A ship energy efficiency intelligent management system based on equipment deterioration index

Abstract

This invention discloses a ship energy efficiency intelligent management system based on equipment degradation index, comprising a data acquisition module, an energy efficiency assessment module, and a display module. The data acquisition module collects sea state data, navigation data, and equipment operating parameters in real time during ship navigation. The energy efficiency assessment module calculates the ship's fouled bottom degradation index, diesel engine energy efficiency degradation index, and boiler energy efficiency degradation index based on the ship's sea trial data, actual collected sea state data, navigation data, and equipment operating parameters, and provides the assessment results. The display module displays the data collected in real time by the data acquisition module and the assessment results. Using this ship energy efficiency intelligent management system based on equipment degradation index, not only can the overall energy efficiency status of the ship be understood, but also the energy efficiency status of the ship's fouled bottom, diesel engine, and boiler can be obtained, providing managers with quantitative monitoring information and clear maintenance guidance, thereby achieving operational optimization and decision support for ship energy efficiency.

Description

Technical Field

[0001] This invention belongs to the technical field of ship energy efficiency management, specifically relating to an intelligent ship energy efficiency management system based on equipment degradation index. Background Technology

[0002] Energy has become a critical issue in global economic development. Ships, as energy-intensive modes of transportation, not only increase operating costs but also cause serious environmental problems due to their high energy consumption. Therefore, the International Maritime Organization (IMO) has introduced energy efficiency regulations for newly built ships, legally stipulating CO2 emission requirements in the shipping industry. Excessive carbon emissions from ships will result in shipping companies incurring not only high fuel costs but also additional penalties to compensate for environmental damage.

[0003] Currently, research on ship energy efficiency optimization management mainly focuses on developing ship energy efficiency monitoring systems within the framework of energy efficiency management standards and inspection guidelines. This involves the automatic collection and online monitoring of ship navigation and energy efficiency data; evaluating ship energy efficiency levels through big data analytics; analyzing key influencing factors and their internal relationships; and enabling autonomous decision-making for optimizations such as speed and trim, ultimately maximizing energy efficiency and achieving intelligent energy management. In current ship energy efficiency research, models for hull resistance, power, and fuel consumption are mostly based on empirical formulas. However, differences in ship-engine-propeller dynamic characteristics under different environmental conditions lead to variations in ship energy efficiency model parameters. Current ship energy efficiency assessment methods only statistically analyze fuel consumption at different speeds, such as... Figure 1 As shown, comparing fuel consumption at different speeds to roughly analyze a ship's energy efficiency status does not consider the influence of the ship's draft and navigation conditions, nor does it consider the operating environment and operating point of the power equipment. Therefore, it cannot determine which equipment's performance degradation caused the increase in ship energy consumption, and the assessment results lack scientific rigor and practicality. Furthermore, most of the developed systems only have monitoring functions for parameters such as major energy-consuming equipment and navigation status, lacking the ability to monitor the ship's fouling status, and monitor and evaluate the energy efficiency performance of the ship's main engine, generator diesel engines, and boilers. Further improvement and refinement are needed in ship energy efficiency analysis, evaluation, and prediction based on actual data. Summary of the Invention

[0004] This invention provides a ship energy efficiency intelligent management system based on equipment degradation indices. Based on the fundamental principles of ship propulsion and the working principles of ship power equipment, it proposes degradation indices for ship fouling, diesel engines, and boilers. This addresses the current lack of mechanistic analysis and quantitative assessment in ship energy efficiency evaluation methods. Thus, when abnormal ship energy consumption is detected, these three indices can identify whether the problem stems from fouling issues such as marine organism attachment, paint peeling, and surface scaling; diesel engine performance deterioration such as component wear, air passage blockage, and fuel nozzle clogging; or boiler performance degradation such as water pipe scaling and flue gas leakage. This guides management personnel to take appropriate maintenance measures to restore equipment performance and reduce ship energy consumption. This is of great significance for achieving comprehensive ship energy efficiency management, qualitative analysis of evaluation indicators, promoting ship navigation optimization, and the commercialization of intelligent energy efficiency products.

