Hydrodynamic performance optimization system based on methanol power bulk carrier

Abstract

The invention relates to the technical field of data processing, in particular to a hydrodynamic performance optimization system based on a methanol power bulk carrier. Comprising a fluid setting module used for obtaining a water flow velocity and a water flow direction and setting a fluid domain network corresponding to a current ship body; the load identification module is used for establishing a kinetic model of the current ship body and determining a resistance load suffered by the current ship body in the fluid domain network according to the speed, the angular speed and the navigation trajectory of the current ship body; the attenuation analysis module is used for verifying the resistance load of the current ship body, determining the attenuation period, the attenuation frequency and the angle attenuation amount of the ship body during free movement in an attenuation analysis mode, and calculating an attenuation analysis coefficient of the current ship body; and the stability and efficiency of driving of the ship body are improved, and the safety during driving is improved.

Description

Technical Field

[0001] The invention relates to the technical field of data processing, and in particular to a hydrodynamic performance optimization system based on a methanol-powered bulk carrier. Background Art

[0002] With the rapid development of the global shipping industry, methanol-powered bulk carriers, as an important means of transportation, are increasingly receiving attention for their hydrodynamic performance, energy consumption and energy efficiency management, navigation stability and safety. However, traditional hull performance optimization methods often rely on empirical formulas and experimental data, making it difficult to comprehensively and accurately analyze the various performance parameters of the hull.

[0003] For example, Chinese patent publication number CN117216878A discloses a method and device for modeling a ship power system based on the lumped parameter method, which is applicable to various types of ship power systems, including ships of different types and sizes, and can be used to model different types of power units and propulsion units. Compared with the modeling method based on detailed physical models, the lumped parameter method modeling process is simpler and faster. By using parameterized models and simplified mathematical expressions, the system model can be established and solved more quickly. It is suitable for real-time application scenarios and can be used for real-time simulation and control systems. By using simplified models and efficient solution algorithms, it can run and respond in a real-time environment.

[0004] The existing technology tends to identify the relative power transmission of the hull at this time according to the propeller speed and the transmitted propulsion capacity. However, in this scenario, it is necessary to verify the relationship between energy distribution and hull movement, and whether there are related problems in the current hull movement, in order to achieve comprehensive processing of the corresponding power. Summary of the invention

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is: a hydrodynamic performance optimization system based on a methanol-powered bulk carrier, comprising: a fluid setting module for obtaining water flow velocity and water flow direction, and setting the fluid domain network corresponding to the current hull.

[0006] The load identification module is used to establish the dynamic model of the current hull and determine the resistance load on the current hull in the fluid domain network according to the current hull speed, angular velocity, and navigation trajectory.

[0007] The attenuation analysis module is used to verify the resistance load of the current hull. It uses the attenuation analysis method to determine the attenuation period, attenuation frequency and angular attenuation of the hull under free movement, and calculates the attenuation analysis coefficient of the current hull.

[0008] The position analysis module is used to obtain the real-time motion position of the hull, determine the current position offset of the hull in the fluid domain network, and perform regional optimization according to the distribution of the fluid domain network to obtain the hull optimization control coefficient.

[0009] The control response module is used to obtain the extreme value of the hull response when the hull is controlled, adjust the hull control according to the extreme value of the hull response, and obtain the response analysis coefficient.

[0010] The power evaluation module is used to obtain the propulsion energy consumption ratio and energy distribution ratio under the corresponding attenuation analysis coefficient and response analysis coefficient, and combine the propulsion energy consumption ratio, energy distribution ratio and hull optimization control coefficient to obtain the power evaluation result.

[0011] The beneficial effects of the present invention are: 1. Through the calculation of the power evaluation module and the hull optimization control coefficient, the current scheme can accurately adjust the propulsion power and energy distribution of the hull, thereby maximizing energy efficiency, reducing energy consumption and improving economic benefits.

[0012] 2. The present invention analyzes the motion state and posture of the hull in real time. The current solution can timely discover and adjust the operating state of the hull, avoid the instability of the hull under complex water flow conditions, and improve navigation stability.

[0013] 3. The present invention monitors and analyzes various parameters of the hull in real time. The current solution can promptly discover potential safety hazards and take corresponding measures to make adjustments, thereby ensuring the safe navigation of the hull. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0015] Figure 1 It is a system framework diagram of a hydrodynamic performance optimization system based on a methanol-powered bulk carrier.

