Specific route ocean wind power resource space-time distribution analysis method

Abstract

The invention discloses a specific route ocean wind power resource spatial and temporal distribution analysis method, which comprises the following steps of: planning a route according to a target port and a standard sub-voyage principle, and homogenizing route track points; performing wind field data deviation analysis and screening by taking the track point of the target route as a center and adopting a 3 delta principle to obtain original wind field data at 0 navigational speed; calculating an encountered wind speed and wind direction sample point distribution matrix under a ship coordinate system to obtain a wind field probability matrix; performing depth processing on the obtained 0 navigational speed probability matrix to obtain a wind field probability matrix after the ship navigational speed is considered; probability weighting is carried out on the wind field probability matrix of the round-trip voyage, and a complete probability matrix of the whole route is obtained; and calculating a Typha wind level characteristic value and a wind direction angle characteristic value capable of representing the wind field intensity, and completing target airline ocean wind power resource distribution evaluation and quantitative expression. The method can be used for structural system design, control strategy formulation and energy-saving effect forecasting of the wind power boosting system.

Description

Technical Field

[0001] The invention belongs to the field of marine ship design and construction, and in particular relates to a method for analyzing the spatiotemporal distribution of ocean wind resources on a specific route. Background Art

[0002] Marine wind resources are a prerequisite for ships to install wind-assisted propulsion devices to use wind energy for propulsion and energy saving. In order to measure the comprehensive energy-saving effect of wind-assisted propulsion devices, it is necessary to evaluate the propulsion capacity of ships under various wind conditions when they are sailing on a specific route. At present, the traditional practice is to first obtain a comprehensive wind field probability matrix with the encounter wind speed and wind direction angle interval as statistical characteristics based on the specific wind field conditions when the ship is sailing on a specific route, and then calculate the sail load probability matrix in combination with the sail thrust characteristics, consider the ship speed to calculate the power matrix, and finally calculate the total propulsion power by probability summation. In this process, the wind speed at 10m above sea level is often directly extracted, ignoring the wind profile effect, and ignoring the wind field error caused by the discrete ship navigation trajectory; in addition, in the process of statistically analyzing the wind field according to the wind speed interval and wind direction angle interval, the essence of the sail thrust size being positively correlated with the square of the wind speed is ignored, resulting in a certain deviation in the final probability matrix, and the final predicted propulsion power is not accurate enough compared with the actual situation.

[0003] To this end, the present invention proposes a method for analyzing the distribution of ocean wind resources on a specific route. Based on this method, the distribution of wind resources on any route in the world can be obtained, solving the problems existing in the above-mentioned method for analyzing the distribution of wind resources on a specific route. Summary of the invention

[0004] The present invention provides a method for analyzing the spatiotemporal distribution of ocean wind resources on a specific route, and the technical solution and specific analysis process adopted by the method are as follows: Step 1: route planning and homogenization of route track points.

[0005] Set the initial and final positions of the target route, avoid restricted navigation waters, select preferred navigation waters, and plan the target route based on the principle of shortest total distance; Before evaluating the wind resources of the target route, it is necessary to determine the ship speed Sship and the departure start time Ts of the specific voyage. The ship speed Sship is the most commonly used economic speed during the ship's navigation.

[0006] The target route is divided into several equal segments according to the standard sub-voyage, which is the distance that the ship sails at the economic speed Sship for 6 hours.

[0007] For the last sub-voyage, if it is less than the distance the ship can travel in 3 hours at economic speed, it shall be ignored.

[0008] In this way, the target route is cut into N-1 equal-length segments, and the initial point and the end point of each segment are recorded as track points. This operation forms a total of N track points. Further, the longitude Lo of each track point is obtained. i and latitude La i (i=1,2,…,N), and are included in database A, as shown in Table 1: Table 1

[0009] Step 2: Analyze the meteorological data of wind resources on the target route.

[0010] Obtain wind resource data for the past 10 years whose longitude and latitude range is larger than the longitude and latitude range of the target route.

[0011] The absolute wind vector in the wind resource data is decomposed into the wind speed component Vu0 along the east-west direction and the wind speed component Vv0 along the south-north direction. That is, the absolute wind speed is decomposed into "Vu0" and "Vv0" under "time", "longitude" and "latitude".

