CN117251692B - Ship oil consumption energy-saving evaluation method based on fuel oil cleaning synergistic agent - Google Patents
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- 239000012747 synergistic agent Substances 0.000 title claims abstract description 104
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- 239000003921 oil Substances 0.000 title claims abstract description 23
- 238000011156 evaluation Methods 0.000 title claims abstract description 17
- 238000012360 testing method Methods 0.000 claims abstract description 179
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- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims abstract description 25
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Abstract
According to the invention, a ship oil consumption energy-saving evaluation method based on a fuel oil cleaning synergistic agent is adopted to obtain engine operation and sailing working conditions of a ship under different load states, and a secondary clustering method is adopted to obtain engine bench test and real ship test working conditions; testing the ship, obtaining the engine bench test energy saving rate and the real ship test energy saving rate before and after adding the fuel oil cleaning synergistic agent, and analyzing to obtain the comprehensive energy saving rate of the fuel oil cleaning synergistic agent in the ship; and calculating the carbon reduction emission after the fuel oil cleaning synergist is added to the ship by combining the total fuel consumption of the ship under the sailing working condition in sailing, and taking the carbon reduction emission as an energy-saving evaluation verification. The invention can realize more scientific, careful and close to the evaluation of the actual use condition of the marine fuel oil cleaning synergistic agent, promote the development of the energy-saving evaluation technology of the marine fuel oil cleaning synergistic agent in the engine rack and the actual sailing of the ship, and promote the product quality of the marine fuel oil and the fuel oil cleaning synergistic agent, and help the energy saving and the carbon reduction in the shipping field.
Description
Technical Field
The application relates to the technical field of ship carbon emission, in particular to a ship fuel consumption energy-saving evaluation method based on a fuel cleaning synergistic agent.
Background
The marine fuel is a relatively economic energy source, and the thermal efficiency of the large marine engine is about 50 percent, which is higher than that of a common diesel engine; compared with vehicle fuel, the marine fuel quality is poor, the difference of the fuel quality can cause damage to the marine engine in different degrees, and the power performance, the economy and the emission of the marine engine can be affected in different degrees. In terms of economy, the fuel consumption of the ship is the largest cost factor for the shipping company, and the cost control in terms of fuel consumption directly affects the economic benefit of the shipping company.
The fuel oil cleaning synergistic agent is gradually used on ships at home and abroad, the fuel oil utilization rate of the fuel oil cleaning synergistic agent is improved mainly by improving the combustion condition of the fuel oil in a host machine, and various related research institutions at home and abroad prove that the fuel oil cleaning synergistic agent can reduce the carbon smoke emission, increase the power and reduce the fuel oil consumption rate through engine bench tests. However, since the ship can influence the evaluation of the fuel consumption rate in the actual sailing process, such as sailing working conditions, cargo carrying capacity, sailing environment (wind direction, wind speed, water speed, etc.), how to relatively accurately evaluate the energy-saving effect of the ship using the fuel cleaning synergist in the actual sailing process still does not have a scientific, efficient and unified method.
Disclosure of Invention
According to a first aspect of the invention, the invention provides a ship oil consumption energy-saving evaluation method based on a fuel oil cleaning synergistic agent, comprising the following steps:
acquiring an engine operation condition and a sailing condition of the ship under different load states, and acquiring an engine bench test condition and a real ship test condition by adopting a secondary clustering method;
according to the engine bench test working condition and the real ship test working condition, performing engine bench test and real ship test on the ship to obtain an engine bench test energy saving rate and a real ship test energy saving rate of the ship before and after the fuel oil cleaning synergistic agent is added;
weight is distributed according to the comprehensive energy conservation rate of the engine bench test and the real ship test, and the comprehensive energy conservation rate of the fuel oil cleaning synergistic agent in the ship is obtained through analysis;
and calculating the carbon reduction emission of the ship after the fuel oil cleaning synergist is added based on the obtained comprehensive energy saving rate of the fuel oil cleaning synergist and the total oil consumption of the ship under the sailing working condition in sailing, and carrying out energy saving verification.
According to the invention, a ship oil consumption energy-saving evaluation method based on a fuel oil cleaning synergistic agent is adopted to obtain engine operation and sailing working conditions of a ship under different load states, and a secondary clustering method is adopted to obtain engine bench test and real ship test working conditions; testing the ship, obtaining the engine bench test energy saving rate and the real ship test energy saving rate before and after adding the fuel oil cleaning synergistic agent, and analyzing to obtain the comprehensive energy saving rate of the fuel oil cleaning synergistic agent in the ship; and calculating the carbon reduction emission after the fuel oil cleaning synergist is added to the ship by combining the total fuel consumption of the ship under the sailing working condition in sailing, and taking the carbon reduction emission as an energy-saving evaluation verification. The invention can realize more scientific, careful and close to the evaluation of the actual use condition of the marine fuel cleaning synergistic agent, promote the development of the energy-saving evaluation technology of the marine fuel cleaning synergistic agent in the engine rack of the ship and the actual navigation, promote the product quality of the marine fuel and the fuel cleaning synergistic agent, and help the energy saving and the carbon reduction in the shipping field.
Drawings
FIG. 1 is a working flow chart of a ship fuel consumption energy-saving evaluation method based on a fuel cleaning synergistic agent.
