Method and device for testing loss factor in real ship, electronic equipment and storage medium

Abstract

The invention provides a method and a device for testing loss factors in a real ship, electronic equipment and a storage medium. The method comprises the following steps: acquiring sensing data acquired by sensors of a plurality of subsystems in a target test range on the ship; the plurality of subsystems comprise an excitation input subsystem, a first part subsystem connected with the excitation input subsystem, and a second part subsystem connected with the first part subsystem; based on the sensing data, determining the average energy density of the target measuring point of each subsystem; and constructing a power balance equation based on the excitation input power and angular frequency of the excitation input subsystem, the internal loss factor, the line connection coupling loss factor and the point link coupling loss factor of the first part subsystem and the average energy density of each subsystem, and solving to obtain the internal loss factor of the real ship. The problems that the internal loss factor test precision is low, the test result has deviation due to background noise interference, and the test efficiency of a multi-coupling structure is low can be solved.

Description

Technical Field

[0001] This invention relates to the field of marine engineering technology, specifically to a method, apparatus, electronic device, and storage medium for testing loss factors inside a ship. Background Technology

[0002] In the field of vibration and noise prediction for large cruise ships, Statistical Energy Analysis (SEA) has become the mainstream international design verification method due to its high efficiency in predicting high-frequency noise in complex systems. The core implementation of SEA relies on three parameters: internal loss factor, coupling loss factor, and modal density. Among them, the internal loss factor, as a key parameter characterizing the damping characteristics of the system, directly determines the reliability of the SEA model and is crucial for assessing the vibration energy dissipation capacity.

[0003] High-precision measurement of the internal loss factor is the key to solving the above problems. In current engineering practice, the band-averaged internal loss factor is mostly calculated using the steady-state energy flow method or the transient attenuation method. The steady-state energy flow method is complex and prone to significant error accumulation due to the need for precise calculation of input power, making it difficult to meet engineering accuracy requirements. The transient attenuation method, on the other hand, extracts the band-averaged internal loss factor by measuring the attenuation characteristics of the envelope of a free vibration signal and combining it with Hilbert transform. It has advantages such as no need for input power measurement and controllable statistical errors, making it particularly suitable for on-site engineering testing. Publicly available technical literature indicates that domestic and foreign patent technologies for internal loss factor measurement are mainly concentrated in specific fields (such as free-hanging of aircraft sections, bending wave velocity differences of composite damping plates, and impulse response measurement devices), but none of them involve systematic testing methods for typical ship structures (such as irregular bulkheads and composite damping layers). Analysis reveals three significant shortcomings in existing technical solutions: First, traditional testing methods in laboratory environments are difficult to apply directly to complex real-world ship conditions, lacking engineering applicability; second, data on the damping characteristics of typical ship structures are scarce, directly limiting the accuracy of SEA model construction; and third, existing measurement devices are mostly designed for single materials or simple structures, failing to meet the parameter identification requirements for complex acoustic and vibration transmission paths.

[0004] In summary, current methods for testing internal loss factors have many limitations and uncertainties, resulting in low accuracy in testing internal loss factors of complex structures in large cruise ships. Background noise interference can cause deviations in test results, and the testing efficiency for multi-coupled structures is also low. Summary of the Invention

[0005] In view of this, it is necessary to provide a method, apparatus, electronic equipment and storage medium for testing the internal loss factor of a real ship, in order to solve the technical problems that current internal loss factor testing methods have many limitations and uncertainties, resulting in low accuracy of internal loss factor testing of complex structures of large cruise ships, background noise interference causing deviations in test results, and low testing efficiency of multi-coupled structures.

[0006] To address the aforementioned problems, in a first aspect, the present invention provides a method for testing the loss factor within a real ship, comprising: The system acquires sensor data collected by sensors from multiple subsystems within the target testing range on the ship. These subsystems include an excitation input subsystem, a first subsystem connected to the excitation input subsystem, and a second subsystem connected to the first subsystem. The sensor data includes acceleration signals and force feedback signals. The excitation input subsystem is used for excitation input based on an electronically controlled exciter. Based on the sensor data, the average energy density of the target measurement point of each subsystem is determined; Based on the excitation input power and angular frequency of the excitation input subsystem, the internal loss factor, line connection coupling loss factor and point connection coupling loss factor of the first part of the subsystem, and the average energy density of each subsystem, a power balance equation is constructed. The power balance equation is solved to obtain the energy transfer efficiency; The actual shipboard loss factor is obtained by multiplying the energy transfer efficiency by the preset basic loss factor.

