Wind-assisted ship model test device and optimal speed auxiliary decision-making method

Abstract

A wind-assisted ship model test device and an optimal rotating speed auxiliary decision-making method, the test device comprises a fan, a ship model, a wind-assisted rotor and a connecting fixture, the connecting fixture is used for connecting the wind-assisted rotor and the ship model; the wind-assisted rotor comprises an upper rotor and a lower connecting structure, the connecting fixture has a fixing structure corresponding to the lower connecting structure, and the wind-assisted rotor is connected with a driving motor and a sensor for collecting lift and drag. The wind-assisted rotor optimal rotating speed auxiliary decision-making method developed by using the device can provide rotating speed auxiliary decision-making for the wind-assisted rotor under different sailing speeds and wind speeds, and can utilize the energy-saving effect of the ship wind-assisted device as much as possible.

Description

Technical Field

[0001] This invention belongs to the field of ship dynamics experimental technology, specifically relating to a wind-powered propulsion ship model test device and an optimal speed auxiliary decision-making method. Background Technology

[0002] Marine wind-powered propulsion technology is based on the aerodynamic principle of the Magnus effect. It involves designing several rotatable cylinders that stand on the ship's deck surface. During navigation, the direction and speed of the cylinders are adjusted according to the wind direction and speed to generate a force in a set direction, assisting the ship in navigation, reversing, lateral movement, and other movements.

[0003] Currently, wind-powered propulsion rotor energy-saving devices are only used on a small number of ships, and the International Maritime Organization's assessment methods for this energy-saving technology need further improvement. Furthermore, there are very few water tank structures conducting ship model tests with wind-powered propulsion devices, and the methods for analyzing the test data are essentially nonexistent.

[0004] Among them, the patent application CN 113670573 A, entitled "An Experimental Device for the Aerodynamic Characteristics of a Wind-Powered Boosting Rotor", is a standalone wind-powered boosting model without a connection structure to the ship model. Furthermore, if a ship has multiple wind-powered boosting devices, the devices will affect each other, which is inconsistent with the simple superposition effect of a single device. In addition, no quantitative calculation of energy saving is given when wind-powered boosting acts on a ship.

[0005] The patent application CN 113761736 A, entitled "An Evaluation Method for the Energy-Saving Effect of a Marine Wind-Powered Propeller Rotor", is an evaluation method for the energy-saving effect of a real ship wind-powered propulsion rotor. However, the performance data of the real ship is subject to many uncertain influencing factors and has a large error. Summary of the Invention

[0006] To address the aforementioned problems in the prior art, this invention provides a wind-powered propulsion ship model testing device and an optimal rotational speed auxiliary decision-making method.

[0007] The technical solution of the present invention is as follows:

[0008] A wind-powered propulsion ship model test device is characterized by comprising a wind turbine, a ship model, a wind-powered propulsion rotor, and connecting fasteners, wherein the connecting fasteners are used to connect the wind-powered propulsion rotor and the ship model; the wind-powered propulsion rotor comprises an upper rotor and a lower connecting structure, the connecting fasteners have a fixing structure corresponding to the lower connecting structure, and the wind-powered propulsion rotor is connected to a drive motor and sensors for collecting lift and drag.

[0009] Preferably, the fixing structure of the connecting fastener is a slot device, the inner surface of the slot device has a protruding pin, and the lower connecting structure of the wind-powered rotor has a hole corresponding to the pin.

[0010] Preferably, the drive motor is connected to a motor control and steering speed display device for remotely controlling the drive motor switch, direction adjustment, speed adjustment, and displaying the direction and speed of the wind-assisted rotor.

[0011] Preferably, the sensor is a ring sensor.

[0012] Preferably, the dimensions of the test ship model are determined by scaling down the actual ship at a certain ratio. The length of the ship model is generally between 3 and 10 meters, and the rotor dimensions are determined by the scaling ratio between the ship model and the actual ship. The dimensions of the test tank generally range from tens to hundreds of meters. The number of wind-powered propulsion rotors on the ship is generally designed to be 1 to 4. Of course, the number of wind-powered propulsion rotors may change to some extent as the design scheme progresses, without affecting the technical solution of this invention. Depending on the differences in ship dimensions, the diameter of the wind-powered propulsion rotor 3 is generally between 1 and 8 meters, and the height is between 10 and 40 meters.

