KR102049173B1 - operation management system and ship having the same - Google Patents

Abstract

The present invention relates to a navigation control system and a ship comprising the same, a gas fuel storage tank for storing the gas fuel used for the propulsion of the ship; And a navigation calculator configured to calculate an optimal navigation option of the vessel, wherein the navigation calculator comprises: a navigation generator configured to generate a plurality of navigation options for the vessel; A gas amount estimating unit for predicting a flow rate of the boil-off gas generated in the gas fuel storage tank; And a fuel calculation unit for deriving an optimum operation option among the plurality of operation options in terms of maximizing consumption of the boil-off gas generated in the gas fuel storage tank.

Description

Operation management system and ship having the same

The present invention relates to an operation management system and a ship comprising the same.

A ship is a vehicle that navigates the ocean carrying a large amount of minerals, crude oil, natural gas, or thousands of containers. Go through.

Such a vessel generates thrust by driving an engine or a gas turbine. At this time, the engine uses oil fuel such as heavy oil (HFO) or light oil (MDO, MGO) to move the piston to rotate the crankshaft by reciprocating movement of the piston. And the shaft connected to the crankshaft rotates to drive the propeller, while the gas turbine burns oil fuel with compressed air and generates power by rotating the turbine blades through the temperature / pressure of the combustion air to power the propeller. Use a method of delivery.

However, in recent years, in order to solve the problem of environmental damage caused by exhaust when using oil fuel, gas which is driven by driving an engine or a turbine using gas fuel such as LNG or LPG Fuel propulsion is being used. In particular, since LNG is a clean fuel and abundant reserves than oil, the use of LNG as a gas fuel is applied to other vessels such as container ships in addition to LNG carriers.

However, as compared with the conventional case using the oil fuel, there are a number of problems that need to be improved for efficient operation in the case of using the gas fuel, there is a continuous research and development in this regard.

The present invention was created to solve the problems of the prior art as described above, an object of the present invention, to minimize the amount of heel left for the ballast sailing fuel, operation management system that can maximize the benefits of shipping and To provide a vessel comprising the same.

It is also an object of the present invention to provide an operation management system and a ship including the same to manage the history of the boil-off gas generated in the gas fuel storage tank to utilize as design improvement data.

It is also an object of the present invention to provide an operation management system that can reduce the operating cost by calculating the optimum route in consideration of the cost of gas fuel in addition to oil fuel and a vessel comprising the same.

It is also an object of the present invention, to provide an operation management system capable of effectively predicting the amount of evaporated gas generated by identifying the heat transfer flowing into the gas fuel storage tank through the cofferdam surrounding the gas fuel storage tank and a vessel comprising the same. will be.

It is also an object of the present invention to provide an operation management system and a ship comprising the same so that the operation is made in the direction of maximizing consumption of the boil-off gas, the operation of the facility for the treatment of excess boil-off gas can be minimized or omitted. It is for.

Operation management system according to an aspect of the present invention, the gas fuel storage tank for storing the gas fuel used for the propulsion of the ship; And a navigation calculator configured to calculate an optimal navigation option of the vessel, wherein the navigation calculator comprises: a navigation generator configured to generate a plurality of navigation options for the vessel; A gas amount estimating unit for predicting a flow rate of the boil-off gas generated in the gas fuel storage tank; And a fuel calculation unit for deriving an optimum operation option among the plurality of operation options in terms of maximizing consumption of the boil-off gas generated in the gas fuel storage tank.

Specifically, further comprising an oil storage tank for storing oil fuel, wherein the fuel calculation unit, the gas fuel or oil fuel to be consumed in order to satisfy the operating conditions for each of the operation options, and the identified gas fuel It is possible to derive an optimal navigation option from the viewpoint that the consumption of is equal to or greater than the flow rate of the boil-off gas.

Specifically, the GCU or the reliquefaction apparatus for consuming the excess boil-off gas, the fuel calculation unit, it is possible to derive the optimal navigation options in terms of minimizing the operation of the GCU or the reliquefaction apparatus.

Specifically, the navigation option may encompass a fuel usage pattern of the engine.

Specifically, the navigation option may further encompass a route between a departure point and an arrival point.

In detail, the gas amount estimating unit predicts the flow rate of the boil-off gas generated in the gas fuel storage tank for each route of each operation option, and the fuel calculation unit is configured to consume the estimated flow rate of the boil-off gas to the maximum. A fuel usage pattern of a navigation option may be set, and the navigation calculator may derive an optimal navigation option by repeatedly performing a flow rate estimation of fuel gas and a fuel usage pattern for a plurality of the navigation options.

Ship according to an aspect of the present invention, characterized in that it comprises the operation management system.

Operation management system according to the present invention and a vessel comprising the same, it is possible to ensure the operational efficiency by calculating the minimum value of the heel of the gas fuel that is not unloaded for ballast navigation fuel purposes.

In addition, the operation management system according to the present invention and the ship including the same, it is possible to accurately manage the amount of the evaporation gas generated in the gas fuel storage tank, it is possible to solve the problem that the excessive specification of the evaporation gas treatment facility is mounted.

In addition, the operation management system and the ship including the same according to the present invention, in consideration of the dual propulsion to the gas fuel in addition to the oil fuel, in consideration of the cost of the gas fuel with external information can calculate the optimal route and the optimum RPM. have.

In addition, the operation management system according to the present invention and the vessel including the same, by grasping the heat flowing into the gas fuel storage tank through the cofferdam, it is possible to effectively cope by predicting the amount of boil-off gas generated in the gas fuel storage tank.

In addition, the operation management system and the ship including the same according to the present invention, by estimating the flow rate of the boil-off gas generated in the gas fuel storage tank, and calculates the optimal operating options in terms of consuming all the predicted boil-off gas, GCU or Minimizing the operation of the reliquefaction unit can greatly reduce operating costs or cargo losses.