[0016] Figure 2 It is a system schematic diagram of a hydrodynamic performance optimization system based on a methanol-powered bulk carrier.

[0017] Figure 3 The present invention is a flow chart of the hull optimization control coefficient in the position analysis module of the hydrodynamic performance optimization system of a methanol-powered bulk carrier. DETAILED DESCRIPTION

[0018] The embodiments of the present invention are described in detail below. The embodiments described below are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention. If no specific techniques or conditions are specified in the embodiments, the techniques or conditions described in the literature in the art or the product specifications are used.

[0019] See also Figure 1 , Figure 2 A hydrodynamic performance optimization system based on a methanol-powered bulk carrier includes: a fluid setting module, a load identification module, an attenuation analysis module, a position analysis module, a control response module and a power evaluation module; the output end of the fluid setting module is connected to the load identification module, the output end of the load identification module is connected to the attenuation analysis module, the output end of the attenuation analysis module is connected to the position analysis module, the output end of the position analysis module is connected to the control response module, and the output end of the control response module is connected to the power evaluation module.

[0020] The fluid setting module is used to obtain the water flow velocity and direction and set the fluid domain network corresponding to the current hull.

[0021] The load identification module is used to establish the dynamic model of the current hull and determine the resistance load on the current hull in the fluid domain network according to the current hull speed, angular velocity, and navigation trajectory.

[0022] The attenuation analysis module is used to verify the resistance load of the current hull. It uses the attenuation analysis method to determine the attenuation period, attenuation frequency and angular attenuation of the hull under free movement, and calculates the attenuation analysis coefficient of the current hull.

[0023] The position analysis module is used to obtain the real-time motion position of the hull, determine the current position offset of the hull in the fluid domain network, and perform regional optimization according to the distribution of the fluid domain network to obtain the hull optimization control coefficient.

[0024] The control response module is used to obtain the extreme value of the hull response when the hull is controlled, adjust the hull control according to the extreme value of the hull response, and obtain the response analysis coefficient.

[0025] The power evaluation module is used to obtain the propulsion energy consumption ratio and energy distribution ratio under the corresponding attenuation analysis coefficient and response analysis coefficient, and combine the propulsion energy consumption ratio, energy distribution ratio and hull optimization control coefficient to obtain the power evaluation result.

[0026] In one embodiment of the present invention, the fluid setting module sets the fluid domain network corresponding to the current hull; when setting the fluid domain network, it is also necessary to determine the actual speed, direction and course angle of the current hull.

[0027] The following parameters need to be obtained in this module: Speed: Get the actual speed of the current ship from the user or the upper control system.

[0028] Heading: Get the heading angle of the bow relative to geographic north.

[0029] Course angle: Determines the angle of the ship's navigation track relative to the geographic coordinate system.

[0030] Water velocity: The water velocity at the current location is obtained through sensors, ocean forecast data or other external sources.

[0031] Flow Direction: Gets the direction of the water flow relative to geographic north.

[0032] According to the area that needs to be identified at present, a fluid domain network with regular shape is set, and each unit in the fluid domain network has the same size; at the same time, the fluid domain network needs to adjust the position of the current fluid domain according to the size or posture of the hull used for testing; finally, a corresponding hull model is obtained, and the relevant analysis of the current power performance is completed based on this model.

[0033] Therefore, the setting method of the fluid domain network corresponding to the current hull includes: identifying the speed, direction and course angle of the current hull according to the acquired water flow velocity and water flow direction.

[0034] The hull coordinate system corresponding to the current hull is set, the water area around the hull is divided according to the hull coordinate system of the current hull, and the fluid domain network corresponding to the hull coordinate system is obtained.

[0035] The hull coordinate system described at this time represents the current position of the hull relative to the geographic coordinate system. At the same time, the purpose of setting this hull coordinate system is mainly to compare the components of the hull on the corresponding horizontal, vertical and vertical coordinates to complete the identification and processing of hull related data.

