Control method of marine wind power boosting rotor

Abstract

The invention discloses a control method of a marine wind power boosting rotor, and relates to the technical field of ship energy conservation and control, and the method comprises the steps: determining constraint conditions of marine wind power boosting rotor control; according to the wind power environment parameters, the operation condition of the wind power boosting rotor for the ship at the t moment is determined, and the optimal rotating speed of the wind power boosting rotor for the ship is determined; constructing a target function controlled by the marine wind power boosting rotor, and calculating the optimal rudder angle and the optimal propeller power of the ship when the target function reaches the minimum by utilizing an optimization method according to the optimal rotating speed at the moment t, the rudder angle of the ship, the propeller power, the motion state parameters and the wind power environment parameters; and the rotating speed of the wind power boosting rotor and the rudder angle of the ship are adjusted according to the optimal rotating speed, the optimal rudder angle and the optimal propeller power. According to the method, cooperative improvement of rotor energy efficiency and ship control stability is achieved by controlling boundary constraint and self-adaptive adjustment of a complex wind field.

Description

Technical Field

[0001] This application relates to the field of ship energy conservation and control technology, and in particular to a control method for a marine wind-powered propulsion rotor. Background Technology

[0002] As the global shipping industry faces increasingly severe pressure to conserve energy and reduce emissions, marine wind-powered propulsion rotors, as a highly efficient auxiliary propulsion device integrating aerodynamics and intelligent control technologies, are becoming one of the core technologies for the green transformation of ships. Marine wind-powered propulsion rotors generate the Magnus effect through a rotating cylinder, utilizing wind energy to produce auxiliary thrust, thereby reducing the power consumption of the ship's main engine. The auxiliary thrust generated depends on the wind field distribution along the actual route. For example, when the wind speed is low or the wind direction is unfavorable (such as a headwind), the thrust generated by the wind-powered propulsion rotor is less than its own energy consumption. In this case, activating the marine wind-powered propulsion rotor will produce a negative energy-saving effect. Therefore, the control of marine wind-powered propulsion rotors is of great significance for maximizing energy-saving effects.

[0003] Traditional control methods optimize thrust by fixing the speed ratio and adjusting the rotational speed of the marine wind-powered propeller rotor accordingly. However, this method has significant technical limitations: firstly, the wind speed and direction on actual routes deviate from calm conditions due to the ship's speed, making it unsuitable for complex wind conditions; secondly, the marine wind-powered propeller rotor introduces lateral forces while generating thrust, which may cause the ship's course to deviate from the reference course, significantly increasing the ship's drag and reducing the energy-saving effect of the propeller. Summary of the Invention

[0004] This application addresses the aforementioned problems and technical requirements by proposing a control method for a marine wind-powered propulsion rotor. The technical solution of this application is as follows:

[0005] A control method for a marine wind-powered propulsion rotor includes the following steps:

[0006] Obtain the motion state parameters, wind environment parameters, and rotational speed n of the ship's wind-powered propulsion rotor at any time t as the ship travels along the target route. t , the ship's rudder angle δ t and propeller power P t p Wind environmental parameters include wind speed v t and wind direction θ t ;

[0007] Determine the constraints for the control of the marine wind-powered propulsion rotor. The constraints indicate the mechanical performance boundaries of the marine wind-powered propulsion rotor and the controllability boundaries of the ship.

[0008] Based on wind environment parameters, the operating conditions of the marine wind-powered propulsion rotor at time t are determined, and the optimal rotational speed of the marine wind-powered propulsion rotor to satisfy the constraints under the operating conditions is determined. The operating conditions reflect the energy-saving effect of the marine wind-powered propulsion rotor and its impact on the ship's motion.

[0009] Construct an objective function for the control of a marine wind-powered propulsion rotor. The objective function is used to calculate the deviation between the ship's motion state and the target motion state indicated by the target route, as well as the ship's total energy consumption.

[0010] Under constraints, based on the optimal rotational speed at time t The ship's rudder angle δ t Propeller power P t p Based on motion state parameters and wind environment parameters, the optimal rudder angle of the ship is calculated using optimization methods to minimize the objective function. And optimal propeller power P t p_opt ;

[0011] According to the optimal rotational speed at time t Optimal rudder angle And optimal propeller power P t p_opt Adjust the rotational speed n of the wind-driven rotor t And the ship's rudder angle δ t .

[0012] A further technical solution is that the motion state parameters include the ship's heading. The operating conditions of the marine wind-powered propulsion rotor at time t include:

[0013] Determine the wind speed v t Within the corresponding effective wind direction range, the energy-saving effect of the marine wind-powered propulsion rotor meets the energy-saving requirements.

