JP2013531580A - Ship fuel saving system using energy efficiency optimization for realizing ship operation instruction optimization, method thereof, and recording medium storing computer program by the method - Google Patents

Abstract

The present invention relates to a marine fuel saving system using energy efficiency optimization for realizing vessel navigation instruction optimization, a method thereof, and a recording medium storing a computer program by the method, and the marine fuel saving method according to the present invention includes: (B) a reference operation data collection stage for collecting reference operation data; (c) an optimal RPM calculation module generation stage for generating an optimal RPM calculation module; ) An optimal RPM calculation step for calculating the optimal RPM by inputting the current schedule condition and operation condition into the optimal RPM calculation module; and (e) an RPM application step for receiving the optimal RPM and applying it to the engine of the ship. Optimum energy efficiency by operating conditions by intensively analyzing all energy consumption inside and outside the ship Through which the fuel oil, which is the main energy of the ship, can be saved, and the technology for calculating the optimum operating conditions is realized by integrating the ship navigation information equipment and the engine controller for energy consumption optimization. Can be used to induce unmanned engine control, save energy by reducing energy costs, and reduce operating costs for shipping companies. By ensuring efficiency and optimizing the consumption of fuel oil, it is possible to secure carbon emission rights and at the same time actively respond to the prevention of global warming.
[Selection] Figure 2

Description

The present invention relates to a ship fuel saving system using fuel efficiency optimization, a method thereof, and a recording medium storing a computer program according to the method, and more particularly, to collect each ship's operating conditions in real time to optimize each power equipment. A marine fuel saving system using energy efficiency optimization that saves fuel consumption and minimizes the generation of CO ₂ by operating under operating conditions, a method thereof, and a computer program stored by the method It relates to the medium.

  Developing and building ships that consume less fuel is the core of the future shipbuilding industry. Assuming a ship that consumes 100 tons of fuel a day and emits 320 tons of carbon dioxide, a 1% improvement in fuel economy will save more than $ 240,000 annually, and about $ 6 million in 25 years Fuel consumption is one of the most important factors in the used ship market.

In addition, modern society is largely dependent on power transportation systems that emit greenhouse gases, and ships are also the main cause of greenhouse gas emissions. CO ₂ emissions cause global warming, climate change and ocean acidification. It is widely known as a core factor. 1 The amount of CO ₂ emitted for one mile transporting cargo ton vessels despite most efficient in transportation, CO ₂ because it is the most dominant transportation in the world trade Emissions account for about 3% of total greenhouse gas emissions in industry.

  In addition, the existing manual and semi-automated methods of ship operation differ depending on the level of work of the crew, but the fuel consumption also depends on the experience and ability of the crew in the current method, and was developed as a semi-automated method. In the case of the system, the situation is applicable only to the ship concerned. Therefore, a software engineering approach is necessary to implement a system that can encompass various ship types, and a software framework that is a concept that provides a platform for similar types of application development. Development is necessary.

  For the reasons mentioned above, efforts have been made in many ways to reduce the fuel consumption of ships.Currently, a method for providing an optimum route reflecting the weather conditions introduced in the city and the hull conditions are considered. Thus, there is a method for providing an optimum route and an optimum engine mode. In the case of a model that reflects the weather conditions, the optimum RPM is designed in consideration of all weather conditions, hull conditions, and engine conditions in that the optimum route is designed based only on the weather conditions transmitted by the onshore weather information provider. The present invention to be provided differs from the conditions to be considered and the information to be provided, and there are many cases introduced in the country, but the actual situation is that the oil saving effect is slight.

  As another method, there is a model that presents an optimum route and an optimum engine mode in consideration of the hull conditions that are considered when designing a ship. This model applies the constant speed concept by calculating the speed by dividing the departure time and arrival time by distance when determining the optimum state of the engine. The present invention is different in that the optimum RPM is periodically provided while shifting (including both forward shifting and variable shifting). In addition, ships that return such as bulk cargo ships and light bullet ships do not have cargo and it is difficult to calculate accurately when performing ballast operation, but the hull conditions of the present invention also include cargo. It is a concept, and depreciation can be taken into account according to the age of use of the engine and the ship (ship age). (Ballast operations: operate with water loaded when there is no cargo to maintain the minimum depth of entry to maintain vessel center and balance; ballast water) There is no monitoring tool (Monitoring Tool) that can verify the exact fuel consumption due to the environmental changes of vessels operating on land, and accurate verification is not possible using a simple comparison method, i.e., comparison with other vessels or previous navigation. Although possible, the present invention can be more objectively verified by providing a fuel efficiency analysis function.

  Hereinafter, the prior art regarding the conventional ship operation system is as follows.

  Korean Patent Application Publication No. 1997-0071419 (hereinafter referred to as “Prior Art 1”) relates to an optimal navigation system for a ship, and is equipped with an acoustic transmitter and a response signal that are attached to a ship and transmit a request signal. An acoustic device having an acoustic receiver for receiving, and an acoustic reactor installed at a lower part of the gorge for transmitting a response signal in response to the request signal.

  Korean Patent No. 0433258 (hereinafter referred to as “Prior Art 2”) relates to a web service method for vessel safe operation and vessel control, and identifies vessels using ECS terminals installed in many vessels. Generating ship data of number, ship name, length, width, type, position information, speed, nautical condition, bow direction, yaw angular speed, ship traveling direction; and periodically sending the ship data through an artificial satellite Transferring to the ASP system; processing the ship management module built in the ASP system to be suitable for the ship data user and storing it in the ship DB; and extracting ship data stored in the ship DB Connecting an ECS terminal to a homepage in which a control client terminal is installed with a program showing an electronic chart on the web; The page is a stage where the ship information is transferred to the ASP system and the data stored in the electronic chart DB is used to represent the ship on the electronic chart; many of the charts shown on the electronic chart on the website And acquiring all the information in real time by clicking on the ship.

  The prior art 1 has an effect that it is possible to predict not only the true center of the canyon in the straight canyon but also the depth change of the canyon, the bend degree of the canyon, etc. by using an acoustic signal. 2. The ship's navigation information can be provided in real time to the ship's navigator, including the latest electronic charts and the current weather environment, and the ship's location information can be received anywhere through the Internet. Although there is an effect that it can be done, the technical features of the present invention that reduce fuel consumption by collecting the operation status of the ship in real time and operating each power machine under optimal operating conditions are completely described Or not mentioned.

  The present invention has been devised in order to solve the above-described conventional technical problems, and obtains weather information, voyage information, load information, engine information, etc. in real time from various information devices of the ship. Calculate the optimal RPM that can be operated most economically to the destination, reduce energy consumption, reduce fuel consumption, and change the optimal RPM quickly by changing the operating conditions. Marine fuel that can objectively calculate the fuel saving effect through which it will be reflected in the next voyage, optimize energy efficiency through integrated fuel oil saving, and perform the above process automatically or semi-automatically An object of the present invention is to provide a saving system, a method thereof, and a recording medium storing a computer program according to the method.

  The problems to be solved by the present invention are not limited to those mentioned above, and other problems not mentioned can be more clearly understood by those skilled in the art from the following description.

  As means for solving the technical problems described above, the ship fuel saving system of the present invention includes a reference ship specification collecting unit 10 that collects reference ship specifications; and speed while changing operation conditions during reference operation. A reference operation data collection unit 20 that collects reference operation data obtained by measuring a fuel consumption rate; an optimum RPM calculation module generation unit 30 that generates an optimum RPM calculation module in response to the reference ship specifications and reference operation data; and the optimum RPM An optimum RPM calculating unit 50 for calculating the optimum RPM by inputting the current schedule condition and operation condition to the optimum RPM calculating module received by the calculating module generating unit 30; and receiving the optimum RPM by the optimum RPM calculating unit 50 An RPM application unit 60 that is applied to a ship engine, and the standard operation includes factory test operation, sea test operation, and new tide N and M include the latest M, N and M are the number of times arbitrarily designated by the parties concerned, and the optimum RPM is the RPM that consumes the minimum fuel for the current schedule condition and operation condition, The schedule conditions include target distance, target time, and variable time, and the operation conditions include hull conditions, weather conditions, and engine conditions, and the optimal RPM = [standard optimal speed−speed increase / decrease amount relative to operation conditions] × RPM conversion Coefficient x weather compensation coefficient, the standard optimum speed is a target speed, a variable target speed, a fuel consumption rate compared to a speed between the target speed and the variable target speed (= fuel consumption per mile under standard operating conditions) Rate / speed) is the lowest speed, the standard operating conditions are the operating conditions at the time of factory trial operation, the target speed = target distance / target time, the variable target speed = target distance / (target time + variable) When the standard optimum RPM is operated under the current operation conditions, the speed increase / decrease amount compared with the operation conditions is a speed that is increased / decreased compared to the standard optimum speed, and the standard optimum RPM is the standard operation condition. The RPM that can be operated at the standard optimum speed, and the RPM conversion coefficient are multiplied by the [standard optimum speed−operation condition comparison speed increase / decrease amount] and the current operation condition in the [standard optimum speed−operation condition comparison Speed change amount] coefficient to convert to RPM capable of producing speed, weather compensation coefficient = forward weather coefficient (forward weather degree−normal weather degree) −turbulent weather coefficient (turbulent weather degree−normal weather degree), positive The degree of weather is a value obtained by quantifying the degree of weather conditions of the standard operating conditions, the degree of forward weather is a value obtained by quantifying the degree of forward weather of the current weather conditions, and the degree of turbulent weather is the value of the current weather conditions. Stormy weather The forward weather coefficient is obtained by multiplying the [forward weather coefficient (forward weather degree−normal weather degree)] by the [standard optimum speed−speed increase / decrease amount relative to operating conditions] × RPM conversion coefficient. When determining, a coefficient that limits the optimum RPM not to exceed the normal weather limit RPM, the normal weather limit RPM is the RPM at which the fuel consumption increase / speed increase increases when the RPM is increased, The turbulent weather coefficient is obtained by multiplying the [turbid weather coefficient (degree of turbulent weather-degree of normal weather)] by the [standard optimum speed-speed increase / decrease in operating conditions] × RPM conversion coefficient to obtain the optimum RPM. The coefficient that limits the climatic limit RPM so that it does not fall below the turbulent weather limit RPM. The turbulent weather limit RPM is the RPM at which the fuel consumption reduction per mile / the small amount of speed per mile will decrease when the RPM is reduced. And wherein the Rukoto.

