A method for energy efficiency assessment and verification of ship operation management measures

Abstract

The application discloses a kind of energy efficiency evaluation and verification method for ship operation management measures, S1: obtain the ship information before taking operation management measures and after taking operation management measures;S2: build a ship energy efficiency evaluation model, input the ship information into the ship energy efficiency evaluation model, and calculate the output result;S3: calculate CII carbon intensity index result, thereby verifying energy-saving effect.The application can calculate the main engine fuel consumption before taking operation management measures and after taking operation management measures respectively through the ship energy efficiency evaluation model, and effectively improve the accuracy and reliability of fuel consumption rate prediction by establishing a main engine fuel consumption rate database, so that the calculated main engine fuel consumption is more consistent with the actual ship data;Therefore, the CII carbon intensity index result obtained by evaluating the main engine fuel consumption can be more accurate, so as to accurately verify whether different operation management measures have effect on improving the energy efficiency of ship operation.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ship energy-saving effect evaluation, and particularly relates to an energy efficiency evaluation and verification method for ship operation management measures. BACKGROUND

[0002] In recent years, global energy crisis and environmental problems are becoming increasingly serious, and the huge growth of energy consumption and the resulting greenhouse gas emissions have become one of the urgent issues worldwide. As one of the main transportation modes of global trade, the energy consumption and greenhouse gas emissions of the shipping industry account for a considerable proportion of the global total. In order to address 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 during ship operation. Among them, ship operation management measures such as speed optimization, route optimization, trim optimization, and sail maneuver optimization have become an important means for current shipping companies to focus on and practice, as they can significantly improve ship operation efficiency, reduce fuel consumption, and thus reduce greenhouse gas emissions. Compared to technical energy efficiency optimization, ship operation management measures can achieve energy saving and emission reduction at a lower cost. Currently, ship operation management measures mainly include adjustments to speed, route, trim, and sail control. Speed optimization refers to adjusting the ship's sailing speed according to actual operating conditions and ship performance to maximize fuel efficiency. Since the fuel consumption of a ship 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 optimal sailing path to avoid unnecessary detours and adverse weather areas, thereby shortening the sailing distance and time and further reducing fuel consumption and emissions. The above operation management measures not only directly affect the economic benefits of the ship, 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 operation, helping them make the best decisions under different operating conditions, and thus maximize the energy-saving and emission-reducing goals. However, there is currently no systematic evaluation and verification method for ship operation management measures, which makes it impossible to determine the optimization effect of ship operation management measures. SUMMARY

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

[0005] To achieve the above-mentioned purpose, the technical solution of the present application is:

[0006] A kind of energy efficiency evaluation and verification method for ship operation management measure, specific steps include:

[0007] S1: obtain the sailing data of ship before and after taking operation management measure, environmental information, ship parameter information and ship management information;

[0008] S2: build ship energy efficiency evaluation model, input the sailing data of ship before and after taking operation management measure, environmental information, ship parameter information and ship management information into the ship energy efficiency evaluation model, and calculate the non-optimized output result before taking operation management measure and the optimized output result after taking operation management measure using the ship energy efficiency evaluation model;The ship energy efficiency evaluation model includes:

[0009] Ship resistance sailing total resistance calculation model: for calculating the total resistance of ship according to sailing data, environmental information and ship parameter information;

[0010] Propeller calculation model: for calculating the thrust and torque of propeller according to sailing data and ship parameter information;

[0011] Main engine power calculation model: for calculating the main engine power of ship according to sailing data, environmental information, total resistance of ship and thrust and torque of propeller;

[0012] Main engine fuel consumption rate database establishment module: for establishing main engine fuel consumption rate database according to historical main engine power and historical fuel consumption data in ship management information;

[0013] Main engine fuel consumption rate determination module: for determining the corresponding main engine fuel consumption rate from the main engine fuel consumption rate database according to ship main engine power and sailing data;

[0014] Main engine fuel consumption amount calculation model: for calculating the main engine fuel consumption amount according to the main engine fuel consumption rate determined by main engine fuel consumption rate determination model and the ship main engine power;

[0015] S3: calculate and compare the CII carbon intensity index results of non-optimized output result and optimized output result, to verify the energy-saving effect of energy efficiency after taking operation management measure.

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

[0017] According to Newton's second law, the corresponding relationship between historical main engine torque And historical propeller torque Is:

[0018] (21)

[0019] wherein, is the historical friction loss torque, unit is N·m; ;

[0020] The historical main engine torque is calculated according to the historical main engine power The historical main engine power is calculated according to the historical main engine torque and the historical main engine power The corresponding relationship between the historical main engine torque

[0021] (22)

[0022] wherein, is the historical main engine speed;

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

[0024] (23)

[0025] wherein, is the historical fuel consumption data, unit is kg; T is the sailing time;

[0026] Through statistical analysis of the corresponding relationship among the historical main engine speed, the historical main engine power and the historical main engine fuel consumption rate, the main engine fuel consumption rate corresponding to each speed and power is interpolated by using the three-dimensional curve interpolation function Griddata in Matlab, and a main engine fuel consumption rate database of the ship is formed.

