Method and system for determining power produced by wind propulsion system

Abstract

Disclosed is a method for determining power produced by a wind propulsion system (202, 304). The method comprises: determining a thrust (Fw) produced by the wind propulsion system; determining a thrust (Fp) produced by a propeller propulsion system (204, 308); determining a power of the propeller propulsion system; and calculating the power produced by the wind propulsion system, based on the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system.

Description

[0001] METHOD AND SYSTEM FOR. DETERMINING POWER PRODUCED BY WIND

[0002] PROPULSION SYSTEM

[0003] TECHNICAL FIELD

[0004] The present disclosure relates to a method for determining power produced by a wind propulsion system. Moreover, the present disclosure relates to a system for determining power produced by a wind propulsion system.

[0005] BACKGROUND

[0006] In recent times, significant developments have been made in maritime industry to utilize wind energy for propulsion of vessels, typically used in sailing or other wind assisted propulsion technologies. There has been a growing interest in wind propulsion technologies, to harness the power of the wind in order to assist or replace conventional engines, aiming to reduce fuel consumption, lower emissions, and enables to enhance an overall energy efficiency of marine transportation.

[0007] However, existing methods utilized for measuring energy produced by conventional wind propulsion technologies are associated with several limitations. Firstly, the conventional wind propulsion technologies rely on explicit estimation of total efficiency of a vessel. Typically, such explicit estimation of the total efficiency is determined by multiplying individual efficiency components, such as propeller efficiency, propeller shaft efficiency, efficiency of hull of the vessel, and similar. However, determining the individual efficiency components is based only on accurate data, which may not be always readily available. Furthermore, changes in a given efficiency component may affect remaining efficiency components, thus making it challenging to accurately predict a combined effect on the overall efficiency. Hence, variability in the measurement of such data affects an accuracy and consistency of calculating the overall efficiency of the wind propulsion technologies. Secondly, energy savings that are derived from using the conventional wind propulsion technologies are not quantifiable.

[0008] Therefore, in light of the foregoing discussion, there exists a need to overcome the aforementioned drawbacks.

[0009] SUMMARY

[0010] The aim of the present disclosure is to provide methods and systems for determining power produced by a wind propulsion system, to enhance the efficiency and an overall performance of the system by effectively integrating the wind propulsion system and a propeller propulsion system. The aim of the present disclosure is achieved by methods and systems for determining power produced by a wind propulsion system as defined in the appended independent claims to which reference is made to. Advantageous features are set out in the appended dependent claims.

[0011] Throughout the description and claims of this specification, the words "comprise" , "include", "have", and "contain" and variations of these words, for example "comprising" and "comprises" , mean "including but not limited to", and do not exclude other components, items, integers or steps not explicitly disclosed also to be present. Moreover, the singular encompasses the plural unless the context otherwise requires. In particular, where the indefinite article is used, the specification is to be understood as contemplating plurality as well as singularity, unless the context requires otherwise.

[0012] BRIEF DESCRIPTION OF THE DRAWINGS

[0013] FIG. 1 illustrates steps of a method for determining power produced by a wind propulsion system, in accordance with an embodiment of the present disclosure; FIG. 2 illustrates a block diagram of an architecture of a system for determining power produced by a wind propulsion system, in accordance with an embodiment of the present disclosure; and

[0014] FIG. 3 shows a schematic illustration of an exemplary vessel in which a system for determining power produced by a wind propulsion system is in use, in accordance with an embodiment of the present disclosure.

[0015] DETAILED DESCRIPTION OF EMBODIMENTS

[0016] The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practising the present disclosure are also possible.

[0017] In a first aspect, the present disclosure provides a method for determining power produced by a wind propulsion system, the method comprising: determining a thrust produced by the wind propulsion system; determining a thrust produced by a propeller propulsion system; determining a power of the propeller propulsion system; and calculating the power produced by the wind propulsion system, based on the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system.

[0018] In a second aspect, the present disclosure provides a system for determining power produced by a wind propulsion system, the system comprising the wind propulsion system, a propeller propulsion system, and at least one processor, wherein the at least one processor is communicably coupled with the wind propulsion system and the propeller propulsion system, and wherein the at least one processor is configured to: determine a thrust produced by the wind propulsion system; determine a thrust produced by a propeller propulsion system; determine a power of the propeller propulsion system; and calculate the power produced by the wind propulsion system, based on the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system.

[0019] The present disclosure provides the aforementioned first aspect and the aforementioned second aspect, wherein a contribution of the wind propulsion system is determined when the wind propulsion system is used along with the propeller propulsion system, in operation. The power produced by the wind propulsion system is determined dynamically by utilizing the thrust produced by the wind propulsion system, the thrust produced by a propeller propulsion system, and the power of the propeller propulsion system, which can be measured using devices and / or techniques well-known in the art. Advantageously, calculating the power produced by the wind propulsion system enables to directly quantify energy savings produced when using the wind propulsion system. The aforementioned first aspect and the aforementioned second aspect are simple, robust, fast, reliable, and can be implemented with ease.

[0020] Throughout the present disclosure, the term "wind propulsion system" refers to a system implemented on a vessel to harness wind energy for propulsion of vessels. The wind propulsion system is designed in such a manner, so as to interact with wind to generate the thrust, thereby providing assistance to the propeller propulsion system (as described later) in propelling the vessel in a forward direction. In this regard, the wind propulsion system of the vessel captures the wind energy and converts it to kinetic energy. This kinetic energy is converted into mechanical energy, thus enabling the wind propulsion system to generate the thrust, and propel the vessel in the forward direction. Herein, the kinetic energy is determined based on various parameters, for example, such as wind speed, an area of a surface the wind is incident thereon, a velocity of the vessel, and similar. Herein, the term "vessel" refers to a watercraft that operates in maritime transportation. Examples of such vessels may include, but are not limited to, cargo ships, tankers, container ships, ferries, yachts, fishing boats, research vessels etc. Moreover, the term "thrust" of the wind propulsion system refers to a force generated by the wind that enables the wind propulsion system to propel the vessel in the forward direction.