[0014] According to wind direction θ t and ship's course Determine the relative wind direction at time t Determine the change in wind direction Δθ at time t. t =θ t -θ t-1 θ t-1 It is the wind direction at time t-1;

[0015] When relative wind direction ψ t Within the effective wind direction range, and with wind speed v t Below the high wind speed threshold v wh At time t, the operating condition of the marine wind-powered propulsion rotor is determined to be the high-efficiency condition.

[0016] When relative wind direction ψ t Not within the effective wind direction range, and / or, wind speed v t Below the low wind speed threshold v wl At time t, the operating condition of the ship's wind-powered propulsion rotor is determined to be an inefficient condition.

[0017] When the wind speed is v t Above the high wind speed threshold v wh And / or, wind direction change Δθ t Exceeding the threshold of change Δθ th At time t, the operating condition of the marine wind-powered propulsion rotor is determined to be an extreme condition; among which, the high wind speed threshold v wh greater than the low wind speed threshold v wl .

[0018] A further technical solution is that the constraint conditions include the speed boundary interval [n] min ,n max To determine the optimal rotational speed of a marine wind-powered propulsion rotor that satisfies the constraints under operating conditions. include:

[0019] Determine the marine wind-powered propulsion rotor at wind speed v t The reference speed below The reference speed meets the constraints.

[0020] When the operating condition is the high-efficiency condition, determine the rudder angle fluctuation of the ship, and determine the optimal speed of the marine wind-powered propulsion rotor based on the rudder angle fluctuation.

[0021] Determine the optimal speed of the marine wind-powered propulsion rotor when the operating condition is inefficient. n th1 It is a pre-set value;

[0022] Determine the optimal speed of the marine wind-powered propulsion rotor when operating under extreme conditions.

[0023] n min It is the lower limit of the speed boundary range, n max It is the upper limit of the speed boundary range.

[0024] A further technical solution involves determining the optimal rotational speed of the marine wind-powered propulsion rotor based on rudder angle fluctuations. include:

[0025] Obtain the rudder angle at time t and several times prior to time t, and calculate the standard deviation of the rudder angle.

[0026] When the standard deviation of the rudder angle Exceeding the predetermined threshold σth At that time, the rudder angle fluctuation of the ship was determined to be an abnormal fluctuation, and the optimal speed of the ship's wind-powered propulsion rotor was determined. n th2 It is a pre-set value;

[0027] When the standard deviation of the rudder angle Not exceeding the predetermined threshold σ th At that time, the rudder angle fluctuation of the ship was determined to be normal fluctuation, and the optimal speed of the ship's wind-powered propulsion rotor was determined.

[0028] A further technical solution is that the motion state parameters include the ship's heading. According to the ship's course Target heading and target motion state parameters Determine heading deviation

[0029] Determine the objective function for marine wind-powered propeller rotor control. P t total ω1 and ω2 are the total energy consumption of the ship, and ω1 and ω2 are weighting coefficients.

[0030] A further technical solution is that the motion state parameters also include the ship's speed V. t Bow Bow acceleration Determine the ship's total energy consumption P t total for:

[0031]

[0032] Among them, F t x It is the thrust of the marine wind-powered propulsion rotor, F t y It is the lateral force of the marine wind-powered propulsion rotor. Q1, Q2, Q3, Q4, R1, R2, and R3 are weighting coefficients.

[0033] A further technical solution involves adjusting the ship's rudder angle, including:

[0034] Based on the optimal speed of the marine wind-powered propulsion rotor Calculate the optimal speed ratio for marine wind-powered propulsion rotors The optimal speed ratio was determined based on the aerodynamic characteristic curve of the marine wind-powered propulsion rotor. Corresponding lateral force coefficient R is the radius of the marine wind-powered propulsion rotor; the aerodynamic characteristic curve represents the correlation between the speed ratio and the lateral force coefficient of the marine wind-powered propulsion rotor.

[0035] According to the lateral force coefficient The lateral force of the marine wind-powered propulsion rotor was calculated. ρ is the air density. It is the side projected area of ​​the marine wind-powered propulsion rotor;

[0036] When the lateral force F t y The absolute value is greater than the lateral force threshold. At that time, determine the rudder angle compensation amount. And according to the rudder angle compensation amount Gradually adjust the rudder angle δ t To the optimal rudder angle k is the compensation coefficient and 0 <k≤1。

[0037] A further technical solution is that the control method also includes:

[0038] Based on the propeller power versus propeller speed curve, and according to the optimal propeller power P t p_opt Determine the optimal propeller speed

[0039] Based on the ship's reduction ratio i, the optimal main engine speed of the ship is calculated. And according to the optimal host speed Adjust the ship's main engine speed.

[0040] A further technical solution involves adjusting the rotational speed n of the wind-powered booster rotor. t Also includes:

[0041] Using the naval constant method, based on the theoretical value P of the propeller power at the reference speed V0. p0 The calculations show that at the ship's speed V... t Theoretical propeller power value

[0042] When the optimal propeller power P t p_opt Greater than the theoretical value of propeller power At that time, adjust the rotational speed n of the wind-assisted rotor. t It dropped to 0.

