KR101464323B1 - Apparatus for vessel navigation efficiency - Google Patents

Abstract

The present invention relates to a vessel navigation device which can calculate vessel navigation efficiency unaffected by external conditions such as waves. According to an embodiment of the present invention, the vessel navigation device includes a data storage server receiving unit equipment efficiency from a vessel navigation/operation control unit and storing the unit equipment efficiency; a vessel navigation efficiency calculation unit using multiple unit equipment operation data collected by the data storage server to calculate unit equipment operation efficiency, calculating the vessel navigation efficiency based on the unit equipment operation efficiency, and storing the vessel navigation efficiency in the data storage server; and a data collection unit sending the unit equipment operation data from the vessel navigation control unit to the data storage server.

Description

{Apparatus for vessel navigation efficiency}

The present invention relates to a ship navigation apparatus capable of calculating a ship navigation efficiency which is not affected by external conditions such as waves.

Ships are the most energy efficient carriers, but they are still looking for ways to increase energy efficiency. According to the recent research results, it was found that the optimum design of the ship and propulsion system, the installation of the waste heat recovery system (WHS) of the main engine, the adjustment of the diesel engine with the fuel saving type, And optimal navigation. The efficiency of operation efficiency is emphasized by regulating and managing various energy efficiency driving indicators for energy management on the ship. For example, the efficiency of operation efficiency index (EEOI), which is an energy efficiency driving indicator for energy management, is stipulated in the operating vessels.

In general, the operating efficiency of the ship is calculated by the distance of the ship and the fuel consumption. These calculations are influenced by the ship's operating conditions, ie, the height of the waves during operation, the direction and intensity of the algae, the external conditions such as wind direction and direction, and the amount of drainage depending on the weight of the baggage. At present, the external conditions are corrected for the efficiency obtained and used as the efficiency of the ship. However, this calculation has low reliability because it has many kinds of correction items and is not accurate because it is difficult to measure. Also, there is a problem that the reliability of the ship's operation efficiency is low due to the influence of external conditions and the like. Therefore, it is necessary to calculate the operating efficiency with a small influence of the external conditions such as the wave height, the direction and intensity of the tide, and the reliability.

Korean Patent Publication No. 10-2013-0120119

The technical problem of the present invention is to calculate a reliable vessel operating efficiency without being affected by external conditions such as waves. The technical problem of the present invention is to make efficient ship operation using the calculated ship operation efficiency.

An embodiment of the present invention is a data collection system comprising: a data collection unit for transmitting facility operation data from a ship navigation control unit to a data storage server; A data storage server for receiving and storing the unit facility operation data from the ship navigation control unit; And a ship operation efficiency calculator for calculating the efficiency of the unit facility and the ship operation efficiency using the unit facility data collected in the data storage server and storing the calculated efficiency and the ship operation efficiency in the data storage server.

The ship operating efficiency calculating unit calculates the operating efficiency of the ship based on the engine efficiency as the output energy of the engine, the generator efficiency as the efficiency of the output energy with respect to the input energy of the generator, the motor efficiency as the efficiency of the output energy with respect to the input energy of the motor, The ship operating efficiency is calculated on the basis of the driving force efficiency, which is the efficiency of the contrast output energy.

에 의해 산출된다.The ship operating efficiency calculator calculates the ship operating efficiency (η _ship ) as follows: η _E : engine efficiency η _G : generator efficiency η _M : motor efficiency η _T : propulsion efficiency F _i : silver,

Lt; / RTI >

The ship operating efficiency calculating unit calculates the operating efficiency of the ship as follows: η _E : engine efficiency η _G : generator efficiency η _M : motor efficiency η _T : propulsion efficiency F _i : energy input of each engine AUX: ), The ship operating efficiency (? _Ship )

에 의해 산출된다.

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And the engine efficiency is an engine efficiency corrected using a normalized external condition standard.

Wherein the data collecting unit comprises at least two unidirectional communication modules each for receiving unit facility efficiency from the ship navigation control unit in a unidirectional manner; And at least two collection buffers for buffering unit facility efficiency from the unidirectional communication module and delivering the unit facility efficiency to the data storage server, wherein the data transmission between the unidirectional communication module and the collection buffer is realized by multiple network connections .