[0012] Step 3: extract wind information within the block range with the target route track point as the target point.

[0013] Taking N track points as the center and considering the dispersion of the ship's motion trajectory, the wind field data within a certain extended domain near the value is taken as the reference data of wind resources at the target point, and the wind field data within the extended domain at the same time are averaged as the assessment value of the wind field data at the track point.

[0014] The wind field data extraction accuracy within the block range is taken as 0.125°x 0.125°, and the unilateral extension domain range is taken as 0.3°x 0.3°, which makes the wind field data at the track point more statistically characteristic and avoids the bidirectional interpolation calculation based on longitude and latitude when there is no original wind field data at the track point.

[0015] The wind resource database at each track point includes valid wind field data for all years, months and dates on the route. The east-west wind speed component at the ith track point is recorded as Vu0i, and the south-north wind speed component is recorded as Vv0i (i=1,2,…,N). By considering the wind resources of all time periods, the wind field data of the target route is not limited by the departure time of the ship's characteristic voyage, and is more general and statistical; the kth east-west wind speed component at the ith track point is recorded as Vu0ik, and the south-north wind speed component is recorded as Vv0ik (i=1,2,…,N; k is the total number of wind fields within the extended domain).

[0016] Step 4: Calculate the wind encountered by the target route at a specific time.

[0017] 1) Evaluate and screen effective wind field data and update route wind field data. For each track point, the absolute wind speed Vu0, Vv0 and composite wind speed , the 3δ principle was used for deviation analysis. If one item did not meet the requirements, the corresponding data would be eliminated.

[0018] 2) The wind field data obtained from the wind resource database is the average wind speed at 10 meters above sea level, which is converted into the average wind speed Vu and Vv at sea level Zm according to the following formula: .

[0019] .

[0020] The Zm is the distance from the height center of the sail of the sail-assisted ship to the sea level; γ is the wind profile height coefficient.

[0021] 3) Define the "geodetic coordinate system" as follows: take longitude 0° and latitude 0° as the coordinate origin, east-west direction as U axis, north-south direction as V axis, the positive direction of U axis is from the origin to the due east, and the positive direction of V axis is from the origin to the due north; after the target route is cut in 1), draw constant direction lines for adjacent track points respectively. The heading at each track point is the direction of the constant direction line drawn with its adjacent track points. The heading at the last track point is the same as the heading at the previous track point; so far, the heading COG corresponding to N track points is obtained. i (i=1,2,…,N).

[0022] In the geodetic coordinate system, the ship heading at N track points is taken as the vector direction and the absolute wind speed component Vu i and Vv i Perform vector superposition, and the resulting vector size is the encountered wind speed AWS i The angle between the wind direction and the ship's heading is the encounter wind angle AWA i .

[0023] During the encounter wind calculation process, the ship speed is taken as 0.

[0024] In this way, the encounter wind speed and encounter wind direction angle database corresponding to all valid wind resource databases at all track points at all times can be calculated, including "time", "longitude", "latitude", "AWS" and "AWA"; the number of sample points in all databases is counted and recorded as M.

[0025] Step 5: Evaluate and quantify wind resources on the target route.

[0026] Step 501 The total voyage of the target route includes two round trips. The economic speed and draft information of each voyage have an impact on the segment division, wind field calculation, etc., and need to be calculated separately. For a single voyage, the following method is used to first calculate its wind field probability matrix P1: 1) For the M sample points calculated in step 4, take the encountered wind speed as the reference value and perform statistics at a wind speed interval of 1 m / s to obtain the encountered wind speed probability distribution matrix, recorded as Pw; further sort the wind speed probability distribution matrix in ascending order, and take the upper limit of the wind speed interval corresponding to when the sum of the cumulative probability does not exceed 97%, recorded as AWSup; 2) Based on the wind speed range upper limit AWSup calculated above, the route is rated according to the Beaufort wind scale range to obtain the Beaufort wind scale characteristic value corresponding to the route, which is used to characterize the wind field intensity and provide a reference for structural design and equipment selection; 3) Count the sample points in the wind speed interval [0, AWSup] to obtain the number of sample points that meet the conditions, recorded as M'; recalculate the wind speed probability distribution matrix under M' sample points, recorded as Pw'; 4) Consider all encountered wind speeds for M' samples and perform statistical analysis on wind direction angles, and take the mean of wind direction angles within the range of two times the standard deviation as the characteristic wind direction angle of the wind encountered on the route, that is, first calculate the average wind direction angle and the standard deviation of each wind direction angle, select the data within the range of two times the standard deviation, and calculate the mean as the characteristic wind direction angle; 5) For all encountered wind speed and wind direction angle data in the effective wind resource database within the range of [0, AWSup], statistical analysis is performed according to the square interval of encountered wind speed and the interval of encountered wind direction angle to obtain the dual-parameter wind field probability matrix P01.