[0007] In one possible implementation, the sensor includes a plurality of force impedance sensors and a plurality of acceleration sensors; A vibrator is arranged at the excitation point of the excitation input subsystem; The plurality of force impedance sensors are respectively set at the contact points between the exciter and the specimen to collect force feedback signals; The multiple acceleration sensors are respectively set around the target measurement point to collect acceleration signals.

[0008] In one possible implementation, the method for testing the loss factor within a real ship also includes: The excitation input power is obtained based on the input force spectrum and the input admittance at the excitation point.

[0009] In one possible implementation, the excitation input power is calculated based on the following formula:

[0010] in, P in To excite the input power, Sff ( oh () represents the input force spectrum. Y ( oh () is the input admittance at the excitation point. oh ω is the angular frequency.

[0011] In one possible implementation, the average energy density at the target measurement point is calculated based on the following formula:

[0012] in, The average energy density at the target measurement point. Y if ( oh ) is the first i Input admittance at each excitation point m i For the first i The quality of each response point oh 1 represents the minimum angular frequency. oh 2 is the maximum angular frequency. N This represents the total number of subsystems.

[0013] In one possible implementation, the power balance equations include:

[0014]

[0015] in, This represents the coupling loss factor for line connections. The point link coupling loss factor. or Internal loss factor E 1. E 2. E 3. E 4. E 5. E 6. E 7. E 8 and E 9 represents the average energy density of the target measurement points in each subsystem of the first part of the subsystem. b This is the vector corresponding to the excitation input power.

[0016] In one possible implementation, the power balance equation is solved to obtain the energy transfer efficiency, including: The power balance equation is initially solved by least squares to match the excitation input power and obtain the target loss factor. The energy transfer efficiency is obtained based on the ratio of the target loss factor to the preset basic loss factor. The power balance equation is solved iteratively by least squares until the energy transfer efficiency converges, thus obtaining the final energy transfer efficiency.

[0017] Secondly, the present invention also provides a device for testing the loss factor inside a ship, comprising: The data acquisition module is used to acquire sensor data collected by sensors from multiple subsystems within the target testing range on the ship; the multiple subsystems include an excitation input subsystem, a first part subsystem connected to the excitation input subsystem, and a second part subsystem connected to the first part subsystem; the sensor data includes acceleration signals and force feedback signals; the excitation input subsystem is used for excitation input based on an electronically controlled exciter. An energy density calculation module is used to determine the average energy density of each target measurement point in the subsystem based on the sensing data. The equation construction module is used to construct power balance equations based on the excitation input power of the excitation input subsystem, the angular frequency, the internal loss factor of the first part of the subsystem, the line connection coupling loss factor and the point link coupling loss factor, and the average energy density of each subsystem. The equation solving module is used to solve the power balance equation to obtain the energy transfer efficiency; The loss calculation module is used to obtain the actual shipboard loss factor based on the product of the energy transfer efficiency and the preset basic loss factor.

[0018] Thirdly, the present invention also provides an electronic device, including a memory and a processor, wherein, The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps of the shipboard loss factor test method as described in any of the preceding claims.

[0019] Fourthly, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the actual shipboard loss factor test method as described in any of the preceding claims.

[0020] The beneficial effects of the above implementation method are as follows: This invention can realize excitation power input through the excitation input subsystem, using the power input method to replace the traditional transient decay method. Combined with the subsystem partitioning optimization strategy and reciprocity principle constraints, the average energy density test of a homogeneous isotropic plate is conducted on a real ship. An energy finite element analysis error function with the internal loss factor as the variable is constructed, resulting in a power balance equation. Addressing the drawback of existing internal loss factor testing techniques, which generally rely on manual operation of a force hammer to excite the specimen, leading to large human errors, the method provided by this invention uses an electrically controlled vibrator to achieve more controllable excitation intensity compared to using a force hammer, improving the accuracy and reliability of the obtained data. By solving the power balance equation, the internal loss factor can be efficiently identified by inversely deducing it. This achieves high-precision testing of the internal loss factor and modal density of complex structures in large cruise ships, thus solving the technical problems of current internal loss factor testing methods having many limitations and uncertainties, resulting in low testing accuracy of internal loss factor in complex structures of large cruise ships, background noise interference causing deviations in test results, and low testing efficiency for multi-coupled structures. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A flowchart of an embodiment of the shipboard internal loss factor testing method provided by the present invention; Figure 2 A flowchart of another embodiment of the shipboard internal loss factor testing method provided by the present invention; Figure 3 A schematic diagram of the selected test area on the actual ship provided by the present invention; Figure 4 A schematic diagram of the experimental principle provided for this invention; Figure 5 This invention provides a partition diagram of the specimen subsystem. Figure 6 This is a schematic diagram of the installation principle of the vibrator device provided by the present invention; Figure 7 A schematic diagram of an embodiment of the shipboard loss factor testing device provided by the present invention; Figure 8 A schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0024] In the description of the embodiments of this application, unless otherwise stated, "a plurality of" means two or more.

