KR102482085B1 - operation management system and ship having the same - Google Patents

Abstract

The present invention relates to an operation control system and a ship including the same, comprising: a gas fuel storage tank for storing gas fuel used for propulsion of the ship; and a navigation calculation unit that calculates an optimal navigation option of the ship, wherein the navigation calculation unit includes: an information input unit that receives operation information and external environment information of the ship; a navigation generator generating a plurality of navigation options for the ship based on the navigation information; and a cost calculation unit that calculates a cost for each operation option and derives an optimal operation option, wherein the cost calculation unit includes a price of gas fuel used in a main engine for propulsion of the ship and a cost for operation of the ship. It is characterized in that the cost for the operation option is calculated in consideration of the price of oil fuel used in the boiler.

Description

Operation management system and ship including the same {operation management system and ship having the same}

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

A ship is a means of transportation that carries a large amount of minerals, crude oil, natural gas, or thousands of containers and navigates the ocean. move through

These ships generate 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, and the crankshaft rotates by the reciprocating motion of the piston. The shaft connected to the crankshaft is rotated 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. method of transmission is used.

Recently, however, in order to solve the problem of environmental destruction due to exhaustion when using oil fuel, gas fuel such as liquefied natural gas (LNG) or liquefied petroleum gas (LPG) is used to drive engines or turbines for propulsion. Fuel propulsion is used. In particular, since LNG is a clean fuel and its reserves are more abundant than oil, the method of using LNG as a gas fuel is applied to other ships such as container ships in addition to LNG carriers.

However, compared to the conventional case using oil fuel, there are still many problems that need to be improved for efficient operation in the case of using gas fuel, so continuous research and development is being conducted in this regard.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is to minimize the amount of heel left for ballast navigation fuel, thereby maximizing the profit of the shipping company. An operation management system and It is to provide a vessel comprising the same.

Another object of the present invention is to provide an operation management system that manages the history of boil-off gas generated in a gas fuel storage tank and utilizes it as design improvement data, and a ship including the same.

Another object of the present invention is to provide an operation management system capable of reducing operating costs by calculating an optimal route in consideration of the cost of gas fuel in addition to oil fuel, and a ship including the same.

In addition, an object of the present invention is to provide an operation management system capable of effectively predicting the amount of boil-off gas generation by identifying the amount of heat transfer flowing into the gas fuel storage tank through a cofferdam surrounding the gas fuel storage tank, and a ship including the same will be.

An operation management system according to an aspect of the present invention includes a gas fuel storage tank for storing gas fuel used for propulsion of a ship; and a navigation calculation unit that calculates an optimal navigation option of the ship, wherein the navigation calculation unit includes: an information input unit that receives operation information and external environment information of the ship; a navigation generator generating a plurality of navigation options for the ship based on the navigation information; and a cost calculation unit that calculates a cost for each operation option and derives an optimal operation option, wherein the cost calculation unit includes a price of gas fuel used in a main engine for propulsion of the ship and a cost for operation of the ship. It is characterized in that the cost for the operation option is calculated in consideration of the price of oil fuel used in the boiler.

Specifically, the navigation calculator further includes a navigation condition determining unit for determining ship speed and horsepower for each navigation option based on the external environment information, and the cost calculator calculates a cost consumed for horsepower of each navigation option. By calculating, the optimal flight option can be derived.

Specifically, the navigation information may include at least one of a voyage distance of the ship, departure/arrival port information, arrival time, marine environment, and electricity usage plan.

Specifically, the navigation condition determination unit calculates an expected arrival time according to the ship speed of each navigation option based on the navigation information, and the navigation calculation unit uses the arrival time of the navigation information as a constraint condition for the expected arrival time. By doing so, the plurality of flight options may be filtered.

Specifically, the navigation option may include RPM of the main engine.

Specifically, the information input unit stores an operation scenario of the boiler in which the amount of oil fuel used per horsepower is allocated, and the cost calculation unit calculates the cost by considering the price of the oil fuel based on the operation scenario.

Specifically, the cost calculator may calculate the cost by further considering the price of pilot fuel used in the main engine.

A ship according to an aspect of the present invention is characterized in that it includes the operation management system.

The operation management system according to the present invention and a ship including the same can ensure navigation efficiency by calculating the minimum value of heel, which is gas fuel that is not unloaded for the purpose of ballast navigation fuel.