Detailed Description
According to a first embodiment of the invention, referring to fig. 1, the invention claims a ship oil consumption energy-saving evaluation method based on a fuel oil cleaning synergistic agent, comprising the following steps:
acquiring engine operation conditions and sailing conditions of the ship under different load states, and acquiring an engine bench test condition and a real ship test condition by adopting a secondary clustering method;
according to the engine bench test working condition and the real ship test working condition, performing engine bench test and real ship test on the ship, and acquiring an engine bench test energy saving rate and a real ship test energy saving rate of the ship before and after adding the fuel oil cleaning synergistic agent;
weight is distributed according to the comprehensive energy saving rate of the engine bench test and the real ship test, and the comprehensive energy saving rate of the fuel cleaning synergistic agent in the ship is obtained through analysis;
and calculating the carbon reduction emission of the ship after adding the fuel oil cleaning synergist based on the comprehensive energy saving rate of the obtained fuel oil cleaning synergist and the total oil consumption of the ship under the sailing working condition in sailing, and carrying out energy saving verification.
The embodiment is directed to inland, offshore and ocean vessels, and the sailing condition data and the engine operation condition data of a typical fleet are respectively acquired in inland, offshore and ocean fleet. The ship operation condition parameters are obtained by a navigation monitoring system or a video monitoring instrument and the like in combination with a manual recording mode, and the data to be obtained at least comprise the ship speed, the engine rotation speed percentage (hereinafter simply referred to as the rotation speed), the power percentage (hereinafter simply referred to as the power), the load percentage (the percentage of the cargo carrying capacity and the maximum design load) and other navigation log information, wherein the specific parameters are shown in the table 1.
Table 1 information on operational parameters of vessels to be obtained
Further, the engine operation working condition and the sailing working condition of the ship under different load states are obtained, and the engine bench test working condition and the real ship test working condition are obtained by adopting a secondary clustering method, and the method specifically comprises the following steps:
clustering is carried out based on the load state data of ship navigation, clustering is carried out according to the load percentage, 3 clustering groups are set, k-means clustering is adopted, 3 load clustering centers are obtained, and the sample number duty ratio of different load clustering centers is counted; clustering and grouping the engine operation working conditions and the sailing working conditions of the ship under different load groups respectively based on a DBSCAN density clustering method;
calculating to obtain the cluster centers of different types of ships in different load grouping states and the working condition duty ratio of each cluster group;
and performing secondary clustering by adopting a hierarchical clustering method, and obtaining an engine working condition clustering group and a sailing working condition clustering group of the ship under the comprehensive load according to the weights of the engine working condition and the sailing working condition, wherein the engine working condition clustering group and the sailing working condition clustering group are used as an engine bench test working condition and a real ship test working condition.
The engine working condition clustering group for obtaining the ship under the comprehensive load in the embodiment specifically comprises the following steps:
based on the acquired navigation data of a certain type of fleet (inland, offshore, ocean), a Density clustering method such as DBSCAN (Density-based Spatial Clustering of Applications with Noise) is adopted, and the DBSCAN is suitable for processing clusters with different densities, so that clusters with arbitrary shapes can be identified. For ship navigation working condition data, different navigation modes and working conditions may exist, and the density clustering method can find clusters with different densities and has certain robustness to noise data.
The basic idea of the DBSCAN algorithm is that for each sample point, if a sufficient number of sample points are contained in its surrounding neighborhood, it is divided into one core point; if the number of sample points in the surrounding neighborhood is insufficient, marking the sample points as noise points; for the core points and the sample points with reachable densities, the core points are classified into the same cluster. In this way, the DBSCAN can find clusters of arbitrary shape and has a certain robustness to noise points. Parameters of the DBSCAN algorithm include the neighborhood radius (eps) and the minimum number of samples (min_samples). The neighborhood radius determines the neighborhood around the sample point, while the minimum number of samples defines the minimum number of samples requirement for a core point. In the Python's "sklearn. Cluster" module, DBSCAN class may be used for DBSCAN cluster analysis. When the ship engine working condition clustering is performed based on DBSCAN, proper neighborhood radius and minimum sample number can be selected according to data characteristics and requirements, and therefore a proper clustering result is obtained.
Firstly, clustering grouping is carried out based on load state data of ship navigation, and the load state is low-frequency data, namely the acquired data is relatively constant, and the load capacity changes, so that the value changes. The load state is clustered according to the load percentage, 3 clustering groups are set, 3 load clustering centers are obtained by adopting a k-means clustering method, and the sample number duty ratio of different clustering centers is counted.
Taking sailing data of a certain type of ship as an example, clustering grouping of ship loads is described. Clustering is carried out based on the load percentages of the ships, 3 clustering groups are set by adopting a k-means clustering method, 3 load clustering centers are obtained, and the duty ratio of the working conditions of different clustering centers is counted.
Table 2 load cluster center
| Grouping | Load clustering center | Duty ratio of the number of working conditions |
| A1 | 0％ | 20％ |
| A2 | 50％ | 25％ |
| A3 | 90％ | 55％ |
Based on a DBSCAN density clustering method, the engine operation conditions (rotation speed percentage, power percentage, the rotation speed percentage is the ratio of the actual rotation speed percentage to the maximum rotation speed percentage of the engine, and the power percentage is the ratio of the actual power to the maximum power) of the ship under different load groups (A1, A2 and A3) are clustered and grouped respectively. In order to represent the running state of the ship relatively accurately, the neighborhood radiuses of the rotating speed percentage and the power percentage are set to be 2.5%, the minimum sample number of effective grouping is 30 working condition points, and if the number of the effective grouping is less than 30, the working condition clustering grouping is invalid. And obtaining the working condition points of the ship engines of different types of ships under different load grouping states through calculation.
Based on the rotating speed percentage and the power percentage of the A1 grouping, clustering grouping is carried out based on a DBSCAN density clustering method, the neighborhood radius of the rotating speed percentage and the power percentage is 2.5%, 16 groupings are initially set, the minimum number of samples of the effective grouping is 30 working condition points, and if the number of the effective grouping is less than 30, the grouping is invalid. And adopting the same processing method for the data of the A2 and A3 groups to respectively obtain the clustering centers of the A1, A2 and A3 groups and the working condition duty ratio of each clustering group.