  As a means for solving the technical problem described above, the marine fuel saving system of the present invention further includes an optimum RPM automatic change setting unit 43 to which a user's selection is inputted when the optimum RPM is changed to automatic. The optimum RPM automatic change setting unit 43 transmits an optimum RPM generation command to the optimum RPM calculation unit 50 at the time of variable speed change, and receives an initial RPM from a user at the normal speed change and transmits it to the RPM application unit 60. A shift / forward shift setting unit 44; an optimum RPM automatic change time setting unit 46 that receives the change time interval of the optimum RPM and transmits the optimum RPM generation command to the optimum RPM calculation unit 50 at each change time interval; Is further included.

  As a means for solving the above-described technical problem, the marine fuel saving system is configured to transmit an optimum RPM generation command to the optimum RPM calculation unit 50 when a user request for an optimum RPM change is input. A change setting unit 42 is further included.

  As a means for solving the technical problem described above, the optimum RPM calculation unit 50 includes a schedule / operation condition collection unit 52 that collects current schedule conditions and operation conditions input to the optimum RPM calculation module; When an optimum RPM generation command is transmitted, the schedule / operation condition collection unit 52 receives the current schedule condition and operation condition and inputs them to the optimum RPM calculation module to calculate an optimum RPM. And a portion 54;

  As a means for solving the above-mentioned technical problem, the ship fuel saving system compares the fuel saving effect at the time of optimum operation to which the ship fuel saving system is applied and the general operation without applying the ship fuel saving system. The fuel efficiency analysis unit 70 is configured to analyze the fuel consumption data of the reference operation and the fuel of the normal operation and the same schedule condition as the optimal operation. A fuel consumption data collection unit 72 that collects consumption data; a fuel consumption rate of the optimum operation, a fuel consumption rate of the reference operation, a fuel consumption rate of the standard operation, and a fuel consumption rate of the general operation A fuel consumption rate calculation unit 74 for calculating a rate; a fuel consumption rate for the general operation in the fuel consumption rate calculation unit 74; The fuel loss rate of the general operation is calculated based on the fuel consumption rate of the operation, and the fuel consumption rate of the optimal operation is received by the fuel consumption rate calculation unit 74 based on the fuel consumption rate of the optimal operation and the fuel consumption rate of the reference operation. A fuel loss rate calculation unit 76 for calculating a fuel loss rate for the general operation in response to the fuel loss rate for the general operation in the general operation fuel loss rate calculation unit 76; And a fuel saving rate calculation unit 78 for calculating the fuel saving rate of the optimum operation, wherein the fuel loss rate of the optimum operation = the fuel consumption rate of the optimum operation−the fuel consumption rate of the standard operation, the fuel of the general operation Loss rate = fuel consumption rate of general operation−fuel consumption rate of standard operation, fuel saving rate of optimal operation = fuel loss rate of general operation−fuel loss rate of optimal operation

  As means for solving the above technical problem, a ship fuel saving including a reference ship specification collecting part 10, a reference operation data collecting part 20, an optimum RPM calculating module generating part 30, an optimum RPM calculating part 50, and an RPM applying part 60 is provided. The ship fuel saving method using the system includes: (a) a reference ship specification collecting stage (S10) in which the reference ship specification collecting unit 10 collects reference ship specifications; and (b) the reference operation data collecting unit 20 performing reference operation. A reference operation data collection step (S20) for collecting data; and (c) an optimum RPM calculation module generation step in which the optimum RPM calculation module generation unit 30 receives the reference vessel specification and reference operation data and generates an optimum RPM calculation module. (S30); and (d) the optimum RPM received by the optimum RPM calculating module 50 by the optimum RPM calculating module generating unit 30. An optimal RPM calculation step (S50) for calculating the optimum RPM by inputting the current schedule condition and operation condition into the M calculation module; and (e) the RPM application unit 60 receives the optimum RPM at the optimum RPM calculation unit 50. RPM application stage (S60) applied to the engine of the ship, and the standard operation includes factory test operation, sea test operation, N voyage after new tide, and recently M voyage, where N and M are arbitrarily designated by the parties concerned The optimal RPM is an RPM that consumes the fuel at the minimum relative to the current schedule condition and operation condition, and the schedule condition includes a target distance, a target time, and a variable time, and the operation condition includes a hull condition, Including weather conditions and engine conditions, the optimum RPM = [standard optimum speed−speed increase / decrease relative to operation conditions] × RPM conversion coefficient × weather compensation coefficient, standard The optimum speed is the target speed, the variable target speed, the speed between the target speed and the speed between the target speed and the variable target speed, and the speed with the lowest fuel consumption rate (= fuel consumption rate per mile / speed under standard operating conditions). The standard operating conditions are the operating conditions at the time of factory trial operation, the target speed = target distance / target time, the variable target speed = target distance / (target time + variable time), When operating at standard optimal RPM under operating conditions, the speed that is increased or decreased compared to the standard optimal speed, the standard optimal RPM when the standard operating conditions, the RPM that can operate at the standard optimal speed, The RPM conversion coefficient can be multiplied by the above-mentioned [Standard Optimal Speed−Operating Condition Comparison Speed Increase / Decrease] to obtain the [Standard Optimal Speed−Operating Condition Comparison Speed Increase / Decrease] speed under the current operation conditions. Coefficient for conversion to RPM, the weather compensation coefficient = forward weather coefficient (forward weather degree−normal weather degree) −turbulent weather coefficient (turbulent weather degree−normal weather degree), and the positive weather degree is the weather condition of the standard operating conditions. The numerical value of the degree, the normal weather degree is a numerical value of the normal weather degree of the current weather condition, the turbulent degree is a numerical value of the turbulent degree of the current weather condition, and the normal weather coefficient is When the [normal weather coefficient (normal weather degree−normal weather degree)] is multiplied by the [standard optimum speed−operational condition relative speed increase / decrease amount] × RPM conversion coefficient, the optimum RPM is determined as the normal weather limit RPM. The forward weather limit RPM, which is a coefficient that limits the above-mentioned conditions, is the RPM at which the fuel consumption increase / speed increase increases when the RPM is increased. Degree of turbulent weather-degree of normal weather) Is obtained by multiplying the above-mentioned [standard optimum speed-operational condition relative speed increase / decrease amount] × RPM conversion coefficient, the coefficient limiting the optimum RPM so that it does not fall below the turbulent weather limit RPM, the turbulent weather limit RPM is: When the RPM is decreased, the RPM is such that the fuel consumption reduction per mile / the small amount of speed per mile decreases under the current operating conditions.

  As a means for solving the above technical problem, the ship fuel saving method using the ship fuel saving system further includes: (f) an optimum RPM change setting step (S40); and the optimum RPM is automatically changed. When trying to change, the optimum RPM automatic change setting unit 43 transmits an optimum RPM generation command to the optimum RPM calculation unit 50 at the time of variable speed change, and inputs an initial RPM from the user to the RPM application unit 60 at the normal speed change. A normal transmission / variable transmission setting step (S46) to be transmitted; when changing the optimum RPM to automatic, a change time interval is input to the optimum RPM automatic change setting unit 43, and the change is performed at each change time interval. An optimum RPM automatic change time setting step (S44) for transmitting an optimum RPM generation command to the optimum RPM calculation unit 50; In response to initial RPM is characterized by applying to the ship in the engine.

  As a means for solving the above-described technical problem, the marine fuel saving method using the marine fuel saving system of the present invention includes (f) an optimal RPM change setting step (S40), and the step (f) includes And an optimum RPM manual change setting step (S42) for transmitting an optimum RPM generation command to the optimum RPM calculation unit 50 when the optimum RPM manual change setting unit 42 receives an optimum RPM change request from a user. And

  As means for solving the technical problem described above, in the step (d) in the marine fuel saving method using the marine fuel saving system according to the present invention, the optimum RPM calculating unit 50 inputs to the optimum RPM calculating module. A schedule / operation condition collection step (S52) for collecting the current schedule condition and operation condition, wherein the optimum RPM calculation unit 50 inputs the current schedule condition and operation condition to the optimum RPM calculation module, and An optimum RPM calculating module executing step (S54) for calculating the optimum RPM.