In addition, the operation management system and the ship including the same according to the present invention can accurately manage the amount of boil-off gas generated in the gas fuel storage tank, thereby solving the problem of being equipped with an excessive boil-off gas treatment facility.

In addition, the operation management system according to the present invention and a ship including the same can calculate the optimal route and optimum RPM considering the fact that dual propulsion is performed with gas fuel in addition to oil fuel, considering the cost of gas fuel together with external information. there is.

In addition, the operation management system according to the present invention and a ship including the same can identify heat flowing into the gas fuel storage tank through the cofferdam, predict the amount of boil-off gas generated in the gas fuel storage tank, and effectively cope with it.

1 is a side view of a vessel 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 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 cross-sectional view of a ship to which an operation management system according to a fourth embodiment of the present invention is applied.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In adding reference numerals to components of each drawing in this specification, it should be noted that the same components have the same numbers as much as possible, even if they are displayed on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In this specification, 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 phase, and oil fuel means heavy oil, light oil, kerosene, etc. having a boiling point higher than room temperature.

1 is a side view of a vessel according to the present invention;

Referring to FIG. 1 , a ship 1 according to the present invention is applied with an operation management system to be described later, and may be a gas fuel carrier. For 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 may be arranged side by side in a plurality in the forward and backward 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 main propulsion engine 20 provided at the stern of the ship 1, and may perform the function of a cargo tank depending on the type of ship. may be

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

However, gas fuel for propulsion is required even during a ballast voyage, which is when the ship 1 that has finished unloading moves to a loading area for loading gas fuel again. Therefore, in at least one of the gas fuel storage tanks 10, a small amount of gas fuel for ballast navigation remains unloaded, and at this time, a small amount of gas fuel is referred to as a heel.

In addition, in order to refill the gas fuel in the gas fuel storage tank 10 in an empty state after all the gas fuel has been unloaded, a cool-down must be preceded. It can be supplied and done.

However, when the cool-down is performed in the anchored state of the ship 1, the anchoring time is delayed by the cool-down time, wasting costs and lowering operational efficiency. Therefore, in recent years, gas fuel is left in one gas fuel storage tank 10, and by using this, the cool-down of another gas fuel storage tank 10 is implemented in advance before the ship 1 arrives at the loading site. do.

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

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

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

However, since the reinforcing material installed in the cofferdam 11 cannot withstand the cryogenic temperature, the cofferdam 11 needs heating to protect the reinforcing material. Therefore, the cofferdam 11 can be heated to a set temperature using various heat sources that are not limited to seawater, air, steam, etc. At this time, 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 each drawing.

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

Referring to FIGS. 2 and 3 , the operation management system according to the first embodiment of the present invention includes a hill calculation unit 100 .

The heel calculation unit 100 calculates a minimum heel of the gas fuel storage tank 10 during ballast navigation of the ship 1. As described above, the heel means gas fuel required for ballast sailing. Since the heel remains unloaded from the gas fuel storage tank 10, excessive heels impede the interests of shipping companies.

Therefore, the present invention can maximize the profit of the shipping company by calculating the minimum heel and ensuring that the gas fuel is sufficiently loaded and unloaded accordingly. However, the minimum heel calculated in this embodiment may be for pre-cooldown before anchoring in addition to propulsion during ballast sailing.

The hill calculation unit 100 can effectively calculate the minimum hill by considering all the variables affecting the course of the ship 1 sailing. To this end, the hill calculation unit 100 includes the information input unit 110, It includes a tank information storage unit 120, a required fuel calculation unit 130, and a height calculation unit 140.

The information input unit 110 receives operation information of the ship 1 . At this time, the navigation information includes at least one of the voyage distance of the ship 1, departure and arrival port information, arrival time, marine environment, and electricity usage plan, and in addition, the amount of gas fuel to be consumed for ballast navigation and cool-down is identified. It can include all factors that can be considered.

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

The information input unit 110 may include the specification information of the ship 1 itself. At this time, the specification information may include all of the test run results, model test results, and 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 . Calculation of the minimum hill may be performed in units of flow rate, and in order to match it to the gas fuel storage tank 10, a storage flow function for the loading height of the gas fuel storage tank 10 is required.

The loading amount of the gas fuel storage tank 10 is checked by the loading height, but since the shape of the gas fuel storage tank 10 may not be a rectangular parallelepiped, the loading height and loading amount do not appear linearly proportional.