1 is a side view of a ship according to the present invention.
2 is a block diagram of an operation management system according to a first embodiment of the present invention.
3 is a conceptual diagram illustrating a process of an operation management system according to a first embodiment of the present invention.
4 is a conceptual diagram illustrating a fuel supply of an operation management system according to a second embodiment of the present invention.
5 is a block diagram of an operation management system according to a second embodiment of the present invention.
6 is a block diagram of an operation management system according to a third embodiment of the present invention.
7 is a conceptual diagram illustrating a process of an operation management system according to a third embodiment of the present invention.
8 is a block diagram of an operation management system according to a fourth embodiment of the present invention.
9 is a front sectional view of a ship to which the operation management system according to the fourth embodiment of the present invention is applied.
10 is a conceptual diagram of an operation management system according to a fifth embodiment of the present invention.
11 is a block diagram of an operation management system according to a fifth embodiment of the present invention.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and the preferred embodiments associated with the accompanying drawings. In the present specification, in adding reference numerals to the components of each drawing, it should be noted that the same components as possible, even if displayed on different drawings have the same number as possible. In addition, in describing the present invention, if it is determined that the detailed description of the related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present specification, the gas fuel means liquefied natural gas, liquefied petroleum gas, ethane, etc., which have a boiling point lower than room temperature and are stored in a liquid state, and oil fuel means heavy oil, diesel, kerosene, etc. whose boiling point is higher than room temperature.

1 is a side view of a ship according to the present invention.

Referring to Figure 1, the ship 1 according to the present invention is applied to the operation management system to be described later, may be a gas fuel carrier. In one example, the vessel 1 according to the present invention may be an LNG carrier, but is not limited thereto.

The vessel 1 includes at least one gas fuel storage tank 10. The gas fuel storage tank 10 may store gas fuel used for propulsion of the ship 1, and a plurality of gas fuel storage tanks 10 may be arranged side by side in the front and rear directions of the ship 1.

That is, the gas fuel storage tank 10 may be a fuel tank for storing gas fuel supplied to the propulsion main engine 20 provided at the stern of the vessel 1, and may perform a function of a cargo tank according to the ship type. It may be.

When the gas fuel storage tank 10 is a fuel tank and a cargo tank at the same time, the gas fuel stored in the gas fuel storage tank 10 may be unloaded to the outside via a manifold (not shown).

However, the gas fuel for propulsion is also required during the ballast voyage, when the vessel (1), which has finished unloading, moves to the loading site for loading gas fuel again. Thus, in at least one of the gas fuel storage tanks 10, a small amount of gas fuel for ballast navigation is left unloaded, where the small amount of gas fuel is referred to as a heel.

In addition, in order to refill the gas fuel storage tank 10 in a state where all the gas fuel is unloaded and refill the gas fuel, a cool down must be preceded, and the cool down is performed by the vessel (1) anchored at the loading place. Can be supplied

However, if the cooldown is performed in the anchoring state of the ship 1, the berthing time is delayed by the cooldown time, which wastes money and reduces operating efficiency. Therefore, recently, the gas fuel is left in one of the gas fuel storage tanks 10, and by using this, the cooldown of the other gas fuel storage tanks 10 may be implemented before the vessel 1 arrives at the loading place. do.

The gas fuel storage tank 10 may store gas fuel having a low boiling point in a liquid state, and an insulating structure may be provided to prevent vaporization of the gas fuel. In addition, a cofferdam 11 may be provided on at least front and rear surfaces of the gas fuel storage tank 10.

The cofferdam 11 may be configured to space the plurality of gas fuel storage tanks 10 from each other, and may form an empty space therein. Reinforcing materials (not shown) are disposed in various directions and sizes in the inner space of the cofferdam 11.

When the gas fuel storage tank 10 stores LNG, for example, at -160 degrees, the cofferdam 11 may be cooled due to the cryogenic temperature of the gas fuel storage tank 10 even if the insulation structure is provided.

By the way, since the reinforcing material installed in the cofferdam 11 will not endure cryogenic temperatures, the cofferdam 11 requires heating for the reinforcing material protection. Therefore, the copper dam 11 may be heated to a set temperature using a variety of heat sources, such as sea water, air, steam, etc., wherein the set temperature may be about 5 degrees Celsius.

Hereinafter, the operation management system of the present invention will be described in detail with reference to the drawings.

2 is a block diagram of an operation management system according to a first embodiment of the present invention, Figure 3 is a conceptual diagram showing a process of the operation management system according to a first embodiment of the present invention.

2 and 3, the operation management system according to the first embodiment of the present invention includes a heel calculator 100.

The heel calculator 100 calculates a minimum heel of the gas fuel storage tank 10 during the ballast navigation of the vessel 1. As described above, the heel means gas fuel required for the ballast voyage, and since the heel remains without being unloaded from the gas fuel storage tank 10, excessive heel impairs the interest of the shipping company.

Therefore, the present invention can be maximized by calculating the minimum heel and accordingly to ensure that the unloading of the gas fuel is made sufficiently. However, the minimum heel calculated in the present embodiment may be for pre-cooling down before anchoring, in addition to propulsion during ballast sailing.

The heel calculator 100 may effectively calculate the minimum heel in consideration of all variables influencing the process of the ship 1, and the heel calculator 100 may include the information input unit 110, The tank information storage unit 120, the required fuel calculator 130, and the height calculator 140 are included.

In the information input unit 110, the navigation information of the vessel 1 is input. At this time, the operation information includes at least one of the voyage distance, the arrival and departure port information, the arrival time, the marine environment, and the electricity use plan of the vessel (1). In addition, the amount of gas fuel to be consumed for the ballast voyage and the cooldown is identified. It can include any element that can be considered.

The information input unit 110 may manually input the flight information by the crew, or at least some of the flight information may be automatically set when automatic routing is executed.