[0043] Its further technical solution is to determine the wind speed v t The corresponding effective wind direction ranges include:

[0044] Based on the aerodynamic characteristic curve of the marine wind-powered propulsion rotor, the energy-saving effect of the marine wind-powered propulsion rotor under various wind environment parameters is determined; the aerodynamic characteristic curve characterizes the correlation between the speed ratio and the thrust coefficient of the marine wind-powered propulsion rotor.

[0045] Determine the wind speed vt The energy-saving effect of the corresponding wind environment parameters meets the energy-saving requirements. All wind environment parameters corresponding to the wind direction are arranged in order to obtain the wind speed v. t The corresponding effective wind direction range.

[0046] The beneficial technical effects of this application are:

[0047] This application discloses a control method for a marine wind-powered propulsion rotor. By setting constraints on the rotor's rotational speed boundaries and the ship's steering angle boundaries, it avoids steering overload and loss of course control, ensuring safe navigation. By minimizing course deviation and total energy consumption, it achieves coordinated control of energy efficiency and course stability. Furthermore, considering the complexity and variability of actual wind fields, the energy-saving effect and impact on the main engine of the marine wind-powered propulsion rotor vary under different wind environmental parameters. By classifying the operating conditions of the rotor and developing different speed control strategies for each condition, the method effectively improves its adaptability to complex wind conditions. This solves the problem of insufficient adaptability of traditional methods to actual wind fields along the route, enabling safe and efficient operation of the marine wind-powered propulsion rotor under complex wind conditions, significantly improving the ship's energy-saving effect and navigation stability.

[0048] Considering the lateral force exerted on the ship by the marine wind-powered propulsion rotor, the steering compensation command is dynamically generated by assessing the lateral force in real time, which significantly improves the ship's control precision. While maintaining course stability, it effectively reduces the energy loss caused by frequent rudder movements, thereby further improving the ship's energy-saving effect.

[0049] In addition, the main engine speed is adjusted by monitoring the propeller power. When the marine wind-powered propeller is operating at high efficiency, the main engine power is reduced to avoid energy waste. When the marine wind-powered propeller is operating at low efficiency, the system switches to a main engine-driven mode to maintain the ship's speed. Through coordinated control of the main engine and the marine wind-powered propeller, stable ship speed is ensured while effectively saving energy. Attached Figure Description

[0050] Figure 1 This is a flowchart of the control method for marine wind-powered propulsion rotors.

[0051] Figure 2 This is a schematic diagram showing the integration of the control method for marine wind-powered propulsion rotors with the ship's intelligent operating system. Detailed Implementation

[0052] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0053] This application discloses a control method for a marine wind-powered propulsion rotor. Please refer to [reference needed]. Figure 1 The flowchart shown illustrates the specific steps of this method:

[0054] Step 1: Obtain the motion state parameters, wind environment parameters, and rotational speed n of the ship's wind-powered propulsion rotor at any time t as the ship sails along the target route. t , the ship's rudder angle δ t and propeller power P t p Wind environmental parameters include wind speed v t and wind direction θ t .

[0055] based on Figure 2 The ship's intelligent operating system, as shown, utilizes onboard sensors to collect real-time motion parameters of the ship as it navigates along the target route, as well as wind environment parameters of the navigation area. It also monitors the rotational speed of the ship's wind-powered propeller rotor, the ship's rudder angle, and propeller power. The ship's motion parameters include ship speed, heading, bow direction, and bow acceleration. The ship's sensors include a compass, an anemometer, and GNSS. The compass collects the ship's heading, bow direction, and bow acceleration; the anemometer collects wind speed and direction; and the GNSS collects the ship's speed.

[0056] Step 2: Determine the constraints for the control of the marine wind-powered propulsion rotor. The constraints indicate the mechanical performance boundaries of the marine wind-powered propulsion rotor and the controllability boundaries of the ship.

[0057] Based on the mechanical properties of marine wind-powered propulsion rotors, such as material strength and bearing limits, the speed boundary range of marine wind-powered propulsion rotors is defined [n]. min ,n max ], n min It is the lower limit of the speed boundary range, n max It is the upper limit of the speed boundary range, which is the safe speed range of marine wind-powered propulsion rotors.

[0058] Based on the ship's handling characteristics, such as steering gear response speed and minimum effective rudder angle, the rudder angle boundary range [-δ] is set. max ,δ max ],-δ max It is the lower limit of the rudder angle boundary range, δ max It is the upper limit of the rudder angle boundary range, which is the safe rudder angle range for steering.

