CN114140295B - Method for estimating nitrogen oxide emission of ship main engine based on dynamic emission factors - Google Patents
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- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 title claims abstract description 162
- 238000000034 method Methods 0.000 title claims abstract description 21
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Abstract
The invention discloses a method for estimating the emission amount of nitrogen oxides of a ship host based on dynamic emission factors, which comprises the following steps: s1, performing interpolation processing on original AIS data by adopting a cubic spline interpolation method; s2, correcting the ship ground speed in the AIS data after interpolation by combining with marine environment elements to obtain a corrected speed; s3, estimating the load power of the ship main engine by adopting a correction speed according to the ship main engine propeller law, and verifying the load estimation accuracy by actually measuring the oil consumption of the main engine; s4, constructing a dynamic nitrogen oxide emission factor model through the monitored instantaneous host exhaust gas flow, the nitrogen oxide concentration and the estimated instantaneous host load power; s5, estimating the nitrogen oxide emission of the ship host by adopting a dynamic nitrogen oxide emission factor model, comparing the nitrogen oxide emission with a real ship monitoring result, and verifying the estimation accuracy of the dynamic nitrogen oxide emission factor.
Description
Technical Field
The invention relates to the field of estimation of exhaust pollutant discharge capacity of a ship main engine, in particular to a method for estimating nitrogen oxide discharge capacity of the ship main engine based on a dynamic discharge factor.
Background
The real ship emission factor monitoring based on power requires recording engine loads under different working conditions to obtain the emission factor based on power, and previous studies measure exhaust emissions under specific loads and calculate weighted averages of the engine emission factors under different working condition durations, while the functional relationship between the emission factors and the host load is not yet established. Typically, turbine logs only provide an hour record of engine load, and only a few vessels are equipped with a recording device that collects engine transient load data. Therefore, the instantaneous load data of the engine is important to establish a functional relationship between the emission factor and the host load under the monitoring of the real ship tail gas.
Disclosure of Invention
According to the defects existing in the prior art, the invention provides a method for estimating the nitrogen oxide emission of a ship host based on a dynamic emission factor. The method is used for improving the estimation accuracy of the exhaust emission factor of the ship main engine on the emission amount of the nitrogen oxides.
In order to achieve the aim of the invention, the invention adopts the following technical scheme:
s1, performing interpolation processing on original AIS data by adopting a cubic spline interpolation method to improve the time resolution of the data;
s2, correcting the ship ground speed in the AIS data after interpolation by combining with marine environment elements;
S3, estimating the load of the ship main engine by adopting a correction speed according to the propeller law of the ship main engine, and verifying the load estimation accuracy by actually measuring the oil consumption of the main engine;
s4, constructing a dynamic nitrogen oxide emission factor model through the monitored instantaneous host exhaust gas flow, the nitrogen oxide concentration and the estimated instantaneous host load power;
S5, estimating the nitrogen oxide emission of the ship host by adopting a dynamic nitrogen oxide emission factor model, comparing with a real ship monitoring result, and verifying the effect of the dynamic nitrogen oxide emission factor on the improvement of estimation precision;
the following specific mode is adopted in the S2:
S21, eliminating influence of wind on ship ground speed in AIS data, wherein the expression is as follows:
Wherein: v SOG represents the ship ground speed (m/s) in the AIS data; v w represents wind-induced drift velocity (m/s); θ w represents the angle (°) between the wind direction and the bow direction; v w represents a constant speed (m/s); k is a drift coefficient, and the values of the K are respectively 0.038 and 0.041 when the ship is empty and full; v y represents the drift velocity (m/s) when the ship is delicate; b a is the water-line upper side area of the hull (m 2);Lw is the water-line length (m), d is the actual draft of the vessel (m), and V a is the wind speed (m/s).
S22, eliminating influence of waves on the ship ground speed in AIS data, wherein the expression is as follows:
BN＝4.21794×H0.31
Oil tanker
Other vessels
Wherein: θ s represents the angle (°) between the wave direction and the bow direction; μ represents the velocity loss coefficient at the angle between the different wave directions and the bow direction; deltaV/V represents the speed loss (%); BN represents Pu Fushi wind stages; h represents an effective wave height; c represents a dimensionless parameter: oil tankers take value of 0.5, and other ships take value of 0.7; is the ship displacement (m 3).