The unidirectional communication module transmits the unit facility efficiency to each collection buffer, and the data storage server reads and stores the unit facility efficiency buffered in each collection buffer as a first-in first-out (FIFO) manner.

And a monitoring warning unit for monitoring the ship operation efficiency in real time and warning an alarm when the ship operation efficiency is lower than a preset warning threshold.

Wherein the warning threshold is set based on a history of past ship operation efficiency and at the same time monitoring an efficiency decline trend.

If the alarm is generated due to the ship operation efficiency being lower than the warning threshold set in advance, the efficiency of the unit facility responsible for the operation of the ship is monitored to induce maintenance of the unit facility at the next mooring.

According to the embodiment of the present invention, accurate vessel operating efficiency can be calculated without considering external conditions. According to the embodiment of the present invention, it is possible to improve the energy efficiency during ship operation by operating the ship according to the value of the ship operation efficiency.

1 is a block diagram of a maritime navigation apparatus having a data collection unit as a single collection node according to an embodiment of the present invention.
FIG. 2 is a block diagram of a ship navigation apparatus having a data collector as multiple collection nodes according to an embodiment of the present invention.
3 is a block diagram of a ship navigation apparatus having a data collection unit as a single collection node equipped with a monitoring warning unit according to an embodiment of the present invention.
FIG. 4 is a block diagram of a ship navigation apparatus having a data collection unit as a multiple collection node equipped with a monitoring and warning unit according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. It will be apparent to those skilled in the art that the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, It is provided to let you know. Wherein like reference numerals refer to like elements throughout.

FIG. 1 is a block diagram of a ship navigation apparatus having a data collection unit as a single collection node according to an embodiment of the present invention. FIG. 2 is a block diagram of a ship navigation apparatus having a data collection unit composed of multiple collection nodes Block diagram.

In the following, the term "ship" refers to a structure that can be lifted by the force of an engine and move from the water surface by carrying people, livestock and materials, including all engine driven transportation means on the water. Therefore, it includes all the award-winning vehicles powered by engines such as passenger ships, cargo ships, combat ships, and private cruise ships.

The ship navigation apparatus includes a ship navigation, operation control unit 100, a data storage server 300, a ship navigation efficiency calculation unit 400, and a data collection unit 200.

The ship navigation and operation control unit 100 is responsible for the operation of all the unit facilities involved in the operation and maintenance of the ship. The ship navigation and operation control unit 100 performs navigation control designed by logic such as DCS (Distributed Control System) and PLC (Programmable Logic Controller).

On the other hand, the data collection unit 200 transmits the unit facility operation data from the ship navigation and operation control unit 100 to the data storage server 300. For this, a unidirectional communication module 210 for receiving the unit facility operation data from the ship navigation and operation control unit 100 in a unidirectional manner and a data storage server (not shown) for buffering the unit facility operation data from the unidirectional communication module 210 300 to the acquisition buffer 220.

Safety is crucial in the operation of unit facility operation data transmission. This safety should not be affected by the ship operation and operation control system through the operation data transmission line, ie, virus, worm, hacking and malfunction command. For this reason, the unidirectional communication module 210 allows the unit facility operation data flow transmitted from the ship navigation and operation control unit 100 to be transmitted only to the collection server so that only the collection operation is performed. In the direction of the operation and navigation system, Way communication so as not to cause unilateral communication. Non-way communication is one of the communication methods classified according to the flow of data. It is a communication method in which the flow of data is performed in only one direction. It is capable of receiving broadcast data like radio broadcast, It is a communication system without a form. Accordingly, the unidirectional communication module 210 can accurately transmit the unit facility operation data from the ship operation and operation control unit 100 to the collection buffer 220 without being affected by any external factors.