  As a means for solving the above-mentioned technical problem, a ship fuel saving method using the ship fuel saving system according to the present invention includes (g) a general operation not using the ship fuel saving system, and the ship fuel saving. A fuel efficiency analysis step (S70) for comparatively analyzing the fuel saving effect at the time of optimum operation to which the system is applied, and the fuel efficiency analysis step (S70) is performed by the fuel efficiency analysis unit 70. Fuel consumption data collection stage for collecting fuel consumption data at the time of optimum operation applying the system, fuel consumption data for the standard operation compared to the same schedule conditions as the optimum operation, and fuel consumption data for general operations compared to the same schedule conditions as the optimum operation (S72); and the fuel efficiency analysis unit 70 uses the fuel consumption data to apply the marine fuel saving system. A fuel consumption rate calculation step (S74) for calculating a fuel consumption rate of the reference operation and a fuel consumption rate of the general operation compared with the same schedule condition as the optimal operation; The analysis unit 70 calculates the fuel loss rate of the general operation based on the fuel consumption rate of the general operation and the fuel consumption rate of the standard operation, and the fuel of the optimal operation based on the fuel consumption rate of the optimal operation and the fuel consumption rate of the standard operation. A fuel loss rate calculation step (S76) for calculating a loss rate; and a fuel saving rate at which the fuel efficiency analysis unit 70 calculates a fuel saving rate for the optimal operation based on the fuel loss rate for the general operation and the fuel consumption rate for the optimal operation. And calculating the fuel loss rate of the optimal operation = the fuel consumption rate of the optimal operation−the fuel consumption rate of the standard operation, the fuel loss rate of the general operation = the fuel consumption rate of the general operation−the standard operation. Fuel depletion rate, the optimum operating the fuel economy rate = general flight fuel loss rates - characterized in that it is a fuel loss rate optimal flight.

  According to the present invention, fuel oil, which is the main energy of a ship, can be saved through intensive analysis of all energy consumption inside and outside the ship, and optimization of energy efficiency according to operational conditions. Implementing technology to calculate optimum operating conditions by integrating ship navigation information equipment and engine controller for optimization of consumption, which can be used to induce unmanned engine control, which is necessary for energy saving. Carbon emissions credits can be saved by optimizing fuel oil consumption by saving the cost of the military, reducing the operating costs of shipping companies, ensuring the economic and high efficiency of maritime transport through the saving of manpower. As a result, it is possible to actively respond to the prevention of global warming at the same time.

  The effects of the present invention are not limited to those mentioned above, and other effects not mentioned can be understood more clearly by those skilled in the art from the following description.

It is a conventional ship navigation system. 1 is a view showing a marine fuel saving system according to the present invention. It is drawing which shows the Example which applied the ship fuel saving system of FIG. 2 to the ship operation system. It is drawing which shows the example of the standard operation data produced | generated by the factory test run. It is drawing which shows the example of the standard operation data produced | generated by the sea trial run. It is drawing which shows the example of the standard operation data produced | generated by N voyages after a new tide. It is drawing which shows the fuel consumption rate / speed graph per mile on standard operating conditions. 1 is a view showing a marine fuel saving method according to the present invention. It is drawing which shows the detailed method of FIG.

DESCRIPTION OF SYMBOLS 10 Reference | standard ship specification collection part 20 Reference | standard operation data collection part 30 Optimal RPM calculation module production | generation part 42 Optimal RPM manual change setting part 43 Optimal RPM automatic change setting part 44 Variable speed / forward change setting part 46 Optimal RPM automatic change time setting part 50 Optimal RPM calculation unit 52 Schedule / operation condition collection unit 54 Optimal RPM calculation module execution unit 60 RPM application unit 70 Fuel efficiency analysis unit 72 Fuel consumption data collection unit 74 Fuel consumption rate calculation unit 76 Fuel loss rate calculation unit 78 Fuel saving rate calculation Part S10 Reference ship specification collection stage S20 Reference operation data collection stage S30 Optimal RPM calculation module generation stage S40 Optimum RPM change setting stage S42 Optimal RPM manual change setting stage S44 Optimal RPM automatic change time setting stage S46 Normal speed / variable speed setting stage S50 Optimal RPM calculation stage S52 Schedule / operating condition collecting step S54 optimum RPM calculation module executed steps S60 RPM application phase S70 fuel efficiency analysis stage S72 of fuel consumed data collecting phase S74 fuel wear rate calculation step S76 fuel loss rate calculation step S78 fuel saving rate calculation step

  The present invention applies a marine fuel saving system to obtain an optimized RPM that minimizes fuel consumption in consideration of operating conditions while operating a target distance within a target time, and applies it to actual operations. For the purpose.

General Ship Operation System General ship operation (hereinafter referred to as “general operation”), as shown in Figure 1, the master and engineer take into account the schedule conditions and the operation conditions. The engine RPM is readjusted whenever it is determined that a change is necessary.

  In the case of the above general operation, the master mainly determines the weather conditions, schedule conditions, and hull conditions in the above operating conditions, and the engineer mainly determines the engine conditions and hull conditions in the above operating conditions. Readjust. That is, during general operation, in order to arrive at the destination within the target time or the variable target time described later, the master or engineer adjusts the RPM in consideration of weather conditions, schedule conditions, hull conditions, and engine conditions. Adjust the speed.

  In this way, general operation seems to determine the RPM in consideration of all the above operating conditions, but in fact, because the engineer and the captain mainly determine only a part of the above mentioned conditions, It can be said that it is impossible to calculate the optimum RPM. Moreover, even if an expert in the ship operation field receives information including all the above operation conditions and operates, it is impossible to calculate the optimum RPM because there are too many operation conditions to be considered. Therefore, there is no choice but to adjust to the RPM that is expected to be an appropriate value based on experience.

  Therefore, the present invention comprehensively considers the above operating conditions, and RPM that maximizes fuel efficiency while operating the target distance within the target time or variable target time (hereinafter referred to as “optimum RPM”). The object of the present invention is to apply a marine fuel saving system, which is a system for calculating the marine fuel economy, to a marine vessel (hereinafter, the “marine fuel saving system is referred to as an optimization system”).

Schedule conditions and operation conditions The schedule conditions include a target distance D, a target time H, and a variable time h, and the target distance divided by the target time is a target speed V, and the target distance D is variable with the target time H. The variable target speed Vv is divided by the variable target time Hv that is the sum of the time h.

Mathematical Formula 1
V = D / H
Vv = D / (H + h) = D / (HV)

  The operating conditions include hull conditions, weather conditions, and engine conditions.

  The weather conditions include wind speed, tidal velocity, pitching, rolling, and water depth. The pitching is that the ship swings back and forth, and the rolling is that the ship swings left and right.

  The engine conditions include RPM, engine load, and engine performance.

  The hull conditions include drainage, hull inclination, hull weight center, cargo load, fuel oil load, and ballast water load.

  In general, when the external conditions are uniform, the increase in vessel speed is proportional to the increase in RPM. However, since the vessel is affected by the change in the operating conditions, is the change in RPM fully reflected in the velocity? (For example, in the case of headwind and current flow), it is reflected beyond (for example, in case of wind current and current flow). In addition, the rate of change in fuel consumption due to changes in RPM may be increased depending on the above operating conditions (for example, if the cargo load is greater than normal) or may be decreased (eg, the cargo load is less than normal). If less). Thus, if the above operating conditions are different, the actual speed and the actual fuel consumption are different even when operating at the same RPM. Therefore, operating at an RPM with a higher actual speed compared to the actual fuel consumption will reduce the amount of fuel consumed. Reduced and time efficient operation. If RPM is maintained at the maximum, the speed is high, but fuel is exhausted excessively. If the fuel consumption rate is kept to a minimum, if the speed is lower than the target speed, it is difficult to reach the destination within the target time. Therefore, in consideration of all fuel consumption and speed, it is cost and effective to operate with RPM that can save fuel consumption by maintaining the target speed V or variable target speed Vv on average. Is appropriate.

Standard operation data and standard operation In order to achieve the above-mentioned purpose, data serving as a reference for calculating the optimum RPM (hereinafter referred to as “reference operation data”) is measured for each operation condition. At this time, the speed and fuel consumption are measured while changing the RPM and the above operating conditions. The above-mentioned reference operation data is measured over several operations, and the operation that is the measurement target of the above-mentioned reference operation data is the reference operation.

  The above-mentioned standard operation includes operations such as factory test operation, maritime test operation, N voyage after new tide, and recently M voyage, and may include only a part of the above four operations. That is, in order to measure data serving as a reference for the optimization system, an administrator, a shipowner, a user, and the like of the optimization system select some of the four operations as reference operations in advance. (N and M are the number of operations that the administrator, shipowner, user, etc. of this system arbitrarily determines in advance.) FIG. 4 is an example of reference operation data measured at the time of the above-mentioned factory test operation, and FIG. FIG. 6 is an example of the reference operation data measured at the time of the N voyage after the new tide.