[0027] The interval of encountering the square of wind speed is recorded as △V 2 , △V 2 The optimal interval is [1m 2 / s 2 , 5m 2 / s 2 ] The encounter wind direction angle interval is recorded as ΔA, and the preferred interval of ΔA is [1°, 10°]; After further considering the economic speed Sship, the wind field probability matrix P01' after superimposing the economic speed can be obtained; at this time, due to vector superposition, the interval representation values ​​of the columns and rows of the new matrix P01' are no longer in the order of the original matrix P01, and need to be sorted and counted again according to the wind speed interval and wind direction interval to obtain the final two-dimensional wind field probability matrix P1. Each element P in the wind field probability matrix P1 1mq It is the probability that the wind field is in the corresponding wind speed range and wind direction angle range.

[0028] For the return trip, the same method is used to conduct a statistical analysis of the encountered wind speed and wind direction angle to obtain P2.

[0029] Step 502 considers that most ship round trip routes do not completely overlap. When considering a complete round trip route, the overall probability of each voyage must be considered. Since the wind field data distribution and the ship's sailing time are all related to the speed, the ship's speed is used here as a representation of the voyage probability. For a complete round trip route, superimpose P1 and P2 to obtain the historical statistical data probability matrix P of the entire route: ; The Sship1 is the economic speed of the ship on the outbound trip, and Sship2 is the economic speed of the ship on the return trip; L1 is the outbound distance, and L2 is the return distance.

[0030] If the round trip distance is equal, ; As shown in the following table, each element P in the wind field probability matrix mq It is the probability that the wind field is in the corresponding wind speed range and wind direction angle range.

[0031]

[0032] At this point, the evaluation and quantitative expression of the ocean wind resource distribution along the target route have been completed: Beaufort scale characteristic value, characteristic wind direction angle, and two-dimensional wind field probability matrix.

[0033] The beneficial effects of the present invention are: 1. The route planning and track point homogenization processing method proposed in the present invention can quickly realize track point confirmation based on port information and using a standard sub-voyage method.

[0034] 2. The present invention extracts wind field data of all historical moments in the past 10 years at all track points, which can cover all different departure times and sailing times of ships, and is more representative for ships sailing on this route; and when the wind field data analysis and calculation encounters wind speed and wind direction, only the ship heading is considered, and a two-dimensional wind field probability matrix at zero speed is first obtained to evaluate the overall wind field; then, different ship speeds can be considered, and further data regression analysis can be performed to obtain the wind field probability characteristics after considering the ship speed, reflecting the impact of different ship speeds on the wind field probability.

[0035] 3. The wind field data analyzed by the present invention is directly extracted with an accuracy of 0.125°x0.125°, and an extended domain of 0.3°x0.3° is considered, so that the wind field data at a specific track point can take into account the dispersion of the actual operation of the ship, and further use the mean value of the wind field data in the area at a specific time as the data assessment value, so that the wind field data has more comprehensive representative characteristics.

[0036] 4. The present invention uses the 3-times standard deviation method to screen the wind field data at all historical moments at the track points, which can eliminate the influence of individual data differences in a certain year, day, and time on the comprehensive data evaluation, making the final data more statistically characteristic.

[0037] 5. The present invention takes the influence of wind profile into consideration during the wind field data processing process, and directly reflects the wind field data correction caused by the ship's draft during the round trip voyage, so that the wind field data at the target height can be comprehensively analyzed during the round trip voyage, which is more adaptable to scenarios where the assessment point is not 10m above sea level, such as sail-assisted ships.

