CN115905770A - Ship pollution emission track measuring and calculating method based on AIS data - Google Patents
Ship pollution emission track measuring and calculating method based on AIS data Download PDFInfo
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Abstract
The invention discloses a ship pollution emission track measuring and calculating method based on AIS data, which comprises the following steps: acquiring ship AIS data and ship archive data; cleaning the AIS data of the ship; fusing the cleaned ship AIS data and the ship archive data, and obtaining the emission factor of the ship by contrasting a ship emission table; acquiring a ship navigation track, and correcting the ship navigation track by using a linear interpolation method to change the ship navigation track into a smooth track curve; obtaining the total discharge amount of the ship by using ship file data and discharge factors; and combining the total discharge of the ship and the corrected sailing track of the ship to obtain a thermodynamic diagram of the discharge track of the ship, namely a pollution discharge track of the ship. According to the method, the AIS data is taken as a basis, the static and dynamic information of the ship under the AIS and the main and auxiliary engine fields under the ship archive data are fused, and the ship pollution emission factor information is introduced into the calculation model, so that the calculation result accuracy is higher.
Description
Technical Field
The invention relates to the field of ship pollution emission calculation, in particular to a ship pollution emission trajectory measuring and calculating method based on AIS data.
Background
At present, a measurement and calculation method based on AIS static and dynamic information mainly analyzes static information of MMSI, tonnage and the like of a ship and dynamic information of ship navigation speed, navigation angle and the like under AIS message information and substitutes the static information and the tonnage and the dynamic information into a model for calculation. The existing method for determining the discharge amount track is to introduce main and auxiliary engine information calculation, more to estimate the length between columns of a ship according to the ship length in AIS data, and then estimate the main engine and auxiliary engine power of the ship without combining the actual ship discharge amount, so that a certain error exists between the calculation result and data reported by the international maritime organization.
Disclosure of Invention
The invention provides a ship pollution emission track measuring and calculating method based on AIS data, and aims to solve the problems that an error exists in a calculation result caused by the fact that the length between columns of a ship is calculated by an existing measuring and calculating method.
In order to realize the purpose, the technical scheme of the invention is as follows:
a ship pollution emission track measuring and calculating method based on AIS data comprises the following steps:
step 1, acquiring ship AIS data and ship archive data;
step 2, cleaning the ship AIS data, and filtering data which exceeds the longitude and latitude setting, the preset speed value and the MMSI setting in the ship AIS data;
step 3, integrating the cleaned ship AIS data and ship archive data, and obtaining a ship emission factor by referring to a ship emission table;
step 4, obtaining a ship navigation track, and correcting the ship navigation track by using a linear interpolation method to change the ship navigation track into a smooth track curve;
and 6, combining the total discharge amount of the ship and the corrected ship sailing track to obtain a ship discharge amount track thermodynamic diagram, namely a ship pollution discharge amount track.
Further, the specific method for fusing the cleaned ship AIS data and the ship archive data in step 3 is as follows: and matching static information and dynamic information in the ship AIS data with MMSI identification code fields of the same fields in the main engine power and the auxiliary engine power in the ship archive data through the MMSI identification code fields of the ships in the ship AIS data.
Further, the specific calculation step of obtaining the total emission of the ship by using the ship profile data and the emission factor in the step 5 is as follows:
step 5.1, obtaining the total emission quantity E of the host by utilizing the real-time power P1 of the host, the emission factor EF and the given combustion compensation parameter CF in the ship archive data engine_M ；
Step 5.2, utilizing the real-time power P of the auxiliary engine in the ship archive data 2 Obtaining the total emission E of the auxiliary engine by using the emission factor EF and the given combustion compensation parameter CF engine_A ；
Step 5.3, combining the total emission E of the main engine engine_M With total amount of auxiliary machine emissions E engine_A Obtaining the total discharge of the ship
Further, the total host emission is obtained in step 5.1E engine_M The specific calculation formula of (A) is as follows:
E engine_M ＝P 1 ×t×EF×CF
n＝Index(input{Ship_type，DWT range })
wherein t represents the discharge operating duration, LF 1 Which represents the load rate of the host computer,
representing the maximum power of the main engine, V representing the current speed of the ship, V max Representing the maximum speed of the Ship, n is the load factor index of the main engine, ship _ type represents the Ship type, DWT range Representing the tonnage interval of the ship.
