KR20200002522A - System and method for providing optimized speed of a vessel and computer-readable recording medium thereof - Google Patents

Abstract

According to one embodiment of the present invention, a system for deriving an optimized sailing speed of a ship relates to a device for deriving an optimized sailing speed of a ship, which simulates or test-drives a sailing process of a ship having a storage tank storing liquefied natural gas and a dual fuel engine using the liquefied natural gas as fuel gas of the ship or capable of sailing through fuel oil of the ship and analyzes real sailing performance of the ship, thereby deriving the optimized sailing speed of the ship, and a system, which derives the optimized sailing speed of the ship by a device database in which various data of the device for deriving an optimized sailing speed of a ship is stored.

Description

SYSTEM AND METHOD FOR PROVIDING OPTIMIZED SPEED OF A VESSEL AND COMPUTER-READABLE RECORDING MEDIUM THEREOF}

The present invention simulates or commissions a ship's flight process, analyzes the actual flight performance of the ship, and thereby derives the optimal flight speed system and method for deriving the optimum flight speed of the ship, and executes the method on a computer. A computer readable recording medium having recorded thereon a computer program therefor.

High oil prices have resulted in evaluating the economic efficiency of ships in terms of fuel consumption, which has raised demand from ship owners for higher efficiency ships.

Recently, discussions on the application of the Energy Efficiency Design Index (EEDI), Energy Efficiency Operational Indicator (EEOI) and Energy Efficiency Management Plan (EEMP) have been discussed. , IMO). In particular, the regulations of the International Organization for Standardization have been updated to evaluate the performance of ships in consideration of the energy efficiency index from the stage of ship construction and commissioning.

The point is not to judge the minimum required capability of the ships specified in the contract and requirements specification based on the results of the model test and the test run, but to estimate the actual performance of the ship that will operate under various environmental conditions.

This change is based on the demand of ship owners who want to verify the performance of the ship, considering the various environmental and operating conditions, and the estimation and verification of the ship performance. It is in line with the technology development direction of each shipyard that has conducted research.

As a result of the high oil price, the issue of improving the operational efficiency of the ship has emerged as a major agenda, and various approaches have been taken to monitor the operational data of the vessel and to estimate the actual performance of the vessel.

Frequently, shipping companies that operate fleets monitor the operational status of many ships and then take a statistical approach from the perspective of big data.However, shipyards use element technologies such as resistance, propulsion, movement, and maneuvering for initial design. From this point of view, there is a need for research on techniques for physically estimating ship performance.

In addition, there is a demand from ship owners to estimate the speed at which the vessel can operate in the most economical manner, as well as the estimation of the solid line operating performance.

The present invention has been made in order to solve the above technical requirements, the object of the present invention is to derive the operating cost based on the physical basis of the resistance, magnetic port, motion, steering, etc. of the ship and through this to derive the optimum operating speed The present invention provides a computer-readable recording medium having recorded thereon a system and method for deriving an optimum speed of a ship, and a computer program for executing the method on a computer.

According to an aspect of the present invention, there is provided a system for optimizing an operating speed of a ship, comprising a storage tank for storing liquefied natural gas and using the liquefied natural gas as a fuel gas of a vessel or a fuel system of a vessel. Simulate or test the operation process of the ship, including the analysis of the actual operating performance of the vessel and through this to derive the optimum operating speed of the vessel to derive the optimum operating speed of the vessel and various kinds of the optimum operating speed derivation apparatus of the vessel A system for deriving the optimum operating speed of the vessel by a device database in which data is stored, wherein the apparatus database is extracted from the AIS data or solid-state measurement data collected from the AIS or solid line measurement device to analyze the operational performance of the vessel. Operation information, according to the operation route of the vessel Marine environment information, flight command speed of the vessel, fuel oil consumption (SFOC) information per engine output, pilot fuel oil consumption (SPOC) information per engine output, fuel gas consumption (SGC) information per engine output, fuel gas Price information and fuel oil price information is stored, and the optimum navigation speed deriving device of the ship, the marine environment information according to the navigation route of the vessel, the navigation information extracted from the AIS data or the solid line measurement data, the The engine's RPM is derived by performing simulation according to the ship's flight path using a steering command equation that can simulate the ship's flight command speed and the dynamic characteristics of the ship, and the engine from the derived engine's RPM. Calculates the output of the engine output, fuel oil consumption (SFOC) information per output of the engine, pilot fuel oil per output of the engine Calculate fuel oil consumption, pilot fuel oil consumption and fuel gas consumption through SPOC information and SGC information per engine output, and calculate the fuel oil consumption, the pilot fuel oil consumption and the fuel gas. It calculates the operation cost according to the operation command speed of the vessel through the consumption amount, the price information of the fuel gas and the price information of the fuel oil, and compares the operation cost according to the operation command speed of the vessel to determine the lowest operation command speed It is characterized by deriving at the optimum operating speed of the vessel.

