CN113052042B - Pollutant emission source monitoring device and method - Google Patents
Pollutant emission source monitoring device and method Download PDFInfo
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Abstract
The invention provides a device and a method for monitoring a pollutant emission source, which are used for automatically identifying the pollutant emission source and a super-exhaust ship. The device comprises a comprehensive detection module for remotely detecting data such as pollutant concentration and ship navigation information based on a remote measuring technology and a ship automatic identification technology, a fluctuation identification module for calculating an actually-measured pollutant concentration value based on a fluctuation identification algorithm model, an emission prediction module for calculating an original pollutant emission concentration value based on a ship pollutant emission prediction algorithm model, a diffusion prediction module for calculating a theoretical concentration value when pollutants are diffused to a monitoring point based on a ship pollutant emission algorithm model, a tracing module for confirming a pollutant emission source based on a ship pollution source reverse tracing algorithm model, and a super-discharge identification module for judging whether pollutants are super-discharged and automatically marking super-discharge ships. Through the synergistic effect of the modules, the automatic identification process of the pollutant emission source and the super-exhaust ship can be efficiently and accurately carried out.
Description
Technical Field
The invention relates to the technical field of tail gas monitoring, in particular to a device and a method for monitoring a pollutant emission source.
Background
With the increasing prosperity of world economy and domestic and foreign trade, the pollution of ship exhaust gas has attracted the wide attention of international society, the ship diesel engine is the main pollution source of ship gaseous pollutants, and the emitted NO x 、SO x And pollutants such as Particulate Matters (PM) cause great pollution to the ocean and the surrounding urban atmospheric environment. In order to reduce the pollution of the exhaust gas of the ship to the environment atmosphere, severe ship emission regulations are established successively by countries and international organizations in the world, and the monitoring and supervision of the ship emission by the maritime department face serious challenges.
At present, the gaseous pollutants generated by ships are usually rapidly monitored at home and abroad by adopting a remote measuring technology, wherein the remote measuring technology is used for remotely measuring the parameters of an object to be measured. However, at present, the monitoring process of ship pollutant emission cannot be intelligentized and unmanned, and especially, the identification process of the emission pollution source in a complex sea area and the tracking and tracing process of a super-emission ship still need manual participation.
Therefore, how to solve the problem of low intelligent degree of the pollutant emission source monitoring and identifying technology in the prior art becomes a research subject of technicians in the field.
Disclosure of Invention
The invention aims to provide a pollutant emission source monitoring device and a pollutant emission source monitoring method aiming at the technical problems in the prior art so as to realize the automatic identification of pollutant emission sources and super-emission ships.
According to a first aspect of the invention, the invention provides a pollutant emission source monitoring device for automated identification of pollutant emission sources and super-exhaust vessels. The device comprises: the comprehensive detection module is used for acquiring concurrent gas image data, ship navigation data and monitoring signals comprising real-time pollutant concentration data at monitoring points; the fluctuation identification module is connected with the comprehensive detection module and used for receiving the monitoring signal, identifying the characteristic fluctuation of the monitoring signal, recording the parameter of the characteristic fluctuation to calculate the actually-measured concentration value of the pollutant and generate a first ship list; the emission prediction module is respectively connected with the comprehensive detection module and the fluctuation identification module and is used for calculating an original emission concentration value of the pollutant in each first ship according to the sailing data of each first ship in the first ship list and the emission factor of the pollutant in each first ship; the diffusion prediction module is respectively connected with the comprehensive detection module and the emission prediction module and used for calculating theoretical concentration values of pollutants diffused from the first ships to the monitoring points according to the original emission concentration values, the meteorological data and the navigation data of the first ships and generating a second ship list; and the tracking and tracing module is respectively connected with the comprehensive detection unit and the diffusion prediction module and is used for calculating theoretical diffusion time of the pollutants from each second ship to the monitoring point according to the navigation data and the meteorological data of each second ship in the second ship list so as to obtain the theoretical position of the pollutant emission source, and determining the ship for emitting the pollutants according to the theoretical position and the navigation data of each second ship.
Optionally, the pollutant emission source monitoring device provided by the invention further comprises: and the super-emission identification module is respectively connected with the fluctuation identification module and the super-emission identification module and is used for judging whether the pollutant is overproof emission or not according to the actually measured concentration value of the pollutant and determining that the ship which emits the pollutant is a super-emission ship when the pollutant is judged to be overproof emission.