Further, the total emission E of the auxiliary machinery is obtained in the step 5.2 engine_A The specific calculation formula of (A) is as follows:
E engine_A ＝P 2 ×t×EF×CF
LF 2 ＝Index(Input{Ship_speed、Ship_type})
wherein, LF 2 Representing the load rate of the auxiliary machine,
representing the maximum auxiliary power and Ship _ speed representing the current speed of the Ship.
Further, the thermodynamic diagram for obtaining the ship discharge amount track in the step 6 specifically includes: and carrying out meshing division on the open source map, multiplying the ratio of the corrected ship navigation track in a certain mesh by the total ship emission of the mesh to obtain the emission of the current section of the ship track, and aggregating the meshes of the navigation track to obtain the emission track thermodynamic diagram of the ship.
Further, the specific method for modifying the ship navigation track by using the linear interpolation method in the step 4 to change the ship navigation track into a smooth track curve comprises the following steps: if the distance interval between two adjacent points in the ship navigation track points exceeds a sea and the time interval is less than b days, 1 track point is supplemented in each sea c, the values of a, b and c are set according to the actual measurement requirement, and the value of c is less than or equal to a.
Has the advantages that:
1) According to the method, the AIS data is taken as a basis, the static and dynamic information of the ship under the AIS and the main and auxiliary engine fields under the ship archive data are fused, and the ship pollution emission factor information is introduced into the calculation model, so that the calculation result accuracy is higher.
2) In the aspect of ship track processing, a linear interpolation method is used for flying point removal and track supplement, so that the ship navigation track is more complete and smooth;
3) In the output of the pollution discharge result, the pollutant discharge output by the method is more diversified, and the calculation results including carbon dioxide, tiny particles, sulfur oxides, nitrogen oxides, methane and carbon monoxide are respectively output according to the emission factors corresponding to different pollutants, and meanwhile, the method realizes the loading and visual display of the pollutant discharge on the ship navigation track;
drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a flow chart of a trajectory estimation method of the present invention;
fig. 2 is a thermodynamic diagram of the discharge amount trajectory.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment provides a ship pollution emission amount track measuring and calculating method based on AIS data, and as shown in FIG. 1, the method comprises the following steps:
step 1, acquiring ship AIS (Automatic identification System) data and ship archive data; the method comprises the steps that original ship AIS data are obtained through an AIS base station and satellite equipment, the original ship AIS data are analyzed according to a special identifier translation book, and used data fields such as MMSI (Markime Mobile Service identity), longitude and latitude, speed, angle and the like can be visually output;
acquiring ship archive data;
step 2, cleaning the ship AIS data, and filtering data which exceeds the longitude and latitude setting, the preset speed value and the MMSI setting in the ship AIS data; specifically, due to human tampering, equipment failure, channel congestion and other reasons, a large number of wrong points exist in the analyzed AIS data, for example, the longitude and latitude obviously exceed 180 in accuracy, the speed is too high, and the MMSI does not meet the routine; the physical integrity records that key fields are missing exist, such as longitude and latitude, time stamp, MMSI field missing and the like, and the points are cleaned to obtain cleaned data;
step 3, integrating the cleaned ship AIS data and the ship archive data, and obtaining a ship emission factor by referring to a ship emission table; specifically, the ship emission table includes a table 1 main engine emission factor corresponding table and a table 2 auxiliary engine emission factor corresponding table, where tables 1 and 2 are specifically as follows:
| pollutant/fuel type | HFO | LFSO | VLSFO | MDO | MGO | LNG |
