Sail navigation aid energy-saving efficiency evaluation method based on time calendar simulation

Abstract

The invention belongs to the technical field of ship navigation energy saving, and provides a sail navigation aid energy-saving efficiency evaluation method based on time calendar simulation. Navigation state monitoring data of a target ship sailing on a target route is read through a single-ship historical navigation database and an actual ship leg oil consumption record database constructed based on actual navigation data of the target ship, so that the navigation state monitoring data can truly reflect wind field characteristics and actual operation characteristics in navigation of the target ship; and data support is provided for subsequent calculation of sail navigation-aiding thrust. Time calendar simulation is carried out through a target sail stress model matched with the sail type so as to simulate the actual operation environment of the sail and calculate the navigation-aided thrust of the sail, the fuel-saving ratio of the sail is calculated according to the ship speed, the navigation-aided thrust, the main engine rotating speed, the unit operation fuel consumption rate and the actual fuel consumption, and the fuel-saving ratio of the sail is calculated according to the fuel-saving ratio. And evaluating the energy-saving efficiency of the sail on the target ship so as to improve the accuracy of evaluating the energy-saving efficiency of the sail.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of ship navigation energy saving technology, and particularly relates to a wind sail navigation energy saving efficiency evaluation method based on time history simulation. BACKGROUND

[0002] With the increasing demand for energy saving and emission reduction of global shipping industry, wind sails can provide sailing thrust for ships by using natural wind power, which can effectively reduce the fuel consumption of the main engine. As a green power auxiliary technology, wind sails provide a practical path for reducing carbon emissions and have a positive effect on the sustainable development of the industry. In order to achieve the optimal energy saving effect of wind sails, it is necessary to analyze the ship navigation state and wind field conditions and other parameters in detail, so as to adjust the position of the wind sail in time in the complex and changeable actual sea conditions.

[0003] At present, when evaluating the energy saving efficiency of wind sail navigation, the energy saving efficiency of wind sail navigation is usually evaluated based on meteorological wind field statistical data and ship route demand. Although this method can provide a reference for wind sail route energy saving evaluation, it lacks adaptability in the face of real-time changes in navigation conditions and wind field conditions, and cannot reflect the complex dynamics of the ship in the real navigation environment, resulting in a large deviation in the evaluation of the energy saving efficiency of wind sail navigation. Therefore, how to evaluate the energy saving efficiency of wind sail navigation based on time history simulation is a very important problem.

[0004] Based on this, the present application provides a wind sail navigation energy saving efficiency evaluation method based on time history simulation. SUMMARY

[0005] In order to solve the problem of inaccurate evaluation of the energy saving efficiency of wind sail navigation, the present application provides a wind sail navigation energy saving efficiency evaluation method based on time history simulation. The navigation state monitoring data is read from a database including data measured by an anemometer on a ship during actual navigation in history, so that the navigation state monitoring data can truly reflect the wind field characteristics and operation characteristics in ship navigation, and based on the navigation state monitoring data, a target wind sail force model matched with the type of the target wind sail on the target ship is used for time history simulation to simulate the sailing thrust of the wind sail corresponding to each navigation time period according to the historically measured navigation state monitoring data, so as to evaluate the energy saving efficiency of the wind sail and improve the accuracy of the evaluation of the energy saving efficiency of the wind sail.

[0006] The present application provides a wind sail navigation energy saving efficiency evaluation method based on time history simulation, which comprises:

[0007] S1: reading data: reading the navigation state monitoring data of the target ship during navigation on the target route based on the single-ship historical navigation database and the actual ship segment fuel consumption record database constructed based on the actual navigation state monitoring data of the target ship;

[0008] S2: calculating the wind sail assistance thrust: according to the type of the target wind sail on the target ship, determining a target wind sail force model matched with the type from wind sail force models constructed in advance based on wind sail control strategies, and using the target wind sail force model to perform time history simulation according to the navigation state monitoring data to obtain the assistance thrust of the wind sail corresponding to each navigation time period on the target route;

[0009] S3: evaluating the energy-saving efficiency of the wind sail: calculating the main engine energy consumption saved by the wind sail according to the navigation speed and assistance thrust of the target ship in each navigation time period, calculating the oil saving ratio of the wind sail according to the saved main engine energy consumption, the main engine rotating speed in the navigation state monitoring data, the unit operating fuel consumption rate and the actual fuel consumption of the target ship, and evaluating the energy-saving efficiency of the wind sail on the target ship according to the oil saving ratio.

[0010] Optionally, the S1 specifically comprises:

[0011] According to the ship identification of the target ship and the route identification of the target route, determining the voyage information matched with the ship identification of the target ship and the route identification of the target route from each voyage information in the real ship voyage section fuel consumption record database as first data;

[0012] According to the collection time of the first data, extracting the single ship navigation information matched with the first data from the single ship historical navigation database as second data;

[0013] Performing data processing on the first data and the second data, and taking the processed first data and second data as the navigation state monitoring data; wherein the data in the single ship historical navigation database and the real ship voyage section fuel consumption record database are measured in actual ship navigation based on anemographs in the past.

[0014] Optionally, the S2 specifically comprises:

[0015] According to the navigation state monitoring data, determining a first angle corresponding to the wind direction angle in each navigation time period on the target route;

[0016] Using the target wind sail force model to perform time history simulation to determine the target propelling force coefficient of the wind sail in the navigation time period according to a target propelling force coefficient calculation sub-model in the target wind sail force model and the first angle;

[0017] determine the sailing thrust of the sail in the sailing time period according to the target propelling force coefficient and the anemograph wind speed in the sailing time period through the target thrust calculation sub-model in the target sail force model.

[0018] Optionally, when the type of the sail is the first type, the target sail force model comprises a first propelling force coefficient calculation sub-model, a second propelling force coefficient calculation sub-model and a target thrust calculation sub-model.

[0019] The step S2 of adopting the target sail force model to perform chronology simulation according to the sailing state monitoring data to obtain the sailing thrust of the sail corresponding to each sailing time period on the target sailing route comprises:

[0020] According to the sailing state monitoring data, the first angle corresponding to the wind direction angle in each sailing time period on the target sailing route is determined.

[0021] The target sail force model is adopted to perform chronology simulation, so that when the anemograph wind speed in the sailing time period is within a pre-set design range, the first propelling force coefficient calculation sub-model is taken as the target propelling force coefficient calculation sub-model; and when the anemograph wind speed in the sailing time period is outside the design range, the second propelling force coefficient calculation sub-model is taken as the target propelling force coefficient calculation sub-model.

[0022] According to the first angle corresponding to the wind direction angle in the sailing time period, the target propelling force coefficient of the sail in the sailing time period is determined through the target propelling force coefficient calculation sub-model.

[0023] According to the anemograph wind speed, the running state of the sail and the target propelling force coefficient, the sailing thrust of the sail corresponding to the sailing time period is determined through the target thrust calculation sub-model.

[0024] Optionally, the step S2 of adopting the target sail force model to perform chronology simulation according to the sailing state monitoring data to obtain the sailing thrust of the sail corresponding to each sailing time period on the target sailing route comprises:

[0025] When the type of the sail is the second type, according to the sailing state monitoring data, the first angle corresponding to the wind direction angle in each sailing time period on the target sailing route is determined.

[0026] The target sail force model is adopted to perform chronology simulation, so that the target propelling force coefficient of the sail in the sailing time period is determined through the target propelling force coefficient calculation sub-model in the target sail force model according to the first angle and a pre-set rotation speed ratio value.

[0027] The target sailing force coefficient, the preset area of the sail, and the anemometer wind speed in the sailing time period are used to determine the sailing assisting force of the sail corresponding to the sailing time period by a target sailing force calculation sub-model in the target sail force model.

[0028] Optionally, the S2 uses the target sail force model to perform time-history simulation according to the sailing state monitoring data, to obtain the sailing assisting force of the sail corresponding to each sailing time period on the target sailing route, and the method specifically comprises:

[0029] When the sail is of the third type, the anemometer wind speed in each sailing time period on the target sailing route is determined according to the sailing state monitoring data;

[0030] The target sailing force coefficient is determined in the sailing time period by a target sailing force coefficient calculation sub-model in the target sail force model when the anemometer wind speed in the sailing time period is within a preset design range, according to the first angle corresponding to the wind direction angle in the sailing time period;

[0031] The sailing assisting force of the sail corresponding to the sailing time period is determined by a target sailing force calculation sub-model in the target sail force model according to the anemometer wind speed, the running state of the sail, and the target sailing force coefficient.

