Energy efficiency evaluation and verification method for ship operation management measures

Abstract

The invention discloses an energy efficiency evaluation and verification method for ship operation management measures. The method comprises the steps that S1, ship information before and after the operation management measures are taken is acquired; s2, constructing a ship energy efficiency evaluation model, inputting ship information into the ship energy efficiency evaluation model, and calculating to obtain an output result; and S3, calculating a CII carbon intensity index result so as to verify an energy-saving effect. According to the method, the main engine fuel consumption before and after the operation management measures are taken can be calculated through the ship energy efficiency evaluation model, and the accuracy and reliability of fuel consumption rate prediction are effectively improved by establishing the main engine fuel consumption rate database; furthermore, the calculated fuel consumption of the main engine is more fit with the data of the actual ship; therefore, the CII carbon intensity index result obtained by evaluating the fuel consumption of the main engine can be more accurate, so that whether different operation management measures have an effect on improving the operation energy efficiency of the ship or not can be accurately verified.

Description

Technical Field

[0001] The present invention relates to the technical field of ship energy-saving effect evaluation, and in particular to an energy efficiency evaluation and verification method for ship operation management measures. Background Art

[0002] In recent years, the global energy crisis and environmental problems have become increasingly severe. The huge growth in energy consumption and the resulting greenhouse gas emissions have become one of the issues that need to be urgently addressed worldwide. As one of the main modes of transportation for global trade, the shipping industry accounts for a considerable proportion of the global total in terms of energy consumption and greenhouse gas emissions. In order to meet this challenge, the International Maritime Organization (IMO) has introduced a series of energy efficiency regulations and environmental protection policies for the shipping industry, which has forced shipping companies to take more active measures to reduce energy consumption and greenhouse gas emissions in ship operations. Among them, ship operation management measures such as speed optimization, route optimization, trim optimization, and sail operation optimization have become important means of concern and practice for current shipping companies because they can significantly improve ship operation efficiency, reduce fuel consumption, and thus reduce greenhouse gas emissions. Compared with the optimization of technical measures for energy efficiency, the optimization of ship operation management measures can achieve energy conservation and emission reduction of ships at a lower cost. At present, ship operation management measures mainly include adjustments to speed, route, trim, sail control, etc. Speed ​​optimization refers to adjusting the ship's sailing speed according to actual operating conditions and ship performance to achieve the purpose of maximizing fuel efficiency. Since the fuel consumption of ships is nonlinearly related to the speed, reasonable speed adjustment can significantly reduce fuel consumption, thereby reducing operating costs and greenhouse gas emissions. Route optimization is to analyze and select the best navigation path to avoid unnecessary detours and bad weather areas, thereby shortening the navigation distance and time, and further reducing fuel consumption and emissions. The above-mentioned operational management measures not only directly affect the economic benefits of ships, but also have far-reaching significance for environmental protection.

[0003] Therefore, scientifically and systematically evaluating the energy-saving effects of these management measures is of great significance for guiding shipping companies to reasonably select and apply these measures in actual operations, helping them make the best decisions under different operating conditions, and thus maximizing the energy-saving and emission reduction goals. However, there is currently no systematic evaluation and verification method for ship operation management measures, which makes it impossible to clearly determine the optimization effects of ship operation management measures. Summary of the invention

[0004] The present invention provides an energy efficiency evaluation and verification method for ship operation management measures to overcome the technical problems.

[0005] In order to achieve the above object, the technical solution of the present invention is:

[0006] A method for energy efficiency assessment and verification of ship operation management measures, the specific steps include:

[0007] S1: Obtain the navigation data, environmental information, ship parameter information and ship management information of the ship before and after the operation management measures are taken;

[0008] S2: constructing a ship energy efficiency evaluation model, inputting the navigation data, environmental information, ship parameter information and ship management information of the ship before and after the operation management measures are taken into the ship energy efficiency evaluation model, and using the ship energy efficiency evaluation model to calculate the unoptimized output results before the operation management measures are taken and the optimized output results after the operation management measures are taken; the ship energy efficiency evaluation model includes:

[0009] Ship resistance navigation total resistance calculation model: used to calculate the total resistance of the ship based on navigation data, environmental information and ship parameter information;

[0010] Propeller calculation model: used to calculate the propeller thrust and torque based on navigation data and ship parameter information;

[0011] Main engine power calculation model: used to calculate the ship's main engine power based on navigation data, environmental information, the total resistance of the ship, and the thrust and torque of the propeller;

[0012] Main engine fuel consumption rate database establishment module: used to establish a main engine fuel consumption rate database based on historical main engine power and historical fuel consumption data in ship management information;

[0013] The main engine fuel consumption rate determination module is used to determine the corresponding main engine fuel consumption rate from the main engine fuel consumption rate database according to the ship's main engine power and navigation data;

[0014] Main engine fuel consumption calculation model: used to calculate the main engine fuel consumption according to the main engine fuel consumption rate determined by the main engine fuel consumption rate determination model and the main engine power of the ship;

[0015] S3: Calculate and compare the CII carbon intensity index results of the unoptimized output results and the optimized output results to verify the energy saving effect after the energy efficiency operation management measures are taken.

