A method, device and processor for matching optimal energy consumption of a ship propeller based on a fixed route

Abstract

The application relates to the technical field of new energy ships, and particularly discloses a method and device for matching an optimal energy consumption ship machine propeller based on a fixed route and a processor, which comprises the following steps: acquiring historical working condition data of a propeller on a target route, generating corresponding characteristic working condition curves based on the historical working condition data; determining a planing curve of the propeller based on the historical working condition data; acquiring a ship type, calculating a wake fraction and a thrust deduction fraction of the propeller according to the ship type; combining the characteristic working condition curves, the wake fraction and the thrust deduction fraction to determine the total energy consumption of the propeller when the propeller runs on the target route; acquiring the total energy consumption of different propellers on the target route, and screening out a propeller corresponding to the minimum energy consumption as an optimal matching propeller. Through deep correlation of route historical working conditions, ship type characteristics and propeller performance, the problem of high energy consumption caused by the fact that the prior art does not combine the actual working conditions of a fixed route, ship type differences and global optimization of multiple propellers is solved, and the energy consumption of a ship on a fixed route is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy ships, in particular to a method and device for matching optimal energy consumption of ship machinery and propeller based on fixed routes and a processor. BACKGROUND

[0002] With the improvement of the International Maritime Organization's emission reduction requirements for the shipping industry and the promotion of China's "double carbon" target, new energy ships, especially pure electric ships, have attracted much attention due to their zero emission and low noise advantages. Statistics show that the shipping industry accounts for 2.89% of global greenhouse gas emissions, and this proportion is still growing. Under this background, developing green, low-carbon and sustainable water transportation has become the industry consensus.

[0003] However, pure electric ships have the significant defect of limited cruising range. The existing technology improves the cruising range by optimizing the ship structure to reduce the resistance of the ship, using composite materials to reduce the weight of the ship, etc. However, these solutions do not solve the problem from the core level of ship power system matching. Specifically, the existing technology rarely proposes energy consumption optimization solutions from the perspective of "ship machinery and propeller matching" for specific use scenarios such as fixed routes, resulting in the inability of the ship power system (electric motor, propeller) to achieve optimal adaptation to the route working condition in actual navigation, thereby causing energy waste and further limiting the cruising range of pure electric ships. Therefore, how to achieve optimal matching of ship machinery and propeller based on the characteristics of fixed routes to reduce energy consumption and improve cruising range has become a technical problem to be solved in the field of new energy ships. SUMMARY

[0004] In order to overcome the above technical problems existing in the prior art, the embodiments of the present application provide a method, device and processor for matching optimal energy consumption of ship machinery and propeller based on fixed routes, which generates a characteristic working condition curve by obtaining historical working condition data of the target route, determines the propeller wake curve in combination with the data, calculates the total energy consumption of each propeller according to the ship type and the wake fraction and thrust deduction fraction, and selects the propeller with the minimum energy consumption. This method realizes the reduction of energy consumption of fixed routes, the improvement of the cruising range of ships and the selection of propellers with the highest energy utilization rate in the target route.

[0005] To achieve the above object, the embodiment of the present application provides a method for matching optimal energy consumption propeller based on fixed route, which comprises: obtaining historical working condition data of a propeller on a target route, and generating corresponding characteristic working condition curve based on the historical working condition data; determining a wetted curve of the propeller based on the historical working condition data; obtaining a ship type of a ship, and determining a wake fraction and a thrust deduction fraction of the propeller based on the ship type; determining total energy consumption of the propeller running on the target route based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction; obtaining different total energy consumptions of different propellers running on the target route, determining minimum energy consumption in the different total energy consumptions, and determining a propeller corresponding to the minimum energy consumption as an optimal matching propeller.

[0006] Preferably, the historical working condition data comprises multiple voyage data, the historical working condition data of the propeller on the target route is obtained, and the corresponding characteristic working condition curve is generated based on the historical working condition data, which comprises: pre-processing each voyage data to obtain multiple pre-processed voyage data; performing fusion processing on the multiple pre-processed voyage data to generate initial working condition data; and performing curve fitting on the initial working condition data to generate the corresponding characteristic working condition curve.