TABLE 3A1 group clustering center
| Rotational speed | Power of | Quantity of | Weighting of |
| 0.33 | 0.22 | 167 | 0.04 |
| 0.55 | 0.81 | 45 | 0.01 |
| 0.45 | 0.08 | 347 | 0.09 |
| 0.27 | 0.49 | 71 | 0.02 |
| 0.63 | 0.27 | 441 | 0.12 |
| 0.47 | 0.19 | 552 | 0.14 |
| 0.46 | 0.40 | 191 | 0.05 |
| 0.91 | 0.23 | 14 | 0.00 |
| 0.60 | 0.13 | 134 | 0.03 |
| 0.62 | 0.37 | 332 | 0.09 |
| 0.61 | 0.50 | 240 | 0.06 |
| 0.30 | 0.04 | 715 | 0.19 |
| 0.48 | 0.28 | 499 | 0.13 |
| 0.40 | 0.57 | 85 | 0.02 |
Table 4A2 group clustering center
Table 5A3 group clustering center
| Rotational speed | Power of | Quantity of | Weighting of |
| 0.65 | 0.76 | 124 | 0.02 |
| 0.70 | 0.32 | 835 | 0.14 |
| 0.68 | 0.61 | 191 | 0.03 |
| 0.33 | 0.04 | 872 | 0.14 |
| 0.54 | 0.25 | 586 | 0.10 |
| 0.48 | 0.59 | 170 | 0.03 |
| 0.39 | 0.44 | 137 | 0.02 |
| 0.54 | 0.39 | 417 | 0.07 |
| 0.66 | 0.14 | 349 | 0.06 |
| 0.70 | 0.41 | 993 | 0.17 |
| 0.69 | 0.50 | 443 | 0.07 |
| 0.62 | 0.96 | 113 | 0.02 |
| 0.51 | 0.12 | 503 | 0.08 |
| 0.39 | 0.23 | 193 | 0.03 |
| 0.46 | 0.80 | 89 | 0.01 |
The embodiment innovatively provides that the working condition points of the ship engine working condition under different load groups are clustered secondarily. Because the working points of the secondary clustering are relatively few, the hierarchical clustering (Hierarchical Clustering) method is adopted in the embodiment. Hierarchical clustering is a bottom-up or top-down clustering method that builds a clustering tree structure by computing the similarity or distance between samples. Hierarchical clustering does not require specifying the number of clusters in advance, relative to other clustering methods, but rather gradually merges samples into different numbers of clusters through a tree structure. This gives hierarchical clustering advantages in cases where the number of samples is small, because the number of clusters does not need to be determined in advance, and clusters can be automatically formed from the internal structure of the data. The hierarchical clustering method can effectively process the clustering problem of fewer samples, and can provide different levels of clustering results, so that an analyst can select proper clustering quantity according to the needs.
And obtaining an engine working condition cluster group of the ship under the comprehensive load through secondary clustering. And (3) carrying out secondary clustering on the cluster groups of the A1, the A2 and the A3 by adopting a hierarchical clustering method, wherein in the secondary clustering, if only one working condition exists in the cluster group, the cluster group is invalid. And obtaining the grouping of the secondary clusters of the different load groups. It is particularly noted that in calculating the weight of each cluster group, by calculating from which load group the operating point in that cluster group is from, e.g., from group A1, the weight of that operating point in group A1 is required to be multiplied by the weight of group A1.
Table 6 Engine bench condition and weight for secondary cluster calculation
| Grouping | Rotational speed | Power of | Weighting of |
| 1 | 0.36 | 0.05 | 0.17 |
| 2 | 0.37 | 0.44 | 0.03 |
| 3 | 0.38 | 0.23 | 0.03 |
| 4 | 0.45 | 0.57 | 0.03 |
| 5 | 0.51 | 0.20 | 0.21 |
| 6 | 0.52 | 0.82 | 0.01 |
| 7 | 0.63 | 0.43 | 0.23 |
| 8 | 0.65 | 0.13 | 0.06 |
| 9 | 0.66 | 0.96 | 0.01 |
| 10 | 0.67 | 0.66 | 0.04 |
| 11 | 0.69 | 0.31 | 0.18 |
And constructing bench test working conditions and weight coefficients of the engines of certain types of ships by the primary clustering and the secondary clustering methods.
The same method is adopted to establish bench test working conditions and weight coefficients of other types of ship engines.
The ship navigation working condition clustering group under the comprehensive load in the embodiment specifically comprises the following steps:
the energy-saving rate of the marine fuel oil using the fuel oil cleaning synergistic agent is a key evaluation index of the energy-saving effect of the marine fuel oil energy-saving product technology in the actual sailing of the ship. Because the ship is easily influenced by various factors such as self working conditions, sea conditions and the like in actual sailing, the oil consumption of the ship cannot be represented and measured through a single parameter. The rated speed is generally used for evaluating the performance of the ship and is used as a reference when planning a route and scheduling the ship, and can be regarded as the average speed which can be achieved by the ship under normal operation conditions, engine working conditions (rotation speed percentage, power percentage), load percentage (ratio of load capacity to maximum design load capacity), environmental parameters (wind force/wind direction, wave level, temperature and the like). According to the embodiment, based on navigation parameters and oil consumption data of the ship, a Person correlation coefficient and Spearman correlation coefficient method are adopted to calculate correlation coefficients of the navigation parameters and the oil consumption of the ship. Wherein, the Person correlation coefficient method is used for evaluating the linear correlation degree between two variables, and the Spearman correlation coefficient is used for evaluating the nonlinear correlation degree between the two variables. And selecting parameters with the correlation coefficient between [ -0.5 and 0.5] as parameters of the construction working condition according to the correlation coefficient between the ship navigation parameters and the ship oil consumption.