[0016] Furthermore, the process of the main engine fuel consumption rate database establishment module establishing the main engine fuel consumption rate database according to the historical main engine power and historical fuel consumption data in the ship management information is as follows:

[0017] According to Newton's second law, the historical main engine torque Q when the ship is sailing at a constant speed e With the historical propeller torque Q p The corresponding relationship is:

[0018] Q e -Q p -Q f =0 (21)

[0019] In the formula, Q f is the historical friction loss torque, in N·m;

[0020] According to the historical host torque Q e Calculate the historical main engine power and historical main engine torque Q e and historical host power P e The corresponding relationship between them is:

[0021] Q e =9550P e ' / n e (twenty two)

[0022] Where n e is the historical host speed;

[0023] The historical main engine fuel consumption rate is calculated based on the historical main engine power and historical fuel consumption data. The calculation formula is:

[0024] g e =Q' / (P e ·T) (23)

[0025] Where, Q' is the historical fuel consumption data, in kg; T is the voyage time;

[0026] By statistically analyzing the corresponding relationship among historical main engine speed, historical main engine power and historical main engine fuel consumption rate, the main engine fuel consumption rate corresponding to each speed and power is interpolated using the three-dimensional curve interpolation function Griddata in Matlab to form a fuel consumption rate database of ship main engines.

[0027] Furthermore, the process of calculating the total resistance of the ship according to the navigation data, environmental information and ship parameter information by the ship resistance navigation total resistance calculation model is as follows:

[0028] The total resistance of a ship is calculated as:

[0029] R w =R f +R r +R ap +R a +R aw (1)

[0030] In the formula, R f Represents friction resistance; R r Represents the residual resistance; R ap Represents the resistance of the attached body; Ra Represents air resistance; R aw It indicates the wave resistance increase;

[0031] Friction resistance R f The calculation formula is:

[0032]

[0033] Where ρ is the density of seawater, in kg / m 3 ;v s is the ship speed in m / s, S s is the wet surface area of ​​the ship, in m 2 ; C f and ΔC f are the friction resistance coefficient and the roughness compensation coefficient respectively;

[0034] In order to correct and eliminate the edge effect of the plate, the friction coefficient C is calculated using an empirical formula. f , the empirical formula is:

[0035]

[0036] Where Re is the Reynolds number, and its calculation formula is:

[0037]

[0038] Where L is the length of the ship, in m; ν is the kinematic viscosity coefficient of seawater, in m 2 / s, the kinematic viscosity coefficient of seawater is related to temperature;

[0039] Roughness compensation coefficient ΔC f The calculation formula is:

[0040] ΔC f =[105(k s / L) 1 / 3 -0.64]×10 -3 (5)

[0041] In the formula, k s is the apparent height of roughness, in m;

[0042] The wet surface area S of the vessel s The calculation formula is:

[0043]

[0044] In the formula, C s is the wet area coefficient; is the displacement volume of the ship, in m 3 ; L wis the waterline length in meters;

[0045] Wet area coefficient C s The calculation formula is:

[0046] C s =f(B / d,C m )

[0047] Where, B and d are the ship width and draft respectively, in meters; C m is the midship cross-section coefficient;

[0048] Residual resistance R r The calculation formula is:

[0049]

[0050] Among them, C r is the residual drag coefficient, which is determined by the Rambo-Keller diagram. The expression of the Rambo-Keller diagram is:

[0051]

[0052] Among them, L d Take 1.01L bp With L w The larger of B The longitudinal position of the center of buoyancy when the mid-transverse section is positive;

[0053] Attachment resistance R ap Take the bare boat resistance R t 1.5%, that is:

[0054] R ap =1.5%R t

[0055] Without considering the lateral wind pressure and wind pressure moment, the air resistance is the longitudinal wind pressure, which is expressed as:

[0056]

[0057] In the formula, C ax is the longitudinal wind load factor; F ax is the longitudinal wind pressure of the ship; ρ a is the air density, in kg / m 3 ;v A is the relative wind speed, in m / s; A f is the longitudinal projection area of ​​the superstructure, in m 2 ;

[0058] The calculation formula of wave resistance increase is:

[0059] Raw =0.64ζ A 2 B 2 C b ρg / L (11)

[0060] Where G is the directional distribution of the incident wave; α is the initial direction of the incident wave; χ is the wave incident angle; ζ A is the characteristic wave height, in meters;

[0061] Where, B is the ship width, in meters; C b is the square coefficient; L is the length of the ship, in meters.

[0062] Furthermore, the process of the propeller calculation model calculating the propeller thrust and torque according to the navigation data and the ship parameter information is as follows:

[0063] Calculate the propeller process h P , the calculation formula is:

[0064] h p =v p / n p (12)

[0065] In the formula, v p is the propeller advance speed, in m / s; n p is the propeller speed, in r / s; based on the propeller process h P Calculate the slip ratio, that is, the ratio of slip to pitch s, using the following formula:

[0066] s=(Ph p ) / P=1-h p / P=1-v p / (n p P) (13)

[0067] Where Ph p is slippage, P is the thread pitch;

[0068] Based on the propeller process h P Calculate the advance coefficient J, the calculation formula is:

[0069] J=h p / D=v p / (n p D) (14)

[0070] Where D is the propeller diameter;

[0071] The relationship between the advance coefficient J and the slip ratio s is obtained as follows:

[0072] J=(1-s)P / D (15)

[0073] According to dimensional analysis, the thrust and torque of the propeller are expressed as:

[0074] T p =K T ρn p 2 D 4 (16)

[0075] Q p =K Q ρn p 2 D 5 (17)

[0076] In the formula, K T is the propeller thrust coefficient; K Q is the propeller torque coefficient; ρ is the seawater density, kg / m 3 .