[0032] Optionally, the S2 determines the sailing assisting force of the sail corresponding to the sailing time period by the target sailing force calculation sub-model according to the anemometer wind speed, the running state of the sail, and the target sailing force coefficient, and the method specifically comprises:

[0033] The running state of the sail is determined according to the anemometer wind speed;

[0034] The height and width corresponding to the sail are determined according to the running state of the sail;

[0035] The sailing assisting force of the sail corresponding to the sailing time period is determined by the target sailing force calculation sub-model according to the anemometer wind speed, the height, the width, and the target sailing force coefficient.

[0036] Optionally, the S3 calculates the main engine energy consumption saved by the sail according to the sailing speed and the sailing assisting force of the target ship in each sailing time period, and the method specifically comprises:

[0037] The propelling efficiency of the propelling system of the sail is determined;

[0038] determining, for each voyage time period, a corresponding voyage time, and determining a first speed of the target ship during the voyage time period from the voyage state monitoring data;

[0039] calculating, according to the voyage time, the propulsion efficiency, the first speed, and a sailing thrust of the sail during the voyage time period, a first main engine energy consumption saved by the sail during the voyage time period;

[0040] determining, according to the saved first main engine energy consumption corresponding to each voyage time period, a main engine energy consumption saved by the sail.

[0041] Optionally, the method for calculating the oil saving ratio of the sail according to the saved main engine energy consumption, the main engine rotating speed in the voyage state monitoring data, a unit operating fuel consumption rate, and an actual fuel consumption of the target ship in S3 is:

[0042] determining, for each voyage time period, a main engine rotating speed of the target ship during the voyage time period from the voyage state monitoring data, and taking the main engine rotating speed as a first main engine rotating speed;

[0043] determining, according to a main engine test report of the target ship, a unit operating fuel consumption rate corresponding to the first main engine rotating speed;

[0044] determining, according to the saved first main engine energy consumption corresponding to the voyage time period and the unit operating fuel consumption rate, an oil saving amount of the sail during the voyage time period;

[0045] determining, according to the oil saving amount corresponding to each voyage time period, a total oil saving amount of the sail;

[0046] calculating, according to the total oil saving amount and an actual fuel consumption of the target ship, an oil saving ratio of the sail.

[0047] Optionally, the method for evaluating the energy saving efficiency of the sail on the target ship according to the oil saving ratio in S3 is:

[0048] determining a first fuel consumption amount corresponding to actual heavy fuel oil and a second fuel consumption amount corresponding to actual light fuel oil in an actual fuel consumption of the target ship;

[0049] calculating a first fuel consumption cost according to a fuel consumption price of the heavy fuel oil and the first fuel consumption amount, and a second fuel consumption cost according to a fuel consumption price of the light fuel oil and the second fuel consumption amount;

[0050] calculating an actual total fuel consumption cost of the target ship according to the first fuel consumption cost and the second fuel consumption cost, and determining a fuel consumption unit price according to an actual total fuel consumption amount in the actual fuel consumption and the actual total fuel consumption cost.

[0051] According to the total fuel consumption and the fuel consumption unit price, the total fuel consumption benefit saved by the sail is calculated, and according to the total fuel consumption benefit and the fuel saving ratio, the energy saving efficiency of the sail on the target ship is evaluated.

[0052] The above at least one technical scheme adopted in the specification can achieve the following beneficial effects:

[0053] The sail energy saving efficiency evaluation method based on time and history simulation provided in the specification first reads the sailing state monitoring data of the target ship on the target route based on the single-ship historical sailing database and the real ship voyage fuel consumption record database constructed based on the actual sailing state monitoring data of the target ship. The data in the single-ship historical sailing database and the real ship voyage fuel consumption record database are measured by an anemometer in the actual sailing of the ship in the past. By extracting the sailing state monitoring data from the single-ship historical sailing database and the real ship voyage fuel consumption record database, the extracted sailing state monitoring data can prove the wind field conditions and route information of the target ship in real sailing. Compared with the traditional statistical wind field data and route data, the sailing state monitoring data in the present application can reflect the actual operation characteristics of the ship, and is more real, providing a real and reliable data basis for subsequent evaluation of sail energy saving efficiency.

[0054] After that, according to the type of the sail on the target ship, the target sail force model matching the type is determined from the sail force models constructed in advance based on the sail control strategy, and the target sail force model is used for time and history simulation according to the sailing state monitoring data, to obtain the sailing assistance thrust of the sail corresponding to each sailing time period on the target route. By selecting the target sail force model matching the type of the sail, different types of sails are better adapted, so that the calculated sailing assistance thrust of the sail is more accurate. When calculating the sailing assistance thrust of the sail, the influence of the anemometer wind speed and wind direction change of the target ship in actual sailing on the sailing assistance thrust is fully considered, and the time and history simulation is carried out in combination with the target sail force model to simulate the actual running environment of the sail, so as to calculate the sailing assistance thrust of the sail, so that the running state of the sail when calculating the sailing assistance thrust of the sail is consistent with the real running condition of the sail, which helps to improve the practicality and accuracy of subsequent energy saving efficiency evaluation.

[0055] Then, according to the sailing speed and the sailing thrust of the target ship in each sailing period, the main engine energy consumption saved by the sail is calculated, the oil saving ratio of the sail is calculated according to the saved main engine energy consumption, the main engine rotating speed in the sailing state monitoring data, the unit operating fuel consumption rate and the actual fuel consumption of the target ship, and the energy saving efficiency of the sail on the target ship is evaluated according to the oil saving ratio. The main engine energy consumption saved by the sail is calculated through the sailing speed and the sailing thrust, and the oil saving ratio is calculated by combining the main engine rotating speed, the unit operating fuel consumption rate and the actual fuel consumption of the target ship, so as to accurately evaluate the energy saving efficiency of the sail.

[0056] The present application can flexibly select the first data in the target sailing from the real ship sailing period fuel consumption record database according to the ship identification of the target ship and the route identification of the target route, that is, the sailing information matched with the ship identification and the route identification, and accurately extract the sailing section information matched with the first data from the single ship historical sailing database as the second data based on the collection time of the first data. Then, the first data and the second data are processed, which helps to avoid the influence of abnormal values and missing values on the subsequent evaluation of the energy saving efficiency of the sail, realize the accurate evaluation of the actual energy saving efficiency of the sail, and reduce the error caused by the deviation of the sailing state monitoring data.

[0057] When the type of the sail is the first type, the present application can determine whether the target thrust coefficient calculation sub-model is the first thrust coefficient calculation sub-model or the second thrust coefficient calculation sub-model by judging whether the anemometer wind speed is in the pre-set design range. The present application pre-constructs different thrust coefficient calculation sub-models for different wind speed ranges, and the different thrust coefficient calculation sub-models are constructed in different ways to consider the influence of different anemometer wind speeds on the thrust coefficient. The appropriate thrust coefficient calculation sub-model can be selected flexibly according to the anemometer wind speed, and the target thrust coefficient is calculated, so as to improve the accuracy of the calculated thrust coefficient. In addition, when calculating the sailing thrust, the running state of the sail is considered, which can be determined by the anemometer wind speed, and the height and width of the sail are determined according to the running state of the sail, which conforms to the running state of the sail in actual sailing. Specifically, the sailing thrust of the sail can be calculated based on the anemometer wind speed, the height, the width and the target thrust coefficient through the target thrust calculation sub-model, so as to improve the accuracy of the calculated sailing thrust.

[0058] The application considers that the different sailing time periods on the target route may have different navigation thrusts, navigation speeds and sailing times, and can calculate the first host energy consumption saved by the sail in each sailing time period, and determine the host energy consumption saved by the sail based on the first host energy consumption, so as to improve the accuracy of the calculated saved host energy consumption. At the same time, when calculating the oil saving ratio, the different host rotating speeds of different sailing time periods are also considered, the oil saving amount of the sail in each sailing time period is calculated, and the total oil saving amount is calculated based on the oil saving amount, so as to calculate a more accurate oil saving ratio, thereby improving the accuracy of the evaluation of the energy saving efficiency of the sail.