The load percentage, the speed ratio, the engine rotating speed, the power and the oil consumption of the marine diesel engine of the ship have higher linear correlation through a Person correlation coefficient and a Spearman correlation coefficient method, and other parameters have lower nonlinear correlation with the oil consumption.
Based on the selected parameters related to the ship oil consumption, clustering grouping is firstly performed based on the load state of the ship data, and the load state is low-frequency data, namely the acquired data is relatively constant, the cargo carrying capacity changes, and the value changes. The load state is clustered according to the load percentage, 3 clustering groups are set by adopting a k-means clustering method, 3 load clustering centers are obtained, and the number of samples and the weight of different clustering centers are counted. Because the example data adopted in the scheme and the engine working condition construction are one set of data, the same load clustering group is obtained.
TABLE 7 load clustering center
| Grouping | Load clustering center | Duty ratio of the number of working conditions |
| A1 | 0％ | 20％ |
| A2 | 50％ | 25％ |
| A3 | 90％ | 55％ |
And then, adopting a DBSCAN density clustering method to perform cluster analysis on the working condition parameters of the ship under different loading states. In order to represent the running state of the ship relatively accurately, the neighborhood radius of different parameters is set to be 2.5%, and the minimum sample number is 30. And obtaining the operating condition points of the ship under different load states through calculation.
Based on the navigational speed percentage and the rotational speed percentage of the A1 grouping, clustering grouping is carried out based on a DBSCAN density clustering method, the neighborhood radius of the navigational speed percentage and the rotational speed percentage is 2.5%, 16 groupings are initially set, the minimum number of samples of the effective grouping is 30 working condition points, and if the number of samples is less than 30, the grouping is invalid. And adopting the same processing method for the data of the A2 group and the A3 group to respectively obtain the clustering centers of the A1 group, the A2 group and the A3 group and the ship sailing condition duty ratio of each clustering group.
Table 8A1 group navigation condition clustering center
Table 9 A2 group navigation working condition clustering center
| Speed of navigation | Rotational speed | Quantity of | Weighting of |
| 0.31 | 0.58 | 424 | 0.07 |
| 0.67 | 0.55 | 128 | 0.02 |
| 0.40 | 0.52 | 214 | 0.04 |
| 0.34 | 0.47 | 49 | 0.01 |
| 0.33 | 0.76 | 149 | 0.02 |
| 0.05 | 0.47 | 928 | 0.15 |
| 0.17 | 0.62 | 767 | 0.13 |
| 0.73 | 0.78 | 288 | 0.05 |
| 0.17 | 0.88 | 54 | 0.01 |
| 0.55 | 0.63 | 741 | 0.12 |
| 0.34 | 0.35 | 1057 | 0.18 |
| 0.86 | 0.71 | 165 | 0.03 |
| 0.38 | 0.66 | 571 | 0.09 |
| 0.01 | 0.34 | 493 | 0.08 |
Table 10 A3 group navigation working condition clustering center
The embodiment innovatively provides that the working condition points of the ship under different load states are respectively clustered secondarily. And obtaining a ship navigation working condition cluster group of the ship under the comprehensive load through secondary clustering. And (3) carrying out secondary clustering on the cluster groups of the A1, the A2 and the A3 by adopting a hierarchical clustering method, wherein in the secondary clustering, if only one working condition exists in the cluster group, the cluster group is invalid. And obtaining the grouping of the secondary clusters of the different load groups. Comprehensive navigational test conditions were obtained, see table 11.
Table 11 real ship test working condition and weight
| Grouping | Speed of navigation | Rotational speed | Weighting of |
| 1 | 0.05 | 0.37 | 0.24 |
| 2 | 0.15 | 0.70 | 0.08 |
| 3 | 0.17 | 0.91 | 0.01 |
| 4 | 0.34 | 0.39 | 0.21 |
| 5 | 0.35 | 0.61 | 0.15 |
| 6 | 0.57 | 0.66 | 0.07 |
| 7 | 0.67 | 0.48 | 0.11 |
| 8 | 0.81 | 0.69 | 0.13 |
Through the primary clustering and the secondary clustering methods, the operating point and the weight coefficient of certain ship sailing are constructed.
And other types of ship navigation working conditions are established by adopting the same method.
Further, based on the DBSCAN density clustering method, when clustering and grouping the engine operation working conditions and the sailing working conditions of the ship under different load groups respectively, the method specifically comprises the following steps:
setting the neighborhood radiuses of different engine operation conditions and navigation conditions, presetting the minimum sample number, and if the clustered result is not less than the minimum sample number, invalidating the clustered result.
Further, according to the engine bench test working condition and the real ship test working condition, performing engine bench test and real ship test on the ship to obtain an engine bench test energy saving rate and a real ship test energy saving rate of the ship before and after adding the fuel oil cleaning synergist, specifically comprising:
according to the engine bench test working condition, performing engine bench test on the ship to obtain engine bench test energy saving rate of the ship before and after adding the fuel oil cleaning synergistic agent;
and carrying out a real ship test on the ship according to the real ship test working condition to obtain the real ship test energy saving rate of the ship before and after the fuel oil cleaning synergistic agent is added.
In this embodiment, taking a bench test of marine fuel without adding a fuel cleaning synergist as an example, the marine engine is calculated according to a comprehensive fuel consumption rate calculation method tested according to the working conditions of table 6, and the comprehensive fuel consumption rate calculation method is shown in formula 1.
fl 1,bef The comprehensive fuel consumption rate, g/(kWh), of the marine fuel without adding the fuel cleaning synergistic agent;
f i fuel consumption of engine operating point i, g;
p i the power of the engine operating point i, kW;
η j the weight coefficient of each test working condition j is dimensionless.