[0013] An optimal rotational speed-assisted decision-making method, characterized by employing the aforementioned wind-powered propulsion ship model test device,

[0014] First, a wind field environment with a set direction and wind speed is simulated by a wind turbine. The ship model with a wind-powered rotor model device sails at a set speed. The motor is remotely driven by a motor control device to make the wind-powered rotor device rotate according to the set direction and speed. At the same time, the direction and speed of the wind-powered rotor are confirmed and corrected by a speed and direction display. A ring sensor is used to collect and transmit the lift and drag data of the wind-powered rotor in real time.

[0015] Then, data for the optimal speed of the wind-powered propulsion rotor to assist in decision-making are obtained through ship model testing, including the following steps:

[0016] a. Based on the actual ship parameters, the displacement under typical navigation conditions was selected as the test draft, and the test environment simulated the actual navigation conditions.

[0017] b. Select the range of sailing speed VS based on the actual ship parameters, and obtain the corresponding range of Fr number by dimensionless transformation. Select several sailing speeds Vs1, Vs2, Vs3...Vsn as the calculation conditions.

[0018] c. Based on the wind speed and direction statistics of the sea area where the ship is sailing, the range of wind speed Vw for the test simulation is selected. Combined with the range of conventional speed ratio α, α=nd / Vw, where n is the speed and d is the rotor diameter, several wind speeds Vw1, Vw2, Vw3…Vwn and speed ratios α1, α2, α3…αn are selected as the calculation conditions. In the subsequent speed conversion, trigonometric function relationships are used to handle the wind direction. Therefore, the wind direction here is simulated as 90° perpendicular to the ship's length direction.

[0019] d. The lift-to-drag ratio CL / CD of the wind-driven rotor under the above test conditions is obtained by model test as the basis for energy saving assessment. The "ship speed-wind speed-optimal speed" spectrum is obtained. The optimal speed of the wind-driven rotor under the target condition is obtained by three-dimensional array bilinear interpolation. When the ship's heading and the wind direction form an angle θ, the ship speed Vs is adjusted to Vssinθ and the wind speed is adjusted to Vw+Vscosθ according to the trigonometric function calculation.

[0020] Preferably, the method also includes step e. Using a software platform, a visualization program for the optimal speed of the wind-powered propeller rotor is developed. During actual navigation, the crew can obtain the optimal speed of the wind-powered propeller rotor for decision-making assistance by inputting parameters.

[0021] The technical effects of this invention are as follows:

[0022] This invention directly simulates the motion of a ship equipped with a wind-powered propulsion rotor in a real-world wind environment at a certain scale. By changing wind speed, ship speed, and the length-to-diameter ratio and rotational speed of the wind-powered propulsion rotor, the influence of various design parameters of the wind-powered propulsion rotor on energy-saving effects under different operating conditions can be studied, providing a reference for the design of wind-powered propulsion rotors for specific ships. The number and position of the wind-powered propulsion rotors on a ship model can be arranged at a scale according to the actual ship's wind-powered propulsion rotors, and the wind environment and the rotational speed and rotational speed of the wind-powered propulsion rotors can be simulated at a scale, thus realistically simulating the navigation state of a real ship equipped with a wind-powered propulsion rotor in a real-world environment.

[0023] Furthermore, a method for assisting in the optimal rotational speed decision of a wind-powered propulsion rotor is proposed. Based on ship parameters and actual sea conditions, a corresponding range of ship speed, wind speed, and wind-powered propulsion rotor rotational speed is designed. Data is obtained through model experiments, and a three-dimensional graph of "ship speed-wind speed-optimal rotational speed" is generated. A visualization-enabled optimal rotational speed calculation program is developed to provide scientific auxiliary decision-making for the wind-powered propulsion rotor rotational speed during actual ship operation. The proposed method, utilizing data obtained from ship model experiments, can accurately and conveniently provide optimal rotational speed assistance for actual ships under specific navigation conditions. This developed method can provide rotational speed assistance for wind-powered propulsion rotors under different ship speeds and wind speeds, maximizing the energy-saving effect of the ship's wind-powered propulsion device. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the wind-powered booster rotor and connecting fasteners in Example 1;

[0025] Figure 2 This is a schematic diagram of the wind-powered booster rotor and connecting fasteners after installation in Example 1;

[0026] Figure 3 This is a schematic diagram of the motor control and steering speed display device in Example 1;

[0027] Figure 4 This is a flowchart of Example 2.