[0005] This invention can be achieved through the following technical solutions:

[0006] A ship energy efficiency intelligent management system based on equipment degradation index includes a data acquisition module, an energy efficiency assessment module, and a display module.

[0007] The acquisition module is used to collect sea state data, navigation data and equipment operation data of the ship in real time.

[0008] The energy efficiency assessment module is used to calculate the ship's fouling index, diesel engine deterioration index, and boiler deterioration index based on the ship's sea trial data, equipment bench test data, and actual collected sea state data, navigation data, and equipment operation data, and to provide the assessment results.

[0009] The display module is used to display the data collected in real time by the acquisition module and the evaluation results.

[0010] Furthermore, the energy efficiency assessment module is used to calculate the ship's baseline fouling coefficient Ch0 based on the ship's sea trial data, and then calculate the actual fouling coefficient C under the current operating conditions based on the actual collected sea state data, navigation data, and equipment operation data. h Actual diesel engine fuel consumption rate (g) e ′ and actual boiler thermal efficiency η b ', Calculate the actual soiling coefficient C h and the baseline filth coefficient C h0 The ratio of the two values ​​is used to obtain the ship's fouling index;

[0011] Then, the actual diesel engine fuel consumption rate g e ′ and actual boiler thermal efficiency η b Converted to the corresponding diesel engine fuel consumption rate under standard operating conditions (g) e and boiler thermal efficiency η bThen, based on the universal characteristic curve of the diesel engine, query the benchmark fuel consumption rate g corresponding to the current operating condition. e0 1. Query the benchmark boiler thermal efficiency η corresponding to the current operating condition based on the boiler's thermal efficiency curve. b0 Calculate the diesel engine fuel consumption rate g e Compared with the benchmark fuel consumption rate g e0 The ratio of η to η and the boiler thermal efficiency η b Compared with the benchmark boiler thermal efficiency η b0 The ratio of these values ​​is used to obtain the diesel engine deterioration index and the boiler deterioration index.

[0012] Finally, the ship's fouling index, diesel engine deterioration index, and boiler deterioration index are compared with the corresponding thresholds to output the evaluation results.

[0013] Furthermore, let R be the total resistance of the ship's navigation. T Including frictional resistance R f Wave resistance R w Shape resistance R F and air resistance R a R T =R f +Rw+R F +Ra, where...

[0014]

[0015]

[0016] C h ρ represents the soiling coefficient. s V represents the density of seawater. s S represents the ship's speed. s C represents the wetted surface area. w C represents the wave coefficient. t C represents the vortex coefficient. a ρ represents the drag coefficient. a Indicates air density; v w Indicates wind speed; θ w Indicates wind direction; S u P represents the windward area. D η represents the propulsion power of a single-engine, single-propeller main unit. D Indicates the ship's propulsion efficiency;

[0017] Based on multiple sets of sea trial data, calculate the corresponding R for each set. f常 R w常 R F常 R a常 The coefficients corresponding to each resistance, i.e., the soiling coefficient C, are obtained by solving the system of equations. h Wave coefficient C wvortex coefficient C t and drag coefficient C a The soiling coefficient C obtained at this time h The baseline dirt coefficient C h0 ;

[0018] During actual navigation, based on real-time data acquired by the data acquisition module, the corresponding resistance R under the current operating conditions is calculated. f常 R w常 R F常 R a常 Using the formula Calculate the actual soil fouling coefficient C under the current operating conditions. h Thus, the sludge degradation index C is obtained. hule =C h / C h0 .

[0019] Furthermore, using the following equation, the actual diesel engine fuel consumption rate g is... e ′ and actual boiler thermal efficiency η b Converted to the corresponding diesel engine fuel consumption rate under standard operating conditions (g) e and boiler thermal efficiency η b ;

[0020] g e =(H u / 42700)·g' e ·[1+(25-T0)·0.0002-(1000-P0)·0.00002+(25-T in )·0.0006]

[0021]

[0022] Among them, H u The lower heating value of diesel fuel is kJ / kg; P0 is the total atmospheric pressure, mbar; T0 is the ambient temperature, °C; T in The temperature at the air cooler inlet is ℃.