[0021] Optionally, the wind propulsion system is at least one of: a rotor-based propulsion system, a suction-based propulsion system, a soft sail-based propulsion system, a hard sail-based propulsion system, a kite-based propulsion system. A technical effect is that the power can be calculated for any sail technology where it is possible to devise the determination of the thrust produced by the wind propulsion system.

[0022] The term "rotor-based propulsion system" refers to a system which involves usage of rotating structures (for example, such as a cylindrical structure, a disc-like structure), which rotates to harness the wind energy and thereby generating the thrust for propulsion. The rotating structures interact with the wind, creating a lift which produces the thrust in a direction perpendicular to the wind. An example of the rotor-based propulsion system may be a Flettner rotor.

[0023] The term "suction-based propulsion system" refers to a type of airfoil or sail that utilizes the principle of suction to enhance its aerodynamic performance, specifically by increasing lift. In this regard, the surface of the suction-based propulsion system often designed as an airfoil is curved to exploit aerodynamics principles hence this curvature is significant in creating the necessary conditions for the generation of suction. By actively managing the airflow, typically through controlled openings or a specialized system, suction is generated on the windward side of the airfoil. This suction creates a low-pressure zone on the windward side, actively pulling the air over the curved surface. Thereby, this low- pressure zone contributes to the overall aerodynamic forces acting on the sail, leading to improved lift and propulsion. Moreover, the suction-based propulsion systems leverage the principles of aerodynamics to actively manage airflow and increase lift, thereby improving the overall efficiency of the sail. This approach offers sails greater control over their vessels, particularly in terms of adapting to varying wind conditions and achieving optimal performance.

[0024] The term "soft sail-based propulsion system" refers to a system that utilizes sails made of flexible materials to harness the wind energy and propel the vessel in the forward direction. Herein, the sails are lightweight, durable, and capable of withstanding forces exerted by the wind. Moreover, at least one of: a shape, an angle, an area, of the sail can be adjusted to capture the wind energy effectively. When the wind blows against the sail, the pressure difference is generated on either side of the sail, thereby generating the thrust. This thrust generates a lift which pulls the sail, thereby propelling the vessel in the forward direction. Examples of the flexible materials may include, but are not limited to, canvas, polyester, nylon, carbon fibre, and Kevlar. The term "hard sailbased propulsion system" to a system that comprises a sail made of stiff (or, rigid) materials and optionally a controlling means communicably coupled with the sail, wherein the controlling means is configured to adjust an angle or surface of the sail. Such adjustments facilitate in manoeuvring the vessel by harnessing the wind energy and propelling the vessel in the forward direction. Herein, such sails maintain a fixed shape even when forces are exerted by the wind. Examples of the stiff material may include, but are not limited to, a rigid frame material, a metallic material, a composite material. Subsequently, hard sail can comprise of one or more sections which could allow changing the shape of the sail despite the material of the sail being rigid. For example, the hard sail-based propulsion system may comprise a flap.

[0025] The term "kite-based propulsion system" refers to a system that integrates kite technology with sailing principles to propel the vessel in the forward direction. Herein, the kite-based propulsion system utilizes any one of: a kite, a parafoil, to capture the wind energy and generate the thrust. Herein, when the wind flows over the kite-based propulsion system, a lift is generated, which pulls the kite-based propulsion system and harnesses the wind energy. The kite-based propulsion system is tethered to the vessel using cables.

[0026] Optionally, when determining the thrust produced by the wind propulsion system, the method comprises: receiving data associated with any one of: an air pressure on a given region, a deformity on a given region, of the wind propulsion system, wherein the data is captured using the at least one first sensor; and processing the data to determine a force acting on a surface of the wind propulsion system to propel the vessel in the forward direction, wherein the force is resultant of a pressure differential of surrounding region with respect to the given region of the wind propulsion system.

[0027] Herein, the term "first sensor" refers to a sensor that measures parameters relevant to determination of the thrust produced by the wind propulsion system, wherein the parameters include the air pressure or the deformity on the given region of the wind propulsion system. Herein, the term "given region" refers to a particular area on the wind propulsion system where any one of: the air pressure, the deformity is monitored. The term "air pressure" refers to a force exerted on the given region upon interaction of the wind propulsion system with the wind. In this regard, the at least one first sensor is arranged on the given region to detect and measure the air pressure. Upon processing the data collected from the at least one first sensor, a pressure differential between a windward side and a leeward side of the wind propulsion system is determined. Herein, when the at least one first sensor is implemented as a pressure sensor, the pressure sensor measures the air pressure acting on the given region or in proximity to the given region. The data is in a form of numerical values of the air pressure, wherein a unit of measurement of the air pressure may be, Pascal (Pa), millimetre of Mercury (mmHg), pounds per square inch (psi). Examples of the at least one first sensor when it is implemented as the pressure sensor may include, but are not limited to, a piezoresistive pressure sensors, a capacitive pressure sensor, a microelectromechanical systems (MEMS) pressure sensor, and an optical pressure sensor.

