An oil consumption optimization method for an inland waterway vessel engine

Abstract

This invention discloses a method for optimizing fuel consumption of inland waterway vessel engines. It obtains real-time ship speed, water flow speed, and real-time engine operating parameters to determine the actual output power P1 and fuel consumption rate required for the current voyage, and the corresponding minimum required power P2. It then acquires all pre-set candidate speeds that satisfy the conditions of fuel consumption rate ≤ high-efficiency zone threshold and actual output power P1 ≥ minimum power P2. The method calculates the fuel consumption per unit mileage for each pre-set candidate speed and uses the pre-set candidate speed corresponding to the minimum fuel consumption per unit mileage as the recommended speed. Therefore, this invention solves the technical problem of high fuel consumption at low speeds in inland waterway vessel turbocharged engines. By utilizing existing sensor data and the engine's built-in factory parameters, it accurately identifies real-time navigation conditions and provides users with optimal recommended speeds, helping them avoid inefficient operating ranges and achieving optimal total fuel consumption for the same voyage.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to a method for optimizing fuel consumption of inland waterway vessel engines. Background Technology

[0002] For inland waterway transport vessels, due to the waiting time for loading and unloading cargo and waiting for lock passage, there is usually a relatively large amount of time. Customers are more concerned about the total fuel consumption per voyage. Currently, as the speed of marine propulsion main engines increases, the speed, power demand, and fuel consumption also increase. However, the faster the speed, the greater the resistance. Due to the influence of turbocharger efficiency, the fuel consumption rate often decreases first and then increases with the increase of speed, ultimately forming the core conflict between speed and fuel consumption rate. Summary of the Invention

[0003] To address the aforementioned shortcomings, the technical problem to be solved by this invention is to provide a fuel consumption optimization method for inland waterway vessel engines. By comparing the fuel consumption per unit mileage of each candidate speed, the speed corresponding to the minimum value is taken as the recommended optimal speed, thereby accurately identifying real-time operating conditions, guiding the engine to operate efficiently, solving the technical problem of high fuel consumption at low speeds, and achieving optimal total fuel consumption for the same voyage.

[0004] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows:

[0005] A method for optimizing fuel consumption of inland waterway vessel engines includes the following steps:

[0006] S10: Obtain real-time speed, current speed, and engine operating parameters;

[0007] S20. Based on the engine's real-time operating parameters, obtain the actual output power P1 and fuel consumption rate required for the current voyage;

[0008] S30. Based on the real-time speed and water flow velocity, obtain the minimum power P2 required for the current operating condition;

[0009] S40. Obtain all preset candidate speeds that satisfy the conditions of fuel consumption rate ≤ high efficiency zone threshold and actual output power P1 ≥ minimum power P2;

[0010] S50. Calculate the fuel consumption per unit distance for each preset candidate speed. Fuel consumption per unit distance = instantaneous fuel consumption / speed.

[0011] S60: Take the preset candidate speed corresponding to the minimum fuel consumption per unit mileage as the recommended speed and output the recommended speed.

[0012] In a preferred embodiment, S60 includes:

[0013] If the difference in fuel consumption per unit mileage among multiple preset candidate speeds is ≤3%, the speed with the higher preset candidate speed will be selected as the recommended speed.

[0014] In a preferred embodiment, S40 includes: obtaining from a pre-set mapping model all pre-set candidate speeds that satisfy the conditions of fuel consumption rate ≤ high-efficiency zone threshold and actual output power P1 ≥ minimum power P2.

[0015] In a preferred embodiment, the mapping model includes a base model and an association model;

[0016] The operating parameters include speed, power, fuel consumption rate, boost pressure, exhaust temperature and fuel injection time. Fuel consumption rate = instantaneous fuel injection quantity / output power;

[0017] The correlation model is built using boost pressure, exhaust temperature, fuel injection time, and power.

[0018] The basic model is built using engine speed and fuel consumption rate;

[0019] S20 includes:

[0020] Based on the real-time boost pressure, real-time exhaust temperature, and real-time fuel injection time, the actual output power P1 required for the current voyage is obtained from the correlation model.