  If all the above-mentioned reference operation data is collected, an optimum RPM calculation module for calculating the optimum RPM for operation conditions is generated based on the above-mentioned reference operation data, and the current schedule conditions and operation conditions are input to the optimum RPM calculation module. General operation by calculating the optimal RPM and applying it to the operation (hereinafter referred to as calculating the optimal RPM by inputting the current schedule conditions and operation conditions into the above-mentioned optimal RPM calculation module and operating) Minimize relative fuel consumption.

Ship Fuel Saving System FIG. 2 shows a ship fuel saving system according to an embodiment for achieving the above object of the present invention. The ship fuel saving system includes a reference ship specification collecting unit 10, a reference operation data collecting unit 20, It includes an optimum RPM calculation module generation unit 30, an optimum RPM automatic change setting unit 43, an optimum RPM manual change setting unit 42, an optimum RPM calculation unit 50, an RPM application unit 60, and a fuel efficiency analysis unit 70, and performs the following functions. .

  The reference ship specification collecting unit 10 collects ship specifications of the ship to which the optimization system is applied (hereinafter referred to as “reference ship specification”). The above-mentioned standard ship specifications include tonnage, ship age, ship shape and ship classification.

  The reference operation data collection unit 20 collects reference operation data used for generating the optimum RPM calculation module.

  The optimum RPM calculation module generation unit 30 receives the reference operation data measured during the reference operation and generates an optimal RPM calculation module.

  The optimum RPM automatic change setting unit 43 includes a variable speed / forward change setting unit 44 and an optimum RPM automatic change setting unit 43.

  The variable shift / normal shift setting unit 44 transmits an optimal RPM generation command to the optimal RPM calculation unit 50 at the time of variable shift, and inputs the initial RPM from the user (master or engineer) at the normal shift to apply the RPM. Transmitted to the unit 60.

  The optimum RPM automatic change setting unit 43 receives an optimum RPM change time interval and transmits an optimum RPM generation command to the optimum RPM calculation unit 50 at each change time interval.

  The normal speed change and the variable speed change are types of speed change methods, and are divided according to the initial RPM value in the present invention. The above-mentioned shift means shifting while maintaining the target speed on average even if the speed is changed. At this time, any RPM such as the RPM that is expected to reach the target speed in the initial RPM, the previous operation RPM, etc. Entering and operating is the normal shift, and inputting and operating the optimum RPM obtained through the optimization system as the initial RPM is the variable speed change. In other words, when operating at variable speed, optimization starts from the beginning of operation and has the advantage of further increasing fuel efficiency, but in the present invention, it is correct if the current operating conditions cannot be collected according to the needs of the user. It is also possible to operate by selecting a shift.

  When receiving the optimum RPM change request from the user, the optimum RPM manual change setting unit 42 transmits an optimum RPM generation command to the optimum RPM calculation unit 50.

  The optimum RPM calculation unit 50 receives the setting of the user by the optimum RPM automatic change setting unit 43 and receives the optimum RPM calculation module by the optimum RPM calculation reference generation unit to calculate the optimum RPM according to the operation condition. .

  The optimum RPM calculation unit 50 includes a schedule / operation condition collection unit 52 and an optimum RPM calculation module execution unit 54.

  The schedule / operation condition collection unit 52 collects the current schedule condition and operation condition input to the optimum RPM calculation module.

  When the optimum RPM calculation module execution unit 54 receives the optimum RPM generation command from the optimum RPM automatic change setting unit 43 or the optimum RPM manual change setting unit 42, the schedule / operation condition collection unit 52 causes the current schedule condition to be obtained. In response to the operational conditions, the optimum RPM is calculated and input to the optimum RPM calculation module.

  The RPM application unit 60 receives the optimum RPM from the optimum RPM calculation unit 50 or applies the initial RPM from the optimum RPM automatic change setting unit 43 to the marine engine when the gear shift is normal.

  The fuel efficiency analysis unit 70 performs a comparative analysis on the fuel saving effect at the time of general operation where the ship fuel saving system is not applied and at the time of optimum operation where the ship fuel saving system is applied.

  The fuel efficiency analysis unit 70 includes a fuel consumption data collection unit 72, a fuel consumption rate calculation unit 74, a fuel loss rate calculation unit 76, and a fuel saving rate calculation unit 78.

  The fuel consumption data collection unit 72 collects the fuel consumption data of the reference operation and the fuel consumption data of the general operation and the same schedule as the optimal operation.

  The fuel consumption rate calculation unit 74 receives the fuel consumption data from the fuel consumption data collection unit 72 and receives the fuel consumption rate of the optimum operation using the marine fuel saving system. The fuel consumption rate and the fuel consumption rate of the general operation compared to the same schedule as the above optimal operation are calculated.

  The fuel loss rate calculation unit 76 receives the fuel consumption rate of the general operation and the fuel consumption rate of the reference operation from the fuel consumption rate calculation unit 74, calculates the fuel loss rate of the general operation, and calculates the fuel consumption rate. Based on the fuel consumption rate of the optimal operation and the fuel consumption rate of the reference operation from the calculation unit 74, the fuel loss rate of the optimal operation is calculated.

  The fuel saving rate calculation unit 78 receives the fuel loss rate of the general operation from the general operation fuel loss rate calculation unit 76, receives the fuel consumption rate of the optimal operation from the optimal operation fuel loss rate calculation unit 76, Calculate the fuel saving rate for optimal operation.

Application Examples of Ship Fuel Saving System The ship fuel saving system of the present invention can be installed in a PC in various ways. The entire ship fuel saving system can be installed in one PC. At this time, necessary data can be exchanged with an electronic recording medium that is connected to another PC via a network or applicable to the PC. A plurality of systems are installed on a plurality of PCs, respectively. The system can be installed with all the components of the optimization system, and at this time, each system can synchronize by transmitting information over the network. A plurality of systems are installed on a plurality of PCs, respectively. The components of the optimization system can be installed with each PC separately provided. At this time, each system can transmit information and synchronize with the network.

  FIG. 3 shows a ship to which a marine fuel saving system of the present invention is applied, and a PC of a marine fuel saving system administrator and a shipowner PC connected to the marine vessel through a network. This is an example of installing a saving system (hereinafter referred to as “optimization system”). The optimization system is connected to various equipment inside and outside the ship through a network to collect data and control the engine.

  The reference vessel specification collection unit 10 is connected to an input / output device or another PC, and the reference operation specification is input, and is connected to the reference operation data collection unit 20 to transmit the reference vessel specification.

  The reference operation data collection unit 20 is connected to an input / output device or another PC, receives reference operation data, is connected to the optimum RPM calculation module generation unit 30 to transmit the reference operation data, and the fuel efficiency It is connected to the analysis unit 70 and transmits the fuel consumption rate during the standard operation.

  The optimum RPM calculation module generation unit 30 is connected to the reference vessel specification collection unit 10 and the reference operation data collection unit 20, and receives the reference vessel specification and the reference operation data to generate an optimum RPM calculation module.

  The optimum RPM calculation unit 50 receives user's selection items from the optimum RPM automatic change setting unit 43 or the optimum RPM manual change setting unit 42, and the optimum RPM calculation module generation unit 30 receives the optimum RPM calculation module. Then, the optimum RPM according to the current schedule condition and operation condition is calculated and transmitted to the RPM application unit 60.

  In addition, in order to collect the current schedule conditions and operation conditions to be input to the optimum RPM calculation module, it is connected to an input / output device, another PC, or an information collecting device inside or outside the ship, and the weather conditions in the operation conditions. Is connected to the input / output device or another PC or the engine control device to receive the engine condition, and is connected to the input / output device or another PC to receive the hull condition and the schedule condition.

  The information collection device (indicated as the first collection device to the Nth collection device in FIGS. 1 and 3) connected to the optimum RPM calculation unit 50 is a GPS, an anemometer (ANEMOMETER), a gyrocompass (GYROCOMPASS), a speed. Consists of a collection device such as a log (SPEED LOG), heading control device (HEADING / TRACK CONTROL SYSTEM), etc. The electronic chart, BWWAS, and converter are connected between the information collection device and the optimization system. Can be done. The converter is for converting the information of the information collecting apparatus into data in a form that can be input by a PC in which the optimization system is installed.

  The RPM application unit 60 is connected to an output device and outputs the optimum RPM transmitted from the optimum RPM calculation unit 50, or is connected to one or more of the engine room ETC and the captain room ETC, The optimum RPM received by the optimum RPM calculator 50 is transmitted.

  The fuel efficiency analysis unit 70 is connected to the reference operation data collection unit 20 and compares the reference operation data with the reference operation data collection unit 20 in order to compare and analyze the fuel saving effect at the time of general operation and the optimal operation using the ship fuel saving system. Received and connected to the optimum RPM calculating unit 50 to receive schedule conditions, operation conditions, and fuel consumption when the optimum operation is applied.

  The connection can be made by a direct cable connection or a wired / wireless network.