The same calculation method is adopted to calculate the comprehensive fuel consumption rate, fl of the marine fuel added fuel cleaning synergistic agent 1,aft
After the comprehensive fuel consumption rate of the engine bench test before and after the marine fuel is added with the fuel cleaning synergistic agent is obtained, the marine fuel is processed by
Formula 2 calculates the engine bench test energy saving rate of the marine fuel cleaning synergist.
Wherein:
fle 1 the engine bench tests the energy saving rate without dimension;
fl 1,bef the comprehensive fuel consumption rate, g/(kWh), of marine fuel before adding the fuel cleaning synergistic agent;
fl 1,aft the comprehensive fuel consumption rate g/(kWh) of the marine fuel after adding the fuel cleaning synergistic agent.
With the example data, the comprehensive fuel consumption rate of the engine bench test before and after the marine fuel is added with the fuel cleaning synergistic agent is obtained through the engine bench test, and the energy saving rate of the marine fuel cleaning synergistic agent in the marine engine bench test is calculated.
Further, according to the real ship test working condition, the real ship test is carried out on the ship, and the real ship test energy saving rate of the ship before and after the fuel oil cleaning synergistic agent is added is obtained, specifically comprising the following steps:
carrying out comprehensive fuel consumption rate test on the ship under a plurality of load conditions to obtain the fuel consumption rate of the ship fuel without adding the fuel cleaning synergistic agent under the plurality of load conditions;
the fuel consumption rate of the marine fuel added with the fuel cleaning synergistic agent under a plurality of load conditions is obtained after the marine fuel is not added with the fuel cleaning synergistic agent;
according to the fuel consumption rate of the marine fuel without adding the fuel cleaning synergistic agent and the marine fuel with adding the fuel cleaning synergistic agent, the real ship test energy saving rate of the ship is calculated and obtained.
In this embodiment, the test of the ship under the load of A1, A2 and A3 (0%, 50% and 90% load) is performed, the test conditions are performed with reference to the speed and the rotation speed percentage in table 11, the test before and after the fuel adding the cleaning synergistic agent for the ship is performed respectively, and in the same conditions of the front and back test, the running condition, wind direction/wind force and wave direction/wave level of the engine keep the similar ranges of the requirements.
Comprehensive fuel consumption rate test under the same load:
fr Ak,bef at A k Under the load condition, the fuel consumption rate of the marine fuel without adding the fuel cleaning synergistic agent is kg/NMi;
f i the fuel consumption of the ship engine at the operating condition point i, g;
m i mileage of ship sailing at working point i, in sea, NMi;
η j the weight coefficient of the ship under each test working condition j is dimensionless.
Calculating fuel consumption rate under other loads by adopting the same method as the above formula;
calculating the comprehensive fuel consumption rate of the ship without adding the fuel cleaning synergistic agent under different loads:
fr bef the comprehensive fuel consumption rate of the ship without adding the fuel cleaning synergistic agent under different loads is kg/NMi;
fr Ak,bef at A k Under the load condition, the fuel consumption rate of the marine fuel without adding the fuel cleaning synergistic agent is kg/NMi;
ε k the weight coefficient of the ship under k load is dimensionless.
Calculating the comprehensive fuel consumption rate of the ship added with the fuel cleaning synergistic agent under different loads:
fr aft the comprehensive fuel consumption rate of the ship with the fuel cleaning synergistic agent added under different loads is kg/NMi;
fr Ak,aft at A k Under the load condition, the fuel consumption rate of the marine fuel oil added with the fuel oil cleaning synergistic agent is kg/NMi;
ε k the weight coefficient of the ship under k load is dimensionless.
After the actual measured comprehensive fuel consumption rate of the ship before and after the marine fuel is added with the fuel cleaning synergistic agent is obtained, the real ship test energy saving rate of the marine fuel cleaning synergistic agent is calculated through a method of 6.
With the example data, the comprehensive fuel consumption rate of the ship before and after the fuel cleaning synergistic agent is added is obtained through the actual measurement of the ship, and the energy saving rate of the ship fuel cleaning synergistic agent in the actual measurement of the ship is calculated.
Further, when performing engine bench test on a ship, the method specifically includes:
the stable operation of each engine bench test working condition is not less than a first time period, the average fuel consumption rate of each stable working condition is recorded, and after all engine bench test working condition tests are completed, the weighted fuel consumption rate of the fuel for the ship engine is calculated according to the weighted coefficient of each working condition;
testing at different rotation speed percentages and power percentages is carried out according to the test working conditions of the engine bench, and after the engine stably runs for a preset period of time, each working condition test working condition stably runs for not less than a first period of time;
when a comparison test is carried out before and after the fuel oil is added with the cleaning synergistic agent, the outlet water temperature difference and the lubricating oil temperature difference of the cooling water before and after the engine under the same engine bench test working condition are not more than a first temperature threshold value;
in the embodiment, based on the constructed working conditions of the engine, bench test of the engine of the marine fuel and bench test of adding a certain proportion of fuel cleaning synergistic agent into the marine fuel are respectively carried out, each test working condition is operated stably for not less than 30 minutes, average fuel consumption rate (g/kWh) of each stable working condition is recorded, after all working condition tests are carried out, weighted fuel consumption rate of the marine engine for burning the fuel is calculated according to the weighting coefficient of each working condition. After the engine bench tests before and after the marine fuel is added with the fuel cleaning synergistic agent are all completed, the energy saving rate of the marine fuel cleaning synergistic agent in the marine engine bench test is calculated based on the weighted fuel consumption rate before and after the fuel additive is added.