[0021] Based on the real-time engine speed, the corresponding fuel consumption rate is obtained from the basic model.

[0022] In a preferred embodiment, S30 includes:

[0023] Determine the current operating conditions based on real-time ship speed and water flow velocity;

[0024] Based on the current operating conditions, the pre-set ship inherent resistance coefficient k is obtained;

[0025] The resistance R of inland waterway vessels can be calculated using the formula R=kV², where V is the real-time speed.

[0026] Based on the resistance R of the inland waterway vessel and the water flow velocity, the minimum power P2 required for the current operating condition is obtained.

[0027] The preferred method also includes S70, which outputs a recommended engine speed to a remote display, which shows the recommended engine speed and the corresponding current mileage fuel consumption rate.

[0028] In a preferred embodiment, S70 further includes:

[0029] Determine whether the real-time operating conditions have changed;

[0030] If real-time operating conditions change, control the remote display to update the displayed content;

[0031] If the real-time operating conditions do not change, the remote display will be controlled to update the displayed content within a preset time t0.

[0032] The preferred method also includes S80, which stores the speed, water flow speed, real-time engine operating parameters, fuel consumption rate and recommended speed in segments within a preset time t1.

[0033] The preferred approach also includes a mapping model correction step, specifically including:

[0034] Determine whether the deviation between the fuel consumption rate and the corresponding preset fuel consumption rate in the mapping model is greater than n%;

[0035] If the deviation is greater than n%, adjust the corresponding drag coefficient k and high-efficiency zone threshold in the mapping model.

[0036] In a preferred embodiment, the real-time operating conditions are divided into nine conditions based on the ship's speed and the water flow speed;

[0037] According to speed, it is divided into low speed, medium speed and high speed. When the speed is ≤ a, it is low speed; when a < speed < b, it is medium speed; when the speed is ≥ b, it is high speed.

[0038] According to the water flow velocity, it is divided into downstream, upstream and still flow. When the water flow velocity is greater than X, it is downstream; when the water flow velocity is X, it is still flow; and when the water flow velocity is less than X, it is upstream.

[0039] After adopting the above technical solution, the beneficial effects of the present invention are:

[0040] The fuel consumption optimization method for inland waterway vessel engines of this invention obtains real-time speed, water flow speed, and real-time engine operating parameters; based on the real-time engine operating parameters, it obtains the actual output power P1 and fuel consumption rate required for the current voyage; based on the real-time speed and water flow speed, it obtains the minimum power P2 required for the current operating condition; it obtains all preset candidate speeds that satisfy the conditions of fuel consumption rate ≤ high-efficiency zone threshold and actual output power P1 ≥ minimum power P2; it calculates the fuel consumption per unit mileage corresponding to each preset candidate speed, where fuel consumption per unit mileage = instantaneous fuel consumption / speed; and it uses the preset candidate speed corresponding to the minimum fuel consumption per unit mileage as the recommended speed, outputting the recommended speed to obtain speed, water flow speed, required power, and optimal speed. Therefore, this invention solves the industry pain point of high fuel consumption at low speeds for turbocharged inland waterway vessels. By utilizing existing sensor data and the engine's built-in factory parameters, it accurately identifies real-time navigation conditions, provides users with optimal recommended speeds, helps users avoid inefficient operating ranges, and achieves optimal total fuel consumption for the same voyage. Attached Figure Description

[0041] Figure 1 This is a flowchart illustrating the fuel consumption optimization method for inland waterway vessel engines in this invention. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0043] It should be noted that in the description of this invention, the terms "upper", "lower", "left", "right", "inner", "outer", etc., which indicate directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0044] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0045] The engine electronic control system involved in this invention consists of sensors, actuators, and an engine electronic control unit (ECU). The engine electronic control system collects data through sensors, which is analyzed and decided by the ECU, and then the actuators execute specific control actions. The ECU also has data storage and communication functions with other devices.

[0046] The ship resistance involved in this invention refers to the sum of various forces that impede a ship's forward movement during navigation. These resistances are mainly generated by the reaction forces of water and air, directly affecting the ship's speed and energy consumption.