[0025] In this embodiment of the invention, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, apparatus, product or device that includes a series of steps or modules is not necessarily limited to those steps or modules that are explicitly listed, but may include other steps or modules that are not explicitly listed or that are inherent to such process, method, product or device.

[0026] The naming or numbering of steps in the embodiments of the present invention does not mean that the steps in the method flow must be executed in the time / logical order indicated by the naming or numbering. The execution order of the named or numbered process steps can be changed according to the technical purpose to be achieved, as long as the same or similar technical effect can be achieved.

[0027] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0028] This invention provides a method, apparatus, electronic device, and storage medium for testing the loss factor inside a ship, which are described below.

[0029] like Figure 1 As shown, this invention provides a method for testing the loss factor inside a ship. The method can be implemented by executing an application on a terminal or server. The terminal can be a mobile phone or tablet, and the server can be a cloud server or an edge server. The method includes: S101. Acquire sensor data collected by sensors from multiple subsystems within the target testing range on the ship; the multiple subsystems include an excitation input subsystem, a first part subsystem connected to the excitation input subsystem, and a second part subsystem connected to the first part subsystem; the sensor data includes acceleration signals and force feedback signals. The excitation input subsystem is used for excitation input based on an electronically controlled exciter.

[0030] It is understood that, in the method provided by this invention, the target testing range can be within a ship: (1) Inside cabin, ocean view cabin, suite; (2) Areas where the noise model of the first ship exceeds the standard; (3) Floating floor area of ​​the first ship (sports and entertainment area); (4) Floating floor laying area of ​​the first ship (power equipment area).

[0031] For example, there are 25 subsystems. Subsystem 1 is the system with excitation input. Subsystems 2-9 are subsystems connected to subsystem 1, i.e., the first part of the subsystems. Subsystems 10-25 are subsystems connected to subsystems 2-9, i.e., the second part of the subsystems. Here, we introduce the assumption that the vibrational energy leakage of subsystems 10-25 is ignored, and that the energy is blocked in subsystems 2-9, i.e., the energy is dissipated only in subsystems 1-9.

[0032] S102. Based on the sensing data, determine the average energy density of the target measurement point of each subsystem.

[0033] It is understandable that each subsystem has multiple sensors at different locations, which can collect multiple sets of sensor data, thereby allowing the calculation of the average energy density of the target measurement point of the subsystem.

[0034] S103. Based on the excitation input power, angular frequency, internal loss factor, line connection coupling loss factor, and point connection coupling loss factor of the first part of the subsystem, as well as the average energy density of each subsystem, construct the power balance equation.

[0035] Understandably, the power balance equation is mainly constructed based on the relevant parameters of the excitation input subsystem and the first part of the subsystem, such as subsystems 1-9 mentioned above. If these nine subsystems have similar structures, their internal loss factors can be considered to be the same. Their modal densities are also highly similar. According to the conservative coupling assumption, the loss factors of line-connected couplings are considered equal, and the loss factors of point-connected couplings are considered equal. Therefore, the number of unknowns is simplified to three. After simplification, the power balance equation can be obtained.

[0036] S104. Solve the power balance equation to obtain the energy transfer efficiency.

[0037] It is understandable that the power balance equations can be in the form of an overdetermined system of equations, and then solved using the least squares method.

[0038] S105. Based on the product of the energy transfer efficiency and the preset basic loss factor, the actual ship internal loss factor is obtained.

[0039] Understandably, this invention, based on the Statistical Energy Analysis (SEA framework, replacing the traditional transient decay method with a power input method, combined with subsystem partitioning optimization strategies and reciprocity principle constraints), conducts average energy density tests on homogeneous isotropic flat plates on actual ships. It tests and characterizes parameters used for internal loss factor identification, and constructs an energy finite element analysis error function with the internal loss factor as the variable. Addressing the drawback of existing internal loss factor testing techniques, which typically rely on manual excitation with a force hammer, leading to significant human error, the method provided in this invention utilizes an electrically controlled vibrator. This provides more controllable excitation intensity compared to using a force hammer, improving the accuracy and reliability of the obtained data. The data is processed technically by a backend computer, and the overdetermined equations are solved using the least squares method to gradually bring the energy transfer efficiency to a convergence value, thereby inversely deriving the internal loss factor for efficient identification. This achieves high-precision testing of the internal loss factor and modal density of complex structures in large cruise ships.