[0028] Moreover, the term "deformity" refers to the change in a structure and / or a shape of the given region of the wind propulsion system, when the wind acts upon the wind propulsion system. Subsequently, the deformation is any one of: an elastic deformation, a plastic deformation. In this regard, the deformity is the elastic deformation, i.e., there is an elastic change in the structure. In this regard, the at least one first sensor is arranged on the given region to detect and detect physical alteration or strain on the given region of the wind propulsion system. Examples of such deformities may include, but are not limited to, misalignment of rotor of rotor-based propulsion system, surface damage (for example, such as dents, cracks) on suction-based propulsion system or hard sail-based propulsion system, wrinkles in sail of soft sail-based propulsion system, and tangles in the cables of kite-based propulsion system. The data received from the at least one first sensor is in a form of quantitative data on an amount and nature of deformation experienced by the given region of the wind propulsion system, deformation experienced by at least one of: the mast, the foundation, the rigging. Herein, when the at least one first sensor is implemented as a strain gauge, the strain gauge measures changes in length or shape of the given region of the wind propulsion system, caused by the wind. The strain gauge measures such physical alterations by sensing changes in electrical resistance or capacitance. Herein, presence of high deformations indicates decreased efficiency in generating the thrust, while presence of less deformations indicates enhanced generation of the thrust. The strain as measured by the strain gauge, is a dimensionless quantity, typically expressed as a percentage. For example, the wind propulsion system may be implemented as the soft sail-based propulsion system, and the strain gauge is arranged on the given region of the soft sail-based propulsion system. The strain gauge may record a strain of 0.1 percent, which means the given region may have deformed by 0.1 percent when the soft sail-based propulsion system interacts with the wind.

[0029] Moreover, a format of the data received from the at least one first sensor may be in a form of a table, a text, a graph, a list, and similar. The data is received from the at least one first sensor in a wired manner or a wireless manner. The data could be received in real time or near-real time.

[0030] Thereafter, the data received from the at least one first sensor is processed by processing algorithms to determine the pressure differential between the surrounding region and the given region of the wind propulsion system. Such processing algorithms are well-known in the art. Herein, the surrounding region lies in proximity to the given region of the wind propulsion system. Herein, the force acting on the surface is a product of the pressure differential and an area of the given region. Such force may act perpendicular to the surface of the wind propulsion system, to propel the vessel in the forward direction. It will be appreciated that the force is a vector quantity. A technical effect of determining the thrust in such a manner that the force is determined in real time or in near-real tine, which enables to restore the wind propulsion system to its intended aerodynamic profile, thereby improving an ability of the wind propulsion system to capture the wind energy efficiently.

[0031] The term "propeller propulsion system" refers to a system implemented on the vessel used to propel the vessel by moving water through a rotating propeller, wherein the vessel is afloat in fluid (for example, such as water), and wherein the propeller is a combination of the propeller blade and the propeller shaft.

[0032] The propeller propulsion system further comprises an associated machinery (for example, such as an engine) to drive the propeller. The term "thrust" of the propeller propulsion system refers to a force produced by the propeller propulsion system upon rotation and interaction of said propeller propulsion system with surrounding fluid (for example, such as water), which propels the vessel in the forward direction by accelerating the fluid in a backward direction.

[0033] Optionally, when determining the thrust produced by the propeller propulsion system, the method comprises: receiving data associated with strain on any one of: the propeller blade, the propeller shaft of the propeller propulsion system, wherein the data is captured using at least one second sensor; and processing the data to infer the force experienced by any one of: the propeller blade, the propeller shaft.

[0034] Throughout the present disclosure, the term "second sensor" refers to a sensor that determines a change in at least one of: a length, a shape, a structure of the propeller propulsion system upon interaction of said propeller propulsion system with the fluid, when the vessel is in use. Examples of the at least one second sensor may include, but are not limited to, another strain gauge, a deformation sensor. Upon processing the data collected from the at least one second sensor, the deformation of the propeller propulsion system is determined, which is then utilised in determining the thrust produced. The data received from the at least one second sensor are numerical values of mechanical forces acting on the propeller propulsion system. When there is excessive strain or excessive deformation, it means that there is overloading which impacts the generation of thrust. The data captured using at least one second sensor is processed using mathematical calculations in order to infer the force experienced by the propeller propulsion system. Thereby, the force is a product of Young's modulus, a numerical value of the strain in the data and a cross-sectional area of the propeller propulsion system.

[0035] A technical effect of determining the thrust in such a manner is that it facilitates in optimizing a performance of the propeller propulsion system, wherein the data can be used to fine-tune parameters, for example, such as configuration of a propeller blade, for improved efficiency and the generation of thrust.

[0036] Throughout the present disclosure, the term "power" of the propeller propulsion system refers to rotational power that is converted by the propeller propulsion system into useful work to propel the vessel in the forward direction. Herein, a total power of the propeller propulsion system is an overall energy output of an overall system, considering all components and inefficiencies involved in the energy conversion process. The total power of the propeller propulsion system can be expressed as the sum of useful power (PUseful)anc* losses (Passes)-

[0037] Optionally, the thrust produced by the wind propulsion system is determined based on a pressure induced on the wind propulsion system; the thrust produced by the propeller propulsion system is determined based on at least a force experienced by any one of: a propeller blade, a propeller shaft, of the propeller propulsion system; the power produced by the propeller propulsion system is determined based on a torque and an angular velocity of the propeller propulsion system.

[0038] It will be appreciated that the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system can be determined in various ways and / or optionally in measurement technology agnostic manner, pursuant to embodiments of the present disclosure. Each of the aforementioned examples are described in detail below.

[0039] Herein, the phrase "pressure induced on the wind propulsion system" refers to an interaction between the wind and the surface of the wind propulsion system. It will be appreciated that the pressure induced on the surface of the wind propulsion system is a result of an aerodynamic interaction between the wind and an aerodynamic shape of the surface of the wind propulsion system. Herein, the thrust produced by the wind propulsion system is determined using pressure sensors and / or strain gauges. Pressure sensors directly measure the force exerted by the wind on the wind propulsion system by detecting changes in air pressure. When wind flows over the wind propulsion system, it creates a pressure difference between the windward and leeward sides of the sail. Thereby, the total thrust can be determined by integrating the pressure distribution over the wind propulsion system. Moreover, strain gauges measure the deformation or strain in the wind propulsion system's structure caused by the aerodynamic forces. As wind pressure increases, the wind propulsion system experiences deformation and strain gauges detect these structural changes. Notably, strain gauges are applied to specific locations on the wind propulsion system's structure where significant loads are expected. These locations might include the mast, foundation rigging, or other load-bearing components, are situated. Thereby, the strain measured by the strain gauges is related to the applied force through material properties, then the thrust can be calculated using the formula F = k • e, where k is a material-specific constant and e is the strain. Advantageously, strain gauges provide insights into the structural integrity of the wind propulsion system and help to understand how the wind propulsion system responds to wind-induced loads. They can offer information about both static and dynamic forces.