| PM | 1.42 | 0.75 | 0.72 | 0.31 | 0.19 | 0.03 |
| SOX | 10.29 | 1.91 | 1.2 | 1.81 | 0.36 | 0.0027 |
| CO | 1.4 | 1.4 | 1.4 | 1.4 | 1.4 | 1.3 |
| CH4 | 0.01 | 0.01 | 0.01 | 0.01 | 0.01 | 8.5 |
| NOX | 18.1 | 14.11 | 14.1 | 14.15 | 14.15 | 1.3 |
| CO2 | 621 | 621 | 541 | 589 | 589 | 457 |
TABLE 1 corresponding table of emission factors of host
| Pollutant/fuel type | HFO | LFSO | VLSFO | MDO | MGO | LNG |
| PM | 1.44 | 0.65 | 0.55 | 0.32 | 0.18 | 0.03 |
| SOX | 11.98 | 2.22 | 1.6 | 2.12 | 0.42 | 0.0027 |
| CO | 1.1 | 1.1 | 1.1 | 1.1 | 1.1 | 1.3 |
| CH4 | 0.01 | 0.01 | 0.01 | 0.01 | 0.01 | 8.5 |
| NOX | 14.7 | 11.45 | 11.4 | 11.57 | 11.57 | 1.3 |
| CO2 | 723 | 723 | 620 | 691 | 691 | 457 |
TABLE 2 auxiliary engine discharge factor corresponding table
Step 4, acquiring a ship navigation track, and correcting the ship navigation track by using a linear interpolation method to change the ship navigation track into a smooth track curve, wherein the angles between one point on the track and the next point on the track are not less than +/-5 degrees according to the time sequence of two adjacent points in the smooth track curve, and the angles are increased clockwise by taking the north-north direction in the map as 0;
and 6, combining the total discharge of the ship with the corrected ship sailing track to obtain a ship discharge track thermodynamic diagram, namely a ship pollution discharge track.
In a specific embodiment, the specific method for fusing the cleaned ship AIS data and the ship archive data in step 3 is as follows: and matching static information (comprising ship name, ship length, ship width and ship type fields) and dynamic information (comprising ground course, ground speed, bow direction and navigation state fields) in the ship AIS data with the same MMSI identification code field in the main engine power and the auxiliary engine power in the ship file data through the MMSI identification code field of the ship in the ship AIS data.
In a specific embodiment, the specific calculation step of obtaining the total emission of the ship by using the ship profile data and the emission factor in the step 5 includes:
step 5.1, utilizing the real-time power P of the host in the ship archive data 1 Obtaining a total host emission E from the emission factor EF and a given combustion compensation parameter CF engine_M ；
Step 5.2, utilizing the real-time power P of the auxiliary engine in the ship archive data 2 Obtaining the total emission E of the auxiliary engine by using the emission factor EF and the given combustion compensation parameter CF engine_A ；
Step 5.3, combining the total emission E of the main engine engine_M With total amount of auxiliary machine emissions E engine_A Obtaining the total discharge of the ship
In a specific embodiment, the total host emissions E is obtained in said step 5.1 engine_M The specific calculation formula of (A) is as follows:
E engine_M ＝P 1 ×t×EF×CF
n＝Index(input{Ship_type，DWT range })
wherein t represents the discharge operating duration, LF 1 Which represents the load rate of the host computer,
representing the maximum power of the main engine, V representing the current speed of the ship, V max Representing the maximum speed of the Ship, n being the host load factor index, ship _ type representing the Ship type, DWT range The main engine is used for driving the propeller to push the ship to advance in the tonnage interval of the ship.
Specifically, when the speed V is 0, the load factor LF thereof is regarded as 0; when the ship speed reaches the maximum ship speed, the load factor is regarded as 100%. But the speed ratio and the load factor of the ship main engine are not in a linear relationship, relevant documents of a ship structure are researched, the nonlinear relationship is found to depend on the ratio of the diameters of different propellers of different ship types to the advancing distance of the propellers, and finally the values of the different ship types are determined to be between 3.2 and 4.0;
in a specific embodiment, the total auxiliary emissions E is obtained in said step 5.2 engine_A The specific calculation formula of (A) is as follows:
E engine_A ＝P 2 ×t×EF×CF
LF 2 ＝Index(Input{Ship_speed、Ship_type})
wherein, LF 2 Representing the load rate of the auxiliary machine,
representing the maximum auxiliary power and Ship _ speed representing the current speed of the Ship.