[0038] 6. The dual-parameter wind field probability matrix provided by the present invention takes the square interval of encountered wind speed and the interval of encountered wind direction angle as units, which is more in line with the relationship that wind load is proportional to the square of wind speed, and realizes the prediction of wind field probability distribution under zero speed. The probability matrix calculated based on this principle can provide a more accurate basis for subsequent effective power calculation. 7. The present invention realizes the prediction of the wind field probability matrix for the entire route and the entire voyage by comprehensively processing the wind field probability matrix of the outbound and return voyages at different economic speeds and taking the weighted effect into consideration. It is particularly useful for reference for ships with multiple sections and provides a reliable reference for the energy-saving effect evaluation of sail-assisted ships.

[0039] 8. The present invention further analyzes the predicted wind field probability matrix and proposes the Beaufort scale characteristic value of the wind field intensity and the characteristic wind direction angle that characterizes the wind direction characteristics, which can provide a reference for structural design and equipment selection; together with the wind field probability, a complete characteristic expression of a specific route can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 This is a schematic diagram of the homogenization of the track points of an example route; Figure 2 It is a schematic diagram of the headings corresponding to N track points; Figure 3 It is a schematic diagram of the calculation of relative wind speed and wind direction angle at track point i; Figure 4 Schematic diagram of wind speed probability Pw1 distribution in this embodiment; Figure 5 Schematic diagram of cumulative distribution of wind speed probability Pw1 in this embodiment; Figure 6 Schematic diagram of wind speed probability Pw1' distribution in this embodiment. DETAILED DESCRIPTION

[0041] The present invention will be further described in conjunction with the accompanying drawings.

[0042] A method for analyzing the spatiotemporal distribution of ocean wind resources on a specific route. The specific analysis process is: Step 1: route planning and homogenization of route track points.

[0043] The present invention is used to solve the problem of wind resource distribution forecasting on any route in the global sea area. The target route must be determined first. Based on the determined initial position and terminal position of the target port, the restricted navigation waters are avoided, the preferred navigation waters are selected, and the target route is planned and formed according to the principle of the shortest total voyage.

[0044] Before the wind resource assessment of the target route, it is necessary to determine the ship speed Sship and the departure start time Ts of the specific voyage; the ship speed Sship is the most commonly used economic speed during the ship's navigation.

[0045] The target route is divided into several equal segments according to the standard sub-voyage, which is the distance that the ship sails at the economic speed Sship for 6 hours.

[0046] For the last sub-voyage, if it is less than the distance the ship can travel in 3 hours at economic speed, it shall be ignored.

[0047] In this way, the target route is cut into N-1 equal-length segments, and the initial point and the end point of each segment are recorded as track points. This operation forms a total of N track points. Further, the longitude Lo of each track point is obtained. i and latitude La i (i=1,2,…,N) information is recorded in the route database A.

[0048] In this embodiment, a typical route commonly operated by 210,000-ton bulk carriers is used as an example for route planning, and the ports are Qingdao Port and Port Hedland. The Marine traffic.com website is used for route planning, and the longitude and latitude information of each point on the route is output.

[0049] In this embodiment, the round trip distance of the ship is the same, both are 3500 nautical miles. The ship is fully loaded from Hedland to Qingdao, the speed is 10.5kn, and the standard sub-distance is 63 nautical miles. Therefore, the fully loaded voyage divides the entire route into 56 segments, totaling 57 track points. The evaluation object of this embodiment is a sail-assisted ship, so it is necessary to evaluate the wind field probability characteristics at the distance from the center of the sail height to the sea level. During the fully loaded operation of the ship, the distance from the center of the sail height to the sea level is 25.2m.

[0050] The ballast is sent from Qingdao to Hedland, with a speed of 12.5kn, a standard sub-distance of 75 nautical miles, 47 sections of the entire route, and a total of 48 track points. The midpoint of the sail height is 35.2m above sea level.

[0051] Taking the full-load voyage as an example, the track points are homogenized according to step 1. Figure 1 The longitude and latitude information at each track point is further extracted to obtain the target route database A as the basis for subsequent wind resource evaluation, as shown in the following table.

[0052]

[0053] Step 2: Analyze the meteorological data of wind resources on the target route.

[0054] The analysis of wind resources needs to be based on data with a certain temporal and spatial resolution. To this end, it is necessary to first obtain wind resource data with a longitude and latitude range larger than the longitude and latitude range of the target route, and parse it according to the standard format to express the wind field as "Vu0" and "Vv0" at a specific "time", "longitude" and "latitude".