The information input unit 110 may include the specification information of the ship 1 itself, wherein the specification information may include all of the test results, model test results, specifications of the main engine 20 and the like.

The tank information storage unit 120 stores shape information of the gas fuel storage tank 10. The calculation of the minimum heel can be made in units of flow rates, and in order to match it with the gas fuel storage tank 10, a storage flow rate function for the loading height of the gas fuel storage tank 10 is required.

Although the loading check of the gas fuel storage tank 10 is performed by the loading height, since the shape of the gas fuel storage tank 10 may not be a rectangular parallelepiped, the loading height and the loading amount do not appear linearly proportional to each other.

Therefore, the tank information storage unit 120 may store the shape information to calculate the height to be loaded in the gas fuel storage tank 10 based on the minimum heel, and the shape information may be stored in the gas fuel storage tank ( 10) may include loading capacity information according to the gas fuel loading height.

The required fuel calculation unit 130 calculates a required amount of gas fuel during navigation based on the navigation information. In the case of ballast sailing to the loading site after unloading gas fuel, the amount of gas fuel used for propulsion and gas fuel used for power generation inside the ship 1 may be calculated based on the operation information.

For example, the amount of gas fuel used for propulsion may be calculated based on navigation information such as sailing distance, arrival and departure port information, and arrival time, and the amount of gas fuel used for power generation may include operation information such as electricity use plan. It can be calculated based on.

However, in the process of calculating the amount of gas fuel used for propulsion, the marine environment may be considered together, for example, the sea margin is calculated in preparation for the additional consumption of about 15% of gas fuel due to waves. Can be reflected in.

In addition to the gas fuel used for ballast sailing, the required fuel calculator 130 may further calculate a gas fuel used for cooldown performed during ballast sailing. Since the gas fuel storage tank 10 is provided in plural, the minimum heel may be used to cool down the gas fuel storage tank 10 in which the minimum heel is not completely stored and completely unloaded.

Since the cooldown may be performed before arriving at the shipping location as described above, the required fuel calculation unit 130 may calculate the required amount of gas fuel in consideration of the cooldown information in addition to the operation information.

To this end, the cool down information may include unloading information indicating the number of fully loaded gas fuel storage tanks 10, a cool down start temperature, a cool down target temperature, and the like. That is, the cooldown information includes all the elements that may be needed to estimate the amount of gas fuel required for cooldown.

The required fuel calculation unit calculates the amount of gas fuel required for the ballast navigation based on the operation information, calculates the amount of gas fuel required to perform the cooldown in advance based on the cooldown information, and adds it to calculate the minimum heel. can do.

Since the calculated minimum heel is calculated in units of flow rates, in order to actually load the minimum heel in the gas fuel storage tank 10, it is necessary to be converted to the loading height so that the height calculating unit 140 is utilized.

The height calculation part 140 calculates the loading height of the gas fuel corresponding to the calculated amount of gas fuel based on shape information. That is, the height calculation unit 140 may calculate the height to be loaded in any one of the gas fuel storage tank 10 in order to load the minimum heel, through which the crew can increase the loading height of the gas fuel storage tank 10 Corresponding to the minimum heel, it is possible to prevent excessive storage of the heel.

In other words, in the present embodiment, the minimum heel is calculated in advance in consideration of the sailing plan of the vessel 1 and the specifications of the vessel 1, and the loading and unloading leaving only the calculated minimum heel is performed, thereby making it possible to maximize the operation of the vessel 1. To make a profit.

Hereinafter, the process of this embodiment will be described with reference to FIG. 3 again.

First, the crew can select the operation mode. In the case of manual planning, flight information such as voyage distance, arrival time, sea margin and electricity usage plan can be manually entered.

On the other hand, in case of automatic plan, departure port, arrival port, arrival time, sea environment, electricity usage plan are input, and other operation information can be set automatically.

With sufficient operational information, the amount of gas fuel required for the operation can be calculated. The amount of gaseous fuel required for the cooldown is also calculated based on the cooldown information.

By summing up the calculated amount of gaseous fuel, the total amount of gaseous fuel required for the ballast voyage can be calculated, which is not excessive and is a proper heel, which is a minimum heel.

At this time, the minimum heel is output by making a unit conversion from the flow rate to the height in consideration of the shape of the gas fuel storage tank (10). Therefore, the crew can carry out the unloading in consideration of the loading height corresponding to the minimum heel, thereby implementing the efficient operation of the ship 1.

4 is a conceptual diagram illustrating a fuel supply of an operation management system according to a second embodiment of the present invention. For reference, FIG. 4 may also be applied to a third embodiment of the present invention.

Referring to Figure 4, the fuel supply of the operation management system according to the second embodiment of the present invention is made from the gas fuel storage tank 10 to the demand destination via the gas fuel supply unit 30, the demand destination is the main engine (20) (ME-GI, XDF, etc.), power generation engine 21 (DFDE, etc.), GCU 22, boiler 41 and the like can be meant.

However, when the vessel 1 is a gas fuel carrier, the boiler 41 is provided with a type that operates only with oil fuel stored in the oil storage tank 40, as shown in Figure 4, the boiler 41 in the gas fuel storage tank 10 Furnace may be omitted, but is not limited to the supply of gas fuel.

The gas fuel supply unit 30 may supply the evaporated gas and the liquefied gas stored in the gas fuel storage tank 10 to the demand destination. The gas fuel may be stored in the liquid phase in the gas fuel storage tank 10, but may be spontaneously evaporated due to factors such as external heat penetration.

Hereinafter, it is noted that liquid gas fuel stored in the gas fuel storage tank 10 is liquefied gas, and gaseous gas fuel evaporated naturally in the gas fuel storage tank 10 is referred to as evaporated gas.

