will produce condensate on the ship cabin wall, ventilation port and other positions, and then cause the phenomena of wind pipe wetness, air outlet dripping, ceiling dripping, wall seepage mold, wall coating falling off and the like. The generation of condensate on the cabin wall will reduce the comfort of the living environment on the one hand, easily breed harmful substances such as bacteria and mold, and affect the health of the crew and passengers; on the other hand, if the condensate cannot be handled in time, it will also cause equipment damage, safety hazards such as electric leakage and oil leakage, and threaten the safety of the ship and personnel. Therefore, it is very important to accurately evaluate the condensate amount of the ship cabin wall. SUMMARY

[0003] The present application provides a kind of ship cabin wall condensate amount evaluation method, device, equipment and medium, to realize the accurate evaluation of the condensate amount of the ship cabin wall.

[0004] According to an aspect of the present application, a ship cabin wall condensate amount evaluation method is provided, comprising:

[0005] Obtain the current evaluation associated data and the to-be-evaluated airflow form of the to-be-evaluated cabin in the to-be-evaluated scene, and determine the current cabin simulation model from the pre-set candidate cabin simulation model according to the to-be-evaluated airflow form; wherein the current evaluation associated data includes current driving associated data and current environment associated data;

[0006] Update the model parameters in the current cabin simulation model according to the current environment associated data to obtain the target cabin simulation model in the to-be-evaluated scene;

[0007] Input the current driving associated data into the target cabin simulation model to obtain the condensate amount evaluation result in the to-be-evaluated scene;

[0008] Wherein, the inputting the current driving associated data into the target cabin simulation model to obtain the condensate amount evaluation result in the to-be-evaluated scene comprises:

[0009] input the current running correlation data into the target cabin simulation model, and determine a current cabin wall surface temperature of the cabin to be evaluated according to current attribute data, current air data in the target cabin simulation model and the current running correlation data;

[0010] determine a current dew point temperature according to a current air supply temperature and a current air supply relative humidity in the target cabin simulation model;

[0011] compare the current cabin wall surface temperature and the current dew point temperature, and determine a condensation amount evaluation result in the scene to be evaluated according to a comparison result.

[0012] According to another aspect of the present application, a ship cabin wall condensation amount evaluation device is provided, comprising:

[0013] a current cabin simulation model determination module configured to acquire a to-be-evaluated air flow form and current evaluation correlation data of a cabin to be evaluated in a scene to be evaluated, and determine a current cabin simulation model from a preset candidate cabin simulation model according to the to-be-evaluated air flow form; wherein the current evaluation correlation data comprises current running correlation data and current environment correlation data;

[0014] a target cabin simulation model determination module configured to update model parameters in the current cabin simulation model according to the current environment correlation data, so as to obtain a target cabin simulation model in the scene to be evaluated;

[0015] a condensation amount evaluation result determination module configured to input the current running correlation data into the target cabin simulation model, so as to obtain a condensation amount evaluation result in the scene to be evaluated;

[0016] The condensation amount evaluation result determination module comprises:

[0017] a current cabin wall surface temperature determination unit configured to input the current running correlation data into the target cabin simulation model, and determine a current cabin wall surface temperature of the cabin to be evaluated according to current attribute data, current air data in the target cabin simulation model and the current running correlation data;

[0018] a current dew point temperature determination unit configured to determine a current dew point temperature according to a current air supply temperature and a current air supply relative humidity in the target cabin simulation model;

[0019] a condensation amount evaluation result determination unit configured to compare the current cabin wall surface temperature and the current dew point temperature, and determine a condensation amount evaluation result in the scene to be evaluated according to a comparison result.

[0020] According to another aspect of the present application, an electronic device is provided, comprising:

[0021] one or more processors;

[0022] a memory for storing one or more programs;

[0023] When the one or more programs are executed by the one or more processors, the one or more processors are enabled to perform any one of the ship bulkhead condensation amount evaluation methods provided by the embodiments of the present application.

[0024] According to another aspect of the present application, a computer readable storage medium is provided, which stores computer instructions for enabling a processor to implement any one of the ship bulkhead condensation amount evaluation methods provided by the embodiments of the present application when the computer instructions are executed by the processor.

[0025] The embodiments of the present application provide a ship bulkhead condensation amount evaluation scheme, which obtains a to-be-evaluated airflow form of a to-be-evaluated cabin under a to-be-evaluated scene and current evaluation associated data, and determines a current cabin simulation model from preset candidate cabin simulation models according to the to-be-evaluated airflow form; wherein the current evaluation associated data includes current driving associated data and current environment associated data; the model parameters in the current cabin simulation model are updated according to the current environment associated data to obtain a target cabin simulation model under the to-be-evaluated scene; and the current driving associated data is input into the target cabin simulation model to obtain a condensation amount evaluation result under the to-be-evaluated scene. The above scheme determines the target cabin simulation model under the to-be-evaluated scene through the to-be-evaluated airflow form and the current environment associated data, and then determines the condensation amount evaluation result under the to-be-evaluated scene according to the current driving associated data and the target cabin simulation model, thereby improving the accuracy of the determined condensation amount evaluation result, i.e., accurately evaluating the condensation amount of the ship bulkhead. Meanwhile, the embodiments of the present application introduce multi-dimensional data in the process of determining the condensation amount evaluation result, thereby comprehensively evaluating the condensation amount of the bulkhead of the to-be-evaluated cabin and improving the accuracy of the determined condensation amount evaluation result.

[0026] It should be understood that the content described in this part is not intended to identify key or important features of the embodiments of the present application, nor to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative effort.

[0028] Figure 1This is a flowchart of a method for assessing condensate volume in ship bulkheads provided in Embodiment 1 of the present invention;

[0029] Figure 2 This is a flowchart of a method for assessing condensate volume in ship bulkheads, provided in Embodiment 2 of the present invention.