[0027] Further, the process of calculating the total resistance of the ship by the ship resistance sailing total resistance calculation model according to the sailing data, the environmental information and the ship parameter information is:

[0028] The calculation formula of the total resistance of the ship is:

[0029] (1)

[0030] wherein, represents the friction resistance; represents the residual resistance; represents the appendage resistance; represents the air resistance; represents the wave resistance;

[0031] The calculation formula of the friction resistance is:

[0032] (2)

[0033] wherein, is the density of seawater, unit is ; is the ship speed, unit is , is the wet surface area of the ship, unit is ; and are the frictional resistance coefficient and roughness correction coefficient, respectively;

[0034] In order to correct and eliminate the edge effect of the flat plate, the frictional resistance coefficient is calculated by using an empirical formula, which is:

[0035] (3)

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

[0037] (4)

[0038] wherein, is the length of the ship, unit is ; is the kinematic viscosity coefficient of seawater, unit is , and the kinematic viscosity coefficient of seawater is related to the temperature;

[0039] The calculation formula of the roughness correction coefficient is:

[0040] (5)

[0041] wherein, is the apparent height of roughness, unit is ;

[0042] The calculation formula of the wet surface area of the ship is:

[0043] (6)

[0044] wherein, is the wet area coefficient; is the displacement volume of the ship, unit is ; is the length of waterline, unit is ;

[0045] The calculation formula of the wet area coefficient is:

[0046]

[0047] wherein, and are the ship width and the draft state, respectively, in units of ; is the midship section coefficient;

[0048] the residual resistance is calculated by the formula:

[0049] (7)

[0050] wherein, C r is the residual resistance coefficient, which is determined by the Bluff-Keulegan curve, the expression of which is:

[0051] (8)

[0052] wherein, is taken as 1.01 and is the larger one; is the longitudinal position of the center of buoyancy when the midship section is positive;

[0053] the appendage resistance is taken as 1.5% of the bare ship resistance , that is:

[0054]

[0055] Under the condition of not considering the lateral wind pressure and the wind pressure moment, its air resistance is the longitudinal wind pressure, which is expressed as:

[0056] (9)

[0057] (10)

[0058] wherein, is the longitudinal wind load coefficient; is the longitudinal wind pressure of the ship; is the air density, in units of ; is the relative wind speed, in units of ; is the longitudinal projection area of the superstructure, in units of ;

[0059] the calculation formula of the wave-induced resistance is:

[0060] (11)

[0061] wherein, is the characteristic wave height, in units of ; B is the ship width, unit is m; ; C is the square coefficient; L is the ship length, unit is m; .

[0062] Further, the process of calculating the propeller thrust and torque according to the sailing data and ship parameter information is as follows:

[0063] The propeller advance speed is calculated by the formula:

[0064] (12)

[0065] wherein, V is the propeller advance speed, unit is m / s; ; N is the propeller rotation speed, unit is r / min; The slip ratio, i.e. the ratio of slip to pitch, is calculated based on the propeller advance speed , and the formula is:

[0066] (13) wherein,

[0067] S is the slip; P is the pitch; The advance speed coefficient

[0068] is calculated based on the propeller advance speed , and the formula is:

[0069] (14) wherein,

[0070] D is the propeller diameter;

[0071] Thus, the relationship between the advance speed coefficient and the slip ratio is:

[0072] (15)

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

[0074] (16)

[0075] (17)

[0076] wherein, Kt is the propeller thrust coefficient; Kq is the propeller torque coefficient; ​The sea water density, .

[0077] Further, the process of calculating the main engine power according to the sailing data, the environmental information, the total resistance of the ship and the thrust and torque of the propeller is as follows:

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

[0079] (18)

[0080] In the formula, is the power absorbed by the propeller, in kW; is the propeller torque, in kN; is the propeller speed, in , and the propeller speed is equal to the main engine speed ;

[0081] The power generated by the main engine is transmitted to the propeller through the shafting, therefore, the calculation formula of the ship main engine power is as follows:

[0082] (19)

[0083] In the formula, is the relative rotation efficiency of the shafting, is the hull efficiency; is the relative rotation efficiency of the propeller;

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

[0085] (20).

[0086] Further, the process of 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 ship main engine power is as follows:

[0087] The main engine fuel consumption rate corresponding to the ship main engine power in the current sailing state is found through the fuel consumption rate database, and then the hourly fuel consumption of the main engine is calculated, and the calculation formula is as follows:

[0088] (24)

[0089] In the formula, q is the hourly fuel consumption, in ; is the main engine power of the ship, in KW; is the main engine fuel consumption rate, in g / t; ;

[0090] The total main engine fuel consumption in a certain voyage section is calculated when the ship is sailing , and the calculation formula is:

[0091] (25)

[0092] In the formula, is the sailing time.