[0059] Step 3: Based on the wind environment parameters, determine the operating conditions of the marine wind-powered propulsion rotor at time t, and determine the optimal rotational speed of the marine wind-powered propulsion rotor to satisfy the constraints under these operating conditions. The operating conditions reflect the energy-saving effect of the marine wind-powered propulsion rotor and its impact on the ship's motion.

[0060] Marine wind conditions are complex and variable. The energy-saving effect and impact on the main engine of marine wind-powered propulsion rotors vary under different wind speeds and directions. Furthermore, the rotor's position on the ship also affects its yaw rate; when the rotor is far from the ship's center, it often generates a larger turning moment. Therefore, it is necessary to classify the operating conditions of marine wind-powered propulsion rotors based on the ship's own condition and the actual wind environment.

[0061] In one embodiment, the operating conditions of the marine wind-powered propulsion rotor include high-efficiency conditions, low-efficiency conditions, and extreme conditions. Under high-efficiency conditions, the marine wind-powered propulsion rotor has a relatively small impact on the navigation safety and comfort of the ship and can generate a large auxiliary propulsion force, resulting in high energy-saving effect. Under low-efficiency conditions, the marine wind-powered propulsion rotor has a relatively small impact on the navigation safety and comfort of the ship, but due to unfavorable wind direction, it cannot generate a large auxiliary propulsion force or the turning torque is large, resulting in low energy-saving effect. Under extreme conditions, the marine wind-powered propulsion rotor has a significant impact on the navigation safety and comfort of the ship, and even if it can generate a large auxiliary propulsion force, it is necessary to prioritize ensuring the navigation safety of the ship.

[0062] Specifically, the ship's motion parameters include the ship's heading. The operating conditions of the marine wind-powered propulsion rotor at time t are determined based on the ship's motion state parameters and wind environment parameters, including:

[0063] (1) Determine the wind speed v t Within the corresponding effective wind direction range, the energy-saving effect of the marine wind-powered propulsion rotor meets the energy-saving requirements.

[0064] In one embodiment, the wind speed v is determined. t The specific method for determining the corresponding effective wind direction range is as follows:

[0065] The "2021 Guidelines for Calculating and Verifying Innovative Energy Efficiency Technologies for EEDI / EEXI" provides a formula for calculating the available effective power of marine wind-powered propeller rotors. Based on this formula and the aerodynamic characteristic curves of the marine wind-powered propeller rotor, the energy-saving effect of the rotor under various wind environment parameters is determined. The aerodynamic characteristic curves characterize the correlation between the rotor's speed ratio and thrust coefficient. Aerodynamic characteristic curves, including lift and drag curves, can be obtained by refitting the aerodynamic characteristics at different wind speeds and directions through model experiments or numerical calculations. The lift and drag coefficients at various wind speeds and directions can then be calculated. The thrust coefficient is obtained by vector synthesis of the lift and drag coefficients along the bow direction. The thrust can then be calculated from the thrust coefficient. Substituting this into the formula for calculating available effective power yields the energy-saving effect of the marine wind-powered propeller rotor. For a detailed calculation process, please refer to the applicant's previously published patent (Publication No. CN 113761736).

[0066] Determine the wind speed v t The energy-saving effect of the corresponding wind environment parameters meets the energy-saving requirements. All wind environment parameters corresponding to the wind direction are arranged in order to obtain the wind speed v. t The corresponding effective wind direction range.

[0067] Since the energy-saving effect varies depending on the wind direction at the same wind speed, the maximum energy-saving effect can be achieved by adjusting the rotational speed of the marine wind-powered propulsion rotor. However, in certain wind conditions, even adjusting to the maximum energy-saving effect may not meet the energy-saving requirements. For example, when the wind direction is both positive and negative, the energy-saving effect is negative and the energy-saving requirements are not met. Specific energy-saving requirements can be set according to the actual application.

[0068] (2) According to the wind direction θ t and ship's course Determine the relative wind direction at time t Determine the change in wind direction Δθ at time t. t =θ t -θ t-1 θ t-1 It is the wind direction at time t-1; where the wind direction θ t and ship's course All are in the geodetic coordinate system.

[0069] When relative wind direction ψ t Within the effective wind direction range, and with wind speed v t Below the high wind speed threshold v wh At time t, the operating condition of the ship's wind-powered propulsion rotor is determined to be the high-efficiency condition; the high-efficiency condition corresponds to the favorable wind direction such as the tail slope wind.

[0070] When relative wind direction ψ t Not within the effective wind direction range, and / or, wind speed v t Below the low wind speed threshold v wl At time t, the operating condition of the ship's wind-powered propulsion rotor is determined to be an inefficient condition; the inefficient condition corresponds to unfavorable wind directions such as headwinds and tailwinds.