According to a second aspect of the present invention, the present invention provides a pollutant emission source monitoring method, which uses the pollutant emission source monitoring device provided by the present invention. The method comprises the following steps: acquiring concurrent transmitted meteorological data, ship navigation data and monitoring signals comprising real-time pollutant concentration data at monitoring points; receiving the monitoring signal and identifying characteristic fluctuation of the monitoring signal so as to calculate an actually measured concentration value of the pollutant and generate a first ship list; calculating an original emission concentration value of the pollutant in each first ship according to the navigation data of each first ship in the first ship list and the emission factor of the pollutant in each first ship; calculating theoretical concentration values of the pollutants when the pollutants diffuse from the first ships to the monitoring points according to the original emission concentration values, the meteorological data and the navigation data of the first ships, and generating a second ship list; and calculating theoretical diffusion time of the pollutants from the second ships to the monitoring point according to the navigation data and the meteorological data of the second ships in the second ship list so as to obtain the theoretical position of the pollutant emission source, and determining the ship for emitting the pollutants according to the theoretical position and the navigation data of the second ships.
Optionally, the pollutant emission source monitoring method provided by the invention further comprises: and judging whether the pollutant is overproof emission or not according to the actually measured concentration value of the pollutant, and if the pollutant is judged to be overproof emission, determining that the ship which emits the pollutant is an overproof ship.
The invention provides a pollutant emission source monitoring device and a method adopting the device, and the device can realize automatic identification of pollutant emission sources and super-exhaust ships, and has the advantages of high efficiency in identification process and accurate identification result. The comprehensive detection module remotely acquires and sends monitoring signals including real-time pollutant concentration data at monitoring points, meteorological data and ship navigation data based on a telemetry technology and an Automatic Identification System (AIS for short). The fluctuation identification module identifies the characteristic fluctuation which represents that the pollutant concentration is in an ascending state in the monitoring signal based on a fluctuation identification algorithm model so as to record a fluctuation interval, a fluctuation peak value and a fluctuation reference value of the characteristic fluctuation and calculate the actually-measured concentration value of the pollutant on the basis. The actually measured concentration value can accurately reflect the concentration fluctuation of the pollutants at the monitoring point, and the accuracy of the subsequent identification process is improved. The subsequent pollutant emission source identification process is divided into three stages: the emission prediction module calculates an original emission concentration value of pollutants in a ship based on a ship emission pollutant prediction algorithm model, the diffusion prediction module calculates a theoretical concentration value of the pollutants when the pollutants diffuse from the ship to a monitoring point based on a ship emission pollutant diffusion algorithm model, the tracking and tracing module calculates theoretical diffusion time and theoretical positions of pollutant emission sources required by the pollutants diffusing from the ship to the monitoring point based on a ship pollution source reverse tracking and tracing algorithm model, on the basis, the actual position of the ship is compared with the theoretical positions, and the ship located at the theoretical positions is the pollutant emission source. Identifying the pollutant emission source by the modules and methods in the three stages described above helps to improve the efficiency of identification. Further, when the super-exhaust identification module judges that the pollutant is over-standard exhaust according to the measured concentration value, the ship determined by the tracking and tracing module is automatically marked as a super-exhaust ship so as to finish the automatic identification process of the pollutant exhaust source and the super-exhaust ship.
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The technical solution and other advantages of the present invention will become apparent from the following detailed description of specific embodiments of the present invention, which is to be read in connection with the accompanying drawings.
Fig. 1 is a schematic structural diagram of a pollutant emission source monitoring device according to an embodiment of the present invention.
Fig. 2 is a schematic flow chart of a method for monitoring a pollutant emission source according to an embodiment of the present invention.
Fig. 3 is a schematic flowchart of step S2 in fig. 2.
Fig. 4 is a schematic flowchart of step S4 in fig. 2.
Fig. 5 is a schematic specific flowchart of step S5 in fig. 2.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. The terms "first," "second," "third," and the like in the description and in the claims, as well as in the drawings, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the objects so described are interchangeable under appropriate circumstances. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover a non-exclusive inclusion. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise. In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; may be mechanically, electrically or may be in communication with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Fig. 1 is a schematic structural diagram of a device for monitoring a pollutant discharge source according to an embodiment of the present invention.