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

The required fuel calculation unit 130 calculates the required amount of gas fuel during navigation based on the operation information. In the case of ballast voyage to the loading point after unloading gas fuel, the amount of gas fuel used for propulsion and gas fuel used for internal power generation of the ship 1 can be calculated based on operational information.

For example, the amount of gas fuel used for propulsion can be calculated based on navigation information such as voyage distance, departure and arrival port information, and arrival time. can be calculated based on

However, in the process of calculating the amount of gas fuel used for propulsion, the marine environment can be considered together. can be reflected in

In addition, the required fuel calculation unit 130 may further calculate gas fuel used for cool-down during the ballast voyage, in addition to gas fuel used for the ballast voyage. Since the gas fuel storage tank 10 is provided in plurality, the minimum heel can be used for cool-down of the fully unloaded gas fuel storage tank 10 without the minimum heel being stored.

As described above, since cool-down may be performed before arrival at the shipping destination, the required fuel calculation unit 130 may calculate the required amount of gas fuel by considering the cool-down information in addition to flight information.

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

The required fuel calculation unit calculates the amount of gas fuel required for ballast navigation based on the navigation information, calculates the amount of gas fuel required to perform the cool-down in advance based on the cool-down information, and calculates the minimum heal by adding them up. can do.

At this time, since the calculated minimum hill is calculated in flow rate units, in order to actually load the gas fuel storage tank 10 with the minimum hill, it needs to be converted into a loading height, so the height calculation unit 140 is utilized.

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

That is, this embodiment calculates the minimum hill in advance in consideration of the voyage plan of the ship 1 and the specifications of the ship 1, and allows unloading to be performed leaving only the calculated minimum hill, thereby maximizing the operation of the ship 1. of profits can be made.

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

A crew member can first select an operation mode. In the case of a manual plan, operation information such as voyage distance, arrival time, sea margin, and electricity usage plan can be manually input.

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

If enough navigation information is collected, the amount of gas fuel required for navigation can be calculated. Also, based on the cooldown information, the amount of gas fuel required for cooldown is calculated.

By summing up the amount of gas fuel calculated in this way, the total amount of gas fuel required for a ballast voyage can be calculated, which is not excessive and is an appropriate heel, and becomes a minimum heel.

At this time, the minimum hill is output by converting the unit from the flow rate to the height in consideration of the shape of the gas fuel storage tank 10 and the like. Accordingly, the crew member can perform loading and unloading in consideration of the loading height corresponding to the minimum heel, thereby realizing efficient operation of the ship 1 .

4 is a conceptual diagram illustrating 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 the third embodiment of the present invention.

Referring to FIG. 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 consumer via the gas fuel supply unit 30, and the consumer is the main engine. (20) (ME-GI, XDF, etc.), power generation engine 21 (DFDE, etc.), GCU 22, boiler 41, and the like.

However, when the ship 1 is a gas fuel carrier, as shown in FIG. 4, the boiler 41 is provided as a type that operates only with the oil fuel stored in the oil storage tank 40, and the boiler 41 in the gas fuel storage tank 10 The furnace may omit the supply of gas fuel, but is not limited thereto.

The gas fuel supply unit 30 may supply boil-off gas and liquefied gas stored in the gas fuel storage tank 10 to a consumer. Gas fuel may be stored as a liquid in the gas fuel storage tank 10, but may spontaneously evaporate due to factors such as external heat penetration.

Hereinafter, liquid gas fuel stored in the gas fuel storage tank 10 is referred to as liquefied gas, and gaseous fuel naturally evaporated in the gas fuel storage tank 10 is referred to as boil-off gas.

The gas fuel supply unit 30 basically supplies the boil-off gas of the gas fuel storage tank 10 to the consumer, and can supplementally supply the liquefied gas of the gas fuel storage tank 10 to the consumer, but the opposite is also possible .

The gas fuel supply unit 30 includes a boil-off gas supply line 31 connected from the gas fuel storage tank 10 to a consumer in order to supply boil-off gas, and the boil-off gas supply line 31 is a gas fuel supply line 31 to a plurality of consumers. It can be branched based on the branching point to branch supply. 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 of each other in the gas fuel storage tank 10, but when the boil-off gas supply is the main liquefied gas supply line 34 is the demand side. It can be joined to the boil-off gas supply line 31 upstream.