[0055] Vu0 is the absolute wind speed component along the east-west direction, and Vv0 is the absolute wind speed component along the south-north direction.

[0056] The wind speed at a certain time of the route used in this embodiment is analyzed and shown in the following table:

[0057] Step 3: extract wind information within the block range with the target route track point as the target point.

[0058] Taking N track points as the center and considering the dispersion of the ship's motion trajectory, the wind field data within a certain extended domain near the value is taken as the reference data of wind resources at the target point, and the wind field data within the extended domain at the same time are averaged as the assessment value of the wind field data at the track point.

[0059] The wind field data extraction accuracy within the block range is taken as 0.125°×0.125°, and the unilateral extension domain range is taken as 0.3°×0.3°, which makes the wind field data at the track point more statistically characteristic and avoids the bidirectional interpolation calculation based on longitude and latitude when there is no original wind field data at the track point.

[0060] The wind resource database at each track point includes valid wind field data for all years, months and dates on the route. The east-west wind speed component at the ith track point is recorded as Vu0i, and the south-north wind speed component is recorded as Vv0i (i=1,2,…,N). By considering the wind resources of all time periods, the wind field data of the target route is not limited by the departure time of the ship's characteristic voyage, and is more general and statistical; the kth east-west wind speed component at the ith track point is recorded as Vu0ik, and the south-north wind speed component is recorded as Vv0ik (i=1,2,…,N; k is the total number of wind fields within the extended domain).

[0061] At this point, the extraction of original wind information at each track point on the target route is completed.

[0062] Step 4: Calculate the wind encountered by the target route at a specific time.

[0063] 1) Evaluate and screen effective wind field data and update route wind field data. For each track point, the absolute wind speed Vu0, Vv0 and composite wind speed , the 3δ principle was used for deviation analysis. If one item did not meet the requirements, the corresponding data would be eliminated.

[0064] 2) The wind field data obtained from the wind resource database is the average wind speed at 10 meters above sea level, which is converted into the average wind speed Vu and Vv at sea level Zm according to the following formula: .

[0065] .

[0066] The Zm is the distance from the height center of the sail of the sail-assisted ship to the sea level; γ is the wind profile height coefficient.

[0067] In this embodiment, according to the full load condition, the height of the sail center from the sea level is 25.2m. According to the above formula, all the original wind field data need to be considered. =Correction factor of 1.122.

[0068] 3) Encounter wind calculation.

[0069] Define the "geodetic coordinate system": take longitude 0° and latitude 0° as the coordinate origin, east-west direction as U axis, north-south direction as V axis, the positive direction of U axis points to the east direction from the origin, and the positive direction of V axis points to the north direction from the origin.

[0070] After the target route is cut in step 1, the adjacent track points are connected by constant direction lines. The heading at each track point is the direction of the constant direction line between the point and its adjacent track point. The heading at the last track point is the same as the heading at the previous track point, thus obtaining the heading COG corresponding to N track points. i (i=1,2,…,N), such as Figure 2 shown.

[0071] In the geodetic coordinate system, the ship heading at N track points is taken as the vector direction and the absolute wind speed component Vu i and Vv i Perform vector superposition, and the resulting vector size is the encountered wind speed AWS i The angle between the wind direction and the ship's heading is the encounter wind angle AWA i In the wind encounter calculation process, the speed is taken as 0. Figure 3 shown.

[0072] Thus, the encounter wind speed and encounter wind direction angle database corresponding to all valid wind resource databases at all track points at all times can be calculated, including "time", "longitude", "latitude", "AWS" and "AWA"; the number of sample points in all databases is counted, recorded as M. In this embodiment, the total number of sample points for voyage 1 is 10,818,102, and the total number of sample points for voyage 2 is 9,109,980.

[0073] Step 5: Evaluate and quantify wind resources on the target route.