According to the engine bench test conditions of the table 6, tests under different rotation speed percentages and power percentages are carried out, and the tests are carried out after the engine stably runs for 3-5 min and the cooling water temperature and the engine oil temperature are basically stable. Each working condition test working condition operates stably for not less than 30 minutes. When the comparison test of the front and rear of the detergent synergist is carried out, the difference of the outlet water temperature of the cooling water before and after the engine under the same working condition is not more than 2 ℃, and the difference of the temperature of the lubricating oil is not more than 2 ℃.
When carrying out real ship test to boats and ships, specifically include:
based on the constructed real ship test working conditions, respectively carrying out real ship tests of marine fuel under different loads and real ship tests of marine fuel added with a certain proportion of fuel cleaning synergistic agent;
and under each load, respectively carrying out stable working condition tests according to the speed and the rotation speed percentage of the real ship test working condition, wherein each stable working condition runs for not less than a first time period, when the comparison tests before and after the fuel oil is added with the cleaning synergistic agent are carried out, the outlet water temperature difference and the lubricant oil temperature difference of cooling water before and after the engine under the same working condition are not greater than a first temperature threshold value, the deviation of the included angle between the bow and the wind direction in the additive comparison test is not greater than the first angle threshold value, and the wind power grade difference, the included angle deviation between the bow and the wave direction of the comparison test are required to meet preset conditions.
In this embodiment, based on the constructed ship sailing test working conditions, a real ship test of marine fuel oil and a real ship test of marine fuel oil added with a certain proportion of fuel oil cleaning synergistic agent under different loads (A1, A2 and A3 loads) are respectively carried out, under each load, a test of stable working conditions is carried out according to the speed and the rotation speed percentage of table 11, each stable working condition operates for no less than 30 minutes, when a comparison test of the fuel oil adding cleaning synergistic agent before and after is carried out, the difference of the water outlet temperature of cooling water before and after an engine under the same working condition is no more than 2 ℃, the difference of the temperature of lubricating oil is no more than 2 ℃, the difference of the included angle between the bow and the wind direction in the two tests before and after the additive is no more than 45 degrees, the difference of the wind force and the like in the two tests is no more than 2 degrees, and the difference of the included angle between the bow and the wave direction in the two tests before and after the additive is no more than 45 degrees, and the difference of the wave level of the two tests is no more than 2 degrees. And recording the oil consumption and the voyage mileage (voyage speed obtained based on GPS or Beidou) of the ship under each stable working condition, calculating the fuel consumption (kg/km) under each working condition after all working condition tests are completed, calculating the fuel consumption rate of the ship under each load based on the working condition weight coefficient, and calculating the comprehensive fuel consumption rate of the actual voyage of the ship based on the weight coefficient under each load. Then, calculating the comprehensive fuel consumption rate of the ship fuel after adding the fuel cleaning synergistic agent by using the same method; based on the comprehensive fuel consumption rate before and after the ship fuel is added with the fuel cleaning synergistic agent, the energy saving rate of the ship fuel using the cleaning synergistic agent in a real ship test is calculated.
Further, weight is distributed according to the comprehensive energy saving rate of the engine bench test and the real ship test, and the comprehensive energy saving rate of the fuel cleaning synergistic agent in the ship is obtained through analysis, specifically comprising the following steps:
the method comprises the steps of respectively obtaining the number of adopted working conditions of an engine bench test working condition and a real ship test working condition, and obtaining comprehensive energy saving rate allocation weights of the engine bench test and the real ship test according to the number of the adopted working conditions;
and obtaining the comprehensive energy saving rate of the fuel cleaning synergistic agent in the ship according to the comprehensive energy saving rate distribution weight analysis.
In this embodiment, since the same batch of sample data is adopted when the engine working condition and the ship actual measurement working condition are established, the patent proposes to divide the weighting coefficient of the engine bench test and the ship actual measurement working condition test result based on the sample data adoption rate, for example, the sample data is C 1 Strip, build engine working condition and adopt C 2 Strip (part of data is deleted if the data does not meet the clustering grouping requirement), and C is adopted for constructing the actual measurement working condition of the ship 3 The strips (part of data does not meet the clustering grouping requirement and is deleted), namely the comprehensive energy saving rate distribution weights of the engine bench test result and the ship test result are respectively as follows:
r 1 the energy-saving rate distribution weight of the engine bench test is dimensionless;
r 2 the real ship tests the energy saving rate and distributes the weight, dimensionless;
C 2 the number of the adopted sample data is calculated when the working condition of the engine is constructed;
C 3 the number of the adopted sample data and the number of the adopted sample data are used for constructing the actual measurement working condition of the ship. The method comprises the steps of carrying out a first treatment on the surface of the
According to the scheme, the number of C2 is 8960, the number of C3 is 13650, r1 is about 40%, r2 is about 60%, and the comprehensive energy saving rate of the marine fuel in the engine bench test and the real ship test is as follows:
fle＝fle 1 ×r 1 +fle 2 ×r 2
＝6.3％×40％-7.7％×60％；
＝7.1％
further, based on the obtained comprehensive energy saving rate of the fuel oil cleaning synergist and the total oil consumption of the ship under the sailing working condition in sailing, the carbon reduction emission amount of the ship after the fuel oil cleaning synergist is added is calculated for energy saving verification, and the method specifically comprises the following steps:
based on the comprehensive energy saving rate of the fuel cleaning synergistic agent, the fuel consumption of the ship without using the fuel cleaning synergistic agent is calculated, the obtained fuel consumption is subtracted by the fuel consumption of the fuel cleaning synergistic agent to obtain the fuel saving amount of the fuel cleaning synergistic agent used by the ship, and the fuel saving amount is multiplied by the carbon emission conversion coefficient to obtain the carbon emission reduction amount of the fuel cleaning synergistic agent used by the ship.