[0023] Furthermore, the data acquisition module, energy efficiency assessment module, and display module are all connected to a host computer, which is also connected to the ship controller and cloud server via a wireless communication module, facilitating the provision of clear maintenance guidance and achieving the goal of optimizing ship energy efficiency.

[0024] The beneficial technical effects of this invention are as follows:

[0025] This invention breaks through the limitations of current ship energy efficiency assessments, which focus solely on statistical data analysis and lack mechanistic research and quantitative evaluation results. Utilizing the ship energy efficiency intelligent management system based on the equipment degradation index, this invention not only provides an understanding of the ship's overall energy efficiency but also obtains information on the energy efficiency of the ship's fouled bottom, diesel engines, and boilers. This provides managers with quantitative monitoring information and clear maintenance guidance, enabling operational optimization and decision support for ship energy efficiency. Specifically:

[0026] 1. It can quantitatively assess the cleanliness of the hull surface under different navigation conditions, providing a scientific basis for the repair of ship fouling;

[0027] 2. It can quantitatively assess the energy efficiency of marine diesel engines and boilers under different working environments, providing a scientific basis for the maintenance of diesel engines and boilers;

[0028] 3. It can quickly locate equipment and systems with abnormal ship energy efficiency, guide managers to take corresponding improvement measures, and reduce the ship's overall energy consumption. Attached Figure Description

[0029] Figure 1 This is a schematic diagram showing the fuel consumption curves of ships at different speeds in the existing technology.

[0030] Figure 2 This is a schematic diagram of the system framework of the present invention;

[0031] Figure 3 This is a schematic diagram of the universal characteristic curve of the diesel engine according to the present invention;

[0032] Figure 4 This is a schematic diagram illustrating the effect of the load factor on boiler efficiency according to the present invention. Detailed Implementation

[0033] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings and examples.

[0034] like Figure 2As shown, this invention provides a ship energy efficiency intelligent management system based on equipment deterioration index, including a data acquisition module, an energy efficiency assessment module, and a display module. The data acquisition module collects sea state data, navigation data, and equipment operation data during ship navigation in real time. The energy efficiency assessment module calculates the ship's fouling index, diesel engine deterioration index, and boiler deterioration index based on the ship's sea trial data, equipment bench test data, and the actual collected sea state data, navigation data, and equipment operation data, and provides the assessment results. The display module displays the data collected in real time by the data acquisition module and the assessment results. Thus, the ship's navigation data, sea state data, and equipment operation data are acquired by the data acquisition module and transmitted to the energy efficiency assessment module on the host computer. The module combines the sea trial data and the bench test data of the boiler and diesel engine to calculate the ship's fouling index, diesel engine deterioration index, and boiler deterioration index. After comprehensive judgment and analysis, the module provides the assessment results, which are displayed on the display module. This allows for rapid prediction of which major components of the ship may malfunction, providing managers with quantitative monitoring information and clear maintenance guidance, thereby achieving operational optimization and decision support for ship energy efficiency.

[0035] Specifically as follows:

[0036] I. Data Acquisition Module

[0037] The data acquisition module includes various sensors such as wind speed and direction sensors, water flow sensors, etc., to measure various marine environmental data. It can also communicate with the ship control module through the host computer to obtain relevant navigation data and equipment operating parameters, thereby providing a data foundation for subsequent calculations.

[0038] II. Energy Efficiency Assessment Module

[0039] Ship energy consumption is primarily affected by the ship's sailing resistance, fuel consumption of the main propulsion diesel engine and generator diesel engine, and boiler fuel consumption. Ship resistance is mainly related to the cleanliness of the hull, and is also influenced by factors such as the ship's load, trim, and sailing conditions including currents, waves, wind speed, and wind direction. The fuel consumption rate of ship diesel engines and boilers is not only related to their own performance but also to their operating environment and operating conditions. Therefore, the energy efficiency assessment module mainly analyzes the following aspects:

[0040] 1. Ship fouling index

[0041] Ship resistance is the primary source of energy consumption during navigation. Reducing ship resistance lowers the power demand on the main engine, thus reducing energy consumption. The total resistance of a ship in water consists of many types of resistance, which can be categorized as follows:

[0042] • Frictional (water) resistance: due to the wetting friction of water against water.