[0040] In some embodiments, the sensor includes a plurality of force impedance sensors and a plurality of acceleration sensors; A vibrator is arranged at the excitation point of the excitation input subsystem; The plurality of force impedance sensors are respectively set at the contact points between the exciter and the specimen to collect force feedback signals; The multiple acceleration sensors are respectively set around the target measurement point to collect acceleration signals.

[0041] Understandably, N acceleration sensors are arranged around the target measurement point, an exciter is placed at the excitation point, and a force impedance sensor is placed at the contact point between the exciter and the specimen. After connecting the required testing instruments, the test begins, and acceleration signals and force feedback signals are collected simultaneously.

[0042] The average energy density is calculated from the measured signal data. E i The average energy density of the target measurement point is obtained by combining the acceleration signal data obtained from the test with sensor position data and other information according to relevant formulas.

[0043] In some embodiments, the method for testing the loss factor within a real ship further includes: The excitation input power is obtained based on the input force spectrum and the input admittance at the excitation point.

[0044] The excitation input power is calculated based on the following formula:

[0045] in, P in To excite the input power, S ff ( oh() represents the input force spectrum. Y ( oh () is the input admittance at the excitation point. oh ω is the angular frequency.

[0046] Understandably, the results obtained from tests on actual ships indicate that, within a specific analysis bandwidth, the input power... P in The cross spectrum of input force and excitation point response velocity can be obtained. S fv To obtain, that is:

[0047] In the formula P in Indicates input power. S fv This represents the cross spectrum of the response velocity at the excitation point. oh It represents angular frequency.

[0048] It is possible to obtain the input force spectrum S ff and the input admittance of the excitation point of the specimen Y The formula for calculating input power is:

[0049] In the formula S ff Indicates the input force spectrum. Y ( oh ) indicates the input admittance at the excitation point of the specimen.

[0050] In some embodiments, the average energy density of the target measurement point is calculated based on the following formula:

[0051] in, The average energy density at the target measurement point. Y if ( oh ) is the first i Input admittance at each excitation point m i For the first i The quality of each response point oh 1 represents the minimum angular frequency. oh 2 is the maximum angular frequency. N This represents the total number of subsystems.

[0052] Understandable, In some embodiments, the power balance equation includes:

[0053]

[0054] in, This represents the coupling loss factor for line connections. The point link coupling loss factor. or Internal loss factor E 1. E 2. E 3. E 4. E 5. E 6. E 7. E 8 and E 9 represents the average energy density of the target measurement points in each subsystem of the first part of the subsystem. b This is the vector corresponding to the excitation input power.

[0055] Understandably, A is the coefficient matrix. b It is the corresponding vector, which can be used to represent the matrix corresponding to the excitation input power.

[0056] In the entire computational logic, the initial goal is to directly calculate the loss factor to match the measured input power. b The goal of subsequent iterations is to seek energy transfer efficiency. K The convergence of values.

[0057] once K A stable value means that the entire model system has reached an energy balance state, and the loss factor derived from this state is the most reliable. b The fixed value is transformed into the value obtained from the previous round of calculation, and this pattern is used in the iteration.

[0058] In some embodiments, solving the power balance equation to obtain the energy transfer efficiency includes: The power balance equation is initially solved by least squares to match the excitation input power and obtain the target loss factor. The energy transfer efficiency is obtained based on the ratio of the target loss factor to the preset basic loss factor. The power balance equation is solved iteratively by least squares until the energy transfer efficiency converges, thus obtaining the final energy transfer efficiency.

[0059] Understandably, the first least squares solution yields a vector containing the core loss factor. X (Including internal loss factor and line / coupled connection loss factor), the initial energy transfer efficiency is calculated accordingly. K Value and enter the iteration loop: Use the current one each time K After correcting the model, solve again.X And update K until K The value converges; ultimately, the convergence is utilized. K Value and known loss factor η within subsystem 8 B Multiplication (η) 10 = K × η B ), and in turn, the target coupling loss factor η is derived. 10 This refers to the actual ship internal loss factor, which is used to ensure the accuracy of the results through iterative optimization.

[0060] In some embodiments, such as Figure 2 As shown, the method provided by this invention includes the following steps: Step 1: Arrangement of test points and selection of test parameters.