[0028] The labels in the diagram are listed below:

[0029] 1-Connecting fastener, 2-Card slot device, 3-Wind-powered rotor, 4-Upper rotor, 5-Lower connecting structure, 6-Drive motor, 7-Motor control and steering speed display device, 8-Ring sensor. Detailed Implementation

[0030] To better understand the present invention, the invention will be further explained below with reference to the accompanying drawings and specific embodiments.

[0031] Example 1

[0032] As shown in 1-3, a wind-powered propulsion ship model test device of this embodiment includes a wind turbine, a ship model (both are prior art and not specifically shown), a wind-powered propulsion rotor 3, and a connecting fastener 1. The connecting fastener 1 is used to connect the wind-powered propulsion rotor 3 and the ship model. The wind-powered propulsion rotor 3 includes an upper rotor 4 and a lower connecting structure 5. The connecting fastener 1 has a fixing structure corresponding to the lower connecting structure 5. The wind-powered propulsion rotor 3 is connected to a drive motor 6 and an annular sensor 8 for collecting lift and drag.

[0033] The dimensions of the experimental ship model are determined by scaling down the actual ship at a certain ratio. The length of the ship model is generally between 3 and 10 meters, and the rotor dimensions are determined by the scaling ratio between the ship model and the actual ship. The dimensions of the test tank generally range from tens to hundreds of meters. The number of wind-powered propulsion rotors on the ship is generally designed to be 1 to 4. Of course, the number of wind-powered propulsion rotors may change to some extent as the design scheme progresses, without affecting the technical solution of this invention. Depending on the differences in ship dimensions, the diameter of the wind-powered propulsion rotor 3 is generally between 1 and 8 meters, and the height is between 10 and 40 meters. In this embodiment, the preferred length of the ship model is 5 meters, and there are 2 propulsion rotors with a diameter of 5 meters and a height of 20 meters.

[0034] like Figure 1 and 2 Preferably, the fixing structure of the connecting fastener 1 is a slot device 2, the inner surface of the slot device 2 has a protruding pin, and the lower connecting structure 5 of the wind-powered rotor 3 has a hole corresponding to the pin.

[0035] The drive motor is connected to the motor control and steering speed display device 7, such as... Figure 3 As shown, it is used for remote control of the drive motor switch, direction adjustment, speed adjustment, and display of the wind-powered rotor's direction and speed.

[0036] Example 2

[0037] This embodiment uses a wind-powered propulsion ship model test device from Embodiment 1 to assist in making the optimal rotational speed decision.

[0038] First, a wind field environment with a set direction and wind speed is simulated by a wind turbine. The ship model with a wind-powered rotor model device sails at a set speed. The motor is remotely driven by a motor control device to make the wind-powered rotor device rotate according to the set direction and speed. At the same time, the direction and speed of the wind-powered rotor are confirmed and corrected by a speed and direction display. A ring sensor is used to collect and transmit the lift and drag data of the wind-powered rotor in real time.

[0039] Then, data for the optimal speed of the wind-powered propulsion rotor to assist in decision-making are obtained through ship model testing, such as... Figure 4 As shown, it includes the following steps:

[0040] a. Based on the actual ship parameters, the displacement under typical navigation conditions was selected as the test draft, and the test environment simulated the actual navigation conditions.

[0041] b. Select the range of sailing speed VS based on the actual ship parameters, and obtain the corresponding range of Fr number by dimensionless transformation. Select several sailing speeds Vs1, Vs2, Vs3...Vsn as the calculation conditions.

[0042] c. Based on the wind speed and direction statistics of the sea area where the ship is sailing, the range of wind speed Vw for the test simulation is selected. Combined with the range of conventional speed ratio α, α=nd / Vw, where n is the speed and d is the rotor diameter, several wind speeds Vw1, Vw2, Vw3…Vwn and speed ratios α1, α2, α3…αn are selected as the calculation conditions. In the subsequent speed conversion, trigonometric function relationships are used to handle the wind direction. Therefore, the wind direction here is simulated as 90° perpendicular to the ship's length direction.