[0043] • Air resistance: due to air friction between the hull and the water and the ship's superstructure.

[0044] • Wave-making resistance: This is due to the formation of waves and energy used by the ship during this process.

[0045] • Vortex drag: This is the additional drag caused by the irregular flow of water around the ship, especially at the stern.

[0046] The ship speed-power curve was obtained during sea trials based on the following ideal conditions:

[0047] Hull cleaning

[0048] Polished propeller

[0049] Calm sea and the slightest wind

[0050] • Designed draft and positive buoyancy

[0051] If the actual conditions encountered during ship trials are not as described above, corrections should be made as necessary. In normal operation, this curve can be obtained by performing special ship speed tests or simply by taking measurements over a long period under actual conditions (the extended time period will be averaged to minimize the effects of weather and sea conditions).

[0052] Total resistance R of the ship T Including frictional resistance R f Wave resistance R w Shape resistance R F and air resistance R a .

[0053] (1) Frictional resistance R f Frictional resistance is the force that resists a ship's forward movement when it rubs against the water surface. Frictional resistance is directly proportional to the 1.86th power of the ship's speed. For high-speed ships, frictional resistance accounts for approximately 40% of the total resistance, while for low-speed civilian ships, it can reach as high as 80%. 。

[0054] C h —The fouling coefficient, which changes with the cleanliness of the hull surface, is a variable constant; ρ s —Seawater density; v s —Ship speed; Ss—Wet surface area.

[0055] (2) Wave resistance R wWave-making resistance occurs when a ship moves forward, exerting a force on the water and creating waves. The water, in turn, exerts a reaction force on the ship's hull. Wave-making resistance is proportional to the 4th to 6th power of the ship's speed; the faster the ship, the greater the wave-making resistance. For high-speed ships, wave-making resistance can account for more than 50% of the total resistance, while for low-speed civilian ships, it typically accounts for about 10% of the total resistance.

[0056] C w —The wave coefficient is essentially a constant.

[0057] (3) Shape drag R F As a ship moves forward, a low-pressure vortex is generated at the stern. The water pressure at the bow is greater than at the stern. The resistance formed by this pressure difference is related to the shape of the hull and is therefore called form drag, also known as vortex drag. Form drag is proportional to the square of the ship's speed and accounts for approximately 10% of the total water resistance of a ship. C t The vortex coefficient is essentially a constant.

[0058] (4) Air resistance R a The magnitude of air resistance varies depending on the form of the above-water section and the superstructure, and is related to the relative wind force and direction of the ship. C a —The drag coefficient is essentially a constant, ρ a —Air density; v w —Wind speed; θ w —Wind direction; S u —Windward area.

[0059] Typically, ρ s =1050kg / m 3 ;ρ a = 1.293 × 273 / (T0 + 273) kg / m 3 Here, T0 is the atmospheric temperature (°C).

[0060] Depend on have to

[0061] Among them, P D —Propulsion power of a single-engine, single-propeller main unit, v s —Ship speed, m / s, η D —Ship propulsion efficiency.

[0062] R T =R f +R w +R F +R a (2)

[0063] The frictional resistance of the ship is:

[0064]

[0065] Then the soiling coefficient at this time

[0066] In the actual assessment, the baseline fouling coefficient C during the ship's sea trials was calculated separately. h0 The actual fouling coefficient C of the ship's navigation h The ship's fouling index is then expressed as C. hule =C h / C h0

[0067] 2. Energy efficiency degradation index of marine diesel engines

[0068] Marine diesel engines include main propulsion diesel engines and generator diesel engines. Fuel consumption rate is the most important economic parameter of a diesel engine, but its determination generally follows relevant standards. To calculate the engine's fuel consumption rate, the fuel's density and calorific value need to be corrected. When determining the power and fuel consumption rate of a diesel engine, a reference diesel fuel with a lower calorific value of 42700 kJ / kg should be used, and the determination should be conducted under the following standard conditions:

[0069] The lower heating value of the benchmark diesel fuel is 42,700 kJ / kg.