[0077] Furthermore, the main engine power calculation model calculates the main engine power of the ship according to the navigation data, environmental information, the total resistance of the ship, and the thrust and torque of the propeller as follows:

[0078] In each selected section, the ship is sailing at a constant speed. At this time, the ship is in a quasi-static process. The total resistance of the ship is balanced with the effective thrust of the propeller. In this sailing state, the power absorbed by the propeller is:

[0079] P p =Q p ·n p / 9550 (18)

[0080] Where P p is the power absorbed by the propeller, in kW; Q p is the propeller torque, in kN; n p is the propeller speed in r / min, and the propeller speed n p Equal to the main engine speed n e ;

[0081] The power generated by the main engine is transmitted to the propeller through the shaft system. Therefore, the main engine power P e The calculation formula is:

[0082]

[0083] Where η s is the relative rotation efficiency of the shaft system, η H is the hull efficiency; η R is the relative rotation efficiency of the propeller;

[0084] η0 is the open water efficiency of the propeller, and the calculation formula is:

[0085]

[0086] Furthermore, the main engine fuel consumption calculation model calculates the main engine fuel consumption according to the main engine fuel consumption rate determined by the main engine fuel consumption rate determination model and the main engine power of the ship in a process as follows:

[0087] The main engine fuel consumption rate corresponding to the main engine power of the ship under the current navigation state is found through the fuel consumption rate database, and then the main engine fuel consumption per hour is calculated. The calculation formula is:

[0088] q=P e ×g e (twenty four)

[0089] Where, q is the fuel consumption per hour, in g / h; P e is the ship's main engine power, in KW; g e is the main engine fuel consumption rate, in g / (kW·h);

[0090] When a ship is sailing, the total main engine fuel consumption Q in a certain section is calculated using the following formula:

[0091] Q=P e ·g e ·T (25)

[0092] Where T is the total voyage time.

[0093] Furthermore, the process of calculating and comparing the CII carbon intensity index results of the unoptimized output results and the optimized output results to verify the energy-saving effect after the energy efficiency operation management measures are taken is as follows:

[0094] First, the mileage that is not included in the CII calculation range is deducted from the ship's mileage, including berthing and anchoring. Then, the ship's voyage is divided into sections according to the navigation environment, and the grams of CO2 generated corresponding to the fuel consumption per nautical mile in each section is calculated. Then, the grams of CO2 generated for the entire voyage are summed up for each section.

[0095] The CII carbon intensity index result is calculated based on the number of grams of CO2 produced during the entire voyage combined with the ship's deadweight during the voyage. The general formula for calculating the CII carbon intensity index is:

[0096]

[0097] Where: j (FC voyage,j ·C Fj ) means the fuel consumption adjustment for each voyage;

[0098] ∑ j (FC electrical,j +FC boiler,j +FC other,j )·C Fj is the correction coefficient; ([0.75]-[0.03yi]) refers to the reduction coefficient; D t -D x is the deduction item for mileage; CF PT is the correction factor; f i It refers to the correction factor of the ship's loading capacity in ice areas, f m is the correction factor of DWT for ships sailing in ice areas; f c is the correction factor of the ship's CT;

[0099] Since CII is a dynamic index, the CII carbon intensity index results need to be corrected according to different reduction factors in different years. The correction formula is as follows:

[0100]

[0101] Where: CII req is the operational carbon intensity in different years; is the reduction factor corresponding to each year;

[0102] Compare the numerical values ​​of the CII carbon intensity index results after taking operational management measures with those before taking operational management measures to verify the energy-saving effect after taking operational management measures.

[0103] Beneficial effect: The present invention can calculate the main engine fuel consumption before and after taking operation management measures by establishing a ship energy efficiency evaluation model, and in order to make the fuel amount predicted by the ship energy efficiency evaluation model more in line with the actual situation, a main engine fuel consumption rate database establishment module is set, and the main engine fuel consumption rate database is established according to the historical main engine power and historical fuel consumption data in the ship management information through the main engine fuel consumption rate database establishment module, effectively improving the accuracy and reliability of the fuel consumption rate prediction, thereby making the calculated main engine fuel consumption more in line with the actual ship data, so that the CII carbon intensity index result obtained by the main engine fuel consumption evaluation can be more accurate, and by comparing the CII carbon intensity index results, it can accurately verify whether different operation management measures have an effect on improving the energy efficiency of ship operation. The present invention has universal applicability, can be applied to various types of ships, and can verify the carbon emission reduction capabilities of various operation management measures, so as to clarify whether the existing operation management measures have actual effects. At the same time, the energy-saving effect evaluation of ship operation management measures can provide scientific data support for relevant policy makers, promote the introduction of more targeted policies, and thus more effectively promote the green development of the shipping industry. BRIEF DESCRIPTION OF THE DRAWINGS

[0104] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0105] Figure 1 It is a flow chart of a method for energy efficiency evaluation and verification of ship operation management measures in the present invention;

[0106] Figure 2 A flowchart of evaluation and verification of ship speed optimization measures provided in an embodiment of the present invention;

[0107] Figure 3 A flowchart of evaluation and verification of ship route optimization measures provided in an embodiment of the present invention;

[0108] Figure 4 A flow chart for evaluating and verifying ship trim optimization measures provided in an embodiment of the present invention;

[0109] Figure 5 The present invention provides a flowchart for evaluating and verifying ship sail manipulation optimization measures in an embodiment of the present invention. DETAILED DESCRIPTION

[0110] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0111] This embodiment provides an energy efficiency evaluation and verification method for ship operation management measures, such as Figure 1 As shown, the specific steps include:

[0112] S1: Obtain the navigation data, environmental information, ship parameter information and ship management information of the ship before and after the operation management measures are taken;

[0113] Specifically, navigation data mainly include information such as ship speed, ship draft status, ship heading and main engine speed; navigation environment information mainly includes wind speed, wind direction, wave height, wave direction, atmospheric pressure, atmospheric temperature and other information; ship parameter information includes ship size, rudder structure size, propeller open water characteristic curve, propeller size parameters and structural coefficient, main engine performance and fuel consumption change curve and other information; ship management information mainly includes original route data, ship's initial draft, ship's cargo capacity, ship's voyage constraints, expected sailing mileage, ship's longitudinal optimization adjustment range, sail angle, sail height, historical main engine power and historical fuel consumption data and other information.

