Ship air lubrication drag reduction system net fuel saving evaluation method and device based on long-term operating fuel consumption comparison, electronic equipment and storage medium

Abstract

The application discloses a ship air lubrication drag reduction system net fuel saving evaluation method and device based on long-term operating fuel consumption comparison, electronic equipment and a storage medium. The method comprises the following steps: determining the evaluation condition, and determining the operating data according to the evaluation condition; performing comparability processing on the operating data and the benchmark evaluation data to obtain comparable evaluation data; correcting the comparable evaluation data to obtain corrected data; performing fuel statistical boundary unification and operation energy conversion on the corrected data to obtain first fuel consumption data; and determining a first net energy saving rate according to the first fuel consumption data. The method can accurately obtain the first net energy saving rate under different route lengths, operating periods, transportation tasks and ship owner income review scenarios, and improve the application range of the long-term operating evaluation method.

Description

Technical Field

[0001] This invention relates to the field of marine energy management technology, and in particular to a method, apparatus, electronic device, and storage medium for evaluating net fuel savings of marine air lubrication drag reduction systems based on long-term operational fuel consumption comparisons. Background Technology

[0002] Air-lubricated drag reduction systems inject gas into the hull bottom or near-wall flow field to form a bubble mixture layer, gas layer, or a combination thereof, thereby altering the near-wall flow state and reducing frictional drag and propulsion energy consumption. This technology has progressed from device design and shipyard installation to operational verification, benefit assessment, and long-term optimization.

[0003] Existing patents and engineering solutions for equipment mainly focus on air supply, pressure stabilization, jet propulsion, structural corrosion protection, and control systems; sea trial evaluation methods mainly focus on short-cycle start-ups and shutdowns and course corrections under relatively controllable sea trial conditions. Under actual operating conditions, route, load conditions, speed, wind, waves, current, propulsion control, system air supply parameters, system power consumption, system activation strategy, hull and propeller status, and data quality all affect energy-saving performance.

[0004] Therefore, if only instantaneous shaft power, speed, or fuel consumption before and after system start-up and shutdown are compared, it is easy to mistakenly regard changes in speed, environmental disturbances, changes in propulsion efficiency, system transition processes, and differences in statistical boundaries as the true contribution of the air lubrication system. This makes it difficult to support post-delivery verification, third-party evaluation, shipowner revenue review, and international standardization promotion. Summary of the Invention

[0005] This invention provides a method, apparatus, electronic device, and storage medium for evaluating the net fuel savings of a ship's air lubrication drag reduction system based on a comparison of long-term operational fuel consumption. This addresses the problem that evaluations based solely on short-term start-stop data are insufficient to accurately reflect the long-term net fuel savings of the air lubrication drag reduction system.

[0006] According to one aspect of the present invention, a method for evaluating the net fuel savings of a ship's air lubrication drag reduction system based on a comparison of long-term operational fuel consumption is provided, comprising: The evaluation criteria are determined, and operational data is determined based on these criteria. The evaluation criteria include: the target vessel, the air lubrication drag reduction system, the evaluation purpose, the evaluation period, the fuel consumption evaluation boundary, and the operational period. Within the evaluation period, there may be data periods that are not included in the evaluation; these data periods are excluded, separately statistically analyzed, or explained according to preset rules. The fuel consumption evaluation boundary includes: fuel consumption statistical caliber, system operation energy consumption calculation method, comparable data range, and data exclusion rules. The operational period includes: a baseline operational period and an activation operational period. The baseline operational period is the operational phase of the target vessel before the air lubrication drag reduction system is activated. The activation operational period is the operational phase of the air lubrication drag reduction system operating according to a preset mode. The operational data refers to the operational status data of the target vessel and the air lubrication drag reduction system within the evaluation period. The operational data and benchmark evaluation data are subjected to comparability processing to obtain comparable evaluation data; the comparable evaluation data includes benchmark comparable data and comparable data during the activation and operation period; the benchmark evaluation data is used to characterize the benchmark operational status of the target vessel when the air lubrication drag reduction system is not activated, including the operational data obtained by the target vessel in the air lubrication drag reduction system shutdown state within the same evaluation period. When there is no benchmark operation period data that meets the evaluation requirements within the evaluation period, the benchmark evaluation data can be obtained from other data sources; The comparable evaluation data is corrected to obtain corrected data; the correction includes: a first correction and a second correction; the comparable evaluation data is corrected once to obtain first corrected data; the first corrected data is corrected a second time to obtain second corrected data; the first correction is used to correct the difference in operating conditions between the benchmark comparable data and the comparable data during the start-up and operation period; the second correction is based on the start-up and operation period data in the comparable evaluation data after the first correction, and involves at least one of the following: removing data from the start-up and operation period, separate statistical analysis, and start-up rate correction, according to the start-up rate and reasons for the air lubrication drag reduction system. The second corrected data is subjected to fuel statistical boundary unification and operating energy consumption conversion to obtain the first fuel consumption data; the fuel statistical boundary unification refers to unifying the fuel statistical caliber and the system operating energy consumption calculation method; the operating energy consumption conversion refers to converting the operating energy consumption of the air lubrication drag reduction system into fuel consumption; the first fuel consumption data is: equivalent fuel consumption data or equivalent unit mileage fuel consumption data. The first net energy saving rate is determined based on the first fuel consumption data.

[0007] According to another aspect of the present invention, a net fuel saving evaluation device for a ship's air lubrication drag reduction system based on a comparison of long-term operational fuel consumption is provided, comprising: The operational data determination module is used to determine evaluation conditions and, based on these conditions, determine operational data. The evaluation conditions include: the target vessel, the air lubrication drag reduction system, the evaluation purpose, the evaluation period, the fuel consumption evaluation boundary, and the operating period. Within the evaluation period, there may be data periods that are not included in the evaluation; these periods are excluded, separately statistically analyzed, or explained according to preset rules. The fuel consumption evaluation boundary includes: fuel consumption statistical caliber, system operating energy consumption calculation method, comparable data range, and data exclusion rules. The operating period includes: a baseline operating period and an activation operating period. The baseline operating period is the operating phase of the target vessel before the air lubrication drag reduction system is activated. The activation operating period is the operating phase of the air lubrication drag reduction system operating according to a preset mode. The operational data refers to the operational status data of the target vessel and the air lubrication drag reduction system within the evaluation period. The comparable data determination module is used to perform comparability processing on the operational data and benchmark evaluation data to obtain comparable evaluation data. The comparable evaluation data includes benchmark comparable data and comparable data during the activation and operation period. The benchmark evaluation data is used to characterize the benchmark operational status of the target vessel when the air lubrication drag reduction system is not activated. It includes operational data obtained by the target vessel in the same evaluation period with the air lubrication drag reduction system turned off. When there is no benchmark operation period data that meets the evaluation requirements within the evaluation period, the benchmark evaluation data can be obtained from other data sources. The data correction determination module is used to correct the comparable evaluation data to obtain corrected data. The correction includes: a primary correction and a secondary correction. The comparable evaluation data is corrected once to obtain first corrected data. The first corrected data is corrected twice to obtain second corrected data. The primary correction is used to correct the difference in operating conditions between the benchmark comparable data and the comparable data during the start-up and operation period. The secondary correction is based on the start-up and operation period data in the comparable evaluation data after the primary correction, and involves at least one of the following: data removal, separate statistics, and start-up rate correction, according to the start-up rate and reasons for the air lubrication drag reduction system. The first fuel consumption data determination module is used to unify the fuel statistical boundary and convert the operating energy consumption of the second correction data to obtain the first fuel consumption data; the fuel statistical boundary unification means unifying the fuel statistical caliber and the system operating energy consumption calculation method; the operating energy consumption conversion means converting the operating energy consumption of the air lubrication drag reduction system into fuel consumption; the first fuel consumption data is: equivalent fuel consumption data or equivalent unit mileage fuel consumption data. The first net energy saving rate determination module is used to determine the first net energy saving rate based on the first fuel consumption data, and to determine the validity of the first net energy saving rate according to preset validity judgment conditions, and generate an evaluation report.