[0047] like Figure 1 As shown, according to some embodiments of the present invention, the method for optimizing fuel consumption of inland waterway vessel engines includes the following steps:

[0048] Step S10: Obtain real-time ship speed, water current speed, and real-time engine operating parameters;

[0049] Step S20: Based on the engine's real-time operating parameters, obtain the actual output power P1 and fuel consumption rate required for the current voyage;

[0050] It should be noted that this invention can determine the actual output power P1 required for the current voyage based on the engine's real-time operating parameters, from preset data such as models built using experimental data and MAP tables. Alternatively, it can be obtained through real-time input via a human-machine interface unit or by calculation using a preset calculation model. The fuel consumption rate can be calculated using the formula Fuel Consumption Rate = Instantaneous Fuel Injection Quantity / Output Power, where the instantaneous fuel injection quantity is a real-time value.

[0051] Step S30: Based on the real-time ship speed and water flow speed, obtain the minimum power P2 required for the current operating conditions;

[0052] It should be noted that this invention utilizes the ship speed and water flow velocity during the experimental phase to divide the inland waterway navigation conditions into multiple scenarios. While ensuring the navigation power requirements under each scenario, it calculates the minimum power P2 required for each scenario. This is then set up as a data model that correlates ship speed, water flow velocity, navigation condition, and the required minimum power P2. During use, the required minimum power P2 can be retrieved based on the actual ship speed, water flow velocity, and current navigation condition. Alternatively, the minimum power P2 required for the current navigation condition can be input in real-time via a human-machine interface unit or calculated using a pre-set calculation model.

[0053] Step S40: Obtain all preset candidate speeds that satisfy the conditions of fuel consumption rate ≤ high-efficiency zone threshold and actual output power P1 ≥ minimum power P2, where the high-efficiency zone threshold is a preset value;

[0054] It should be noted that the present invention can use experimental data to build preset data related to candidate speeds. In actual use, all candidate speeds can be found based on the conditions that the fuel consumption rate is ≤ the high-efficiency zone threshold and the actual output power P1 is ≥ the minimum power P2.

[0055] Step S50: Calculate the fuel consumption per unit mileage corresponding to each preset candidate speed. Fuel consumption per unit mileage = instantaneous fuel consumption / speed.

[0056] Step S60: Take the preset candidate speed corresponding to the minimum fuel consumption per unit mileage as the recommended speed, and output the recommended speed to obtain the speed, water flow speed, required power and optimal speed.

[0057] By employing the fuel consumption optimization method for inland waterway vessel engines of this invention, the optimal matching relationship between speed, current speed, required power, and optimal engine speed can be obtained based on real-time engine operating parameters, real-time speed, and water flow velocity, under certain conditions such as navigation power requirements. This yields and outputs a recommended engine speed, allowing users to adjust the speed themselves. This solves the industry pain point of high fuel consumption at low speeds for turbocharged inland waterway engines. By utilizing existing sensor data and the engine's built-in factory parameters, the method accurately identifies real-time navigation conditions and provides users with the optimal recommended engine speed, helping them avoid inefficient operating ranges and achieving optimal total fuel consumption for the same voyage. The fuel consumption optimization method of this invention is simple to operate, low in cost, and easy to implement.

[0058] In some embodiments of the present invention, step S60 further includes the following steps:

[0059] If the difference in fuel consumption per unit mileage among multiple preset candidate speeds is ≤3%, the higher candidate speed will be selected as the recommended speed.

[0060] In other words, this invention improves its operating efficiency by setting priorities to obtain the optimal recommended rotation speed.

[0061] In some embodiments of the present invention, step S40 specifically includes:

[0062] From the pre-defined mapping model, obtain all pre-defined candidate speeds that satisfy the conditions of fuel consumption rate ≤ high efficiency zone threshold and actual output power P1 ≥ minimum power P2.