[0071] When the wind speed is v t Above the high wind speed threshold v wh And / or, wind direction change Δθ t Exceeding the threshold of change Δθ th At time t, the operating condition of the marine wind-powered propulsion rotor is determined to be an extreme condition; extreme conditions correspond to strong winds or sudden changes in wind direction. Among these, the high wind speed threshold v... wh greater than the low wind speed threshold v wl v wh v wl and Δθ thThe specific value can be determined by comprehensively analyzing the dynamic performance of the marine wind-powered propulsion rotor, the arrangement of the marine wind-powered propulsion rotor on the ship's deck, and the ship's hydrodynamic performance, or it can be customized based on experience.

[0072] The rotational speed of the marine wind-powered propulsion rotor is adjusted under different operating conditions to adapt to changes in the actual wind field. In one embodiment, the constraint conditions include the rotational speed boundary interval [n min ,n max To determine the optimal rotational speed of a marine wind-powered propulsion rotor that satisfies the constraints under different operating conditions. include:

[0073] Using the energy-saving calculation method for marine wind-powered propulsion rotors described above, the energy efficiency at wind speeds v can be obtained according to the aerodynamic characteristic curve. t Lower speed boundary interval [n min ,n max The maximum energy saving effect within the range is determined by the rotational speed corresponding to the maximum energy saving effect, which is taken as the rotational speed of the marine wind-powered propulsion rotor at wind speed v. t The reference speed below The reference speed meets the constraints.

[0074] (1) When the operating condition is the high-efficiency condition, determine the rudder angle fluctuation of the ship, and determine the optimal speed of the marine wind-powered propulsion rotor based on the rudder angle fluctuation.

[0075] Because the operation of a marine wind-powered propulsion rotor generates lateral forces on the ship, causing a deviation in its course, it is necessary to monitor rudder angle fluctuations in real time and adjust the rotational speed accordingly to reduce the interference of lateral forces. In one embodiment, the optimal rotational speed of the marine wind-powered propulsion rotor is determined based on the rudder angle fluctuations. The specific method is as follows:

[0076] Obtain the rudder angle at time t and several times prior to time t, and calculate the standard deviation of the rudder angle.

[0077] When the standard deviation of the rudder angle Exceeding the predetermined threshold σ th At that time, the rudder angle fluctuation of the ship was determined to be an abnormal fluctuation, and the optimal speed of the ship's wind-powered propulsion rotor was determined. n th2 It is a predetermined value; predetermined value n th2 The determination is made through a comprehensive analysis of the dynamic performance of the marine wind-powered propulsion rotor, its arrangement on the ship's deck, and the ship's hydrodynamic performance. It can also be customized based on experience, and is generally a small value. The lateral force is reduced by fine-tuning the rotational speed.

[0078] When the standard deviation of the rudder angle Not exceeding the predetermined threshold σ th At that time, the rudder angle fluctuation of the ship was determined to be normal fluctuation, and the optimal speed of the ship's wind-powered propulsion rotor was determined. Wind energy capture is maximized by adjusting the rotational speed to a reference speed. The predetermined threshold σ... th Custom settings can be configured according to the actual application.

[0079] (2) Determine the optimal speed of the marine wind-powered propulsion rotor when the operating condition is inefficient. n th1 It is a predetermined value; predetermined value n th1 The parameters can be determined through comprehensive analysis of the dynamic performance of the marine wind-powered propulsion rotor, its arrangement on the ship's deck, and the ship's hydrodynamic performance. Alternatively, they can be customized based on experience. th1 The value is close to the base speed. It is used to drastically reduce the rotor speed or even stop the machine to reduce the speed to 0, thereby reducing its own energy consumption.

[0080] (3) Determine the optimal speed of the marine wind-powered propulsion rotor when the operating conditions are extreme. n min It is the lower limit of the speed boundary range, n max This refers to the upper limit of the speed range. By limiting the speed to a safe lower limit, the safety and stability of the ship are ensured. Furthermore, to further ensure safe ship handling, the rudder angle can be locked within a small range of fluctuations.

[0081] Step 4: Construct the objective function for the control of the marine wind-powered propulsion rotor. The objective function is used to calculate the deviation between the ship's motion state and the target motion state indicated by the target route, as well as the ship's total energy consumption.

[0082] In order to achieve coordinated control of energy efficiency and stability, this application analyzes the motion state and total energy consumption of a ship using a marine wind-powered propulsion rotor at the optimal speed.

[0083] In one embodiment, motion state parameters include ship heading. According to the ship's course Target heading and target motion state parameters Determine heading deviation Among them, the target motion state parameters are known quantities determined based on the target route, and the target heading is the direction from the ship's current position to the end of the target route.

[0084] Determine the objective function for marine wind-powered propeller rotor control. P t total ω1 and ω2 are the total energy consumption of the ship, and ω1 and ω2 are weighting coefficients.