[0061] 1.1 Select a suitable test range on the actual ship (e.g., Figure 3 As shown in the diagram, the deck surface within the test area must be clean and free of foreign objects, and there should be no structural interference such as reinforcing ribs at the bottom. The accelerometer sensor arrangement must meet the relevant requirements of an equidistant network to ensure the accuracy of displacement calculation. The test parameters must be determined, including structural parameters, sensor location parameters, and analysis parameters. Structural parameters include the plate's bending stiffness D, Poisson's ratio ν, density ρ, and thickness h; sensor location parameters include sensor spacing d, position w, etc. ij The analysis parameters include the upper limit frequency f. a =1000 Hz and lower limit frequency f b =0 Hz, force impedance sensor signal f in Cross spectrum of excitation point response velocity S fv， Input force spectrum at excitation point S ff and the input admittance of the excitation point of the specimen Y The relevant test principle diagram is as follows: Figure 4 As shown.

[0062] 1.2, such as Figure 5 As shown, the subsystem is divided as follows: Subsystem 1 is a system with excitation input; Subsystems 2-9 are subsystems connected to subsystem 1, i.e., the first part of the subsystems; Subsystem 10-25 is a subsystem connected to subsystem 2-9, that is, the second part of the subsystem.

[0063] Here we introduce the assumption that we ignore the vibrational energy leakage of subsystems 10-25 and believe that the energy is blocked in subsystems 2-9, that is, the energy is dissipated only in subsystems 1-9.

[0064] 1.3. Arrange N accelerometers around the target measurement point, place a vibrator at the excitation point, and install force-impedance sensors at the contact point between the vibrator and the specimen. After connecting the required testing instruments, begin the test, simultaneously acquiring acceleration and force feedback signals. The vibrator arrangement principle is as follows: Figure 6 As shown.

[0065] 1.4 Calculate the average energy density using the measured signal data. Hey The average energy density of the target measurement point is obtained by combining the acceleration signal data obtained from the test with sensor position data and other information according to relevant formulas.

[0066] Step 2: Establish an energy transfer model.

[0067] 2.1 Determine the numerical calculation parameters.

[0068] The model parameters include the plate's elastic modulus. E Poisson's ratio v ,density r ,thickness h , x Directional length lx and y Directional length ly The grid ratio parameter includes the node region number corresponding to the target measurement point. N 0; Analysis parameters include force impedance sensor signals. f in Cross spectrum of response velocity at excitation point S fv .

[0069] 2.2 Program initialization.

[0070] Steps 1.3 and 2.1 respectively measured and determined the numerical calculation parameters. Results from tests on a real ship show that, within a specific analysis bandwidth, the input power... P in The cross spectrum of input force and excitation point response velocity can be obtained. S fv To obtain, that is:

[0071] In the formula P in Indicates input power. S fv This represents the cross spectrum of the response velocity at the excitation point. oh It represents angular frequency.

[0072] It is possible to obtain the input force spectrum S ff and the input admittance of the excitation point of the specimen YThe formula for calculating input power is:

[0073] In the formula S ff Indicates the input force spectrum. Y ( oh ) indicates the input admittance at the excitation point of the specimen.

[0074] The formula for calculating the average structural response energy is:

[0075] In the formula This represents the time-averaged total energy, which is the structural average response energy. m i Indicates the first i The quality of each response point Indicates the first i Input admittance at each excitation point of the specimen i Indicates the response point, i.e., the first... i The location of the accelerometer.

[0076] The data obtained from step one applies to the following power balance equation:

[0077] In the formula P Represents input power. E Represents the vibrational energy of the system, its subscript in Indicates input, subscript i and ij This indicates the subsystem number or composite number of each module.

[0078] In the power input method, the energy input and the corresponding system output will maintain a state of equilibrium. Under this condition, the power balance equation can be written as:

[0079] The method for determining the loss factor includes the following formula:

[0080] In the formula or The loss factor is a dimensionless number. P in For input power, oh Angular frequency, This represents the average vibrational energy.

[0081] Based on the above series of formulas, the mathematical model for subsystems 1-9 can be established as follows:

[0082] In the formula oh Represents angular frequency. or The loss factor is a dimensionless number. E This represents the vibrational energy of the system. Therefore, from the above set of equations, we can derive:

[0083] set up ; In the formula K The efficiency of energy transfer is a dimensionless number. or This represents the internal loss factor. Here... or B It is a definite value. All subsequent steps will proceed based on this formula.

[0084] Step 3: Construct the coefficient matrix A and the vector b / ω.

[0085] 3.1 Construct the coefficient matrix A.