[0063] Specifically, the mapping model includes a basic model and a correlation model. The operating parameters include engine speed, power, fuel consumption rate, boost pressure, exhaust temperature, and fuel injection time. Fuel consumption rate = instantaneous fuel injection quantity / output power. The correlation model is built using boost pressure, exhaust temperature, fuel injection time, and power. The basic model is built using engine speed and fuel consumption rate.

[0064] Based on the above mapping model, step S20 of the present invention specifically includes the following steps:

[0065] Based on the real-time boost pressure, real-time exhaust temperature, and real-time fuel injection time, the actual output power P1 required for the current voyage is obtained from the correlation model.

[0066] Based on the real-time engine speed, the corresponding fuel consumption rate is obtained from the basic model.

[0067] Step S30 specifically includes the following steps:

[0068] Determine the current operating conditions based on real-time ship speed and water flow velocity;

[0069] Based on the current operating conditions, the pre-set ship inherent resistance coefficient k is obtained;

[0070] Calculate the resistance R of inland river ships using the formula R = kV², where V is the real-time ship speed;

[0071] Obtain the minimum power P2 required for the current working condition based on the resistance R of inland river ships and the water flow speed.

[0072] It should be noted that:

[0073] After the engine is powered on, it is initialized, and the factory test data of "rotation speed - power - fuel consumption rate - boost pressure - exhaust temperature - fuel injection time" stored at the factory is loaded into the mapping model.

[0074] In addition, in the present invention, a speed sensor is used to collect the real-time ship speed and water flow speed, and the speed sensor is communicatively connected to the main engine controller on the ship to obtain navigation parameters such as the real-time ship speed and water flow speed of the actual ship.

[0075] During ship navigation, real-time working condition identification is performed. Specifically, when the ship speed ≤ a, it is in a low-speed state; when a ≤ ship speed ≤ b, it is in a medium-speed state; when the ship speed ≥, it is in a high-speed state; it is divided into a downstream state, an upstream state, and a static flow state according to the water flow speed. When the water flow speed > X, it is in the downstream state; when the water flow speed = X, it is in the static flow state; when the water flow speed < X, it is in the upstream state. Specifically, 9 typical inland river working conditions are classified.

[0076] Combined with parameters such as the current engine speed of the engine (crankshaft position sensor, accuracy ±0.1 rpm), boost pressure (boost pressure sensor), exhaust temperature (exhaust temperature sensor), fuel injection time (feedback from the injector control unit), and fuel consumption rate (calculated by the built-in algorithm of the main engine controller: instantaneous fuel injection volume / output power), compare with the characteristic values of the working conditions in the mapping model to achieve real-time determination of the working conditions.

[0077] Mapping model construction: Basic model: Establish a core mapping of "rotation speed - fuel consumption rate" based on factory data, combine the "boost pressure - exhaust temperature - fuel injection time - output power" correlation model, and deduce the matching relationship of "ship speed - water flow speed - required power - optimal rotation speed"; Constraint condition: Set the lower limit threshold of the high-efficiency area of the fuel consumption rate (such as 200 g / kWh, which can be preset in the factory data according to the main engine model and supports fine-tuning through the shore-based system), and only select the rotation speeds with fuel consumption rate ≤ threshold as the candidate intervals.

[0078] By comparing the engine's real-time boost pressure, real-time exhaust temperature, and real-time fuel injection time with the corresponding output power parameters in the factory data, the actual output power P1 required for the current voyage is derived in reverse. Then, by combining the ship speed and water flow speed, the minimum required power P2 is calculated using the simplified formula for inland waterway vessel resistance (R=kV², where k is the ship's inherent resistance coefficient, preset based on factory data), ensuring that P1≥P2 and guaranteeing the voyage power requirements.

[0079] With "lowest total fuel consumption per voyage" as the core, all pre-set candidate speeds that meet the criteria of "fuel consumption rate ≤ high efficiency zone threshold" and "output power P1 ≥ P2" are selected. The specific selection rules are as follows: calculate the fuel consumption per unit mile for each candidate speed (fuel consumption per unit mile = instantaneous fuel consumption / speed), and select the speed range with the lowest fuel consumption per unit mile (50-100 rpm range to ensure operational stability). Priority setting: if the difference in fuel consumption per unit mile among multiple speed ranges is ≤3%, the range with the higher speed is selected first.

