内河多工况船机桨匹配优化设计

孙林; 陈辉; 管聪

doi:10.19693/j.issn.1673-3185.02282

内河多工况船机桨匹配优化设计

doi: 10.19693/j.issn.1673-3185.02282

孙林^{1, 2,},
陈辉^{1, 2, ,},
管聪^{1, 2,}

1.
武汉理工大学能源与动力工程学院，湖北武汉 430063
2.
武汉理工大学高性能舰船技术教育部重点实验室，湖北武汉 430063

基金项目: 国家自然科学基金资助项目（51909200）；绿色智能内河船舶创新专项资助（工业和信息化部[2019]358号）

详细信息

作者简介:
孙林，男，1998年生，硕士生。研究方向：船舶动力系统设计与优化。E-mail：1120795496@qq.com

陈辉，男，1962年生，博士，教授。研究方向：船舶动力系统建模、控制与智能化技术。E-mail：hchen@whut.edu.cn

管聪，男，1987年生，博士，副教授。研究方向：船舶动力系统建模、仿真与控制技术。E-mail：guancong2008@126.com

通信作者:
陈辉

中图分类号: U664.33
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出版历程
- 收稿日期: 2021-01-26
- 修回日期: 2021-05-25
- 网络出版日期: 2022-02-22
- 刊出日期: 2022-03-02

Optimal design of ship-engine-propeller matching for inland ships under multiple operation conditions

SUN Lin^{1, 2
,},
CHEN Hui^{1, 2
, ,},
GUAN Cong^{1, 2
,}

1.
School of Energy and Power Engineering, Wuhan University of Technology, Wuhan 430063, China
2.
Key Laboratory of High Performance Ship Technology of Ministry of Education, Wuhan University of Technology, Wuhan 430063, China

内河多工况船机桨匹配优化设计由孙林，等创作，采用知识共享署名4.0国际许可协议进行许可。

摘要

摘要: 目的内河船舶在航行时存在顺水、逆水和急流等多种工况，传统的内河船舶船−机−桨匹配设计方法仅对船舶在逆水上行时进行了匹配设计，而在顺水下行工况，因船舶推进效率低、主机利用率低，造成油耗成本高、经济性较差等，因此需进行多工况内河船舶船−机−桨匹配优化设计。方法首先，在不同工况下对内河船舶推进系统的各参数进行设计，并将结果进行对比得出各设计参数对整体推进系统的影响；然后，对船舶推进系统的设计过程进行分析，以航行成本和推进系统效率为目标函数，以螺旋桨设计参数、主机功率、船舶上水航速和下水航速为变量，建立数学模型；最后，应用NSGA-Ⅱ算法进行多目标优化，得到兼顾经济性和推进效率的船舶主机功率和推进系统设计参数。结果结果显示，使用所提方法得到的设计参数能够更好地适配内河的通航环境，船舶的经济性更高。结论研究成果可为内河船舶推进系统的选型与匹配优化提供设计工具，从而为船舶的实际运行提供理论依据。
- 船舶推进系统 /
- 船−机−桨匹配 /
- NSGA-Ⅱ /
- 多目标优化
Abstract: Objective There are multiple operation conditions for ships navigation in inland river waterway, such as sailing downstream, upstream as well as in rapid stream, but the traditional ship-engine-propeller matching method can only ensure that the inland ships meet the design requirements when they travels upstream. Under downstream conditions, the ship propulsion's efficiency and energy utilization rate of main engine are both low, resulting in high fuel consumption and less cost-effectivness. To this end, the optimal design of ship-engine-propeller matching for the inland ships under multiple conditions is carried out. Methods First, the parameters of an inland ship's propulsion system under various conditions are designed, and the results are compared to ascertain the influence of each design parameter on the overall propulsion system. Then, the design process of the propulsion system is analyzed, and a mathematical model is established with navigation cost and propulsion system efficiency as the objective functions, and the design parameters of the propeller, main engine power and ship speeds (upstream & downstream) as variables. Finally, the main engine power and design parameters of propulsion system are determined balancing both economy and efficiency using the NSGA-II algorithm. Results The design parameters obtained using this method are easily adapted to the traffic environment of inland ships, making them more economical. Conclusion The results of this study can not only provide design tools for the selection of ship propulsion systems, but also provide a theoretical basis for its practical application.
- ship propulsion system /
- ship-engine-propeller matching /
- NSGA-II /
- multi-objective optimization