[0007] Preferably, the total energy consumption of the propeller running on the target route is determined based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction, which comprises: discretizing the characteristic working condition curve at a preset time interval to obtain multiple speeds; determining total resistance of the ship corresponding to each speed based on a ship resistance curve; determining effective thrust of the propeller based on the total resistance of the ship and the thrust deduction fraction; determining multiple advance speeds of the propeller based on the multiple speeds and the wake fraction; determining an advance speed coefficient corresponding to each advance speed based on propeller parameters; determining multiple resistance coefficients corresponding to each resistance coefficient based on the advance speed coefficient, the wetted curve and the thrust deduction fraction; and determining total energy consumption corresponding to each resistance coefficient.

[0008] Preferably, the total energy consumption corresponding to each resistance coefficient is determined, which comprises: determining corresponding resistance based on the resistance coefficient; determining received horsepower of the propeller based on the resistance; determining power output of a main engine based on the received horsepower; and determining total energy consumption of the propeller based on the power output of the main engine.

[0009] Preferably, the resistance is represented as: Q=Kρn 2 D 5 , wherein K represents a resistance coefficient corresponding to different speeds, ρ represents density of water, n represents current rotating speed of the propeller, and D represents propeller diameter of the current propeller; the received horsepower is represented as: P D =2πnQ / 75, and the power output of the main engine is represented as: PS = P D / η R η S wherein η R is characterized as a relative rotation efficiency, and η S is characterized as a transmission efficiency.

[0010] Correspondingly, the embodiment of the present application provides a device for matching optimal energy consumption ship machine propeller based on fixed route, the device comprises: a first curve generation unit, used for obtaining historical working condition data of a propeller on a target route, and generating a corresponding characteristic working condition curve based on the historical working condition data; a second curve generation unit, used for determining a wetted curve of the propeller based on the historical working condition data; a calculation unit, used for obtaining a ship type of a ship, and determining a wake fraction and a thrust deduction fraction of the propeller based on the ship type; a total energy consumption determination unit, used for determining total energy consumption of the propeller running on the target route based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction; and an optimal ship propeller determination unit, used for obtaining different total energy consumptions of different propellers running on the target route, determining minimum energy consumption in the different total energy consumptions, and determining a propeller corresponding to the minimum energy consumption as an optimal matching propeller.

[0011] Preferably, the historical working condition data comprises multiple voyage data, and the first curve generation unit is specifically used for: preprocessing each voyage data to obtain multiple preprocessed voyage data; performing fusion processing on the multiple preprocessed voyage data to generate initial working condition data; and performing curve fitting on the initial working condition data to generate a corresponding characteristic working condition curve.

[0012] Preferably, the total energy consumption determination unit is specifically used for: performing discretization processing on the characteristic working condition curve according to a preset time interval to obtain multiple speeds; determining multiple advance speeds of the propeller based on the multiple speeds and the wake fraction; determining an advance speed coefficient corresponding to each advance speed based on propeller parameters; determining multiple resistance coefficients corresponding to each resistance coefficient based on the advance speed coefficient, the wetted curve and the thrust deduction fraction; and determining total energy consumption corresponding to each resistance coefficient.

[0013] Preferably, the determination of the total energy consumption corresponding to each resistance coefficient comprises: determining a corresponding resistance based on the resistance coefficient; determining received horsepower of the propeller based on the resistance; determining power output by a main engine based on the received horsepower; and determining total energy consumption of the propeller based on the power output by the main engine.

[0014] Correspondingly, the embodiment of the present application also provides a processor for running a program, wherein the program is used for executing the method of the embodiment of the present application when the program is run.

[0015] The present invention has at least the following technical effects through the technical solution provided by the present invention:

[0016] By generating characteristic curves based on historical operating data of the target route, the matching scheme accurately matches the actual speed changes of the route (such as acceleration at start-up, constant speed during cruising, and deceleration at port), avoiding energy consumption redundancy caused by "universal matching." Secondly, the flow curve is correlated with the historical operating data of the route to ensure that the curve reflects the propeller's performance in the actual water flow environment of the route, reducing the deviation between individual tests and actual applications and improving the accuracy of subsequent energy consumption calculations. Furthermore, specific wake fractions and thrust deduction fractions are calculated according to the ship type (single propeller / twin propeller merchant ship) to avoid errors caused by uniform parameters. Finally, the optimal scheme is determined by comparing the total energy consumption of different propellers to ensure that the selected propeller has the highest energy utilization rate in the target route.