[0074] Step 501 The total voyage of the target route includes two round trips. The economic speed and draft information of each voyage have an impact on the segment division, wind field calculation, etc., and need to be calculated separately. For a single voyage, the following method is used to first calculate its wind field probability matrix P1: 1) For the M sample points calculated in step 4, take the encountered wind speed as the reference value and perform statistics at a wind speed interval of 1 m / s to obtain the encountered wind speed probability distribution matrix, recorded as Pw; further sort the wind speed probability distribution matrix in ascending order, and take the upper limit of the wind speed interval corresponding to when the sum of the cumulative probability does not exceed 97%, recorded as AWSup; In this embodiment, the wind field distribution law of the sample points of voyage 1 is analyzed, and the wind speed probability matrix Pw1 is obtained as follows: Figure 4 As shown, the cumulative sum of probabilities Pw is distributed as Figure 5 As shown; in this embodiment, the upper limit of wind speed AWSup1=11m / s, 2) Based on the wind speed range upper limit AWSup1 obtained by the above calculation, the route is rated according to the Beaufort wind scale range to obtain the Beaufort wind scale characteristic value corresponding to the route, which is used to characterize the wind field intensity and provide a reference for structural design and equipment selection; In this embodiment, the upper limit of wind speed is 11m / s, and combined with the Beaufort wind scale interval comparison table, it is Beaufort 6 wind scale; this data can be used as a reference wind speed in structural design to avoid excessive redundancy in design and increase in cost.

[0075] 3) Count the sample points in the wind speed interval [0, AWSup] to obtain the number of sample points that meet the conditions, recorded as M'; recalculate the wind speed probability distribution matrix under M' sample points, recorded as Pw'. In this embodiment, the number of sample points M' recalculated is 10,493,626, and the corresponding wind speed probability Pw1' is as follows: Figure 6 shown.

[0076] 4) Consider all encountered wind speeds for M' sample points and perform statistical analysis on wind direction angles, and take the mean of wind direction angles within the range of two times the standard deviation as the characteristic wind direction angle of the wind encountered on this route, that is, first calculate the average wind direction angle and the standard deviation of each wind direction angle, select the data within the range of two times the standard deviation, and calculate the mean as the characteristic wind direction angle. The characteristic wind direction angle calculated for voyage 1 in this embodiment is 153°.

[0077] 5) For all encountered wind speed and wind direction angle data in the effective wind resource database within the range of [0, AWSup], statistical analysis is performed according to the square interval of encountered wind speed and the interval of encountered wind direction angle to obtain the dual-parameter wind field probability matrix P01.

[0078] The interval of encountering the square of wind speed is recorded as △V 2 , △V 2 The optimal interval is [1m 2 / s 2 , 5m 2 / s 2 ]; The encounter wind direction angle interval is recorded as ΔA, and the preferred interval of ΔA is [1°, 10°]; After further considering the economic speed Sship, the wind field probability matrix P01' after superimposing the economic speed can be obtained; at this time, due to vector superposition, the interval representation values ​​of the columns and rows of the new matrix P01' are no longer in the order of the original matrix P01, and need to be sorted and counted again according to the interval of wind speed square and wind direction interval to obtain the final two-dimensional wind field probability matrix P1. Each element P in the wind field probability matrix P1 1mq It is the probability size of the wind in the wind field being in the corresponding wind speed square interval and wind direction angle interval; at this point, the probability distribution assessment of ocean wind resources on the target route of a single voyage is completed.

[0079] For the return trip, the same method is used to conduct a statistical analysis of the encountered wind speed and wind direction angle to obtain P2.

[0080] Step 502 considers that most ship round trip routes do not completely overlap. When considering a complete round trip route, the overall probability of each voyage must be considered. Since the wind field data distribution and the ship's sailing time are all related to the speed, the ship's speed is used here as a representation of the voyage probability. For a complete round trip route, superimpose P1 and P2 to obtain the historical statistical data probability matrix P of the entire route: .

[0081] The Sship1 is the economic speed of the ship on the outbound trip, and Sship2 is the economic speed of the ship on the return trip; L1 is the outbound distance, and L2 is the return distance.

[0082] If the round trip distance is equal, .

[0083] Each element Pmq in the wind field probability matrix P is the wind probability magnitude of the wind field being within the corresponding wind speed square interval and wind direction angle interval.

[0084] In this embodiment, the outbound and return voyages are the same, both 3500 nautical miles, the speed corresponding to the fully loaded voyage probability matrix P1 is 10.5 kn, and the speed corresponding to the ballast voyage probability matrix P2 is 12.5 kn; according to different speeds, the two calculated wind field probability matrices are weighted: P= (12.5P1 +10.5P2) / 23.