[0114] S2: Construct a ship energy efficiency evaluation model, the ship energy efficiency evaluation model includes:

[0115] Ship resistance navigation total resistance calculation model: used to calculate the total resistance of the ship based on navigation data, environmental information and ship parameter information;

[0116] Propeller calculation model: used to calculate the propeller thrust and torque based on navigation data and ship parameter information;

[0117] Main engine power calculation model: used to calculate the ship's main engine power based on navigation data, environmental information, the total resistance of the ship, and the thrust and torque of the propeller;

[0118] Main engine fuel consumption rate database establishment module: used to establish a main engine fuel consumption rate database based on historical main engine power and historical fuel consumption data in ship management information;

[0119] The main engine fuel consumption rate determination module is used to determine the corresponding main engine fuel consumption rate from the main engine fuel consumption rate database according to the ship's main engine power and navigation data;

[0120] Main engine fuel consumption calculation model: used to calculate the main engine fuel consumption according to the main engine fuel consumption rate determined by the main engine fuel consumption rate determination model and the main engine power of the ship;

[0121] S3: Input the navigation data, environmental information, ship parameter information and ship management information of the ship before and after the operational management measures are taken into the ship energy efficiency assessment model, and use the ship energy efficiency assessment model to calculate the non-optimized output results before the operational management measures are taken and the optimized output results after the operational management measures are taken; calculate and compare the CII carbon intensity index results of the non-optimized output results and the optimized output results, so as to verify the energy-saving effect after the energy efficiency operational management measures are taken.

[0122] In a specific embodiment, the process of calculating the total resistance of a ship according to the navigation data, environmental information and ship parameter information by the ship resistance navigation total resistance calculation model is as follows:

[0123] The total resistance of a ship is calculated as:

[0124] R w =R f +R r +R ap +R a +R aw (1)

[0125] In the formula, R f Represents friction resistance; R r Represents the residual resistance; R ap Represents the resistance of the attached body; R a Represents air resistance; R aw It indicates the wave resistance increase;

[0126] Because water is an incompressible viscous fluid, when a ship sails in the sea, there is always water flow adhering to the hull and following the movement. Relative to the hull, these water flows will produce a tangential reaction force that hinders the ship's progress. The resultant force of this force is the friction resistance, which is R f The calculation formula is:

[0127]

[0128] Where ρ is the density of seawater, in kg / m 3 ;v s is the ship speed in m / s, S s is the wet surface area of ​​the ship, in m 2 ; C f and ΔC f are the friction resistance coefficient and the roughness compensation coefficient respectively;

[0129] In order to correct and eliminate the edge effect of the plate, the friction coefficient C is calculated using an empirical formula. f , the empirical formula is:

[0130]

[0131] Where Re is the Reynolds number, and its calculation formula is:

[0132]

[0133] Where L is the length of the ship, in m; ν is the kinematic viscosity coefficient of seawater, in m 2 / s, the kinematic viscosity coefficient of seawater is related to temperature;

[0134] Roughness compensation coefficient ΔC f The calculation formula is:

[0135] ΔC f =[105(k s / L) 1 / 3 -0.64]×10 -3 (5)

[0136] In the formula, k s is the apparent height of roughness, in m;

[0137] The wet surface area S of the vessel s The calculation formula is:

[0138]

[0139] In the formula, C s is the wet area coefficient; is the displacement volume of the ship, in m 3 ; L w is the waterline length in m;

[0140] Wet area coefficient C s The calculation formula is:

[0141] C s =f(B / d,C m )

[0142] Where, B and d are the ship width and draft respectively, in meters; C m is the midship cross-section coefficient;

[0143] The residual resistance of a ship is mainly composed of wave resistance and eddy current resistance. The residual resistance of a ship is obtained by estimating the residual resistance coefficient. r The calculation formula is:

[0144]

[0145] Among them, C r is the residual drag coefficient, which is determined by the Rambo-Keller diagram. The expression of the Rambo-Keller diagram is:

[0146]

[0147] Among them, L d Take 1.01L bp With L w The larger of B The longitudinal position of the center of buoyancy when the mid-transverse section is positive;

[0148] The appendage resistance refers to the resistance caused by the existence of appendages below the designed waterline of the ship, such as bilge keel, rudder, shaft bracket, etc. In this embodiment, the appendage resistance R ap Take the bare boat resistance R t 1.5%, that is:

[0149] R ap =1.5%R t

[0150] Air resistance refers to the resistance caused by the wind on the above-water part of the ship when the ship is sailing, which is almost entirely composed of viscous pressure resistance. Factors affecting the size of wind resistance include relative wind speed, relative wind direction and the windward area of ​​the ship. The windward area is related to the ship type and draft.

[0151] In this embodiment, without considering the lateral wind pressure and wind pressure moment, the air resistance is the longitudinal wind pressure, which is expressed as:

[0152]

[0153] In the formula, C ax is the longitudinal wind load factor; F ax is the longitudinal wind pressure of the ship; ρ a is the air density, in kg / m 3 ;v A is the relative wind speed, in m / s; A f is the longitudinal projection area of ​​the superstructure, in m 2 ;

[0154] When sailing in the ocean, the hull will be affected by the reaction force of the waves, which will hinder the ship's progress and reduce its speed. This reaction force is the wave resistance increase, which will increase the fuel consumption of the main engine, resulting in increased operating costs and CO2 emissions. Using the speed correction method in ISO15016, the calculation formula for wave resistance increase is:

[0155] R aw =0.64ζA 2 B 2 C b ρg / L (11)

[0156] Where G is the directional distribution of the incident wave; α is the initial direction of the incident wave; χ is the wave incident angle; ζ A is the characteristic wave height, in meters. In this embodiment, the characteristic wave height ranges from 1.5 to 2 meters;

[0157] Where, B is the ship width, in meters; C b is the square coefficient; L is the length of the ship, in meters.