[0017] Other features and advantages of the embodiments of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate embodiments of the present invention and form part of the specification. They are used together with the following detailed description to explain the embodiments of the present invention, but do not constitute a limitation thereof. In the drawings:

[0019] Figure 1 This is a schematic flowchart of a method for matching the optimal energy consumption of ship propellers and engines based on a fixed route, provided by an embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram of a device structure for matching the optimal energy consumption of ship propellers based on a fixed route, according to an embodiment of the present invention. Detailed Implementation

[0021] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of the present invention.

[0022] The terms "system" and "network" in the embodiments of the present application can be used interchangeably. "Multiple" means two or more, and therefore, "multiple" can also be understood as "at least two" in the embodiments of the present application. "And / or", which describes the association relationship of associated objects, means that there can be three relationships, for example, A and / or B can represent the following three cases: A exists alone, A and B exist together, and B exists alone. In addition, the character " / ", if not specially stated, generally represents that the associated objects before and after it are in an "or" relationship. In addition, it should be understood that in the description of the embodiments of the present application, "first", "second", and the like are used only for the purpose of distinguishing the description, and cannot be understood as indicating or implying relative importance, nor can it be understood as indicating or implying order.

[0023] The existing ship-engine-propeller matching has the following defects: 1. The characteristics are not extracted based on the historical working condition data of the fixed route, and only the general speed design matching scheme is relied on, resulting in that the matching result is out of touch with the actual sailing state of the route; 2. The propeller water running curve is obtained through pool test alone, and is not associated and verified in combination with the historical working condition data of the route, and the adaptability of the curve to the actual sailing scene is insufficient; 3. The wake fraction and thrust deduction fraction are not calculated according to the differences of ship types, the unified empirical value is used, resulting in large energy consumption calculation error, and the global optimization is not realized through multi-propeller energy consumption comparison, and the optimal matching propeller cannot be determined.

[0024] Please refer to Figure 1 The embodiments of the present application provide a method for matching optimal energy consumption ship-engine-propeller based on a fixed route, which comprises: obtaining historical working condition data of a propeller on a target route, generating corresponding characteristic working condition curves based on the historical working condition data; determining the water running curve of the propeller based on the historical working condition data; obtaining the ship type of a ship, determining the wake fraction and thrust deduction fraction of the propeller based on the ship type; determining the total energy consumption of the propeller running on the target route based on the characteristic working condition curves, the wake fraction and the thrust deduction fraction; obtaining different total energy consumptions of different propellers running on the target route, determining the minimum energy consumption in the different total energy consumptions, and determining the propeller corresponding to the minimum energy consumption as the optimal matching propeller.

[0025] In a possible embodiment, ship navigation data of a target route (such as from A port to B port) is collected for consecutive months (at least one month), including historical working condition data recorded at each unit time (such as 5 minutes) such as real-time speed, navigation time, water flow speed, and the like, the historical working condition data is preprocessed, the preprocessing includes removing abnormal values of the speed (such as sudden change of the speed to 0, exceeding the set speed of the ship), removing random noise through sliding average filtering, and then using a cubic spline fitting algorithm to fit the speed-time curve after processing, to generate a characteristic working condition curve covering a typical navigation stage of the route; the rotational speed, thrust, torque and the like of the propeller at different speeds are extracted from the historical working condition data (which can be obtained through a pool experiment), and after the data is corrected by combining the propeller performance conversion method (such as similarity theory conversion) of the ship industry standard, a planing curve with the advance coefficient J as the abscissa and the resistance coefficient K and the thrust coefficient K T as the ordinate is drawn, to ensure that the planing curve can reflect the performance of the propeller in the actual water flow environment of the target route; the ship type data of the ship is obtained, the design parameters include ship length, ship width, displacement, ship type coefficient and the like, and the wake fraction w of the single propeller standard type merchant ship / based on the Dawson formula for calculating the double propeller standard type merchant ship is calculated according to the ship type data, and the wake fraction w of the single propeller standard type merchant ship is calculated based on the Schaffran formula. The calculation formula is: The calculation formula of the wake fraction w of the double propeller standard type merchant ship is: ; The square coefficient is 0.6-0.85; the thrust deduction fraction t of the single propeller standard type merchant ship / double propeller standard type merchant ship is calculated based on the Hankel formula; the calculation formula of the thrust deduction fraction t of the single propeller standard type merchant ship is: The calculation formula of the thrust deduction fraction t of the double propeller standard type merchant ship is: ; The diamond coefficient is 0.54-0.84; based on the speed variation law of the characteristic working condition curve, combined with the wake fraction, the thrust deduction fraction and the planing curve, the energy consumption of the propeller at each stage of the target route is calculated once, and finally the total energy consumption of the propeller at the target route is accumulated; finally, the above steps are repeated, the total energy consumption of different propellers of multiple adapted ship types at the target route is calculated, and then the total energy consumption of different propellers at the target route is compared, and the propeller corresponding to the minimum energy consumption is selected as the optimal matching propeller.