[0030] Figure 3 This is a schematic diagram of the structure of a ship bulkhead condensate assessment device provided in Embodiment 4 of the present invention;

[0031] Figure 4 This is a schematic diagram of an electronic device for implementing a method for assessing condensate volume in ship bulkheads, provided in Embodiment 5 of the present invention. Detailed Implementation

[0032] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0033] Example 1

[0034] Figure 1 This is a flowchart of a ship bulkhead condensation assessment provided in Embodiment 1 of the present invention. This embodiment can be applied to the simulation assessment of condensation conditions in the mid-section of a ship. The method can be executed by a ship bulkhead condensation assessment device, which can be implemented in software and / or hardware and can be configured in an electronic device that carries the ship bulkhead condensation assessment function.

[0035] See Figure 1 The methods for assessing condensate volume in ship bulkheads, as shown, include:

[0036] S110. Obtain the airflow pattern to be evaluated and the current evaluation related data of the cabin to be evaluated in the scenario to be evaluated, and determine the current cabin simulation model from the preset candidate cabin simulation models according to the airflow pattern to be evaluated.

[0037] The "cabin to be evaluated" refers to a ship's cabin that requires an assessment of condensation levels. For example, the cabin to be evaluated could be the ship's bridge. The "scenario to be evaluated" can be understood as the scenario used to assess the condensation levels of the ship's bulkheads.

[0038] The airflow pattern to be evaluated refers to the airflow organization pattern in the scenario to be evaluated. For example, the airflow pattern to be evaluated can be a diffuser-type air supply method or a rain-type air supply method. A diffuser-type air supply method can characterize dispersed vents located on the roof of the compartment to be evaluated. A rain-type air supply method can characterize uniformly distributed vents located on the roof of the compartment to be evaluated.

[0039] The "current assessment-related data" refers to data related to the assessment of condensation in ship bulkheads within the scenario to be assessed. For example, the current assessment-related data includes current navigation-related data and current environmental-related data. Current navigation-related data refers to data related to the current navigation of the ship within the scenario to be assessed. Current environmental-related data refers to environmental data related to the heat transfer performance of the compartment to be assessed within the scenario to be assessed. "Current ship" refers to the ship in which the compartment to be assessed is located.

[0040] In one optional embodiment, the current driving-related data includes the current sea breeze temperature, the current sea surface wind speed, and the current driving speed; the current environment-related data includes the current temperature data and the current humidity data.

[0041] The current sea breeze temperature refers to the temperature of the sea breeze in the current sea area where the ship is located. The current sea surface wind speed refers to the wind speed in the current sea area where the ship is located. The current speed refers to the current speed of the ship. The current temperature data refers to temperature data related to the heat transfer performance of the compartment to be evaluated, such as the temperature inside the compartment to be evaluated. The current humidity data refers to humidity data related to the heat transfer performance of the compartment to be evaluated, such as the relative humidity inside the compartment to be evaluated.

[0042] It is understood that the embodiments of the present invention improve the comprehensiveness of current driving-related data and current environmental-related data by introducing current sea breeze temperature, current sea surface wind speed, current driving speed, current temperature data, and current humidity data.

[0043] Here, the candidate compartment simulation model refers to a pre-set compartment simulation model used for assessing the condensation volume of ship bulkheads. For example, the candidate compartment simulation model may include candidate compartment simulation models corresponding to air distributor ventilation methods and candidate compartment simulation models corresponding to rain-feed ventilation methods.

[0044] The current cabin simulation model refers to the candidate cabin simulation model under the scenario to be evaluated.

[0045] Specifically, the process involves acquiring the airflow pattern of the cabin to be evaluated in the scenario to be evaluated and the current evaluation-related data; and determining the current cabin simulation model corresponding to the airflow pattern to be evaluated from the preset candidate cabin simulation models.

[0046] S120. Update the model parameters in the current cabin simulation model based on the current environmental correlation data to obtain the target cabin simulation model under the scenario to be evaluated.

[0047] Here, model parameters refer to the parameters in the current cabin simulation model. Model parameters include multi-dimensional parameters. For example, model parameters may include external ambient temperature, cabin relative humidity, supply air relative humidity, sea surface relative humidity, cabin temperature, cabin humidity, cabin pressure, cabin height, number and status of personnel in the cabin, and other parameters that can affect heat transfer performance.

[0048] The target compartment simulation model refers to the updated simulation model of the current compartment simulation model after adjusting its parameters. For example, the target compartment simulation model can be used to simulate condensation on the inner walls of each compartment in the compartment to be evaluated under the scenario to be evaluated.

[0049] Specifically, identify model parameters that do not match the current environmental data, update the mismatched model parameters based on the current environmental data, and obtain the target cabin simulation model under the scenario to be evaluated.

[0050] S130. Input the current driving-related data into the target compartment simulation model to obtain the condensate volume assessment results under the scenario to be evaluated.

[0051] The condensate volume assessment result refers to the condensate volume of the inner walls of each compartment in the compartment to be assessed under the scenario to be assessed.

[0052] Specifically, the current driving-related data is input into the target cabin simulation model to simulate the condensation phenomenon on the inner walls of each cabin in the cabin to be evaluated under the scenario to be evaluated, and the condensation amount evaluation result under the scenario to be evaluated is obtained.

[0053] It should be noted that the embodiments of the present invention can also obtain liquid film evaluation correlation data of the inner walls of each compartment in the chamber to be evaluated under the scenario to be evaluated, and determine the current liquid film thickness change of the corresponding inner wall based on the liquid film evaluation correlation data. Here, liquid film evaluation correlation data refers to data related to determining the current liquid film thickness change under the scenario to be evaluated. The current liquid film thickness change can characterize the relationship between the thickness of the condensate liquid film on the inner walls of each compartment in the chamber to be evaluated and time under the scenario to be evaluated.