[0008] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the net fuel saving evaluation method for ship air lubrication drag reduction systems based on long-term operating fuel consumption comparison as described in any embodiment of the present invention.

[0009] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the net fuel saving evaluation method for a ship air lubrication drag reduction system based on long-term operational fuel consumption comparison as described in any embodiment of the present invention.

[0010] According to another aspect of the present invention, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the net fuel saving evaluation method for a ship air lubrication drag reduction system based on a comparison of long-term operating fuel consumption, according to any embodiment of the present invention.

[0011] The technical solution of this invention involves determining evaluation conditions and then determining operational data based on those conditions. The operational data and benchmark evaluation data are compared to obtain comparable evaluation data. The comparable evaluation data is then corrected to obtain corrected data. The corrected data undergoes fuel consumption boundary unification and operational energy consumption conversion to obtain first fuel consumption data. Finally, a first net energy saving rate is determined based on the first fuel consumption data. This method, by determining operational data based on evaluation conditions, performing comparability processing on the operational data and benchmark evaluation data, and correcting the comparable evaluation data, reduces the impact of non-air lubrication factors on fuel consumption results, improving the objectivity of long-term operational evaluation. Unifying fuel consumption boundaries and converting operational energy consumption for the corrected data avoids undercounting or double-counting of system operational energy consumption. Finally, the first net energy saving rate is determined based on the first fuel consumption data, thus forming a long-term operational net fuel saving evaluation result.

[0012] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 A flowchart of a method for evaluating net fuel savings of a ship's air lubrication drag reduction system based on a comparison of long-term operating fuel consumption is provided for an embodiment of the present invention. Figure 2 A schematic diagram of a net fuel saving evaluation device for a ship air lubrication drag reduction system based on long-term operational fuel consumption comparison provided in an embodiment of the present invention; Figure 3 A schematic diagram of the electronic device used to implement the net fuel saving evaluation method for ship air lubrication drag reduction systems based on long-term operational fuel consumption comparison, as described in this embodiment of the invention. Detailed Implementation

[0015] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0016] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0017] In one embodiment, Figure 1This is a flowchart illustrating a method for evaluating the net fuel savings of a ship's air lubrication drag reduction system based on a comparison of long-term operational fuel consumption, provided by an embodiment of the present invention. This embodiment is applicable to situations where the net fuel savings of a ship's air lubrication drag reduction system are evaluated based on long-term operational fuel consumption. This method can be executed by a device for evaluating the net fuel savings of a ship's air lubrication drag reduction system based on a comparison of long-term operational fuel consumption. This device can be implemented in hardware and / or software and can be configured in any electronic device with data processing and data communication functions. Figure 1 As shown, the method includes: S110. Determine the evaluation conditions and determine the operational data based on the evaluation conditions. The evaluation conditions include: the target vessel, the air lubrication drag reduction system, the evaluation purpose, the evaluation period, the fuel evaluation boundary, and the operating period. There may also be data periods that are not included in the evaluation within the evaluation period. Data periods that are not included in the evaluation will be excluded, separately statistically analyzed, or explained according to preset rules. The fuel evaluation boundary includes: fuel statistical caliber, system operation energy consumption calculation method, comparable data range, and data exclusion rules. The operating period includes: the baseline operating period and the activation operating period. The baseline operating period is the operating phase of the target vessel without the air lubrication drag reduction system activated. The activation operating period is the operating phase of the air lubrication drag reduction system operating according to the preset mode. The operational data are the operating data of the target vessel and the air lubrication drag reduction system within the evaluation period.

[0018] The operational data includes at least: cycle information, ship status data, fuel consumption data, system status data, and environmental and operating condition data.

[0019] The periodic information includes at least one of the following: baseline operating period, start-up operating period, voyage, date, route, distance, and number of operating days.

[0020] The ship status data includes at least one of the following: load condition, draft, trim, speed distribution, hull condition, propeller condition, dry dock repair time, and cleaning time.

[0021] The fuel consumption data includes at least one of the following: main engine fuel consumption, auxiliary engine fuel consumption, total fuel consumption, fuel consumption per unit distance, fuel type, and fuel metering method.

[0022] The system status data includes at least one of the following: air lubrication drag reduction system activation time, required activation time, operating mode, air supply parameters, system power consumption, reason for shutdown, alarms, and maintenance events.

[0023] The environmental and operational condition data include at least one of the following: wind, waves, current, season, port status, low-speed navigation rate, waiting rate, and abnormal events.

[0024] Furthermore, the types and uses of operational data are shown in Table 1.

[0025] Table 1. Types and Uses of Operational Data The data status during the evaluation period is shown in Table 2; data periods not included in the evaluation include: system shutdown or low activation rate status, incomparable operation status, and abnormal / missing data status.

[0026] ALS stands for Air Lubrication Drag Reduction System.

[0027] Table 2 includes the evaluation period. The target vessels can be: large oil tankers, bulk carriers, container ships, ro-ro passenger ships, special-purpose vessels, and other vessels equipped with air lubrication systems.

[0028] Among them, the air lubrication drag reduction system can be: an air layer drag reduction system, a microbubble drag reduction system, or a combined air layer and microbubble air lubrication system.

[0029] Specifically, the evaluation conditions are determined based on the evaluation requirements of the target vessel, and the corresponding period of the operation data of the target vessel and the air lubrication drag reduction system are obtained from the data acquisition device configured on the target vessel according to the evaluation period in the evaluation conditions, as operational data.

[0030] S120. Perform comparability processing on the operational data and benchmark evaluation data to obtain comparable evaluation data. The comparable evaluation data includes benchmark comparable data and comparable data during the activation and operation period. The comparability processing includes comparability screening and / or benchmark matching. The benchmark evaluation data is used to characterize the benchmark operational status of the target vessel when the air lubrication drag reduction system is not activated. It includes the operational data obtained by the target vessel in the same evaluation period when the air lubrication drag reduction system is turned off. When there is no benchmark operation period data that meets the evaluation requirements within the evaluation period, benchmark evaluation data can be obtained from other data sources.