[0093] Further, the CII carbon intensity index results of the non-optimized output and the optimized output are calculated and compared, so as to verify the energy-saving effect after the energy efficiency takes the operation management measures, and the process is:

[0094] First, the sailing mileage not included in the CII calculation range is deducted from the ship sailing mileage, including the berthing and anchoring conditions, then the ship voyage section is divided according to the sailing environment, and the CO2 generation grams per nautical mile fuel consumption in each voyage section is calculated, then the CO2 generation grams in the entire voyage are obtained by adding each voyage section;

[0095] According to the CO2 generation grams in the entire voyage, the CII carbon intensity index result is calculated by combining the ship deadweight in the voyage, and the general formula for calculating the CII carbon intensity index is: (26)

[0096] In the formula, refers to the fuel consumption adjustment item in each voyage; is the correction factor item; refers to the reduction factor; is the sailing mileage deduction item; is the correction factor; refers to the correction factor of the ship's carrying capacity in the ice area, is the correction factor of the ship's DWT in the ice area; is the correction factor of the ship's CT;

[0097] Since CII is a dynamic index, according to different years, the CII carbon intensity index result needs to be corrected according to different reduction factors, and the correction formula is as follows:

[0098] (27)

[0099] In the formula, is the operation carbon intensity of different years; is the reduction factor corresponding to each year;

[0100] The CII carbon intensity index result after taking the operation management measure is compared with the CII carbon intensity index result before taking the operation management measure to verify the energy saving effect of the energy efficiency after taking the operation management measure.

[0101] Beneficial effects: the ship energy efficiency evaluation model is established, the main engine fuel consumption before and after taking the operation management measure can be calculated respectively, and in order to make the fuel consumption predicted by the ship energy efficiency evaluation model more in line with the actual situation, the main engine fuel consumption rate database establishment module is set, 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, the accuracy and reliability of the fuel consumption rate prediction are effectively improved, and then the calculated main engine fuel consumption is more in line with the actual ship data, so that the CII carbon intensity index result obtained by evaluating the main engine fuel consumption can be more accurate, and the effect of whether the different operation management measures can improve the ship operation energy efficiency can be accurately verified by comparing the CII carbon intensity index result. The present application has universal applicability and can be applied to various types of ships, and can verify the carbon emission reduction capacity of various operation management measures, so as to determine whether the existing operation management measures have actual effect. At the same time, the energy saving effect evaluation of ship operation management measure 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 DRAWINGS

[0102] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0103] Figure 1 The flow chart of the energy efficiency evaluation and verification method for ship operation management measures in the present application;

[0104] Figure 2 The flow chart of the ship speed optimization measure evaluation and verification provided in the embodiment of the present application;

[0105] Figure 3 The flow chart of the ship route optimization measure evaluation and verification provided in the embodiment of the present application;

[0106] Figure 4 The flow chart of the ship trim optimization measure evaluation and verification provided in the embodiment of the present application;

[0107] Figure 5 The flow chart for evaluating and verifying the optimization measures for the sail operation of the ship is provided in the embodiments of the present application. DETAILED DESCRIPTION

[0108] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0109] The embodiments provide a method for evaluating and verifying the energy efficiency of ship operation management measures, as shown in the following figure. Figure 1 The specific steps include:

[0110] S1: obtaining the sailing data, environmental information, ship parameter information and ship management information of the ship before and after the ship operation management measures are taken;

[0111] Specifically, the sailing data mainly includes the information of ship speed, ship draft state, ship heading and main engine speed; the sailing environmental information mainly includes the information of wind speed, wind direction, wave height, wave direction, atmospheric pressure and atmospheric temperature; the ship parameter information includes the information of ship size, rudder structure size, propeller open water characteristic curve, propeller size parameter and structure coefficient, main engine performance and oil consumption variation curve; and the ship management information mainly includes the information of original route data, initial draft of the ship, cargo capacity of the ship, ship voyage constraint, expected sailing distance, range of longitudinal trim optimization adjustment of the ship, sail angle, sail height, historical main engine power and historical oil consumption data.