The gas fuel supply unit 30 basically supplies the boil-off gas of the gas fuel storage tank 10 to the demand destination, and may supplementally supply the liquefied gas of the gas fuel storage tank 10 to the demand destination, but vice versa. .

The gas fuel supply unit 30 includes an evaporation gas supply line 31 connected to the demand destination in the gas fuel storage tank 10 to supply the evaporation gas, and the evaporation gas supply line 31 includes gas fuels to a plurality of demand destinations. It can be branched by branching point so that it can be branched. In addition, the gas fuel supply unit 30 includes a liquefied gas supply line 34 to supply liquefied gas.

The boil-off gas supply line 31 and the liquefied gas supply line 34 may be provided independently from each other in the gas fuel storage tank 10, but if the main supply of the boil-off gas, the liquefied gas supply line 34 may It can be joined to the boil-off gas supply line 31 upstream.

The boil-off gas supply line 31 may be provided with components for compressing or cooling / heating the already-vaporized boil-off gas to meet the required pressure and temperature of the demand destination.

For example, the boil-off gas supply line 31 is provided with an boil-off gas compressor 32, an boil-off gas cooler 33, and the like, and an boil-off gas heater (not shown) is located downstream of the boil-off gas compressor 32 upstream of the branch point. It may be provided.

The boil-off gas compressor 32 may compress the boil-off gas in accordance with the required pressure of the main engine 20 among the required pressures of the demand destination. However, since the required pressures of the main engine 20 and the power generation engine 21 may be different from each other, the pressure of the boil-off gas is generated between the power generation engines 21 at the branch point of the boil-off gas supply line 31 to the power generation engine 21. Pressure regulating means (not shown) can be added to adjust.

The liquefied gas supply line 34 may be provided with a vaporizer 35 for forcibly vaporizing the liquefied gas, the liquefied gas vaporized from the vaporizer 35 may be delivered to the boil-off gas supply line 31 and supplied to the demand destination. have.

In addition, heavy carbon separators for separating heavy carbon downstream from the vaporizer 35 in the liquefied gas supply line 34 to prepare for demand sources (especially power generation engines 21, etc.) sensitive to methane number during operation. 36) may be provided.

When the heavy carbon separator 36 is provided, the vaporizer 35 will heat the liquefied gas only to a temperature lower than the boiling point of the heavy carbon (for example, -100 degrees Celsius), not the required temperature of the demand source, so that the liquefied gas supply line 34 Downstream of the heavy carbon separator 36 may be provided with a gas heater 37 for heating the liquefied gas from which the heavy carbon is separated to the required temperature of the demand destination.

As such, the present embodiment can supply liquefied gas and / or boil-off gas stored in the gas fuel storage tank 10 to the demand destination. However, the boil-off gas generated in the gas fuel storage tank 10 has a problem of increasing the internal pressure of the gas fuel storage tank 10.

Therefore, in addition to being consumed by the main engine 20 or the power generation engine 21, the boil-off gas may be consumed by the GCU 22 to maintain the internal pressure of the gas fuel storage tank 10 at an appropriate level, or A reliquefaction device (not shown) may be provided to cool the evaporated gas into the liquefied gas and then return to the gas fuel storage tank 10.

That is, in order to prepare for the boil-off gas generated in the gas fuel storage tank 10, the boil-off gas treatment equipment such as the GCU 22, the reliquefaction apparatus, etc. should be provided. Because of the inaccurate amount of gas, the evaporative gas treatment equipment was over-specified.

However, the present invention records and manages the generation history of the boil-off gas and can be reflected in future design, so that the boil-off gas treatment equipment is not over-specified to suppress excessive investment. This will be described with reference to FIG. 5.

5 is a block diagram of an operation management system according to a second embodiment of the present invention.

Referring to FIG. 5, the embodiment includes an evaporation amount management unit 200. The evaporation amount management unit 200 manages the natural evaporation of the gas fuel in the gas fuel storage tank 10, information input unit 210, consumption measurement unit 220, forced evaporation measurement unit 230, natural evaporation calculation unit ( 240).

The information input unit 210 receives external environment information of the ship 1 and the like. The information input unit 210 may also receive the information described in the foregoing embodiment, and may receive all the information necessary to achieve the purpose of the present embodiment.

As an example, the external environment information may be at least one of an outside temperature and a seawater temperature. This external environment information, so that the history of the generation of boil-off gas according to the external environment is matched management.

The information input unit 210 may receive state information of the gas fuel storage tank 10. The state information may be at least one of the temperature, internal pressure, and loading of the gas fuel storage tank 10. In addition, all the factors affecting the generation of the boil-off gas, such as the type of the gas fuel storage tank 10 and the insulation structure, may be used. It may include.

The consumption measuring unit 220 is provided downstream of the branch point in the boil-off gas supply line 31, respectively. The consumption measuring unit 220 may be a mass flow meter, and may measure the amount of gas fuel delivered to a demand destination that consumes boil-off gas such as the main engine 20, the power generation engine 21, and the GCU 22.

That is, the consumption measurement unit 220 measures the amount of gas fuel consumed by each customer, respectively, and can add up to calculate the amount of gas fuel consumed by the total customer. In this case, the gas fuel may be an evaporated gas and further include a liquefied gas.

The forced evaporation measuring unit 230 is provided upstream or downstream of the vaporizer 35. The forced evaporation measuring unit 230 may be a mass flow meter, similarly to or similar to the consumption measuring unit 220, and liquefied into the vaporizer 35 or from the vaporizer 35 to the boil-off gas supply line 31. The amount of gas can be measured.

The forced evaporation measuring unit 230 may be provided at any one of upstream and downstream of the vaporizer 35, and of course, may be provided at both points. In this case, it is possible to detect the leak of the vaporizer 35 through the difference between the two points.