[0026] Where the wake fraction w reflects the influence of the ship on the water flow, the greater the value, the stronger the ship's resistance to water flow. The size of the wake fraction w mainly depends on the ship's lines, propeller position and ship speed and other factors. Generally speaking, the larger the ship, the greater the wake fraction w; the closer the propeller to the ship, the greater the wake fraction w; the higher the ship speed, the smaller the wake fraction w. Accurate calculation of the wake fraction w is crucial to determine the actual speed of the propeller. The thrust deduction fraction t reflects the influence of the ship on the propeller thrust, the greater the value, the stronger the ship's reduction of the thrust. The main reason for the thrust deduction fraction t is the pressure change and vortex flow on the surface of the ship. The thrust deduction fraction t is closely related to the wake fraction w, and generally the ship with a large wake fraction w has a large thrust deduction fraction t. Accurate calculation of the thrust deduction fraction t is crucial to determine the actual thrust demand of the propeller.

[0027] By generating a characteristic curve based on the historical working condition data of the target route, the matching scheme accurately fits the actual speed variation of the route (such as the acceleration during departure, the uniform speed during cruising, and the deceleration during approaching the port), avoiding the energy consumption redundancy caused by "general matching"; secondly, the slip curve is associated with the historical working condition data of the route to ensure that the curve can reflect the performance of the propeller in the actual water flow environment of the route, reduce the deviation between the separate test and the actual application, and improve the subsequent energy consumption calculation accuracy; also, according to the ship type (single propeller / double propeller merchant ship), the exclusive wake fraction and thrust deduction fraction are calculated to avoid errors caused by uniform parameters; finally, by comparing the total energy consumption of different propellers, the optimal scheme is determined to ensure that the selected propeller has the highest energy utilization rate in the target route.

[0028] When processing the route working condition data, there are the following defects: first, the single voyage data is not preprocessed, and the use of raw data directly causes abnormal values and noise interference to subsequent calculation; second, the multiple voyage data is not fused, and only single or a few voyage data is used to generate a characteristic working condition curve, which cannot reflect the long-term average navigation state of the route, and the representativeness of the characteristic working condition curve is insufficient; third, the curve fitting method is simple (such as linear fitting), which cannot accurately capture the speed fluctuation characteristics of the route (such as speed reduction on bends and speed limit in shallow water of inland river routes), resulting in large deviation between the characteristic working condition curve and the actual curve.

[0029] In the embodiment of the present application, the historical working condition data includes multiple voyage data, the historical working condition data of the propeller in the target route is obtained, and the corresponding characteristic working condition curve is generated based on the historical working condition data, including: preprocessing each voyage data to obtain a plurality of preprocessed voyage data; performing fusion processing on the plurality of preprocessed voyage data to generate initial working condition data; and performing curve fitting on the initial working condition data to generate the corresponding characteristic working condition curve.

[0030] In one possible embodiment, single voyage data of multiple complete voyages of the target route is acquired, each data including parameters such as speed, time, water flow, wind direction, etc., each data is preprocessed, for example, first, abnormal values (such as an abnormal point of sudden speed increase in a voyage due to equipment failure) are removed by Grubbs test (significance level a = 0.05), then wavelet transform is used for denoising processing to remove high-frequency random noise (such as small speed jumps caused by sensor fluctuations), to obtain multiple sets of preprocessed voyage data; the voyage conditions of the multiple sets of preprocessed voyage data (such as 20 times in dry season and 10 times in wet season) are analyzed, and weights are assigned to the voyage data under different conditions (dry season data weight 0.6, wet season 0.4), the speed data at the same time node is weighted and averaged (for example, at the 10th minute, the average speed of 20 times of dry season data is 11.8 knots, and the average speed of 10 times of wet season data is 11.2 knots, the fused speed = 11.8 x 0.6 + 11.2 x 0.4 = 11.6 knots), to generate initial working condition data (time-speed correspondence table) covering the entire route; a cubic spline fitting algorithm is used to fit the initial working condition data, the fitting nodes are set (every 5 minutes as a node), to ensure that the fitting curve completely coincides with the initial data at the nodes, and the nodes are smoothly transitioned by a cubic polynomial, after the fitting is completed, the root mean square error (RMSE) of the fitting curve and the initial data is calculated, to ensure that the RMSE is less than or equal to 0.3 knots, if it exceeds, the fitting node density is adjusted (such as setting a node every 3 minutes), and finally a characteristic working condition curve is generated which can accurately reflect the speed change of the route.