[0112] S2: constructing a ship energy efficiency evaluation model, wherein the ship energy efficiency evaluation model includes:

[0113] a ship resistance sailing total resistance calculation model for calculating the total resistance of the ship according to the sailing data, environmental information and ship parameter information;

[0114] a propeller calculation model for calculating the thrust and torque of the propeller according to the sailing data and ship parameter information;

[0115] a main engine power calculation model for calculating the main engine power of the ship according to the sailing data, environmental information, total resistance of the ship and thrust and torque of the propeller;

[0116] a main engine fuel consumption rate database establishment module for establishing a main engine fuel consumption rate database according to the historical main engine power and historical oil consumption data in the ship management information;

[0117] Main engine fuel consumption rate determination module: used to determine the corresponding main engine fuel consumption rate from the main engine fuel consumption rate database based on the ship's main engine power and navigation data;

[0118] Main engine fuel consumption calculation model: used to calculate the main engine fuel consumption based on the main engine fuel consumption rate determined by the model and the power of the ship's main engine;

[0119] S3: Input the ship's navigation data, environmental information, ship parameter information, and ship management information before and after the implementation of operational management measures into the ship energy efficiency assessment model, and use the ship energy efficiency assessment model to calculate the unoptimized output results before and after the implementation of operational management measures; 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 of implementing operational management measures.

[0120] In a specific embodiment, the process by which the ship resistance total resistance calculation model calculates the ship's total resistance based on navigation data, environmental information, and ship parameter information is as follows:

[0121] The formula for calculating the total resistance of a ship is:

[0122] (1)

[0123] In the formula, Indicates frictional resistance; Indicates the remaining resistance; Indicates the resistance of the attached body; Indicates air resistance; Indicates increased resistance due to waves;

[0124] Because water is an incompressible viscous fluid, when a ship sails in seawater, water currents always adhere to the hull and follow it. Relative to the hull, these water currents generate a tangential reaction force that hinders the ship's forward movement. The resultant force of this reaction is frictional resistance. The calculation formula is:

[0125] (2)

[0126] In the formula, The density of seawater is expressed in units of 1000 kJ / m³. ; The speed of the ship is expressed in units of 1 / 2000. , The wetted surface area of ​​the ship, in units of ; and These are the friction resistance coefficient and the roughness compensation coefficient, respectively.

[0127] In order to correct and eliminate the flat plate edge effect, the friction resistance coefficient is calculated by using an empirical formula , the empirical formula is:

[0128] (3)

[0129] In the formula, is the Reynolds number, and its calculation formula is:

[0130] (4)

[0131] In the formula, is the length of the ship, and the unit is ; is the kinematic viscosity coefficient of seawater, and the unit is , and the size of the kinematic viscosity coefficient of seawater is related to the temperature;

[0132] The calculation formula of the roughness correction coefficient is:

[0133] (5)

[0134] In the formula, is the apparent height of roughness, and the unit is ;

[0135] The calculation formula of the wet surface area of the ship is:

[0136] (6)

[0137] In the formula, is the wet area coefficient; is the displacement volume of the ship, and the unit is ; is the length of the waterline, and the unit is ;

[0138] The calculation formula of the wet area coefficient is:

[0139]

[0140] In the formula, and are the ship width and the water state, respectively, and the unit is ; is the midship section coefficient;

[0141] The residual resistance of the ship is mainly composed of wave-making resistance and vortex resistance. The residual resistance of the ship is obtained by using the method of estimating the residual resistance coefficient, and the residual resistance The calculation formula is:

[0142] (7)

[0143] Wherein, C r is the residual resistance coefficient, which is determined by the Bluff- Keller diagram, and the expression of the Bluff- Keller diagram is:

[0144] (8)

[0145] Wherein, Take 1.01 The larger one in ; is the longitudinal position of the center of buoyancy when the front of the middle transverse section is positive;

[0146] The appendage resistance refers to the resistance generated due to the existence of the appendages below the waterline of the ship, such as the bilge keel, rudder, shaft cover, etc. In the present embodiment, the appendage resistance Take 1.5% of the bare hull resistance , that is:

[0147]

[0148] The air resistance refers to the resistance generated due to the action of the wind on the water surface part of the ship during navigation, which is almost entirely composed of viscous pressure resistance. The factors affecting the size of the wind resistance include the relative wind speed, the relative wind direction, and the windward area of the ship, which is related to the ship type and the draft of the ship;

[0149] In the present embodiment, without considering the lateral wind pressure and wind pressure moment, the air resistance is the longitudinal wind pressure, which is represented as:

[0150] (9)

[0151] (10)

[0152] In the formula, is the longitudinal wind load coefficient; is the longitudinal wind pressure of the ship; is the air density, with the unit of ; is the relative wind speed, with the unit of ; is the longitudinal projection area of the superstructure, with the unit of ;

[0153] When sailing in the ocean, the ship body will be subjected to the reaction force of the wave, thereby hindering the forward movement of the ship and reducing the sailing speed. This reaction force is the wave-induced resistance, which will increase the main engine oil consumption, resulting in an increase in the operating cost, The discharge capacity also increases, and the calculation formula of the wave resistance is as follows by using the speed correction method of ISO 15016:

[0154] (11)

[0155] wherein, is the characteristic wave height, and the unit is In the embodiment, the range of the characteristic wave height is 1.5 ~ 2 ; is the ship width, and the unit is ; is the square coefficient; is the ship length, and the unit is .