S23, eliminating influence of stream on ship ground speed in AIS data, wherein the expression is as follows:
Wherein: v c represents the flow rate (m/s); θ c represents the angle (°) of the flow direction to the bow direction.
S24, synthesizing influences of wind, waves and currents on the ship ground speed in AIS data, wherein the expression is as follows:
The following mode is specifically adopted in the S3:
S31, estimating the ship Main Engine Load (MEL) by adopting the correction speed based on the ship main engine propeller law, establishing an equation of the fuel consumption rate (SFOC) and the main engine load to estimate the main engine Fuel Consumption (FC) according to the main engine bench test report, and verifying the main engine load estimation precision through actually measuring the main engine fuel consumption. The host load estimation expression is as follows:
MELi＝(Vi/Vmax)3
Wherein: MEL i represents the instantaneous host load (%); v i represents the instantaneous speed (m/s) of the ship after the wind and wave current correction; v max represents the maximum design speed (m/s) of the ship; SFOC i represents the instantaneous fuel consumption rate (g fuel/(kW.h)) of the host at instantaneous load.
And S32, according to the host rack test report, establishing an equation of the fuel consumption rate (SFOC) and the host load to estimate the host Fuel Consumption (FC), and verifying the host load estimation accuracy by actually measuring the host fuel consumption. The host fuel consumption estimation expression is as follows:
SFOCi＝f(MELi)#
Wherein: SFOC i represents the fuel consumption rate (g fuel/(kW.h)) of the host at transient host load; p e is the rated power (kW) of the host; t represents the time interval between two consecutive AIS reporting points.
The following method is specifically adopted in the S4:
S41, monitoring the instantaneous exhaust gas flow and the concentration of nitrogen oxides of the host by adopting an exhaust gas continuous monitoring system as input for establishing a dynamic emission factor model in the next step.
And S42, matching the instantaneous NOx concentration (C NOx) and the flow (Q) of the exhaust gas with the estimated instantaneous host load according to time to establish a dynamic NOx emission factor.
Wherein: EF NOx,i represents the host exhaust instantaneous NOx emission factor (g/(kW.h)); c NOx,i represents the instantaneous concentration of host exhaust NOx (g/m 3);Qi represents the instantaneous flow of host exhaust (m 3/h).
The following method is specifically adopted in the S5:
S51, calculating the emission quantity at the time interval (t i) between two continuous AIS report points based on the estimated host load and the dynamic nitrogen oxide emission factor, and summing the emission quantity to obtain the total emission quantity (E) of each voyage.
S52, monitoring the emission quantity of the nitrogen oxide of the main engine through the exhaust emission of the real ship, and evaluating the effect of the dynamic nitrogen oxide emission factor on the improvement of the emission quantity estimation precision.
Compared with the prior art, the method has the following beneficial effects: (1) According to the application, the influence of wind, wave and current on the ship speed to the ground in AIS data is eliminated, and the actual measured oil consumption is verified by improving the host load estimation precision based on the corrected speed. (2) The application adopts the monitoring data of the pollutant concentration and the flow of the host waste gas, combines the host load estimated based on the correction speed to establish the dynamic nitrogen oxide emission factor, and improves the estimation precision of the nitrogen oxide emission amount of the host by the dynamic emission factor to obtain the verification of the actual measurement host waste gas.
Drawings
FIG. 1 is a general flow chart of an experiment in the present invention;
FIG. 2 is a graph of changes in the speed of each line ship and the marine environmental element;
FIG. 3 is a comparison graph of host load estimation based on AIS speed and corrected speed;
FIG. 4 is a graph of NOx emission factor as a function of host load;
FIG. 5 is a graph comparing an estimated and measured NOx emissions.
Detailed Description
In order to make the technical scheme and advantages of the present invention easier to understand, the technical scheme in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings and the embodiments. A method for estimating nitrogen oxide emissions of a marine host based on dynamic emissions factors as shown in fig. 1, comprising the steps of:
Taking 5 voyages of two China typical bulk carriers as an example, adopting a cubic spline interpolation method to interpolate original AIS data to minute resolution, and extracting stroke, wave and current information of a public data set according to time and longitude and latitude in the interpolated AIS data.