[0158] In a specific embodiment, when the propeller installed at the stern rotates in the water, it will generate thrust to propel the ship forward. The process of the propeller calculation model calculating the thrust and torque of the propeller according to the navigation data and the ship parameter information is as follows:

[0159] The distance that the propeller moves in the axial forward direction after one rotation of the propeller is the propeller travel. P The calculation formula is:

[0160] h p =v p / n p (12)

[0161] In the formula, v p is the propeller advance speed, in m / s; n p is the propeller speed, in r / s; based on the propeller process h P Calculate the slip ratio, that is, the ratio of slip to pitch s, using the following formula:

[0162] s=(Ph p ) / P=1-h p / P=1-v p / (n p P) (13)

[0163] Where Ph p is slippage, P is the thread pitch;

[0164] Based on the propeller process h P Calculate the advance coefficient J, the calculation formula is:

[0165] J=h p / D=v p / (n p D) (14)

[0166] Where D is the propeller diameter;

[0167] The relationship between the advance coefficient J and the slip ratio s is obtained as follows:

[0168] J=(1-s)P / D (15)

[0169] According to dimensional analysis, the thrust and torque of the propeller are expressed as:

[0170] T p =K T ρn p 2 D 4 (16)

[0171] Q p =K Q ρn p 2 D 5 (17)

[0172] In the formula, K T is the propeller thrust coefficient; K Q is the propeller torque coefficient; ρ is the seawater density, kg / m 3 .

[0173] In a specific embodiment, the main engine power calculation model calculates the main engine power of the ship according to the navigation data, environmental information, the total resistance of the ship, and the thrust and torque of the propeller as follows:

[0174] In each selected section, the ship is sailing at a constant speed. At this time, the ship is in a quasi-static process. The total resistance of the ship is balanced with the effective thrust of the propeller. In this sailing state, the power absorbed by the propeller is:

[0175] P p =Q p ·n p / 9550 (18)

[0176] Where P p is the power absorbed by the propeller, in kW; Q p is the propeller torque, in kN; n p is the propeller speed in r / min, and the propeller speed n p Equal to the main engine speed n e ;

[0177] The power generated by the main engine is transmitted to the propeller through the shaft system. Therefore, the main engine power P e The calculation formula is:

[0178]

[0179] Where η sis the relative rotation efficiency of the shaft system, η H is the hull efficiency; η R is the propeller relative rotation efficiency;

[0180] η0 is the open water efficiency of the propeller, and the calculation formula is:

[0181]

[0182] In a specific embodiment, the process of the main engine fuel consumption rate database establishment module establishing the main engine fuel consumption rate database according to the historical main engine power and historical fuel consumption data in the ship management information is as follows:

[0183] According to Newton's second law, the historical main engine torque Q when the ship is sailing at a constant speed e With the historical propeller torque Q p The corresponding relationship is:

[0184] Q e -Q p -Q f =0 (21)

[0185] In the formula, Q f is the historical friction loss torque, in N·m;

[0186] According to the historical host torque Q e Calculate the historical main engine power and historical main engine torque Q e and historical host power P e The corresponding relationship between them is:

[0187] Q e =9550P e ' / n e (twenty two)

[0188] Where n e is the historical host speed;

[0189] The historical main engine fuel consumption rate is calculated based on the historical main engine power and historical fuel consumption data. The calculation formula is:

[0190] g e =Q' / (P e ·T) (23)

[0191] Where, Q' is the historical fuel consumption data, in kg; T is the voyage time;

[0192] By statistically analyzing the corresponding relationship among historical main engine speed, historical main engine power and historical main engine fuel consumption rate, the main engine fuel consumption rate corresponding to each speed and power is interpolated using the three-dimensional curve interpolation function Griddata in Matlab to form a fuel consumption rate database of ship main engines.

[0193] Specifically, in this embodiment, in order to make the fuel quantity predicted by the ship energy efficiency evaluation model more consistent with the actual situation, the fuel consumption rate obtained by the manufacturer through the main engine bench test which is often used in the energy efficiency evaluation in the prior art is not adopted, because the fuel consumption rate obtained from the experiment is somewhat different from the main engine energy consumption of the ship during navigation, and it is not considered that the fuel consumption rate will also change with the performance degradation of the main engine, which makes it more difficult to accurately calculate the main engine fuel consumption according to the main engine bench test results. In this embodiment, the correspondence between the historical main engine speed, the historical main engine power and the historical main engine fuel consumption rate is statistically analyzed to transform the traditional empirical estimation process into a data-driven calculation process. The three-dimensional curve interpolation function Griddata in Matlab is used, and the main engine speed and main engine power under various historical navigation conditions are used as interpolation index variables. The change in historical fuel consumption rate is designed as a response value to achieve accurate estimation of the main engine fuel consumption rate corresponding to each speed and power. The ship energy efficiency evaluation model given in this embodiment can capture the complex relationship between speed, power and fuel consumption rate, instead of relying on simplified physical models or empirical formulas. In addition, the Griddata function can process irregularly distributed data points, perform interpolation in three-dimensional space, and generate a smooth fuel consumption rate surface, thereby providing a more accurate fuel consumption rate estimation and effectively improving the accuracy and reliability of fuel consumption rate prediction. Based on this process, a fuel consumption rate database can be established. The main engine fuel consumption rate determination module can quickly and automatically query or interpolate the corresponding fuel consumption rate based on the ship's main engine power and navigation data calculated by formula (19), thereby improving work efficiency. At the same time, the database can be continuously updated and expanded. With the accumulation of more data, the accuracy of the prediction will be further improved.