[0040] The term "propeller blade" refers to a rotating element of the propeller that interacts with the fluid to generate the thrust. The term "propeller shaft" refers to a component that transmits rotational power from the engine (or motor) to the propeller. The propeller shaft connects a power source of the propeller propulsion system to the propeller, thereby allowing the rotational power generated by the engine to be transferred to the propeller blade. Herein, the force is experienced by the propeller blade when a surface of the propeller blade interacts with the fluid. This force is a result of a pressure difference created by a shape and movement of the propeller blade, which contributes to the generation of the thrust by pushing the fluid backward and propelling the vessel in the forward direction. Moreover, the force experienced by the propeller shaft is related to the rotational power transmitted through the propeller shaft, which is generated by the engine.

[0041] Optionally, the power of the propeller propulsion system is given by formula (1),

[0042] Powerpps= Torque * Angular Velocity (1) wherein, Powerppsdenotes the power of the propeller propulsion system. In this regard, the term "torque" of the propeller propulsion system refers to a rotational force applied to components of the propeller propulsion system. In this regard, greater the torque, greater is the rotational force applied to rotate the propeller propulsion system. Herein, units of measurement of torque may include, Newton-meter (Nm), foot-pound (Ib-ft), and similar. Additionally, the term "angular velocity" of the propeller propulsion system refers to a rate of change of angular displacement, which represents how quickly the propeller propulsion system is rotating or undergoing angular motion. Herein, units of measurement of the angular velocity may be, radian per unit time, R.PM (revolution per minute). The torque applied to the propeller propulsion system is directly measured using a sensing device, wherein the sensing device may be a torque sensor. Subsequently, the angular velocity of the propeller propulsion system is measured using another sensing device, wherein another sensing device may be a tachometer.

[0043] Optionally, measurements of the torque and the angular velocity of the propeller propulsion system are integrated to the main engine, by connecting the sensing device and the another sensing device directly to the engine.

[0044] Optionally, the power produced by the propeller propulsion system is determined based on fuel consumption by the propeller propulsion system. Herein, an amount of fuel consumed by the propeller propulsion system is directly related to the energy released or utilized within the propeller propulsion system to generate the thrust.

[0045] Alternatively, the power produced by the propeller propulsion system is determined using a dynamometer. Herein, the dynamometer is a device used to measure the power output of an engine or the propeller propulsion system by quantifying the torque and rotational speed (rotations per minute or angular velocity). The first step involves measuring the torque produced by the propeller propulsion system. Herein, the dynamometer is equipped with the torque sensor that is connected to the propeller propulsion system or shaft of the engine. As the propeller propulsion system operates, the torque sensor measures the force applied to the propeller propulsion system and converts into torque values. Subsequently, the dynamometer measures the rotational speed of the propeller propulsion system or the shaft of the engine shaft. This is done by using sensors to track a number of revolutions per minute (rpm) or the angular velocity of the shaft. Thereby, the combination of torque and angular velocity provides essential data for calculating the power produced by the propeller propulsion system, using formula (1). Notably, the dynamometer provides a means to measure the power produced by the propeller propulsion system by quantifying both torque and rotational speed. These measurements are essential for understanding the efficiency and performance of the propeller propulsion system or engine, or any other application as well. An exemplary formula of power produced by the propeller propulsion system that is determined based on the fuel consumption by the propeller propulsion system is given by formula (2),

[0046] FACT * CV1 * 106

[0047] Power pPpPsc = - SFOCMCR * 24 * CKO * XlEAK* Xl0AD(2) wherein, FACT denotes the fuel consumption by the propeller propulsion system with a unit of measurement of tons per day (Tons / Day), CV1 denotes calorific value of fuel in use with a unit of measurement of megajoule per kilogram (MJ / Kg), SFOCMCR denotes Specific Fuel Oil Consumption (SFOC) at Maximum Continuous Rated (MCR) from a shop trial data with a unit of measurement of grams per kilowatt hour (g / kWh), CKO denotes calorific value of the fuel used during the shop trial, XlEAKdenotes leak factor (wherein, XlEAK= 1 for simplification), and Xl0ADdenotes load factor (wherein, Xl0AD= 1 for simplification).

[0048] Optionally, the method comprises calculating the power produced by the wind propulsion system as a ratio of the thrust produced by the wind propulsion system to the thrust produced by the propeller propulsion system, and then using this ratio and the power of the propeller propulsion system, using the equation (3) to calculate the power produced by the wind propulsion system:

[0049] The power produced by the wind propulsion system is calculated to determine a contribution of the wind energy to the propulsion of the vessel. The power produced by the wind propulsion system is a ratio of the thrust produced by the wind propulsion system to the thrust produced by the propeller propulsion system, and then using this ratio to scale the power of the propeller propulsion system. Herein, the phrase "to scale the power of the propeller propulsion system" refers using the thrust from both the wind and propeller propulsion systems, along with the power of the propeller propulsion system, to calculate the power produced by the wind propulsion system. Hence, the power produced by the wind propulsion system is directly related to the thrust generated by the wind propulsion system and inversely related to the thrust generated by the propeller propulsion system. The power produced by the wind propulsion system is given by formula (3) wherein Powerwpsdenotes the power produced by the wind propulsion system, Fwdenotes the thrust produced by the wind propulsion system, and Fpdenotes the thrust produced by the propeller propulsion system.