In the embodiment, after the ship uses the fuel oil cleaning synergist, the total fuel consumption of one range is obtained based on the ship, and the carbon emission reduction of the ship in one range is calculated according to the comprehensive energy saving rate of the fuel oil cleaning synergist. Based on the comprehensive energy saving rate of the fuel cleaning synergistic agent, the fuel consumption of the ship without using the fuel cleaning synergistic agent is calculated, then the fuel consumption obtained is subtracted by the fuel consumption rate of using the fuel cleaning synergistic agent, the fuel saving amount of using the fuel cleaning synergistic agent by the ship in the voyage is obtained, and the carbon emission reduction amount of using the fuel cleaning synergistic agent by the ship in the voyage is obtained by multiplying the fuel saving amount by the carbon emission conversion coefficient. Based on the comprehensive energy saving rate of the fuel oil cleaning synergist obtained in the step 6, the carbon reduction emission of the ship or the fleet after the fuel oil cleaning synergist is added is calculated based on the total fuel consumption of the ship under the sailing working condition in a certain sailing, and the carbon reduction emission is shown as a formula 8.
Carbon reduction amount of fuel oil cleaning synergist for a certain i voyages is kg;
k, the conversion coefficient of the heavy oil and carbon emission of the ship is 3.114kg/kg;
fly, comprehensive energy saving rate of the fuel oil cleaning synergist, dimensionless;
FC i the total oil consumption of the ship in i sails by using the fuel oil cleaning synergistic agent is kg.
Taking the example data as an example, when a certain ship uses 2000 tons of heavy oil added with a fuel oil cleaning synergistic agent (the comprehensive energy saving rate is 7.1%) in a certain voyage, the carbon reduction amount of the ship in the moment is 475 tons, and the specific calculation process is shown in a formula 20.
Those skilled in the art will appreciate that various modifications and improvements can be made to the disclosure. For example, the various devices or components described above may be implemented in hardware, or may be implemented in software, firmware, or a combination of some or all of the three.
A flowchart is used in this disclosure to describe the steps of a method according to an embodiment of the present disclosure. It should be understood that the steps that follow or before do not have to be performed in exact order. Rather, the various steps may be processed in reverse order or simultaneously. Also, other operations may be added to these processes.
Those of ordinary skill in the art will appreciate that all or a portion of the steps of the methods described above may be implemented by a computer program to instruct related hardware, and the program may be stored in a computer readable storage medium, such as a read only memory, a magnetic disk, or an optical disk. Alternatively, all or part of the steps of the above embodiments may be implemented using one or more integrated circuits. Accordingly, each module/unit in the above embodiment may be implemented in the form of hardware, or may be implemented in the form of a software functional module. The present disclosure is not limited to any specific form of combination of hardware and software.
Unless defined otherwise, all terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The foregoing is illustrative of the present disclosure and is not to be construed as limiting thereof. Although a few exemplary embodiments of this disclosure have been described, those skilled in the art will readily appreciate that many modifications are possible in the exemplary embodiments without materially departing from the novel teachings and advantages of this disclosure. Accordingly, all such modifications are intended to be included within the scope of this disclosure as defined in the claims. It is to be understood that the foregoing is illustrative of the present disclosure and is not to be construed as limited to the specific embodiments disclosed, and that modifications to the disclosed embodiments, as well as other embodiments, are intended to be included within the scope of the appended claims. The disclosure is defined by the claims and their equivalents.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.
Claims (7)
1. The ship oil consumption energy-saving evaluation method based on the fuel oil cleaning synergistic agent is characterized by comprising the following steps of:
acquiring an engine operation condition and a sailing condition of the ship under different load states, and acquiring an engine bench test condition and a real ship test condition by adopting a secondary clustering method;
according to the engine bench test working condition and the real ship test working condition, performing engine bench test and real ship test on the ship to obtain an engine bench test energy saving rate and a real ship test energy saving rate of the ship before and after the fuel oil cleaning synergistic agent is added;
weight is distributed according to the comprehensive energy conservation rate of the engine bench test and the real ship test, and the comprehensive energy conservation rate of the fuel oil cleaning synergistic agent in the ship is obtained through analysis;
based on the obtained comprehensive energy saving rate of the fuel oil cleaning synergist and the total oil consumption of the ship under the sailing working condition in sailing, calculating the carbon reduction emission of the ship after the fuel oil cleaning synergist is added, and carrying out energy saving verification;
the method for obtaining the engine operation working condition and the sailing working condition of the ship under different load states adopts a secondary clustering method to obtain an engine bench test working condition and a real ship test working condition, and specifically comprises the following steps:
clustering is carried out based on the load state data of ship navigation, clustering is carried out according to the load percentage, 3 clustering groups are set, k-means clustering is adopted, 3 load clustering centers are obtained, and the sample number duty ratio of different load clustering centers is counted;
clustering and grouping the engine operation working conditions and the sailing working conditions of the ship under different load groups respectively based on a DBSCAN density clustering method;
calculating to obtain the cluster centers of different types of ships in different load grouping states and the working condition duty ratio of each cluster group;
and performing secondary clustering by adopting a hierarchical clustering method, and obtaining an engine working condition clustering group and a sailing working condition clustering group of the ship under the comprehensive load according to the weights of the engine working condition and the sailing working condition, wherein the engine working condition clustering group and the sailing working condition clustering group are used as the engine bench test working condition and the real ship test working condition.
2. The method for evaluating the fuel consumption energy conservation of the ship based on the fuel cleaning synergistic agent according to claim 1, which is characterized in that the clustering method based on the DBSCAN density clustering method respectively clusters the engine operation condition and the sailing condition of the ship under different load groups, specifically comprises the following steps:
setting the neighborhood radiuses of different engine operation conditions and navigation conditions, presetting the minimum sample number, and if the clustered result is not less than the minimum sample number, invalidating the clustered result.