The natural evaporation calculation unit 240 estimates the natural evaporation amount of the gas fuel storage tank 10 by subtracting the measured value of the forced evaporation measurement unit 230 from the measured value of the consumption measurement unit 220. The amount of gas fuel measured by the consumption measuring unit 220 is the amount of liquefied gas added to the evaporated gas, and the amount of the liquefied gas measured by the forced evaporation measuring unit 230.

Therefore, by subtracting the measured value of the forced evaporation measuring unit 230 from the measured value of the consumption measuring unit 220, the amount of boil-off gas discharged from the gas fuel storage tank 10 can be calculated. Therefore, the natural evaporation calculation unit 240 of the present embodiment, it is possible to accurately check the amount of boil-off gas through the above method.

In this case, the evaporation amount management unit 200 may match and manage the external environmental information of the vessel 1 and the state information of the gas fuel storage tank 10 with the natural evaporation amount calculated above. That is, the present embodiment clearly checks the amount of boil-off gas discharged from the gas fuel storage tank 10 and checks whether the specifications of the boil-off gas treatment equipment are excessive in the current vessel 1, and so on. Future designs can help optimize the design of boil-off gas treatment equipment.

6 is a block diagram of an operation management system according to a third embodiment of the present invention.

Referring to FIG. 6 together, the operation management system according to the third embodiment of the present invention includes a flight calculation unit 300 for calculating an optimal flight option of the vessel 1.

In this case, the optimal navigation option may mean an optimal route or an optimal RPM. Hereinafter, for convenience, the navigation option is assumed to mean an RPM of the main engine 20.

The flight calculator 300 includes an information input unit 310, a flight generator 320, a flight condition determiner 330, and a cost calculator 340.

The information input unit 310 may receive operation information, external environment information, and the like of the ship 1, and may receive all elements necessary for achieving the purpose of the present embodiment, as in the configuration of the above embodiment.

In particular, the information input unit 310 of the present embodiment may store the operation scenario of the boiler 41 in which the amount of oil fuel used for each horsepower is allocated. As shown in FIG. 4, when the vessel 1 of the present embodiment is a gas fuel carrier, the boiler 41 may be provided as a type that operates with oil fuel stored in the oil storage tank 40. If the horsepower of 20) is low, the amount of steam generated by the economizer is not enough as the displacement is reduced, a scenario in which the boiler 41 operating load is increased can be stored.

The boiler 41 operating scenario may also be set in consideration of the case where steam generated in the boiler 41 is used to forcibly liquefy gas. That is, when the amount of liquefied gas is estimated in consideration of the amount of generated evaporation gas and the horsepower of the main engine 20, which may be estimated due to external environmental information or the loading amount of the gas fuel storage tank 10, the amount of liquefied gas that is estimated Based on the operating load of the boiler 41 can be set and stored.

The flight generation unit 320 generates a plurality of flight options for the vessel 1 based on the flight information. At this time, the flight option means the flight option that can be selected according to the flight information, and the economics such as low cost have not been evaluated.

The flight generation unit 320 may generate a plurality of RPMs. In this case, the generated RPM may not be able to meet the arrival time included in the flight information due to external variables such as the sea environment, but in this case, the flight conditions are determined. In operation 330, the filtering may be performed.

The operation condition determiner 330 may determine the ship speed and horsepower for each flight option based on external environment information. When the flight option is presented by the flight generator 320, the flight condition determiner 330 may estimate the ship speed and horsepower expressed in the corresponding flight option based on the marine environment included in the flight information.

In this case, the operation condition determiner 330 may calculate an estimated arrival time based on the speed of each flight option based on the flight information, and the flight calculator 300 restricts the arrival time of the flight information to the estimated arrival time. As a result, a plurality of flight options can be filtered out.

Of course, this filtering process may be performed in advance by the flight generator 320 itself, in which case the flight condition determiner 330 may determine only horsepower for the flight options presented.

The cost calculator 340 calculates a cost for each flight option to derive an optimal flight option. In particular, the cost calculation unit 340, in consideration of the present invention uses both gas fuel and oil fuel can evaluate the economics for the flight option.

Specifically, the cost calculation unit 340, the price of the gas fuel used for the main engine 20 for the propulsion of the vessel 1 and the price of the oil fuel used for the boiler 41 for operation of the vessel 1 Considering this, the costs for the flight options can be calculated.

In the case of propelling with oil fuel instead of gas fuel, it is sufficient to consider only the price of one oil fuel, but the present invention is because the boiler 41 is driven by oil fuel and the main engine 20 is driven by gas fuel. The function in cost is different.

That is, the flight calculation unit 300 calculates the cost of the horsepower of the flight option while the estimated arrival time of the flight option does not exceed the arrival time of the flight information, while the corresponding cost is minimized. Thus, the most economical flight option can be selected.

At this time, the cost calculation unit 340, considering the gas fuel price of the gas fuel consumption of the main engine 20 estimated based on the horsepower determined by the operating condition determination unit 330, and is stored in the information input unit 310 Based on the oil fuel consumption of the boiler 41 estimated based on the operating scenario of the boiler 41, the total fuel cost can be calculated.

Furthermore, considering that the main engine 20 does not operate with 100% gas fuel and uses a part of oil fuel as a pilot fuel, the cost calculation unit 340 may calculate the cost of the pilot fuel used in the main engine 20. You can calculate the cost by considering the price further.

The pilot fuel may be the same type as the oil fuel (HFO, etc.) or may be different from the fuel (MGO, etc.), and the ratio of the pilot fuel (by load) used in the main engine 20 is previously stored in the information input unit 310. May be used when calculating the cost of the cost calculator 340.

7 is a conceptual diagram illustrating a process of an operation management system according to a third embodiment of the present invention.

Referring to FIG. 7, the operation management system according to the third embodiment of the present invention calculates a plurality of navigation options based on input of navigation information, and then determines ship speed and horsepower in consideration of external environment information for each navigation option. Done.