Specifically, the auxiliary engine is used for driving a generator on the ship to generate power on the ship. Generally, the electricity utilization requirement is high under the condition of landing, the load ratio of the auxiliary machine is high, certainly, if some wharfs can provide shore power supply, the load of the auxiliary machine can be reduced, and the influence caused by the shore power is not considered in the current calculation scheme. The emission factor of the auxiliary machine is generated by multiplying three groups of parameters, and is mainly generated by multiplying the operation duration by the real-time power and then multiplying by the emission factor. The real-time power of the ship auxiliary engine mainly comprises two groups of parameters, wherein one group of parameters is a load rate, the other group of parameters is a maximum power, the load rate is different from the real-time power of the main engine, the load rate is formed by a load rate dictionary table, the state of the ship is judged according to the ship speed, and the load rate of the auxiliary engine is returned according to the state such as anchoring, berthing and sailing. Wherein the maximum power of the archival ship is from archives, and the maximum power of the non-archival ship is from the learning of archival data.
From step 5, grid level emission data may be obtained, specifically including carbon dioxide (CO 2), particulate Matter (PM), sulfur Oxides (SOX), nitrogen Oxides (NOX), methane (CH 4), and carbon monoxide (CO). And collecting and counting the data of the grid level to obtain the pollution emission data of a certain area or a certain track section.
In a specific embodiment, the thermodynamic diagram of the ship emission track obtained in step 6 specifically includes: and carrying out meshing division on the open source map, multiplying the ratio of the corrected ship navigation track in a certain mesh by the total ship emission of the mesh to obtain the emission of the current section of the ship track, and aggregating the meshes of the navigation track to obtain the emission track thermodynamic diagram of the ship.
In the specific embodiment, for non-archival ships, machine learning is performed on non-archival data to estimate the power of the main engine and the auxiliary engine of the ship;
in a specific embodiment, the specific method for modifying the ship navigation track by using the linear interpolation method in the step 4 to change the ship navigation track into a smooth track curve includes: if the distance interval between two adjacent points in the ship navigation track points exceeds a sea and the time interval is less than b days, 1 track point is supplemented in each sea, the values of a, b and c are set according to actual measurement requirements, and the value of c is less than or equal to a. For example, if the distance interval between two adjacent points in the ship navigation track points exceeds 3 nautical miles and the time interval is less than 2 days, 1 track point is supplemented in every 1 nautical mile. Specifically, the correction in step 4 is mainly to process flying points appearing on a certain track of the ship, and noise points on the track are processed to obtain a smooth track curve if the speed is not reachable, the distance between adjacent points is too large, and the adjacent points are extremely acute; the supplement mainly refers to the densification of the point positions of the ship navigation track, namely the plug-value processing. The complex offshore environment can cause signal interruption of the AIS equipment of the ship, and then the loss of the track points of the ship is caused, and the track of most ships on the ocean presents the condition that only a few points exist. If there are no sampling points within the specified time threshold, the missing value is considered to be present during this time. And (4) interpolating the data by adopting an interpolation method combining the navigational speed, the heading and the time in the AIS data. Firstly, dividing a track into a straight track and a curved track section through a course, directly adopting a linear interpolation method for the straight track, and specifically operating that the distance between two points exceeds 3 nautical miles and the time interval is less than 2 days, according to the definition of a great circle course, the earth is regarded as a sphere, a plane is made through any two points on the ground and the center of the earth, and the circumference which is seen by the intersection of the plane and the earth surface is a great circle. The major circular arc line between two points is the shortest distance between the two points on the ground. The course when navigating along this large circular arc is called a large circular course. And supplementing 1 point in each 1 sea for the missing part of the track. The curve track is mainly used for predicting interpolation points through the speed and the course of the front point and the rear point.