[0156] In the specific embodiment, the propeller installed at the stern part generates the thrust to push the ship forward when rotating in the water, and the process of calculating the thrust and torque of the propeller according to the navigation data and the ship parameter information is as follows:

[0157] The distance of the propeller moving in the axial forward direction when rotating one circle is the propeller advance, and the calculation formula of the propeller advance is as follows:

[0158] (12)

[0159] wherein, is the propeller advance speed, and the unit is ; is the propeller rotation speed, and the unit is ; the slip ratio, that is, the ratio of the slip to the pitch, is calculated based on the propeller advance , and the calculation formula is as follows:

[0160] (13)

[0161] wherein, is the slip, is the pitch;

[0162] The advance speed coefficient is calculated based on the propeller advance , and the calculation formula is as follows:

[0163] (14)

[0164] wherein, is the propeller diameter;

[0165] and the relationship between the advance speed coefficient and the slip ratio is as follows:​

[0166] (15)

[0167] According to dimensional analysis, the thrust and torque of the propeller are expressed as:

[0168] (16)

[0169] (17)

[0170] wherein, is the propeller thrust coefficient; is the propeller torque coefficient; is the seawater density, .

[0171] In specific embodiments, the process of calculating the main engine power of the ship according to the sailing data, environmental information, total resistance of the ship and thrust and torque of the propeller is as follows:

[0172] In each selected sailing section, the ship sails at a constant speed, at which time the ship is in a quasi-static process, the total resistance of the ship and the effective thrust of the propeller are balanced, and the power absorbed by the propeller in this sailing state is:

[0173] (18)

[0174] wherein, is the power absorbed by the propeller, in units of kW; is the propeller torque, in units of kN; is the propeller speed, in units of , and the propeller speed is equal to the main engine speed ;

[0175] The power emitted by the main engine is transmitted to the propeller through the shafting, therefore, the calculation formula of the main engine power of the ship is as follows:

[0176] (19)

[0177] wherein, is the relative rotation efficiency of the shafting, is the hull efficiency; is the relative rotation efficiency of the propeller;

[0178] is the open water efficiency of the propeller, and the calculation formula is as follows:

[0179] (20).

[0180] In specific embodiments, the process of establishing the main engine fuel consumption rate database by the main engine fuel consumption rate database establishing module according to the historical main engine power and the historical fuel consumption data in the ship management information is as follows:

[0181] According to Newton's second law, the corresponding relationship between the historical main engine torque and the historical propeller torque when the ship sails at a constant speed is:

[0182] (21)

[0183] In the formula, Tfric is the historical friction loss torque, and the unit is N·m;

[0184] The historical main engine power is calculated according to the historical main engine torque Tme, the historical main engine torque Tme and the historical main engine power Pme between them are corresponding relationship:

[0185] (22)

[0186] In the formula, Nme is the historical main engine speed;

[0187] The historical main engine fuel consumption rate is calculated based on the historical main engine power and the historical fuel consumption data, and the calculation formula is:

[0188] (23)

[0189] In the formula, Fme is the historical fuel consumption data, and the unit is kg; T

[0190] By statistically analyzing the corresponding relationship between the historical main engine speed, the historical main engine power and the historical main engine fuel consumption rate, the main engine fuel consumption rate corresponding to each speed and power is interpolated by using the three-dimensional curve interpolation function Griddata in Matlab, and the main engine fuel consumption rate database of the ship is formed.

[0191] ​​​​​​​​​​Specifically, in the embodiment, in order to make the fuel consumption predicted by the ship energy efficiency evaluation model more in line with the actual situation, the fuel consumption rate obtained by the manufacturer through the main engine bench test is not used, because there is a certain difference between the fuel consumption rate obtained by the experiment and the main engine energy consumption of the ship during the sailing process, and 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 the embodiment, the corresponding relationship among the historical main engine speed, the historical main engine power and the historical main engine fuel consumption rate is statistically analyzed, the traditional experience estimation process is changed into a data-driven calculation process, the three-dimensional curve interpolation function Griddata in Matlab is used, the main engine speed and the main engine power in each historical sailing state are used as interpolation index variables, and the historical fuel consumption rate change is designed as a response value, so as to realize accurate estimation of the main engine fuel consumption rate corresponding to each speed and power, so that the ship energy efficiency evaluation model given in the embodiment can capture the complex relationship among the speed, the power and the fuel consumption rate, instead of relying on a simplified physical model or an empirical formula. In addition, the Griddata function can process irregularly distributed data points, perform three-dimensional space interpolation, generate a smooth fuel consumption rate surface, thereby providing 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 automatically query or interpolate the corresponding fuel consumption rate according to the ship main engine power and sailing data calculated by formula (19), thereby improving the work efficiency. At the same time, the database can be continuously updated and expanded, and with the accumulation of more data, the prediction accuracy will be further improved.