[0036] In addition to setting up fluid domain networks in simulation scenarios such as still water and moving water, the current required fluid domain network can also be set when the hull is actually operating according to the water speed identified around the hull, as well as the actual operating load and trajectory of the hull, to determine how the hull should adjust parameters such as direction, heading angle and output power within the corresponding network.

[0037] In one embodiment of the present invention, the load identification module mainly establishes a dynamic model of the current hull, and determines the resistance load on the current hull in the fluid domain network according to the speed, angular velocity, and navigation trajectory of the current hull; at this time, it is used to identify the loads actually borne by the current hull during hydrodynamic processing, as well as the distribution of these loads on the currently identified fluid domain network, so as to facilitate the subsequent identification of the kinetic energy output of the hull and its own power attenuation.

[0038] The analysis here is about the six degrees of freedom of the hull, namely longitudinal movement, transverse movement, vertical movement, rotation around the longitudinal axis, rotation around the transverse axis and rotation around the vertical axis. The dynamic model set up at this time can be expressed in the following way: Where M represents the generalized mass matrix, C(v) represents the Coriolis force and centrifugal force matrix, D represents the damping matrix, representing the water resistance, and v represents the generalized velocity vector, which contains the velocity components of the six degrees of freedom. It represents the derivative of the generalized velocity vector; τ represents the generalized force vector, which represents the external force and torque acting on the ship; the generalized force vector at this time is used as the resistance load identified at this time; for the matrix set at this time, there will be components on six degrees of freedom to represent the specific movement of the current hull.

[0039] According to the current dynamic model, the external forces and moments of the hull can be judged. At this time, the operation of the hull itself needs to be identified and divided according to the form of these external forces and moments. For example, the moment and external force that the current hull is subjected to when it travels to the corresponding fluid domain grid can be determined, and these forces can be collected to determine the specific stress conditions of the current hull. According to these stress conditions, it can be determined what speed the hull needs to run at the corresponding position. At the same time, the turbulence model can be used to describe the current water stress to further analyze the current stress conditions of the hull.

[0040] The implementation of the load identification module also includes: verifying the drag load based on the turbulence model coefficients, such as Among them, C μ represents the turbulence model coefficient, ρ represents the fluid density, S represents the characteristic length scale, which is used to describe the size of the turbulent structure, and R μ It represents the turbulent Reynolds stress, which can be calculated using the turbulence model. The current method is to determine the hull velocity components under multiple degrees of freedom. When using the turbulence model for calculation, the multiple values ​​represented by the turbulence model will be compared with the current values ​​to describe the corresponding speed under the current power of the hull itself, and the speed component at this time will be compared with the overall value to verify the correspondence between the set output power and speed.

[0041] The turbulence model used at this time is the k-ε model, where k represents the turbulent kinetic energy and ε represents the turbulent dissipation rate. Therefore, the turbulence model coefficient C μ The value of can be expressed as 0.09; for the characteristic length scale For turbulent Reynolds stress in, Respectively represent the average values ​​of the velocities in the i and j directions; μ t is the eddy viscosity, δ ij represents the Kronecker delta function in the i and j directions. This function is set to 1 when i and j have the same value, otherwise it is set to 0; x i 、x jThey respectively represent the spatial coordinate components corresponding to the i direction and the j direction, that is, the components on the corresponding coordinate axes; i and j here represent the indexes of the spatial coordinates, usually taking values ​​of 1, 2, and 3, corresponding to the x-axis, y-axis, and z-axis in the three-dimensional spatial coordinates, respectively.

[0042] According to the currently identified turbulence model coefficients, the current drag load can be described to obtain the current existing drag situation, and after quantifying this situation, the current solution can be further processed.

[0043] In one embodiment of the present invention, the attenuation analysis module verifies the resistance load of the current hull, uses attenuation analysis to determine the attenuation period, attenuation frequency and angular attenuation of the hull under free movement, and calculates the attenuation analysis coefficient of the current hull; the period, frequency and angular attenuation of the power attenuation at this time are calculated in the form of a dynamic model. The purpose of calculating the attenuation is to analyze at what displacement of the hull in the fluid domain network the attenuation is large when the output of the hull itself does not change, and after the power of the hull itself is adjusted, the stability or swaying of the current hull itself changes significantly.