[0085] The total energy consumption of a ship includes energy consumption for navigation, steering, and the energy consumption of the ship's wind-powered propeller. The energy consumption for navigation needs to consider the ship's motion parameters and propeller power; the energy consumption for steering needs to consider rudder angle and lateral force; and the energy consumption of the ship's wind-powered propeller needs to consider thrust. In one embodiment, the motion parameters also include the ship's speed V. t Bow Bow acceleration Determine the ship's total energy consumption P t total for:

[0086]

[0087] Among them, F t x It is the thrust of the marine wind-powered propulsion rotor, F t y This is the lateral force of the marine wind-powered propulsion rotor. Q1, Q2, Q3, Q4, R1, R2, and R3 are weighting coefficients. Thrust F t x It is the force along the bow direction, the lateral force F t y This refers to the force along the lateral direction of the ship. All of the above weight coefficients are constant values ​​that are custom-set based on experience.

[0088] Step 5: Under constraints, determine the optimal rotational speed at time t. The ship's rudder angle δ t Propeller power P t p Based on motion state parameters and wind environment parameters, the optimal rudder angle of the ship is calculated using optimization methods to minimize the objective function. And optimal propeller power P t p_opt .

[0089] Thrust F t x and lateral force F t y Through optimal speed The calculation is as follows:

[0090] Calculate the optimal speed ratio for marine wind-powered propulsion rotors The optimal speed ratio was determined based on the aerodynamic characteristic curve of the marine wind-powered propulsion rotor. Corresponding lateral force coefficient and thrust coefficient R is the radius of the marine wind-powered propulsion rotor; the aerodynamic characteristic curve characterizes the correlation between the speed ratio and the lateral force coefficient of the marine wind-powered propulsion rotor, and the aerodynamic characteristic curve can also characterize the correlation between the speed ratio and the thrust coefficient of the marine wind-powered propulsion rotor; based on the lateral force coefficient The lateral force of the marine wind-powered propulsion rotor was calculated. According to the thrust coefficient The thrust of the marine wind-powered propulsion rotor was calculated. ρ is the air density. It is the side projected area of ​​the marine wind-powered propulsion rotor. It is the lateral projected area of ​​the marine wind-powered propulsion rotor. The side projected area is the projected area along the longitudinal direction of the ship (bow-stern direction), and the lateral projected area is the projected area along the transverse direction of the ship (port-starboard direction).

[0091] Optimal speed The ship's rudder angle δ t Propeller power P t p Ship speed V t Bow Bow acceleration and the calculated thrust F t x and F t y By substituting the lateral force into the objective function J, and using optimization methods to continuously adjust the rudder angle and propeller power, the objective function value is iteratively calculated to obtain the optimal rudder angle that minimizes the objective function. And optimal propeller power P t p_opt The optimization method can be any existing optimization method, such as quadratic programming, the details of which will not be elaborated in this application.

[0092] Step 6, according to the optimal rotational speed at time t Optimal rudder angle And optimal propeller power P t p_opt Adjust the rotational speed n of the wind-driven rotor t And the ship's rudder angle δ t .

[0093] The rotational speed n of the wind-powered rotor t When making adjustments, use the optimal speed calculated in step 4. Rotation speed n t Adjust to optimal speed Based on this, the energy efficiency of the marine wind-powered propulsion rotor is evaluated in real time to further control the rotational speed and optimize energy efficiency. In one embodiment, the rotational speed n of the wind-powered propulsion rotor is adjusted.t It further includes: adopting the naval constant method, and calculating the theoretical value of the propeller power P at the reference ship speed V0 of the ship p0 , to obtain the theoretical value of the propeller power at the ship speed V t of the ship. The theoretical value of the propeller power is the propeller power when the marine wind-assisted rotor is not turned on. At this time, only relying on the propeller thrust to achieve the navigation of the ship at the reference ship speed V0. Due to the ship speed V t in the actual navigation process being inconsistent with the reference ship speed V0, it is necessary to convert the theoretical value of the propeller power to the corresponding ship speed V t of the ship. When the optimal propeller power P t p_opt is greater than the theoretical value of the propeller power , at this time, the increase in propeller energy consumption indicates that the marine wind-assisted rotor fails to provide sufficient thrust, and the energy-saving effect of the marine wind-assisted rotor is negative. In order to adjust the energy consumption, the rotational speed n t of the wind-assisted rotor is reduced to 0, and the operation of the marine wind-assisted rotor is stopped.

[0094] In order to overcome the problem that the traditional control method is difficult to balance the thrust gain and the steering energy consumption, the present application analyzes the lateral force of the marine wind-assisted rotor at the optimal rotational speed, so as to realize the correction compensation of the rudder angle to reduce the interference of the lateral force and improve the steering accuracy.