[0050] Beneficially, the method enables the precise determination of the power produced by the wind propulsion system by calculating the power produced based on the thrust produced by both the wind and propeller propulsion systems, along with the power of the propeller propulsion system. The disclosed method provides an accurate measurement of the wind propulsion system's contribution to the overall propulsion. Additionally, by determining the force in real-time or near-real-time, the wind propulsion system can be restored to its intended aerodynamic profile, thereby improving its ability to efficiently capture the wind energy. Furthermore, the aforementioned technical features facilitate the optimization of the propeller propulsion system's performance by allowing the data to be used to fine-tune parameters, such as the configuration of the propeller blades, for improved efficiency and thrust generation. Additionally, beneficially, the disclosed method determines the thrust produced by both the wind and propeller propulsion systems, the power of the propeller propulsion system, and eventually the power produced by the wind propulsion system based on the aforementioned three quantities, accurately in order to avoid complex and very unreliable mathematical models. It may however, be appreciated that a person skilled in the art may employ existing or potential a priori mathematical models. However, the method of the present disclosure calculates the power produced by the wind propulsion system based on corrections that are based on measurements, like measured force, and not on environmental conditions like wind conditions and / or water conditions only.

[0051] Overall, the above approach solves the objective technical problem of how to accurately and precisely determine the power produced by the wind propulsion system, and enhances the optimization of hybrid propulsion systems, leading to a better fuel efficiency, reduced emissions, and improved overall performance of the vessel.

[0052] Optionally, the method further comprises: calculating a power ratio of the power produced by the wind propulsion system to the power of the propeller propulsion system; measuring a fuel consumption of the propeller propulsion system; and determining an estimated fuel savings provided by the wind propulsion system, based on the power ratio and the fuel consumption of the propeller propulsion system. In this regard, the "power ratio" is indicative of a proportion of power that is produced by the wind propulsion system relative to the power produced by the propeller propulsion system. A technical benefit of calculating the power ratio in such a manner is that it enables overcoming challenges faced when using traditional methods of calculating the power produced by the wind propulsion system. The power ratio is given by formula (4),

[0053] Powerwps

[0054] PRWPS Powerpps(4) wherein, PRWPSdenotes power ratio of the power produced by the wind propulsion system to the power of the propeller propulsion system. As a first example, the power produced by the wind propulsion system may be 2,000 watts and the power of the propeller propulsion system may be determined to be 10,000 watts. Hence, the power ratio of the power produced by the wind propulsion system to the power of the propeller propulsion system may be 0.2. This means that the wind propulsion system may contribute 20 percent relative to the power produced by the propeller propulsion system.

[0055] Subsequently, the power of the wind propulsion system and the power of the propeller propulsion system can be defined separately using a definition of power of moving force, wherein the power of moving force is given by formula (5) wherein F is a force exerted by the vessel when in motion, l^is a velocity of the vessel, and q is a total efficiency of the vessel. The velocity of the vessel and the total efficiency are common for the power of the wind propulsion system and the power of the propeller propulsion system. Hence, the thrust of the wind propulsion system and the thrust of the propeller propulsion system are different. Hence, the power ratio is derived using formula (6),

[0056] Herein, the formula (5) can be rewritten to determine the power produced by the wind propulsion system, as given by formula (7)

[0057] Beneficially, this facilitates to measure power savings produced with the contribution of the wind propulsion system, by independently measuring the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system.

[0058] In this regard, the term "fuel" refers to a substance that is utilised by the engine to drive the propeller propulsion system, when in operation, to propel the vessel in the forward direction. Herein, the fuel consumption in the propeller propulsion system is measured by monitoring an amount of the fuel consumed over a time duration. Optionally, the fuel consumption of the propeller propulsion system is measured using at least one of: a flow meter, a fuel monitoring system, a fuel gauge, a fuel sensor, on-board monitoring system. Herein, real-time data is provided on the amount of the fuel being consumed. Moreover, units of measurement of the fuel consumption may be in millilitre (mL), litre ( L) , gallon, cubic metre (m3), barrel (bbl), kilogram (kg), metric tons (tonnes), and similar.

[0059] Subsequently, the estimated fuel savings provided by the wind propulsion system is a simplified product of the power ration and the fuel consumption of the propeller propulsion system. Continuing with reference to the first example, the fuel consumption of the propeller propulsion system maybe 10000 litres. Hence, the estimated fuel savings may be determined by multiplying the power ratio and the fuel consumption of the propeller propulsion system, i.e., 0.2 x 10,000 litres = 2,000 litres. Herein, due to the contribution of the wind propulsion system, the estimated fuel savings may be 2,000 litres.

[0060] A technical effect of determining the estimated fuel savings in such a manner is that it facilitates in determining a reduction in fuel consumption due to implementation of an alternative source of propulsion, i.e., the wind propulsion system, which is integrated with the propeller propulsion system to propel the vessel in the forward direction. Furthermore, such estimated fuel savings are beneficial for the environment, by allowing a reduction in carbon emissions.

[0061] In an embodiment, the method further comprises: determining a correction factor that is to be applied to the power produced by the wind propulsion system, based on a transverse force generated by the wind propulsion system, and a yaw moment produced due to the transverse force; and determining a corrected value of the power produced by the wind propulsion system, as a product of the power produced by the wind propulsion system and the correction factor.

[0062] In this regard, the term "correction factor" refers to the numerical multiplier that is used to adjust or correct the power produced by the wind propulsion system that is determined, based on a consideration of the transverse force and its impact on the vessel. This provides an accurate representation of the power produced by the wind propulsion system and its contribution to propelling the vessel in the forward direction, under different environmental conditions. Herein, the term "transverse force" refers to a force acting sideways or opposite in direction to the propulsion of the ship, due to interaction of the wind with the at least one of: the wind propulsion system, a hull of the vessel. The transverse force induces the yaw moment, wherein the term "yaw moment" refers to a rotational force or a twisting force that causes the vessel to pivot or rotate about a vertical axis of the vessel. The transverse force and the resulting yaw moment affect an overall stability, efficiency, and power of the propeller propulsion system. Furthermore, the transverse force and the yaw moment yields to a change in a hydrodynamic response of the hull of the vessel. Consequently, this affects the calculation of the power produced by the wind propulsion system, in propelling the vessel in the forward direction.