Specifically, the pollutant emission source monitoring device 100 includes a comprehensive detection module 110, a fluctuation identification module 120, an emission prediction module 130, a diffusion prediction module 140, a tracing module 150, and a super-emission identification module 160. The comprehensive detection module 110 is configured to obtain meteorological data, ship navigation data, and monitoring signals including real-time pollutant concentration data at a monitoring point, and send the detected data or signals to the fluctuation identification module 120, the emission prediction module 130, the diffusion prediction module 140, the tracking and tracing module 150, and the super-emission identification module 160, respectively, for use in the subsequent pollutant emission source and super-emission ship automatic identification process.
The integrated detection module 110 includes: a contaminant detection unit 111, a weather detection unit 112 and a vessel operation detection unit 113. Wherein, the pollutant detecting unit 111 is used for acquiring and sending a monitoring signal comprising real-time concentration data of the pollutant at the monitoring point in real time. The pollutant detection unit 111 provided in the embodiment of the present invention is based on a telemetry technology, remotely detects the type and concentration of pollutants at a monitoring point through a telemetry device, and transmits related detection data to the outside. And the meteorological detection unit 112 is used for acquiring and transmitting meteorological data within a preset range of the monitoring point, such as wind speed, wind direction, air temperature, air pressure, relative humidity and the like. The ship operation detection unit 113 is configured to obtain the voyage data of each first ship in the first ship list generated by the fluctuation identification module 120 and each second ship in the second ship list generated by the diffusion prediction module 140. The operation of the ship operation detection unit 113 provided in the embodiment of the present invention is based on an Automatic Identification System (AIS), and can detect navigation data such as a ship position, a navigation speed, a course, a ship name, a call sign, and the like of a ship, and exchange the data with the outside.
The fluctuation identification module 120 is configured to determine whether a ship passes through and discharges pollutants around a monitoring point according to a fluctuation condition of the received pollutant concentration monitoring signal, for example, determine whether the concentration of the pollutants is in a continuously rising state according to a trend of a rising edge of the fluctuation in the monitoring signal, and if a characteristic fluctuation indicating that the pollutants are in the continuously rising state occurs in the monitoring signal, the fluctuation identification module 120 identifies the characteristic fluctuation based on a fluctuation identification algorithm model, and records a parameter of the characteristic fluctuation, where the characteristic fluctuation includes: the fluctuation interval of the characteristic fluctuation, the fluctuation peak value and the time when the fluctuation peak value appears. The establishment of the fluctuation recognition algorithm model is based on the wavelet transformation theory, and due to the multi-resolution and frequency band decomposition effects of wavelet transformation, the adaptability of the fluctuation recognition algorithm model to complex monitoring signals is improved, so that the actually measured concentration value calculated according to the fluctuation recognition algorithm model is closer to the real condition. Specifically, the fluctuation identification module 120 identifies and records the fluctuation interval of the characteristic fluctuation according to the rising edge starting point and the falling edge ending point of the characteristic fluctuation, and simultaneously records the fluctuation peak value of the characteristic fluctuation and the time when the fluctuation peak value appears. Further, the fluctuation identification module 120 is further configured to perform difference fitting processing according to the starting point and the ending point of the fluctuation interval to obtain a fluctuation reference value of the characteristic fluctuation. Further, the fluctuation identification module 120 performs a difference calculation on the fluctuation peak value and the fluctuation reference value to determine a measured concentration value of the pollutant corresponding to the monitoring signal. It should be noted that, in order to improve the efficiency of the whole monitoring apparatus 100 in the process of automatically identifying the pollutant emission source and the super-exhaust ship, the pollutant with the most obvious difference in concentration data is selected as the target pollutant according to the original emission concentration value of each main pollutant of the ship and the minimum detection value of the corresponding pollutant concentration at the monitoring point. And judging whether a ship passes through the monitoring point within a preset range or not according to the monitoring signal for identifying the concentration of the target pollutant, and automatically performing the subsequent identification process of the pollutant emission source and the super-emission ship. The target pollutant may be a nitrogen oxide, but is not limited thereto, and the fluctuation identification module 120 identifies and records the characteristic fluctuation data (including a fluctuation interval, a fluctuation peak, a time when the fluctuation peak occurs, and a fluctuation reference value) of the concentration of the nitrogen oxide, and also records the characteristic fluctuation data of the concentrations of other pollutants such as sulfur dioxide in the same manner, so as to obtain the measured concentration value of each pollutant at the monitoring point. The fluctuation identification module 120 of the invention determines the fluctuation peak value and the fluctuation reference value of each pollutant concentration by automatically identifying the characteristic fluctuation in each pollutant concentration monitoring signal, solves the problems of automatically identifying the characteristic fluctuation of the monitoring signal and determining the fluctuation baseline value in the monitoring process, and ensures that the calculated actually-measured concentration value can reflect the real condition of the concentration of the corresponding pollutant at the monitoring point. After the characteristic fluctuation of the monitoring signal is identified, based on the ship navigation data detected by the comprehensive detection module 110, the fluctuation identification module 120 generates a first ship list, and records the navigation data of the type, track, position, working condition, and the like of each first ship in the first ship list, so as to trigger the emission prediction module 130. The first ship list includes all ships located within a preset range of the monitoring point, and the preset range of the monitoring point may be a range of two kilometers or three kilometers around the monitoring point.