[0031] By removing abnormal values and noise through preprocessing, the signal-to-noise ratio of single voyage data is improved, laying a precise foundation for subsequent fusion processing; secondly, multiple voyage data (such as 30 complete voyage data) are fused, weighted average (weights are determined according to the similarity of hydrological conditions during the voyage, such as setting the weight of dry season voyage data to 0.6 and the weight of wet season to 0.4) is used to generate initial working condition data, to ensure that the data can reflect the long-term average voyage state of the route, and avoid accidental deviation of single data; finally, cubic spline fitting is used instead of linear fitting, which can accurately capture the nonlinear change of speed (such as the acceleration curve at the start of the voyage and the deceleration curve at the port), the deviation of the fitting curve from the original data is controlled within the preset threshold, to ensure that the characteristic working condition curve can truly represent the speed change rule of the route.

[0032] The prior art has the following defects when calculating the total energy consumption of a propeller: 1. The characteristic working condition curve is not discretized, and the average speed is directly used to calculate the energy consumption, ignoring the influence of speed fluctuation on energy consumption; 2. The total resistance of the ship is not determined based on the ship resistance curve, and the use of an empirical resistance value leads to large resistance calculation deviation; 3. The effective thrust of the ship is not determined by correlating the total resistance of the ship with the thrust deduction fraction, and the reduction of the thrust of the ship to the propeller cannot be reflected; 4. The actual speed of the propeller is not determined in combination with the wake fraction, and the speed coefficient is directly calculated using the speed, which leads to inaccurate subsequent resistance coefficient query, and finally affects the calculation accuracy of the total energy consumption.

[0033] In the embodiment of the application, the total energy consumption of the propeller running on the target route is determined based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction, comprising: discretizing the characteristic working condition curve according to a preset time interval to obtain a plurality of speeds; determining the total resistance of the ship corresponding to each speed based on the ship resistance curve; determining the effective thrust of the propeller based on the total resistance of the ship and the thrust deduction fraction; determining a plurality of speeds of the propeller based on a plurality of speeds and the wake fraction; determining the speed coefficient corresponding to each speed based on the propeller parameters; determining a plurality of resistance coefficients corresponding to each speed based on the speed coefficient, the wetted curve and the thrust deduction fraction; and determining the total energy consumption corresponding to each resistance coefficient.

[0034] In a possible embodiment, the generated characteristic working condition curve is discretized at preset time intervals (1 minute) to obtain a plurality of speed points (for example, 100 minutes for the entire route, discretized into 100 speed points, 1.2 knots at the first minute, 10 knots at the tenth minute, 12 knots at the twentieth minute, etc.), and each speed point corresponds to a duration of 1 minute; a hull resistance curve of the target ship type is obtained (the curve takes speed as the horizontal coordinate and total resistance as the vertical coordinate, and is measured by a ship model tank test), and the total resistance corresponding to each discrete speed point is obtained by querying the curve (for example, when the speed is 12 knots, the total resistance obtained by querying the curve is 85 kN; when the speed is 10 knots, the total resistance is 68 kN); the effective thrust is calculated according to the formula Te=R / (1-t) (Te is the effective thrust, R is the total resistance of the ship, and t is the thrust deduction fraction), for example, when the total resistance R=85 kN and the thrust deduction fraction t=0.22, the effective thrust Te=85 / (1-0.22)≈108.97 kN; the advance speed is calculated according to the formula VA=V×(1-w) (VA is the advance speed, V is the discrete speed, and w is the wake fraction), for example, when V=12 knots (converted to 6.17 m / s) and w=0.41, the advance speed VA=6.17×(1-0.41)≈3.64 m / s; the propeller parameters are obtained (for example, the diameter D=2.3 m), the advance speed coefficient J is calculated according to the formula J=VA / (n×D) (J is the advance speed coefficient, n is the propeller speed, and needs to be determined from historical working condition data or the slip curve correlation, for example, n=180 r / min=3 r / s at a certain speed point), and then the advance speed coefficient J=3.64 / (3×2.3)≈0.52; on the propeller slip curve, the resistance coefficient K corresponding to the calculated advance speed coefficient J=0.52 is obtained by linear interpolation (for example, when J=0.5, K=0.042; when J=0.55, K=0.045; when J=0.52, K≈0.043 by interpolation), and the thrust is verified to match the thrust deduction fraction (to ensure that the thrust coefficient K T The calculated thrust T m (the thrust of the current propeller, the formula is T m =K Tm ρn m 2 D m 5 , where K Tm is the thrust coefficient of the current propeller, n m is the speed of the current propeller, and D m is the diameter of the current propeller) is consistent with the effective thrust Te, and if the deviation exceeds 5%, the speed n is adjusted to recalculate J); based on each resistance coefficient K, the resistance, received horsepower, and main engine output power are calculated in turn, and then the energy consumption at each speed point is calculated in combination with the duration (1 minute) of each speed point, and finally the total energy consumption is obtained by accumulating the energy consumption of all speed points.