[0085] The final wind field probability matrix P is shown in Table 5.

[0086] Each element Pmq in the wind field probability matrix is ​​the wind probability that the wind field is within the corresponding wind speed square interval and wind direction angle interval.

[0087] In this embodiment, the encounter wind speed square interval △V 2 Take 1 m 2 / s 2 , the encounter wind direction angle interval △A is taken as 5°, and the calculated wind field probability is shown in the following table:

[0088] At this point, the evaluation and quantitative expression of the ocean wind resource distribution along the target route have been completed: Beaufort scale characteristic value, characteristic wind direction angle, and two-dimensional wind field probability matrix.

Claims

1. A method for analyzing the spatiotemporal distribution of ocean wind resources on a specific route, characterized in that: The specific analysis process is: Step 1: route planning and homogenization of route track points; Set the initial and final positions of the target route, avoid restricted navigation waters, select preferred navigation waters, and plan the target route based on the principle of shortest total distance; Before the wind resource assessment of the target route, the ship speed Sship and the departure start time Ts of the specific voyage need to be determined; the ship speed Sship is the most commonly used economic speed during the ship's navigation; The target route is divided into a number of equal segments according to the standard sub-voyage; the standard sub-voyage is the distance that the ship sails at the economic speed Sship for 6 hours; For the last sub-voyage, if it is less than the distance that the ship can travel in 3 hours at economic speed, it shall be ignored; In this way, the target route is cut into N-1 equal-length segments, and the initial point and the end point of each segment are recorded as track points. This operation forms a total of N track points. Further, the longitude Lo of each track point is obtained. i and latitude La i (i=1,2,…,N), counted into database A; Step 2: analyzing the meteorological data of wind resources on the target route; Obtain wind resource data for the past 10 years with longitude and latitude ranges larger than the longitude and latitude ranges of the target route; Decompose the absolute wind vector in the wind resource data into the wind speed component Vu0 along the east-west direction and the wind speed component Vv0 along the south-north direction; that is, decompose the absolute wind speed into "Vu0" and "Vv0" under "time", "longitude" and "latitude"; Step 3, extracting wind information within a block range with the target route track point as the target point; Taking N track points as the center and considering the dispersion of the ship's motion trajectory, the wind field data within a certain extended domain near the value is taken as the reference data of wind resources at the target point, and the wind field data within the extended domain at the same time is averaged as the assessment value of the wind field data at the track point; The wind field data extraction accuracy within the block range is 0.125°×0.125°, and the unilateral extension domain range is 0.3°×0.3°, so that the wind field data at the track point has more statistical characteristics, and can also avoid the bidirectional interpolation calculation based on longitude and latitude when there is no original wind field data at the track point; The wind resource database at each track point includes valid wind field data of all years, months and dates on the route, the east-west wind speed component at the ith track point is recorded as Vu0i, and the south-north wind speed component is recorded as Vv0i (i=1,2,…,N); by considering the wind resources of all time periods, the wind field data of the target route is not restricted by the departure time of the characteristic voyage of the ship, and is more general and statistical; the kth east-west wind speed component at the ith track point is recorded as Vu0ik, and the south-north wind speed component is recorded as Vv0ik (i=1,2,…,N; k is the total number of wind fields within the extended domain); Step 4, calculation of the wind encountered by the target route at a specific time; 1) Evaluate and screen effective wind field data, and update route wind field data; for each track point, the absolute wind speed Vu0, Vv0 and synthetic wind speed , respectively, the 3δ principle was used for deviation analysis. If one item did not meet the requirements, the corresponding data was eliminated; 2) The wind field data obtained from the wind resource database is the average wind speed at 10 meters above sea level, which is converted into the average wind speed Vu and Vv at sea level Zm according to the following formula: ； ； Zm is the distance from the center of the sail height of the sail-assisted ship to the sea level; γ is the wind profile height coefficient; 3) Define the "geodetic coordinate system" as follows: take longitude 0° and latitude 0° as the coordinate origin, east-west direction as U axis, north-south direction as V axis, the positive direction of U axis is from the origin to due east, and the positive direction of V axis is from the origin to due north; after the target route is cut in 1), draw constant direction lines for adjacent track points respectively, the heading of each track point is the direction of the constant direction line drawn with the adjacent track points, and the heading of the last track point is the same as the heading of the previous track