[0070] Atmospheric pressure: 100 kPa (750 mmHg);

[0071] Atmospheric temperature: 298K (25℃);

[0072] Relative humidity: 30%;

[0073] Air cooler cooling water inlet temperature: 298K (25℃).

[0074] When a diesel engine operates under conditions different from standard environmental conditions, the fuel consumption rate needs to be adjusted as follows:

[0075] g e =(H u / 42700)·g' e ·[1+(25-T0)·0.0002-(1000-P0)·0.00002+(25-T in )·0.0006] (5)

[0076] In the formula, g e The corrected fuel consumption rate is expressed in g / (kW·h); g e ' is the fuel consumption rate before correction, g / (kW·h); H uThe lower heating value of diesel fuel is kJ / kg; P0 is the total atmospheric pressure, mbar; T0 is the ambient temperature, °C; T in The temperature at the air cooler inlet is ℃.

[0077] Whether it's a main propulsion diesel engine or a generator diesel engine, it should operate under conditions with the lowest possible fuel consumption. However, due to the uncontrollable nature of the load in actual operation, a diesel engine may operate at any operating point. Therefore, the energy efficiency of a diesel engine cannot be evaluated solely based on its actual fuel consumption rate. Instead, the actual fuel consumption rate should be compared with the fuel consumption rate obtained from a bench test of the diesel engine at the current operating point, as detailed below:

[0078] Measured fuel consumption rate of diesel engine at current operating point (g) e ';

[0079] For actual fuel consumption rate g e The corrected fuel consumption rate g is obtained by correcting according to formula (5). e ;

[0080] Utilizing the universal characteristic curve of a diesel engine, such as Figure 3 As shown, find the baseline fuel consumption rate g at the current operating point. e0 ;

[0081] Finally, the energy efficiency degradation index of the diesel engine was obtained.

[0082] Because it takes into account the testing environment and operating conditions of diesel engines, this index can objectively reflect the overall energy efficiency of diesel engines. Since any performance failure of any component of the diesel engine will cause an increase in this index, it has guiding significance for monitoring the energy efficiency of marine diesel engines.

[0083] 3. Energy efficiency degradation index of ship boilers

[0084] Generally, 6% of a ship's fuel consumption is used for its boilers. For steam turbine-propelled ships, such as steam-powered LNG carriers, over 80% of the energy is used for boilers. The ratio of the effective heat obtained from converting boiler feedwater into steam to the heat supplied to the boiler is called the boiler thermal efficiency, which is mainly determined using the inverse balance method.

[0085]

[0086] Among them, Q D —Heat generated by fuel; Q1—Exhaust heat loss; Q2—Heat loss due to incomplete chemical combustion; Q3—Heat loss due to incomplete mechanical combustion; Q4—Heat loss due to heat dissipation.

[0087] Boiler thermal efficiency η corrected for reference fuel (42700 kJ / kg) b

[0088]

[0089] In the formula, η b The corrected boiler thermal efficiency; η b 'This represents the boiler thermal efficiency before correction; H' u It has a low calorific value, kJ / kg.

[0090] Similarly, the actual operating thermal efficiency of a boiler is related not only to its various heat losses but also to its operating load. Due to the uncontrollable nature of the load during actual operation, a boiler may operate at any operating point. Therefore, evaluating a boiler's energy efficiency cannot be based solely on its measured efficiency; rather, the measured efficiency should be compared with the boiler's bench test thermal efficiency at that operating point, as detailed below:

[0091] The measured thermal efficiency η of the boiler at the current operating point b ';

[0092] For actual efficiency η b The corrected thermal efficiency η is obtained by correcting according to formula (8). b ;

[0093] Using the boiler's thermal efficiency curve, such as Figure 4 As shown, the baseline thermal efficiency η at this operating point was determined. b0 ;

[0094] Finally, the boiler's energy efficiency degradation index was obtained.