[0086] Step two can introduce the conservative coupling assumption:

[0087] There are 9 internal loss factors and 16 coupling loss factors in the system of equations.

[0088] If these nine subsystems have similar structures, then the internal loss factor can be considered as... or They are identical. Furthermore, their modal densities are highly similar. Based on the conservative coupling assumption, the coupling loss factor of the line connection can be considered... Equal, point link coupling loss factor Since they are equal, the number of unknowns is reduced to three. After simplification, we obtain the following system of equations:

[0089]

[0090]

[0091] In the formula, A is the constructed coefficient matrix, and ω is the angular frequency. Hey This represents the energy value at each measuring point.

[0092] 3.2 Solve for the loss factor.

[0093] Using the energy value calculated in step one E 1 to E 12 Divide the known input power by the angular frequency: Pin / oh The coupling loss factors of subsystem 11 and subsystem 12 are calculated using empirical formulas. or .

[0094] Step 4: Solve the overdetermined system of equations using least squares.

[0095] In solving the system of equations listed in step two, when the coefficient matrix A is close to singular, direct inversion may lead to numerical instability. Secondly, noise often occurs during signal measurement, and its impact should be minimized. An overdetermined system of equations is then established, and the same method is used to handle all cases, choosing the least squares method for solution.

[0096] The least squares solution formula for overdetermined systems of equations is as follows:

[0097] In the formula, A is the coefficient matrix. b It is the corresponding vector. X It is the target vector, which is the standard solution of the least squares method.

[0098] The target vector includes the internal loss factor, the line connection loss factor, and the coupling connection loss factor.

[0099] Step 5: Update K value.

[0100] After performing the above steps, the new formula is obtained from the following steps. K value( K new ):

[0101] In the formula K new This represents the new energy transfer efficiency obtained after solving the overdetermined equations.

[0102] Repeat the above steps iteratively until you get... K The convergence value.

[0103] Step Six: From the already converged K Inverse calculation of the coupling loss factor or 10 The value of .

[0104] During the iterative process, a result will be obtained each time. K newThe value, in the iteration to K The iteration process terminates when the value reaches the convergence value, and the output is... K Value multiplied by or B The desired loss factor is obtained. or 10 .

[0105] The method provided by this invention first deploys sensors and collects acceleration and force signals, calculating the average energy density at each measuring point; then, it establishes an energy transfer model based on the power balance equation, simplifying the unknown loss factor from 25 unknowns to 3 key parameters through structural similarity assumptions; it constructs an overdetermined system of equations using experimental data, solves it using the least squares method, and iteratively updates the energy transfer efficiency K value until convergence; finally, it achieves convergence through... K The target coupling loss factor is derived from the value. or 10 ( or 10 = K × or B This method combines experimental measurement with iterative calculation to solve the problem of quantifying the loss factor in complex structures on actual ships.

[0106] The experimental setup of this invention bridges the gap between laboratory experiments and real-ship experiments. Secondly, this invention replaces the transient attenuation method with a power input method, eliminating the operational randomness introduced by manual tapping through steady-state pseudo-random noise excitation (0Hz-1000Hz). This improves the reproducibility of the internal loss factor test by ≥30%. The method provided by this invention employs a multi-point spatiotemporal averaging approach in the data acquisition step: ≥3 triaxial accelerometers are randomly arranged in each subsystem according to the "diagonal + center" principle, and the average value is obtained through multiple rounds of measurement. When processing the acquired data, the method provided by this invention establishes an overdetermined system of equations and then solves it by dimensionality reduction: by integrating structural similarity assumptions with empirical formulas, the number of unknowns in the equation system is simplified from 25 to 3, which improves the solution efficiency. By combining experimental measurement and iterative calculation, the quantification problem of the loss factor in complex structures is solved.

[0107] Compared with existing technologies, this invention achieves significant progress in testing accuracy, testing efficiency, and engineering applicability. It effectively solves the problem of testing distortion caused by background noise interference. Combined with steady-state excitation using the power input method, the internal loss factor testing deviation is reduced from ±15% to within ±5%. The invention successfully overcomes the operational randomness introduced by artificial excitation at its root during the experimental design phase. The scheme employs pseudo-random noise excitation + coherence function screening (γ²>0.8) to ensure controllable input force spectrum. The method provided by this invention was tested on a real ship, achieving a standard deviation of ±3.5% for 30 sets of repeated experiments. This result indicates that the reproducibility of the method provided by this invention is ≥30% higher than traditional internal loss factor testing methods. Based on structural similarity classification and reciprocity principle constraints, the method provided by this invention overcomes the bottleneck of efficiency in modeling irregular structures by establishing an overdetermined system of equations. It reduces the dimensionality of 25 subsystem position parameters to 3 core variables, significantly improving solution efficiency and reducing dependence on empirical formulas, thus verifying the reliability of the method. By continuously iterating and calculating, the convergence point of energy transfer efficiency is found, solving the problem of insufficient accuracy in obtaining the internal loss factor in the past. This testing technique has proven beneficial for engineering applications.