[0059] When evaluating the energy saving efficiency of the sail, in addition to calculating the oil saving ratio of the sail, the total oil consumption benefit saved by the sail is also calculated, and the energy saving efficiency of the sail is evaluated based on the oil saving ratio and the total oil consumption benefit, so as to more accurately evaluate. BRIEF DESCRIPTION OF DRAWINGS

[0060] The drawings described herein are used to provide further understanding of the present specification, constitute a part of the present specification, the illustrative embodiments of the present specification and the description thereof are used to explain the present specification, and do not constitute improper limitation on the present specification. In the drawings:

[0061] Figure 1 It is a flowchart of a sail navigation energy saving efficiency evaluation method based on time simulation provided in the present specification;

[0062] Figure 2 It is a schematic diagram of a process of reading sailing state monitoring data provided in the present specification;

[0063] Figure 3 It is a schematic diagram of a process of determining a target thrust coefficient calculation sub-model provided in the present specification;

[0064] Figure 4 It is a schematic diagram of a process of determining the navigation thrust of the sail provided in the present specification;

[0065] Figure 5 It is a schematic diagram of a process of evaluating the energy saving efficiency of the sail on the target ship provided in the present specification;

[0066] Figure 6 It is a schematic diagram of a process of constructing a first thrust coefficient calculation sub-model provided in the present specification;

[0067] Figure 7 It is a schematic diagram of a process of constructing a second thrust coefficient calculation sub-model provided in the present specification;

[0068] Figure 8 It is a schematic diagram of a ship coordinate system provided in the present specification;

[0069] Figure 9 A schematic diagram of a wind direction angle provided in the present specification;

[0070] Figure 10 A schematic diagram of an angle of attack provided in the present specification;

[0071] Figure 11 A schematic diagram of a yaw angle provided in the present specification. DETAILED DESCRIPTION

[0072] The present specification provides a wind sail energy-saving efficiency evaluation method based on time history simulation. The technical solutions provided by the embodiments of the present specification are described in detail below with reference to the accompanying drawings.

[0073] Figure 1 A flowchart of a wind sail energy-saving efficiency evaluation method based on time history simulation provided in the present specification, as shown in FIG. 1, specifically includes the following steps: Figure 1

[0074] S1: Reading data: reading the sailing state monitoring data of the target ship when sailing on the target route based on the single-ship historical sailing database and the real-ship voyage oil consumption record database constructed based on the actual sailing state monitoring data of the target ship.

[0075] In the present specification, the device for evaluating the energy-saving efficiency of the wind sail can read data, i.e., the single-ship historical sailing database and the real-ship voyage oil consumption record database constructed based on the actual sailing data of the target ship, to read the sailing state monitoring data of the target ship when sailing on the target route. The device for evaluating the energy-saving efficiency of the wind sail can be a server, a system, or an electronic device such as a desktop computer or a notebook computer. For ease of description, the wind sail energy-saving efficiency evaluation method based on the actual wind field environment of ship operation provided in the present specification is described below with the server as the execution subject.

[0076] ​The data in the single-ship historical voyage database and the real-ship voyage section oil consumption record database are measured by an anemometer during actual ship voyage in history. The single-ship historical voyage database includes real voyage information of each ship during voyage on each route, that is, the single-ship historical voyage database includes a plurality of single-ship voyage information, each single-ship voyage information is information collected when each ship sails on each route, and the single-ship voyage information includes data such as data collection time, first angle corresponding to wind direction angle, anemometer wind speed, ship speed, main engine speed, main engine power, etc. The real-ship voyage section oil consumption record database includes real voyage section information of a plurality of ships in different voyages, that is, the real-ship voyage section oil consumption record database includes voyage information collected when each ship sails on each route, and each voyage information includes information such as departure and arrival country and port, departure and arrival time, actual oil consumption in voyage (i.e. actual oil consumption of heavy fuel oil and light fuel oil), voyage time, voyage duration, and berthing duration. The data in the single-ship historical voyage database can be collected by the anemometer at a pre-set high frequency, which can be a collection frequency at intervals of every 10 minutes. By collecting data at a high frequency, the data in the single-ship historical voyage database can truly reflect the wind field characteristics during ship voyage, accurately grasp the change of the target route, effectively avoid the limitation of statistical data, and improve the practicality and accuracy of the wind sail energy-saving efficiency evaluation.

[0077] The target ship can be any at least one ship, the target route can be at least one route that the target ship has traveled in history, and the single-ship historical voyage database and the real-ship voyage section oil consumption record database include data of the target ship when sailing on the target route in history. For ease of illustration, the present specification takes one target ship and one target route as an example. It should be noted that the present specification does not limit the number of target ships and target routes. In addition, when the target ship has traveled the target route multiple times in history, the voyage data can be voyage data of the target ship each time when sailing on the target route. For ease of illustration, the present specification takes the voyage data to include data of the target ship sailing on the target route once. It should be noted that the present specification only takes data of one voyage as an example, and does not limit the number of voyages corresponding to the data included in the voyage data. In addition, the route in the present specification can be a whole route, or a part of the route, i.e. a voyage section.

[0078] Specifically, as shown in FIG. 1, the single-ship historical voyage database and the real-ship voyage section oil consumption record database are obtained by collecting data of a plurality of ships in history. Figure 2 Figure 2 ​For a schematic diagram of a process of reading voyage state monitoring data provided in the specification, the server can extract first data of the target ship sailing on the target route from the real ship voyage section oil consumption record database (i.e. each voyage information) according to the ship identification of the target ship and the route identification of the target route. According to the collection time of the first data, the second data matched with the first data is extracted from the single ship historical voyage database (i.e. each single ship voyage information). The first data and the second data are processed, and the processed first data and the second data are taken as the voyage state monitoring data. Wherein, the ship identification can be the name or identifier of the target ship, the route identification can be the name or identifier of the target route, and the identifier can be a letter or a number, which is not limited in the specification. When the first data of the target ship sailing on the target route is extracted from the real ship voyage section oil consumption record database according to the ship identification of the target ship and the route identification of the target route, the server can determine the voyage information matched with the ship identification of the target ship and the route identification of the target route from each voyage information of the real ship voyage section oil consumption record database as the first data according to the ship identification of the target ship and the route identification of the target route. The voyage information can also include the ship identification and the route identification. The ship identification in the first data is consistent with the ship identification of the target ship, and the route identification in the first data is consistent with the route identification of the target route. When the second data matched with the first data is extracted from the single ship historical voyage database according to the collection time of the first data, the server can extract the single ship voyage information matched with the first data from the single ship historical voyage database as the second data according to the collection time of the first data. It should be noted that the collection time in the first data is the departure and arrival time. Specifically, the server can extract the single ship voyage information matched with the ship identification from the single ship historical voyage database according to the ship identification. The data collection time in each single ship voyage information is determined, and the single ship voyage information matched with the collection time of the first data is determined from each single ship voyage information extracted according to each determined data collection time as the second data. The single ship voyage information can also include the ship identification and the data collection time. The ship identification in the second data is consistent with the ship identification of the target ship, and the data collection time in the second data is consistent with the departure and arrival time in the first data.