[0054] For example, the current condensation impact on the compartment under evaluation can be determined based on the current changes in liquid film thickness and the condensation volume assessment results. Here, the current condensation impact refers to the effect of bulkhead condensation on the compartment under evaluation in the evaluation scenario.

[0055] This invention provides a scheme for assessing condensate volume in ship bulkheads. The scheme involves acquiring the airflow pattern and current assessment-related data of the compartment to be assessed in the scenario to be assessed, and determining the current compartment simulation model from a set of candidate compartment simulation models based on the airflow pattern. The current assessment-related data includes current driving-related data and current environmental-related data. The model parameters in the current compartment simulation model are updated based on the current environmental-related data to obtain the target compartment simulation model for the scenario to be assessed. The current driving-related data is then input into the target compartment simulation model to obtain the condensate volume assessment result for the scenario to be assessed. The above-described scheme determines the target compartment simulation model under the evaluation scenario by using the airflow pattern to be evaluated and the current environmental correlation data. Then, based on the current driving correlation data and the target compartment simulation model, the condensate volume evaluation result under the evaluation scenario is determined, which improves the accuracy of the determined condensate volume evaluation result, that is, it realizes the accurate evaluation of the condensate volume of the ship's bulkheads. At the same time, the embodiments of the present invention introduce multi-dimensional data in the process of determining the condensate volume evaluation result, realizes the comprehensive evaluation of the condensate volume of the bulkheads of the compartment to be evaluated, and improves the accuracy of the determined condensate volume evaluation result.

[0056] Example 2

[0057] Figure 2 This is a flowchart of a method for assessing condensate volume in ship bulkheads according to Embodiment 2 of the present invention. Based on the above embodiments, this embodiment further refines the operation of "inputting current navigation-related data into the target compartment simulation model to obtain the condensate volume assessment result under the scenario to be assessed" into "inputting current navigation-related data into the target compartment simulation model; determining the current compartment wall temperature of the compartment to be assessed based on the current attribute data, current air data, and current navigation-related data in the target compartment simulation model; determining the current dew point temperature based on the current supply air temperature and current supply air relative humidity in the target compartment simulation model; comparing the current compartment wall temperature and the current dew point temperature; and determining the condensate volume assessment result under the scenario to be assessed based on the comparison result," thereby improving the mechanism for determining the condensate volume assessment result. It should be noted that for parts not detailed in this embodiment, please refer to the descriptions in other embodiments.

[0058] See Figure 2 The methods for assessing condensate volume in ship bulkheads, as shown, include:

[0059] S210. Obtain the airflow pattern to be evaluated and the current evaluation associated data of the cabin to be evaluated in the scenario to be evaluated, and determine the current cabin simulation model from the preset candidate cabin simulation models based on the airflow pattern to be evaluated.

[0060] The current assessment data includes current driving data and current environment data.

[0061] S220. Update the model parameters in the current cabin simulation model based on the current environmental correlation data to obtain the target cabin simulation model under the scenario to be evaluated.

[0062] S230. Input the current driving-related data into the target cabin simulation model. Based on the current attribute data, current air data and current driving-related data in the target cabin simulation model, determine the current cabin wall temperature of the cabin to be evaluated.

[0063] The current attribute data refers to the basic attribute data of the current vessel. The current vessel refers to the vessel containing the compartment to be evaluated. For example, the current attribute data may include hull length, hull plating thickness, and hull material thermal conductivity. Hull length refers to the length of the current vessel. Hull plating thickness refers to the thickness of the hull plating of the current vessel. Hull material thermal conductivity refers to the thermal conductivity of the hull material of the current vessel.

[0064] The current cabin wall temperature refers to the temperature of the interior wall of the target cabin in the simulation model, that is, the temperature of the interior wall of the cabin to be evaluated in the scenario to be evaluated. It should be noted that, by default, the embodiments of the present invention set the temperature of the interior walls of each cabin in the target cabin simulation model to be the same, that is, the temperature of the interior walls of each cabin in the cabin to be evaluated is the same, which is the current cabin wall temperature.

[0065] The current air data refers to data associated with the air in the target cabin simulation model. For example, the current air data may include the current air thermal conductivity, current air density, current air dynamic viscosity, and current air specific heat capacity. The current air thermal conductivity refers to the thermal conductivity of air in the target cabin simulation model. The current air density refers to the density of air in the target cabin simulation model. The current air dynamic viscosity refers to the dynamic viscosity of air in the target cabin simulation model. The current air specific heat capacity refers to the specific heat capacity of air in the target cabin simulation model. Specifically, the current driving-related data is input into the target cabin simulation model, and the current attribute data in the target cabin simulation model is determined; based on the current attribute data, the current air data, and the current driving-related data, the current cabin wall temperature of the target cabin simulation model is determined.

[0066] Specifically, the current driving-related data is input into the target cabin simulation model to simulate the condensation phenomenon on the inner walls of each cabin in the scenario to be evaluated, and to determine the current attribute data and current air data in the target cabin simulation model; based on the current attribute data, current air data and current driving-related data, the current cabin wall temperature of the cabin to be evaluated is determined.

[0067] In an optional embodiment, if the current attribute data includes the hull length, hull plating thickness, and hull material thermal conductivity of the current vessel where the compartment to be evaluated is located, then the current compartment wall temperature of the compartment to be evaluated is determined based on the current attribute data, current air data, and current navigation correlation data in the target compartment simulation model. This includes: determining the current coupling speed of the current vessel where the compartment to be evaluated is located based on the current sea surface wind speed and current navigation speed; determining the current convective heat transfer coefficient based on the hull length, current air data, and current coupling speed; and determining the current compartment wall temperature of the compartment to be evaluated based on the hull plating thickness, hull material thermal conductivity, current sea breeze temperature, and current convective heat transfer coefficient.