The ship speed is then used to filter the flight options, and the flight options that cannot meet the arrival time can be excluded irrespective of economics as compared to the required arrival time in the expected arrival time and in the flight information.

Horsepower, on the other hand, is used to assess the economics of flight options. Horsepower is connected to the load of the main engine 20, and also to the operating scenario of the boiler 41. At this time, since the main engine 20 is a gas fuel, a pilot fuel, and the boiler 41 is operated as an oil fuel, it is possible to estimate the cost for the operation option in consideration of the prices of different fuels.

In addition, the present embodiment may further consider the price of gas fuel or oil fuel consumed by the power generation engine 21 through the electricity use plan included in the operation information.

Since the power generation engine 21 can be driven by gas fuel or oil fuel by DFDE, the cost calculation unit 340 can suggest an optimal fuel ratio of the power generation engine 21. In other words, when the optimal operation option is selected by the main engine 20, the boiler 41, etc., the cost calculation unit 340 optimizes the gas fuel ratio in the power generation engine 21 based on the optimal operation option. can do.

Through filtering by arrival time and economic evaluation based on the cost calculated by the fuel price, the present embodiment can determine the optimal operating option among the various operating options, which enables the present embodiment to use only oil fuel. Optimal navigation can also be achieved when gas fuel is used for propulsion.

8 is a block diagram of an operation management system according to a fourth embodiment of the present invention.

Referring to FIG. 8, the operation management system according to the fourth embodiment of the present invention includes an evaporation estimator 400. In this embodiment, by predicting the evaporated gas to be generated in the gas fuel storage tank 10 relatively accurately, it is possible to obtain the effect such as fuel efficiency improvement. In addition, the amount of evaporation predicted in this embodiment may be used in combination with the other embodiments described above.

The evaporation estimator 400 predicts the natural evaporation of the gaseous fuel in the gas fuel storage tank 10, and the information input unit 410, the cofferdam thermometer calculation unit 420, the heat transfer calculation unit 430, and the natural evaporation amount. The estimator 440 is included.

The information input unit 410 receives the shape information, state information, and the like of the gas fuel storage tank 10. In addition, the information input unit 410 may receive an air temperature and seawater temperature to calculate the temperature of the cofferdam 11.

The cofferdam thermometer calculation unit 420 calculates the temperature of the cofferdam 11 arranged to abut back and forth with the gas fuel storage tank 10. The copper dam thermometer unit 420 will be described with reference to FIG. 9.

9 is a front sectional view of the ship 1 to which the operation management system according to the fourth embodiment of the present invention is applied.

Referring to FIG. 9, the cofferdam thermometer unit 420 includes a portion A contacting the cofferdam 11 with the atmosphere, a portion B, D, and F contacting the gas fuel storage tank 10, and a portion contacting with the seawater. Compute by (C, E, G) and calculate the temperature of each part assuming thermal equilibrium.

For example, in the cofferdam 11, in the case of A will be affected by the external atmospheric temperature, B, D, F will be affected by the temperature of the gas fuel stored in the gas fuel storage tank 10, C, E, In the case of G, it will be affected by the external seawater temperature.

In this way, if the temperature affecting the cofferdam 11 is set as an input and assuming thermal equilibrium, it is possible to generate a system of crystal equations for each part. Therefore, the temperature of each part in the cofferdam 11 can be calculated.

For reference, in the case of the cofferdam 11 disposed at the most front side, the rear side is in contact with the gas fuel storage tank 10, but the front side is in contact with the bow internal space (bare store, fore peak tank, etc.). Since there may be, in addition to the temperature of the gas fuel, the temperature of the bow space may be used as an input.

In addition, in the case of B, D, F, the storage temperature of the gas fuel may be directly set as an input condition, in consideration of the insulation structure of the gas fuel storage tank 10, the input may be somewhat corrected.

Through the calculated temperature for each part, the cofferdam thermometer calculation unit 420 may calculate the temperature of the cofferdam 11. Of course, the copper dam thermometer 420 may omit the calculation of the temperature of each part, and may directly calculate the temperature of the copper dam 11 through the input of each part.

However, as described with reference to FIG. 1, the cofferdam 11 is maintained above the set temperature in consideration of the durability of the reinforcing material, and the like, when the temperature of the cofferdam 11 calculated above is below the set temperature, the cofferdam thermometer unit 420 ) May be output as the temperature of the cofferdam (11).

The heat transfer amount calculation unit 430 calculates the heat transfer amount transferred to the gas fuel storage tank 10 by the cofferdam 11. In order to consider the heat resistance generated by the heat insulation structure of the gas fuel storage tank 10, the heat transfer calculation part 430 utilizes the physical properties of the heat insulating material in the heat insulation structure, and calculates the heat resistance through heat conductivity that varies with temperature. It can have a function that can be obtained.

The function provided as described above may be a heat transfer amount function according to temperature. That is, the heat transfer amount calculation unit 430 may calculate the heat transfer amount introduced into the inside through the outer surface through the temperature at the outer surface of the gas fuel storage tank 10.

In detail, the heat transfer amount calculation unit 430 considers that the circumference of the gas fuel storage tank 10 is surrounded by the double partition 12, which is a storage space for ballast water, and thus the outer surface of the gas fuel storage tank 10 is formed. The area that is in contact with the atmosphere (upper left and right outer surfaces of the ballast water), the cofferdam 11 and / or the part that is in contact with the seawater (front and back), etc. Can be further partitioned), and the heat transfer can be calculated for each part.

However, since the ballast water may not be loaded in the full sailing state in which the gas fuel is full, the heat transfer amount calculation unit 430 may contact the outside surface of the gas fuel storage tank 10 with the atmosphere according to the operation state of the ship 1 and The calculation may be performed by partitioning only the portion in contact with the cofferdam 11.