Optimal RPM and Optimal RPM Calculation Module The optimal RPM calculation module generates an optimal RPM in the following manner.

Mathematical Formula 2
Optimum RPM = [Standard optimum speed-Speed increase / decrease relative to operating conditions] x RPM conversion coefficient x Weather compensation coefficient

  The above-mentioned formula must be generated again when the optimal RPM calculation module generation unit 30 generates the simulation by simulating the standard ship specification and the standard operation data, and the standard ship specification is changed.

  The standard optimum speed is the speed at which the fuel consumption rate per mile / speed is the lowest under standard operating conditions in the target speed, the variable target speed, and the speed between the target speed and the variable target speed. The standard operating conditions are the operating conditions at the time of factory test operation. According to FIG. 7, the horizontal axis represents the speed, the vertical axis represents the fuel consumption rate per mile under standard operating conditions, A represents the target speed, and B represents the variable speed, and the fuel consumption rate per mile between A and B. Since C is the smallest point, the speed when C is the standard optimum speed.

  The speed increase / decrease rate compared to the operating conditions is the amount of speed that is increased / decreased compared to the standard optimal speed when operating at the standard optimal RPM under the current operating conditions. When the standard optimal RPM is the standard operating condition, It is an RPM that can be operated at the standard optimum speed.

  The RPM conversion coefficient is multiplied by the above-mentioned [standard optimum speed−operation condition relative speed increase / decrease amount] to the RPM that can output the speed of [standard optimum speed−operation condition comparison speed increase / decrease amount] under the current operation conditions. The coefficient to convert.

  The mathematical formula of the weather compensation coefficient is as follows.

Mathematical Formula 3
Weather compensation coefficient = Forward weather coefficient (Normal weather degree-Positive weather degree)-Turbulent weather coefficient (Disturbance degree-Normal weather degree)

  The normal weather condition is a value obtained by quantifying the weather condition of the standard operation condition. Generally, the standard operation condition is when the strength of wind and tide is zero. The normal weather degree is a value obtained by quantifying the normal weather degree of the current weather condition, and the turbulent weather degree is a value obtained by quantifying the abnormal weather degree of the current weather condition. In other words, the forward weather level is a numerical value of the strength of the normal wind and the forward current, and the turbulent weather level is a numerical value of the strength of the back wind and the reverse power flow. The degree of weather-the degree of normal weather) shows the effect of the above meteorological conditions on the speed increase and decrease.

  The forward weather coefficient is obtained by multiplying the [forward weather coefficient (forward weather degree−normal weather degree)] by the above-mentioned [standard optimum speed−increase / decrease speed relative to operating conditions] × RPM conversion coefficient, and the RPM is forward. The forward weather limit RPM is an RPM at which the fuel consumption increase / speed increase increases when the RPM is increased.

  The turbulent weather coefficient is calculated by multiplying the [turbid weather coefficient (turbulent weather degree−normal weather degree)] by the above-mentioned [standard optimum speed−operational condition relative speed increase / decrease amount] × RPM conversion coefficient, and RPM is disturbed. It is a coefficient which limits so that it may not become below the weather limit RPM, and the above-mentioned turbulent weather limit RPM is the RPM at which the fuel consumption decrease amount / the small amount of speed feeling decreases when the RPM is decreased.

The fuel saving rate of the optimum operation The formula for obtaining the fuel saving rate of the optimum operation is as follows.

  Fuel saving rate for optimal operation = Fuel loss rate for general operation-Fuel loss rate for optimal operation

  At this time, the fuel loss rate of the optimum operation and the fuel loss rate of the general operation are as follows.

Fuel loss rate for optimal operation = Fuel consumption rate for optimal operation-Fuel consumption rate for standard operation Fuel loss rate for general operation = Fuel consumption rate for general operation-Fuel consumption rate for standard operation

  Here, the fuel consumption rate of the standard operation is an average fuel consumption rate during the standard operation calculated through the standard operation data.

The marine fuel economy methods Figure 8 illustrates a marine fuel saving method of the present invention, FIG. 9 is a view showing in more detail the marine fuel saving method of FIG. 8, marine fuel economy method using the optimization system, Reference ship specification collection stage (S10), reference operation data collection stage (S20), optimum RPM calculation module generation stage (S30), optimum RPM change setting stage (S40), optimum RPM calculation stage (S50), RPM application stage (S60) ) And a fuel efficiency analysis step (S70).

  In the reference ship specification collection stage (S10), the reference ship specification collection unit 10 of the optimization system collects the reference ship specifications.

  In the reference operation data collection step (S20), the reference operation data collection unit 20 collects the reference operation data.

  In the optimum RPM calculation module generation step (S30), the optimum RPM calculation module generation unit 30 receives the reference ship specification and reference operation data and generates an optimum RPM calculation module.

  In the optimum RPM change setting step (S40), the user's setting for the calculation and application method of the optimum RPM is input, and the optimum RPM is adjusted automatically or manually according to the user's selection. In the case of automatic operation, it is possible to select and operate in the normal speed change or variable speed change.

  The optimum RPM change setting stage (S40) includes a forward shift / variable speed setting stage (S46) and an optimum RPM automatic change time setting stage (S44) when changing the optimum RPM to automatic.

  In the normal shift / variable shift setting step (S46), the optimal RPM automatic change setting unit 43 transmits an optimal RPM generation command to the optimal RPM calculation unit 50, and receives the initial RPM from the user during the normal shift and applies the RPM. Transmitted to the unit 60.

  In the optimum RPM automatic change time setting step (S44), the optimum RPM automatic change setting unit 43 receives the change time interval and transmits an optimum RPM generation command to the optimum RPM calculation unit 50 for each change time interval.

  In the optimum RPM manual change setting step (S42), when the optimum RPM manual change setting unit 42 receives an optimum RPM change request from the user, an optimum RPM generation command is transmitted to the optimum RPM calculation unit 50.

  In the optimum RPM calculation step (S50), the optimum RPM is calculated by inputting the current schedule condition and operation condition to the optimum RPM calculation module transmitted to the optimum RPM calculation unit 50.

  The optimum RPM calculation stage (S50) includes a schedule / operation condition collection stage (S52) and an optimum RPM calculation module execution stage (S54).

  In the schedule / operation condition collection stage (S52), the current schedule conditions and operation conditions input to the optimum RPM calculation module are collected.

  In the optimum RPM calculation module execution step (S54), when the optimum RPM generation unit 50 receives the optimum RPM generation command from the optimum RPM automatic change setting unit 43 or the optimum RPM manual change setting unit 42, the optimum RPM calculation unit 50 calculates the optimum RPM. The unit 50 inputs the current schedule condition and operation condition to the optimum RPM calculation module and calculates the optimum RPM.

  In the RPM application step (S60), the RPM application unit 60 receives the optimum RPM from the optimum RPM calculation unit 50, and at the time of a normal shift, the optimum RPM automatic change setting unit 43 transmits the initial RPM to the ship. Applies to the engine.

  In the fuel efficiency analysis step (S70), the fuel saving effect at the time of general operation not using the ship fuel saving system and the optimum operation using the ship fuel saving system are compared and analyzed.

  The fuel efficiency analysis step (S70) includes a fuel consumption data collection step (S72), a fuel consumption rate calculation step (S74), a fuel loss rate calculation step (S76), and a fuel saving rate calculation step (S78).

  In the fuel consumption data collection step (S72), the fuel efficiency analysis unit 70 uses the ship fuel saving system to apply optimal fuel consumption data, compares the same schedule with the optimal operation, and uses the standard operation fuel consumption data. Collect fuel consumption data for general operations compared to the same schedule.

  In the fuel consumption rate calculation step (S74), the fuel efficiency analysis unit 70 uses the fuel consumption data to apply the ship fuel saving system to the optimal operation fuel consumption rate, the same schedule as the optimal operation, and the standard operation fuel consumption. The fuel consumption rate of the general operation is compared with the same schedule as the above-mentioned optimal operation.

  In the fuel loss rate calculation step (S76), the fuel efficiency analysis unit 70 calculates the fuel loss rate of the general operation based on the fuel consumption rate of the general operation and the fuel consumption rate of the reference operation, and the fuel consumption of the optimal operation. The fuel loss rate of the optimal operation is calculated by the rate and the fuel consumption rate of the standard operation.

  In the fuel saving rate calculation step (S78), the fuel efficiency analysis unit 70 calculates the fuel saving rate of the optimum operation based on the fuel loss rate of the general operation and the fuel consumption rate of the optimum operation.

  The marine fuel saving method can be used by being stored in a recording medium by a computer program.

  The preferred embodiments of the present invention described above are disclosed in order to solve the technical problem, and are those who have ordinary knowledge in the technical field to which the present invention belongs (land engineer, in-ship practitioner). If so, various modifications, changes, additions, and the like are possible within the spirit and scope of the present invention, and such modifications and changes should belong to the following claims.