The unidirectional communication module 210 for receiving the unit facility operation data from the ship navigation and operation control unit 100 in each direction unidirectionally transmits the received unit facility operation data to the collection buffer 220, So that the unit facility operation data is buffered. In other words. The collection buffer 220 buffers the unit facility operation data from the unidirectional communication module 210 and provides the unit facility operation data to the data storage server 300. The reason why the collection buffer 220 is provided between the ship navigation and operation control unit 100 and the data storage server 300 is that if a problem occurs in the network or a problem occurs in the data storage server 300, So that data collection is not a problem as a result. In order to calculate the vessel navigation efficiency in real time, the unit efficiency of the unit facility should be calculated in real time. However, when a temporary communication failure of the network or a problem of temporary reading / writing of the data storage server 300 occurs, since the unit facility operation data is not collected during the occurrence of the problem, I can not do it. In order to solve such a problem, a collection buffer 220 is provided between the ship navigation and operation control unit 100 and the data storage server 300 so that even if a network failure or a failure of the data storage server 300 occurs temporarily, So as not to cause a failure of collection.

The data storage server 300 receives the unit facility operation data from the ship navigation and operation control unit 100 and stores the unit facility operation data. The data storage server 300 reads the unit facility operation data buffered in each collection buffer 220 as a first input first output (FIFO) and stores the same. First-in-first-out (FIFO) is a processing method in which, when a plurality of stored data is in a standby state for processing, the processing is not prioritized, but is output from the stored data order first. Therefore, the data storage server 300 stores the operation and operation data of the ship, and transmits the data to the ship operation efficiency calculation unit 400. And to restore the calculated ship operation efficiency from the ship operation efficiency calculation unit 400 again. Accordingly, the user can access all the data through the single data storage server 300. Therefore, it does not affect the operation and operation of the ship, so it is possible to use all the data without simulation or other influence.

The data storage server 300 may be a hard disk drive, an SSD drive, a flash memory, a CF card, an SD card A module capable of inputting and outputting information such as a card, a smart card, an MMC card, a memory stick, and the like, .

1, the data collecting unit 200 having a single number of the unidirectional communication module 210 and the collecting buffer 220 is composed of a single network and is connected to the ship navigation and operation control unit 100, And transmits the unit facility operation data from the data storage server 300 to the data storage server 300. However, when a problem occurs in a single network, it may be difficult for the data collection unit 200 to transmit the unit facility operation data from the ship navigation and operation control unit 100 to the data storage server 300 in real time.

As shown in FIG. 2, the unidirectional communication module 210 and the collecting buffer 220 may include a plurality of unidirectional communication modules 210 and a plurality of collecting buffers 220, And connects the data transmission between the collection buffers 220 to multiple networks. For example, as shown in FIG. 2, the first data collecting unit 200a includes a unidirectional communication first module 210a and a collecting first buffer 220a, and the second data collecting unit 200b is a unidirectional communication unit. In the case of the communication second module 210b and the collecting second buffer 220b, the ship navigation and operation control unit 100 is identical to both the unidirectional communication first module 210a and the unidirectional communication second module 210b Unit facility operation data can be transmitted.

The unidirectional communication first module 210a is connected to the collecting first buffer 220a and the collecting second buffer 220b via a network so that the unidirectional communication first module 210a is connected to the collecting first buffer 220a, The same data can be transmitted to all the second buffers 220b. Similarly, the unidirectional communication second module 210b is networked with the collection first buffer 220a and the collection second buffer 220b so that the unidirectional communication second module 210b is connected to the collection first buffer 220a and the collection second buffer 220b, The same data can be transmitted to all the second buffers 220b. The collecting first buffer 220a and the collecting second buffer 220b may transmit the same data to the data storage server 300, respectively. Therefore, the data to be provided to the data storage server 300 in the collection first buffer 220a and the data to be provided to the data storage server 300 in the collection second buffer 220b correspond to the same data. Therefore, even if a problem occurs in any one of the unidirectional communication first module 210a, the unidirectional communication second module 210b, the collecting first buffer 220a, and the collecting second buffer 220b, data corruption The data can be transmitted without.

Since the unit facility operation data transmitted in the multiple network transmission of FIG. 2 has a unique ID as head information, the data storage server 300 determines whether or not the unique IDs match each data received in various communication network directions And if it is matched, only one piece of data may be taken and stored and the remaining data may not be taken. Also, if one of the data is damaged as a result of the discrimination result of the coincidence between the unique IDs of the data and the result of the error check, the normal data which is not damaged is taken and stored and the damaged data is not taken.