[0063] Herein, the change in the wind conditions lead to the fluctuations in the lateral forces and the yaw moments, The correction factor is determined as a function of the transverse force and the yaw moment produced due to the transverse forces. This function could be a linear function, nonlinear function, or a combination of these. For example, the correction factor may be determined as a linear function given by formula (8); wherein, l denotes the individual transverse component of the wind propulsion system, parameters a and b are constants or coefficients that are determined based on at least one of: characteristics of the vessel, characteristics of the wind propulsion system, environmental conditions, ,xtdenotes horizontal axis of the wind propulsion system, and ytdenotes vertical axis of the wind propulsion system. In this regard, for each individual transverse component Tf) of the wind propulsion system, the corresponding yaw moment is calculated by identifying a position on the Cartesian coordinate system, i.e., the position to provide an understanding of how each the transverse force and the yaw moment contribute to the change in a hydrodynamic response of the hull of the vessel. Subsequently, the corrected value of the power produced by the wind propulsion system is determined, wherein the corrected value is determined by applying the correction factor to the power produced by the wind propulsion system that was initially calculated. A technical effect of determining the corrected value in such a manner is that it enables precise understanding of how effectively the wind propulsion system contribute to the overall propulsion of the vessel, when the vessel operates in dynamic environmental conditions and / or in variable environmental conditions. Moreover, such determination of the corrected value of the power produced by the wind propulsion system facilitates better decision-making for operational efficiency. Thereby, the corrected value of the power produced by the wind propulsion system is given by formula (9), wherein, PowerwpsCORRECTED denotes the power produced by the wind propulsion system.

[0064] In another embodiment, the method further comprises: determining a first total efficiency of a vessel, when only the propeller propulsion system is employed on the vessel; determining a second total efficiency of the vessel, when the propeller propulsion system and the wind propulsion system are employed on the vessel; calculating a change in total efficiency of the vessel, based on the first total efficiency and the second total efficiency; and determining a corrected value of the power produced by the wind propulsion system, based on the change in the total efficiency of the vessel. In this regard, the term "first total efficiency" refers to an overall efficiency of the vessel when only the propeller propulsion system is employed, wherein the first total efficiency serves as a baseline measurement for the vessel's efficiency. The first total efficiency takes into account at least one factor, wherein the at least one factor comprises at least one of: the thrust produced by a propeller propulsion system, the power of the propeller propulsion system, the fuel consumption of the propeller propulsion system, performance of the engine, efficiency of the engine, the hydrodynamic response of the hull of the vessel. The term "second total efficiency" refers to an overall efficiency of the vessel when both the propeller propulsion system and the wind propulsion system are employed together to propel the vessel in the forward direction. The second total efficiency takes into account, optionally, at least one of: the at least one factor, the thrust produced by the wind propulsion system, the power produced by the wind propulsion system, a combination of the powers produced by the propeller propulsion system and the wind propulsion system, the fuel consumption of the propeller propulsion system when the wind propulsion system is in use, the performance of the engine when both the propeller propulsion system and the wind propulsion system are in use, the efficiency of the engine when both the propeller propulsion system and the wind propulsion system are in use. The change in total efficiency is determined by comparing the first total efficiency with the second total efficiency. This change in the total efficiency reflects any one of: a difference, an improvement, in the overall efficiency of the vessel when the wind propulsion system works along with the propeller propulsion system. When the change in the total efficiency is an increase of the overall efficiency with respect to the first total efficiency, it implies that the wind propulsion system contributes positively to the overall efficiency of the vessel, and vice versa. For example, the change in the total efficiency is a difference between the second total efficiency and the first total efficiency. As a second example, the first total efficiency of the vessel may be 0.75, and the second total efficiency of the vessel may be 0.85. Hence, the change in the total efficiency of the vessel may be, 0.85 - 0.75 = 0.10. Herein, the change in the total efficiency is positive, which reflects an improvement in the overall efficiency of the vessel when the wind propulsion system works along with the propeller propulsion system.

[0065] Thereafter, the corrected value of the power produced by the wind propulsion system is determined by adjusting the power produced by the wind propulsion system, which is given by formula (10)

[0066] P owerWPS CORRECTED wherein PowerwpsCORRECTED denotes corrected value of the power produced by the wind propulsion system.

[0067] A technical effect of determining the corrected value of the power produced by the wind propulsion system in such a manner is that provides a refined value of the power of the wind propulsion systems, thereby enhancing precision in evaluating an actual contribution of the wind propulsion system to a performance of the vessel.

[0068] The present disclosure also relates to the aforementioned second aspect as described above. Various embodiments and variants disclosed above, with respect to the aforementioned first aspect, apply mutatis mutandis to the aforementioned second aspect.

[0069] Notably, the at least one processor controls an overall operation of the system. It will be appreciated that the at least one processor is communicably coupled with the wind propulsion system and the propeller propulsion system. The at least one processor could be implemented as any one of: a microprocessor, a microcontroller, or a controller. As an example, the at least one processor could be implemented as an application-specific integrated circuit (ASIC) chip or a reduced instruction set computer (RISC) chip. The at least one processor is any one of: arranged within the vessel, a remote processor that is not arranged on the vessel.

[0070] Optionally, the at least one processor is configured to calculate the power produced by the wind propulsion system as a ratio of the thrust produced by the wind propulsion system to the thrust produced by the propeller propulsion system, and then use this ratio and the power of the propeller propulsion system, using the equation (3)

[0071] Optionally, the thrust produced by the wind propulsion system is determined based on a pressure induced on the wind propulsion system; the thrust produced by the propeller propulsion system is determined based on at least a force experienced by any one of: a propeller blade, a propeller shaft, of the propeller propulsion system; the power produced by the propeller propulsion system is determined based on a torque and an angular velocity of the propeller propulsion system.