point; so far, the heading COG corresponding to N track points is obtained i (i=1,2,…,N); In the geodetic coordinate system, the ship heading at N track points is taken as the vector direction and the absolute wind speed component Vu i and Vv i Perform vector superposition, and the resulting vector size is the encountered wind speed AWS i The angle between the wind direction and the ship's heading is the encounter wind angle AWA i ; During the encounter wind calculation process, the speed is taken as 0; Thus, the encounter wind speed and encounter wind direction angle database corresponding to all valid wind resource databases at all track points at all times can be calculated, including "time", "longitude", "latitude", "AWS" and "AWA"; the number of sample points in all databases is counted, recorded as M; Step 5: wind resource assessment and quantitative expression of target route; Step 501 The total voyage of the target route includes two round trips. The economic speed and draft information of each voyage have an impact on the segment division and wind field calculation, and need to be calculated separately. For a single voyage, the wind field probability matrix P1 is first calculated in the following way: 1) For the M sample points calculated in step 4, take the encountered wind speed as the reference value and perform statistics at a wind speed interval of 1 m / s to obtain the encountered wind speed probability distribution matrix, recorded as Pw; further sort the wind speed probability distribution matrix in ascending order, and take the upper limit of the wind speed interval corresponding to when the sum of the cumulative probability does not exceed 97%, recorded as AWSup; 2) Based on the wind speed range upper limit AWSup calculated above, the route is rated according to the Beaufort wind scale range to obtain the Beaufort wind scale characteristic value corresponding to the route, which is used to characterize the wind field intensity and provide a reference for structural design and equipment selection; 3) Count the sample points in the wind speed interval [0, AWSup] to obtain the number of sample points that meet the conditions, recorded as M'; recalculate the wind speed probability distribution matrix under M' sample points, recorded as Pw'; 4) Consider all encountered wind speeds for M' samples and perform statistical analysis on wind direction angles, and take the mean of wind direction angles within the range of two times the standard deviation as the characteristic wind direction angle of the wind encountered on the route, that is, first calculate the average wind direction angle and the standard deviation of each wind direction angle, select the data within the range of two times the standard deviation, and calculate the mean as the characteristic wind direction angle; 5) For all encountered wind speed and wind direction angle data in the effective wind resource database within the range of [0, AWSup], statistical analysis is performed according to the square interval of encountered wind speed and the interval of encountered wind direction angle to obtain the dual-parameter wind field probability matrix P01; The interval of encountering the square of wind speed is recorded as △V 2 , △V 2 The optimal interval is [1m 2 / s 2 , 5m 2 / s 2 ] The encounter wind direction angle interval is recorded as ΔA, and the preferred interval of ΔA is [1°, 10°]; After further considering the economic speed Sship, the wind field probability matrix P01' after superimposing the economic speed can be obtained; at this time, due to the vector superposition, the interval representation values ​​of the columns and rows of the new matrix P01' are no longer in the order of the original matrix P01, and need to be sorted and counted again according to the interval of wind speed square and wind direction interval to obtain the final two-dimensional wind field probability matrix P1; each element P in the wind field probability matrix P1 1mq The probability of the wind field being in the corresponding wind speed square interval and wind direction angle interval. So far, the probability distribution assessment of ocean wind resources on the target route of a single voyage is completed. For the return trip, the same method is used to conduct statistical analysis of the wind speed and wind direction angle encountered to obtain P2; Step 502 Considering that most round-trip routes of ships do not completely overlap, when considering a complete round-trip route, the overall probability of each voyage must be considered; since the wind field data distribution and the ship's sailing time are all related to the speed, the ship's speed is used here as a representation of the voyage probability; for a complete round-trip route, superimpose P1 and P2 to obtain the historical statistical data probability matrix P of the entire route: ； Sship1 is the economic speed of the ship on the outbound trip, and Sship2 is the economic speed of the ship on the return trip; L1 is the outbound voyage, and L2 is the return voyage; If the round trip distance is equal, ; Each element P in the wind field probability matrix P mq The probability of the wind field being in the corresponding wind speed square interval and wind direction angle interval; At this point, the evaluation and quantitative expression of the ocean wind resource distribution along the target route have been completed: Beaufort scale characteristic value, characteristic wind direction angle, and two-dimensional wind field probability matrix.

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