[0108] like Figure 7 As shown, the present invention also provides a shipboard loss factor testing device 700, comprising: The data acquisition module 701 is used to acquire sensor data collected by sensors of multiple subsystems within the target test range on the ship; the multiple subsystems include an excitation input subsystem, a first part subsystem connected to the excitation input subsystem, and a second part subsystem connected to the first part subsystem; the sensor data includes acceleration signals and force feedback signals; the excitation input subsystem is used for excitation input based on an electronically controlled exciter. The energy density calculation module 702 is used to determine the average energy density of each subsystem target measurement point based on the sensing data. Equation building module 703 is used to build power balance equations based on the excitation input power of the excitation input subsystem, angular frequency, internal loss factor of the first part of the subsystem, line connection coupling loss factor and point link coupling loss factor, and average energy density of each subsystem. The equation solving module 704 is used to solve the power balance equation to obtain the energy transfer efficiency; The loss calculation module 705 is used to obtain the actual shipboard loss factor based on the product of the energy transfer efficiency and the preset basic loss factor.

[0109] The actual ship internal loss factor testing device provided in the above embodiments can realize the technical solutions described in the above actual ship internal loss factor testing method embodiments. The specific implementation principles of each module or unit can be found in the corresponding content in the above actual ship internal loss factor testing method embodiments, which will not be repeated here.

[0110] like Figure 8 As shown, the present invention also provides an electronic device 800. The electronic device 800 includes a processor 801, a memory 802, and a display 803. Figure 8 Only some components of the electronic device 800 are shown, but it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented instead.

[0111] In some embodiments, memory 802 may be an internal storage unit of electronic device 800, such as a hard disk or memory of electronic device 800. In other embodiments, memory 802 may also be an external storage device of electronic device 800, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 800.

[0112] Furthermore, the memory 802 may include both internal storage units of the electronic device 800 and external storage devices. The memory 802 is used to store application software and various types of data installed on the electronic device 800.

[0113] In some embodiments, processor 801 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 802 or process data, such as the shipboard loss factor test method of the present invention.

[0114] In some embodiments, display 803 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 803 is used to display information from electronic device 800 and to display a visual user interface. Components 801-803 of electronic device 800 communicate with each other via a system bus.

[0115] In some embodiments of the present invention, when the processor 801 executes the actual shipboard loss factor test program in the memory 802, the following steps can be implemented: The system acquires sensor data collected by sensors from multiple subsystems within the target testing range on the ship. These subsystems include an excitation input subsystem, a first subsystem connected to the excitation input subsystem, and a second subsystem connected to the first subsystem. The sensor data includes acceleration signals and force feedback signals. The excitation input subsystem is used for excitation input based on an electronically controlled exciter. Based on the sensor data, the average energy density of the target measurement point of each subsystem is determined; Based on the excitation input power and angular frequency of the excitation input subsystem, the internal loss factor, line connection coupling loss factor and point connection coupling loss factor of the first part of the subsystem, and the average energy density of each subsystem, a power balance equation is constructed. The power balance equation is solved to obtain the energy transfer efficiency; The actual shipboard loss factor is obtained by multiplying the energy transfer efficiency by the preset basic loss factor.

[0116] It should be understood that when the processor 801 executes the real ship internal loss factor test program in the memory 802, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.

[0117] Furthermore, the embodiments of the present invention do not specifically limit the type of electronic device 800 mentioned. Electronic device 800 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, electronic device 800 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0118] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the shipboard loss factor testing method provided by the methods described above, the method comprising: The system acquires sensor data collected by sensors from multiple subsystems within the target testing range on the ship. These subsystems include an excitation input subsystem, a first subsystem connected to the excitation input subsystem, and a second subsystem connected to the first subsystem. The sensor data includes acceleration signals and force feedback signals. The excitation input subsystem is used for excitation input based on an electronically controlled exciter. Based on the sensor data, the average energy density of the target measurement point of each subsystem is determined; Based on the excitation input power and angular frequency of the excitation input subsystem, the internal loss factor, line connection coupling loss factor and point connection coupling loss factor of the first part of the subsystem, and the average energy density of each subsystem, a power balance equation is constructed. The power balance equation is solved to obtain the energy transfer efficiency; The actual shipboard loss factor is obtained by multiplying the energy transfer efficiency by the preset basic loss factor.

