According to the report of CSSC: Improving the energy efficiency index of ships and developing low-carbon ships is a top priority for the ship industry. The research on the development of marine hydrodynamic energy-saving technologies should be an important measure. In this respect, the 708th Research Institute of China State Shipbuilding Corporation not only developed ship water-powered energy-saving devices, but also explored application methods through follow-up research and achieved certain results. These results should be promoted more vigorously today. At the 2012 Annual Meeting of the Marine Fluid Mechanics Society of Shanghai Society of Naval Architecture and Ocean Engineering, the ship fluid mechanics experts at the meeting gave affirmation to the research and development and follow-up research of 708 ship hydrodynamic energy-saving devices.
As early as 1986-1996, there were many varieties of ship hydrodynamic energy-saving devices developed by 708, including compensation duct shroud combination device, booster yoke frame, paddle front fan-shaped rectifying fin, and shroud rudder with thrust Fin (rudder fin), propeller cap turbine, rectifying baffle, compensating conduit shroud rectifying baffle combination device, anti-fishing net energy saving device, etc. In addition to being applied to domestic vessels, the above-mentioned marine hydrodynamic energy-saving devices are also exported to the United States, Europe and other countries and regions. After the ship's hydrodynamic energy-saving device developed by 708 was listed as a national key promotion project, the number of ships installing the device reached 570. According to reports, the conclusions of the project acceptance meeting and the actual ship application practice show that the average energy saving of the ship's hydrodynamic energy-saving devices can be 5%.
At the academic annual meeting, 708 researcher Qian Wenhao said that in recent years, based on the development of marine hydrodynamic energy-saving devices, the company has consistently promoted the optimization and application of marine hydrodynamic energy-saving technologies through four channels. It has significantly enhanced its energy saving effect.
First, the development of marine line and hydrodynamic energy-saving devices comprehensive optimization technology. 708 researchers conducted self-propulsion and resistance tests of representative ship model, including full-load design speed test and ballast common speed test. The results show that the ship's profile is optimized first, then the hydrodynamic energy-saving device is installed. The overall effect obtained is better than the optimization of the ship type line only or the optimization of the hydrodynamic energy saving device.
Second, the development of combined hydrodynamic energy-saving device technology. Studies at 708 have shown that combining two or more types of marine hydrodynamic energy-saving devices can achieve better results than when used alone. For example, after testing and research on the ship model of the 1000-ton coastal cargo ship, 708 found that the use of the shroud alone can save 2.6%; the use of the shroud and the port-side compensation duct can save 8.2% with energy-saving devices; using the shroud The combination of the port side compensation duct and the starboard front propeller fin energy saving device can save 11.3%. In addition, a shipowner accepted the recommendation of 708 to install a shroud, a port side compensation duct, a starboard L-type rectifying duct, and an asymmetric fin fin (asymmetric rectifying bulkhead) on a new 35,000-ton oil tanker. The combination of energy-saving devices has achieved an energy saving effect of 11.6%.
Third, the development of asymmetric ship raft technology. In 1982, a German shipyard built the world's first ship with asymmetric ship raft technology, which is 7% more energy efficient than a similar ship. By 1990, the technology had been used in the construction of more than 70 ships. A Korean shipyard purchased the technology patent for the construction of a real ship.
In 1988, 708 began research on asymmetric ship bow technology. By 1995, the institute had carried out a total of 15 ships (including container ships, liquefied gas carriers, multi-purpose ships, oil tankers, cargo ships, refrigerated ships, chemical tankers, tugs, etc., of which type 2 was a twin-propeller). The test and research of the asymmetric ship raft technical scheme achieved the effect of energy saving 5%~8%.
Fourth, research and development of asymmetric ship rafts and marine hydrodynamic energy-saving devices combined technology. Model 708 carried out a model test study on the asymmetric ship raft and compensation pipe combination scheme for tankers such as oil tankers, container ships, multi-purpose ships, chemical tankers, refrigerated ships and liquefied gas carriers. The results show that this combination is better than two. When used alone, the energy saving effect is good, and energy saving can be 7.5% to 11.6%.
At the academic annual meeting, experts agreed that the development of low-carbon ships that save energy and reduce consumption is the future development trend of the shipbuilding industry. Therefore, the industry should not only increase the application of the 708 water-powered energy-saving devices that have been successfully developed. And should actively assist in its follow-up research and exploration, and jointly accelerate the market promotion process of local ship hydrodynamic energy-saving technologies and devices.
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