[0031] Specifically, based on preset comparability conditions, appropriate comparability screening rules are selected, and the operational data and benchmark evaluation data are processed for comparability to obtain comparable evaluation data. When benchmark evaluation data is established based on other data sources, benchmark matching can be performed based on the current operational status of the target vessel to determine benchmark comparable data. The comparability screening rules include: screening segments by ship type, route, navigation area, or similar navigation environment; matching benchmark operating period and operational period data by fixed speed range or speed distribution; matching vessel status by loading status, draft, and trim; grouping environmental conditions by season, wind, wave, current, or sea state; verifying hull and propeller status by hull fouling status, propeller cleanliness status, and dry-docking or cleaning time; and excluding or separately counting data related to port entry / exit, low-speed navigation, anchoring / waiting, severe sea conditions, equipment failure, maintenance, abnormal fuel metering, and inconsistent statistical boundaries.

[0032] The above steps, by determining the benchmark evaluation data characterizing the air lubrication system in an inactive state and the operational data during the system's active state, and by comparing the data based on the same vessel data or other source data matched with the benchmark, as well as similar routes, similar loading conditions, similar speeds, and similar operating conditions, can improve the comparability of long-term operational fuel evaluation data.

[0033] S130. Correct the comparable evaluation data to obtain corrected data; the correction includes: primary correction and secondary correction; the comparable evaluation data is corrected once to obtain first corrected data; the first corrected data is corrected twice to obtain second corrected data; the primary correction is used to correct the difference in operating conditions between the benchmark comparable data and the comparable data during the commissioning and operation period; the secondary correction is based on the commissioning rate and reasons for shutdown of the air lubrication drag reduction system, and involves at least one of the following: removing data from the commissioning and operation period in the comparable evaluation data after the primary correction, separate statistics, and commissioning rate correction.

[0034] Specifically, the comparable evaluation data is first corrected by matching the corresponding statistical analysis correction method according to the target ship's operating characteristics. Based on the obtained statistical analysis correction method, the differences in operating conditions between the baseline comparable data and the comparable data during the commissioning and operation period are eliminated, resulting in the first corrected data. Then, based on the commissioning rate and reasons for the decommissioning of the air lubrication drag reduction system, the data from the commissioning and operation period in the first corrected data is corrected a second time, resulting in the second corrected data.

[0035] Furthermore, the secondary correction method is determined based on the activation rate and reasons for disuse of the air lubrication drag reduction system. Specifically, the activation rate of different types of air lubrication drag reduction systems is compared with the corresponding preset activation rate, and the activation rate correction is determined based on the comparison results. Whether to use elimination and separate statistical correction methods is determined based on whether there are reasons for disuse. If there are reasons for disuse, the correction or separate statistical method is determined based on the specific reasons.

[0036] Furthermore, after obtaining the second corrected data, the data related to temporary system alarms, short-term abnormal shutdowns, and routine maintenance periods from the removed data will be archived and statistically analyzed for subsequent statistical analysis, data verification, and anomaly tracing.

[0037] The above steps, by taking into account the activation rate and reasons for disuse of the air lubrication drag reduction system, can incorporate the system activation rate into the fuel benefit evaluation, avoiding selective data collection or ignoring disuse factors that could lead to distorted evaluation results.

[0038] S140. The second revised data is subjected to fuel statistical boundary unification and operating energy consumption conversion to obtain the first fuel consumption data; the fuel statistical boundary unification is to unify the fuel statistical caliber and the system operating energy consumption calculation method; the operating energy consumption conversion is to convert the operating energy consumption of the air lubrication drag reduction system into fuel consumption; the first fuel consumption data is: equivalent fuel consumption data or equivalent unit distance fuel consumption data.

[0039] Specifically, the energy consumption data to be unified is obtained from the second revised data. According to preset conversion rules, energy consumption data of different energy types, different power supply methods, and different statistical forms in the energy consumption data to be unified are uniformly converted to a unified standard to obtain unified fuel consumption data. It is then determined whether the fuel consumption data for the start-up and operation period in the unified fuel consumption data already includes the energy consumption of the air lubrication and drag reduction system. If it does, the unified fuel consumption data is determined as the first fuel consumption data; if it does not, the energy consumption of the air lubrication and drag reduction system is converted into equivalent fuel consumption according to preset conversion conditions and included in the start-up and operation period fuel consumption data in the unified fuel consumption data to obtain the first fuel consumption data.

[0040] The preset conversion rules include: statistical boundaries for main engine fuel, auxiliary engine fuel, total fuel, and fuel per unit voyage; the method for calculating the energy consumption of the air lubrication and drag reduction system; and conversion rules corresponding to different energy types and power supply methods. The power supply methods include at least one of the following: auxiliary engine power generation, shaft-driven generator power, energy storage device power, other shipboard energy conversion power, and hybrid power supply. These power supply methods characterize the actual energy source for the energy consumption of the air lubrication and drag reduction system.

[0041] The preset conversion conditions include one or more of the following: energy type, energy supply method, operating power, operating time, energy conversion efficiency, and conversion factor.

[0042] S150. Determine the first net energy saving rate based on the first fuel consumption data.

[0043] Specifically, the first net energy saving rate is calculated based on the first fuel consumption data using the first net energy saving rate calculation formula.

[0044] Furthermore, the first net energy saving rate can be expressed as: ES FC =(FC off,eq -FC on,eq ) / FC off,eq ×100%. Among them, ES FC Net fuel savings (%) calculated based on fuel consumption; FC off,eq Equivalent fuel consumption (kg or t) with the air lubrication system off; FC on,eq : Equivalent fuel consumption (kg or t) with the air lubrication system on; FC: Fuel consumption (kg or t).

[0045] Furthermore, the first net energy saving rate can also be expressed as: ES FCD =(FCD off,eq -FCD on,eq ) / FCD off,eq ×100%. Among them, ES FCD Net fuel efficiency (%) calculated based on fuel consumption per unit range; FCD off,eq Equivalent fuel consumption per unit range (kg / nmile) with the air lubrication system off; FCD on,eq : Equivalent fuel consumption per unit distance with the air lubrication system on (kg / nmile); FCD: Equivalent fuel consumption per unit distance (kg / nmile).

[0046] Furthermore, in the above steps, if the first fuel consumption data uses the equivalent fuel consumption per unit distance, then the corresponding formula for calculating the first net energy saving rate is ES. FCD If the first fuel consumption data uses equivalent fuel consumption, then the corresponding first net energy saving rate calculation formula is ES. FC .

[0047] The above steps, by simultaneously supporting two evaluation metrics—equivalent fuel consumption and equivalent unit voyage fuel consumption—can adapt to different route lengths, operating cycles, transportation tasks, and shipowner revenue review scenarios, thereby expanding the applicability of long-term operational evaluation methods.