On the other hand, the ship operation efficiency calculation unit 400 reads a plurality of unit facility operation data collected in the data storage server 300, calculates the unit facility efficiency, calculates the ship operation efficiency using the unit facility efficiency, And stores it in the server 300.

The efficiency of the unit facility, which is the energy efficiency of the unit facility related to the operation of the ship, is calculated for each unit facility. Here, the unit facility may be an engine, a generator, a motor, a propeller, or the like as a module for performing energy conversion related to the operation of a ship. Hereinafter, the unit module for performing the energy conversion related to the navigation of the ship will be referred to as a unit facility. For reference, since the ship navigation and operation control unit 100 grasps and controls the energy-related parameters of the respective unit facilities mounted on the ship, it is possible to measure energy-related parameters before and after operation of each unit facility in real time. In other words, the unit facility is provided with an instrument for measuring energy related parameters such as pressure, temperature, input fuel amount, output torque, output rotation value, vibration value, etc. Each instrument includes DCS (Distributed Control System), PLC (Programmable Logic Controller) And the measurement information can be managed on-line.

Therefore, the ship navigation and operation control unit 100 can calculate the unit facility efficiency, which is the energy efficiency of the unit facility, for each unit facility. The unit facility efficiency refers to the energy efficiency of a unit facility and refers to the percentage of energy output to the unit facility as expressed in [Equation 1].

[Equation 1]

Unit facility efficiency (%) = (Energy output from unit facility ÷ Energy provided to unit facility) × 100

Therefore, each unit facility efficiency can be calculated according to the energy transfer step. In other words, the energy input to the ship is ultimately used as propulsion of the ship through the engine -> generator -> motor -> propeller. Each unit of equipment converts the input energy into an energy form that can be used by the next unit of equipment. The converted energy from the engine is supplied to the generator, the converted energy from the generator is provided to the motor, and the converted energy from the motor is supplied to the propeller, which can obtain the propulsion force of the ship due to the rotation of the propeller. Therefore, the unit facility efficiency of each unit facility can be obtained as the efficiency of the output energy with respect to the input energy.

For example, if the unit facility is a diesel engine, the unit plant efficiency (engine efficiency) of the engine is the efficiency of the output energy relative to the input energy [engine drive torque energy converted from the engine divided by the amount of diesel supplied to the diesel engine The energy that can be generated by the energy source. In the case where the unit facility is a generator, since the engine drive torque energy supplied from the engine is converted into electric energy and outputted, the unit facility efficiency (generator efficiency) of the generator is determined by the efficiency of the output energy , Which is the percentage of [electric energy converted (converted) output from the generator (total generated power) / engine drive torque energy provided to the generator]. When the unit facility is a motor, the unit efficiency (motor efficiency) of the motor is the efficiency of the output energy relative to the input energy of the motor [rotation energy converted from the motor divided by the percentage of electric energy provided to the motor]. If the unit facility is a propeller, the unit efficiency (propulsion efficiency) of the propeller is the efficiency of the output energy versus the input energy of the propeller, and is the percentage of [propeller energy converted by the propeller divided by the rotational energy supplied to the propeller].

On the other hand, since the ideal unit equipments are converted into different energy forms by the input energy and output the same energy, the unit equipments efficiency should be '1'. However, there is no ideal unit facility with energy conversion efficiency of '1'. For example, in the case of an engine, it has an engine efficiency of less than '1' due to engine heat dissipation loss, engine coolant loss, engine intercooling loss, engine lubricant loss, and engine machine loss. Likewise, in the case of a generator, it has a generator efficiency of less than '1' due to power generation machine loss, electric power generation loss, etc. In the case of a motor, the motor efficiency is less than '1' Shaft loss, propeller thrust loss, etc., the propulsion efficiency is less than '1'.