[0095] This indicator can objectively reflect the overall energy efficiency status of the boiler, because any performance failure of any component of the boiler will cause the index to increase, thus providing guidance for the energy efficiency monitoring of ship boilers.

[0096] Based on the above analysis, this energy efficiency assessment module is mainly used to calculate the ship's fouling index, diesel engine deterioration index, and boiler deterioration index. Therefore, we can calculate the corresponding frictional resistance R based on the ship information we need to monitor and relevant sea trial data. f Wave resistance R w Shape resistance R F and air resistance R f常 R w常 R F常 R a常 Then, by solving the system of equations, the coefficients corresponding to each resistance, i.e., the soiling coefficient C, are obtained. h Wave coefficient C w vortex coefficient C t and drag coefficient C a The soiling coefficient C obtained at this time h The baseline dirt coefficient Ch0 It is a variable constant that changes depending on the cleanliness of the hull surface, while other coefficients remain constant. Therefore, we can store these parameters in the energy efficiency assessment module in advance for use in subsequent calculations.

[0097] Then, based on the actual data obtained by the acquisition module, the actual pollution coefficient C of the ship's navigation is calculated using formula (4). h This leads to the ship's fouling index C. hule =C h / C h0 Based on the actual fuel consumption rate g of the diesel engine at the current operating point, as measured in practice. e The energy efficiency degradation index is then calculated by correcting it using formula (5). Based on the actual thermal efficiency η of the boiler at the current operating point as measured. b The boiler's energy efficiency deterioration index is then calculated by correcting it using formula (8).

[0098] Finally, these indices are compared with their corresponding thresholds. If a value is significantly higher, an alarm is triggered, along with potential causes, repair guidance, and an assessment report is generated. This report is then displayed on the display module and stored on a cloud server for data backup or to provide a data foundation for more accurate subsequent fault analysis. It can also be sent to relevant maintenance personnel for timely problem resolution.

[0099] To verify the feasibility of the intelligent ship energy efficiency management system based on the equipment deterioration index of this invention, we conducted the following experiment:

[0100] The analysis takes the "Yuming" vessel, a teaching and training ship of Shanghai Maritime University, as an example. The ship is 189.90m long, 32.26m wide, 15.70m deep, with a design draft of 10.30m, a deadweight of 45,800 tons, and a service speed of approximately 17.0 knots. The main engine is a 6S50ME-C model with a rated speed of 127 rpm and a rated power of 7948 kW, using 380cSt / 50℃ fuel oil (Hu is 37507.5kJ / kg). The 6L16 / 24 type diesel generator has a rated speed of 1200 rpm and a rated power of 660 kW, also using 380cSt / 50℃ fuel oil. One CMB-VS 2.5+1.0 / 7 type combined oil-fired boiler supplies water at 60℃, operates at 0.7MPa, and burns 380cSt / 50℃ fuel oil. The following data was obtained during the ship's sea trials in August 2011:

[0101]

[0102] Using the above formula, we can further obtain the following constant:

[0103]

[0104] Considering the same voyage, the ship's fouling coefficient C h The basic values ​​remain unchanged, while other coefficients, such as the wave coefficient C, remain relatively constant. w vortex coefficient C t Drag coefficient C a If this remains unchanged, then using the data from the above tests and the calculation formulas for each resistance, we can obtain the following set of equations:

[0105] 304 = 60C h +2529C w +76C t +318C a

[0106] 429 = 83C h +5181C w +109C t -1720C a

[0107] 481 = 90°C h +6173C w +119C t +624C a

[0108] 650 = 100C h +7710C w +133C t +1443C a

[0109] Thus, the resistance coefficients for the ship's sea trials are obtained as follows: C h =139.205, C w =0.25127, C t =114.207, C a =0.0126, where the soiling coefficient C is... h This is the ship's baseline fouling factor C. h0 In subsequent voyages of the ship, the fouling factor C... h It will change with the condition of the ship's fouled bottom, while the other coefficients remain basically unchanged.