In the boil-off gas supply line 31, configurations for compressing or cooling/heating the already vaporized boil-off gas to meet the demand pressure and required temperature may be provided.

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

The boil-off gas compressor 32 may compress the boil-off gas according to the required pressure of the main engine 20 among the demand pressures. However, since the required pressures of the main engine 20 and the power generation engine 21 may be different, the pressure of the boil-off gas is applied to the power generation engine 21 between the power generation engines 21 at the branch points of the boil-off gas supply line 31. A pressure adjusting means (not shown) for matching may be added.

A vaporizer 35 for forcibly vaporizing the liquefied gas may be provided in the liquefied gas supply line 34, and the liquefied gas vaporized in the vaporizer 35 may be delivered to the boil-off gas supply line 31 and supplied to the customer. there is.

In addition, in order to prepare for demand places sensitive to methane number during operation (especially power generation engine 21, etc.), downstream of the vaporizer 35 in the liquefied gas supply line 34, a heavy carbon separator ( 36) can 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 customer, so that the liquefied gas supply line (34 ), a gas heater 37 may be provided downstream of the heavy carbon separator 36 to heat the liquefied gas from which heavy carbon is separated to a required temperature.

In this way, the present embodiment can supply the liquefied gas and / or boil-off gas stored in the gas fuel storage tank 10 to the demand side. However, the evaporation gas generated in the gas fuel storage tank 10 increases the internal pressure of the gas fuel storage tank 10, which is a problem.

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

That is, in order to prepare for boil-off gas generated from the gas fuel storage tank 10, boil-off gas treatment equipment such as a GCU 22 and a re-liquefaction device should be provided. Since the amount of gas could not be accurately determined, the boil-off gas treatment equipment was designed with excessive specifications (over spec design).

However, the present invention records and manages the generation history of boil-off gas and allows it to be reflected in later design, so that boil-off gas treatment equipment is not overspecified and excessive investment can be suppressed. 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 , this embodiment includes an evaporation management unit 200 . The evaporation management unit 200 manages the natural evaporation of gas fuel in the gas fuel storage tank 10, and includes an information input unit 210, a consumption measurement unit 220, a forced evaporation measurement unit 230, a natural evaporation calculation unit ( 240).

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

For example, the external environment information may be at least one of outdoor temperature and seawater temperature. This external environment information enables matching and management of a history of generation of boil-off gas according to the external environment.

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 amount of the gas fuel storage tank 10, and in addition, all factors that affect the generation of boil-off gas, such as the type and insulation structure of the gas fuel storage tank 10 can include

The consumption amount measurement unit 220 is provided downstream of the branch point in the boil-off gas supply line 31, respectively. The consumption measurement unit 220 may be a mass flow meter, and may measure the amount of gas fuel delivered to a consumer consuming 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 consumer, and sums them up to calculate the amount of gas fuel consumed by the total consumer. At this time, the gas fuel may be a boil-off gas and further include liquefied gas.

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

The forced evaporation amount measurement unit 230 may be provided at any one of the upstream and downstream of the vaporizer 35, and may be provided at both points as well. In this case, leakage of the vaporizer 35 can be detected through the occurrence of a 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 amount measuring unit 230 from the measured value of the consumption amount measuring unit 220 . The amount of gas fuel measured by the consumption measurement unit 220 is the amount of liquefied gas added to the boil-off gas, and the amount measured by the forced evaporation measurement unit 230 is the amount of liquefied gas.

Therefore, by subtracting the measured value of the forced evaporation amount measuring unit 230 from the measured value of the consumption amount 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 can accurately check the amount of evaporation gas through the above method.

At this time, the evaporation management unit 200 may match and manage external environment information of the ship 1 and state information of the gas fuel storage tank 10 to the natural evaporation calculated above. That is, this embodiment clearly checks the amount of evaporation gas discharged from the gas fuel storage tank 10 and checks whether or not the specifications of the evaporation gas treatment equipment in the current ship 1 are excessive. It can help in the optimal design of boil-off gas treatment equipment in the future design.

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 navigation calculator 300 that calculates an optimal navigation option for the ship 1 .

At this time, the optimal navigation option may mean an optimal route or an optimum RPM, and hereinafter, it is assumed that the navigation option means the RPM of the main engine 20 for convenience.