[0192] In specific embodiments, the process of calculating the main engine fuel consumption amount according to the main engine fuel consumption rate determined by the main engine fuel consumption rate determination model and the ship main engine power is:

[0193] The main engine fuel consumption rate corresponding to the ship main engine power under the current sailing state is found through the fuel consumption rate database, and then the main engine fuel consumption per hour is calculated, and the calculation formula is:

[0194] (24)

[0195] In the formula, q is the fuel consumption per hour, and the unit is ; is the ship main engine power, and the unit is KW; is the main engine fuel consumption rate, and the unit is ;

[0196] The total main engine fuel consumption in a determined voyage section is calculated when the ship is sailing The calculation formula is:

[0197] (25)

[0198] In the formula, is the sailing time.

[0199] Specifically, during the sailing of the ship, the main engine is the main fuel consumption path of the ship, so in this scheme, the main engine fuel consumption is calculated as the main fuel consumption to calculate the CII carbon intensity index result. In practice, fuel consumption also includes fuel consumption generated by auxiliary machines, boilers and other oil consumption equipment. According to the demand, for this part of the oil consumption, a database can be constructed based on the historical oil consumption data and operation information of auxiliary machines, boilers and other equipment, so as to calculate the oil consumption of auxiliary equipment according to the sailing state, and add this part of the oil consumption to the main engine fuel consumption Q to calculate the CII carbon intensity index result as the overall oil consumption result of the ship.

[0200] For the optimized main engine power, oil consumption rate and oil consumption result, the energy efficiency evaluation of the ship's sail operation collaborative optimization measures is realized based on the calculation process of the carbon emission intensity index CII. CII is an index representing the average CO2 emission per unit of ship transport power, which is collectively referred to as operational carbon intensity index. Based on different ship cargo capacity calculation methods, it is divided into Demand-based CII and Supply-based CII. Demand-based CII calculates CII based on actual or estimated freight volume (mass or volume); Supply-based CII calculates CII based on the capacity of the ship as the actual cargo mass or volume.

[0201] The CII rating is derived from the annual efficiency ratio (AER), which measures the carbon emissions during the operation of the ship within a year. All carbon emissions and load during all ballast / full load sailing and anchorage / port stay are divided by the load and the distance sailed within a year. The annual efficiency ratio AER is expressed as:

[0202]

[0203] In specific embodiments, the process of calculating and comparing the CII carbon intensity index results of the unoptimized output result and the optimized output result to verify the energy saving effect of the energy efficiency after taking the operation management measures is:

[0204] First, deduct the navigation mileage which is not included in the CII calculation range from the ship's navigation mileage, including berthing and anchoring, then divide the ship's voyage into segments according to the navigation environment, in the voyage segment division, the voyage segment needs to be divided into multiple segments according to different wind conditions and wave distribution range, and the CO2 generation gram number corresponding to each nautical mile fuel consumption in each voyage segment is calculated, then the CO2 generation gram number of the entire voyage is obtained by adding each voyage segment;

[0205] According to the CO2 generation gram number of the entire voyage, the CII carbon intensity index result is calculated by combining the ship's deadweight in the voyage, the general formula for calculating CII carbon intensity index is: (26)

[0206] In the formula: It refers to the fuel consumption adjustment item in each voyage, which exempts all fuel carbon emissions used by the ship during the voyage period that meets the exemption conditions; here, the voyage is not the usual time period from one port to the next port, but a time period that meets the exemption conditions; is a correction factor term, which revises and fuel consumption emissions related to cargo operation, including consumption of electricity and other items; refers to the reduction factor, which is an incentive factor for reducing fuel consumption; is the navigation mileage deduction term, all fuel consumption of the corresponding voyage segment of the ship is exempted, and the corresponding voyage is deducted in the annual total navigation; is the correction factor of the luxury cruise ship during the port period; refers to the correction factor of the ship's load capacity in the ice area, is the correction factor of the DWT of the ship in the ice area; is the correction factor of the ship's CT.

[0207] Because the international requirement for carbon emissions will be strengthened year by year, the value of the carbon intensity index will also be lowered year by year, and the carbon intensity will be lower than the CII intensity standard calculated in formula (26) according to a certain reduction factor, so CII is a dynamic index, according to different years, the CII carbon intensity index result needs to be corrected according to different reduction factors, the correction formula is as follows:

[0208] (27)

[0209] In the formula: is the carbon intensity of different years of operation; is the reduction factor corresponding to each year;

[0210] The CII carbon intensity index result after taking the operation management measures is compared with the CII carbon intensity index result before taking the operation management measures to verify the energy-saving effect of the energy efficiency after taking the operation management measures.