Fig. 2 is a thermodynamic diagram of the discharge amount track, and as can be seen from fig. 2, the lighter the color on the track of the ship represents the thermodynamic diagram of the total pollutant discharge amount of the ship in the last month, and the darker the color represents the more serious the pollutant discharge. The top left bar graph represents a specific emission list of each type of pollutant, including specific emission values of carbon dioxide (CO 2), particulate Matter (PM), sulfur Oxides (SOX), nitrogen Oxides (NOX), methane (CH 4), and carbon monoxide (CO), for the vessel over the last month.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (7)
1. A ship pollution emission amount track measuring and calculating method based on AIS data is characterized by comprising the following steps:
step 1, acquiring ship AIS data and ship archive data;
step 2, cleaning the ship AIS data, and filtering data which exceeds the longitude and latitude setting, the preset speed value and the MMSI setting in the ship AIS data;
step 3, integrating the cleaned ship AIS data and the ship archive data, and obtaining a ship emission factor by referring to a ship emission table;
step 4, obtaining a ship navigation track, and correcting the ship navigation track by using a linear interpolation method to change the ship navigation track into a smooth track curve;
step 5, obtaining the total emission of the ship by using ship file data and emission factors;
and 6, combining the total discharge amount of the ship and the corrected ship sailing track to obtain a ship discharge amount track thermodynamic diagram, namely a ship pollution discharge amount track.
2. The method for measuring and calculating the ship pollution emission track based on the AIS data according to claim 1, wherein the specific method for fusing the cleaned ship AIS data and the ship file data in the step 3 is as follows: and matching static information and dynamic information in the ship AIS data with MMSI identification code fields of the same fields in the main engine power and the auxiliary engine power in the ship archive data through the MMSI identification code fields of the ships in the ship AIS data.
3. The method for calculating the ship pollution emission track based on the AIS data according to claim 2, wherein the specific calculation steps for obtaining the total emission of the ship by using the ship profile data and the emission factor in the step 5 are as follows:
step 5.1, utilizing the real-time power P of the host in the ship archive data 1 Obtaining a total host emission E from the emission factor EF and a given combustion compensation parameter CF engine_M ；
Step 5.2, ship archive data are utilizedAuxiliary real-time power P in 2 Obtaining the total emission E of the auxiliary engine by using the emission factor EF and the given combustion compensation parameter CF engine_A ；
Step 5.3, combining the total emission E of the main engine engine_M With total quantity E of emissions of auxiliary machinery engine_A Obtaining the total discharge of the ship
4. The AIS data-based ship pollution emission trace measuring and calculating method according to claim 3, wherein the AIS data-based ship pollution emission trace measuring and calculating method comprises the following steps: obtaining the total emission E of the host in the step 5.1 engine_M The specific calculation formula of (A) is as follows:
E engine_M ＝P 1 ×t×EF×CF
n＝Index(input{Ship_type,DWT range })
wherein t represents the discharge operating duration, LF 1 Which represents the load rate of the host computer,
representing the maximum power of the main engine, V representing the current speed of the ship, V max Representing the maximum speed of the Ship, n being the host load factor index, ship _ type representing the Ship type, DWT range Representing the tonnage interval of the ship.
5. The AIS data-based ship pollution emission trace measuring and calculating method according to claim 4, wherein the AIS data-based ship pollution emission trace measuring and calculating method comprises the following steps: obtaining the total emission E of the auxiliary machinery in the step 5.2 engine_A The specific calculation formula of (A) is as follows:
E engine_A ＝P 2 ×t×EF×CF
LF 2 ＝Index(Input{Ship_speed、Ship_type})
wherein, LF 2 Representing the load rate of the auxiliary machine,
representing the maximum auxiliary power and Ship _ speed representing the current speed of the Ship.
6. The method for measuring and calculating the ship pollution emission track based on the AIS data according to claim 5, wherein the thermodynamic diagram of the ship emission track obtained in the step 6 is specifically as follows: and carrying out meshing division on the open source map, multiplying the ratio of the corrected ship navigation track in a certain mesh by the total ship emission of the mesh to obtain the emission of the current section of the ship track, and aggregating the meshes of the navigation track to obtain the emission track thermodynamic diagram of the ship.
7. The method for measuring and calculating the ship pollution emission track based on the AIS data according to claim 6, wherein the specific method for correcting the ship sailing track by using the linear interpolation method in the step 4 to change the ship sailing track into a smooth track curve comprises the following steps: if the distance interval between two adjacent points in the ship navigation track points exceeds a sea and the time interval is less than b days, 1 track point is supplemented in each sea c, the values of a, b and c are set according to the actual measurement requirement, and the value of c is less than or equal to a.
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