[0048] Furthermore, the aforementioned method for determining the first net energy saving rate is particularly suitable for shipowners' energy saving benefit verification, long-term operation strategy optimization, energy saving benefit settlement, carbon emission reduction estimation, and continuous tracking of energy saving effects during operation. It can provide technical support for the verification of long-term application effects on actual ships and the promotion of international standardization.

[0049] For example, a certain ocean-going vessel sets a 3-month system shutdown baseline operation period and a 3-month system activation operation period. During the evaluation, data is screened according to similar routes, speed ranges, load conditions, and seasonal conditions. Data on adverse sea conditions and port entry / exit maneuvers are excluded. The system activation rate is calculated, and the energy consumption of system operation is processed accordingly. Based on the screened and corrected fuel consumption and the corresponding voyage, the equivalent fuel consumption per unit voyage is determined, and the net fuel saving rate is calculated accordingly.

[0050] For example, if a ship's route changes, a direct comparison using a single period is not possible. The evaluation method categorizes data by speed, load, sea state, and route type. Within each category, the equivalent fuel consumption of the baseline operating period and the operational period are compared. Finally, the long-term net fuel savings rate is output by summing the data according to sample weights.

[0051] Furthermore, the method of this application is applicable to shipowners' energy-saving benefit verification, long-term operation strategy optimization, energy-saving benefit settlement, carbon emission reduction estimation, and continuous tracking of energy-saving effects during operation, and can provide technical support for the verification of long-term application effects on actual ships and the promotion of international standardization.

[0052] Optionally, other data sources include at least one of the following: historical operating data of the target vessel, operating data of a reference vessel that meets preset conditions, sea trial data of the target vessel or reference vessel, model test data, and other data that can characterize the operating status of the target vessel when the air lubrication drag reduction system is not activated.

[0053] The reference vessel is a vessel of the same type as the target vessel.

[0054] Optionally, comparability processing includes: comparability screening and / or benchmark matching; comparability screening involves filtering operational data according to preset comparability conditions to obtain benchmark comparable data and comparable data for the operational period; benchmark matching involves determining benchmark comparable data based on the current operational status of the target vessel when benchmark evaluation data is established based on other data sources; preset comparability conditions include route conditions, speed conditions, operating condition conditions, environmental conditions, hull and propeller condition conditions, and data removal conditions.

[0055] Among them, the navigation segment conditions are defined by the target vessel's route segments, navigation sections, and navigation attributes to divide the data screening boundaries and distinguish the operational samples of different navigation sections.

[0056] Among them, the speed condition is established by screening constraints based on the target ship's actual sailing speed range and the benchmark relationship between the design speed and the speed.

[0057] Among them, the operating conditions are constrained by the load, operating mode, and cargo load of the target ship's main engine, auxiliary engines, energy storage, shaft generators and other power equipment.

[0058] Among them, the environmental conditions are the external natural environmental parameters of the target ship's navigation as constraints.

[0059] Among them, the hull and propeller condition conditions are constrained by the underwater appendage loss and equipment health status of the target vessel.

[0060] The data removal criteria include: removal during the commissioning and operation period: new ship sea trials, break-in period after main engine / propeller overhaul, and equipment modification and debugging phase; removal in extreme environments: super typhoons, extreme resistance in ice areas, and excessively long anchorage waiting; removal under special operating conditions: low-speed maneuvering throughout, frequent start-stop tests, and no-operational tests; removal due to equipment failure: failure of flow meters, AIS, and main engine sensors, resulting in missing / distorted data; removal of special voyage segments: short maneuvers for pure port entry and exit, and long-term anchorage with no effective voyage mileage; and removal due to hull anomalies: temporary voyage samples due to hull damage or propeller malfunction.

[0061] Optionally, a statistical analysis correction method may be used for the first correction; the statistical analysis correction method includes periodic comparison, grouping correction, binning correction and / or regression correction.

[0062] The correction method for the first correction is determined by the target vessel's operational characteristics.

[0063] The target vessel's operational characteristics are categorized into: grouped characteristics, periodic fluctuation characteristics, continuous operating condition characteristics, and multi-factor coupling characteristics.

[0064] Among them, the grouping characteristics are: ship type, deadweight tonnage, route, cargo type, and full load / empty operating conditions (similar ships have similar operating baselines, while dissimilar ships have huge differences). Among them, the cyclical fluctuation characteristics are: seasonal, voyage, and monthly / annual operational data (affected by cyclical shifts caused by climate, freight rates, and trade cycles). Among them, the continuous operating characteristics are: cargo capacity, main engine power, wave height, and sailing distance (continuous values, and the operating indicators show a stable distribution pattern within the interval). Among them, the multi-factor coupling characteristics are: fuel consumption per unit area, speed, and main engine fuel consumption.

[0065] Specifically, the system includes grouping correction for grouped operational characteristics; periodic comparison correction for cyclical fluctuation operational characteristics; binning correction for continuous operating condition operational characteristics; and regression correction for multi-factor coupled operational characteristics.

[0066] Furthermore, the steps for container-based correction are as follows: Data from comparable evaluation data that share similar speed ranges, consistent loading conditions, matching draft and trim, similar sea states or seasons, similar route environments, and comparable hull and propeller conditions are grouped into the same operating condition container; baseline operating period data and operational period data are obtained for each operating condition container; the equivalent fuel consumption difference or equivalent unit distance fuel consumption difference between the baseline operating period and the operational period is calculated for each operating condition container; and the results from each container are weighted and summarized based on the sample size, distance, sailing time, or representativeness weight of each operating condition container.

[0067] The above steps, by conducting independent benchmarking statistics within each operating condition box, can reduce the impact of mixed operating conditions on fuel consumption evaluation results, reduce the interference of differences in operating conditions such as strong winds, heavy loads, and low speeds on the overall evaluation results, and make the fuel consumption differences within each operating condition box more reflective of the drag reduction and energy-saving effect of the air lubrication system, thereby improving the reliability of the statistical results.

[0068] Furthermore, the regression correction steps are as follows: Using fuel consumption from the comparable evaluation data as the dependent variable, obtain corresponding data from the comparable evaluation data as independent variables according to a preset data type, and perform multi-source data fitting to obtain fitted fuel change data. Based on the obtained fitted fuel change data, correct the fuel consumption in the comparable evaluation data.

[0069] The preset data types can be: speed, load condition, environment, voyage distance, temperature, ship status, and time factor.

[0070] The above steps, regression correction can reduce the impact of external interference on fuel consumption evaluation results, correct the baseline operating period data and the start-up operating period data to comparable operating conditions, so that the corrected fuel consumption difference can better represent the energy-saving contribution of the air lubrication drag reduction system, and provide comparable data after operating condition normalization for equivalent fuel conversion and net fuel saving rate calculation.

[0071] The above steps, through screening, grouping, or regression correction based on the target vessel's operational characteristics, can reduce the interference of non-air lubrication factors on fuel consumption results and improve the objectivity of long-term operational evaluation.

[0072] Optionally, the activation rate includes at least one of the following: time activation rate, range activation rate, and effective segment activation rate; the time activation rate is the ratio of effective activation time to the required activation time; the range activation rate is the ratio of effective activated range to the required activated range; and the effective segment activation rate is the ratio of the number of effective activated segments to the number of required activated segments.