[0072] Optionally, at least one processor is further configured to: calculate a power ratio of the power produced by the wind propulsion system to the power of the propeller propulsion system; measure a fuel consumption of the propeller propulsion system; and determine an estimated fuel savings provided by the wind propulsion system, based on the power ratio and the fuel consumption of the propeller propulsion system.

[0073] In an embodiment, the at least one processor is further configured to: determine a correction factor that is to be applied to the power produced by the wind propulsion system, based on a transverse force generated by the wind propulsion system, and a yaw moment produced due to the transverse force; and determine a corrected value of the power produced by the wind propulsion system, as a product of the power produced by the wind propulsion system and the correction factor.

[0074] In another embodiment, the at least one processor is further configured to: determine a first total efficiency of a vessel, when only the propeller propulsion system is employed on the vessel; determine a second total efficiency of the vessel, when the propeller propulsion system and the wind propulsion system are employed on the vessel; calculate a change in total efficiency of the vessel, based on the first total efficiency and the second total efficiency; and determine a corrected value of the power produced by the wind propulsion system, based on the change in the total efficiency of the vessel.

[0075] Optionally, at the step of determining the thrust produced by the wind propulsion system, the at least one processor is configured to: receive data associated with any one of: an air pressure on a given region, a deformity on a given region, of the wind propulsion system, wherein the data is captured using the at least one first sensor; and process the data to determine a force acting on a surface of the wind propulsion system to propel the vessel in a forward direction, wherein the force is resultant of a pressure differential of surrounding region with respect to the given region of the wind propulsion system. Optionally, at the step of determining the thrust produced by the propeller propulsion system, the at least one processor is configured to: receive data associated with strain on any one of: the propeller blade, the propeller shaft of the propeller propulsion system, wherein the data is captured using at least one second sensor; and process the data to infer the force experienced by any one of: the propeller blade, the propeller shaft.

[0076] Optionally, the wind propulsion system is at least one of: a rotor-based propulsion system, a suction-based propulsion system, a soft sail-based propulsion system, a kite-based propulsion system.

[0077] DETAILED DESCRIPTION OF THE DRAWINGS

[0078] Referring to FIG. 1, illustrated are steps of a method for determining power produced by a wind propulsion system, in accordance with an embodiment of the present disclosure. At step 102, a thrust produced by the wind propulsion system is determined. At step 104, a thrust produced by a propeller propulsion system is determined. At step 106, a power of the propeller propulsion system is determined. At step 108, the power produced by the wind propulsion system is determined, based on the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system.

[0079] The aforementioned steps are only illustrative and other alternatives can also be provided where one or more steps are added, one or more steps are removed, or one or more steps are provided in a different sequence without departing from the scope of the claims herein.

[0080] Referring to FIG. 2, illustrated is a block diagram of an architecture of a system 200 for determining power produced by a wind propulsion system 202, in accordance with an embodiment of the present disclosure. The system 200 comprises the wind propulsion system 202, a propeller propulsion system 204, and at least one processor (depicted as a processor 206). The processor 206 is communicably coupled with the wind propulsion system 202 and the propeller propulsion system 204. The processor 206 is configured to perform various operations, as described earlier with respect to the aforementioned second aspect.

[0081] It may be understood by a person skilled in the art that the FIG. 2 includes a simplified architecture of a system 200 for sake of clarity, which should not unduly limit the scope of the claims herein. The person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.

[0082] Referring to FIG. 3, there is shown a schematic illustration of an exemplary vessel 300 in which a system 302 for determining power produced by a wind propulsion system 304 is in use, in accordance with an embodiment of the present disclosure. The vessel 300 is afloat in water, wherein a portion of the vessel 300 is underwater (as indicated by a dashed line 306). The system 302 comprises the wind propulsion system 304, a propeller propulsion system 308, and at least one processor (depicted as a processor 310), which are arranged on the vessel 300. The processor 310 is communicably coupled with the wind propulsion system 304 and the propeller propulsion system 308. The vessel 300 propels in a forward direction at velocity Vs, when the wind propulsion system 304 produces a thrust Fwand the propeller propulsion system 308 produces a thrust Fp. The processor 310 is configured to determine the thrust Fw; determine the thrust Fp; determine a power of the propeller propulsion system 308; and calculate a power produced by the wind propulsion system 304, based on the thrust Fw, the thrust Fp, and the power of the propeller propulsion system 308. Optionally, the wind propulsion system 304 generates a transverse force Ry, in a direction different from the forward direction of propelling of the vessel 300, wherein a yaw moment is produced due to the transverse force.

[0083] FIG. 3 is merely an example, which should not unduly limit the scope of the claims herein. A person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure. For example, the processor 310 could be a remote processor that is not arranged on the vessel 300.

Claims

CLAIMS1. A method for determining power produced by a wind propulsion system (202, 304), the method comprising: determining a thrust (Fw) produced by the wind propulsion system; determining a thrust (Fp) produced by a propeller propulsion system (204, 308); determining a power of the propeller propulsion system; and calculating the power produced by the wind propulsion system, based on the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system.

2. The method of claim 1, wherein the method comprises calculating the power produced by the wind propulsion system as a ratio of the thrust produced by the wind propulsion system to the thrust produced by the propeller propulsion system, and then using this ratio and the power of the propeller propulsion system, using the equation (3)3. The method of claim 1 or 2, wherein the thrust produced by the wind propulsion system is determined based on a pressure induced on the wind propulsion system; the thrust produced by the propeller propulsion system is determined based on at least a force experienced by any one of: a propeller blade, a propeller shaft, of the propeller propulsion system; the power produced by the propeller propulsion system is determined based on a torque and an angular velocity of the propeller propulsion system.