Thereafter, the heat transfer amount calculation unit 430 may calculate the total heat transfer amount transferred to the gas fuel storage tank 10 by summing all the heat transfer amounts for each part. The heat transfer amount calculation unit 430 may calculate the heat transfer amount delivered to each of the gas fuel storage tanks 10 provided in plural numbers, and the total heat transfer amount transferred to all the gas fuel storage tanks 10 installed in the vessel 1. You can also calculate

In the former case, the natural evaporation amount for each gas fuel storage tank 10 will be calculated. In the latter case, the total natural evaporation amount in the vessel 1 can be calculated.

The natural evaporation estimator 440 calculates the natural evaporation amount due to the heat transfer amount. At this time, the latent heat of the gas fuel can be assumed to be fixed and the calculation can be performed.

The natural evaporation estimator 440 may calculate the natural evaporation amount in the gas fuel storage tank 10 through the heat transfer amount based on the shape information and the state information of the gas fuel storage tank 10.

For example, the natural evaporation amount estimating unit 440 may calculate the natural evaporation amount in each gas fuel storage tank 10 based on information such as the loading amount, the pressure, and the like of the gas fuel stored in the gas fuel storage tank 10.

If the loading amount is small, the evaporation may not be large, and if the pressure is high, the boiling point may increase, and thus less evaporation may occur. Therefore, the natural evaporation estimator 440 may consider the above matters in the calculation process.

Alternatively, when the heat transfer amount is calculated by summing up all of the plurality of gas fuel storage tanks 10 provided in the ship 1, the natural evaporation estimator 440 may estimate the natural evaporation amount that will occur in the entire vessel 1. have.

As described above, the present embodiment can estimate the amount of evaporation generated in the gas fuel storage tank 10 by inputting the temperature at the outer surface of the gas fuel storage tank 10 relatively, thus enabling efficient operation to reduce the cost and Effects such as fuel economy increase can be obtained.

10 is a conceptual diagram of an operation management system according to a fifth embodiment of the present invention, and FIG. 11 is a block diagram of an operation management system according to a fifth embodiment of the present invention.

10 and 11, the operation management system according to the fifth embodiment of the present invention includes a flight calculator 500. In this case, the operation calculation unit 500 is similar to the operation calculation unit 500 in the above-described third embodiment, but there is a difference in that an optimum operation option is derived in terms of maximizing consumption of boil-off gas. Hereinafter, the present embodiment will be described mainly in terms of differences from the third embodiment and the like.

The flight calculator 500 of the present embodiment includes an information input unit 510, a flight generator 520, a gas amount detector 520, and a fuel calculator 530.

The information input unit 510 is the same as or similar to the above-described information input unit 310, except that the information input unit 510 of the present embodiment is provided to collect all the information necessary for gas quantity determination or fuel calculation without limitation in this embodiment. do.

For example, the information input unit 510 may include specifications, such as the main engine 20, which may be used to calculate fuel usage patterns of the main engine 20, the power generation engine 21, and the like when calculating an optimal operation option in the future. It can be used in the process of calculating the consumption of the boil-off gas by calculating.

The flight generation unit 520 generates a plurality of flight options for the vessel 1. In this case, the flight generator 520 may generate a plurality of flight options based on flight information including an estimated time of arrival (ETA) and the like, similar to the flight generator 320 of the previous embodiment.

However, the navigation option generated by the flight generation unit 520 of the present embodiment may further include fuel usage patterns such as the main engine 20 in addition to the route between the departure point and the arrival point, unlike the previous embodiment.

This is because, in the present embodiment, the use of the boil-off gas is maximized to minimize the generation of the excess boil-off gas, and thus the purpose is to calculate a flight option that can suppress the use of the GCU. Of course, whether or not the ETA is satisfied in the process of selecting the fuel usage pattern is applied as a basic prerequisite.

The gas amount grasping unit 520 predicts the flow rate of the boil-off gas generated in the gas fuel storage tank. For example, the gas amount determining unit 520 may predict the flow rate of the boil-off gas by using the value calculated by the natural evaporation calculation unit 240 described above.

The amount of boil-off gas will vary according to various internal / external variables for each route. Therefore, the gas amount determining unit 520 may predict the flow rate of the boil-off gas generated in the gas fuel storage tank for each operation option.

The calculated value by the natural evaporation calculation unit 240 may be stored for each route to be a database, the gas amount grasping unit 520 may use the calculated value for the corresponding operation option as the evaporation gas flow rate prediction value.

Alternatively, the gas amount estimating unit 520 may predict the gas amount using the same / similar method as the natural evaporation estimating unit 440.

As mentioned above, since the gas amount is different for each route, the gas amount grasping unit 520 may estimate the gas amount for each operation option. When the gas amount is predicted for each operation option, it is possible to check whether or not the maximum consumption of the boil-off gas is set by setting the fuel usage pattern. Since the calculation process should be performed for each operation option, the gas amount estimation unit 520 predicts the gas amount. It may be iterated until the optimum flight option is calculated.

The fuel calculation unit 530 may derive an optimal operation option among the plurality of operation options in terms of maximizing consumption of the boil-off gas generated in the gas fuel storage tank.

In other words, the fuel calculation unit 530 may derive an optimal navigation option from the viewpoint of minimizing the operation of the GCU or the reliquefaction apparatus that consumes the excess boil-off gas.

The fuel calculator 530 may grasp the gas fuel or the oil fuel to be consumed in order to satisfy the operating conditions for each operation option. In this case, the operating condition may mean ETA in particular.

The consumption calculation of the gas fuel or the oil fuel by the fuel calculator 530 may be performed through a fuel usage pattern. When the gas amount is predicted for one flight option, the fuel calculator 530 may set a fuel usage pattern in the flight option. In this case, the fuel usage pattern may be limited by the specifications of the main engine 20.