The emission prediction module 130 is configured to calculate an original emission concentration value of the pollutant at each of the first ships based on a ship emission pollutant prediction algorithm model according to the voyage data (ship type, operating condition) of each of the first ships and the emission factor of the pollutant at each of the first ships. It will be appreciated by those skilled in the art that the emission factors for different types of vessels emitting the same pollutant will vary, and therefore, the calculation of the original emission concentration will need to take into account both the type of pollutant and the emission factor of the vessel in which it is located.
The diffusion prediction module 140 calculates theoretical concentration values of pollutants diffused from the first ships to the monitoring points based on a ship pollutant emission diffusion algorithm model according to the original emission concentrations of the pollutants in the first ships calculated by the emission prediction module 130, the meteorological data in the preset range of the monitoring points, and generates a second ship list. Specifically, the diffusion prediction module 140 divides the continuous sailing trajectory of each of the first vessels into discrete position points by taking a fixed length (for example, 1 meter) as a step length, calculates a diffusion factor of the pollutant at each position point according to meteorological data such as wind direction, wind speed, temperature, air humidity and the like, refers to a gaussian diffusion model, records a concentration value of the pollutant when the pollutant diffuses from each position point to the monitoring point, and selects a concentration value with a maximum value as a theoretical concentration value of the pollutant when the pollutant diffuses from each of the first vessels to the monitoring point. Further, the diffusion prediction module 140 compares a theoretical concentration value corresponding to each first ship with the actual measurement concentration value calculated by the fluctuation identification module 120, and generates the second ship list according to the comparison result, where the theoretical concentration value corresponding to each second ship in the second ship list is within a preset error range of the actual measurement concentration value.
The tracking and tracing module 150 calculates theoretical diffusion time of the pollutants from each second ship to the monitoring point based on a ship pollution source reverse tracking and tracing algorithm model according to the navigation data (such as the navigation speed and the like) of each second ship and the meteorological data (such as the wind direction, the wind speed and the like) in the preset range of the monitoring point. Further, the tracking and tracing module 150 determines a theoretical position of the pollutant emission source according to the calculated theoretical diffusion time and the time when the fluctuation peak value recorded by the fluctuation identification module 120 occurs, and matches the actual position of each of the second ships determined by the ship operation detection unit 113 with the theoretical position to determine a ship that emits the pollutant. Specifically, the theoretical position may be a fixed area, and the ship in the fixed area is a suspected emission source of the pollutant; if the number of the ships in the fixed area is one, the ship is the ship which discharges the pollutants, and the automatic identification process of the pollutant discharge source is successful; if the number of the ships located in the fixed area is more than 1, it is necessary to consider reducing the area of the fixed area or combining the navigation data such as the type, condition, heading, track, etc. of each ship in the fixed area to further identify the emission source of the pollutants.
The superemission identification module 160 is configured to determine whether the pollutant is in an excessive emission state according to the measured concentration value of the pollutant, and when the pollutant is determined to be in an excessive emission state, mark the ship that is determined by the tracking and tracing module 150 and that emits the pollutant as a superemission ship. It will be understood by those skilled in the art that the exhaust gas from a ship mainly comprises nitrogen oxides and sulfur compounds. Specifically, for the nox super-emission judgment, the super-emission identification module 160 may judge according to the emission standard specified by the relevant department (e.g., international maritime organization, transportation department, etc.); for the determination of the excessive emission of sulfur dioxide, the excessive emission identification module 160 may calculate a sulfur-carbon ratio according to the actual measured concentration value of sulfur dioxide and the actual measured concentration value of carbon dioxide calculated by the fluctuation identification module 120, and further calculate the sulfur content of the fuel oil of the corresponding ship according to the sulfur-carbon ratio. And when the calculated sulfur content of the ship fuel oil is more than 0.5%, confirming that the ship discharging sulfur dioxide is a super-emission ship.