[0211] Specifically, in practice, there are several operation management measures, such as Figures 2-5 As shown, the ship energy efficiency evaluation model of the present scheme is used to evaluate the main engine power, main engine oil consumption rate and main engine oil consumption in different voyage sections after determining the wind sail operation coordination optimization measure result of the ship, which are taken as the optimization output results and compared with the main engine power, main engine oil consumption rate and main engine oil consumption of the target ship using the original navigation measures. Since the present scheme can accurately evaluate the main engine power, main engine oil consumption rate and main engine oil consumption that meet the actual ship energy consumption results, it can verify whether the taken operation management measures have played a role. The ship energy efficiency evaluation model established by the present scheme through the combination of mathematical model and measured data can evaluate and verify the ship energy efficiency under different navigation states to verify the contribution of various management measures to the ship operation carbon intensity. And through the evaluation and verification method, the optimization data corresponding to the optimization result is output each time, so that the party using the optimization scheme can clearly know which operation management measure is better. For example, in terms of speed optimization, the optimal speed of different types of ships under different loads and weather conditions is not the same, and the energy-saving effect evaluation can accurately find the optimal speed range to improve fuel efficiency. In terms of route optimization, the energy-saving effect of different navigation paths is compared and analyzed to help shipping enterprises select the optimal route and reduce unnecessary fuel waste.

[0212] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for energy efficiency assessment and verification of ship operation management measures, characterized in that, The specific steps include: S1: Obtain navigation data, environmental information, ship parameter information, and ship management information of the vessel before and after the implementation of operational management measures; S2: Construct a ship energy efficiency assessment model. Input the ship's navigation data, environmental information, ship parameter information, and ship management information before and after implementing operational management measures into the ship energy efficiency assessment model. Use the ship energy efficiency assessment model to calculate the unoptimized output result before implementing operational management measures and the optimized output result after implementing operational management measures. The ship energy efficiency assessment model includes: Ship resistance calculation model: used to calculate the total resistance of a ship based on navigation data, environmental information, and ship parameter information; Propeller calculation model: used to calculate the thrust and torque of the propeller 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 ship's total resistance, 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; Main engine fuel consumption rate determination module: used to determine the corresponding main engine fuel consumption rate from the main engine fuel consumption rate database based on the ship's main engine power and navigation data; Main engine fuel consumption calculation model: used to calculate the main engine fuel consumption based on the main engine fuel consumption rate determined by the model and the power of the ship's main engine; 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 energy efficiency operation management measures are taken; The process of calculating and comparing the CII carbon intensity index results of unoptimized and optimized output results to verify the energy-saving effect of energy efficiency after implementing operational management measures is as follows: First, the mileage not included in the CII calculation is deducted from the ship's mileage, including berthing and anchoring situations. Then, the ship's mileage is divided into segments according to the navigation environment, and the CO2 production per nautical mile of fuel consumption in each segment is calculated. Finally, the CO2 production per gram of the entire voyage is obtained by summing the mileage of each segment. The CII carbon intensity index is calculated based on the CO2 production in grams over the entire voyage and the ship's deadweight tonnage during the voyage. The general formula for calculating the CII carbon intensity index is as follows: （26） In the formula: This refers to the fuel consumption adjustment item for each voyage; This is a correction factor term; This refers to the reduction factor; It is a deduction item for flight mileage; It is a correction factor; This refers to the correction factor for a ship's loading capacity when navigating in ice-covered areas. It is a correction factor for the DWT of vessels navigating in ice-covered areas; It is the correction factor for ship CT; Since the CII is a dynamic index, the CII carbon intensity index results need to be corrected according to different reduction factors for different years. The correction formula is as follows: （27） In the formula: Carbon intensity for different years of operation; This refers to the reduction factor for each year; By comparing the CII carbon intensity index results after implementing operational management measures with the CII carbon intensity index results before implementing operational management measures, the energy-saving effect of implementing operational management measures is verified.

2. The method for energy efficiency assessment and verification of ship operation management measures according to claim 1, characterized in that, The process by which the main engine fuel consumption rate database establishment module establishes the main engine fuel consumption rate database based on 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 when a ship is sailing at a constant speed... Compared with historical propeller torque The correspondence is as follows: （21） In the formula, Historical frictional loss torque, in units of ; Based on historical main engine torque Historical host power and historical host torque were calculated. and historical host power The correspondence between them is as follows: （22） In the formula, Historical main engine speed; The historical main engine fuel consumption rate is calculated based on historical main engine power and historical fuel consumption data. The calculation formula is as follows: （23） In the formula, Historical fuel consumption data, in kg; T For sailing time; By statistically analyzing the correlation between historical main engine speed, historical main engine power, and historical main engine fuel consumption rate, and using the Griddata three-dimensional curve interpolation function in Matlab, the main engine fuel consumption rate corresponding to each speed and power is obtained, forming a database of ship main engine fuel consumption rates.