4. The method of any of claims 1 to 3, further comprising:calculating a power ratio of the power produced by the wind propulsion system (202, 304) to the power of the propeller propulsion system (204, 308); measuring a fuel consumption of the propeller propulsion system; and determining an estimated fuel savings provided by the wind propulsion system, based on the power ratio and the fuel consumption of the propeller propulsion system.

5. The method of any of the preceding claims, further comprising: determining a correction factor that is to be applied to the power produced by the wind propulsion system (202, 304), based on a transverse force (Ry) generated by the wind propulsion system, and a yaw moment produced due to the transverse force; and determining a corrected value of the power produced by the wind propulsion system, as a product of the power produced by the wind propulsion system and the correction factor.

6. The method of any of claims 1-4, further comprising: determining a first total efficiency of a vessel (300), when only the propeller propulsion system (204, 308) is employed on the vessel; determining a second total efficiency of the vessel, when the propeller propulsion system and the wind propulsion system (202, 304) are employed on the vessel; calculating a change in total efficiency of the vessel, based on the first total efficiency and the second total efficiency; and determining a corrected value of the power produced by the wind propulsion system, based on the change in the total efficiency of the vessel.

7. The method of any of the preceding claims, wherein when determining the thrust (Fw) produced by the wind propulsion system (202, 304), the method comprises: receiving data associated with any one of: an air pressure on a given region, a deformity on a given region, of the wind propulsion system, wherein the data is captured using the at least one first sensor; and processing the data to determine a force acting on a surface of the wind propulsion system to propel the vessel in a forward direction, wherein the force is resultant of a pressure differential of surrounding region with respect to the given region of the wind propulsion system.

8. The method of any of the preceding claims, wherein when determining the thrust (Fp) produced by the propeller propulsion system (204, 308), the method comprises: receiving data associated with strain on any one of: the propeller blade, the propeller shaft of the propeller propulsion system, wherein the data is captured using at least one second sensor; and processing the data to infer the force experienced by any one of: the propeller blade, the propeller shaft.

9. The method of any of the proceeding claims, wherein the wind propulsion system (202, 304) is at least one of: a rotor-based propulsion system, a suction-based propulsion system, a soft sail-based propulsion system, a hard sail-based propulsion system, a kite-based propulsion system.

10. A system (200, 302) for determining power produced by a wind propulsion system (202, 304), the system comprising the wind propulsion system, a propeller propulsion system (204, 308), and at least one processor (206, 310), wherein the at least one processor is communicably coupled with the wind propulsion system and the propellerpropulsion system, and wherein the at least one processor is configured to: determine a thrust (Fw) produced by the wind propulsion system; determine a thrust ( Fp) produced by a propeller propulsion system; determine a power of the propeller propulsion system; and calculate the power produced by the wind propulsion system, based on the thrust produced by the wind propulsion system, the thrust produced by the propeller propulsion system, and the power of the propeller propulsion system.

11. The system of claim 10, wherein the at least one processor is configured to calculate the power produced by the wind propulsion system as a ratio of the thrust produced by the wind propulsion system to the thrust produced by the propeller propulsion system, and then use this ratio and the power of the propeller propulsion system, using the equation (3)12. The system of claim 10 or 11, wherein the thrust produced by the wind propulsion system is determined based on a pressure induced on the wind propulsion system; the thrust produced by the propeller propulsion system is determined based on at least a force experienced by any one of: a propeller blade, a propeller shaft, of the propeller propulsion system; the power produced by the propeller propulsion system is determined based on a torque and an angular velocity of the propeller propulsion system.

13. The system (200, 302) of any of claims 10-12, wherein the at least one processor (206, 310) is further configured to:calculate a power ratio of the power produced by the wind propulsion system (202, 304) to the power of the propeller propulsion system (204, 308); measure a fuel consumption of the propeller propulsion system; and determine an estimated fuel savings provided by the wind propulsion system, based on the power ratio and the fuel consumption of the propeller propulsion system.

14. The system (200, 302) of any of claims 10-13, wherein the at least one processor (206, 310) is further configured to: determine a correction factor that is to be applied to the power produced by the wind propulsion system (202, 304), based on a transverse force (Ry) generated by the wind propulsion system, and a yaw moment produced due to the transverse force; and determine a corrected value of the power produced by the wind propulsion system, as a product of the power produced by the wind propulsion system and the correction factor.

15. The system (200, 302) of any of claims 10-13, wherein the at least one processor (206, 310) is further configured to: determine a first total efficiency of a vessel (300), when only the propeller propulsion system (204, 308) is employed on the vessel; determine a second total efficiency of the vessel, when the propeller propulsion system and the wind propulsion system (202, 304) are employed on the vessel; calculate a change in total efficiency of the vessel, based on the first total efficiency and the second total efficiency; and determine a corrected value of the power produced by the wind propulsion system, based on the change in the total efficiency of the vessel.

16. The system (200, 302) of any of claims 10-15, wherein at the step of determining the thrust (Fw) produced by the wind propulsion system (202, 304), the at least one processor (206, 310) is configured to: receive data associated with any one of: an air pressure on a given region, a deformity on a given region, of the wind propulsion system, wherein the data is captured using the at least one first sensor; and process the data to determine a force acting on a surface of the wind propulsion system to propel the vessel in a forward direction, wherein the force is resultant of a pressure differential of surrounding region with respect to the given region of the wind propulsion system.

17. The system (200, 302) of any of claims 10-16, wherein at the step of determining the thrust (Fp) produced by the propeller propulsion system (204, 308), the at least one processor (206, 310) is configured to: receive data associated with strain on any one of: the propeller blade, the propeller shaft of the propeller propulsion system, wherein the data is captured using at least one second sensor; and process the data to infer the force experienced by any one of: the propeller blade, the propeller shaft.

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