[0044] In this module, we mainly focus on the attenuation amounts that occur and the distribution of the attenuation amounts during the movement process to obtain the attenuation analysis coefficient of the current hull. When calculating the attenuation analysis coefficient, we first obtain the coordinates of the hull under free movement, and use this coordinate to identify the attenuation period and other data at this time.

[0045] In this module, we can first identify the natural oscillation frequency of the current hull when it is moving without damping. This frequency is expressed as the natural frequency, and the damping ratio of the current hull extracted from the damping matrix. The natural frequency and damping ratio are used to quantify the attenuation frequency, attenuation period, and the corresponding angular attenuation at this time.

[0046] The method for obtaining the attenuation frequency includes obtaining the natural frequency and damping ratio of the current hull to obtain the attenuation frequency.

[0047] Among them, ω d represents the attenuation frequency, ω n represents the natural frequency, and ζ represents the damping ratio.

[0048] The decay period is expressed as: Among them, T d represents the decay period, and π represents the circumference of a circle.

[0049] The angular attenuation can be determined based on the relationship between the maximum deflection angles of each oscillation. For example, the angular attenuation Δθ can be expressed as: Among them, θ maxIt represents the maximum deflection angle at the initial time t0, e represents the exponential constant, and t represents the time, which represents the time length corresponding to each oscillation or measurement.

[0050] Since it is necessary to identify the attenuation analysis coefficient generated by the current hull under the influence of the resistance load, this module needs to obtain the corresponding value of the resistance load, as well as the period and change amplitude corresponding to the resistance load when taking the value. For example, the horizontal coordinate, vertical coordinate and vertical coordinate corresponding to the current hull are used as the basis for analysis, and the components of the angle attenuation, attenuation period and attenuation frequency on the horizontal coordinate, vertical coordinate and vertical coordinate of the hull are obtained respectively when the resistance load changes, and the relative attenuation coefficient of the horizontal coordinate, vertical coordinate and vertical coordinate of the hull is calculated. At this time, the horizontal coordinate represents the east-west direction, the vertical coordinate represents the north-south direction, and the vertical coordinate represents the coordinate system perpendicular to the ground. According to the relative attenuation coefficient, the attenuation analysis coefficient at this time is obtained.

[0051] The relative attenuation coefficient on the horizontal axis of the hull can be expressed as shown below.

[0052] Among them, I deacy,x Represents the relative attenuation coefficient on the horizontal axis of the hull, T 0,x represents the initial period value on the horizontal coordinate of the hull, T d,x represents the component of the decay period on the horizontal axis of the hull, Δθ x represents the component of the angle attenuation on the horizontal coordinate of the hull, α1 represents the adjustment coefficient corresponding to the horizontal coordinate of the hull, ω d,x Represents the component of the attenuation frequency on the horizontal coordinate of the hull.

[0053] The relative attenuation coefficient on the ordinate of the hull can be expressed as shown below.

[0054] Among them, I deacy,y Represents the relative attenuation coefficient on the ordinate of the hull, T 0,y represents the initial period value on the ordinate of the hull, T d,y represents the component of the decay period on the hull ordinate, Δθ y represents the component of the angle attenuation on the hull ordinate, α2 represents the adjustment coefficient corresponding to the hull ordinate, ω d,y Represents the component of the attenuation frequency on the ordinate of the hull.

[0055] The relative attenuation coefficient on the vertical coordinate of the hull can be expressed as shown below.

[0056] Among them, I deacy,z Represents the relative attenuation coefficient on the vertical coordinate of the hull, T 0,zrepresents the initial period value on the vertical coordinate of the hull, T d,z represents the component of the decay period in the vertical coordinate of the hull, Δθ z represents the component of the angle attenuation in the vertical coordinate of the hull, α3 represents the adjustment coefficient corresponding to the vertical coordinate of the hull, ω d,z Represents the component of the attenuation frequency in the vertical coordinate of the hull.

[0057] The final attenuation analysis coefficient is expressed as: Among them, I deacy,f Represents the attenuation analysis coefficient. The attenuation analysis coefficient obtained at this time can represent the comprehensive situation of the currently identified angle attenuation, attenuation period and attenuation frequency in the corresponding coordinate system, thereby completing the identification of the current hull situation.