[0079] In the above data processing of the first data and the second data, and taking the processed first data and the processed second data as the navigation state monitoring data, the server can first take the first data and the second data as third data, and then perform data processing on the third data, and take the processed third data as the navigation state monitoring data. The data processing includes outlier processing and missing value processing, and can also include other data processing modes, which are not limited in the specification. The outlier processing includes port-arrival data checking, port-arrival data deletion, and running data checking. The port-arrival data refers to data of the target ship when it is docked at a port on the target route in the third data, and the running data refers to data of the target ship when it is running on the target route in the third data. It should be noted that the third data includes the port-arrival data and the running data. The port-arrival data checking mainly verifies whether there is an outlier in the port-arrival data by checking the size and proportion of the main engine speed of the target ship when it is docked at the port, and checking the size of the speed of the target ship that is greater than or less than a specific value. The running data checking mainly verifies whether there is an outlier in the running data by checking the size of the speed of the target ship that is greater than or less than a specific value when it is running. Based on this, when the third data is processed and the processed third data is taken as the navigation state monitoring data, the server can first filter the port-arrival data of the target ship when it is docked at the port on the target route in the third data. Then, a first number of data in which the main engine speed of the target ship is not equal to zero in the port-arrival data is determined, and a first ratio of the first number to a second number of data included in the port-arrival data is determined. At the same time, a third number of data in which the speed of the target ship is greater than or equal to a first specific value in the port-arrival data is determined, or a fourth number of data in which the speed of the target ship is less than a first characteristic value in the port-arrival data is determined. The first specific value can be zero or other values, which are not limited in the specification. According to the first number, the first ratio, and the third number (or the fourth number), it is verified whether there is an outlier in the port-arrival data. Specifically, when the first number is greater than a first threshold, the first ratio is greater than a second threshold, and the third number is not greater than a third threshold, it is determined that there is no outlier in the port-arrival data, or when the first number is not less than the first threshold, the first ratio is not less than the second threshold, and the fourth number is not less than a fourth threshold, it is determined that there is no outlier in the port-arrival data. The first threshold, the second threshold, the third threshold, and the fourth threshold are all preset values, wherein the first threshold can be the second number of data included in the port-arrival data, the second threshold can be 1, and the third threshold can be zero. The fourth threshold is the second number of data included in the port-arrival data.

[0080] When it is verified that there is no abnormal value in the port data, the port data is deleted from the third data, so as to obtain the third data after deletion, i.e., the running data. Then, a fifth number of ship speeds of the target ship in the running data that are greater than or equal to a second specific value is determined, or a sixth number of ship speeds of the target ship in the running data that are less than the second specific value is determined, according to the fifth number or the sixth number, it is verified whether there is an abnormal value in the running data, and when there is no abnormal value in the running data, the running data is taken as the processed third data. The second specific value can be a value greater than zero, which is not limited in the specification. When the fifth number is not less than a fifth threshold value, or when the sixth number is not greater than a sixth threshold value, it is determined that there is no abnormal value in the running data. The fifth threshold value and the sixth threshold value can both be preset values. The fifth threshold value can be the number of data included in the running data, and the sixth threshold value can be zero.

[0081] In addition, after obtaining the running data, it can also be continuously judged whether there is a missing value in the running data, that is, the server can determine the number of missing values in each type of data in the running data, and according to the determined number and the total amount of each type of data, determine a second ratio, and when the determined number is greater than a first specified value and the second ratio is greater than a second specified value, it is determined that there is a missing value in the running data., then use the interpolation method to determine the missing values in the running data to complete the running data to obtain complete running data and take it as the third data. The first specified value and the second specified value are both preset values. When the number of missing values in each type of data and the second ratio are counted, additional attention should be paid to important types of data, and continuous and uninterrupted missing values should be focused on to avoid interference with the continuity of time series analysis. The important types of data include wind direction angle, anemometer wind speed, ship speed, main engine speed, etc.

[0082] S2: Calculate the wind sail assistance navigation thrust: according to the type of the wind sail on the target ship, determine the target wind sail force model matched with the type from each wind sail force model constructed in advance based on the wind sail control strategy, and use the target wind sail force model to perform time history simulation according to the navigation state monitoring data, to obtain the assistance navigation thrust of the wind sail corresponding to each navigation time period on the target route.

[0083] In the specification, the server can calculate the sail assistance thrust, i.e. according to the type of the target sail on the target ship, determine the target sail force model matching the type from the sail force models constructed in advance based on the sail control strategy, and according to the navigation state monitoring data, use the target sail force model to perform time history simulation to obtain the assistance thrust of the sail corresponding to each navigation time period on the target route. Wherein different types of sails have different sail control strategies, and different sail control strategies correspond to different sail force models, so different types of sails have different sail force models matched therewith. The type can include the following first type, second type and third type, of course, other types can also be included, and the specification is not limited. The above sail force models can be constructed in advance based on different sail control strategies. The above target route includes a plurality of navigation time periods, and the server can divide the overall navigation time of the target route according to the pre-set time length to obtain each navigation time period, and the above time length can be any value set in advance, of course, it can also be the length of the time interval corresponding to the above pre-set high frequency, and the above time length can be every 10 minutes. The length of each navigation time period corresponding thereto is the above pre-set time length.

[0084] Specifically, when the target sail force model is used to perform time history simulation according to the navigation state monitoring data to obtain the assistance thrust of the sail corresponding to each navigation time period on the target route, the server can determine the first angle corresponding to the wind direction angle in each navigation time period on the target route according to the navigation state monitoring data. The target sail force model is used to perform time history simulation to determine the target propulsion coefficient of the sail in the navigation time period according to the first angle through the target propulsion coefficient calculation sub-model in the target sail force model. The target sail force model is used to perform time history simulation to determine the assistance thrust of the sail in the navigation time period according to the target propulsion coefficient and the anemometer wind speed in the navigation time period through the target thrust calculation sub-model in the target sail force model. Wherein the above target sail force model can include the target propulsion coefficient calculation sub-model and the target thrust calculation sub-model. The target propulsion coefficient calculation sub-model is used to calculate the propulsion coefficient of the sail, and the target thrust calculation sub-model is used to calculate the assistance thrust of the sail.

[0085] In the present specification, when the type of the sail is the first type, the above-mentioned target sail force model comprises a first propulsive force coefficient calculation sub-model, a second propulsive force coefficient calculation sub-model and a target thrust calculation sub-model. The above-mentioned first type of sail can be a lifting wing type sail, and the sail control strategy of this type of sail can be to achieve the best boost effect by controlling the angle of attack or the angle of attack of the sail, and when the anemometer wind speed is within the design range, the sail is controlled to rise and fall, at this time the running state of the sail includes the sail rising state and the sail falling state, and when the anemometer wind speed is outside the design range, the sail is controlled to fall vertically for safety control, and a certain sail area is still retained after falling, so the sail can still receive the boost thrust at this time.

[0086] Based on this, when the above-mentioned target sail force model is used for time history simulation according to the sailing state monitoring data, the boost thrust of the sail corresponding to each sailing time period on the target route is obtained, the server can determine the anemometer wind speed in the sailing time period on the target route according to the sailing state monitoring data. When the anemometer wind speed in the sailing time period is within the pre-set design range, the server can use the first propulsive force coefficient calculation sub-model as the target propulsive force coefficient calculation sub-model. When the anemometer wind speed in the sailing time period is outside the design range, the second propulsive force coefficient calculation sub-model is used as the target propulsive force coefficient calculation sub-model. The above-mentioned design range is a pre-set wind speed range. The above-mentioned target sail force model comprises a first propulsive force coefficient calculation sub-model, a second propulsive force coefficient calculation sub-model and a target propulsive force coefficient calculation sub-model. As shown in Figure 3 Figure 3 The above-mentioned target sail force model comprises a first propulsive force coefficient calculation sub-model, a second propulsive force coefficient calculation sub-model and a target propulsive force coefficient calculation sub-model. As shown in

[0087] Then, the server can determine the target propulsive force coefficient of the sail in the sailing time period according to the first angle corresponding to the wind direction angle in the sailing time period through the target propulsive force coefficient calculation sub-model. Specifically, the server can determine the first angle corresponding to the wind direction angle in the sailing time period. The target lift coefficient and the target drag coefficient of the sail on the target ship when the wind direction angle is the above-mentioned first angle are determined through the target propulsive force coefficient calculation sub-model. The target propulsive force coefficient of the sail in the sailing time period is determined according to the target lift coefficient, the target drag coefficient and the first angle.