And S2, the instantaneous correction speed change in five voyages is shown in the figure 2, the influence of marine environment elements on the ship speed loss is quantified, the correction speed is obviously higher than the original AIS speed in relatively bad weather, and the correction speed is substituted into a host propeller law formula to estimate the host load.
S21, eliminating influence of wind on ship ground speed in AIS data, wherein the expression is as follows:
Wherein: v SOG represents the ship ground speed (m/s) in the AIS data; v w represents wind-induced drift velocity (m/s); θ w represents the angle (°) between the wind direction and the bow direction; v w represents a constant speed (m/s); k is a drift coefficient, and the values of the K are respectively 0.038 and 0.041 when the ship is empty and full; v y represents the drift velocity (m/s) when the ship is delicate; b a is the water-line upper side area of the hull (m 2);Lw is the water-line length (m), d is the actual draft of the vessel (m), and V a is the wind speed (m/s).
S22, eliminating influence of waves on the ship ground speed in AIS data, wherein the expression is as follows:
BN＝4.21794×H0.31
Oil tanker
Other vessels
Wherein: θ s represents the angle (°) between the wave direction and the bow direction; μ represents the velocity loss coefficient at the angle between the different wave directions and the bow direction; deltaV/V represents the speed loss (%); BN represents Pu Fushi wind stages; h represents an effective wave height; c represents a dimensionless parameter: oil tankers take value of 0.5, and other ships take value of 0.7; is the ship displacement (m 3).
S23, eliminating influence of stream on ship ground speed in AIS data, wherein the expression is as follows:
Wherein: v c represents the flow rate (m/s); θ c represents the angle (°) of the flow direction to the bow direction.
S24, synthesizing influences of wind, waves and currents on the ship ground speed in AIS data, wherein the expression is as follows:
And S3, in five voyages, the instantaneous host load change estimated based on the correction speed is shown in the figure 3, the estimated value of the correction speed on the ship host load is higher than the estimated value of the AIS speed, the oil consumption estimated by the correction speed is shown in the table 1, and compared with the AIS speed, the improvement of the accuracy of the correction speed on the host load estimation is verified by monitoring the oil consumption.
S31, estimating the ship Main Engine Load (MEL) by adopting the correction speed based on the ship main engine propeller law, establishing an equation of the fuel consumption rate (SFOC) and the main engine load to estimate the main engine Fuel Consumption (FC) according to the main engine bench test report, and verifying the main engine load estimation precision through actually measuring the main engine fuel consumption. The host load estimation expression is as follows:
MELi＝(Vi/Vmax)3
Wherein: MEL i represents the instantaneous host load (%); v i represents the instantaneous speed (m/s) of the ship after the wind and wave current correction; v max represents the maximum design speed (m/s) of the ship; SFOC i represents the instantaneous fuel consumption rate (g fuel/(kW.h)) of the host at MEL i.
And S32, according to the host rack test report, establishing an equation of the fuel consumption rate (SFOC) and the host load to estimate the host Fuel Consumption (FC), and verifying the host load estimation accuracy by actually measuring the host fuel consumption. The main engine fuel consumption estimation expression of the bulk carriers 1 and 2 is as follows:
SFOCi＝-8.2MELi 3+86.9MELi 2-121.2MELi+211.1
SFOCi＝-126.7MELi 3+352.2MELi 2-300.7MELi+252.3
Wherein: SFOC i represents the instantaneous fuel consumption rate (g fuel/(kW.h)) of the host at MEL i; p e is the rated power (kW) of the host; t represents the time interval between two consecutive AIS reporting points.
TABLE 1 percentage error of fuel consumption estimation and monitoring
As can be seen from table 1, the percentage errors of the estimated fuel consumption based on the AIS speed and the corrected speed are 25.33% and 12.25%, respectively. This indicates that the corrected speed is more accurate in estimating the host load than the AIS speed. Thus, the host load estimated using the corrected speed is used to build a dynamic nox emission factor model.