[0068] The current coupling speed refers to the actual operating speed of the ship at present. The current convective heat transfer coefficient refers to the convective heat transfer coefficient of the ship's outer hull at present.

[0069] For example, the current convective heat transfer coefficient can be determined using the Nusselt number. The current convective heat transfer coefficient can be determined using the following formula:

[0070] ;

[0071] Where h(v) represents the current convective heat transfer coefficient corresponding to the current coupling velocity v; Nu represents the Nusselt number; k represents the current air thermal conductivity; L represents the hull length; C, m, and n are empirical constants (such as typical values ​​for turbulent flow: C=0.037, m=0.8, n=1 / 3); Re represents the Reynolds number; and Pr represents the Prandtl number. Indicates the current air density; Indicates the current aerodynamic viscosity; represents the current specific heat capacity of the air; v represents the current coupling velocity.

[0072] For example, the current cabin wall temperature can be determined based on the following formula:

[0073] ;

[0074] in, Indicates the current temperature of the cabin wall; The internal air temperature of the cabin (i.e., cabin temperature) can be assumed to be a constant value and can be obtained from the target cabin simulation model; d represents the temperature of the incoming airflow (i.e., the current sea breeze temperature); d represents the thickness of the hull plating. This indicates the thermal conductivity of the hull material.

[0075] Furthermore, the formula for determining the current convective heat transfer coefficient can be substituted into the formula for determining the current cabin wall temperature to obtain the current coupling velocity v and the current sea breeze temperature v. In this case, the current wall temperature of the compartment to be evaluated:

[0076] ;

[0077] in, This indicates the current temperature of the cabin wall.

[0078] Understandably, determining the current coupling speed based on the current sea surface wind speed and current sailing speed improves the accuracy of the determined current coupling speed, which in turn improves the accuracy of the current convective heat transfer coefficient determined based on the current coupling speed. At the same time, determining the current cabin wall temperature of the compartment to be evaluated based on the hull plating thickness, the thermal conductivity of the hull material, the current sea breeze temperature, and the current convective heat transfer coefficient improves the accuracy of the determined current cabin wall temperature.

[0079] S240. Determine the current dew point temperature based on the current supply air temperature and current supply air relative humidity in the target cabin simulation model.

[0080] The current supply air temperature refers to the temperature of the air supplied by the air conditioning system in the target cabin simulation model. The current supply air relative humidity refers to the relative humidity of the air supplied by the air conditioning system in the target cabin simulation model. The current dew point temperature refers to the temperature at which the air in the target cabin simulation model cools to saturation, that is, the temperature at which water vapor in the air begins to condense into dew or frost.

[0081] For example, the current dew point temperature can be determined using the following formula:

[0082] ;

[0083] in, This indicates the current dew point temperature; RH indicates the current relative humidity of the supply air. This indicates the current supply air temperature.

[0084] S250. Compare the current cabin wall temperature with the current dew point temperature, and determine the condensate volume assessment result under the scenario to be evaluated based on the comparison results.

[0085] In an optional embodiment, the condensate volume assessment result under the scenario to be evaluated is determined based on the comparison results, including: if the comparison result is that the current cabin wall temperature is less than the current dew point temperature, then the current condensation area of ​​the inner wall of each target cabin in the target cabin simulation model and the current condensation duration of the inner wall of each target cabin under the scenario to be evaluated are determined respectively; based on the current condensation area, current condensation duration, current cabin wall temperature, current air supply temperature and current air supply relative humidity, the current condensate volume of the inner wall of the corresponding target cabin is determined, and based on the current condensate volume of the inner wall of each target cabin, the condensate volume assessment result under the scenario to be evaluated is determined.

[0086] The current condensation area refers to the area of ​​any target cabin interior wall in the target cabin simulation model where condensation occurs. The current condensation duration refers to the duration of condensation on any target cabin interior wall in the target cabin simulation model. The target cabin interior wall refers to the interior wall surface of the cabin in the target cabin simulation model; that is, the target cabin interior wall can be understood as the inner wall surface of the cabin to be evaluated.

[0087] It is understandable that condensation will occur in the target cabin simulation model when the current cabin wall temperature is lower than the current dew point temperature. In this case, the current condensation area and current condensation duration of the inner walls of each target cabin in the target cabin simulation model can be determined separately. Based on the current condensation area, current condensation duration, current cabin wall temperature, current air supply temperature, and current air supply relative humidity, the current condensation amount of the corresponding target cabin inner wall can be determined, which improves the accuracy of the current condensation amount of the determined target cabin simulation model (i.e., the cabin to be evaluated).

[0088] In one optional embodiment, determining the current condensation amount on the inner wall of the corresponding target compartment based on the current condensation area, current condensation duration, current compartment wall temperature, current supply air temperature, and current supply air relative humidity includes: determining the current supply air humidity ratio based on the current supply air temperature and current supply air relative humidity, and determining the current saturation humidity ratio based on the current compartment wall temperature; and determining the current condensation amount on the inner wall of the corresponding target compartment based on the current condensation area, current condensation duration, current supply air humidity ratio, and current saturation humidity ratio.

[0089] Here, the current supply air humidity ratio refers to the humidity ratio of the air supplied by the air conditioning system in the target cabin simulation model. The current saturation humidity ratio refers to the saturation humidity ratio corresponding to the current cabin wall temperature. For example, the current saturation humidity ratio corresponding to the current cabin wall temperature can be determined based on a preset correspondence between wall temperature and saturation humidity ratio.

[0090] For example, the current supply air humidity ratio can be determined based on the following formula:

[0091] ;

[0092] in, Indicates the current supply air humidity ratio; This represents the saturation pressure, such as one atmosphere. Indicates saturated water vapor pressure. This indicates the air conditioning ventilation temperature, i.e., the current supply air temperature.