In the pollutant emission source monitoring apparatus 100 provided in the embodiment of the present invention, the comprehensive detection module 110 remotely detects pollutant concentration data, meteorological data, and vessel navigation data based on a telemetry technology and an Automatic Identification System (AIS for short). The fluctuation identification module 120 receives the monitoring signal including the real-time concentration data of the pollutants at the monitoring point sent by the comprehensive detection module 110, identifies the characteristic fluctuation in the monitoring signal, which indicates that the pollutants are in an ascending state, based on a fluctuation identification algorithm model to obtain a fluctuation peak value and a fluctuation reference value of the characteristic fluctuation, and calculates the actually measured concentration value of each pollutant on the basis of the fluctuation peak value and the fluctuation reference value to reflect the real concentration of each pollutant at the monitoring point. The emission prediction module 130 calculates an original emission concentration value of pollutants based on a ship emission pollutant prediction algorithm model, the diffusion prediction module 140 calculates a theoretical concentration value when the pollutants diffuse from a ship to a monitoring point based on the ship emission pollutant diffusion algorithm model, the tracking and tracing module 150 calculates theoretical diffusion time and theoretical positions of pollutant emission sources required by the pollutants diffuse from the ship to the monitoring point based on a ship pollution source reverse tracking and tracing algorithm model, and on the basis, the actual position of the ship is compared with the theoretical position, and the ship positioned at the theoretical position is the pollutant emission source. Further, the super-emission identification module 160 determines whether the pollutant is discharged in an excessive manner according to the measured concentration value calculated by the fluctuation identification module 120, and automatically marks the ship determined by the tracking and tracing module 150 as a super-emission ship after determining that the pollutant is discharged in an excessive manner. The above is the process of automatically identifying the pollutant emission source and the super exhaust ship by using the apparatus 100 according to the embodiment of the present invention.
Fig. 2 is a schematic flow chart of a method for monitoring a pollutant discharge source according to an embodiment of the present invention.
Specifically, the pollutant emission source monitoring method adopts the pollutant emission source monitoring device 100 described in the foregoing, and the method includes the following steps:
s1, acquiring concurrent gas image data, ship navigation data and monitoring signals including real-time concentration data of pollutants at monitoring points.
Specifically, in this step, the meteorological data are meteorological data within a preset range of the monitoring point, and include wind speed, wind direction, temperature, air humidity, and the like. The ship navigation data are navigation data of the ship within a preset range of the monitoring point, and comprise the course, the navigational speed, the working condition and the like of the ship. The monitoring signal is generated by a series of concentration data of the pollutants at the monitoring point, tail gas discharged by the ship is deposited in the sea or the river, and the concentration of the pollutants at the monitoring point is not constant due to the mobility of the water body and the migration of the pollutants along with the water flow, so that the concentration data of the pollutants at the monitoring point can obviously fluctuate especially when the ship passes through the monitoring point, and the fluctuation can be reflected by characteristic fluctuation in the monitoring signal.
And S2, receiving the monitoring signals and identifying the characteristic fluctuation of the monitoring signals to calculate the actually measured concentration value of the pollutants and generate a first ship list.
The execution of step S2 is based on a wave recognition algorithm model. Referring to fig. 3, step S2 includes:
substep S21 identifies whether a characteristic fluctuation indicative of an elevated contaminant concentration is present in the monitoring signal.
Specifically, after receiving the monitoring signal, it is identified whether a characteristic fluctuation including an increasing state of the pollutant concentration appears in the monitoring signal, and for example, whether the characteristic fluctuation appears is judged according to the trend of the rising edge of the fluctuation in the monitoring signal.
And a substep S22, if the characteristic fluctuation is identified, recording the parameter of the characteristic fluctuation, wherein the substep comprises the following steps: fluctuation interval of the characteristic fluctuation, fluctuation peak value and the time when the fluctuation peak value appears.
Specifically, if the characteristic fluctuation is identified, determining a fluctuation interval of the characteristic fluctuation through a rising edge starting point and a falling edge ending point of the characteristic fluctuation according to a fluctuation identification algorithm model based on a wavelet transformation theory, determining a fluctuation peak value of the characteristic fluctuation according to a falling edge starting point of the characteristic fluctuation, and recording the fluctuation interval, the fluctuation peak value and the occurrence time of the fluctuation peak value.