S4, constructing a dynamic NOx emission factor model by monitoring the exhaust gas flow of the host, the NOx concentration and the estimated load power of the host, wherein the NOx emission factors (EF NOx) of the two ship hosts are distributed in a power function with the load (MEL) of the host, and the dynamic NOx emission factor expressions of the bulk carriers 1 and 2 are respectively as follows:
S41, monitoring the instantaneous exhaust gas flow and the concentration of nitrogen oxides of the host by adopting an exhaust gas continuous monitoring system as input for establishing a dynamic emission factor model in the next step.
And S42, matching the instantaneous NOx concentration (C NOx) and the flow (Q) of the exhaust gas with the estimated instantaneous host load according to time to establish a dynamic NOx emission factor.
Wherein: EF NOx,i represents the host exhaust instantaneous NOx emission factor (g/(kW.h)); c NOx,i represents the instantaneous concentration of host exhaust NOx (g/m 3);Qi represents the instantaneous flow of host exhaust (m 3/h).
S5, estimating the nitrogen oxide emission of the ship host by adopting a dynamic nitrogen oxide emission factor model, comparing the nitrogen oxide emission with a real ship monitoring result, and verifying the effect of the dynamic nitrogen oxide emission factor on the improvement of estimation precision.
S51, calculating the emission quantity at the time interval (t i) between two continuous AIS report points based on the estimated host load and the dynamic nitrogen oxide emission factor, and summing the emission quantity to obtain the total emission quantity (E) of each voyage.
S52, monitoring the emission quantity of the nitrogen oxide of the main engine through the exhaust emission of the real ship, and evaluating the effect of the dynamic nitrogen oxide emission factor on the improvement of the emission quantity estimation precision.
And S6, finally estimating the emission quantity of the nitrogen oxide of the host, as shown in fig. 5.
As can be seen from fig. 5, the estimated emission amount of the conventional nox emission factor varies greatly, and most of the time is higher than the measured emission amount. The estimated emissions of the dynamic nox emissions factor do not differ much from the measured emissions. The estimated emission trend of the dynamic NOx emission factor has better consistency compared with the actual measurement result.
The results of the present application for estimating the amount of exhaust nitrogen oxides from the host are shown in table 2.
TABLE 2 percentage error of NOx emissions estimates and monitors
As can be seen from table 2, the average error of the estimated emissions based on the dynamic nox emissions factor of the present invention is 13.86% and the estimated error based on the conventional nox emissions factor is 104.76%. The accuracy of the dynamic NOx emission factor to estimate NOx emissions is improved by approximately 87% over conventional emissions factors. This shows that the dynamic nitrogen oxide emission factor can accurately estimate the emission of nitrogen oxide of the main engine of the bulk carrier in China.
In summary, in the above embodiments of the present application, a method for estimating nitrogen oxide emissions of a marine engine based on a dynamic emission factor is provided, which includes: performing high-time resolution interpolation processing on original AIS data by adopting a cubic spline interpolation method, and correcting the AIS speed after interpolation by utilizing wind, wave and current information, thereby improving the estimation accuracy of the host load; constructing a dynamic nitrogen oxide emission factor model by monitoring the host exhaust gas flow, the nitrogen oxide concentration and the estimated host load power; the dynamic nitrogen oxide emission factor is adopted to realize accurate estimation of the nitrogen oxide emission of the ship host.
Although specific embodiments of the present invention have been described, the scope of the present invention is not limited thereto, and any person skilled in the art who is skilled in the art will recognize that equivalents and modifications are possible in light of the above teachings and their spirit and scope of the present invention.