[0073] Furthermore, the time activation rate is obtained as follows: within the activation period corresponding to the first corrected data, based on the operation record of the air lubrication drag reduction system, the continuous steady-state operation period in which the air lubrication system has no alarms, no abnormal shutdowns, no frequent starts and stops, and stable air layer formation within a preset time interval is obtained, and the total duration of the continuous steady-state operation period is counted to obtain the first duration; the first duration is divided by the second duration to obtain the time activation rate.

[0074] The second duration is defined as the remaining duration within the evaluation time frame that meets the conditions for the air lubrication drag reduction system to be activated, after excluding periods of entry and exit maneuvers, low-speed maneuvers, anchoring and waiting, severe sea conditions, equipment protection shutdowns, etc., which are not required to be activated according to preset rules.

[0075] The time activation rate can be expressed as: Time activation rate = first duration ÷ second duration × 100%.

[0076] Furthermore, the flight range utilization rate is obtained as follows: within the operational period corresponding to the first revised data, the flight mileage during which the air lubrication system is continuously and stably used, without abnormal shutdowns, and under stable operating conditions is collected and summarized as the effective utilization range. The flight range utilization rate is determined based on the effective utilization range segment and the required utilization range segment.

[0077] Among them, the flight range activation rate = effective activated flight range ÷ required activated flight range × 100%.

[0078] The required voyage is the total voyage that meets the activation conditions of the air lubrication drag reduction system, after excluding short-distance maneuvers to and from ports, anchored voyages without navigation, and voyages in severe sea conditions and unsteady conditions, which are not required to be activated according to preset rules. Voyages that meet the system activation conditions but are not actually activated by the air lubrication drag reduction system are still included in the total required voyage.

[0079] Furthermore, the effective flight segment activation rate is obtained as follows: The activation and operation period data corresponding to the first corrected data is segmented according to a preset flight segment division rule to obtain multiple data segments; the preset flight segment division rule includes at least one of the following: division based on preset flight length, preset flight time, or preset data window. Each segment of the segmented data segments is checked segment by segment to verify the operating status of the air lubrication system within each segment. Segments that are stably activated throughout the entire process, without abnormal shutdowns, and with stable operating conditions are determined as effective activated flight segments, and the number of effective activated flight segments is summarized. The effective flight segment activation rate is determined based on the number of effective activated flight segments and the total number of segments that should be activated. Specifically, the effective flight segment activation rate = number of effective activated flight segments ÷ total number of segments that should be activated × 100%.

[0080] The total number of flight segments that should be activated is the total number of all valid comparable flight segments that meet the conditions for activating the air lubrication drag reduction system. Flight segments that meet the conditions for system activation but whose air lubrication drag reduction system is not actually activated are still included in the total number of flight segments that should be activated.

[0081] Optional, fuel consumption statistical boundary unification and operating energy consumption conversion, including steps A1-A5: Step A1: The energy consumption data includes at least one of the following: main engine energy consumption data, auxiliary engine energy consumption data, other energy supply equipment energy consumption data, and total energy consumption data; the energy consumption data is used to characterize the energy consumption of the corresponding power equipment, energy supply equipment, or the ship as a whole.

[0082] Specifically, the energy consumption data to be unified is obtained from the second revised data.

[0083] Step A2: According to the preset conversion rules, convert the energy consumption data of different energy types, different energy supply methods and different statistical forms in the unified energy consumption data to obtain unified fuel consumption data; the unified fuel consumption data is the equivalent fuel consumption or the equivalent fuel consumption per unit distance.

[0084] The preset conversion rules include: statistical boundaries for main engine fuel, auxiliary engine fuel, total fuel, and fuel per unit voyage; the method for calculating the energy consumption of the air lubrication and drag reduction system; and conversion rules corresponding to different energy types and power supply methods. The power supply methods include at least one of: auxiliary engine power generation, shaft-driven generator power, energy storage device power, other shipboard energy conversion power, and hybrid power supply; these power supply methods characterize the actual energy source for the energy consumption of the air lubrication and drag reduction system.

[0085] Specifically, based on the evaluation task, the statistical boundaries of fuel consumption and the actual energy supply mode of the air lubrication drag reduction system are determined. The energy consumption data of different energy types, different energy supply modes and different statistical forms in the unified energy consumption data are uniformly converted to obtain unified fuel consumption data.

[0086] The above steps, by unifying the statistical boundaries of main engine fuel, auxiliary engine fuel, total fuel, and fuel per unit range, and by combining the actual energy supply method of air lubrication and drag reduction to calculate the energy consumption of system operation accordingly, can avoid the omission or duplication of system operation energy consumption.

[0087] Step A3: Determine whether the fuel consumption data for the start-up and operation period in the unified fuel consumption data already includes the energy consumption of the air lubrication drag reduction system.

[0088] Specifically, the system obtains the fuel consumption data and its data type for the activation and operation period from the unified fuel consumption data, iterates through the obtained data types, and, in conjunction with the actual energy supply method of the air lubrication drag reduction system, determines whether its operating energy consumption has been included in the fuel consumption data for the activation and operation period.

[0089] Step A4: If the energy consumption of the air lubrication drag reduction system is already included, then the unified fuel consumption data will be determined as the first fuel consumption data.

[0090] Specifically, if the unified fuel consumption data for the commissioning and operation period already includes the energy consumption of the air lubrication drag reduction system, then the unified fuel consumption data will be determined as the first fuel consumption data.

[0091] Step A5: If the energy consumption of the air lubrication drag reduction system is not included, the energy consumption of the air lubrication drag reduction system is converted into equivalent fuel consumption according to the preset conversion conditions, and included in the start-up period fuel consumption data in the unified fuel consumption data to obtain the first fuel consumption data; the preset conversion conditions include one or more of the following: energy type, energy supply method, operating power, operating time, energy conversion efficiency and conversion factor.

[0092] Specifically, if the fuel consumption data for the start-up and operation period in the unified fuel consumption data does not include the energy consumption of the air lubrication drag reduction system, then one or more conditions are selected from the preset conversion conditions, and the energy consumption of the air lubrication drag reduction system is converted according to the obtained conditions and included in the start-up and operation period fuel consumption data in the unified fuel consumption data to obtain the first fuel consumption data.

[0093] The energy supply methods include at least one of the following: auxiliary machine power generation, shaft-driven generator power supply, energy storage device power supply, other shipboard energy conversion power supply, and hybrid energy supply; the energy consumption of the air lubrication drag reduction system includes at least one of the following: the energy consumption of the air compressor, fan, pump, valve control actuator, control and monitoring equipment, and other supporting equipment.

[0094] Optionally, after determining the first net energy saving rate based on the first fuel consumption data, steps B1-B3 are included: Step B1: Determine the validity of the first net energy saving rate according to the preset validity determination conditions, and obtain the validity determination result. The validity determination conditions include: evaluation boundary consistency, number of comparable data samples, coverage of routes and operating conditions, applicability of the modified model, activation rate, system energy consumption boundary, uncertainty and statistical confidence level.