[0058] The initial period value is used to determine the corresponding situation of the current movement of the hull in the corresponding coordinate system, and this value is used to describe the attenuation of the hull; the range of the adjustment coefficient is set to 0 to 1 to comprehensively process the current verification part.

[0059] In one embodiment of the present invention, the position analysis module mainly obtains the position offset, and divides it according to the distribution of the fluid domain network to obtain the corresponding situation on each unit, and finally obtains the hull optimization control coefficient through comprehensive processing; this part mainly focuses on the relative position of the fluid domain network and the current hull to analyze whether there is a deviation under power control at different positions, and this part is used as the basis for the final adjustment of the power output distribution.

[0060] In this module, the way to optimize the hull in different regions is to process the hull in a coordinate system related to the horizontal and vertical coordinates, and identify the position offset relative to normal driving to obtain the regional offset of the hull itself at the current relevant position, and optimize these offsets in different regions to finally obtain the required hull optimization control coefficients.

[0061] like Figure 3 As shown, the method for obtaining the optimized control coefficient of the hull includes obtaining the position offset, propulsion power and steering angle of each unit of the hull in the fluid domain network based on the real-time motion position of the hull; analyzing the deviations under the propulsion power and steering angle corresponding to the position offset in turn, and determining the output power required by the hull under the corresponding unit.

[0062] According to the given output power, the energy efficiency ratio corresponding to each unit is determined, and according to the energy efficiency ratio, the optimal operating state point of the hull is identified; the energy efficiency ratio can represent the ratio of the calculated output power to the actual input power at this time.

[0063] Taking the optimal operating state point as the basis, the correlation between the optimal operating state point and the fluid domain network is analyzed, and the hull optimization control coefficient is calculated.

[0064] The position offset at this time represents the difference in distance between the horizontal and vertical coordinates when the hull is currently moving, which is obtained by subtracting the predicted coordinate value from the current coordinate value; the propulsion power represents the actual power to overcome water resistance and push the hull forward. The propulsion power can be obtained by multiplying the identified resistance load by the corresponding speed. The output power represents the speed and torque of the motor in the current hull, and this output power can be directly measured.

[0065] The deviations of the position offset corresponding to the propulsion power and the steering angle are analyzed in turn. The obtained position offset is matched with the propulsion power and the steering angle one by one. The propulsion power is used as the dependent variable, and the steering angle and the position offset are used as independent variables. A linear regression analysis is performed to obtain the regression coefficient. A t-test is performed on the regression coefficient, and the regression coefficient after the test is output. The linear regression calculation method is used to obtain the value of the current propulsion power, and the current output power is calculated based on the propulsion power. The calculation method can use the ratio of the adjusted propulsion power to the propulsion efficiency, and the current corresponding output power is selected based on this value. The propulsion efficiency can extract the value corresponding to the current propulsion power from the historical data to complete the calculation of the current output power.

[0066] The method of identifying the optimal operating state point of the hull is to use the output power at the corresponding position when the energy efficiency ratio takes the maximum value as the optimal operating state point identified at this time. This optimal operating state point is used to identify the position with the best overall efficiency during the current operation of the hull, and mark this position as reference data for subsequent adjustments to the hull operation.

[0067] The correlation between the best operating state point and the fluid domain network is calculated using the distribution relationship between the corresponding parameter values ​​at the best operating state point and the corresponding parameters on the fluid domain network. The parameters at the best operating state point include the instantaneous speed, instantaneous output power, and resistance of the best operating state point at the current position. The distribution of these parameters on the fluid domain network is judged. At this time, the fluid domain network represents the position where the hull has traveled, or the predicted value set at the position where the hull has not traveled. These data are used for comprehensive comparison to determine whether the parameter value of the current best operating state point is related to the distribution of the fluid domain network.

[0068] Therefore, the calculation method of the hull optimization control coefficient is expressed as follows: obtain the instantaneous speed, instantaneous output power and resistance of the current hull, normalize the instantaneous speed, instantaneous output power and resistance, respectively calculate the first correlation coefficient between the best operating state point and the fluid domain network on the instantaneous speed and instantaneous output power, the second correlation coefficient between the best operating state point and the fluid domain network on the instantaneous speed and resistance, and the third correlation coefficient between the best operating state point and the fluid domain network on the instantaneous output power and resistance, and calculate the hull optimization control coefficient according to the first correlation coefficient, the second correlation coefficient and the third correlation coefficient. For the first correlation coefficient, the second correlation coefficient and the third correlation coefficient, the calculation formula of the Pearson correlation coefficient is used, and the instantaneous speed, instantaneous output power and resistance are compared with the corresponding average values ​​in the historical data to calculate the corresponding coefficient values.