[0035] By discretizing the characteristic working condition curve at a preset time interval, the continuous sailing speed is converted into a plurality of discrete sailing speed points, so that the energy consumption calculation can cover each sailing speed stage, and the precision is improved compared with the average sailing speed calculation; the total resistance corresponding to the sailing speed is determined based on the hull resistance curve (obtained through ship model test or CFD calculation), so as to avoid the deviation of the empirical value and improve the resistance calculation precision; the effective thrust is calculated by associating the total resistance of the ship with the thrust deduction fraction, so as to quantize the reduction of the thrust by the hull, and the deviation between the calculated thrust value and the actual demand is small; the actual forward speed is obtained by combining the wake fraction and correcting the sailing speed, and then the forward speed coefficient is calculated, so as to ensure that the forward speed coefficient can accurately match the horizontal coordinate of the propeller water flow curve, provide an accurate basis for resistance coefficient query, and further improve the total energy consumption calculation precision.

[0036] The prior art has the following defects when calculating the total energy consumption: first, the resistance coefficient is directly equated to the resistance, without calculating the actual resistance in combination with the propeller speed, diameter and water density, so that the resistance value deviates greatly from the actual value; second, the received horsepower is not calculated based on the coupling relationship between the resistance and the speed, and the simplified formula (such as power = resistance x speed) is used, so that the horsepower calculation error exceeds the threshold; third, the energy loss (relative rotation efficiency, transmission efficiency) of the transmission system is ignored, and the received horsepower is directly equated to the main engine output power, so that the main engine power evaluation value is too small to meet the actual sailing demand; fourth, the energy consumption is not accumulated according to the sailing speed points, and the total energy consumption is calculated by using "average power x total time", which ignores the influence of the sailing speed fluctuation on the energy consumption, and finally the total energy consumption calculation error exceeds the threshold.

[0037] In the embodiment of the present application, the determination of the total energy consumption corresponding to each resistance coefficient comprises: determining the corresponding resistance based on the resistance coefficient; determining the received horsepower of the propeller based on the resistance; determining the main engine output power based on the received horsepower; and determining the total energy consumption of the propeller based on the main engine output power.

[0038] In the embodiment of the present application, the resistance is represented as: Q = Kρn 2 D 5 , wherein K represents the resistance coefficient corresponding to different sailing speeds, ρ represents the density of water, n represents the current rotation speed of the propeller, and D represents the propeller diameter of the current propeller; the received horsepower is represented as: P D = 2πnQ / 75, and the main engine output power is represented as: P S =P D / η R η S , wherein η R represents the relative rotation efficiency, and η S represents the transmission efficiency.

[0039] In one possible embodiment, the determined resistance coefficient K, propeller speed n, diameter D and water density are acquired, and the actual resistance is calculated according to the resistance formula Q=Kρn 2 D 5 The received horsepower is calculated according to the received horsepower formula PD=2πnQ / 75, the relative rotation efficiency and the transmission efficiency are acquired, and the main engine output power is calculated according to the main engine output power formula PS=P D / η R η S The main engine output power is calculated, the energy consumption of each speed point is calculated according to the duration (e.g., 1 minute) of each speed point, and finally the energy consumption of all speed points is calculated and accumulated to obtain the total energy consumption of the propeller on the target route.