[0080] Some embodiments of the present invention further include step S70, outputting a recommended engine speed to a remote display, the display showing the recommended engine speed and the corresponding current mileage fuel consumption rate.

[0081] Once the optimal recommended speed is determined, the recommended speed and corresponding fuel consumption rate are transmitted to the ship's main engine remote display so that a recommended speed prompt will pop up in the bridge, such as "Current recommended optimal speed: 500-550 rpm". At the same time, the fuel consumption rate comparison between the current speed and the recommended speed will be displayed, such as "Current mileage fuel consumption rate 296 kg / 100 km, recommended range fuel consumption rate 260 kg / 100 km".

[0082] In other embodiments of the present invention, step S70 further includes:

[0083] Determine whether the real-time operating conditions have changed;

[0084] If real-time operating conditions change, control the remote display to update the displayed content;

[0085] If the real-time operating conditions do not change, the remote display will be controlled to update the displayed content within a preset time t0. The preset time t0 can be, but is not limited to, 300 seconds.

[0086] By following the steps above, the frequency of updating the content displayed on the remote monitor can be reasonably limited: refresh the notification every 300 seconds when the operating conditions remain unchanged, and update the notification immediately when the operating conditions change (such as from downstream to upstream) to avoid frequently disturbing the user.

[0087] In some embodiments of the present invention, step S80 is further included: within a preset time t1, the ship speed, water flow speed, real-time engine operating parameters, fuel consumption rate and recommended speed are stored in segments. The preset time t1 may be, but is not limited to, 100 minutes.

[0088] The above steps constitute data acquisition, specifically recording key data (speed, current speed, engine speed, fuel consumption rate, boost pressure, etc.) during the voyage. The data is segmented and stored at 100-minute intervals, and this data can be used for dynamic correction of the voyage.

[0089] In some embodiments of the present invention, a mapping model correction step is further included, specifically including:

[0090] Determine whether the deviation between the fuel consumption rate and the corresponding preset fuel consumption rate in the mapping model is greater than n%, where n can be, but is not limited to, 5;

[0091] If the deviation is greater than n%, adjust the corresponding drag coefficient k and high-efficiency zone threshold in the mapping model.

[0092] Specifically, this invention enables dynamic correction of voyages. A voyage start point (e.g., port A) and end point (e.g., port B) are pre-selected. After a complete voyage (ship docks and engines are shut down), the correction process is automatically triggered. The correction logic is as follows: voyage data is read through a shore-based system, and the actual fuel consumption rate is compared with the model-predicted fuel consumption rate (preset fuel consumption rate). If the deviation is ≥5%, the drag coefficient k and fuel consumption rate threshold (high-efficiency zone threshold) in the mapping model are adjusted to make the model conform to the actual navigation characteristics of the voyage. The correction result: the updated model parameters are automatically synchronized to the main engine controller for calculating the optimal speed for the next voyage, achieving "voyage iterative optimization."

[0093] In summary, the fuel consumption optimization method for inland waterway vessel engines of the present invention has the following advantages:

[0094] Low cost and high adaptability: It fully reuses the existing sensors and communication networks of the ship and main engine, without adding new hardware. The modification cost is only the cost of software upgrade and model calibration. It is compatible with mainstream inland waterway marine turbocharged main engines.

[0095] High degree of operational autonomy: It only provides speed recommendations and does not actively adjust them, which is in line with the operating habits of crew members and avoids the safety risks brought about by automatic control;

[0096] Precisely adapted to inland waterway scenarios: Focusing on the characteristics of inland waterway speed and flow, simplifying operating conditions and calculation logic, ensuring the practicality and accuracy of recommended speeds.