BEST MODE FOR CARRYING OUT THE INVENTION

  The ship fuel saving system of the present invention includes a reference ship specification collecting unit 10 for collecting reference ship specifications; and reference operation for collecting reference operation data obtained by measuring speed and fuel consumption rate while changing operation conditions during reference operation. A data collection unit 20; an optimum RPM calculation module generation unit 30 that receives the reference ship specification and reference operation data and generates an optimum RPM calculation module; and the optimum RPM calculation module received by the optimum RPM calculation module generation unit 30 An optimum RPM calculating unit 50 for calculating an optimum RPM by inputting current schedule conditions and operation conditions; and an RPM applying unit 60 for receiving the optimum RPM at the optimum RPM calculating unit 50 and applying the optimum RPM to a ship engine. The standard operations include factory test operation, sea test operation, N voyage after new tide, and recently M voyage, where N and M are related parties The optimum RPM is an RPM that consumes the minimum fuel for the current schedule condition and operation condition, and the schedule condition includes a target distance, a target time, and a variable time. The conditions include hull conditions, weather conditions, and engine conditions. The optimum RPM = [standard optimum speed−operational condition relative speed increase / decrease] × RPM conversion coefficient × weather compensation coefficient, the standard optimum speed is a target speed, a variable target. Speed, the speed at which the fuel consumption rate (= fuel consumption rate per mile under standard operating conditions / speed) in the speed between the target speed and the variable target speed is the lowest, the standard operating condition is a factory test run Operation conditions at the time, the target speed = target distance / target time, the variable target speed = target distance / (target time + variable time), and the amount of increase / decrease in speed compared to the operation condition is the current operation When operating at the standard optimum RPM, the speed that is increased or decreased compared to the standard optimum speed, the standard optimum RPM when the standard operation conditions are satisfied, the RPM that can be operated at the standard optimum speed, the RPM The conversion coefficient is converted into an RPM that can be multiplied by the [standard optimum speed−operational condition relative speed increase / decrease amount] to obtain the speed of the [standard optimum speed−operational condition relative speed increase / decrease amount] under the current operation conditions. Coefficient, weather compensation coefficient = forward weather coefficient (forward weather degree−normal weather degree) −turbulent weather coefficient (turbulent weather degree−normal weather degree), and the positive weather degree is a numerical value indicating the degree of weather conditions of the standard operating conditions. The normal weather degree is a value obtained by quantifying the forward weather degree of the current weather condition, the turbulent weather degree is a value obtained by quantifying the turbulent weather degree of the current weather condition, and the forward weather coefficient is: [Forward weather When calculating the RPM by multiplying the number (ordinary weather degree-normal weather degree) by the above-mentioned [standard optimum speed-increase / decrease speed relative to operating conditions] × RPM conversion coefficient, the optimum RPM should not exceed the normal weather limit RPM. The limiting factor, the forward weather limit RPM, the RPM at which the fuel consumption increase / speed increase increases when the RPM is increased, and the turbulence coefficient The degree of meteorological conditions)] is multiplied by the above-mentioned [standard optimum speed-amount of increase / decrease in relative speed of operation conditions] × RPM conversion coefficient, and a coefficient for limiting the optimum RPM so that it does not fall below the turbulent weather limit RPM, The limit RPM is a means that the RPM is the point at which the decrease in fuel consumption per mile / small amount of speed per mile decreases under the current operating conditions when the RPM is decreased.

  The marine fuel saving system of the present invention further includes an optimum RPM automatic change setting unit 43 to which a user's selection is input when changing the optimum RPM to automatic, and the optimum RPM automatic change setting unit 43 is changed. A variable speed / forward shift setting unit 44 that transmits an optimal RPM generation command to the optimal RPM calculation unit 50 at the time of a shift and receives an initial RPM from a user and transmits it to the RPM application unit 60 at the time of a normal shift; And an optimum RPM automatic change time setting unit 46 which receives the change time interval and transmits the optimum RPM generation command to the optimum RPM calculation unit 50 at each change time interval.

  The marine fuel saving system of the present invention further includes an optimum RPM manual change setting unit 42 that transmits an optimum RPM generation command to the optimum RPM calculation unit 50 when a user's request for an optimum RPM change is input. To do.

  The optimum RPM calculation unit 50 in the marine fuel saving system of the present invention includes a schedule / operation condition collection unit 52 that collects current schedule conditions and operation conditions input to the optimum RPM calculation module; When transmitted, the schedule / operation condition collection unit 52 receives the current schedule condition and operation condition, inputs to the optimum RPM calculation module, and calculates an optimum RPM, and an optimum RPM calculation module execution unit 54; Including means.

  The marine fuel saving system according to the present invention includes a fuel efficiency analysis unit 70 for comparing and analyzing the fuel saving effect at the time of general operation to which the marine fuel saving system is not applied and at the optimum operation to which the marine fuel saving system is applied. The fuel efficiency analysis unit 70 collects fuel consumption data for the same schedule conditions as the optimal operation and fuel consumption data for the standard operations and fuel consumption data for general operations and the same schedule conditions as the optimal operation. A fuel consumption rate calculation unit 74 that calculates a fuel consumption rate of the optimum operation, a fuel consumption rate of the reference operation that is the same as the optimal operation, and a fuel consumption rate of the general operation that is the same schedule condition as the optimal operation; The fuel consumption rate of the general operation in response to the fuel consumption rate of the general operation and the fuel consumption rate of the reference operation in the fuel consumption rate calculation unit 74; A fuel loss rate calculation unit 76 for calculating a fuel loss rate for the optimum operation in response to the fuel consumption rate for the optimum operation and the fuel consumption rate for the reference operation in the fuel consumption rate calculation unit 74; The fuel that calculates the fuel saving rate of the optimum operation by receiving the fuel loss rate of the general operation in the operation fuel loss rate calculation unit 76 and the fuel consumption rate of the optimum operation in the optimum operation fuel loss rate calculation unit 76 A fuel loss rate of the optimal operation = fuel consumption rate of the optimal operation−fuel consumption rate of the standard operation, fuel loss rate of the general operation = fuel consumption rate of the general operation−reference operation The fuel consumption rate, the fuel saving rate of the optimum operation = the fuel loss rate of the general operation−the fuel loss rate of the optimum operation.

  The fuel saving method using the ship fuel saving system according to the present invention includes: (a) a reference ship specification collecting step (S10) in which the reference ship specification collecting unit 10 collects a reference ship specification; and (b) the reference operation data. A reference operation data collection stage (S20) in which the collection unit 20 collects reference operation data; and (c) the optimum RPM calculation module generation unit 30 receives the reference vessel specification and reference operation data and generates an optimum RPM calculation module. Optimum RPM calculation module generation step (S30); and (d) the optimal RPM calculation unit 50 inputs the current schedule conditions and operation conditions to the optimal RPM calculation module received by the optimal RPM calculation module generation unit 30 to optimize An optimal RPM calculation step (S50) for calculating an RPM; and (e) the RPM application unit 60 performs the optimal RPM calculation unit 50. An RPM application step (S60) that receives the optimum RPM and applies it to the engine of the ship; and the standard operation includes a factory test operation, a sea test operation, a N voyage after new tide, and a recent M voyage, where N and M are related The optimum RPM is an RPM that consumes the fuel at the minimum relative to the current schedule condition and operation condition, and the schedule condition includes a target distance, a target time, and a variable time. The conditions include hull conditions, weather conditions, and engine conditions. The optimum RPM = [standard optimum speed−operation condition relative speed increase / decrease amount] × RPM conversion coefficient × weather compensation coefficient, the standard optimum speed is a target speed, a variable target speed, The speed at which the fuel consumption rate (= fuel consumption rate per mile under standard operating conditions) is the lowest among the speeds between the target speed and the variable target speed, before Standard operating conditions are the operating conditions at the time of factory trial operation, the target speed = target distance / target time, the variable target speed = target distance / (target time + variable time), and the speed increase / decrease amount compared to the operating condition is the current operating condition When operating at the standard optimal RPM, the speed that is increased or decreased compared to the standard optimal speed, the standard optimal RPM when the standard operating conditions, the RPM that can operate at the standard optimal speed, the RPM conversion The coefficient is a coefficient that is converted into an RPM that can be multiplied by the [standard optimum speed−operational condition relative speed increase / decrease amount] to obtain the speed of the [standard optimum speed−operational condition relative speed increase / decrease amount] under the current operation conditions. , The weather compensation coefficient = forward weather coefficient (normal weather degree−normal weather degree) −turbulent weather coefficient (turbulent weather degree−normal weather degree), and the normal weather degree indicates the degree of the weather condition of the standard operating condition. The quantified value, the forward weather degree is a value obtained by quantifying the forward weather degree of the current weather condition, the turbulent weather degree is a value obtained by quantifying the turbulent weather degree of the current weather condition, and the forward weather coefficient is When the [normal weather coefficient (normal weather degree−normal weather degree)] is multiplied by the above-mentioned [standard optimum speed−operating condition relative speed increase / decrease] × RPM conversion coefficient, the optimum RPM is equal to or greater than the normal weather limit RPM. The normal weather limit RPM is a coefficient that limits the increase in fuel consumption / speed increase when the RPM is increased. Degree-regular weather degree)] is multiplied by the above-mentioned [standard optimal speed-operation condition relative speed increase / decrease amount] × RPM conversion coefficient to determine the RPM so that the optimum RPM does not fall below the turbulent weather limit RPM, The stormy weather limit RPM, when reduced RPM, Miles per fuel exhaustion decrease in the current operating conditions / speed feeling small amount is a means that the RPM of points decreases.