[0040] The actual resistance is calculated by combining the resistance coefficient, the propeller parameters (speed and diameter) and the water density, the confusion between the coefficient and the actual resistance is avoided, the calculation accuracy of the resistance is improved, the relative rotation efficiency and the transmission efficiency are introduced, the energy loss of the transmission system is quantified, the deviation between the calculated main engine output power and the actual demand is reduced, and the motor is not oversized or undersized; finally, the total energy consumption is calculated by accumulating the energy consumption of each speed point, the influence of the speed fluctuation on the energy consumption is fully considered, the calculation accuracy of the total energy consumption is improved, and a reliable basis is provided for the propeller selection.

[0041] Further, referring to Figure 2 , the embodiment of the present application also provides a device for matching an optimal energy consumption ship-machine-propeller based on a fixed route, which comprises: a first curve generation unit, configured to acquire historical working condition data of a propeller on a target route, and generate a corresponding characteristic working condition curve based on the historical working condition data; a second curve generation unit, configured to determine a wetted curve of the propeller based on the historical working condition data; a calculation unit, configured to acquire a ship type of a ship, and determine a wake fraction and a thrust deduction fraction of the propeller based on the ship type; a total energy consumption determination unit, configured to determine a total energy consumption of the propeller running on the target route based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction; and an optimal ship-propeller determination unit, configured to acquire different total energy consumptions of different propellers running on the target route, determine a minimum energy consumption in the different total energy consumptions, and determine a propeller corresponding to the minimum energy consumption as an optimal matching propeller.

[0042] In the embodiment of the present application, the historical working condition data comprises multiple voyage data, and the first curve generation unit is specifically configured to: pre-process each voyage data to obtain a plurality of pre-processed voyage data; perform fusion processing on the plurality of pre-processed voyage data to generate initial working condition data; and perform curve fitting on the initial working condition data to generate a corresponding characteristic working condition curve.

[0043] In the embodiment of the present application, the total energy consumption determination unit is specifically configured to: discretize the characteristic working condition curve according to a preset time interval to obtain a plurality of speeds; determine a plurality of advance speeds of the propeller based on the plurality of speeds and the wake fraction; determine an advance speed coefficient corresponding to each advance speed based on the propeller parameters; determine a plurality of resistance coefficients corresponding to each advance speed based on the advance speed coefficient, the wetted surface curve and the thrust deduction fraction; and determine a total energy consumption corresponding to each resistance coefficient.

[0044] In the embodiment of the present application, the determination of the total energy consumption corresponding to each resistance coefficient comprises: determining a corresponding resistance based on the resistance coefficient; determining a received horsepower of the propeller based on the resistance; determining a main engine output power based on the received horsepower; and determining the total energy consumption of the propeller based on the main engine output power.

[0045] Further, the embodiment of the present application also provides a processor, wherein the program is used to execute the method of the embodiment of the present application when the program is run.

[0046] The optional implementation manners of the embodiment of the present application are described in detail above in combination with the drawings, however, the embodiment of the present application is not limited to the specific details in the above implementation manners, and various simple modifications can be made to the technical solution of the embodiment of the present application within the technical concept range of the embodiment of the present application, and these simple modifications all belong to the protection range of the embodiment of the present application.

[0047] In addition, it should be noted that each specific technical feature described in the above specific implementation manners can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the embodiment of the present application will not further describe various possible combination manners.

[0048] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiment methods can be completed by a program instructing the related hardware, and the program is stored in a storage medium, including a plurality of instructions for causing a single-chip microcomputer, a chip or a processor to execute all or part of the steps of the method described in each embodiment of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk and various program code storage media.

[0049] In addition, any combination can be made between various different implementation manners of the embodiment of the present application, as long as it does not contradict the idea of the embodiment of the present application, and it should be considered as the disclosed content of the embodiment of the present application.

Claims

1. A method for matching optimal energy consumption ship propeller based on fixed route, characterized in that, The method comprises: acquiring historical working condition data of a propeller on a target route, and generating a corresponding characteristic working condition curve based on the historical working condition data; determining a wetted surface curve of the propeller based on the historical working condition data; acquiring a ship type of a ship, and determining a wake fraction and a thrust deduction fraction of the propeller based on the ship type; determining total energy consumption of the propeller running on the target route based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction; acquiring different total energy consumptions of different propellers running on the target route, determining minimum energy consumption in the different total energy consumptions, and determining a propeller corresponding to the minimum energy consumption as an optimal matching propeller.