[0194] In a specific embodiment, the process of the main engine fuel consumption calculation model calculating the main engine fuel consumption according to the main engine fuel consumption rate determined by the main engine fuel consumption rate determination model and the main engine power of the ship is:

[0195] The main engine fuel consumption rate corresponding to the main engine power of the ship under the current navigation state is found through the fuel consumption rate database, and then the main engine fuel consumption per hour is calculated. The calculation formula is:

[0196] q=P e ×g e (twenty four)

[0197] Where, q is the fuel consumption per hour, in g / h; P e is the ship's main engine power, in KW; g e is the main engine fuel consumption rate, in g / (kW·h);

[0198] When a ship is sailing, the total main engine fuel consumption Q in a certain section is calculated using the following formula:

[0199] Q=P e ·g e ·T (25)

[0200] Where T is the total voyage time.

[0201] Specifically, during the navigation of a ship, the main engine is the main fuel consumption channel of the ship. Therefore, in this scheme, the main engine fuel consumption Q is mainly used as the main fuel consumption to calculate the CII carbon intensity index result. In practice, fuel consumption also includes fuel consumption generated by auxiliary engines, boilers and other fuel-consuming equipment. According to demand, for this part of fuel consumption, a database can also be built based on the historical fuel consumption data and operation information of auxiliary engines, boilers and other equipment, so as to calculate the fuel consumption of auxiliary equipment according to the navigation status, and add this part of fuel consumption to the main engine fuel consumption Q to calculate the CII carbon intensity index result as the overall fuel consumption result of the ship.

[0202] For the optimized main engine power, fuel consumption rate and fuel consumption results, the energy efficiency evaluation of the coordinated optimization measures of ship sail manipulation is realized based on the calculation process of the carbon emission intensity index CII. The definition of CII is an indicator that characterizes the average CO2 emissions per unit transport work of a ship, collectively referred to as the operational carbon intensity index. Based on the different calculation methods of the ship's cargo capacity, it is divided into Demand-based CII and Supply-based CII. Demand-based CII calculates CII based on the actual or estimated cargo volume (mass or volume) of the ship; Supply-based CII uses the capacity (Capacity) as the actual cargo mass or volume of the ship to calculate CII.

[0203] The CII rating is derived from the Annual Efficiency Ratio (AER), which measures the carbon emissions from ship operations over a one-year period. It is obtained by dividing all carbon emissions from all ballast / laden voyages and anchorage / port stays in actual operations by the deadweight and the distance sailed in a year. The Annual Efficiency Ratio AER is expressed as:

[0204]

[0205] In a specific embodiment, the process of calculating and comparing the CII carbon intensity index results of the unoptimized output results and the optimized output results, so as to verify the energy saving effect after the energy efficiency operation management measures are taken is as follows:

[0206] First, deduct the mileage that is not included in the CII calculation scope from the ship's mileage, including berthing and anchoring. Then divide the ship's voyage into sections according to the navigation environment. In the voyage division, it is necessary to divide the voyage into multiple sections according to different wind conditions and wave distribution ranges, and calculate the grams of CO2 generated per nautical mile of fuel consumption in each section. Then add up the grams of CO2 generated by each section to get the grams of CO2 generated for the entire voyage.

[0207] The CII carbon intensity index result is calculated based on the number of grams of CO2 produced during the entire voyage and the ship's deadweight during the voyage. The general formula for calculating the CII carbon intensity index is:

[0208]

[0209] Where: j (FC voyage,j ·C Fj ) refers to the fuel consumption adjustment item for each voyage, which exempts the carbon emissions of all fuels used by ships that meet the adjustment conditions during the voyage; the voyage here is not the time period from one port to the next in the usual sense, but the time period that is consistent with the exemption conditions;∑ j (FC electrical,j +FC boiler,j +FC other,j )·C Fj It is the correction factor item, which amends the fuel consumption emissions related to cargo operations, including the consumption of electricity and other items; ([0.75]-[0.03yi]) refers to the reduction factor, which is an incentive factor to reduce fuel consumption; D t -D x It is a deduction item for voyage mileage. All fuel consumption of the corresponding voyage section of the ship is exempted, and the corresponding voyage is deducted from the total voyage of the year; CF PT is the correction factor for the luxury cruise ship during its stay in port; f i It refers to the correction factor of the ship's loading capacity in ice areas, f m is the correction factor of DWT for ships sailing in ice areas; f c is the correction factor of the ship's CT.

[0210] As international requirements for carbon emissions will be strengthened year by year, the regulations on the carbon intensity index value will also be lowered year by year. The carbon intensity must be reduced year by year according to a certain reduction coefficient on the CII intensity standard calculated by formula (26). Therefore, CII is a dynamic index. Different reduction coefficients need to be used to correct the CII carbon intensity index results in different years. The correction formula is as follows:

[0211]

[0212] Where: CII req is the operational carbon intensity in different years; is the reduction factor corresponding to each year;

[0213] Compare the numerical values ​​of the CII carbon intensity index results after taking operational management measures with those before taking operational management measures to verify the energy-saving effect after taking operational management measures.