[0097] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications or improvements to the fuel consumption optimization method for inland waterway vessel engines made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for optimizing fuel consumption of inland waterway vessel engines, characterized in that, Includes the following steps: S10: Obtain real-time speed, current speed, and engine operating parameters; S20. Based on the engine's real-time operating parameters, obtain the actual output power P1 and fuel consumption rate required for the current voyage; S30. Based on the real-time speed and water flow velocity, obtain the minimum power P2 required for the current operating condition; S40. Obtain all preset candidate speeds that satisfy the conditions of fuel consumption rate ≤ high efficiency zone threshold and actual output power P1 ≥ minimum power P2; S50. Calculate the fuel consumption per unit distance for each preset candidate speed. Fuel consumption per unit distance = instantaneous fuel consumption / speed. S60: Take the preset candidate speed corresponding to the minimum fuel consumption per unit mileage as the recommended speed and output the recommended speed.

2. The method for optimizing fuel consumption of inland waterway vessel engines according to claim 1, characterized in that, The S60 includes: If the difference in fuel consumption per unit mileage among multiple preset candidate speeds is ≤3%, the speed with the higher preset candidate speed will be selected as the recommended speed.

3. The method for optimizing fuel consumption of inland waterway vessel engines according to claim 1, characterized in that, S40 includes: obtaining all preset candidate speeds that satisfy the conditions of fuel consumption rate ≤ high efficiency zone threshold and actual output power P1 ≥ minimum power P2 from a preset mapping model.

4. The fuel consumption optimization method for inland waterway vessel engines according to claim 3, characterized in that, The mapping model includes a basic model and an association model; The operating parameters include speed, power, fuel consumption rate, boost pressure, exhaust temperature and fuel injection time. Fuel consumption rate = instantaneous fuel injection quantity / output power; The correlation model is built using boost pressure, exhaust temperature, fuel injection time, and power. The basic model is built using engine speed and fuel consumption rate; S20 includes: Based on the real-time boost pressure, real-time exhaust temperature, and real-time fuel injection time, the actual output power P1 required for the current voyage is obtained from the correlation model. Based on the real-time engine speed, the corresponding fuel consumption rate is obtained from the basic model.

5. The method for optimizing fuel consumption of inland waterway vessel engines according to claim 3, characterized in that, S30 includes: Determine the current operating conditions based on real-time ship speed and water flow velocity; Based on the current operating conditions, the pre-set ship inherent resistance coefficient k is obtained; The resistance R of inland waterway vessels can be calculated using the formula R=kV², where V is the real-time speed. Based on the resistance R of the inland waterway vessel and the water flow velocity, the minimum power P2 required for the current operating condition is obtained.

6. The method for optimizing fuel consumption of inland waterway vessel engines according to claim 1, characterized in that, It also includes the S70, which outputs a recommended engine speed to a remote display, showing the recommended engine speed and the corresponding current mileage fuel consumption rate.

7. The method for optimizing fuel consumption of inland waterway vessel engines according to claim 6, characterized in that, The S70 also includes: Determine whether the real-time operating conditions have changed; If real-time operating conditions change, control the remote display to update the displayed content; If the real-time operating conditions do not change, the remote display will be controlled to update the displayed content within a preset time t0.

8. The fuel consumption optimization method for inland waterway vessel engines according to claim 4, characterized in that, It also includes S80, which stores the speed, water flow speed, real-time engine operating parameters, fuel consumption rate and recommended speed in segments within a preset time t1.

9. The method for optimizing fuel consumption of inland waterway vessel engines according to claim 8, characterized in that, It also includes a mapping model correction step, specifically including: Determine whether the deviation between the fuel consumption rate and the corresponding preset fuel consumption rate in the mapping model is greater than n%; If the deviation is greater than n%, adjust the corresponding drag coefficient k and high-efficiency zone threshold in the mapping model.

10. The method for optimizing fuel consumption of inland waterway vessel engines according to claim 7, characterized in that, The real-time operating conditions are divided into nine conditions based on the ship's speed and the water flow speed; According to speed, it is divided into low speed, medium speed and high speed. When the speed is ≤ a, it is low speed; when a < speed < b, it is medium speed; when the speed is ≥ b, it is high speed. According to the water flow velocity, it is divided into downstream, upstream and still flow. When the water flow velocity is greater than X, it is downstream; when the water flow velocity is X, it is still flow; and when the water flow velocity is less than X, it is upstream.

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