2. The method of claim 1, wherein, The historical working condition data comprises multiple voyage data. The acquiring of the historical working condition data of the propeller on the target route and the generating of the corresponding characteristic working condition curve based on the historical working condition data comprise: preprocessing each voyage data to obtain multiple preprocessed voyage data; performing fusion processing on the multiple preprocessed voyage data to generate initial working condition data; performing curve fitting on the initial working condition data to generate the corresponding characteristic working condition curve.

3. The method of claim 1, wherein, The determining of the total energy consumption of the propeller running on the target route based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction comprises: performing discretization processing on the characteristic working condition curve at a preset time interval to obtain multiple speeds; determining a total resistance of the ship corresponding to each speed based on a ship resistance curve; determining an effective thrust of the propeller based on the total resistance of the ship and the thrust deduction fraction; determining multiple advance speeds of the propeller based on the multiple speeds and the wake fraction; determining an advance speed coefficient corresponding to each advance speed based on a propeller parameter; determining multiple resistance coefficients corresponding to each advance speed based on the advance speed coefficient, the wetted surface curve and the thrust deduction fraction; determining total energy consumption corresponding to each resistance coefficient.

4. The method of claim 3, wherein, The determining of the total energy consumption corresponding to each resistance coefficient comprises: determining a corresponding resistance based on the resistance coefficient; determining a received horsepower of the propeller based on the resistance; determining a power output of a main engine based on the received horsepower; determining the total energy consumption of the propeller based on the power output of the main engine.

5. The method of claim 4, wherein, The resistance is represented as: Q = Kpn 2 D 5 wherein K represents a resistance coefficient corresponding to different speeds, ρ represents a density of water, n represents a rotation speed of a current propeller, and D represents a propeller diameter of the current propeller; the received horsepower is represented as: P D = 2πnQ / 75 the power output of the main engine is represented as: P S =P D / η R η S wherein η R characterized as relative rotation efficiency, η S characterized as transmission efficiency.

6. An apparatus for matching optimal energy consumption of a ship propeller based on a fixed route, characterized by, The device comprises: a first curve generation unit configured to acquire historical working condition data of a propeller on a target route, and generate a corresponding characteristic working condition curve based on the historical working condition data; a second curve generation unit configured to determine a wetted surface curve of the propeller based on the historical working condition data; a calculation unit configured to acquire a ship type of a ship, and determine a wake fraction and a thrust deduction fraction of the propeller based on the ship type; a total energy consumption determination unit configured to determine total energy consumption of the propeller running on the target route based on the characteristic working condition curve, the wake fraction and the thrust deduction fraction; An optimal propeller determination unit is configured to obtain different total energy consumptions of different propellers running on the target route, determine a minimum energy consumption from the different total energy consumptions, and determine a propeller corresponding to the minimum energy consumption as an optimal matching propeller.

7. The apparatus of claim 6, wherein, The historical working condition data include multiple voyage data, and the first curve generation unit is specifically configured to: preprocess each voyage data to obtain multiple preprocessed voyage data; fuse the multiple preprocessed voyage data to generate initial working condition data; perform curve fitting on the initial working condition data to generate corresponding characteristic working condition curves.

8. The apparatus of claim 6, wherein, The total energy consumption determination unit is specifically configured to: discretize the characteristic working condition curves according to a preset time interval to obtain multiple speeds; determine multiple advance speeds of the propeller based on the multiple speeds and the wake fraction; determine an advance speed coefficient corresponding to each advance speed based on the propeller parameters; determine multiple resistance coefficients corresponding to each advance speed based on the advance speed coefficient, the skimming water curve, and the thrust deduction fraction; determine a total energy consumption corresponding to each resistance coefficient.

9. The apparatus of claim 8, wherein, The determination of the total energy consumption corresponding to each resistance coefficient includes: determine a resistance corresponding to the resistance coefficient; determine a received horsepower of the propeller based on the resistance; determine a main engine output power based on the received horsepower; determine a total energy consumption of the propeller based on the main engine output power.

10. A processor, comprising: The processor is coupled with a memory, and the memory stores a computer program configured to execute the method in any one of claims 1-5 when the computer program is run by the processor.

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