[0119] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0120] The above provides a detailed description of the shipboard loss factor testing method, apparatus, electronic equipment, and storage medium provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for testing the loss factor inside a real ship, characterized in that, include: Acquire sensor data collected by sensors from multiple subsystems within the target test range on the ship; The plurality of subsystems include an excitation input subsystem, a first part subsystem connected to the excitation input subsystem, and a second part subsystem connected to the first part subsystem; the sensing data includes acceleration signals and force feedback signals; the excitation input subsystem is used for excitation input based on an electronically controlled exciter; Based on the sensor data, the average energy density of the target measurement point of each subsystem is determined; Based on the excitation input power and angular frequency of the excitation input subsystem, the internal loss factor, line connection coupling loss factor and point connection coupling loss factor of the first part of the subsystem, and the average energy density of each subsystem, a power balance equation is constructed. The power balance equation is solved to obtain the energy transfer efficiency; The actual shipboard loss factor is obtained by multiplying the energy transfer efficiency by the preset basic loss factor.

2. The method for testing the loss factor inside a real ship according to claim 1, characterized in that, The sensor includes multiple force impedance sensors and multiple acceleration sensors; A vibrator is arranged at the excitation point of the excitation input subsystem; The plurality of force impedance sensors are respectively set at the contact points between the exciter and the specimen to collect force feedback signals; The multiple acceleration sensors are respectively set around the target measurement point to collect acceleration signals.

3. The method for testing the loss factor inside a ship according to claim 1 or 2, characterized in that, Also includes: The excitation input power is obtained based on the input force spectrum and the input admittance at the excitation point.

4. The method for testing the loss factor inside a real ship according to claim 3, characterized in that, The excitation input power is calculated based on the following formula: in, P in To excite the input power, S ff ( ω () represents the input force spectrum. Y ( ω () is the input admittance at the excitation point. ω ω is the angular frequency.

5. The method for testing the loss factor inside a real ship according to claim 4, characterized in that, The average energy density of the target measurement point is calculated based on the following formula: in, The average energy density at the target measurement point. Y if ( ω ) is the first i Input admittance at each excitation point m i For the first i The quality of each response point ω 1 represents the minimum angular frequency. ω 2 is the maximum angular frequency. N This represents the total number of subsystems.

6. The method for testing the loss factor inside a real ship according to claim 4, characterized in that, The power balance equations include: in, This represents the coupling loss factor for line connections. The point link coupling loss factor. η Internal loss factor E 1. E 2. E 3. E 4. E 5. E 6. E 7. E 8 and E 9 represents the average energy density of the target measurement points in each subsystem of the first part of the subsystem. b This is the vector corresponding to the excitation input power.

7. The method for testing the loss factor inside a real ship according to claim 6, characterized in that, Solving the power balance equation yields the energy transfer efficiency, including: The power balance equation is initially solved by least squares to match the excitation input power and obtain the target loss factor. The energy transfer efficiency is obtained based on the ratio of the target loss factor to the preset basic loss factor. The power balance equation is solved iteratively by least squares until the energy transfer efficiency converges, thus obtaining the final energy transfer efficiency.

8. A device for testing the loss factor inside a real ship, characterized in that, include: The data acquisition module is used to acquire sensor data collected by sensors from multiple subsystems within the target test range on the ship; The plurality of subsystems include an excitation input subsystem, a first part subsystem connected to the excitation input subsystem, and a second part subsystem connected to the first part subsystem; the sensing data includes acceleration signals and force feedback signals; the excitation input subsystem is used for excitation input based on an electronically controlled exciter; An energy density calculation module is used to determine the average energy density of each target measurement point in the subsystem based on the sensing data. The equation construction module is used to construct power balance equations based on the excitation input power of the excitation input subsystem, the angular frequency, the internal loss factor of the first part of the subsystem, the line connection coupling loss factor and the point link coupling loss factor, and the average energy density of each subsystem. The equation solving module is used to solve the power balance equation to obtain the energy transfer efficiency; The loss calculation module is used to obtain the actual shipboard loss factor based on the product of the energy transfer efficiency and the preset basic loss factor.

9. An electronic device, characterized in that, Including memory and processor, among which, The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps of the actual shipboard loss factor test method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the real ship internal loss factor test method as described in any one of claims 1 to 7.

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