[0095] In one embodiment, the specific method for adjusting the rudder angle of the ship is: when the absolute value of the lateral force F t y is greater than the lateral force threshold , at this time, the interference of the lateral force on the ship is large, significantly increasing the energy consumption of the ship. Therefore, it is necessary to compensate the rudder angle to cope with the lateral force interference, determine the rudder angle compensation amount and gradually adjust the rudder angle δ according to the rudder angle compensation amount t to the optimal rudder angle k is a compensation coefficient and 0 < k ≤ 1. Among them, the lateral force threshold is customarily set according to the actual application situation; the compensation coefficient k is a positive number not exceeding 1, used to control the speed and smoothness of the rudder angle adjustment. When k is smaller, the amount of each adjustment of the rudder angle is smaller, and the time required to adjust to the optimal rudder angle is longer but the smoothness is better; when k is larger, the amount of each adjustment of the rudder angle is larger, and the time required to adjust to the optimal rudder angle is shorter but the smoothness is worse, and it is set according to the actual application requirements.

[0096] In order to further optimize the energy efficiency, it is also necessary to control the main engine of the ship to cooperate with the operation of the marine booster rotor. In one embodiment, the control method further includes: based on the curve of the propeller power and the propeller rotational speed, according to the optimal propeller power P tp_opt Determine the optimal propeller speed The propeller power versus propeller speed curve was obtained by conducting open-water tests on the ship beforehand.

[0097] Based on the ship's reduction ratio i, the optimal main engine speed of the ship is calculated. And according to the optimal host speed Adjust the ship's main engine speed.

[0098] A real-ship test was conducted using the control method of this application. The test results showed that, compared with the traditional fixed speed ratio control method, the control method of this application can increase the ship speed by 3% to 5% in the effective wind direction range such as tail slope wind, reduce the total energy consumption by 8% to 12%, and reduce the standard deviation of rudder angle by 40% to 60%. This indicates that the method of this application can effectively reduce energy consumption while improving the accuracy of ship course control.

[0099] The above descriptions are merely preferred embodiments of this application, and this application is not limited to the above embodiments. It is understood that other improvements and variations that can be directly derived or conceived by those skilled in the art without departing from the spirit and concept of this application should be considered to be included within the protection scope of this application.

Claims

1. A control method for a marine wind-powered propulsion rotor, characterized in that, The control method includes: Obtain the motion state parameters, wind environment parameters, and rotational speed n of the ship's wind-powered propulsion rotor at any time t as the ship travels along the target route. t , the ship's rudder angle δ t and propeller power P t p The wind environment parameters include wind speed v t and wind direction θ t ; Determine the constraints for the control of the marine wind-powered propulsion rotor, wherein the constraints indicate the mechanical performance boundaries of the marine wind-powered propulsion rotor and the handling characteristics boundaries of the ship. Based on the aforementioned wind environment parameters, determine the operating conditions of the marine wind-powered propulsion rotor at time t, and determine the optimal rotational speed of the marine wind-powered propulsion rotor under the aforementioned operating conditions to satisfy the aforementioned constraints. The operating conditions described reflect the energy-saving effect of the marine wind-powered propulsion rotor and its impact on the ship's motion. Construct an objective function for the control of a marine wind-powered propulsion rotor. The objective function is used to calculate the deviation between the ship's motion state and the target motion state indicated by the target route, as well as the ship's total energy consumption. Under the aforementioned constraints, based on the optimal rotational speed at time t The ship's rudder angle δ t Propeller power P t p Based on motion state parameters and wind environment parameters, the optimal rudder angle of the ship is calculated using optimization methods to minimize the objective function. And optimal propeller power P t p_opt ; According to the optimal rotational speed at time t Optimal rudder angle And optimal propeller power P t p_opt Adjust the rotational speed n of the wind-driven rotor t And the ship's rudder angle δ t .

2. The control method according to claim 1, characterized in that, The motion state parameters include the ship's heading. The operating conditions of the marine wind-powered propulsion rotor at time t include: Determine the wind speed v t The corresponding effective wind direction range, within which the energy-saving effect of the marine wind-powered propulsion rotor meets the energy-saving requirements; According to the wind direction θ t and the ship's course Determine the relative wind direction at time t Determine the change in wind direction Δθ at time t. t =θ t -θ t-1 θ t-1 It is the wind direction at time t-1; When relative wind direction ψ t Within the effective wind direction range, and the wind speed v t Below the high wind speed threshold v wh At time t, the operating condition of the marine wind-powered propulsion rotor is determined to be the high-efficiency condition. When relative wind direction ψ t Not within the stated effective wind direction range, and / or, wind speed v t Below the low wind speed threshold v wl At time t, the operating condition of the ship's wind-powered propulsion rotor is determined to be an inefficient condition. When the wind speed is v t Above the high wind speed threshold v wh And / or, wind direction change Δθ t Exceeding the threshold of change Δθ th At time t, the operating condition of the marine wind-powered propulsion rotor is determined to be an extreme condition; among which, the high wind speed threshold v wh greater than the low wind speed threshold v wl .