[0069] For the first correlation coefficient, the instantaneous speed and instantaneous output power are used as inputs, and the calculation method of the Pearson correlation coefficient is used to compare the instantaneous speed and instantaneous output power with the average values ​​of the instantaneous speed and instantaneous output power in the historical data to obtain the calculation result. For the second correlation coefficient, the instantaneous speed and resistance are used as inputs, and the average values ​​of the instantaneous speed and resistance in the historical data are compared, and the second correlation coefficient is calculated using the calculation formula of the Pearson correlation coefficient. For the third correlation coefficient, the instantaneous output power and resistance are used as inputs, and the average values ​​of the instantaneous output power and resistance in the historical data are compared, and the third correlation coefficient is calculated using the calculation formula of the Pearson correlation coefficient.

[0070] Among them, H C represents the hull optimization control coefficient, R1 represents the first correlation coefficient, R2 represents the second correlation coefficient, and R3 represents the third correlation coefficient.

[0071] In one embodiment of the present invention, the control response module mainly adjusts the hull control according to the extreme value of the hull response, and verifies the changes in the hull response under different conditions. For example, the hull needs to change in displacement, speed, acceleration and angle to obtain the response analysis coefficient at this time.

[0072] The extreme values ​​of hull response refer to the instantaneous values ​​of the position components, attitude angles, velocity components and acceleration components of the hull in the coordinate system corresponding to the hull when responding. The maximum and minimum values ​​of these values ​​are obtained and analyzed to determine whether the response of the hull is normal at this time, and the hull is adjusted according to these parameters under the corresponding power output.

[0073] When calculating the extreme value of the response, it is also necessary to determine its response adjustment ratio and response cumulative gain, and use these two values ​​to complete the establishment of the response analysis coefficient.

[0074] Therefore, the method of obtaining the response analysis coefficient includes: obtaining the position component, attitude angle, velocity component and acceleration component of the current hull in the coordinate system, and obtaining the maximum and minimum values ​​of the position component, attitude angle, velocity component and acceleration component in turn as the current hull response extreme value.

[0075] The extreme values ​​of the hull response are analyzed, and the response adjustment ratio and response cumulative gain corresponding to the extreme values ​​of the hull response are obtained in turn.

[0076] The response analysis coefficient is calculated based on the response adjustment ratio and the response cumulative gain.

[0077] The response adjustment ratio is expressed as the ratio of the time period corresponding to the extreme value of the hull response to the standard time period. The standard time period adopts the time period average value used when calculating the extreme value of the hull response using historical data.

[0078] The cumulative response gain represents the sum of the ratios of the difference between adjacent maxima and the difference between adjacent minima in the extreme values ​​of the hull response to the average value of the overall data.

[0079] Therefore, the response analysis coefficient is expressed as, Among them, R C represents the response analysis coefficient, R P Represents the response adjustment ratio, R G Represents the response cumulative gain, R G,max Indicates the maximum value of the response cumulative gain, which can be the maximum value appearing in the historical data.

[0080] In one embodiment of the present invention, the power evaluation module mainly processes the power under the attenuation analysis coefficient and the response analysis coefficient in the relevant scenarios to obtain the propulsion energy consumption ratio and the energy distribution ratio, and uses the propulsion energy consumption ratio, energy distribution ratio and hull optimization control coefficient as parameters to evaluate the relevant hydrodynamic performance of the current hull.

[0081] In the current step, it is to verify how much power is needed under the corresponding power attenuation and the required time power, as well as the distribution of these powers when completing these operations, and combine these values ​​with the coefficients set for different hull basins to obtain the final power evaluation results, so as to evaluate whether the actual power consumption of the current hull is effective and whether the output power can achieve good results.