[0093] For example, the current condensation level on the interior wall of any target compartment can be determined based on the following formula:

[0094] ;

[0095] Where Q represents the current condensation level on the interior wall of the target compartment; The mass transfer coefficient can be calculated using the Lewis relation; A represents the current condensation area on the inner wall of the target cabin. The value represents the current saturation humidity ratio; t represents the current condensation duration on the interior walls of the target cabin.

[0096] Understandably, by determining the current supply air humidity ratio based on the current supply air temperature and relative humidity, and by determining the current saturation humidity ratio based on the current cabin wall temperature, the accuracy of determining the current condensation amount of the target cabin interior wall is improved by determining the current condensation amount of the target cabin interior wall based on the current supply air humidity ratio, the current saturation humidity ratio, the current condensation area of ​​each target cabin interior wall, and the current condensation duration.

[0097] In an optional embodiment, the condensate volume assessment result for the scenario to be assessed is determined based on the comparison results, including: if the comparison results show that the current cabin wall temperature is greater than or equal to the current dew point temperature, then the condensate volume assessment result for the scenario to be assessed is determined to be that the cabin to be assessed has no condensate.

[0098] Understandably, if the current cabin wall temperature is greater than or equal to the current dew point temperature, it can be determined that no condensation occurs in the target cabin simulation model. Therefore, the condensation assessment result under the scenario to be evaluated is determined to be no condensation in the cabin to be evaluated, which improves the accuracy of determining that the condensation assessment result is no condensation in the cabin to be evaluated.

[0099] This invention provides a scheme for assessing condensate volume in ship bulkheads. The method involves inputting current navigation-related data into a target compartment simulation model to obtain the condensate volume assessment result for the scenario under evaluation. This is further refined to: inputting current navigation-related data into the target compartment simulation model; determining the current compartment wall temperature based on current attribute data, current air data, and current navigation-related data from the target compartment simulation model; determining the current dew point temperature based on the current supply air temperature and current supply air relative humidity from the target compartment simulation model; comparing the current compartment wall temperature and the current dew point temperature; and determining the condensate volume assessment result for the scenario under evaluation based on the comparison result. This improves the mechanism for determining the condensate volume assessment result. The above scheme, by comparing the determined current compartment wall temperature and the current dew point temperature, and determining the condensate volume assessment result for the scenario under evaluation based on the comparison result, improves the accuracy of the determined condensate volume assessment result.

[0100] Example 3

[0101] This invention provides an optional example based on the above embodiments. It should be noted that for parts not described in detail in this invention's embodiments, please refer to the descriptions in other embodiments.

[0102] For example, the purpose of ship bulkhead condensation prevention technology is to ensure that the design temperature of the bulkheads is as high as possible above the air dew point temperature. This is achieved by controlling the relative humidity and dew point temperature of the air surrounding the ship's interior bulkhead walls through technical means to prevent condensation. To achieve this, different environmental control parameters and airflow organization patterns need to be designed, and their impact on bulkhead condensation needs to be analyzed to select the most favorable design approach. This invention provides a simulation evaluation technique for ship bulkhead condensation prevention, used to assess the impact of different environmental controls and airflow organization patterns on bulkhead condensation, and to select the environmental controls and airflow organization patterns that are beneficial in preventing bulkhead condensation as the target polar ship design approach.

[0103] The technical problem to be solved by the embodiments of the present invention is to prevent the impact of condensation on personnel safety, comfort, and equipment performance in ships under extremely cold and high humidity conditions. The embodiments of the present invention belong to the fields of ship design, construction, and testing. Specifically, they relate to a simulation evaluation method and system for preventing condensation in ship bulkheads.

[0104] For example, since the bridge has the largest area among all typical compartments and the largest contact area with the external environment, it is considered the most unfavorable compartment for preventing condensation on the ship. Therefore, this embodiment of the invention uses the bridge (i.e., the compartment to be evaluated) as an example to illustrate the simulation evaluation system for preventing condensation on ship bulkheads.

[0105] The ship bulkhead condensation assessment method provided in this invention can be applied to a ship bulkhead condensation assessment system. This system can be used to simulate and assess the condensation conditions (including condensation volume and condensation film thickness) of ship bulkheads. The system may include a model building module, a mesh generation module, a model simulation module, an optimization iteration module, and a simulation analysis module.

[0106] The model building module can be used to construct initial cabin simulation models for different types of cabins under different airflow organization patterns. For example, the model building module is used to construct cabin simulation geometric models (i.e., initial cabin simulation models) corresponding to different airflow organization patterns, and to set the boundary conditions (i.e., model parameters) for each cabin simulation geometric model. Airflow organization patterns include air distributor ventilation and rain-feed ventilation. The initial cabin simulation model refers to the basic cabin simulation model constructed by the model building module.

[0107] For example, constructing simulation geometric models and boundary conditions for cabins corresponding to different airflow organization patterns: Establish simulation geometric models of cabin entities corresponding to different airflow organization patterns. In the simulation geometric model of the bridge, the cabin enclosure structure mainly consists of marine steel plates and glass windows. Each boundary condition is as follows: external ambient temperature is -48℃, relative humidity is [not specified], cabin temperature is 20℃, cabin humidity is 40%, cabin pressure is within (0.1MPa, 10MPa), cabin height is 2.1m, and the number and status of personnel include 4 people, normal working status, and [not specified]. The model parameters include a thermal calorific value of 70W / person and a latent heat calorific value of 50W / person, as well as other dimensions. The airflow organization includes a diffuser-type air supply method and a rain-type air supply method. In the diffuser-type air supply method, the diffusers are arranged in four rows, with two natural return air inlets in one row near the rear wall of the bridge, and two DN400 natural exhaust air inlets. In the rain-type air supply method, the perforated plate on the bridge ceiling has an opening rate of 90% and an opening diameter of 10mm. Boundary conditions are set for the external enclosure structure of the extracted cabins, with the wall in the bow direction set as the velocity inlet and the remaining boundaries set as the pressure far field.