And a substep S23 of determining a fluctuation reference value of the characteristic fluctuation according to the start point and the end point of the fluctuation interval.
And a substep S24, calculating the actually measured concentration value of the pollutant according to the fluctuation peak value and the fluctuation reference value of the characteristic fluctuation.
Specifically, a difference value is calculated according to the fluctuation peak value and the fluctuation reference value to obtain an actually measured concentration value of the pollutant.
And a substep S25, generating a first ship list according to the measured concentration value, wherein the first ship list comprises all ships in a preset range of the monitoring point.
And S3, calculating an original emission concentration value of the pollutant on each first ship according to the navigation data of each first ship in the first ship list and the emission factor of the pollutant on each first ship.
Specifically, the execution of step S3 is based on a ship exhaust pollutant prediction algorithm model. Specifically, the original emission concentration of the pollutants in each first ship is calculated according to the navigation data (ship type and working condition) of each first ship and the emission factor of the pollutants in each first ship. It will be appreciated by those skilled in the art that the emission factors for the same pollutant emissions from different types of vessels vary, and therefore the raw emission concentration is calculated taking into account both the type of pollutant and the emission factor of the vessel in which it is located.
And S4, calculating theoretical concentration values of pollutants diffused to the monitoring points from the first ships according to the original emission concentration values, the meteorological data and the navigation data of the first ships, and generating a second ship list.
The step S4 is executed based on a ship emission pollutant diffusion algorithm model. Referring to fig. 4, step S4 includes:
and a substep S41 of calculating theoretical concentration values of pollutants diffused to monitoring points from the first ships by adopting a Gaussian diffusion model according to the original emission concentration values, the meteorological data and the navigation data of the first ships.
Specifically, the continuous sailing track of each first ship is divided into discrete position points by taking a fixed length (for example, 1 meter) as a step length; according to meteorological data such as wind direction, wind speed, temperature and air humidity, calculating a diffusion factor of the pollutant at each position point (including a starting point and an end point of a ship navigation track) by referring to a Gaussian diffusion model, recording concentration values of the pollutant when the pollutant diffuses from each position point to the monitoring point, and selecting the concentration value with the maximum value as a theoretical concentration value of the pollutant when the pollutant diffuses from each first ship to the monitoring point.
And a substep S42 of comparing the theoretical concentration value corresponding to the pollutant emitted by each first ship with the measured concentration value.
And a substep S43 of generating a second ship list according to the comparison result, wherein the theoretical concentration value corresponding to each second ship in the second ship list is within the preset error range of the actually measured concentration value.
And S5, calculating theoretical diffusion time of the pollutants from the second ships to the monitoring point according to the navigation data and the meteorological data of the second ships in the second ship list to obtain the theoretical position of the pollutant emission source, and determining the ship which emits the pollutants according to the theoretical position and the navigation data of the second ships.
And step 5, executing a ship pollution source back tracking traceability algorithm model. Referring to fig. 5, step S5 includes:
and a substep S51, obtaining the theoretical position of the pollutant emission source according to the theoretical diffusion time and the time when the fluctuation peak value appears.
Specifically, calculating theoretical diffusion time of pollutants diffused from each second ship to a monitoring point according to navigation data and meteorological data of each second ship; and calculating the theoretical position of the pollutant emission source according to the theoretical diffusion time and the recorded time when the fluctuation peak value appears.
And a substep S52 of determining the actual position of each second ship according to the navigation data of each second ship.
And a substep S53 of matching the actual position of each second vessel with the theoretical position to determine the vessel that emits the pollutant.
Specifically, the theoretical position may be a fixed area, and the ship in the fixed area is a suspected emission source of the pollutant; if the number of the ships in the fixed area is one, the ship is the ship which discharges the pollutants, and the automatic identification process of the pollutant discharge source is successful; if the number of the ships located in the fixed area is more than 1, it is necessary to consider reducing the area of the fixed area or combining the navigation data such as the type, condition, heading, track, etc. of each ship in the fixed area to further identify the emission source of the pollutants.
S6, judging whether the pollutant is overproof emission or not according to the actually measured concentration value of the pollutant; and if the pollutant is judged to be overproof emission, determining that the ship discharging the pollutant is an overproof ship.