HTML全文

图 1 船−机−桨匹配框图

Figure 1. Framework of ship-engine-propeller matching

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图 2 有效功率曲线图

Figure 2. Curve of effective power

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图 3 螺旋桨敞水特性曲线示意图

Figure 3. Curves of the propeller open water efficiency

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图 4 长江航道图

Figure 4. Inland waterway chart of Yangtze river

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图 5 主机额定功率、螺旋桨设计直径和水流速度三者间关系

Figure 5. Relationship between rated power of main engine, propeller design diameter and water flow speed

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图 6 敞水效率、螺旋桨设计直径和水流速度三者间关系

Figure 6. Relationship between open water efficiency, propeller design diameter and water flow speed

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图 7 螺旋桨直径不变时的功率需求图

Figure 7. Power demand diagram of propeller when the diameter of propeller is constant

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图 8 螺旋桨直径不变时的效率对比图

Figure 8. Efficiency comparison diagram when the diameter of propeller is constant

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图 9 螺旋桨直径变化时的功率需求图

Figure 9. Power demand diagram of propeller when the diameter of propeller is changed

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图 10 螺旋桨直径变化时的效率对比图

Figure 10. Efficiency comparison diagram of propeller when the diameter of propeller is changed

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图 11 内河多工况下船−机−桨匹配优化设计框图

Figure 11. Framework of optimization design for ship-engine-propeller matching under multiple conditions in inland water

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图 12 船舶推进系统功率传递示意图

Figure 12. Schematic diagram of power transfer of ship propulsion system

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图 13 燃油消耗率与柴油机负荷率之间的函数关系

Figure 13. Functional relationship of SFOC-diesel load percentage

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图 14 NSGA-Ⅱ算法流程图

Figure 14. NSGA -Ⅱ algorithm flow chart

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图 15 初始方案与优化方案的敞水特性曲线

Figure 15. The open water performance curves of the initial and optimization scheme

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表 1 长江航道水流速度及里程

Table 1. Water flow rate and range of Yangtze waterway

航区	水流速度/(km·h⁻¹)	里程/km
上游（宜宾—宜昌）	8~5	648
中游（宜昌—武汉）	5~4	626
下游（武汉—上海）	4~1	1125

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表 2 NSGA-II算法参数

Table 2. Parameters of NSGA-II algorithm

参数	数值
最大遗传代数	800
种群规模	500
突变率	0.3
变异类型	Random
重组率	0.7

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表 3 原始值与优化结果的对比（Pareto前沿解）

Table 3. Comparison of initial values and optimal solutions (Pareto front)

参数	原始值	优化结果
参数	原始值	第1次	第2次	第3次	第4次	第5次
P/D	0.66	0.68	0.64	0.84	0.87	0.40
A_E/A_O	0.45	0.49	0.76	0.85	0.70	0.55
n₁/(r·min⁻¹)	315.84	321.6	260.4	280.7	350.4	250.8
n₂/(r·min⁻¹)	315.84	215.6	172.2	204.6	220.6	167.2
D/m	2.0	1.85	2.18	2.39	2.14	2.75
V₁/(km·h⁻¹)	18	15.72	16.3	16.7	15.78	16.15
V₂/(km·h⁻¹)	16	12.29	10.30	13.6	14.3	13.0
P_s/kW	604.91	517.41	515.79	581.61	550.48	586.95
η_T	0.58	0.62	0.6	0.62	0.60	0.66
f₁/万元	5.83	4.94	4.77	5.08	5.48	5.63
f₂/万元	725.89	620.9	618.94	697.8	660.58	704.34

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