3. The control method according to claim 2, characterized in that, The constraints include the speed boundary interval [n] min ,n max Determine the optimal rotational speed of the marine wind-powered propulsion rotor to satisfy the constraints under the stated operating conditions. include: Determine the marine wind-powered propulsion rotor at wind speed v t The reference speed below The reference speed satisfies the constraint condition; When the operating condition is the high-efficiency condition, the rudder angle fluctuation of the ship is determined, and the optimal speed of the marine wind-powered propulsion rotor is determined based on the rudder angle fluctuation. When the operating condition is an inefficient condition, determine the optimal speed of the marine wind-powered propulsion rotor. n th1 It is a pre-set value; When the operating conditions described are extreme, determine the optimal speed of the marine wind-powered propulsion rotor. n min It is the lower limit of the speed boundary range, n max It is the upper limit of the speed range boundary.

4. The control method according to claim 3, characterized in that, Determine the optimal speed of the marine wind-powered propulsion rotor based on rudder angle fluctuations. include: Obtain the rudder angle at time t and several times prior to time t, and calculate the standard deviation of the rudder angle. When the standard deviation of the rudder angle Exceeding the predetermined threshold σ th At that time, the rudder angle fluctuation of the ship was determined to be an abnormal fluctuation, and the optimal speed of the ship's wind-powered propulsion rotor was determined. n th2 It is a pre-set value; When the standard deviation of the rudder angle Not exceeding the predetermined threshold σ th At that time, the rudder angle fluctuation of the ship was determined to be normal fluctuation, and the optimal speed of the ship's wind-powered propulsion rotor was determined.

5. The control method according to claim 1, characterized in that, The motion state parameters include the ship's heading. According to the ship's course Target heading and target motion state parameters Determine heading deviation Determine the objective function for marine wind-powered propeller rotor control. P t total ω1 and ω2 are the total energy consumption of the ship, and ω1 and ω2 are weighting coefficients.

6. The control method according to claim 5, characterized in that, The motion state parameters also include the ship's speed V. t Bow Bow acceleration Determine the ship's total energy consumption P t total for: Among them, F t x It is the thrust of the marine wind-powered propulsion rotor, F t y It is the lateral force of the marine wind-powered propulsion rotor. Q1, Q2, Q3, Q4, R1, R2, and R3 are weighting coefficients.

7. The control method according to claim 6, characterized in that, Adjusting the rudder angle of a ship includes: Based on the optimal speed of the marine wind-powered propulsion rotor Calculate the optimal speed ratio for marine wind-powered propulsion rotors The optimal speed ratio was determined based on the aerodynamic characteristic curve of the marine wind-powered propulsion rotor. Corresponding lateral force coefficient R is the radius of the marine wind-powered propulsion rotor; the aerodynamic characteristic curve represents the correlation between the speed ratio and the lateral force coefficient of the marine wind-powered propulsion rotor. According to the lateral force coefficient The lateral force of the marine wind-powered propulsion rotor was calculated. ρ is the air density. It is the side projected area of ​​the marine wind-powered propulsion rotor; When the lateral force F t y The absolute value is greater than the lateral force threshold. At that time, determine the rudder angle compensation amount. And according to the stated rudder angle compensation amount Gradually adjust the rudder angle δ t To the optimal rudder angle k is the compensation coefficient and 0 <k≤1。 8. The control method according to claim 1, characterized in that, The control method further includes: Based on the propeller power versus propeller speed curve, and according to the optimal propeller power P t p_opt Determine the optimal propeller speed Based on the ship's reduction ratio i, the optimal main engine speed of the ship is calculated. And according to the optimal host speed Adjust the ship's main engine speed.

9. The control method according to claim 1, characterized in that, The adjustment of the wind-powered booster rotor speed n t Also includes: Using the naval constant method, based on the theoretical value P of the propeller power at the reference speed V0. p0 The calculations show that at the ship's speed V... t Theoretical propeller power value When the optimal propeller power P t p_opt Greater than the theoretical value of propeller power At that time, adjust the rotational speed n of the wind-assisted rotor. t It dropped to 0.

10. The control method according to claim 2, characterized in that, The determined wind speed v t The corresponding effective wind direction range includes: Based on the aerodynamic characteristic curve of the marine wind-powered propulsion rotor, the energy-saving effect of the marine wind-powered propulsion rotor under various wind environment parameters is determined; the aerodynamic characteristic curve characterizes the correlation between the speed ratio and the thrust coefficient of the marine wind-powered propulsion rotor. Determine the wind speed v t The energy-saving effect of the corresponding wind environment parameters meets the energy-saving requirements. All wind environment parameters corresponding to the wind direction are arranged in order to obtain the wind speed v. t The corresponding effective wind direction range.

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