3. The method for evaluating the fuel consumption energy conservation of a ship based on a fuel cleaning synergistic agent according to claim 2, wherein the engine bench test and the real ship test are performed on the ship according to the engine bench test working condition and the real ship test working condition, and the engine bench test energy conservation rate and the real ship test energy conservation rate of the ship before and after the fuel cleaning synergistic agent is added are obtained, and the method specifically comprises the following steps:
performing engine bench test on the ship according to the engine bench test working condition to obtain engine bench test energy saving rate of the ship before and after the fuel oil cleaning synergistic agent is added;
and carrying out real ship testing on the ship according to the real ship testing working condition to obtain the real ship testing energy saving rate of the ship before and after the fuel oil cleaning synergistic agent is added.
4. The method for evaluating the fuel consumption energy conservation of the ship based on the fuel cleaning synergistic agent according to claim 3, which is characterized by comprising the steps of performing a real ship test on the ship according to the real ship test working condition to obtain the real ship test energy conservation rate of the ship before and after the fuel cleaning synergistic agent is added, and specifically comprising the following steps:
the ship is subjected to comprehensive fuel consumption rate test under a plurality of load conditions, so that the fuel consumption rate of the ship fuel without adding the fuel cleaning synergistic agent under the plurality of load conditions is obtained;
the fuel consumption rate of the marine fuel added with the fuel cleaning synergistic agent under the multiple load conditions is obtained after the marine fuel is not added with the fuel cleaning synergistic agent;
and calculating to obtain the real ship test energy saving rate of the ship according to the fuel consumption rate of the ship fuel without adding the fuel cleaning synergistic agent and the ship fuel with adding the fuel cleaning synergistic agent.
5. The method for evaluating the fuel consumption of a ship based on a fuel cleaning synergist according to claim 4, wherein the method for evaluating the fuel consumption of the ship based on the fuel cleaning synergist is characterized by specifically comprising the following steps:
the stable operation of each engine bench test working condition is not less than a first time period, the average fuel consumption rate of each stable working condition is recorded, and after all engine bench test working condition tests are completed, the weighted fuel consumption rate of the fuel for the ship engine is calculated according to the weighted coefficient of each working condition;
testing at different rotation speed percentages and power percentages is carried out according to the test working conditions of the engine bench, and after the engine stably runs for a preset period of time, each working condition test working condition stably runs for not less than a first period of time;
when a comparison test is carried out before and after the fuel oil is added with the cleaning synergistic agent, the outlet water temperature difference and the lubricating oil temperature difference of the cooling water before and after the engine under the same engine bench test working condition are not more than a first temperature threshold value;
when the ship is subjected to real ship testing, the method specifically comprises the following steps:
based on the constructed real ship test working conditions, respectively carrying out real ship tests of marine fuel under different loads and real ship tests of marine fuel added with a certain proportion of fuel cleaning synergistic agent;
and under each load, respectively carrying out stable working condition tests according to the speed and the rotation speed percentage of the real ship test working condition, wherein each stable working condition runs for not less than a first time period, when the comparison tests before and after the fuel oil is added with the cleaning synergistic agent are carried out, the difference of the water outlet temperature of cooling water before and after the engine and the difference of the temperature of the lubricating oil under the same working condition are not greater than a first temperature threshold, the deviation of the included angle between the bow and the wind direction in the additive comparison test does not exceed the first angle threshold, and the wind power grade difference, the included angle deviation between the bow and the wave direction of the comparison test are required to meet preset conditions.
6. The method for evaluating the fuel consumption energy conservation of the ship based on the fuel cleaning synergistic agent according to claim 1, wherein the weight is distributed according to the comprehensive energy conservation rate of the engine bench test and the real ship test, and the comprehensive energy conservation rate of the fuel cleaning synergistic agent in the ship is obtained through analysis, specifically comprising the following steps:
the number of the adopted working conditions of the engine bench test working condition and the real ship test working condition is respectively obtained, and comprehensive energy saving rate distribution weights of the engine bench test and the real ship test are obtained according to the number of the adopted working conditions;
and analyzing and obtaining the comprehensive energy saving rate of the fuel cleaning synergistic agent in the ship according to the comprehensive energy saving rate distribution weight.
7. The energy-saving assessment method for ship oil consumption based on the fuel oil cleaning synergist as claimed in claim 1, wherein the energy-saving verification is performed by calculating the carbon reduction emission of the ship after the fuel oil cleaning synergist is added based on the obtained comprehensive energy saving rate of the fuel oil cleaning synergist and the total oil consumption of the ship under the sailing working condition in sailing, and specifically comprises the following steps:
based on the comprehensive energy saving rate of the fuel cleaning synergistic agent, calculating the fuel consumption of the ship without using the fuel cleaning synergistic agent, subtracting the fuel consumption of the fuel cleaning synergistic agent from the obtained fuel consumption to obtain the fuel saving amount of the fuel cleaning synergistic agent used by the ship, and multiplying the fuel saving amount by a carbon emission conversion coefficient to obtain the carbon emission reduction amount of the fuel cleaning synergistic agent used by the ship.
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Inventor after: Wu Mingding Inventor after: Liang Jie Inventor after: Zhou Liwei Inventor after: Hu Haofan Inventor after: Xu Fangli Inventor after: Li Qingfen Inventor after: Wu Xinxi Inventor after: Liu Shouwei Inventor after: Zhao Weidong Inventor before: Wu Mingding Inventor before: Liang Jie Inventor before: Zhou Liwei Inventor before: Hu Haofan Inventor before: Xu Fangli Inventor before: Li Qingfen Inventor before: Wu Xinxi Inventor before: Liu Shouwei Inventor before: Zhao Weidong |