[0108] The mesh generation module can be used to generate meshes for the initial cabin simulation model corresponding to each airflow pattern, resulting in candidate cabin simulation models. For example, unstructured mesh generation is performed on the cabin simulation geometric model (i.e., the initial cabin simulation model) corresponding to each airflow pattern, simplifying the equipment and personnel inside the cabin into simple and regular geometric shapes. The mesh nodes are then refined for locations near the supply (return) air vents, cabin walls, and areas with large gradients in wind speed and air vapor partial pressure. By controlling different numbers of nodes, the cabin is transformed into a non-uniform mesh, thus obtaining candidate cabin simulation models.

[0109] The model simulation module can be used to set the operating conditions (i.e., the usage scenario) and select the physical model for the candidate chamber simulation model corresponding to each airflow organization form, and obtain the relationship between the amount of condensate on each wall surface and the thickness of the liquid film in the chamber and the change over time.

[0110] For example, the operating conditions and physical model are set: under several common sea states and sailing speeds, the known incoming air temperature (i.e., current sea breeze temperature), the calculated sea wind speed (i.e., current sea surface wind speed), and the ship's sailing speed (i.e., current speed) are coupled at different speeds. The convective heat transfer coefficients of the ship's various structural walls are calculated at different coupling speeds. Based on the coupling speed and the convective heat transfer coefficients under the external environmental conditions, the current compartment wall temperature at different coupling speeds is calculated. For each airflow pattern, considering the changes in the convective heat transfer coefficient between the outer wall and the environment caused by the ship's sailing speed, and the changes in the compartment wall temperature under different airflow patterns, a corresponding compartment simulation geometric model is used for simulation to obtain the condensation conditions on each compartment wall.

[0111] In this embodiment of the invention, environmental control parameters for the design operating conditions are set, and the interior wall temperature of the cabin under different airflow organization forms at various coupling velocities is calculated based on the candidate cabin simulation model. A physical model is selected, and based on the principle of cabin atmospheric environment control, a turbulence equation is chosen to describe the motion of airflow and the generation and dissipation of turbulence, and an energy equation is chosen to calculate the changes in temperature and humidity. An Eulerian wall liquid film and component transport model is used to calculate the change in the thickness of the condensate film on the cabin wall over time. A preset time and time step are set for each simulation operating condition, and simulation is performed using the candidate cabin simulation model to obtain the condensation conditions on each wall of the cabin under different airflow organization forms.

[0112] The optimization iteration module is used to change environmental control parameters and iteratively calculate the condensation on each wall surface of the compartment under different airflow organization patterns. For example, the environmental control parameter optimization can be based on the candidate compartment simulation model, and by changing the supply air temperature, supply air relative humidity, and the thickness of the enclosure structure (i.e., the thickness of the hull plating), iteratively calculate the condensation on each wall surface of the compartment under different airflow organization patterns.

[0113] For example, based on the analysis of the relationship between the condensation conditions of the bulkhead and time obtained for each airflow organization form, the environmental control parameters are optimized, and the simulation is performed again to obtain the condensation conditions of each wall surface of the compartment.

[0114] The simulation analysis module is used to analyze the condensation volume and condensate film thickness of each compartment wall under various airflow organization forms and environmental control parameters over time. This allows for the selection of airflow organization forms and environmental control parameters that help prevent condensation on the compartment walls as the design approach for the target vessel. The module acquires and displays simulation results, including the changes in condensation volume and condensate film thickness on each compartment wall surface over time under different airflow organization forms at a specific speed and set environmental control parameters. It also includes the temperature distribution, condensation distribution, and condensate film thickness variations within each compartment wall surface over time. The simulation results are analyzed to evaluate the advantages and disadvantages of different design schemes for airflow organization and environmental control parameters on the condensation of the ship's compartment walls.

[0115] For example, by analyzing and comparing the condensation conditions on the walls of each compartment based on each airflow organization form and environmental control parameter, the airflow organization form and environmental control parameters that are conducive to preventing condensation on the compartment walls can be used as the design method for the target polar vessel.

[0116] This invention provides a simulation evaluation method and system for preventing condensation in ship bulkheads. It can establish a cabin atmospheric environment control system model under different airflow organization methods, and consider the convective heat transfer coefficient of the ship's outer wall surface under different ship speeds and ambient temperatures and wind speeds. Mesh generation can be used to obtain mesh models of each wall surface and the atmospheric environment control system within the cabin. Based on the established internal and external flow field mesh models, simulation software is used to perform three-dimensional flow field simulations under both air distributor and rain-feed air supply modes. The method can obtain the temperature distribution, condensation distribution, and time-varying condensate film changes of the cabin walls of polar ships under different airflow organization modes. It has high reliability, saves the testing costs of inferior solutions in actual design and construction, and has certain economic value. The simulation results can be optimized by changing environmental control parameters such as supply air temperature, supply air humidity, and enclosure thickness. The advantages and disadvantages of cabin atmospheric environment control system design schemes under different airflow organization forms and environmental control parameters can be analyzed, and a comparison can yield the optimal design scheme for preventing condensation in the bulkheads of polar ships. The solution provided by this invention is not limited to the ship's bridge cabin but can be extended to other cabins and ships.

[0117] Example 4

[0118] Figure 3 This is a schematic diagram of a ship bulkhead condensation assessment device provided in Embodiment 4 of the present invention. This embodiment is applicable to the simulation assessment of condensation conditions in ship cabins. The method can be executed by the ship bulkhead condensation assessment device, which can be implemented in software and / or hardware and can be configured in an electronic device that carries the ship bulkhead condensation assessment function.