[0082] The implementation method for determining the propulsion energy consumption ratio and the energy allocation ratio under the corresponding attenuation analysis coefficient and response analysis coefficient can obtain the values ​​under the current attenuation analysis coefficient and the response analysis coefficient, and extract the corresponding propulsion energy consumption ratio and the energy allocation ratio from these values. The propulsion energy consumption ratio represents the average value of the ratio of the propulsion power to the output power under the scenario of the current attenuation analysis coefficient and the response analysis coefficient, and the energy allocation ratio represents the proportion of the power value consumed in the scenario of the current attenuation analysis coefficient and the response analysis coefficient to the total power.

[0083] Therefore, the power evaluation result can be expressed as follows: according to the propulsion energy consumption ratio, the energy distribution ratio and the hull optimization control coefficient, the power evaluation coefficient is calculated and output as the power evaluation result.

[0084] Among them, P A Denotes the power evaluation coefficient, H C represents the hull optimization control coefficient, A e represents the propulsion energy consumption ratio, E d represents the energy distribution ratio; exp() represents the exponential function, which represents the exponential function with e as the base; λ represents the exponential factor, which can be set to 1.995 at this time.

[0085] The power evaluation coefficient comprehensively considers multiple factors such as propulsion energy consumption ratio, energy distribution ratio and hull optimization control coefficient, and can comprehensively and objectively evaluate the overall efficiency of the ship's power system; by analyzing the power evaluation coefficient, the problems and deficiencies in the power system can be found, providing clear guidance for the optimization of the power system; finally, the power evaluation coefficient is output to the external terminal to evaluate the current hull condition, to complete the power analysis under the current hydrodynamic conditions, and to achieve corresponding power optimization.

[0086] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations on the present invention. A person skilled in the art may make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention and they are still covered by the protection scope of the present invention.

Claims

1. A hydrodynamic performance optimization system based on a methanol-powered bulk carrier, characterized in that: include: The fluid setting module is used to obtain the water flow velocity and direction and set the fluid domain network corresponding to the current hull; The load identification module is used to establish the dynamic model of the current hull and determine the resistance load on the current hull in the fluid domain network according to the current hull speed, angular velocity and navigation trajectory; The attenuation analysis module is used to verify the resistance load of the current hull, determine the attenuation period, attenuation frequency and angle attenuation of the hull under free movement by attenuation analysis, and calculate the attenuation analysis coefficient of the current hull; The position analysis module is used to obtain the real-time motion position of the hull, determine the current position offset of the hull in the fluid domain network, and perform regional optimization according to the distribution of the fluid domain network to obtain the hull optimization control coefficient; A control response module is used to obtain the extreme value of the hull response when the hull is controlled, adjust the hull control according to the extreme value of the hull response, and obtain the response analysis coefficient; The power evaluation module is used to obtain the propulsion energy consumption ratio and energy distribution ratio under the corresponding attenuation analysis coefficient and response analysis coefficient, and combine the propulsion energy consumption ratio, energy distribution ratio and hull optimization control coefficient to obtain the power evaluation result.

2. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 1 is characterized in that: The kinetic model is represented in the following way: Where M represents the generalized mass matrix, C(v) represents the Coriolis force and centrifugal force matrix, D represents the damping matrix, representing the water resistance, and v represents the generalized velocity vector. represents the derivative of the generalized velocity vector; τ represents the generalized force vector, which represents the external force and torque acting on the ship.

3. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 2 is characterized in that: The implementation of the load identification module also includes: verifying the drag load based on the turbulence model coefficients; Among them, C μ represents the turbulence model coefficient, ρ represents the fluid density, S represents the characteristic length scale, which is used to describe the size of the turbulent structure, and R μ represents the turbulent Reynolds stress.

4. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 1 is characterized in that: The attenuation analysis coefficient is implemented as: The components of the angle attenuation, attenuation period and attenuation frequency on the horizontal, vertical and vertical coordinates of the hull are obtained respectively when the resistance load changes, and the relative attenuation coefficients on the horizontal, vertical and vertical coordinates of the hull are calculated. According to the relative attenuation coefficients, the attenuation analysis coefficients are obtained.

5. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 4 is characterized in that: The relative attenuation coefficient on the horizontal coordinate of the hull can be expressed as: Among them, I deacy,x Represents the relative attenuation coefficient on the horizontal axis of the hull, T 0,x represents the initial period value on the horizontal coordinate of the hull, T d,x represents the component of the decay period on the horizontal axis of the hull, Δθ x represents the component of the angle attenuation on the horizontal coordinate of the hull, α1 represents the adjustment coefficient corresponding to the horizontal coordinate of the hull, ω d,x represents the component of the attenuation frequency on the abscissa of the hull; The relative attenuation coefficient on the ordinate of the hull can be expressed as: Among them, I deacy,y Represents the relative attenuation coefficient on the ordinate of the hull, T 0,y represents the initial period value on the ordinate of the hull, T d,y represents the component of the decay period on the hull ordinate, Δθ y represents the component of the angle attenuation on the hull ordinate, α2 represents the adjustment coefficient corresponding to the hull ordinate, ω d,y Represents the component of the attenuation frequency on the hull ordinate; The relative attenuation coefficient on the vertical coordinate of the hull can be expressed as: Among them, I deacy,z Represents the relative attenuation coefficient on the vertical coordinate of the hull, T 0,z represents the initial period value on the vertical coordinate of the hull, T d,z represents the component of the decay period in the vertical coordinate of the hull, Δθ z represents the component of the angle attenuation in the vertical coordinate of the hull, α3 represents the adjustment coefficient corresponding to the vertical coordinate of the hull, ω d,z Represents the component of the attenuation frequency in the vertical coordinate of the hull; The attenuation analysis coefficient is expressed as: Among them, I deacy,f Represents the attenuation analysis coefficient.

6. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 1 is characterized in that: The methods for obtaining the hull optimization control coefficient include: Based on the real-time motion position of the hull, the position offset, propulsion power and steering angle of each unit of the hull in the fluid domain network are obtained; the deviations under the propulsion power and steering angle corresponding to the position offset are analyzed in turn to determine the output power required by the hull under the corresponding unit; According to the given output power, determine the energy efficiency ratio corresponding to each unit, and identify the optimal operating state point of the hull according to the energy efficiency ratio; Taking the optimal operating state point as the basis, the correlation between the optimal operating state point and the fluid domain network is analyzed, and the hull optimization control coefficient is calculated.

7. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 6 is characterized in that: The calculation method of the hull optimization control coefficient is expressed as: Obtain the instantaneous speed, instantaneous output power and resistance of the current hull, normalize the instantaneous speed, instantaneous output power and resistance, calculate the first correlation coefficient between the best operating state point and the fluid domain network on the instantaneous speed and instantaneous output power, the second correlation coefficient between the best operating state point and the fluid domain network on the instantaneous speed and resistance, and the third correlation coefficient between the best operating state point and the fluid domain network on the instantaneous output power and resistance, and calculate the hull optimization control coefficient according to the first correlation coefficient, the second correlation coefficient and the third correlation coefficient; Among them, H C represents the hull optimization control coefficient, R1 represents the first correlation coefficient, R2 represents the second correlation coefficient, and R3 represents the third correlation coefficient.

8. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 1 is characterized in that: The response analysis coefficient is obtained by: obtaining the position component, attitude angle, velocity component and acceleration component of the current hull in the coordinate system, and obtaining the maximum and minimum values ​​of the position component, attitude angle, velocity component and acceleration component in turn as the current hull response extreme value; Analyze the extreme value of the hull response, and obtain the response adjustment ratio and response cumulative gain corresponding to the extreme value of the hull response in turn; The response analysis coefficient is calculated based on the response adjustment ratio and the response cumulative gain.

9. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 8, characterized in that: The response analysis coefficients are expressed as: Among them, R C represents the response analysis coefficient, R P Represents the response adjustment ratio, R G Represents the response cumulative gain, R G,max Indicates the maximum value of the response cumulative gain.

10. The hydrodynamic performance optimization system based on a methanol-powered bulk carrier according to claim 1, characterized in that: The power evaluation result can be expressed as follows: according to the propulsion energy consumption ratio, the energy distribution ratio and the hull optimization control coefficient, the power evaluation coefficient is calculated and output as the power evaluation result; Among them, P A Denotes the power evaluation coefficient, H C represents the hull optimization control coefficient, A e represents the propulsion energy consumption ratio, E d represents the energy distribution ratio; exp() represents the exponential function, represents the exponential function with e as the base, and λ represents the exponential factor.

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