[0110] Simultaneously, the fuel consumption rate of the main engine was measured. The density of the fuel used in the sea trial was 0.9864 t / m³ at 200°C. 3 The lower heating value of the fuel is 37396.5 KJ / Kg. Under the operating conditions of a diesel engine at 122.6 r / min and 7098 kW power, the measured fuel consumption rate (g) is... eThe fuel consumption rate is 196.7 g / kW·h, and the fuel consumption rate after correction according to ISO standard environmental conditions and fuel calorific value is g. e :

[0111] g e =(37396.5 / 42700)×196.7×[1+(25-21.5)×0.0002-(1000-1023)×0.00002+(25-14)×0.0006]=173.6g / KW.h

[0112] The diesel engine bench test showed a fuel consumption rate g at a speed of 122.6 r / min and a power output of 7098 kW. e0 =173.5g / KW.h, then its energy efficiency degradation index is

[0113] C diesel =g e / g e0 =173.6 / 173.5=1.0

[0114] This indicates that the diesel engine is in excellent condition at this time, as it is a newly installed machine.

[0115] In addition, the thermal efficiency of the auxiliary boiler was also tested, and the thermal efficiency at 70% load was 69.8%. The thermal efficiency after fuel correction was: η b =42700 / 37396.5×69.8%=79.7%, which is very close to the thermal efficiency of the bench test.

[0116] On February 24, 2021, while the vessel was underway, its draft was 8.2m, wind speed was 5m / s, wind direction was 28°, ship speed was 12.5 knots, main engine speed was 103 r / min and power was 5166 kW, seawater temperature was 5℃, atmospheric temperature was 10℃, and the total resistance of the vessel was 723kN (propulsion power * 0.9 / ship speed). Using the aforementioned formula, the following constants are obtained:

[0117]

[0118] Using these coefficients, the ship's frictional resistance can be obtained as follows:

[0119] R f =R T -R w -R F -R a =723-Cw×3217-Ct×78-Ca×2056=8848.716

[0120]

[0121] The ship's fouling degradation index is C. hule =C h / C h0 =47.478 / 139.205=1.059

[0122] This indicates that the hull surface has some dirt, but it is not very serious. Because the ship recently underwent repairs at the shipyard, and the hull surface was cleaned, the increase in resistance is minimal.

[0123] Simultaneously, the fuel consumption rate of the diesel engine at 103 r / min and 5166 kW power was tested to be 266 g / kWh. The fuel consumption rate, corrected for ISO standard environmental conditions and fuel calorific value, was [data missing].

[0124] g e =(37396.5 / 42700)×266×[1+(25-10)×0.0002-(1000-1023)×0.00002+(25-5)×0.0006]=236.5g / KW.h

[0125] The diesel engine bench test showed the fuel consumption rate g at a speed of 103 r / min and a power output of 5166 kW. e0 =190g / KW.h, then its energy efficiency degradation index is C diesel =g e / g e0 =236.5 / 190=1.245

[0126] This indicates that the diesel engine's performance has deteriorated to some extent. Inspection revealed that the fuel injectors in cylinders #2 and #3 were severely worn, resulting in poor combustion within the cylinders and consequently increased fuel consumption.

[0127] In addition, the auxiliary boiler was also tested using the same fuel, and its thermal efficiency at 40% load was 58.5%. The thermal efficiency after fuel correction was: η b =42700 / 37396.5×60.3%=68.8%, while the thermal efficiency of the boiler bench test at 40% load is η0=69%, therefore its energy efficiency degradation index is

[0128] C boiler =η0 / η b =69 / 68.8=1.002

[0129] This indicates that the boiler's performance is basically normal.

[0130] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and various changes or modifications can be made to these embodiments without departing from the principles and essence of the present invention. Therefore, the scope of protection of the present invention is defined by the appended claims.