The flight calculation unit 300 includes an information input unit 310 , a navigation generator 320 , a navigation condition determination unit 330 , and a cost calculation unit 340 .

The information input unit 310 may receive operation information of the ship 1, external environment information, and the like, and may receive input of all elements required to achieve the purpose of the present embodiment, similarly to the configuration in the previous embodiment.

In particular, the information input unit 310 of the present embodiment may store operating scenarios of the boiler 41 in which the amount of oil fuel used for each horsepower is allocated. As shown in FIG. 4, when the ship 1 of the present embodiment is a gas fuel carrier, the boiler 41 may be provided in a type that operates with oil fuel stored in the oil storage tank 40, for example, the main engine ( When the horsepower of 20) is low, since the amount of steam generated by the economizer becomes insufficient as the displacement volume decreases, a scenario in which the operation load of the boiler 41 increases may be stored.

In addition, the operating scenario of the boiler 41 may be set in consideration of the case where steam generated in the boiler 41 is used to forcibly vaporize liquefied gas. That is, when the supplementary amount of liquefied gas is estimated in consideration of the amount of boil-off gas that can be estimated due to external environment information or the loading amount of the gas fuel storage tank 10 and the horsepower of the main engine 20, the estimated replenishment amount of liquefied gas Based on the operation load of the boiler 41 can be set and stored.

The navigation generator 320 generates a plurality of navigation options for the ship 1 based on the navigation information. At this time, the flight options refer to flight options that can be selected according to flight information, and economic feasibility, such as low cost, has not been evaluated.

The navigation generation unit 320 may generate a plurality of RPMs. At this time, among the generated RPMs, there may be cases in which the arrival time included in the navigation information cannot be matched due to external variables such as the marine environment. In this case, navigation conditions are determined. It may be filtered in section 330.

The navigation condition determination unit 330 may determine the ship speed and horse power based on external environment information for each navigation option. When a navigation option is presented by the navigation generation unit 320, the navigation condition determining unit 330 may estimate the ship speed and horsepower expressed in the navigation option based on the marine environment included in the navigation information.

At this time, the navigation condition determining unit 330 may calculate the expected arrival time according to the ship speed of each navigation option based on the navigation information, and the navigation calculator 300 sets the arrival time of the navigation information to the expected arrival time as a constraint condition. As a result, it is possible to filter a plurality of flight options.

Of course, this filtering process may be performed in advance by the navigation generation unit 320 itself, and in this case, the navigation condition determining unit 330 may determine only the horsepower for the presented navigation options.

The cost calculation unit 340 calculates the cost of each flight option to derive an optimal flight option. In particular, the cost calculation unit 340 may evaluate the economic feasibility of the navigation option in consideration of the fact that the present invention uses both gas fuel and oil fuel.

Specifically, the cost calculator 340 is the price of gas fuel used in the main engine 20 for propulsion of the ship 1 and the price of oil fuel used in the boiler 41 for the operation of the ship 1 Considering , the cost of the flight option can be calculated.

In the case of propulsion with oil fuel rather than gas fuel, it would be sufficient if only the price of oil fuel was considered, but in the present invention, since the boiler 41 is driven by oil fuel and the main engine 20 is driven by gas fuel, The function in the cost part will be different.

That is, the flight calculation unit 300 calculates the cost consumed for the horsepower of the flight option while placing as a constraint whether the expected arrival time of the flight option does not exceed the arrival time of the flight information, and the case where the cost is minimized is the objective function. Thus, the most economical flight option can be selected.

At this time, the cost calculation unit 340 considers the price of gas fuel for the gas fuel consumption of the main engine 20 estimated based on the horsepower determined from the operating condition determination unit 330, and the information input unit 310 stores the The total fuel cost may be calculated by considering the price of oil fuel in the oil fuel consumption of the boiler 41 estimated based on the operation scenario of the boiler 41 .

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

The pilot fuel may be of the same type as oil fuel (HFO, etc.) or a different fuel (MGO, etc.), and the ratio (by load) of the pilot fuel used in the main engine 20 is stored in advance in the information input unit 310. A may be utilized when the cost calculation unit 340 calculates the cost.

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 the input of navigation information, and then determines ship speed and horsepower by considering external environment information for each navigation option will do

At this time, the vessel speed is used to filter flight options, and the expected arrival time is confirmed and compared with the requested arrival time in the flight information, and flight options that cannot meet the arrival time can be excluded regardless of economic feasibility.