[0214] Specifically, in practice, there are several types of operational management measures, such as Figure 2-5 As shown in the figure, it includes speed optimization technology, route optimization technology, trim optimization technology and sail manipulation coordination technology. After determining the results of the coordinated optimization measures for sail manipulation of ships, the ship energy efficiency evaluation model of this scheme is used to evaluate the main engine power, main engine fuel consumption rate and main engine fuel consumption in different sections, which are used as the optimization output results and compared with the main engine power, main engine fuel consumption rate and main engine fuel consumption of the target ship using the original navigation measures. Since this scheme can accurately evaluate the main engine power, main engine fuel consumption rate and main engine fuel consumption that meet the actual ship energy consumption results, it can verify whether the operational management measures taken are effective. This scheme uses a method that combines mathematical models with measured data to establish a ship energy efficiency evaluation model that can evaluate and verify the energy efficiency of ships under different navigation conditions, so as to verify the contribution of various management measures to the carbon intensity of ship operations. In addition, through this evaluation and verification method, in addition to outputting the optimization results each time, the optimization data corresponding to the optimization results will also be output, so that the party adopting the optimization plan can clearly know which operational management measures are better to use. For example, in terms of speed optimization, the optimal speeds of different types of ships under different loads and weather conditions are different. Through energy-saving effect evaluation, the optimal speed range can be accurately found to improve fuel efficiency. In terms of route optimization, by comparing and analyzing the energy-saving effects of different navigation paths, it can help shipping companies choose the best route and reduce unnecessary fuel waste.

[0215] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for energy efficiency assessment and verification of ship operation management measures, characterized in that: The specific steps include: S1: Obtain the navigation data, environmental information, ship parameter information and ship management information of the ship before and after the operation management measures are taken; S2: constructing a ship energy efficiency evaluation model, inputting the navigation data, environmental information, ship parameter information and ship management information of the ship before and after the operation management measures are taken into the ship energy efficiency evaluation model, and using the ship energy efficiency evaluation model to calculate the unoptimized output results before the operation management measures are taken and the optimized output results after the operation management measures are taken; the ship energy efficiency evaluation model includes: Ship resistance navigation total resistance calculation model: used to calculate the total resistance of the ship based on navigation data, environmental information and ship parameter information; Propeller calculation model: used to calculate the propeller thrust and torque based on navigation data and ship parameter information; Main engine power calculation model: used to calculate the ship's main engine power based on navigation data, environmental information, the total resistance of the ship, and the thrust and torque of the propeller; Main engine fuel consumption rate database establishment module: used to establish a main engine fuel consumption rate database based on historical main engine power and historical fuel consumption data in ship management information; The main engine fuel consumption rate determination module is used to determine the corresponding main engine fuel consumption rate from the main engine fuel consumption rate database according to the ship's main engine power and navigation data; Main engine fuel consumption calculation model: used to calculate the main engine fuel consumption according to the main engine fuel consumption rate determined by the main engine fuel consumption rate determination model and the main engine power of the ship; S3: Calculate and compare the CII carbon intensity index results of the unoptimized output results and the optimized output results to verify the energy saving effect after the energy efficiency operation management measures are taken.

2. The energy efficiency evaluation and verification method for ship operation management measures according to claim 1 is characterized in that: The process of the main engine fuel consumption rate database establishment module establishing the main engine fuel consumption rate database according to the historical main engine power and historical fuel consumption data in the ship management information is as follows: According to Newton's second law, the historical main engine torque Q when the ship is sailing at a constant speed e With the historical propeller torque Q p The corresponding relationship is: Q e -Q p -Q f =0 (21) In the formula, Q f is the historical friction loss torque, in N·m; According to the historical host torque Q e Calculate the historical main engine power and historical main engine torque Q e and historical host power P e The corresponding relationship between them is: Q e =9550P e ' / n e (22) Where n e is the historical host speed; The historical main engine fuel consumption rate is calculated based on the historical main engine power and historical fuel consumption data. The calculation formula is: g e =Q' / (P e ·T) (23) Where, Q' is the historical fuel consumption data, in kg; T is the voyage time; By statistically analyzing the corresponding relationship among historical main engine speed, historical main engine power and historical main engine fuel consumption rate, the main engine fuel consumption rate corresponding to each speed and power is interpolated using the three-dimensional curve interpolation function Griddata in Matlab to form a fuel consumption rate database of ship main engines.

3. The energy efficiency evaluation and verification method for ship operation management measures according to claim 2 is characterized in that: The process of calculating the total resistance of a ship according to the navigation data, environmental information and ship parameter information by the ship resistance navigation total resistance calculation model is as follows: The total resistance of a ship is calculated as: R w =R f +R r +R ap +R a +R aw (1) In the formula, R f Represents friction resistance; R r Represents the residual resistance; R ap Represents the resistance of the attached body; R a Represents air resistance; R aw It indicates the wave resistance increase; Friction resistance R f The calculation formula is: Where ρ is the density of seawater, in kg / m 3 ;v s is the ship speed in m / s, S s is the wet surface area of ​​the ship, in m 2 ; C f and ΔC f are the friction resistance coefficient and the roughness compensation coefficient respectively; In order to correct and eliminate the edge effect of the plate, the friction coefficient C is calculated using an empirical formula. f , the empirical formula is: Where Re is the Reynolds number, and its calculation formula is: Where L is the length of the ship, in m; ν is the kinematic viscosity coefficient of seawater, in m 2 / s, the kinematic viscosity coefficient of seawater is related to temperature; Roughness compensation coefficient ΔC f The calculation formula is: ΔC f =[105(k s / L) 1 / 3 -0.64]×10 -3 (5) In the formula, k s is the apparent height of roughness, in m; The wet surface area S of the vessel s The calculation formula is: In the formula, C s is the wet area coefficient; is the displacement volume of the ship, in m 3 ; L w is the waterline length in meters; Wet area coefficient C s The calculation formula is: C s =f(Bd,C m ) Where, B and d are the ship width and draft respectively, in meters; C m is the midship cross-section coefficient; Residual resistance R r The calculation formula is: Among them, C r is the residual drag coefficient, which is determined by the Rambo-Keller diagram. The expression of the Rambo-Keller diagram is: Among them, L d Take 1.01L bp With L w The larger of B The longitudinal position of the center of buoyancy when the mid-transverse section is positive; Attachment resistance R ap Take the bare boat resistance R t 1.5%, that is: R ap =1.5%R t Without considering the lateral wind pressure and wind pressure moment, the air resistance is the longitudinal wind pressure, which is expressed as: In the formula, C ax is the longitudinal wind load factor; F ax is the longitudinal wind pressure of the ship; ρ a is the air density, in kg / m 3 ;v A is the relative wind speed, in m / s; A f is the longitudinal projection area of ​​the superstructure, in m 2 ; The calculation formula of wave resistance increase is: R aw =0.64ζ A 2 B 2 C b ρg / L (11) Where G is the directional distribution of the incident wave; α is the initial direction of the incident wave; χ is the wave incident angle; ζ A is the characteristic wave height, in meters; Where, B is the ship width, in meters; C b is the square coefficient; L is the length of the ship, in meters.