Claims

1. A ship energy efficiency intelligent management system based on equipment degradation index, characterized in that: It includes a data acquisition module, an energy efficiency assessment module, and a display module. The acquisition module is used to collect sea state data, navigation data and equipment operation data of the ship in real time. The energy efficiency assessment module is used to calculate the ship's fouling index, diesel engine deterioration index, and boiler deterioration index based on the ship's sea trial data, equipment bench test data, and actual collected sea state data, navigation data, and equipment operation data, and to provide the assessment results. The display module is used to display the data and evaluation results collected in real time by the acquisition module; The energy efficiency assessment module is used to calculate the ship's baseline fouling coefficient Ch0 based on the ship's sea trial data, and then calculate the actual fouling coefficient Ch and actual diesel engine fuel consumption rate g under the current operating conditions based on the actual collected sea state data, navigation data, and equipment operating parameters. e And the actual boiler thermal efficiency η b The ratio of the actual fouling factor Ch to the baseline fouling factor Ch0 is calculated to obtain the ship's fouling degradation index C. hule ; Then, the actual diesel engine fuel consumption rate g e ´ and actual boiler thermal efficiency η b Converted to the corresponding diesel engine fuel consumption rate under standard operating conditions (g) e and boiler thermal efficiency η b Then, based on the universal characteristic curve of the diesel engine, query the benchmark fuel consumption rate g corresponding to the current operating condition. e0 1. Query the benchmark boiler thermal efficiency η corresponding to the current operating condition based on the boiler's thermal efficiency curve. b0 Calculate the diesel engine fuel consumption rate g e and benchmark fuel consumption rate g e0 The ratio of η to η and the boiler thermal efficiency η b and the benchmark boiler thermal efficiency η b0 The ratio of the two values ​​is used to obtain the diesel engine degradation index. and boiler deterioration index ; Finally, the ship's fouling index, diesel engine index, and boiler index are compared with the corresponding thresholds, and the evaluation results are output. Record the total resistance of the ship's navigation. Including frictional resistance Wave resistance Shape resistance and air resistance R T =R f +Rw+R F +Ra, where... ; ； ； ； ； C h ρ represents the soiling coefficient. s Indicates the density of seawater. v s Ss represents the ship's speed, C represents the wetted surface area, and Ss represents the ship's speed. w C represents the wave coefficient. t C represents the vortex coefficient. a ρ represents the drag coefficient. a Indicates air density; v w θw represents wind speed; S represents wind direction. u P represents the windward area. D η represents the propulsion power of a single-engine, single-propeller main unit. D Indicates the ship's propulsion efficiency; Based on multiple sets of sea trial data, calculate the corresponding values ​​for each set. , , , The coefficients corresponding to each resistance, i.e., the soiling coefficient C, are obtained by solving the system of equations. h Wave coefficient C w vortex coefficient C t and drag coefficient C a The soiling coefficient C obtained at this time h The baseline filth coefficient C h0 ; During actual navigation, the system calculates the resistance corresponding to each resistance under the current operating condition based on the actual data acquired by the data acquisition module. , , , Using the formula Calculate the actual fouling coefficient C under the current navigation conditions. h Thus, the sludge degradation index C is obtained. hule =C h / C h0 ; Using the following equation, the actual diesel engine fuel consumption rate g is calculated. e ´ and actual boiler thermal efficiency η b Converted to the corresponding diesel engine fuel consumption rate under standard operating conditions (g) e and boiler thermal efficiency η b ; Among them, H u The lower heating value of diesel fuel is kJ / kg; P0 is the total atmospheric pressure, mbar; T0 is the ambient temperature, °C; T in The temperature at the air cooler inlet is °C.

2. The intelligent ship energy efficiency management system based on equipment degradation index according to claim 1, characterized in that: The data acquisition module, energy efficiency assessment module, and display module are all connected to the host computer. The host computer is also connected to the ship control module and cloud server via a wireless communication module, which facilitates the provision of clear maintenance guidance and achieves the goal of optimizing ship energy efficiency.

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