[0088] Then, the server can determine the boost thrust of the sail corresponding to the sailing time period according to the anemometer wind speed, the running state of the sail and the target propulsive force coefficient through the target thrust calculation sub-model.​

[0089] In addition, since the target propulsion force coefficient calculation sub-model can be the first propulsion force coefficient calculation sub-model, it can also be the second propulsion force coefficient calculation sub-model, but no matter whether it is through the first propulsion force coefficient calculation sub-model or through the second propulsion force coefficient calculation sub-model, the target lift coefficient and the target drag coefficient of the target sail of the target ship when the wind direction angle is the first angle can be determined. However, when the anemometer wind speed is within the design range, the target propulsion force coefficient calculation sub-model is the first propulsion force coefficient calculation sub-model when the target propulsion force coefficient is determined according to the target lift coefficient, the target drag coefficient and the first angle in the sailing time period. At this time, the server can calculate the target propulsion force coefficient of the sail in the sailing time period according to the target lift coefficient, the target drag coefficient and the first angle by using the following formula (1) through the first propulsion force coefficient calculation sub-model:

[0090]

[0091] Wherein, C x represents the target propulsion force coefficient, C L represents the target lift coefficient, C D represents the target drag coefficient, and θ represents the first angle corresponding to the wind direction angle.

[0092] When the anemometer wind speed is outside the design range, the target propulsion force coefficient calculation sub-model is the second propulsion force coefficient calculation sub-model, and the server can calculate the target propulsion force coefficient of the sail in the sailing time period according to the target lift coefficient, the target drag coefficient and the first angle by using the following formula (2) through the second propulsion force coefficient calculation sub-model:

[0093]

[0094] When the target propulsion force is determined according to the anemometer wind speed, the running state of the sail and the target propulsion force coefficient through the target thrust calculation sub-model in the sailing time period, as shown in the following formula (3): Figure 4 Figure 4 ​For a process of determining the sailing thrust of a sail provided in the specification, the server can determine the running state of the sail according to the anemometer wind speed. According to the running state of the sail, the corresponding height and width of the sail are determined. According to the anemometer wind speed, the height, the width and the target propulsion force coefficient, the sailing thrust of the sail corresponding to the sailing time period is determined through the target thrust calculation sub-model. Wherein, the above-mentioned running state includes the sail raising state, the sail falling state and the self-sustaining state. When the anemometer wind speed is within the design range and within the low design range, the running state of the sail is determined to be the sail raising state. When the anemometer wind speed is within the design range and within the high design range, the running state of the sail is determined to be the sail falling state. When the anemometer wind speed is outside the design range, the running state of the sail is determined to be the self-sustaining state. The low design range and the high design range are both within the design range, and are both pre-set wind speed ranges. The height and width of the sail corresponding to each running state of the sail are pre-set, and the server can directly determine the height and width of the sail corresponding to the running state according to the determined running state. When the sailing thrust of the sail corresponding to the sailing time period is determined according to the anemometer wind speed, the height, the width and the target propulsion force coefficient through the target thrust calculation sub-model, the server can calculate the sailing thrust of the sail corresponding to the sailing time period through the target thrust calculation sub-model according to the anemometer wind speed, the height, the width and the target propulsion force coefficient by using the following formula (3):

[0095]

[0096] Wherein, F x represents the sailing thrust, ρ represents the air density, which can be pre-set, or the actually measured air density in history, that is, the above-mentioned sailing state monitoring data also includes the air density, V a represents the anemometer wind speed, C x represents the target propulsion force coefficient. A represents the sail area, that is, the product of the height and the width of the sail.

[0097] S3: Evaluate the energy-saving efficiency of the sail: according to the sailing speed and the sailing thrust of the target ship in each sailing time period, calculate the saved main engine energy consumption of the sail, according to the saved main engine energy consumption, the main engine speed in the sailing state monitoring data, the unit operating fuel consumption rate and the actual fuel consumption of the target ship, calculate the oil saving ratio of the sail, and according to the oil saving ratio, evaluate the energy-saving efficiency of the sail on the target ship.

[0098] In the present specification, the server can evaluate the energy-saving efficiency of the sail, i.e. calculate the main engine energy consumption saved by the sail according to the sailing speed and the sailing thrust of the target ship in each sailing time period, calculate the oil-saving ratio of the sail according to the saved main engine energy consumption, the main engine rotating speed in the sailing state monitoring data, the unit operating fuel consumption rate and the actual fuel consumption of the target ship, and evaluate the energy-saving efficiency of the sail on the target ship according to the oil-saving ratio. Specifically, as shown in Figure 5 Figure 5 FIG. 1 is a schematic diagram of a process for evaluating the energy-saving efficiency of a sail on a target ship provided in the present specification. In the process, the server can determine the propelling efficiency of the propelling system of the sail when calculating the main engine energy consumption saved by the sail according to the sailing speed and the sailing thrust of the target ship in each sailing time period, determine the sailing time corresponding to each sailing time period, and determine the sailing speed of the target ship when sailing in the sailing time period from the sailing state monitoring data as the first sailing speed. The first main engine energy consumption saved by the sail in the sailing time period is calculated according to the sailing time, the propelling efficiency, the first sailing speed and the sailing thrust of the sail in the sailing time period. The main engine energy consumption saved by the sail is determined according to the saved first main engine energy consumption corresponding to each sailing time period. The propelling efficiency of the propelling system can be pre-set. The main engine energy consumption saved by the sail is the sum of the saved first main engine energy consumption corresponding to each sailing time period. When calculating the saved first main engine energy consumption, the following formula (4) can be used for calculation:

[0099]

[0100] wherein PE represents the saved first main engine energy consumption, t0-t1 represents the sailing time, V s represents the first sailing speed, and η represents the propelling efficiency of the propelling system, which can be obtained from the model test report of the target ship or determined in the ship type database according to the type of the target ship. Different types and scales of ships correspond to different propelling efficiencies.

[0101] ​In the calculation of the oil-saving ratio of the sail, the server can determine the main engine rotating speed of the target ship in each sailing time period from the sailing state monitoring data as the first main engine rotating speed. Then, the server can determine the unit operating fuel consumption rate corresponding to the first main engine rotating speed according to the main engine experiment report of the target ship. The server can determine the oil-saving amount of the sail in the sailing time period according to the saved first main engine power consumption and the unit operating fuel consumption rate corresponding to the sailing time period. The server can determine the total oil-saving amount of the sail according to the oil-saving amount corresponding to each sailing time period. The server can calculate the oil-saving ratio of the sail according to the total oil-saving amount and the actual fuel consumption of the target ship. The actual fuel consumption is included in the sailing state monitoring data. The relationship between the main engine rotating speed and the unit operating fuel consumption rate (SFC) is included in the main engine experiment report.

[0102] In the calculation of the oil-saving amount of the sail, the following formula (5) can be used:

[0103]

[0104] wherein E represents the oil-saving amount, SFC represents the unit operating fuel consumption rate, and PE represents the saved first main engine power consumption.

[0105] The oil-saving ratio is the ratio between the total oil-saving amount and the actual fuel consumption. The server can directly use the calculated oil-saving ratio as the energy-saving efficiency of the sail. The actual fuel consumption is the actual total fuel consumption amount.

[0106] In some embodiments of the present disclosure, if the unit operating fuel consumption rate corresponding to the first main engine rotating speed is not included in the main engine experiment report, the unit operating fuel consumption rate corresponding to the first main engine rotating speed can be supplemented by interpolation. If the first main engine rotating speed is a missing value, the average value of the main engine rotating speed in the sailing data can be used instead. If the first main engine rotating speed is equal to 0, it means that the unit operating fuel consumption rate is equal to 0, and no fuel is consumed.