Horsepower, on the other hand, is used to evaluate the economics of operating 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 operated with gas fuel and pilot fuel, and the boiler 41 is operated with oil fuel, it is possible to estimate the cost of the operation option by considering the prices of different fuels.

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

Since the power generation engine 21 can be driven with either gas fuel or oil fuel through DFDE, the cost calculation unit 340 can conversely suggest an optimal fuel ratio for the power generation engine 21 . That is, when the optimal operation option is selected for the main engine 20 and the boiler 41, the cost calculation unit 340 optimizes and presents the gas fuel ratio in the power generation engine 21 on the premise of the optimal operation option can do.

Through filtering by arrival time and economic evaluation by cost calculated by fuel price, this embodiment can determine the optimal flight option among several flight options. Through this, this embodiment does not use only oil fuel, Even when gas fuel is used for propulsion, optimal operation can be realized.

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 estimation unit 400 . In this embodiment, effects such as fuel efficiency improvement can be obtained by relatively accurately predicting boil-off gas generated in the gas fuel storage tank 10 . In addition, the amount of evaporation predicted in this embodiment may be used in combination with other previous embodiments.

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

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

The cofferdam temperature calculation unit 420 calculates the temperature of the cofferdam 11 arranged to contact the gas fuel storage tank 10 in front and rear. The cofferdam temperature calculator 420 will be described with reference to FIG. 9 .

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

Referring to FIG. 9, the cofferdam temperature calculation unit 420 is a portion of the cofferdam 11 in contact with the atmosphere (A), a portion in contact with the gas fuel storage tank 10 (B, D, F), and a portion in contact with seawater It is divided into (C, E, G), and the temperature of each part is calculated by assuming thermal equilibrium.

As an example, in the case of A in the cofferdam 11, it will be affected by the outside air temperature, and in the case of B, D, and F, it will be affected by the temperature of the gas fuel stored in the gas fuel storage tank 10, C, E, It can be seen that G will be affected by the external seawater temperature.

In this way, if the temperature that affects the cofferdam 11 is set as an input and thermal equilibrium is assumed, it is possible to create a simultaneous decision equation 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) placed at the front, the rear side is in contact with the gas fuel storage tank (10), but the front side is in contact with the space inside the bow (fore line store, fore peak tank, etc.) Therefore, the temperature of the interior space of the bow can be used as an input in addition to the temperature of the gas fuel.

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

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

However, as described in FIG. 1, since the cofferdam 11 is maintained above the set temperature in consideration of durability of the reinforcing material, etc., when the temperature of the cofferdam 11 calculated above is less than the set temperature, the cofferdam temperature calculator 420 ) may output the set temperature 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 thermal resistance generated by the thermal insulation structure of the gas fuel storage tank 10, the heat transfer calculation unit 430 utilizes the physical properties of the thermal insulation material in the thermal insulation structure to determine thermal resistance through thermal conductivity that varies with temperature. It can be provided with a function that can be obtained.

The function provided in this way 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 of the outer surface of the gas fuel storage tank 10 .

Specifically, the heat transfer calculation unit 430 calculates the outer surface of the gas fuel storage tank 10 in consideration of the fact that the circumference of the gas fuel storage tank 10 is surrounded by the double partition 12, which is the ballast water storage space. The part in contact with the atmosphere (the upper part of the ballast water among the left and right outer surfaces), the part in contact with the cofferdam 11 and / or the part in contact with seawater (front and rear surfaces), etc. (the part in contact with the ballast water (the lower part of the ballast water among the left and right outer surfaces) may be further partitioned), and the heat transfer amount for each part can be calculated.

However, since ballast water may not be loaded in a fully loaded sailing state with gas fuel, the heat transfer calculation unit 430 determines the outer surface of the gas fuel storage tank 10 in contact with the atmosphere and Calculation may be performed by partitioning only the part 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 up the heat transfer amounts of each part. The heat transfer calculation unit 430 may calculate the heat transfer amount transferred to each of the plurality of gas fuel storage tanks 10 provided, and the total heat transfer amount transferred to all gas fuel storage tanks 10 installed in the ship 1. can also be calculated.

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

The natural evaporation amount estimation unit 440 calculates the natural evaporation amount due to the heat transfer amount. At this time, the calculation can be performed assuming that the latent heat of gas fuel is fixed.