However, in the case of engine efficiency, it can be influenced not only by the loss inside the engine but also by the external atmospheric conditions. Such engine efficiency correction by external atmospheric conditions can correct engine efficiency using normalized external condition specifications. The normalized external condition specifications can be applied to ASME PTC 13 and ASME PTC 6, which are performance test standards (PTC) of the American Society for Mechanical Engineers ASME (ASME). For reference, the performance test standard (PTC) normalized by the American Society of Mechanical Engineers (ASME) is the ASME code, the technical standard for the design, manufacture and inspection of boilers and pressure vessels. ASME / PTC 1 to PTC 42, which was enacted in 1988. Specification for performance testing of steam generators, steam engines, combustion engines, steam turbines, gas turbines, valves, safety valves, pumps, compressors, blowers, heaters, evaporators, air cooling towers, ejectors, The calibration of the instrument is specified.

The vessel navigation efficiency refers to the efficiency that a ship can exert. The present invention calculates the efficiency of a ship in consideration of energy efficiency of an engine, a generator, a motor, and a propeller equipped on the ship. Since the path of the ship's energy is engine -> generator -> motor -> propeller, the ship operating efficiency calculates how much of the total energy input to the ship is transmitted to the final propulsive force. Therefore, the efficiency of the ship is calculated as the efficiency of the output energy versus the input energy of the engine, the efficiency of the generator, which is the efficiency of the output energy versus the input energy of the generator, the motor efficiency as the efficiency of the output energy to the input energy of the motor, The ship operating efficiency is calculated on the basis of the driving force efficiency, which is the efficiency of the output energy. In particular, ship operating efficiency does not take into account the actual travel distance of the ship. This is because, above a given efficiency, the following travel distances are independent of the efficiency of the unit installation on the ship.

Ship operating efficiency is calculated on the basis of engine efficiency, generator efficiency, motor efficiency, and propulsion efficiency, and the ship operating efficiency (侶_ship ) can be calculated by the following equation (2).

[Equation 2]

Where η _{E is the} engine efficiency, η _{G is the} generator efficiency, η _{M is the} motor efficiency, η _{T is the} propulsion efficiency, F _i is the energy input of each engine, and η _{ship is the} vessel operating efficiency.

In Equation (2), all of the energy inputs of all the engines and generators provided in the ship are summed up. By multiplying the input energy by the engine efficiency, the generator efficiency, the motor efficiency and the propulsion efficiency, It is possible to see how much of the total energy input to the ship can be the final driving force.

On the other hand, consumption of cattle can also be constituted as an axis of energy flow. Consumption within the premises (consumption on board) is not energy consumption directly related to the physical operation of the ship, but refers to operation and operation auxiliary equipment in the ship and energy consumption required as essential power. Such Auxiliary power ratio (AUX) can be obtained from "Intra-oven consumption ÷ Total power generation". Here, the total generation amount refers to the total amount of power produced by the generator. The ship's efficiency sonae consideration of consumption rate (AUX) (η _ship), can be calculated by [Equation 3] below.

[Equation 3]

Here, η _E: engine efficiency, η _G: generator efficiency, η _M: motor efficiency, η _T: propulsion efficiency, F _i: for each engine energy input, AUX: sonae consumption (sonae consumed / total power generation), η _ship: Ship operating efficiency.

Meanwhile, the ship operation efficiency calculating unit 400 can calculate the energy flow not related to the propulsion energy transmission of the ship other than the ship operation efficiency, and can define the concept of the propulsion energy index of the ship. The propulsion energy index of a ship can be defined as "Electricity used by propulsion motor ÷ Total power generation".

On the other hand, the ship operation efficiency calculated by the ship operation efficiency calculation unit 400 and stored in the data storage server 300 can be utilized at any time to a user who boarded the ship such as a master or a mariner. In order to improve the usability of the ship operation efficiency, a monitoring warning unit may be additionally provided.

FIG. 3 is a block diagram of a ship navigation apparatus having a data collecting unit as a single collecting node equipped with a monitoring warning unit according to an embodiment of the present invention. FIG. 4 is a block diagram of a multi- FIG. 2 is a block diagram of a ship navigation apparatus having a data collecting unit. As shown in FIGS. 3 and 4, the ship navigation apparatus may further include a monitoring warning unit 500 for monitoring the ship operation efficiency in real time and warning an alarm when the ship operation efficiency is lower than a predetermined warning threshold have.