[0107] In some embodiments of the present disclosure, in addition to the calculated fuel saving ratio as the energy saving efficiency of the sail, the fuel consumption benefit saved by the sail is calculated, and the fuel consumption benefit and the fuel saving ratio are used together as the energy saving efficiency of the sail. Therefore, in the evaluation of the energy saving efficiency of the sail on the target ship according to the fuel saving ratio, the server can determine the first fuel consumption amount corresponding to the actual heavy fuel in the actual fuel consumption of the target ship and the second fuel consumption amount corresponding to the actual light fuel. According to the fuel consumption price of the heavy fuel and the first fuel consumption amount, the first fuel consumption cost is calculated, and according to the fuel consumption price of the light fuel and the second fuel consumption amount, the second fuel consumption cost is calculated. According to the first fuel consumption cost and the second fuel consumption cost, the actual total fuel consumption cost of the target ship is calculated, and according to the actual total fuel consumption amount and the actual total fuel consumption cost in the actual fuel consumption, the fuel consumption unit price is determined. According to the total fuel saving amount and the fuel consumption unit price, the total fuel consumption benefit saved by the sail is calculated. According to the total fuel consumption benefit and the fuel saving ratio, the energy saving efficiency of the sail on the target ship is evaluated. The actual fuel consumption of the target ship during navigation, i.e. the heavy fuel consumption and the light fuel consumption, is included in the above-mentioned navigation state monitoring data. The fuel consumption price of the heavy fuel can be determined according to the historical fuel consumption price of the heavy fuel, which can be the average value of the fuel consumption price of the heavy fuel in the past preset time, and the fuel consumption price of the light fuel can also be determined according to the historical fuel consumption price of the light fuel, which can be the average value of the fuel consumption price of the light fuel in the past preset time. The preset time can be pre-set, such as three years. The sum of the first fuel consumption amount and the second fuel consumption amount is the actual total fuel consumption amount. The first fuel consumption cost is the product of the first fuel consumption amount and the fuel consumption price of the heavy fuel. The second fuel consumption cost is the product of the second fuel consumption amount and the fuel consumption price of the light fuel. The actual total fuel consumption cost is the sum of the first fuel consumption cost and the second fuel consumption cost. The total fuel consumption benefit is the product of the total fuel saving amount and the fuel consumption unit price.

[0108] In some embodiments of the present disclosure, the type of the sail can also be a second type, and the sail of the second type can be a rotor sail. The sail control strategy of the sail of the second type can be to achieve the best boost effect by controlling the rotation speed of the sail, and the rotation speed of the sail is mainly controlled based on a rotation speed ratio determined by physical parameters of the sail and a wind speed. The rotation speed ratio can be set in advance based on the physical parameters of the sail, which can include sail area, material, etc. The rotation speed ratio is the ratio of the tangential velocity of the rotor surface to the wind speed. Based on this, in S2, the sailing state monitoring data is used to perform time history simulation by using the target sail force model to obtain the sailing thrust of the sail corresponding to each sailing time period on the target route. When the type of the sail is the second type, the server can determine the first angle corresponding to the wind direction angle in each sailing time period on the target route according to the sailing state monitoring data, and perform time history simulation by using the target sail force model to calculate the target propulsion force coefficient of the sail in the sailing time period according to the first angle and the preset rotation speed ratio by using the target propulsion force coefficient calculation sub-model in the target sail force model. The target propulsion force coefficient of the sail in the sailing time period is determined. The sailing thrust of the sail corresponding to the sailing time period is determined by using the target thrust calculation sub-model in the target sail force model according to the target propulsion force coefficient, the preset area of the sail, and the anemometer wind speed in the sailing time period.

[0109] The rotation speed ratio is a preset value, and the rotation speed ratio has a corresponding lift coefficient and a drag coefficient. Therefore, when calculating the target propulsion force coefficient, the server can first determine the lift coefficient and the drag coefficient corresponding to the preset rotation speed ratio as the target lift coefficient and the target drag coefficient, and then calculate the target propulsion force coefficient of the sail in the sailing time period by using the formula (1) according to the target lift coefficient, the target drag coefficient, and the first angle by using the target propulsion force coefficient calculation sub-model. The preset area is the projected area of the sail, and the area is a preset value. When calculating the sailing thrust, the server can calculate the sailing thrust of the sail corresponding to the sailing time period by using the formula (3) according to the target propulsion force coefficient, the preset area of the sail, and the anemometer wind speed in the sailing time period by using the target thrust calculation sub-model, where A is the preset area of the sail.

[0110] In addition, in order to ensure the safe operation of the rotor sail, when the wind speed (i.e., the anemometer wind speed) is outside the design range, the safe control can be performed by reducing the rotating speed, stopping the operation, or folding down, etc. After stopping the operation, the force is calculated according to the conventional wind resistance calculation method, and after folding down, the force is generally ignored. Therefore, the anemometer wind speed in the above calculation of the sailing thrust of the sail is within the design range. When the anemometer wind speed is outside the design range, if the control strategy is to reduce the rotating speed, the calculation method of the sailing thrust is consistent with the calculation method when the anemometer wind speed is within the design range. If the control strategy is to stop the operation, the sailing thrust is calculated according to the conventional wind resistance calculation method. If the control strategy is to fold down, the sailing thrust of the sail is directly 0.

[0111] In some embodiments of the present specification, the type of the sail can also be a third type, which can be a multi-section folding wing sail. The control strategy of the sail of this type is to achieve the best propulsion effect by controlling the auxiliary sail rotating angle and the main sail attack angle (or angle of attack). And when the wind speed is outside the design range, the safe control can be performed by folding down the sail. After folding down, the wind area is small, and the force can be ignored, or the force can be calculated according to the conventional wind resistance calculation method. Based on this, in the above S2, the sailing thrust of the sail corresponding to each sailing time period on the target route is obtained by using the target sail force model to perform the time history simulation according to the sailing state monitoring data. When the type of the sail is the third type, the server can determine the anemometer wind speed in each sailing time period on the target route according to the sailing state monitoring data. The target sail force model is used to perform the time history simulation, so that when the anemometer wind speed in the sailing time period is within the pre-set design range, the target propulsion coefficient of the sail in the sailing time period is determined according to the first angle corresponding to the wind direction angle in the sailing time period by using the target propulsion coefficient calculation sub-model in the target sail force model. The sailing thrust of the sail corresponding to the sailing time period is determined by using the target thrust calculation sub-model in the target sail force model according to the anemometer wind speed, the running state of the sail, and the target propulsion coefficient.

[0112] In the calculation of the target propulsion coefficient, the target lift coefficient and the target resistance coefficient of the sail when the wind direction angle is the first angle in the sailing time period are determined by using the target propulsion coefficient calculation sub-model in the target sail force model, and the target propulsion coefficient of the sail in the sailing time period is determined according to the target lift coefficient, the target resistance coefficient, and the first angle by using the above formula (1). In the calculation of the sailing thrust, the sailing thrust of the sail corresponding to the sailing time period is calculated by using the above formula (3) according to the target propulsion coefficient, the running state of the sail, and the anemometer wind speed in the sailing time period by using the target thrust calculation sub-model. At this time, the running state of the sail only includes the hoisting state and the lowering state.

[0113] In addition, when the anemometer wind speed of the sailing time period is outside the pre-set design range, it can be directly determined that the sailing assistance thrust of the sail in the sailing time period is 0.

[0114] In some embodiments of the present specification, the target sail force model described above is pre-constructed. When the type of the sail is the first type, the process of pre-constructing the first propulsion force coefficient calculation sub-model can be as shown in Figure 6 Figure 6 is a schematic diagram of a process of constructing a first propulsion force coefficient calculation sub-model provided in the present specification. The server can obtain the lift coefficient and the drag coefficient corresponding to each second angle of the pre-set attack angle, i.e. Figure 6 from the CFD data. For each first angle of the wind direction angle, according to the lift coefficient and the drag coefficient corresponding to each second angle, the respective propulsion force coefficients corresponding to the first angle are calculated, i.e. Figure 6 “Calculate propulsion force coefficients” in. The largest propulsion force coefficient in the respective propulsion force coefficients is taken as the optimal propulsion force coefficient (i.e. the target propulsion force coefficient) corresponding to the first angle, and the lift coefficient and the drag coefficient corresponding to the largest propulsion force coefficient are taken as the optimal lift coefficient (i.e. the target lift coefficient) and the optimal drag coefficient (i.e. the target drag coefficient) corresponding to the first angle, i.e. Figure 6 “Determine target propulsion force coefficient, target lift coefficient, target drag coefficient” in . According to the target propulsion force coefficient, the target lift coefficient, and the target drag coefficient corresponding to each first angle, the first propulsion force coefficient calculation sub-model is constructed, i.e. Figure 6 “Construct model” in .