Specifically, in this step, the measured concentration value of each pollutant calculated in step S2 is compared with the emission standard of each pollutant specified by the relevant department (e.g., environmental protection department, transportation department, etc.) to determine whether the phenomenon of excessive emission exists. And when the pollutant exceeding emission phenomenon is judged to exist, marking the ship which emits the pollutant and is determined in the step S5 as a super-emission ship. It will be understood by those skilled in the art that the exhaust gas from a ship mainly comprises nitrogen oxides and sulfur compounds. Specifically, when the pollutant is sulfur dioxide, the sulfur-carbon ratio is calculated according to the calculated actually measured concentration value of the sulfur dioxide and the calculated actually measured concentration value of the carbon dioxide, and the fuel sulfur content of the corresponding ship is calculated according to the calculated sulfur-carbon ratio. And when the sulfur content of the fuel oil of the corresponding ship is calculated to be more than 0.5%, confirming that the ship discharging the sulfur dioxide is a super-emission ship.
By executing the steps S1 to S6, the process of automatically identifying the pollutant emission source and the super-exhaust ship is completed.
The pollutant emission source monitoring method provided by the embodiment of the invention is based on the pollutant emission source monitoring device. By adopting the method, the automatic identification of the pollutant emission source and the super-emission ship can be realized, the identification process is efficient, and the identification result is accurate. Specifically, the method remotely acquires and sends monitoring signals including real-time pollutant concentration data at monitoring points, meteorological data and ship navigation data through a telemetry technology and an automatic ship identification system; based on a fluctuation identification algorithm model, identifying characteristic fluctuation in the monitoring signal, which indicates that the pollutant concentration is in an ascending state, recording a fluctuation interval, a fluctuation peak value and a fluctuation reference value of the characteristic fluctuation, and calculating an actually measured concentration value of the pollutant on the basis of the characteristic fluctuation interval, the fluctuation peak value and the fluctuation reference value, wherein the actually measured concentration value can accurately reflect the concentration fluctuation of the pollutant at a monitoring point, and the accuracy of a subsequent identification process is improved; the subsequent pollutant emission source identification process is divided into three stages: calculating an original emission concentration value of pollutants on a ship based on a ship emission pollutant prediction algorithm model, calculating a theoretical concentration value of the pollutants when the pollutants diffuse from the ship to a monitoring point based on a ship emission pollutant diffusion algorithm model, calculating theoretical diffusion time and theoretical positions of pollutant emission sources required by the pollutants diffuse from the ship to the monitoring point based on a ship pollution source reverse tracking traceability algorithm model, and comparing the actual positions of the ship with the theoretical positions on the basis, wherein the ship positioned at the theoretical positions is the pollutant emission source; identifying the pollutant emission source by the method in the three stages described above helps to improve the efficiency of identification. Further, when the pollutant is judged to be over-standard emission according to the actually measured concentration value, the determined ship is marked as a super-emission ship so as to finish the automatic identification process of a pollutant emission source and the super-emission ship.
In the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
The pollutant emission source monitoring device and method provided by the embodiment of the invention are described in detail, a specific example is applied in the description to explain the principle and the implementation mode of the invention, and the description of the embodiment is only used for helping to understand the technical scheme and the core idea of the invention; those of ordinary skill in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (11)
1. A pollutant emission source monitoring device for automated identification of pollutant emission sources and super-emission vessels, the device comprising:
the comprehensive detection module is used for acquiring and transmitting a monitoring signal comprising real-time pollutant concentration data at a monitoring point;
the fluctuation identification module is used for receiving the monitoring signal, identifying the characteristic fluctuation of the monitoring signal, and recording the parameter of the characteristic fluctuation to obtain the actually measured concentration value of the pollutant and a first ship list;
the emission prediction module is used for acquiring an original emission concentration value of each first ship of the pollutant in the first ship list;
the diffusion prediction module is used for acquiring theoretical concentration values of the pollutants diffused to the monitoring points from the first ships and a second ship list, wherein the theoretical concentration values corresponding to the second ships in the second ship list are within a preset error range of the actually measured concentration values;
and the tracking and tracing module is used for acquiring theoretical diffusion time of the pollutants from each second ship in the second ship list to the monitoring point and theoretical positions of pollutant emission sources so as to determine the ship which emits the pollutants.
2. The apparatus of claim 1, further comprising: and the superemission identification module is used for judging whether the pollutant is overproof emission or not according to the actually measured concentration value of the pollutant and determining that the ship which emits the pollutant is a superemission ship when the pollutant is judged to be overproof emission.