The fuel calculator 530 may set a fuel usage pattern to maximize the predicted gas amount, and the consumption amount of gas fuel and oil fuel may be calculated according to the set fuel usage pattern.

In the above case, the consumption of gas fuel and oil fuel is calculated by setting the fuel usage pattern. On the other hand, if the gas consumption is predicted for the operation option, the gas fuel and oil fuel are determined according to the fuel usage pattern already assigned to the operation option. May be calculated.

That is, when the fuel usage pattern is already assigned to each navigation option when the navigation option is generated, the process of setting the fuel usage pattern by the fuel calculator 530 may be omitted.

Hereinafter, a method for deriving an optimal navigation option by the navigation calculator 500 will be described in detail with reference to FIG. 10.

First, three flight options A, B, and C may be generated by the flight generator 520. The flight options may include routes between the origin and destination, and may include fuel usage patterns as needed.

Evaporative emissions are then estimated for the operational options. The prediction method may utilize the configuration of the foregoing embodiment, or may use other known methods without limitation.

The gas consumption (BOG) and oil fuel (HFO) consumption is then identified based on the fuel usage patterns for the predicted gas options.

Thereafter, by comparing the predicted amount of gas and the consumption of gas fuel, it is possible to calculate the replenishment amount of the gas fuel (LNG) through the treatment of excess evaporated gas and oil fuel (HFO, MGO) or forced vaporization. Therefore, it is possible to determine whether the operation option is the one that results in the lowest total fuel cost.

Specifically, the present embodiment finds a case where the fuel cost is minimized based on the total consumption of NBOG, which is a natural gas fuel, and the cost required for consumption of FBOG, which is an oil fuel or a forced gaseous fuel, when calculating the replenishment amount. Considering the overall, etc., the option of minimizing the total cost can be identified. Therefore, in this embodiment, the fuel calculator 530 may be referred to as a fuel cost calculator.

As shown in the figure, in case of the A operation option, 20 excess evaporated gas to be treated by the GCU or the reliquefaction apparatus is generated, and thus, the above calculation is performed for the B operation option without selecting the optimum operation option.

However, in the case of the B operation option, the excess evaporated gas is generated, so that the above calculation can be performed for the C operation option, and thus, by repeatedly performing the iteration for each operation option, the surplus evaporated gas is finally obtained. C flight options that do not occur can be selected as the best flight option.

Of course, with the C navigation option, the operation of the GCU and reliquefaction unit may be omitted, but may require replenishment of the HFO. However, the supply of oil fuel is much more efficient than the operation of the reliquefaction apparatus, which requires no waste of energy (fuel) in comparison with the GCU that burns the boil-off gas, guarantees the safe flow of the low-temperature boil-off gas and compresses / expands the refrigerant Operational cost is low.

Therefore, in the present embodiment, even if the oil fuel is supplemented, the optimum operation option is calculated in a direction in which no excess boil-off gas is generated, thereby reducing the overall operating cost and reducing OPEX and CAPEX.

In addition to the embodiments described above, the present invention encompasses all of the embodiments generated by the combination of at least two or more of the above embodiments or by the combination of at least one or more of the above embodiments and the known art.

Although the present invention has been described in detail through specific examples, it is intended to describe the present invention in detail, and the present invention is not limited thereto, and should be understood by those skilled in the art within the technical spirit of the present invention. It is obvious that the modifications and improvements are possible.

All modifications and variations of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be apparent from the appended claims.

1: Vessel 10: Gas Fuel Storage Tank
11: cofferdam 12: double bulkhead
20: main engine 21: power generation engine
22: GCU 30: gas fuel supply
31: boil-off gas supply line 32: boil-off gas compressor
33: boil-off gas cooler 34: liquefied gas supply line
35: carburetor 36: heavy carbon separator
37: gas heater 40: oil storage tank
41: boiler 100: heel output unit
110: information input unit 120: tank information storage unit
130: required fuel calculation unit 140: height calculation unit
200: evaporation amount management unit 210: information input unit
220: consumption measuring unit 230: forced evaporation measuring unit
240: natural evaporation calculation unit 300: operation calculation unit
310: information input unit 320: flight generation unit
330: flight condition determination unit 340: cost calculation unit
400: evaporation estimator 410: information input unit
420: copper dam thermometer calculation unit 430: heat transfer calculation unit
440: natural evaporation estimator 500: operation calculation unit
510: information input unit 520: flight generation unit
520: gas amount determining unit 530: fuel calculation unit

Claims (7)

A gas fuel storage tank for storing gas fuel used for propulsion of a ship; And
Comprising a flight calculation unit for calculating the optimal navigation options of the vessel,
The navigation option covers the fuel usage pattern of the engine and the route between the origin and destination,
The flight calculation unit,
A navigation generator for generating a plurality of navigation options for the vessel;
A gas amount estimating unit for predicting a flow rate of the boil-off gas generated in the gas fuel storage tank for each route;
A fuel calculator configured to set a fuel usage pattern for maximizing consumption of boil-off gas generated in the gas fuel storage tank for each route, and to derive an optimal navigation option among a plurality of the navigation options; And
A GCU or reliquefaction device that consumes excess boil off gas,
The fuel calculation unit, the operation management system, characterized in that to derive the optimal navigation options in terms of minimizing the operation of the GCU or the reliquefaction device. The method of claim 1,
Further comprising an oil storage tank for storing oil fuel,
The fuel calculation unit, the optimum operation options in terms of grasping the gas fuel or oil fuel to be consumed in order to satisfy the operating conditions for each of the operation options, and the consumption of the identified gas fuel is larger than the flow rate of the boil Operation management system, characterized in that deriving. delete delete delete The method of claim 1,
The flight calculation unit,
And repeatedly calculating the evaporation gas flow rate and the fuel usage pattern for the plurality of operation options to derive an optimum operation option. Ship having the operation management system according to any one of claims 1, 2 and 6.

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