[0115] The lift coefficient and the drag coefficient corresponding to each second angle of the above attack angle can be obtained from CFD data, which is data generated by a computational fluid dynamics (CFD) simulation, and the CFD data provides the lift coefficient and the drag coefficient corresponding to the attack angle at different second angles. When calculating the propulsive force coefficient corresponding to the first angle according to the lift coefficient and the drag coefficient corresponding to each second angle, the server can calculate the propulsive force coefficient corresponding to the first angle according to the lift coefficient and the drag coefficient corresponding to each second angle. Since the first propulsive force coefficient calculation sub-model is constructed at this time, the anemometer wind speed is in the design range by default, and the above formula (1) can be used to calculate the propulsive force coefficient corresponding to the first angle. After obtaining the propulsive force coefficients corresponding to the first angle, the maximum propulsive force coefficient is taken as the optimal propulsive force coefficient corresponding to the first angle, and the maximum propulsive force coefficient is calculated based on the lift coefficient and the drag coefficient corresponding to the first angle and a second angle, so the lift coefficient and the drag coefficient corresponding to the second angle (i.e., the optimal second angle) are the optimal lift coefficient and the optimal drag coefficient of the first angle. The above-mentioned first propulsive force coefficient calculation sub-model includes the target propulsive force coefficient, the target lift coefficient, and the target drag coefficient corresponding to each first angle.

[0116] The above-mentioned process of pre-constructing the second propulsive force coefficient calculation sub-model is as shown in Figure 7 Figure 7 is a schematic diagram of a process of pre-constructing a second propulsive force coefficient calculation sub-model provided in the specification. For each first angle, the server can determine a second angle according to the first angle and a pre-set third angle, determine the propulsive force coefficient (i.e., the target propulsive force coefficient) corresponding to the first angle according to the lift coefficient (i.e., the target lift coefficient) and the drag coefficient (i.e., the target drag coefficient) corresponding to the determined second angle and the first angle, that is, the “determine the lift coefficient and the drag coefficient” in Figure 7 . According to the propulsive force coefficient, the lift coefficient, and the drag coefficient corresponding to each first angle, the second propulsive force coefficient calculation sub-model is constructed, that is, the “construct the model” in Figure 7 .

[0117] ​The third angle is a preset angle corresponding to a swing angle. When determining the second angle according to the first angle and the preset third angle, the server can determine the second angle according to the first angle and the preset third angle by using a preset conversion algorithm. Since the second propulsion force coefficient calculation sub-model is constructed at this time, it is assumed that the anemometer wind speed is outside the design range, and when calculating the propulsion force coefficient corresponding to the first angle, the above formula (2) can be used for calculation. The constructed second propulsion force coefficient calculation sub-model also includes the target propulsion force coefficient, the target lift coefficient and the target drag coefficient corresponding to each first angle.

[0118] The target propulsion force calculation sub-model includes the navigation thrust under the combination of each operating state, the anemometer wind speed and the target propulsion force coefficient, that is, the server can combine all operating states, all anemometer wind speeds and all target propulsion force coefficients to obtain each first combination, and then calculate the navigation thrust based on each first combination by using the above formula (3). Each first combination includes three data of operating state, anemometer wind speed and target propulsion force coefficient, and there is different data between any two first combinations, and the different data is at least one of the three data of operating state, anemometer wind speed and target propulsion force coefficient.

[0119] In some embodiments of the present specification, when the type of the sail is the second type, since the rotation speed ratio is preset and the rotation speed ratio has corresponding lift coefficient and drag coefficient, the target propulsion force coefficient calculation sub-model in the target sail force model can include the target propulsion force coefficient corresponding to each first angle of the wind direction angle, that is, the target propulsion force coefficient calculation sub-model can be composed of the target propulsion force coefficient corresponding to each first angle of the wind direction angle, and the server can directly determine the corresponding target propulsion force coefficient according to the first angle through the target propulsion force coefficient calculation sub-model. Moreover, since the area of the sail is preset and each first angle has a corresponding target propulsion force coefficient, the target thrust calculation sub-model can include the navigation thrust under the combination of each anemometer wind speed and target propulsion force coefficient, that is, the server can combine all anemometer wind speeds and all target propulsion force coefficients to obtain each second combination, and then calculate the navigation thrust based on each second combination by using the above formula (3). Each second combination includes two data of anemometer wind speed and target propulsion force coefficient, and there is different data between any two second combinations, and the different data is at least one of the anemometer wind speed and the target propulsion force coefficient.

[0120] In some embodiments of the present disclosure, when the type of the sail is the third type, the server can first obtain the preset lift coefficient and drag coefficient corresponding to each combination of the auxiliary sail rotation angle and the main sail attack angle when constructing the target propulsion force coefficient calculation sub-model. For each first angle of the wind direction angle, according to the lift coefficient and the drag coefficient corresponding to each combination of the first angle, the auxiliary sail rotation angle and the main sail attack angle, the above formula (1) is used to calculate the propulsion force coefficients corresponding to the first angle, and the maximum propulsion force coefficient among the propulsion force coefficients is taken as the target propulsion force coefficient corresponding to the first angle, and the lift coefficient and the drag coefficient corresponding to the target propulsion force coefficient are taken as the target lift coefficient and the target drag coefficient, respectively. According to the target propulsion force coefficient, the target lift coefficient and the target drag coefficient corresponding to each first angle, the target propulsion force coefficient calculation sub-model is constructed.

[0121] The target propulsion force calculation sub-model described above includes the navigation aid force under the combination of each operating state, the anemometer wind speed and the target propulsion force coefficient, that is, the server can combine all operating states, all anemometer wind speeds and all target propulsion force coefficients to obtain each third combination, and then calculate the navigation aid force based on each third combination by using the above formula (3). Each third combination includes three data of operating state, anemometer wind speed and target propulsion force coefficient, and there is different data between any two third combinations, and the different data is at least one of the three data of operating state, anemometer wind speed and target propulsion force coefficient. Moreover, the operating state described above only includes the sail-up state and the sail-down state.

[0122] In some embodiments of the present disclosure, the wind direction angle, the attack angle and the yaw angle are all angles in the ship coordinate system, and the ship coordinate system is defined as shown in Figure 8 . Figure 8 FIG. 1 is a schematic diagram of a ship coordinate system provided in the present disclosure, in which a rectangular coordinate system is established with the center of the ship as the origin, and the direction in which the stern points to the bow is defined as the positive direction of the x-axis, and the direction in which the centerline of the ship points to the port side is defined as the positive direction of the y-axis. Figure 9 . Figure 9 FIG. 2 is a schematic diagram of a wind direction angle provided in the present disclosure, in which the angle between the bow direction (i.e., the direction in which the stern points to the bow) and the anemometer wind direction is defined as the wind direction angle, the first angle of the wind direction angle increases in the clockwise direction, and the angle range of θ is [0, 360]. Figure 10 . Figure 10A schematic diagram of an angle of attack is provided in the present specification. The angle of attack a is defined as the angle between the sail chord and the anemometer wind direction. The angle of attack is defined as 0° when the x-axis positive direction is the incoming wind direction, i.e. a = 0° represents the x-axis positive direction, the incoming wind direction is unchanged, the positive angle of attack is clockwise, and the negative angle of attack is counterclockwise. The sail is rotated 90° clockwise, i.e. a = 90°, and the sail is rotated 90° counterclockwise, i.e. a = -90°. The definition of the yaw angle is shown in Figure 11 Figure 11 A schematic diagram of a yaw angle is provided in the present specification, Figure 11 The yaw angle b of the sail shown in the present specification is 0°, i.e. the sail chord is perpendicular to the ship heading, and the yaw angle of the sail is 0°. The ship heading is unchanged, the negative yaw angle is clockwise, and the positive yaw angle is counterclockwise.

[0123] It should be noted that the above specific embodiments can enable those skilled in the art to more fully understand the present invention, but in no way limit the present invention. Therefore, although the present invention has been described in detail with reference to the drawings and examples, those skilled in the art should understand that modifications or equivalent replacements can still be made to the present invention, and in any case, all technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered in the protection scope of the present invention patent.​

Claims

1. A method for evaluating the energy-saving efficiency of a sail-assisted ship based on time-history simulation, characterized in that, The method comprises: S1: reading data: based on the actual sailing state monitoring data of the target ship, a single ship historical sailing database and a real ship voyage oil consumption record database are constructed, and the sailing state monitoring data of the target ship on the target route is read; S2: calculating the wind sail navigation thrust: according to the type of the wind sail on the target ship, a target wind sail force model matched with the type is determined from a wind sail force model constructed in advance based on a wind sail control strategy, and a time history simulation is performed on the target wind sail force model according to the sailing state monitoring data, so as to obtain the navigation thrust of the wind sail corresponding to each sailing time period on the target route; S3: evaluating the energy-saving efficiency of the wind sail: according to the sailing speed and the navigation thrust of the target ship in each sailing time period, the main engine energy consumption saved by the wind sail is calculated, the oil saving ratio of the wind sail is calculated according to the saved main engine energy consumption, the main engine speed in the sailing state monitoring data, the unit operating fuel consumption rate and the actual oil consumption of the target ship, and the energy-saving efficiency of the wind sail on the target ship is evaluated according to the oil saving ratio.