[0119] like Figure 3 As shown, the device includes: a current compartment simulation model determination module 310, a target compartment simulation model determination module 320, and a condensate volume assessment result determination module 330. Among them,

[0120] The current cabin simulation model determination module 310 is used to acquire the airflow pattern to be evaluated and the current evaluation correlation data of the cabin to be evaluated in the scenario to be evaluated, and to determine the current cabin simulation model from the preset candidate cabin simulation models according to the airflow pattern to be evaluated; wherein, the current evaluation correlation data includes current driving correlation data and current environment correlation data;

[0121] The target cabin simulation model determination module 320 is used to update the model parameters in the current cabin simulation model according to the current environment association data, so as to obtain the target cabin simulation model under the scenario to be evaluated.

[0122] The condensate volume assessment result determination module 330 is used to input the current driving-related data into the target compartment simulation model to obtain the condensate volume assessment result under the scenario to be assessed.

[0123] This invention provides a scheme for assessing condensate volume in ship bulkheads. The scheme involves acquiring the airflow pattern and current assessment-related data of the compartment to be assessed in the scenario to be assessed, and determining the current compartment simulation model from a set of candidate compartment simulation models based on the airflow pattern. The current assessment-related data includes current driving-related data and current environmental-related data. The model parameters in the current compartment simulation model are updated based on the current environmental-related data to obtain the target compartment simulation model for the scenario to be assessed. The current driving-related data is then input into the target compartment simulation model to obtain the condensate volume assessment result for the scenario to be assessed. The above-described scheme determines the target compartment simulation model under the evaluation scenario by using the airflow pattern to be evaluated and the current environmental correlation data. Then, based on the current driving correlation data and the target compartment simulation model, the condensate volume evaluation result under the evaluation scenario is determined, which improves the accuracy of the determined condensate volume evaluation result, that is, it realizes the accurate evaluation of the condensate volume of the ship's bulkheads. At the same time, the embodiments of the present invention introduce multi-dimensional data in the process of determining the condensate volume evaluation result, realizes the comprehensive evaluation of the condensate volume of the bulkheads of the compartment to be evaluated, and improves the accuracy of the determined condensate volume evaluation result.

[0124] Optionally, the condensate volume assessment result determination module 330 includes:

[0125] The current cabin wall temperature determination unit is used to input the current driving-related data into the target cabin simulation model, and determine the current cabin wall temperature of the cabin to be evaluated based on the current attribute data, current air data and the current driving-related data in the target cabin simulation model.

[0126] The current dew point temperature determination unit is used to determine the current dew point temperature based on the current supply air temperature and current supply air relative humidity in the target cabin simulation model.

[0127] The condensate volume assessment result determination unit is used to compare the current cabin wall temperature and the current dew point temperature, and determine the condensate volume assessment result under the scenario to be assessed based on the comparison result.

[0128] Optionally, the condensate volume assessment result determination unit includes:

[0129] The current condensation data determination subunit is used to determine the current condensation area of ​​the inner wall of each target cabin in the target cabin simulation model and the current condensation duration of the inner wall of each target cabin in the scenario to be evaluated if the comparison result is that the current cabin wall temperature is less than the current dew point temperature.

[0130] The condensate volume assessment result determination subunit is used to determine the current condensate volume of the corresponding target cabin interior wall based on the current condensation area of ​​the wall, the current condensation duration, the current cabin wall temperature, the current air supply temperature, and the current air supply relative humidity, and to determine the condensate volume assessment result for the scenario to be assessed based on the current condensate volume of each target cabin interior wall.

[0131] Optionally, the condensate volume assessment result determination sub-unit is specifically used for:

[0132] Based on the current supply air temperature and the current supply air relative humidity, determine the current supply air humidity ratio, and based on the current cabin wall temperature, determine the current saturation humidity ratio.

[0133] The current condensation amount on the inner wall of the corresponding target cabin is determined based on the current condensation area, the current condensation duration, the current supply air humidity ratio, and the current saturation humidity ratio.

[0134] Optionally, the condensate volume assessment result determination unit includes:

[0135] The non-condensable water determination subunit is used to determine the condensate volume assessment result of the scenario to be evaluated as non-condensable water in the cabin to be evaluated if the comparison result is that the current cabin wall temperature is greater than or equal to the current dew point temperature.

[0136] Optionally, the current driving-related data includes the current sea breeze temperature, the current sea surface wind speed, and the current driving speed; the current environment-related data includes the current temperature data and the current humidity data.

[0137] Optionally, if the current attribute data includes the hull length, hull plating thickness, and hull material thermal conductivity of the vessel where the compartment to be evaluated is located, then the current compartment wall temperature determination unit is specifically used for:

[0138] Based on the current sea surface wind speed and the current sailing speed, determine the current coupling speed of the vessel where the compartment to be evaluated is located;

[0139] Based on the hull length, the current air data, and the current coupling speed, the current convective heat transfer coefficient is determined, and based on the hull plating thickness, the thermal conductivity of the hull material, the current sea breeze temperature, and the current convective heat transfer coefficient, the current cabin wall temperature of the compartment to be evaluated is determined.

[0140] The ship bulkhead condensate assessment device provided in this embodiment of the invention can execute the ship bulkhead condensate assessment method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing each ship bulkhead condensate assessment method.

[0141] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision and disclosure of the airflow form to be evaluated and the current evaluation related data are all in compliance with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0142] Example 5

[0143] Figure 4 This is a schematic diagram of an electronic device for implementing a method for assessing condensate volume in ship bulkheads, provided in Embodiment 5 of the present invention. The electronic device 10 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0144] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0145] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0146] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as methods for assessing condensate volume in ship bulkheads.