Claims (3)
1. The method for estimating the nitrogen oxide emission of the ship host based on the dynamic emission factor is characterized by comprising the following steps of:
s1, performing interpolation processing on original AIS data by adopting a cubic spline interpolation method;
s2, correcting the ship ground speed in the AIS data after interpolation by combining with marine environment elements to obtain a corrected speed;
S3, estimating the load power of the ship main engine by adopting a correction speed according to the ship main engine propeller law, and verifying the load estimation accuracy by actually measuring the oil consumption of the main engine;
s4, constructing a dynamic nitrogen oxide emission factor model through the monitored instantaneous host exhaust gas flow, the nitrogen oxide concentration and the estimated instantaneous host load power;
S5, estimating the nitrogen oxide emission of the ship host by adopting a dynamic nitrogen oxide emission factor model, comparing with a real ship monitoring result, and verifying the estimation accuracy of the dynamic nitrogen oxide emission factor;
the following specific mode is adopted in the S2:
s21, eliminating influence of wind on ship ground speed in AIS data, wherein the specific mode is as follows:
Wherein: v SOG represents the ship ground speed in the AIS data; v w represents wind-induced drift velocity, theta w represents an included angle between wind direction and bow direction, V w represents constant velocity, K represents drift coefficient, values of the drift coefficient are 0.038 and 0.041 when the ship is empty and full, V y represents drift velocity when the ship is exquisite, B a is a water line upper side area of the ship, L w is a water line length, d is actual draft of the ship, and V a represents wind speed;
S22, eliminating influence of waves on the ship ground speed in AIS data, wherein the specific mode is as follows:
BN＝4.21794×H0.31
Oil tanker
Other vessels
Wherein: θ s represents the angle between the wave direction and the bow direction; μ represents the velocity loss coefficient at the angle between the different wave directions and the bow direction; deltaV/V represents the speed loss; BN represents Pu Fushi wind stages; h represents an effective wave height; c represents a dimensionless parameter: oil tankers take value of 0.5, and other ships take value of 0.7; let be the displacement of the ship;
s23, eliminating influence of stream on ship ground speed in AIS data, wherein the expression is as follows:
Wherein: v c denotes the flow rate; θ c represents the angle between the flow direction and the bow direction;
S24, synthesizing influences of wind, waves and currents on the ship ground speed in AIS data, wherein the expression is as follows:
The following method is specifically adopted in the S4:
S41, monitoring the instantaneous exhaust gas flow and the nitrogen oxide concentration of the host by adopting an exhaust gas continuous monitoring system, and taking the monitored instantaneous exhaust gas flow and the nitrogen oxide concentration as input information for establishing a dynamic emission factor model;
S42, matching the instantaneous NOx concentration C NOx and the flow Q of the exhaust gas with the estimated instantaneous host load according to time to establish a dynamic NOx emission factor;
Wherein: EF NOx,i represents the host exhaust instantaneous NOx emission factor; c NOx,i represents the instantaneous concentration of host exhaust NOx; q i represents the instantaneous flow of the host exhaust.
2. The method for estimating nitrogen oxide emissions from a marine host based on dynamic emissions factors of claim 1, further characterized by: the following mode is specifically adopted in the S3:
S31, estimating a ship host load MEL by adopting a correction speed based on a ship host propeller law, establishing an equation of a fuel consumption rate SFOC and a host load to estimate host oil consumption FC according to a host rack test report, and verifying the host load estimation accuracy by actually measuring the host oil consumption, wherein the host load estimation expression is as follows:
MELi＝(Vi/Vmax)3
Wherein: MEL i represents transient host load; v i denotes the wind wave current corrected instantaneous speed of the vessel; v max denotes the maximum design speed of the vessel; SFOC i represents the instantaneous specific fuel consumption of the host under MEL i;
s32, according to a main engine bench test report, establishing an equation of the fuel consumption rate SFOC and the main engine load to estimate main engine oil consumption FC, and verifying main engine load estimation accuracy based on actual measurement of main engine oil consumption, wherein a main engine oil consumption estimation expression is as follows:
SFOCi＝f(MELi)
Wherein: SFOC i represents the fuel consumption rate of the host at transient host load; p e is the rated power of the host; t represents the time interval between two consecutive AIS reporting points.
3. The method for estimating nitrogen oxide emissions from a marine host based on dynamic emissions factors of claim 1, further characterized by: the following method is specifically adopted in the S5:
s51, calculating the emission quantity at a time interval t i between two continuous AIS report points based on the estimated host load and the dynamic nitrogen oxide emission factor, and adding to obtain the total emission quantity E of each voyage;
S52, monitoring the emission quantity of the nitrogen oxide of the main engine through the exhaust emission of the real ship, and evaluating the effect of the dynamic nitrogen oxide emission factor on the improvement of the emission quantity estimation precision.
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