2. The method according to claim 1, wherein, The S1 specifically comprises: According to the ship identification of the target ship and the route identification of the target route, the voyage information matched with the ship identification of the target ship and the route identification of the target route is determined from each voyage information in the real ship voyage oil consumption record database as first data; According to the collection time of the first data, the single ship sailing information matched with the first data is extracted from the single ship historical sailing database as second data; The first data and the second data are processed, and the processed first data and second data are taken as the sailing state monitoring data; wherein the data in the single ship historical sailing database and the real ship voyage oil consumption record database are measured by an anemograph in actual ship sailing in history.

3. The method according to claim 1, wherein, In the S2, the target wind sail force model is used to perform time history simulation according to the sailing state monitoring data, so as to obtain the navigation thrust of the wind sail corresponding to each sailing time period on the target route, which specifically comprises: According to the sailing state monitoring data, the first angle corresponding to the wind direction angle in each sailing time period on the target route is determined; The target wind sail force model is used to perform time history simulation, so as to determine the target propulsion coefficient of the wind sail in the sailing time period according to the first angle through a target propulsion coefficient calculation sub-model in the target wind sail force model; The navigation thrust of the wind sail in the sailing time period is determined according to the target propulsion coefficient and the anemograph wind speed in the sailing time period through a target thrust calculation sub-model in the target wind sail force model.

4. The method according to claim 1, wherein, When the type of the wind sail is the first type, the target wind sail force model comprises a first propulsion coefficient calculation sub-model, a second propulsion coefficient calculation sub-model and a target thrust calculation sub-model; In the S2, the target wind sail force model is used to perform time history simulation according to the sailing state monitoring data, so as to obtain the navigation thrust of the wind sail corresponding to each sailing time period on the target route, which specifically comprises: According to the navigation state monitoring data, for each navigation time period on the target route, a wind speed of the wind speed instrument in the navigation time period is determined; The target wind sail force model is used for time history simulation, so that when the wind speed of the wind speed instrument in the navigation time period is within a pre-set design range, the first propelling force coefficient calculation sub-model is taken as a target propelling force coefficient calculation sub-model; when the wind speed of the wind speed instrument in the navigation time period is outside the design range, the second propelling force coefficient calculation sub-model is taken as a target propelling force coefficient calculation sub-model; According to the first angle corresponding to the wind direction angle in the navigation time period, the target propelling force coefficient calculation sub-model is used to determine the target propelling force coefficient of the wind sail in the navigation time period; According to the wind speed of the wind speed instrument, the running state of the wind sail and the target propelling force coefficient, the target thrust calculation sub-model is used to determine the navigation assisting thrust of the wind sail corresponding to the navigation time period.

5. The method according to claim 1, wherein, The S2 uses the target wind sail force model to perform time history simulation according to the navigation state monitoring data, to obtain the navigation assisting thrust of the wind sail corresponding to each navigation time period on the target route, and the navigation assisting thrust of the wind sail corresponding to each navigation time period on the target route is specifically obtained as follows: When the type of the wind sail is the second type, according to the navigation state monitoring data, for each navigation time period on the target route, a first angle corresponding to a wind direction angle in the navigation time period is determined; The target wind sail force model is used for time history simulation, so that according to the first angle and a pre-set speed ratio, the target propelling force coefficient calculation sub-model in the target wind sail force model is used to determine the target propelling force coefficient of the wind sail in the navigation time period; According to the target propelling force coefficient, the pre-set area of the wind sail and the wind speed of the wind speed instrument in the navigation time period, the target thrust calculation sub-model in the target wind sail force model is used to determine the navigation assisting thrust of the wind sail corresponding to the navigation time period.

6. The method according to claim 1, wherein, The S2 uses the target wind sail force model to perform time history simulation according to the navigation state monitoring data, to obtain the navigation assisting thrust of the wind sail corresponding to each navigation time period on the target route, and the navigation assisting thrust of the wind sail corresponding to each navigation time period on the target route is specifically obtained as follows: When the type of the wind sail is the third type, according to the navigation state monitoring data, for each navigation time period on the target route, a wind speed of the wind speed instrument in the navigation time period is determined; The target wind sail force model is used for time history simulation, so that when the wind speed of the wind speed instrument in the navigation time period is within a pre-set design range, the target propelling force coefficient calculation sub-model in the target wind sail force model is used to determine the target propelling force coefficient of the wind sail in the navigation time period according to a first angle corresponding to a wind direction angle in the navigation time period; According to the wind speed of the wind speed instrument, the running state of the wind sail and the target propelling force coefficient, the target thrust calculation sub-model in the target wind sail force model is used to determine the navigation assisting thrust of the wind sail corresponding to the navigation time period.

7. The method according to claim 4, wherein the method is characterized by, The S2 uses the target wind sail force model to perform time history simulation according to the navigation state monitoring data, to obtain the navigation assisting thrust of the wind sail corresponding to each navigation time period on the target route, and the navigation assisting thrust of the wind sail corresponding to each navigation time period on the target route is specifically obtained as follows: According to the wind speed of the anemometer, a running state of the sail is determined; According to the running state of the sail, a corresponding height and width of the sail are determined; According to the wind speed of the anemometer, the height, the width and the target thrust coefficient, the sailing time period corresponding sailing thrust of the sail is determined through the target thrust calculation sub-model.

8. The method according to claim 1, wherein, The S3 includes the following steps: The propelling efficiency of the propelling system of the sail is determined; For each sailing time period, the sailing time corresponding to the sailing time period is determined, and the sailing speed of the target ship in the sailing time period is determined from the sailing state monitoring data, and is taken as a first sailing speed; According to the sailing time, the propelling efficiency, the first sailing speed and the sailing thrust of the sail in the sailing time period, the first main engine energy consumption saved by the sail in the sailing time period is calculated; According to the saved first main engine energy consumption corresponding to each sailing time period, the main engine energy consumption saved by the sail is determined.

9. The method according to claim 8, wherein, The S3 includes the following steps: For each sailing time period, the main engine rotating speed of the target ship in the sailing time period is determined from the sailing state monitoring data, and is taken as a first main engine rotating speed; According to the main engine experiment report of the target ship, the unit operating fuel consumption rate corresponding to the first main engine rotating speed is determined; According to the saved first main engine energy consumption corresponding to the sailing time period and the unit operating fuel consumption rate, the oil saving amount of the sail in the sailing time period is determined; According to the oil saving amount corresponding to each sailing time period, the total oil saving amount of the sail is determined; According to the total oil saving amount and the actual oil consumption of the target ship, the oil saving rate of the sail is calculated.

10. The method of claim 9, wherein the method is based on a simulation of a form of a sailing vessel. The S3 includes the following steps: The first oil consumption amount corresponding to the actual heavy fuel oil in the actual oil consumption of the target ship and the second oil consumption amount corresponding to the actual light fuel oil are determined; According to the oil consumption price of the heavy fuel oil and the first oil consumption amount, the first oil consumption cost is calculated, and according to the oil consumption price of the light fuel oil and the second oil consumption amount, the second oil consumption cost is calculated; According to the first oil consumption cost and the second oil consumption cost, the actual total oil consumption cost of the target ship is calculated, and the oil consumption unit price is determined according to the actual total oil consumption amount in the actual oil consumption and the actual total oil consumption cost; According to the total oil saving amount and the oil consumption unit price, the total oil consumption benefit saved by the sail is calculated, and the energy saving efficiency of the sail on the target ship is evaluated according to the total oil consumption benefit and the oil saving rate.

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