[0095] Specifically, the validity of the data information obtained during the acquisition of the first net energy saving rate is judged according to the validity judgment criteria. If at least one of the following occurs, the validity judgment result is invalid: inconsistent evaluation boundary, insufficient number of comparable data samples, insufficient activation rate, failure to meet preset requirements for route and operating condition coverage, unknown reasons for shutdown, abnormal fuel metering, uncertainty exceeding preset requirements, inapplicable correction model for correcting comparable evaluation data, failure to meet preset requirements for system energy consumption boundary, or statistical confidence level lower than preset level; if all of these conditions are met, the validity judgment result is valid.

[0096] Step B2: If the validity determination result is invalid, an evaluation report is generated based on the first net energy saving rate and the validity determination result, and an invalid mark is made in the evaluation report.

[0097] The evaluation report should include at least several of the following: ship information, air lubrication drag reduction system information, evaluation period, baseline operating period, commissioning period, fuel statistics boundary, data source, comparability screening rules, grouping / binding or regression correction method, system commissioning rate, handling of reasons for shutdown, system operation energy consumption conversion method, equivalent fuel consumption, equivalent fuel consumption per unit voyage, net fuel saving rate, fuel savings, equivalent carbon dioxide emission reduction, effectiveness determination, limiting conditions, and data traceability path.

[0098] Specifically, if the validity determination result is invalid, an evaluation report will be generated based on the first net energy saving rate combined with the data and processing logic generated during the generation of the first net energy saving rate. The evaluation report will be marked as a limiting condition, an auxiliary evaluation result, or a result that does not form a conclusive evaluation result.

[0099] Step B3: If the validity determination result is valid, an evaluation report is generated based on the first net energy saving rate and the validity determination result.

[0100] Specifically, if the validity determination result is valid, an evaluation report will be generated based on the first net energy saving rate combined with the data and processing logic generated during the generation of the first net energy saving rate.

[0101] The above steps enable the evaluation results to form a verifiable and traceable long-term operational net fuel saving evaluation conclusion.

[0102] The technical solution of this embodiment involves determining evaluation conditions and then determining operational data based on those conditions. The operational data and benchmark evaluation data are compared to obtain comparable evaluation data. The comparable evaluation data is then corrected to obtain corrected data. The corrected data undergoes fuel consumption boundary unification and operational energy consumption conversion to obtain first fuel consumption data. Finally, a first net energy saving rate is determined based on the first fuel consumption data. This method, by determining operational data based on evaluation conditions, performing comparability processing on the operational data and benchmark evaluation data, and correcting the comparable evaluation data, reduces the impact of non-air lubrication factors on fuel consumption results, improving the objectivity of long-term operational evaluation. Unifying fuel consumption boundaries and converting operational energy consumption for the corrected data avoids undercounting or double-counting of system operational energy consumption. Finally, the first net energy saving rate is determined based on the first fuel consumption data, thus forming a long-term operational net fuel saving evaluation result.

[0103] Figure 2This is a schematic diagram of a device for evaluating the net fuel savings of a ship's air lubrication drag reduction system based on a comparison of long-term operational fuel consumption, provided in an embodiment of the present invention. This embodiment is applicable to situations where the net fuel savings of a ship's air lubrication drag reduction system are evaluated based on long-term operational fuel consumption. This device can be implemented in hardware and / or software, and can be configured in any electronic device with data processing and data communication functions. Figure 2 As shown, the device includes: an operating data determination module 210, a comparable data determination module 220, a correction data determination module 230, a first fuel consumption data determination module 240, and a first net energy saving rate determination module 250, wherein: Operational Data Determination Module 210: Used to determine evaluation conditions and operational data based on these conditions. Evaluation conditions include: target vessel, air lubrication drag reduction system, evaluation purpose, evaluation period, fuel evaluation boundary, and operating period. Within the evaluation period, there may be data periods not included in the evaluation; these periods are excluded, separately statistically analyzed, or explained according to preset rules. Fuel evaluation boundary includes: fuel statistical caliber, system operating energy consumption calculation method, comparable data range, and data exclusion rules. The operating period includes: baseline operating period and activation operating period. The baseline operating period is the operating phase of the target vessel before the air lubrication drag reduction system is activated. The activation operating period is the operating phase of the air lubrication drag reduction system operating according to a preset mode. Operational data refers to the operational status data of the target vessel and the air lubrication drag reduction system within the evaluation period. Comparable data determination module 220: used to perform comparability processing on operational data and benchmark evaluation data to obtain comparable evaluation data; comparable evaluation data includes benchmark comparable data and comparable data during the activation and operation period; comparability processing includes comparability screening and / or benchmark matching; benchmark evaluation data is used to characterize the benchmark operating status of the target vessel when the air lubrication drag reduction system is not activated, including the operational data obtained by the target vessel in the same evaluation period with the air lubrication drag reduction system closed; when there is no benchmark operating period data that meets the evaluation requirements within the evaluation period, benchmark evaluation data can be obtained from other data sources; Corrected data determination module 230: used to correct comparable evaluation data to obtain corrected data; the correction includes: primary correction and secondary correction; primary correction of comparable evaluation data to obtain first corrected data; secondary correction of first corrected data to obtain second corrected data; primary correction is used to correct the difference in operating conditions between benchmark comparable data and comparable data during the commissioning and operation period; secondary correction is based on the commissioning rate and reasons for shutdown of the air lubrication drag reduction system, and involves at least one of the following: removing data from the commissioning and operation period in the comparable evaluation data after primary correction, separate statistics, and commissioning rate correction; First fuel consumption data determination module 240: used to unify the fuel statistical boundary and convert the operating energy consumption of the second correction data to obtain the first fuel consumption data; the fuel statistical boundary unification is to unify the fuel statistical caliber and the system operating energy consumption calculation method; the operating energy consumption conversion is to convert the operating energy consumption of the air lubrication drag reduction system to fuel consumption; the first fuel consumption data is: equivalent fuel consumption data or equivalent unit distance fuel consumption data; First Net Energy Saving Rate Determination Module 250: Used to determine the first net energy saving rate based on the first fuel consumption data, and to determine the validity of the first net energy saving rate according to preset validity judgment conditions, and generate an evaluation report.

[0104] Optionally, other data sources include at least one of the following: historical operating data of the target vessel, operating data of a reference vessel that meets preset conditions, sea trial data of the target vessel or reference vessel, model test data, and other data that can characterize the operating status of the target vessel when the air lubrication drag reduction system is not activated.

[0105] Optionally, comparability processing includes: comparability screening and / or benchmark matching; comparability screening involves filtering operational data according to preset comparability conditions to obtain benchmark comparable data and comparable data for the operational period; benchmark matching involves determining benchmark comparable data based on the current operational status of the target vessel when benchmark evaluation data is established based on other data sources; preset comparability conditions include route conditions, speed conditions, operating condition conditions, environmental conditions, hull and propeller condition conditions, and data removal conditions.