4. The energy efficiency evaluation and verification method for ship operation management measures according to claim 3 is characterized in that: The process of the propeller calculation model calculating the propeller thrust and torque according to the navigation data and ship parameter information is as follows: Calculate the propeller process h P , the calculation formula is: h p =v p / n p (12) In the formula, v p is the propeller advance speed, in m / s; n p is the propeller speed, in r / s; based on the propeller process h P Calculate the slip ratio, that is, the ratio of slip to pitch s, using the following formula: s=(P-h p ) / P=1-h p / P=1-v p / (n p P) (13) Where Ph p is slippage, P is the thread pitch; Based on the propeller process h P Calculate the advance coefficient J, the calculation formula is: J=h p / D=v p / (n p D) (14) Where D is the propeller diameter; The relationship between the advance coefficient J and the slip ratio s is obtained as follows: J=(1-s)P / D (15) According to dimensional analysis, the thrust and torque of the propeller are expressed as: T p =K T ρn p 2 D 4 (16) Q p =K Q ρn p 2 D 5 (17) In the formula, K T is the propeller thrust coefficient; K Q is the propeller torque coefficient; ρ is the seawater density, kg / m 3 .

5. The energy efficiency evaluation and verification method for ship operation management measures according to claim 4 is characterized in that: The main engine power calculation model calculates the main engine power of the ship according to the navigation data, environmental information, the total resistance of the ship, and the thrust and torque of the propeller as follows: In each selected section, the ship is sailing at a constant speed. At this time, the ship is in a quasi-static process. The total resistance of the ship is balanced with the effective thrust of the propeller. In this sailing state, the power absorbed by the propeller is: P p =Q p ·n p / 9550 (18) Where P p is the power absorbed by the propeller, in kW; Q p is the propeller torque, in kN; n p is the propeller speed in r / min, and the propeller speed n p Equal to the main engine speed n e ; The power generated by the main engine is transmitted to the propeller through the shaft system. Therefore, the main engine power P e The calculation formula is: Where η s is the relative rotation efficiency of the shaft system, η H for hull efficiency; η R is the propeller relative rotation efficiency; η0 is the open water efficiency of the propeller, and the calculation formula is:

6. The energy efficiency evaluation and verification method for ship operation management measures according to claim 5 is characterized in that: The process of the main engine fuel consumption calculation model calculating the main engine fuel consumption according to the main engine fuel consumption rate determined by the main engine fuel consumption rate determination model and the main engine power of the ship is as follows: The main engine fuel consumption rate corresponding to the main engine power of the ship under the current navigation state is found through the fuel consumption rate database, and then the main engine fuel consumption per hour is calculated. The calculation formula is: q=P e ×g e (24) Where, q is the fuel consumption per hour, in g / h; P e is the ship's main engine power, in KW; g e is the main engine fuel consumption rate, in g / (kW·h); When a ship is sailing, the total main engine fuel consumption Q in a certain section is calculated using the following formula: Q=P e ·g e ·T (25) Where T is the total voyage time.

7. The energy efficiency evaluation and verification method for ship operation management measures according to claim 6 is characterized in that: The process of calculating and comparing the CII carbon intensity index results of the unoptimized output results and the optimized output results to verify the energy saving effect after the energy efficiency operation management measures are taken is as follows: First, the mileage that is not included in the CII calculation range is deducted from the ship's mileage, including berthing and anchoring. Then, the ship's voyage is divided into sections according to the navigation environment, and the grams of CO2 generated corresponding to the fuel consumption per nautical mile in each section is calculated. Then, the grams of CO2 generated for the entire voyage are summed up for each section. The CII carbon intensity index result is calculated based on the number of grams of CO2 produced during the entire voyage combined with the ship's deadweight during the voyage. The general formula for calculating the CII carbon intensity index is: Where: j (FC voyage,j ·C Fj ) means the fuel consumption adjustment for each voyage; ∑ j (FC electrical,j +FC boiler,j +FC other,j )·C Fj is the correction coefficient; ([0.75]-[0.03yi]) refers to the reduction coefficient; D t -D x is the deduction item for mileage; CF PT is the correction factor; f i It refers to the correction factor of the ship's loading capacity in ice areas, f m is the correction factor of DWT for ships sailing in ice areas; f c is the correction factor of the ship's CT; Since CII is a dynamic index, the CII carbon intensity index results need to be corrected according to different reduction factors in different years. The correction formula is as follows: Where: CII req is the operational carbon intensity in different years; is the reduction factor corresponding to each year; Compare the numerical values ​​of the CII carbon intensity index results after taking operational management measures with those before taking operational management measures to verify the energy-saving effect after taking operational management measures.

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