The monitoring warning unit 500 can generate an alarm warning because the ship operation efficiency received from the ship operation efficiency calculation unit 400 in real time is lower than a preset warning threshold. Therefore, a user such as a captain who has received such a warning can take measures such as reducing the power-on time of operation auxiliary equipment (such as the entertainment power in the entertainment space in a ship) so as to lower the consumption rate of the inside of the ship. In addition, by reviewing the efficiency of each unit facility, it can be helpful to identify problem facilities, which can be designated as the next maintenance item.

 These warning thresholds can be set by referring to the past operational efficiency histories of the concerned vessels, and the current operational efficiency trends can be monitored and managed. The average value of past operating efficiency is found and a lower limit value is set to generate a warning alarm. The user who receives this alarm reduces the power driving time of the operation auxiliary equipment (such as the entertainment power in the space in the ship) And designation of maintenance targets. In addition, if the current trend of the flight efficiency is monitored, it will generate a warning alarm if it is faster than the trend of the past history, so that various measures can be taken.

Although the present invention has been described with reference to the accompanying drawings and the preferred embodiments described above, the present invention is not limited thereto but is limited by the following claims. Accordingly, those skilled in the art will appreciate that various modifications and changes may be made thereto without departing from the spirit of the following claims.

100: Ship navigation control unit 200:
210: unidirectional communication module 220: collection buffer
300: Data storage server 400: Ship navigation efficiency calculation unit
500: monitoring warning section

Claims (10)

A data storage server for receiving and storing unit facility operation data from the ship navigation and operation control unit;
A ship operation efficiency calculator for calculating an operation efficiency of the unit facility using the plurality of unit facility operation data collected in the data storage server and calculating the ship operation efficiency using the unit operation efficiency and storing the calculated operation efficiency in the data storage server;
And a data collection unit for transmitting the unit facility operation data from the ship navigation and operation control unit to the data storage server,
The ship navigation efficiency calculator calculates,
The efficiency of the output energy versus the input energy of the engine. The efficiency of the generator, which is the efficiency of the output energy versus the input energy of the generator. The motor efficiency, which is the efficiency of the output energy versus the input energy of the motor. And calculating the efficiency of the ship based on the efficiency.
delete The navigation system according to claim 1,
η _E: engine efficiency, η _G: generator efficiency, η _M: motor efficiency, η _T: propulsion efficiency, F _i: when referred to the input energy for each engine, ship's efficiency (η _ship) is

The vessel navigation system as claimed in claim 1,
The navigation system according to claim 1,
η _{E is the} engine efficiency, η _{G is the} generator efficiency, η _{M is the} motor efficiency, η _{T is the} propulsion efficiency, F _i is the energy input of each engine, AUX is the in-house consumption rate The efficiency (? _Ship )

The vessel navigation system as claimed in claim 1,

The navigation system according to claim 1, wherein the engine efficiency is an engine efficiency corrected using a normalized external condition standard.
The data acquisition system according to claim 1,
At least two unidirectional communication modules for receiving unit facility efficiency from the ship navigation and operation control unit in a unidirectional manner;
At least two collection buffers for buffering unit facility efficiency from the unidirectional communication module and delivering the unit facility efficiency to the data storage server;
Wherein the data transmission between the unidirectional communication module and the collection buffer is implemented by multiple network connections.
The method of claim 6,
Wherein the unidirectional communication module transmits the unit facility efficiency to each collection buffer, and the data storage server reads and stores the unit facility efficiency buffered in each collection buffer as a first-in first-out (FIFO) manner.
The method according to claim 1,
And a monitoring and warning unit for monitoring the ship operation efficiency in real time and warning an alarm when the ship operation efficiency is lower than a predetermined warning threshold.
The method of claim 8,
The warning threshold is an average value of the past history of the ship's operation efficiency. The average value of the operation history of the previous lane is used as a reference value of the ship's operation and operation test. And an alarm is generated.
The ship navigation system according to claim 8, wherein when the alarm is generated due to the ship operation efficiency being lower than a predetermined warning threshold, the power operation time of the operation auxiliary equipment is reduced so as to lower the consumption rate of the inside of the ship.

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