The natural evaporation amount estimation unit 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 state information of the gas fuel storage tank 10 .

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

If the loading amount is small, there may not be much evaporation, and if the pressure is high, the boiling point may increase and evaporation may also be small, so the natural evaporation estimation unit 440 may consider the above matters in the calculation process.

Alternatively, when the heat transfer amount is calculated by adding up all of the plurality of gas fuel storage tanks 10 provided in the ship 1, the natural evaporation estimation unit 440 can estimate the natural evaporation amount that occurs in the entire ship 1 there is.

In this way, the present embodiment can relatively accurately estimate the amount of evaporation that will occur in the gas fuel storage tank 10 using the temperature on the outer surface of the gas fuel storage tank 10 as an input, thereby enabling efficient operation to reduce costs and Effects such as increased fuel efficiency can be obtained.

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

Although the present invention has been described in detail through specific examples, this is for explaining the present invention in detail, the present invention is not limited thereto, and within the technical spirit of the present invention, by those skilled in the art It will be clear that the modification or improvement is possible.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific protection scope of the present invention will be clarified by the appended claims.

1: ship 10: gas fuel storage tank
11: cofferdam 12: double bulkhead
20: main engine 21: power generation engine
22: GCU 30: gas fuel supply unit
31: boil-off gas supply line 32: boil-off gas compressor
33: boil-off gas cooler 34: liquefied gas supply line
35: vaporizer 36: heavy carbon separator
37: gas heater 40: oil storage tank
41: boiler 100: hill output unit
110: information input unit 120: tank information storage unit
130: required fuel calculation unit 140: height calculation unit
200: evaporation management unit 210: information input unit
220: consumption measurement unit 230: forced evaporation measurement 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 prediction unit 410: information input unit
420: cofferdam temperature calculation unit 430: heat transfer amount calculation unit
440: natural evaporation estimation unit

Claims (8)

A gas fuel storage tank for storing gas fuel used for propulsion of ships; and
Includes a navigation calculation unit for calculating the optimal navigation option of the ship,
The flight calculation unit,
an information input unit for receiving operation information and external environment information of the vessel;
a navigation generator generating a plurality of navigation options for the ship based on the navigation information; and
A cost calculation unit that calculates the cost for each of the flight options and derives an optimal flight option;
The cost calculator,
Calculate the cost of the navigation option in consideration of the price of gas fuel used in the main engine for propulsion of the ship and the price of oil fuel used in the boiler for the operation of the ship,
The information input unit stores an operating scenario of the boiler in which the amount of oil fuel is allocated for each operating load,
The operating scenario of the boiler is set in consideration of the case where steam generated in the boiler is used to forcibly vaporize liquefied gas, through the amount of boil-off gas generated due to the loading of the gas fuel storage tank and the specifications of the main engine. The operating load of the boiler is set and stored based on the estimated replenishment amount of liquefied gas,
The operation management system, characterized in that the cost calculation unit calculates the cost in consideration of the price of the oil fuel based on the operation scenario. The method of claim 1, wherein the flight calculation unit,
Further comprising a navigation condition determining unit for determining ship speed and horsepower based on the external environment information for each of the navigation options,
The operation management system, characterized in that the cost calculation unit derives the optimal operation option by calculating the cost consumed for the horsepower of each of the operation options. The method of claim 2, wherein the flight information,
The operation management system comprising at least one of the voyage distance of the vessel, information on the port of departure and arrival, arrival time, marine environment, and electricity usage plan. According to claim 3,
The navigation condition determining unit calculates an expected arrival time based on the ship speed of each navigation option based on the navigation information;
The operation management system according to claim 1 , wherein the flight calculation unit filters the plurality of flight options using an arrival time of the flight information as a constraint condition with respect to the expected arrival time. The method of claim 1, wherein the flight option,
Operation management system comprising the RPM of the main engine. The method of claim 1, wherein the cost calculator,
An operation management system, characterized in that for presenting an optimal gas fuel ratio in a power generation engine that can be driven by gas fuel or oil fuel on the premise of the optimal operation option selected in consideration of the operation of the main engine and the boiler. The method of claim 2, wherein the cost calculator,
The operation management system, characterized in that for calculating the cost by further considering the price of the pilot fuel used in the main engine. A ship comprising the operation management system of any one of claims 1 to 7.

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