[0043] d. The lift-to-drag ratio CL / CD of the wind-driven rotor under the above test conditions is obtained by model test as the basis for energy saving assessment. The "ship speed-wind speed-optimal speed" spectrum is obtained. The optimal speed of the wind-driven rotor under the target condition is obtained by three-dimensional array bilinear interpolation. When the ship's heading and the wind direction form an angle θ, the ship speed Vs is adjusted to Vssinθ and the wind speed is adjusted to Vw+Vscosθ according to the trigonometric function calculation.

[0044] e. By using a software platform to develop a visualization program for the optimal speed of the wind-powered propeller rotor, the crew can obtain the optimal speed of the wind-powered propeller rotor for decision-making assistance by inputting parameters during actual navigation.

Claims

1. An optimal speed-assisted decision-making method, characterized in that... A wind-powered propulsion ship model testing device is provided. The device includes a wind turbine, a ship model, a wind-powered propulsion rotor, and connecting fasteners. The connecting fasteners are used to connect the wind-powered propulsion rotor and the ship model. The wind-powered propulsion rotor includes an upper rotor and a lower connecting structure. The connecting fasteners have a fixing structure corresponding to the lower connecting structure. The wind-powered propulsion rotor is connected to a drive motor and sensors for collecting lift and drag. First, a wind field environment with a set direction and wind speed is simulated by a wind turbine. The ship model with a wind-powered rotor model device sails at a set speed. The motor is remotely driven by a motor control device to make the wind-powered rotor device rotate according to the set direction and speed. At the same time, the direction and speed of the wind-powered rotor are confirmed and corrected by a speed and direction display. A ring sensor is used to collect and transmit the lift and drag data of the wind-powered rotor in real time. Then, data for the optimal speed of the wind-powered propulsion rotor to assist in decision-making are obtained through ship model testing, including the following steps: a. Based on the actual ship parameters, select the displacement under typical navigation conditions as the test draft; b. Select the range of sailing speed Vs based on the actual ship parameters, and obtain the corresponding range of Fr numbers by dimensionless transformation. Select several sailing speeds Vs1, Vs2, Vs3...Vsn as the calculation conditions. c. Based on the wind speed and direction statistics of the sea area where the ship is sailing, the range of wind speed Vw for the test simulation is selected. Combined with the range of conventional speed ratio α, α=nd / Vw, where n is the speed and d is the rotor diameter, several wind speeds Vw1, Vw2, Vw3…Vwn and speed ratios α1, α2, α3…αn are selected as the calculation conditions. In the subsequent speed conversion, trigonometric function relationships are used to handle the wind direction. Therefore, the wind direction here is simulated as 90° perpendicular to the ship's length direction. d. The lift-to-drag ratio CL / CD of the wind-driven rotor under the above test conditions was obtained by model test as the basis for energy saving assessment. The "ship speed-wind speed-optimal speed" spectrum was obtained. The optimal speed of the wind-driven rotor under the target condition was obtained by three-dimensional array bilinear interpolation. When the ship's heading and the wind direction form an angle θ, the ship speed Vs is adjusted to Vssinθ and the wind speed is adjusted to Vw+Vscosθ according to the trigonometric function calculation.

2. The method according to claim 1, characterized in that... The fixing structure of the connecting fastener is a slot device, the inner surface of which has a protruding pin, and the lower connecting structure of the wind-powered rotor has a hole corresponding to the pin.

3. The method according to claim 1, characterized in that... The drive motor is connected to a motor control and steering speed display device, which is used to remotely control the drive motor switch, direction adjustment, speed adjustment, and display the direction and speed of the wind-assisted rotor.

4. The method according to claim 1, characterized in that... The sensor is a ring sensor.

5. The method according to claim 1, characterized in that... The ship model is 3-10m long, has 1-4 wind-powered propulsion rotors, has a diameter of 1-8m, and a height of 10-40m.

6. The method according to claim 1, characterized in that... It also includes step e. Using a software platform, a visualization program for the optimal speed of the wind-powered propeller rotor is developed. During actual navigation, the crew can obtain the optimal speed of the wind-powered propeller rotor for decision-making assistance by inputting parameters.

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