  The marine fuel saving method using the marine fuel saving system of the present invention further includes (f) an optimal RPM change setting step (S40); The automatic RPM change setting unit 43 transmits an optimal RPM generation command to the optimal RPM calculation unit 50, and at the time of a normal shift, a normal shift / variable shift setting step of inputting an initial RPM from a user and transmitting it to the RPM applying unit 60 ( S46); when changing the optimum RPM to automatic, a change time interval is input to the optimum RPM automatic change setting unit 43, and the optimum RPM generation command is sent to the optimum RPM generation unit at each change time interval. And an optimum RPM automatic change time setting step (S44) to be transmitted to 50, wherein the RPM application unit 60 receives the initial RPM and is suitable for a ship engine. And it means to be.

  The marine fuel saving method using the marine fuel saving system according to the present invention includes (f) an optimal RPM change setting step (S40). In the step (f), the optimum RPM manual change setting unit 42 is operated by the user. When an optimum RPM change request is received, an optimum RPM manual change setting step (S42) for transmitting an optimum RPM generation command to the optimum RPM calculation unit 50 is included.

  The step (d) in the marine fuel saving method using the marine fuel saving system of the present invention collects the current schedule condition and operation condition that the optimum RPM calculating unit 50 inputs to the optimum RPM calculating module. A schedule / operation condition collection step (S52); and an optimum RPM calculation module execution step (S54) in which the optimum RPM calculation unit 50 inputs the current schedule condition and operation conditions to the optimum RPM calculation module to calculate the optimum RPM. );

  The ship fuel saving method using the ship fuel saving system according to the present invention includes: (g) comparing the fuel saving effect at the time of general operation not using the ship fuel saving system and the optimum operation using the ship fuel saving system. A fuel efficiency analysis step (S70) for analyzing, wherein the fuel efficiency analysis step (S70) includes fuel consumption data at the time of optimum operation to which the fuel efficiency analysis unit 70 applies the marine fuel saving system, The fuel consumption data collection step (S72) for collecting the fuel consumption data of the reference operation compared to the schedule operation same as the optimum operation and the fuel consumption data of the general operation compared to the schedule operation same as the optimum operation; The fuel consumption rate of the optimal operation using the ship fuel saving system in the fuel consumption data, the same schedule conditions as the optimal operation A fuel consumption rate calculation step (S74) for calculating a fuel consumption rate of the standard operation and a fuel consumption rate of the general operation in comparison with the same schedule condition as the optimum operation; The fuel loss rate calculation step of calculating the fuel loss rate of the general operation with the fuel consumption rate of the reference operation and calculating the fuel loss rate of the optimal operation with the fuel consumption rate of the optimal operation and the fuel consumption rate of the reference operation ( A fuel saving rate calculation step (S78) in which the fuel efficiency analysis unit 70 calculates a fuel saving rate of the optimum operation based on the fuel loss rate of the general operation and the fuel consumption rate of the optimum operation; Fuel loss rate of optimal operation = Fuel consumption rate of optimal operation-Fuel consumption rate of standard operation, Fuel loss rate of general operation = Fuel consumption rate of general operation-Fuel consumption rate of standard operation, Fuel saving rate of optimal operation = General Wataru fuel loss rate - and means that it is a fuel loss rate optimal flight.

  A marine fuel saving system using energy efficiency optimization for realizing vessel operation instruction optimization according to the present invention, a method thereof, and a recording medium storing a computer program according to the method concentrate all energy consumption inside and outside the vessel. Analysis of the fuel efficiency, which is the main energy of the ship, through the optimization of the energy efficiency according to operational conditions, and the relationship between the ship navigation information device and the engine controller for energy consumption optimization. Realize technology to calculate optimal operating conditions through integration, and use this to induce unmanned engine control, reduce energy costs and reduce required military costs, and reduce shipping company operating costs Through the reduction of manpower, ensuring the economic and high efficiency of maritime transport and optimizing the consumption of fuel oil. Marine fuel economy system rights reserved, it is possible to respond positively to prevent global warming simultaneously, the recording medium having stored a computer program according to the method and method is expected to be widely used in industrial fields.

Claims (11)

