Energy-saving effect evaluation method for marine wind power boosting rotor

Abstract

The invention discloses an energy-saving effect evaluation method for a marine wind power boosting rotor, and relates to the technical field of ship energy conservation and emission reduction. The method comprises the steps: determining a relative wind spectrum based on a ground wind spectrum, and calculating rotor lift force and rotor resistance according to the rotor rotating speed and the relative wind speed of the marine wind power boosting rotor; acquiring a thrust component of a marine wind power boosting rotor along the course of a ship based on rotor lift force and rotor resistance, and calculating the net energy-saving power generated by the marine wind power boosting rotor on the ship based on the thrust component and the target navigational speed of the ship, so the energy-saving effect evaluation is achieved. According to the method, an IMO wind power boosting technology energy efficiency evaluation method is taken as a framework; the rapidity characteristic of a ship equipped with a rotor, the basic performance of the rotor and the ship route wind field environment are taken as input; and the relative wind speed and wind direction change caused by the navigational speed and the thrust change caused by rotor variable speed control in the operation process of the rotor are comprehensively considered, so the energy-saving effect of the wind power boosting rotor can be practically evaluated.

Description

technical field [0001] The invention relates to the technical field of ship energy saving and emission reduction, in particular to an energy saving effect evaluation method of a ship wind boosting rotor. Background technique [0002] At present, the International Maritime Organization (IMO) has continuously increased requirements on ship energy efficiency, and innovative means such as wind energy and high-efficiency drag reduction have become important technical means to improve ship energy efficiency and reduce carbon emissions. In recent years, wind boosting equipment such as hard wing sails and wind boosting rotors have been applied to real ships, providing new technical means for energy saving and emission reduction of ships. Among the three types of ship energy-saving technologies classified by IMO as A, B, and C, the marine wind booster rotor is a type B energy-saving device. Common B-type energy-saving devices include sails, wind-assisted rotors, air layer drag reduc...

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Problems solved by technology

Common B-type energy-saving devices include sails, wind-assisted rotors, air layer drag reduction, etc. These energy-saving devices require ships to provide additional driving force during operation, and their energy-saving effects vary with wind direction, wave direction, etc. Environmental conditions are constantly changing, therefore, it is impossible to evaluate the energy-saving effect of B-type energy-saving technologies through the calculation results under a single condition

[0003] In 2013, IMO released the "2013 Guidelines for the Treatment of Innovative Energy Efficiency Technologies for Calculation and Verification of EEDI", which stipulated the calculation formula of the ship design energy efficiency index when considering the B-type energy-saving technology, and the detailed evaluation method has not yet been confirmed.

IMO expresses the energy-saving effect of Class B energy-saving technology through equivalent power, which includes effective power P eff and utilization factor f eff Two terms, in the definition of IMO, the effective power P eff is the power reduction value of the main engine of the ship generated by the wind-assisted rotor under actual conditions, and the utilization factor f eff Through the wind spectrum performance on the ship route: Among them, V ref is the reference speed of the ship in knot, η T is the total efficiency of the main engine at 75% of the rated installed power, F(V ref ) is the given speed V ref The thrust matrix of the downwind-assisted rotor, W is the global wind probability matrix, P(V ref ) is the consumed power matrix, but the above definition of IMO does not give the calculation method of each part, nor does it consider the aerodynamic characteristics of the rotor, control mode, etc., so it is not feasible

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