[0106] Optionally, a statistical analysis correction method may be used for the first correction; the statistical analysis correction method includes periodic comparison, grouping correction, binning correction and / or regression correction.

[0107] Optionally, the activation rate includes at least one of the following: time activation rate, range activation rate, and effective segment activation rate; the time activation rate is the ratio of effective activation time to the required activation time; the range activation rate is the ratio of effective activated range to the required activated range; and the effective segment activation rate is the ratio of the number of effective activated segments to the number of required activated segments.

[0108] Optionally, the first fuel consumption data determination module 240 includes: Energy consumption data determination unit: used for energy consumption data of at least one of the following: main engine energy consumption data, auxiliary engine energy consumption data, other energy supply equipment energy consumption data, and total energy consumption data; the energy consumption data is used to characterize the energy consumption of the corresponding power equipment, energy supply equipment, or the overall ship. Unified fuel consumption data determination unit: used to uniformly convert energy consumption data of different energy types, different energy supply methods and different statistical forms in the energy consumption data to be unified according to preset conversion rules, so as to obtain unified fuel consumption data; unified fuel consumption data is equivalent fuel consumption or equivalent fuel consumption per unit distance. Judgment Unit: Used to determine whether the fuel consumption data for the activation and operation period in the unified fuel consumption data already includes the energy consumption of the air lubrication drag reduction system; First fuel consumption data determination unit: If the energy consumption of the air lubrication drag reduction system is already included, then the unified fuel consumption data will be determined as the first fuel consumption data. First fuel consumption data determination unit: If the operating energy consumption of the air lubrication drag reduction system is not included, it converts the operating energy consumption of the air lubrication drag reduction system into an equivalent fuel consumption according to preset conversion conditions, and includes it in the start-up period fuel consumption data in the unified fuel consumption data to obtain the first fuel consumption data; the preset conversion conditions include one or more of the following: energy type, energy supply method, operating power, operating time, energy conversion efficiency and conversion factor.

[0109] Optionally, the first net energy efficiency determination module 250 includes: First Net Energy Saving Rate Calculation Unit: Used to determine the first net energy saving rate based on the first fuel consumption data; when the first fuel consumption data is equivalent fuel consumption, the first net energy saving rate is determined based on the equivalent fuel consumption; when the first fuel consumption data is equivalent unit range fuel consumption, the first net energy saving rate is determined based on the equivalent unit range fuel consumption.

[0110] Effectiveness determination result determination unit: used to determine the effectiveness of the first net energy saving rate according to the preset effectiveness determination conditions, and obtain the effectiveness determination result; the effectiveness determination conditions include: evaluation boundary consistency, number of comparable data samples, coverage of routes and operating conditions, applicability of the modified model, activation rate, system energy consumption boundary, uncertainty and statistical confidence level. Evaluation report determination unit: used to generate an evaluation report based on the first net energy saving rate and the effectiveness determination result; if the effectiveness determination result is invalid, an evaluation report is generated based on the first net energy saving rate and the effectiveness determination result, and an invalid mark is made in the evaluation report; if the effectiveness determination result is valid, an evaluation report is generated based on the first net energy saving rate and the effectiveness determination result.

[0111] The net fuel saving evaluation device for a ship air lubrication drag reduction system based on long-term operating fuel consumption comparison provided in this embodiment of the invention can execute the net fuel saving evaluation method for a ship air lubrication drag reduction system based on long-term operating fuel consumption comparison provided in any of the embodiments of the invention above. It has the corresponding functions and beneficial effects of executing the net fuel saving evaluation method for a ship air lubrication drag reduction system based on long-term operating fuel consumption comparison. For detailed process, please refer to the relevant operations of the net fuel saving evaluation method for a ship air lubrication drag reduction system based on long-term operating fuel consumption comparison in the foregoing embodiments.

[0112] In one embodiment, Figure 3 This is a structural block diagram of an electronic device provided in an embodiment of the present invention, such as... Figure 3 The diagram illustrates a schematic representation of an electronic device 10 that can be used to implement embodiments of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0113] like Figure 3 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., which is communicatively connected to the at least one processor 11. The memory stores a computer program that can be executed by the at least one processor 11, and the computer program is executed by the at least one processor 11 to enable the at least one processor 11 to perform the method provided by the present invention.

[0114] The processor 11 can perform various appropriate actions and processes based on a computer program stored in the read-only memory (ROM) 12 or a computer program loaded from the storage unit 18 into the random access memory (RAM) 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0115] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0116] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the methods provided in this invention.

[0117] In some embodiments, the method provided by the present invention can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the method described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to execute the method by any other suitable means (e.g., by means of firmware).

[0118] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard parts (ASSPs), systems-on-chips (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0119] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0120] In the context of this invention, a computer-readable storage medium stores computer instructions that are used to cause a processor to execute and implement the method provided by this invention.

[0121] The present invention also provides a computer program product comprising a computer program that, when executed by a processor, implements the method provided according to embodiments of the present invention. A computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0122] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0123] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0124] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0125] This invention also provides a computer program product, including a computer program that, when executed by a processor, can implement the methods provided in any embodiment of this application.

[0126] In the implementation of the computer program product, computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0127] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0128] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for evaluating the net fuel savings of a ship's air-lubricated drag reduction system based on long-term operational fuel consumption comparison, characterized in that, include: Determine the evaluation criteria, and determine the operational data based on the evaluation criteria; The evaluation criteria include: target vessel, air lubrication drag reduction system, evaluation purpose, evaluation period, fuel evaluation boundary, and operating period. Within the evaluation period, there may be data periods not included in the evaluation; these periods are excluded, separately statistically analyzed, or explained according to preset rules. The fuel evaluation boundary includes: fuel statistical caliber, system operating energy consumption calculation method, comparable data range, and data exclusion rules. The operating period includes: a baseline operating period and an activation operating period. The baseline operating period is the operating phase of the target vessel before the air lubrication drag reduction system is activated. The activation operating period is the operating phase of the air lubrication drag reduction system operating according to a preset mode. The operational data refers to the operating status data of the target vessel and the air lubrication drag reduction system within the evaluation period. The operational data and benchmark evaluation data are subjected to comparability processing to obtain comparable evaluation data; the comparable evaluation data includes benchmark comparable data and comparable data during the activation and operation period; the benchmark evaluation data is used to characterize the benchmark operational status of the target vessel when the air lubrication drag reduction system is not activated, including the operational data obtained by the target vessel in the air lubrication drag reduction system shutdown state within the same evaluation period. When there is no benchmark operation period data that meets the evaluation requirements within the evaluation period, the benchmark evaluation data can be obtained from other data sources; The comparable evaluation data is corrected to obtain corrected data; the correction includes: a first correction and a second correction; the comparable evaluation data is corrected once to obtain first corrected data; the first corrected data is corrected a second time to obtain second corrected data; the first correction is used to correct the difference in operating conditions between the benchmark comparable data and the comparable data during the start-up and operation period; the second correction is based on the start-up and operation period data in the comparable evaluation data after the first correction, and involves at least one of the following: removing data from the start-up and operation period, separate statistical analysis, and start-up rate correction, according to the start-up rate and reasons for the air lubrication drag reduction system. The second corrected data is subjected to fuel statistical boundary unification and operating energy consumption conversion to obtain the first fuel consumption data; the fuel statistical boundary unification refers to unifying the fuel statistical caliber and the system operating energy consumption calculation method; the operating energy consumption conversion refers to converting the operating energy consumption of the air lubrication drag reduction system into fuel consumption; the first fuel consumption data is: equivalent fuel consumption data or equivalent unit mileage fuel consumption data. The first net energy saving rate is determined based on the first fuel consumption data.