3. The apparatus according to claim 1 or 2, wherein the parameters of the characteristic fluctuation include a fluctuation interval of the characteristic fluctuation, a fluctuation peak value, and a time at which the fluctuation peak value occurs;
and the tracking and tracing module is used for determining the theoretical position according to the moment when the fluctuation peak value appears and the theoretical diffusion time.
4. The apparatus of claim 1 or 2, wherein the integrated detection module is further configured to obtain and transmit voyage data of each of the first and second vessels; and acquiring and transmitting the meteorological data within the preset range of the monitoring point.
5. The apparatus of claim 4, wherein the emission prediction module is configured to calculate an original emission concentration of the pollutant at each of the first vessels based on the voyage data of each of the first vessels and an emission factor of the pollutant at each of the first vessels;
the diffusion prediction module is used for calculating theoretical concentration values of pollutants diffused from the first ships to the monitoring points according to the original emission concentration values, the navigation data of the first ships and the meteorological data, and generating a second ship list;
the tracking and tracing module is used for calculating theoretical diffusion time of the pollutants from the second ships to the monitoring points according to the navigation data and the meteorological data of the second ships so as to obtain theoretical positions of pollutant emission sources, and determining ships which emit the pollutants according to the theoretical positions and the operation data of the second ships.
6. A pollutant emission source monitoring method, comprising the steps of:
acquiring concurrent transmitted weather data, ship navigation data and monitoring signals comprising real-time pollutant concentration data at monitoring points;
receiving the monitoring signal and identifying characteristic fluctuation of the monitoring signal so as to calculate an actually measured concentration value of the pollutant and generate a first ship list;
calculating an original emission concentration value of the pollutant in each first ship according to the navigation data of each first ship in the first ship list and the emission factor of the pollutant in each first ship;
calculating theoretical concentration values of the pollutants diffused to the monitoring points from the first ships according to the original emission concentration values, the meteorological data and navigation data of the first ships, and generating a second ship list;
and calculating theoretical diffusion time of the pollutants from the second ships to the monitoring point according to the navigation data and the meteorological data of the second ships in the second ship list so as to obtain the theoretical position of the pollutant emission source, and determining the ship for emitting the pollutants according to the theoretical position and the navigation data of the second ships.
7. The method of claim 6, wherein the step of receiving the monitoring signal and identifying the characteristic fluctuation of the monitoring signal comprises:
identifying whether a characteristic fluctuation indicative of an elevated state of the concentration of the contaminant occurs in the monitoring signal;
if the characteristic fluctuation is identified, recording parameters of the characteristic fluctuation, wherein the parameters comprise: the fluctuation interval of the characteristic fluctuation, the fluctuation peak value and the time when the fluctuation peak value appears;
and determining a fluctuation reference value of the characteristic fluctuation according to the starting point and the ending point of the fluctuation interval.
8. The method of claim 7, wherein the step of calculating the measured concentration value of the contaminant and generating the first ship list comprises:
calculating the actually measured concentration value of the pollutant according to the fluctuation peak value and the fluctuation reference value of the characteristic fluctuation;
and generating the first ship list according to the measured concentration value, wherein the first ship list comprises all ships in a preset range of the monitoring point.
9. The method of claim 6, wherein said step of calculating a theoretical concentration value of said contaminants as they diffuse from each of said first vessels to said monitored site and generating a second list of vessels comprises:
calculating theoretical concentration values of the pollutants diffused from the first ships to the monitoring points according to the original emission concentration values, the meteorological data and the navigation data of the first ships by adopting a Gaussian diffusion model;
comparing a theoretical concentration value corresponding to the pollutant discharged by each first ship with the measured concentration value;
and generating the second ship list according to the comparison result, wherein the theoretical concentration value corresponding to each second ship in the second ship list is within the preset error range of the actually measured concentration value.
10. The method of claim 7, wherein the step of obtaining a theoretical location of the pollutant emission source and determining the vessel from which to emit the pollutant based on the theoretical location and voyage data of each of the second vessels comprises:
obtaining the theoretical position of the pollutant emission source according to the theoretical diffusion time and the time when the fluctuation peak value appears;
determining the actual position of each second ship according to the navigation data of each second ship;
matching the actual position of each of the second vessels with the theoretical position to determine the vessel that is discharging the pollutant.
11. The method according to any one of claims 6 to 10, further comprising:
judging whether the pollutant is overproof emission or not according to the actually measured concentration value of the pollutant;
and if the pollutant is judged to be overproof emission, determining that the ship which emits the pollutant is an overproof ship.
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