[0147] In some embodiments, the method for assessing bulkhead condensate volume may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the method for assessing bulkhead condensate volume described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the method for assessing bulkhead condensate volume by any other suitable means (e.g., by means of firmware).

[0148] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0149] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0150] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0151] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0152] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0153] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0154] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0155] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for assessing the amount of condensate in ship bulkheads, characterized in that, The method comprises the following steps: obtaining the current evaluation associated data and the current airflow form of the to-be-evaluated cabin in the to-be-evaluated scene, and determining the current cabin simulation model from the pre-set candidate cabin simulation model according to the current airflow form; wherein the current evaluation associated data comprises current driving associated data and current environment associated data; updating the model parameters in the current cabin simulation model according to the current environment associated data to obtain the target cabin simulation model in the to-be-evaluated scene; inputting the current driving associated data into the target cabin simulation model to obtain the condensation amount evaluation result in the to-be-evaluated scene; wherein the step of inputting the current driving associated data into the target cabin simulation model to obtain the condensation amount evaluation result in the to-be-evaluated scene comprises: inputting the current driving associated data into the target cabin simulation model, and determining the current cabin wall surface temperature of the to-be-evaluated cabin according to the current attribute data, the current air data and the current driving associated data in the target cabin simulation model; determining the current dew point temperature according to the current supply air temperature and the current supply air relative humidity in the target cabin simulation model; comparing the current cabin wall surface temperature with the current dew point temperature, and determining the condensation amount evaluation result in the to-be-evaluated scene according to the comparison result.

2. The method of claim 1, wherein, the step of determining the condensation amount evaluation result in the to-be-evaluated scene according to the comparison result comprises: if the comparison result is that the current cabin wall surface temperature is less than the current dew point temperature, then determining the current wall surface condensation area of each target cabin inner wall in the target cabin simulation model and the current condensation duration of each target cabin inner wall in the to-be-evaluated scene respectively; determining the current condensation amount of the corresponding target cabin inner wall according to the current wall surface condensation area, the current condensation duration, the current cabin wall surface temperature, the current supply air temperature and the current supply air relative humidity, and determining the condensation amount evaluation result in the to-be-evaluated scene according to the current condensation amount of each target cabin inner wall.

3. The method of claim 2, wherein, the step of determining the current condensation amount of the corresponding target cabin inner wall according to the current wall surface condensation area, the current condensation duration, the current cabin wall surface temperature, the current supply air temperature and the current supply air relative humidity comprises: determining the current supply air humidity ratio according to the current supply air temperature and the current supply air relative humidity, and determining the current saturated humidity ratio according to the current cabin wall surface temperature; determining the current condensation amount of the corresponding target cabin inner wall according to the current wall surface condensation area, the current condensation duration, the current supply air humidity ratio and the current saturated humidity ratio.

4. The method of claim 1, wherein, the step of determining the condensation amount evaluation result in the to-be-evaluated scene according to the comparison result comprises: if the comparison result is that the current cabin wall surface temperature is greater than or equal to the current dew point temperature, then determining that the condensation amount evaluation result in the to-be-evaluated scene is that the to-be-evaluated cabin has no condensation.

5. The method according to any one of claims 1-4, characterized in that, The current sailing-related data includes a current sea wind temperature, a current sea surface wind speed and a current sailing speed; and the current environment-related data includes current temperature data and current humidity data.

6. The method of claim 5, wherein, If the current attribute data includes a hull length, a hull plate thickness and a hull material thermal conductivity coefficient of a current ship on which the cabin to be evaluated is located; then the determination of the current cabin wall surface temperature of the cabin to be evaluated according to the current attribute data, the current air data and the current sailing-related data in the target cabin simulation model comprises: determining a current coupling speed of the current ship on which the cabin to be evaluated is located according to the current sea surface wind speed and the current sailing speed; determining a current convection heat transfer coefficient according to the hull length, the current air data and the current coupling speed, and determining the current cabin wall surface temperature of the cabin to be evaluated according to the hull plate thickness, the hull material thermal conductivity coefficient, the current sea wind temperature and the current convection heat transfer coefficient.

7. A ship bulkhead condensation assessment device, characterized by, comprise: a current cabin simulation model determination module configured to acquire a to-be-evaluated airflow form and current evaluation-related data of a cabin to be evaluated under a to-be-evaluated scenario, and determine a current cabin simulation model from a pre-set candidate cabin simulation model according to the to-be-evaluated airflow form; wherein the current evaluation-related data includes current sailing-related data and current environment-related data; a target cabin simulation model determination module configured to update model parameters in the current cabin simulation model according to the current environment-related data, to obtain a target cabin simulation model under the to-be-evaluated scenario; a condensation amount evaluation result determination module configured to input the current sailing-related data into the target cabin simulation model to obtain a condensation amount evaluation result under the to-be-evaluated scenario; wherein the condensation amount evaluation result determination module comprises: a current cabin wall surface temperature determination unit configured to input the current sailing-related data into the target cabin simulation model, and determine a current cabin wall surface temperature of the cabin to be evaluated according to current attribute data, current air data and the current sailing-related data in the target cabin simulation model; a current dew point temperature determination unit configured to determine a current dew point temperature according to a current supply air temperature and a current supply air relative humidity in the target cabin simulation model; a condensation amount evaluation result determination unit configured to compare the current cabin wall surface temperature and the current dew point temperature, and determine a condensation amount evaluation result under the to-be-evaluated scenario according to a comparison result.

8. An electronic device, comprising: comprise: one or more processors; a memory for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors implement a ship cabin wall condensation amount evaluation method as claimed in any one of claims 1-6.

9. A computer readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement a ship cabin wall condensation amount evaluation method as claimed in any one of claims 1-6.

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