3. The method for energy efficiency assessment and verification of ship operation management measures according to claim 2, characterized in that, The process by which the ship resistance calculation model calculates the total resistance of a ship based on navigation data, environmental information, and ship parameter information is as follows: The formula for calculating the total resistance of a ship is: （1） In the formula, Indicates frictional resistance; Indicates the remaining resistance; Indicates the resistance of the attached body; Indicates air resistance; Indicates increased resistance due to waves; Frictional resistance The calculation formula is: （2） In the formula, The density of seawater is expressed in units of 1000 kJ / m³. ; The speed of the ship is expressed in units of 1 / 2000. , The wetted surface area of ​​the ship, in units of ; and These are the friction resistance coefficient and the roughness compensation coefficient, respectively. To correct and eliminate the edge effect of flat plates, an empirical formula is used to calculate the frictional resistance coefficient. The empirical formula is: （3） In the formula, The Reynolds number is calculated using the following formula: （4） In the formula, Captain, unit: ; The kinematic viscosity of seawater is expressed in units of 1000 kJ / m³. The kinematic viscosity coefficient of seawater is related to temperature; Roughness subsidy coefficient The calculation formula is: （5） In the formula, The apparent height of the roughness is expressed in units of 0. ; The ship's wet surface area The calculation formula is: （6） In the formula, This is the wetted area coefficient; The displacement volume of the ship, in units of ; It is the length of the waterline, in units of ; wet area index The calculation formula is: In the formula, and These are the ship's beam and draft, respectively, in units of... ; It is the transverse section coefficient of the ship; Residual resistance The calculation formula is: （7） Among them, C r The residual drag coefficient is determined using the Lambert-Keller plot, the expression of which is: （8） in, Take 1.01 and The larger one; The longitudinal position of the center of buoyancy is shown in the transverse section face at the positive position. Attachment resistance Take bare ship resistance 1.5% of, that is: Without considering lateral wind pressure and wind pressure moment, its air resistance is the same as longitudinal wind pressure, expressed as: （9） （10） In the formula, This is the longitudinal wind load factor; For longitudinal wind pressure of the ship; air density, unit: ; Relative wind speed, unit: ; The longitudinal projected area of ​​the superstructure, in units of ; The formula for calculating wave resistance is: （11） In the formula, ; Characteristic wave height, unit: ; The width of the ship is expressed in units of 1. ; The square coefficient; Captain, unit: .

4. The method for energy efficiency assessment and verification of ship operation management measures according to claim 3, characterized in that, The propeller calculation model calculates the propeller thrust and torque based on navigation data and ship parameter information as follows: Calculate the propeller process The calculation formula is: （12） In the formula, Propeller advance speed, unit: ; Propeller speed, unit: Based on propeller process Calculate the slip ratio, which is the ratio of slip to pitch. The calculation formula is: （13） In the formula, For slippage, Pitch; Based on propeller process Calculate the advance coefficient The calculation formula is: （14） In the formula, The diameter of the propeller; Thus, the advance coefficient is obtained. and slip ratio The relationship between them is: （15） Based on dimensional analysis, the propeller's thrust and torque can be expressed as: （16） （17） In the formula, This is the propeller thrust coefficient; This is the propeller torque coefficient; The density of seawater, .

5. The method for energy efficiency assessment and verification of ship operation management measures according to claim 4, characterized in that, The process by which the main engine power calculation model calculates the ship's main engine power based on navigation data, environmental information, the ship's total resistance, and the propeller's thrust and torque is as follows: Within each selected segment, the ship travels at a constant speed, placing it in a quasi-static state. The total resistance experienced by the ship balances the effective thrust of the propeller. Under this navigation condition, the power absorbed by the propeller is: （18） In the formula, The power absorbed by the propeller, measured in kW; The torque is the propeller torque, in kN. Propeller speed, unit: And the propeller speed Equal to the main engine speed ; The power generated by the main engine is transmitted to the propeller through the shaft system; therefore, the power of the ship's main engine... The calculation formula is: （19） In the formula, The relative rotational efficiency of the shaft system. For hull efficiency; The relative rotational efficiency of the propeller; The open-water efficiency of the propeller is calculated using the following formula: （20）。 6. The method for energy efficiency assessment and verification of ship operation management measures according to claim 5, characterized in that, The process by which the main engine fuel consumption calculation model calculates the main engine fuel consumption based on the main engine fuel consumption rate determined by the model and the power of the ship's main engine is as follows: The fuel consumption rate of the main engine corresponding to the ship's main engine power under the current navigation conditions is found in the fuel consumption rate database. Then, the fuel consumption of the main engine per hour is calculated using the following formula: （24） In the formula, q Fuel consumption per hour, in units of ; This refers to the power of the ship's main engine, measured in kilowatts (kW). This refers to the fuel consumption rate of the main engine, in units of... ; Calculate the total main engine fuel consumption of a ship during navigation over a defined route. The calculation formula is: （25） In the formula, This refers to the sailing time.

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