In the ship fuel saving system,
A reference ship specification collection unit (10) for collecting reference ship specifications;
A reference operation data collection unit (20) for collecting reference operation data obtained by measuring speed and fuel consumption rate while changing operation conditions at the time of reference operation;
An optimum RPM calculation module generation unit (30) that receives the reference ship specification and reference operation data and generates an optimum RPM calculation module;
An optimum RPM calculation unit (50) for calculating an optimum RPM by inputting a current schedule condition and an operation condition to the optimum RPM calculation module received by the optimum RPM calculation module generation unit (30);
An RPM application unit (60) that receives the optimum RPM at the optimum RPM calculation unit (50) and applies it to a ship engine;
The standard operations include factory test operation, sea test operation, N voyage after new tide, and recently M voyage,
N and M are the numbers arbitrarily designated by the parties concerned,
The optimum RPM is an RPM that consumes the fuel to a minimum as compared with the current schedule condition and operation condition,
The schedule conditions include target distance, target time, variable time,
The operating conditions include hull conditions, weather conditions, engine conditions,
Optimum RPM = [standard optimum speed−speed increase / decrease relative to operating conditions] × RPM conversion coefficient × weather compensation coefficient,
The standard optimum speed has the lowest target speed, variable target speed, speed fuel consumption rate (= fuel consumption rate per mile / speed under standard operating conditions) among speeds between the target speed and the variable target speed. Speed, which is
The standard operating conditions are the operating conditions at the time of factory trial operation,
Target speed = target distance / target time,
Variable target speed = target distance / (target time + variable time),
The speed increase / decrease relative to the operating conditions is the speed that is increased or decreased compared to the standard optimal speed when operating at the standard optimal RPM under the current operating conditions.
The standard optimum RPM is an RPM that can be operated at the standard optimum speed when the standard operation conditions are satisfied,
The RPM conversion coefficient is multiplied by the above-mentioned [standard optimum speed−operation condition relative speed increase / decrease amount] to the RPM that can output the speed of [standard optimum speed−operation condition comparison speed increase / decrease amount] under the current operation conditions. Coefficient to convert,
The weather compensation coefficient = forward weather coefficient (normal weather degree−normal weather degree) −turbulent weather coefficient (turbulent weather degree−normal weather degree),
The positive weather degree is a value obtained by quantifying the degree of the weather condition of the standard operating condition,
The normal weather degree is a numerical value of the normal weather degree of the current weather conditions,
The turbulent weather level is a numerical value of the turbulent weather level of the current weather conditions,
The forward weather coefficient is obtained by multiplying the [forward weather coefficient (normal weather degree−normal weather degree)] by the [standard optimum speed−operational condition relative speed increase / decrease amount] × RPM conversion coefficient to obtain the optimum RPM. Is a coefficient that limits so that it does not exceed the normal weather limit RPM,
The normal weather limit RPM is the RPM at which the fuel consumption increase / speed increase increases when the RPM is increased,
The turbulent weather coefficient is obtained by multiplying the [turbid weather coefficient (degree of turbulent weather-degree of normal weather)] by the [standard optimum speed-speed increase / decrease in operating conditions] × RPM conversion coefficient to obtain the optimum RPM. Is a factor that limits the climatic limit so that it does not fall below the turbulent weather limit RPM,
The marine weather limit RPM is an RPM at a point where a decrease in fuel consumption per mile / a small amount of speed per mile decreases under the current operating conditions when the RPM is decreased. The marine fuel saving system further includes an optimum RPM automatic change setting unit (43) to which a user's selection is input when changing the optimum RPM to automatic,
The optimum RPM automatic change setting unit (43) transmits an optimum RPM generation command to the optimum RPM calculation unit (50) at the time of variable speed change, and receives the initial RPM from the user at the normal speed change, and receives the initial RPM from the user. A variable speed / forward speed setting unit (44) for transmitting to
And an optimum RPM automatic change time setting unit (46) for receiving the optimum RPM change time interval and transmitting the optimum RPM generation command to the optimum RPM calculation unit (50) at each change time interval. The marine fuel saving system according to claim 1.   The marine fuel saving system further includes an optimum RPM manual change setting unit (42) for transmitting an optimum RPM generation command to the optimum RPM calculation unit (50) when a user request for an optimum RPM change is input. 2. A marine fuel saving system according to claim 1 characterized in that: The optimum RPM calculating unit (50)
A schedule / operation condition collection unit (52) for collecting the current schedule conditions and operation conditions input to the optimum RPM calculation module;
When the optimum RPM generation command is transmitted, the schedule / operation condition collection unit (52) receives the current schedule condition and operation condition and inputs the optimum RPM to the optimum RPM calculation module to calculate the optimum RPM. The marine fuel saving system according to claim 2 or 3, comprising a calculation module execution unit (54). The marine fuel saving system includes:
A fuel efficiency analysis unit (70) for comparing and analyzing the fuel saving effect at the time of general operation not applying the marine fuel saving system and at the time of optimal operation applying the marine fuel saving system;
The fuel efficiency analysis unit (70)
A fuel consumption data collection unit (72) that collects fuel consumption data of the reference operation compared to the same schedule conditions as the optimal operation and fuel consumption data of general operations compared to the same schedule conditions as the optimal operation;
A fuel consumption rate calculation unit (74) for calculating the fuel consumption rate of the optimum operation, the same schedule condition as the optimal operation, the fuel consumption rate of the standard operation, and the fuel consumption rate of the general operation and the same schedule condition as the optimal operation; ;
The fuel consumption rate calculation unit (74) receives the fuel consumption rate of the general operation and the fuel consumption rate of the reference operation to calculate the fuel loss rate of the general operation, and the fuel consumption rate calculation unit (74) calculates the optimum fuel loss rate. A fuel loss rate calculation unit (76) for calculating the fuel loss rate of the optimum operation in response to the fuel consumption rate of the operation and the fuel consumption rate of the reference operation;
The fuel for the optimum operation is received by the fuel loss rate for the general operation at the fuel loss rate calculation unit (76), and the fuel consumption rate for the optimum operation is received at the fuel loss rate calculation unit (76). A fuel saving rate calculation unit (78) for calculating a saving rate; and
Fuel loss rate of the optimal operation = fuel consumption rate of the optimal operation−fuel consumption rate of the standard operation
Fuel loss rate of general operation = fuel consumption rate of general operation−fuel consumption rate of standard operation
2. The marine fuel saving system according to claim 1, wherein the fuel saving rate of the optimum operation = the fuel loss rate of the general operation−the fuel loss rate of the optimum operation. Using a ship fuel saving system including a reference ship specification collection part (10), a reference operation data collection part (20), an optimum RPM calculation module generation part (30), an optimum RPM calculation part (50), and an RPM application part (60) In the ship fuel saving method,
(A) a reference ship specification collection stage (S10) in which the reference ship specification collection unit (10) collects reference ship specifications;
(B) a reference operation data collection step (S20) in which the reference operation data collection unit (20) collects reference operation data;
(C) an optimum RPM calculation module generation step (S30) in which the optimum RPM calculation module generation unit (30) receives the reference ship specification and reference operation data and generates an optimum RPM calculation module;
(D) Optimal RPM calculation in which the optimal RPM calculation unit (50) calculates the optimal RPM by inputting the current schedule condition and operation condition to the optimal RPM calculation module received by the optimal RPM calculation module generation unit (30). Stage (S50);
(E) an RPM application step (S60) in which the RPM application unit (60) receives the optimum RPM from the optimum RPM calculation unit (50) and applies it to the engine of the ship;
The standard operations include factory test operation, sea test operation, N voyage after new tide, and recently M voyage,
N and M are the numbers arbitrarily designated by the parties concerned,
The optimum RPM is the RPM that consumes the fuel to the minimum compared with the current schedule condition and operation condition,
The schedule conditions include target distance, target time, variable time,
The operating conditions include hull conditions, weather conditions, engine conditions,
Optimum RPM = [standard optimum speed−speed increase / decrease relative to operating conditions] × RPM conversion coefficient × weather compensation coefficient,
The standard optimum speed is the target speed, the variable target speed, the speed between the target speed and the speed between the target speed and the variable target speed, the fuel consumption rate (= fuel consumption rate per mile / speed under standard operating conditions) is the lowest A certain speed,
The standard operating conditions are the operating conditions at the time of factory trial operation,
Target speed = target distance / target time,
Variable target speed = target distance / (target time + variable time),
The speed increase / decrease relative to the operating conditions is the speed that is increased or decreased compared to the standard optimal speed when operating at the standard optimal RPM under the current operating conditions.
The standard optimum RPM is an RPM that can be operated at the standard optimum speed when the standard operation conditions are satisfied,
The RPM conversion coefficient is multiplied by the above-mentioned [standard optimum speed−operation condition relative speed increase / decrease amount] to the RPM that can output the speed of [standard optimum speed−operation condition comparison speed increase / decrease amount] under the current operation conditions. Coefficient to convert,
The weather compensation coefficient = forward weather coefficient (normal weather degree−normal weather degree) −turbulent weather coefficient (turbulent weather degree−normal weather degree),
The positive weather degree is a numerical value of the degree of the weather condition of the standard operating conditions,
The normal weather degree is a numerical value of the normal weather degree of the current weather conditions,
The turbulent weather level is a numerical value of the turbulent weather level of the current weather conditions,
The forward weather coefficient is obtained by multiplying the [forward weather coefficient (normal weather degree−normal weather degree)] by the [standard optimum speed−operational condition relative speed increase / decrease amount] × RPM conversion coefficient to obtain the optimum RPM. Is a coefficient that limits so that it does not exceed the normal weather limit RPM,
The normal weather limit RPM is the RPM at which the fuel consumption increase / speed increase increases when the RPM is increased,
The turbulent weather coefficient is obtained by multiplying the [turbid weather coefficient (degree of turbulent weather-degree of normal weather)] by the [standard optimum speed-speed increase / decrease in operating conditions] × RPM conversion coefficient to obtain the optimum RPM. Is a factor that limits the climatic limit so that it does not fall below the turbulent weather limit RPM,
The turbulent weather limit RPM is an RPM at a point where a decrease in fuel consumption per mile / a small amount of speed per mile under current operating conditions decreases when the RPM is decreased. The marine fuel saving system further includes an optimum RPM automatic change setting unit (43),
The marine fuel saving method is:
(F) an optimal RPM change setting step (S40);
When trying to change the optimum RPM to automatic, the optimum RPM automatic change setting unit (43) transmits an optimum RPM generation command to the optimum RPM calculation unit (50) at the time of variable speed change, and the initial from the user at the time of normal gear change. A forward shift / variable shift setting step (S46) for inputting the RPM and transmitting it to the RPM application unit (60);
When the optimum RPM is to be changed automatically, a change time interval is input to the optimum RPM automatic change setting unit (43), and the optimum RPM generation command is sent to the optimum RPM calculation unit (50) for each change time interval. And an optimal RPM automatic change time setting step (S44) to be transmitted to
The marine fuel saving method according to claim 6, wherein the RPM application unit (60) receives the initial RPM and applies the initial RPM to a marine engine. The marine fuel saving system further includes an optimum RPM manual change setting unit (42),
The marine fuel saving method is:
(F) including an optimal RPM change setting step (S40),
In the step (f), when the optimum RPM manual change setting unit (42) receives an optimum RPM change request from a user, an optimum RPM manual change setting for transmitting an optimum RPM generation command to the optimum RPM calculation unit (50). The marine fuel saving method according to claim 6, further comprising: (S42). The step (d) includes a schedule / operation condition collection step (S52) in which the optimum RPM calculation unit (50) collects the current schedule condition and operation condition input to the optimum RPM calculation module;
The optimum RPM calculation unit (50) includes an optimum RPM calculation module execution step (S54) for inputting the current schedule condition and operation condition to the optimum RPM calculation module and calculating the optimum RPM. The marine fuel saving method according to any one of claims 7 and 8. The marine fuel saving system further includes a fuel efficiency analysis unit (70),
The marine fuel saving method is:
(G) a fuel efficiency analysis step (S70) for comparing and analyzing the fuel saving effect at the time of general operation not applying the ship fuel saving system and the optimum operation applying the ship fuel saving system;
In the fuel efficiency analysis step (S70), the fuel efficiency analysis unit (70) uses the ship fuel saving system to apply the fuel consumption data during the optimum operation, and compares the same schedule conditions as the optimum operation and the fuel consumption data for the reference operation. A fuel consumption data collection step (S72) for collecting fuel consumption data for general operation in comparison with the same schedule conditions as the optimum operation;
The fuel efficiency analysis unit (70) uses the fuel consumption data to apply the ship fuel saving system to the optimal operation fuel consumption rate, the same schedule conditions as the optimal operation, the reference operation fuel consumption rate, the same as the optimal operation A fuel consumption rate calculation step (S74) for calculating a fuel consumption rate of the general operation in comparison with the schedule condition;
The fuel efficiency analysis unit (70) calculates the fuel loss rate of the general operation based on the fuel consumption rate of the general operation and the fuel consumption rate of the standard operation, and the fuel consumption rate of the optimal operation and the fuel consumption rate of the standard operation A fuel loss rate calculation step (S76) for calculating a fuel loss rate for optimum operation at
The fuel efficiency analysis unit (70) includes a fuel saving rate calculation step (S78) of calculating a fuel saving rate of the optimal operation based on the fuel loss rate of the general operation and the fuel consumption rate of the optimal operation,
The fuel loss rate of the optimal operation = the fuel consumption rate of the optimal operation−the fuel consumption rate of the standard operation, the fuel loss rate of the general operation = the fuel consumption rate of the general operation−the fuel consumption rate of the standard operation,
The marine fuel saving method according to claim 6, wherein the fuel saving rate of the optimum operation = the fuel loss rate of the general operation−the fuel loss rate of the optimum operation.   The recording medium which preserve | saved the computer program by the ship fuel saving method as described in any one of Claims 6-10.