2. The method according to claim 1, characterized in that, The other data sources include at least one of the following: historical operating data of the target vessel, operating data of a reference vessel that meets preset conditions, sea trial data of the target vessel or reference vessel, model test data, and other data that can characterize the operating status of the target vessel when the air lubrication drag reduction system is not activated.

3. The method according to claim 1, characterized in that, The comparability processing includes: comparability screening and / or benchmark matching; the comparability screening is to filter the operational data according to preset comparability conditions to obtain the benchmark comparable data and the comparable data during the activation and operation period; the benchmark matching is to determine the benchmark comparable data based on the current operating status of the target vessel when the benchmark evaluation data is established based on other data sources; the preset comparability conditions include route conditions, speed conditions, operating condition conditions, environmental conditions, hull and propeller condition conditions, and data rejection conditions.

4. The method according to claim 1, characterized in that, The first correction adopts a statistical analysis correction method; the statistical analysis correction method includes periodic comparison, group correction, binning correction and / or regression correction.

5. The method according to claim 1, characterized in that, The activation rate includes at least one of time activation rate, range activation rate, and effective segment activation rate; the time activation rate is the ratio of effective activation time to required activation time; the range activation rate is the ratio of effective activated range to required activated range; and the effective segment activation rate is the ratio of the number of effective activated segments to the number of required activated segments.

6. The method according to claim 1, characterized in that, Unified fuel consumption statistical boundaries and operational energy consumption conversion, including: The energy consumption data to be unified is determined; the energy consumption data is at least one of the following: main engine energy consumption data, auxiliary engine energy consumption data, other energy supply equipment energy consumption data, and total energy consumption data; the energy consumption data is used to characterize the energy consumption of the corresponding power equipment, energy supply equipment, or the ship as a whole; According to the preset conversion rules, the energy consumption data of different energy types, different energy supply methods and different statistical forms in the energy consumption data to be unified are uniformly converted to obtain unified fuel consumption data; the unified fuel consumption data is the equivalent fuel consumption or the equivalent fuel consumption per unit distance. Determine whether the fuel consumption data during the activation and operation period in the unified fuel consumption data already includes the energy consumption of the air lubrication drag reduction system; If the energy consumption of the air lubrication drag reduction system is already included, then the unified fuel consumption data is determined as the first fuel consumption data. If the energy consumption of the air lubrication drag reduction system is not included, the energy consumption of the air lubrication drag reduction system is converted into equivalent fuel consumption according to the preset conversion conditions, and included in the start-up period fuel consumption data in the unified fuel consumption data to obtain the first fuel consumption data; the preset conversion conditions include one or more of the following: energy type, energy supply method, operating power, operating time, energy conversion efficiency and conversion factor.

7. The method according to claim 1, characterized in that, After determining the first net energy saving rate based on the first fuel consumption data, the process includes: The effectiveness of the first net energy saving rate is determined according to the preset effectiveness determination conditions to obtain the effectiveness determination result; the effectiveness determination conditions include: evaluation boundary consistency, number of comparable data samples, coverage of flight routes and operating conditions, applicability of the modified model, activation rate, system energy consumption boundary, uncertainty and statistical confidence level. If the validity determination result is invalid, an evaluation report is generated based on the first net energy saving rate and the validity determination result, and an invalid mark is made in the evaluation report; If the validity determination result is valid, an evaluation report will be generated based on the first net energy saving rate and the validity determination result.

8. A device for evaluating net fuel savings in a ship's air-lubrication drag reduction system based on long-term operational fuel consumption comparison, characterized in that... include: An operational data determination module is used to determine evaluation criteria and determine operational data based on the evaluation criteria. The evaluation criteria include: target vessel, air lubrication drag reduction system, evaluation purpose, evaluation period, fuel evaluation boundary, and operating period. Within the evaluation period, there may be data periods not included in the evaluation; these periods are excluded, separately statistically analyzed, or explained according to preset rules. The fuel evaluation boundary includes: fuel statistical caliber, system operating energy consumption calculation method, comparable data range, and data exclusion rules. The operating period includes: a baseline operating period and an activation operating period. The baseline operating period is the operating phase of the target vessel before the air lubrication drag reduction system is activated. The activation operating period is the operating phase of the air lubrication drag reduction system operating according to a preset mode. The operational data refers to the operating status data of the target vessel and the air lubrication drag reduction system within the evaluation period. The comparable data determination module is used to perform comparability processing on the operational data and benchmark evaluation data to obtain comparable evaluation data. The comparable evaluation data includes benchmark comparable data and comparable data during the activation and operation period. The benchmark evaluation data is used to characterize the benchmark operational status of the target vessel when the air lubrication drag reduction system is not activated. It includes operational data obtained by the target vessel in the same evaluation period with the air lubrication drag reduction system turned off. When there is no benchmark operation period data that meets the evaluation requirements within the evaluation period, the benchmark evaluation data can be obtained from other data sources. The data correction determination module is used to correct the comparable evaluation data to obtain corrected data. The correction includes: a primary correction and a secondary correction. The comparable evaluation data is corrected once to obtain first corrected data. The first corrected data is corrected twice to obtain second corrected data. The primary correction is used to correct the difference in operating conditions between the benchmark comparable data and the comparable data during the start-up and operation period. The secondary correction is based on the start-up and operation period data in the comparable evaluation data after the primary correction, and involves at least one of the following: data removal, separate statistics, and start-up rate correction, according to the start-up rate and reasons for the air lubrication drag reduction system. The first fuel consumption data determination module is used to unify the fuel statistical boundary and convert the operating energy consumption of the second correction data to obtain the first fuel consumption data; the fuel statistical boundary unification means unifying the fuel statistical caliber and the system operating energy consumption calculation method; the operating energy consumption conversion means converting the operating energy consumption of the air lubrication drag reduction system into fuel consumption; the first fuel consumption data is: equivalent fuel consumption data or equivalent unit mileage fuel consumption data. The first net energy saving rate determination module is used to determine the first net energy saving rate based on the first fuel consumption data, and to determine the validity of the first net energy saving rate according to preset validity judgment conditions, and generate an evaluation report.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the net fuel saving evaluation method for a ship air lubrication drag reduction system based on long-term operating fuel consumption comparison, as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the net fuel saving evaluation method for a ship air lubrication drag reduction system based on a comparison of long-term operating fuel consumption, as described in any one of claims 1-7.

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