In addition, the navigation information extracted from the AIS data or the solid line measurement data may be the position, bow angle and draft of the vessel.

In addition, the marine environment information according to the operation route of the vessel may be information about wind and waves obtained by the ECMWF.

The price information of the fuel gas and the price information of the fuel oil may be based on a predetermined date existing between a departure date and an arrival date of the flight information extracted from the AIS data or the solid line measurement data.

In addition, the price information of the fuel gas and the price information of the fuel oil is price information based on the departure date of the flight information extracted from the AIS data or the solid line measurement data, and extracted from the AIS data or the solid line measurement data It may be an average value of price information based on the arrival date of the flight information.

In addition, the steering motion equation, the longitudinal dynamic fluid force acting on the hull, propeller and rudder of the ship, the lateral fluid fluid force acting on the hull and rudder of the ship, and the hull and rudder of the ship To calculate the dynamic fluid force in the yaw direction, each dynamic fluid force acting on the ship is composed of a hull, a propeller and a rudder for each of the hulls, propellers and rudders. It may be an equation.

In addition, the apparatus for deriving the optimum operating speed of the vessel, the initial command position of the vessel, the initial position, initial bow angle and the initial draft of the vessel extracted from the AIS data or the solid line measurement data is set to the initial conditions, Setting a target point of the vessel from the AIS data or the solid line measurement data, calculating a rudder angle for moving to the target point under the initial conditions, determining whether the current draft of the vessel is equal to the initial draft, and If the current draft and the initial draft of the vessel are the same as the result of the determination, the steering performance equation and the coefficient information and the calculated rudder angle are used to simulate the operating performance of the vessel, and as a result of the determination, the current of the vessel If the draft and the initial draft are different, the coefficient of the control equation is re-estimated empirically The estimated coefficient information, the steering motion equation, and the calculated rudder angle can be used to simulate the flight performance of the vessel.

In addition, the device for deriving the optimum operating speed of the vessel, by changing the rudder angle of the rudder at the calculated rudder angle, the engine RPM based on the longitudinal and transverse directions received by the vessel moving to the target point and the yaw moment Can be derived.

In addition, further comprising a GCU to incinerate the BOG generated in the storage tank, the BOR information of the storage tank is further stored in the device database, the device for deriving the optimum operating speed of the vessel, incinerated through the GCU Calculate the incineration amount of the BOG, calculate the additional operation cost according to the operation command speed of the vessel through the incineration amount of the BOG and the fuel gas price information, the additional operation cost to the operation cost according to the operation command speed of the vessel The final operation cost according to the operation command speed of the ship is calculated by summing up, and the lowest operation command speed can be derived as the optimum operation speed of the ship by comparing the final operation cost according to the operation command speed of the ship.

In addition, the device for deriving the optimum operating speed of the vessel, by using the BOR information of the storage tank, when the BOG occurs in the storage tank to increase the pressure of the storage tank, incineration of the BOG through the GCU, The incineration amount of the BOG incinerated through the GCU may be calculated by the condition that the GCU is not operated but the pressure in the storage tank satisfies a predetermined range when the pressure of the storage tank falls through the incineration. .

In addition, when the maximum allowable pressure of the storage tank exceeds 80%, the BOG is incinerated through the GCU, and when the incineration becomes less than 20% of the maximum allowable pressure of the storage tank, the GCU is not operated. The incineration amount of the BOG incinerated through the GCU may be calculated under the condition.

In addition, the BOR of the storage tank may be a value between 0.075% / day to 0.150% / day.

In addition, the method for deriving the optimum operating speed of the ship according to an aspect of the present invention, comprising a storage tank for storing liquefied natural gas and a dual fuel engine capable of operating the liquefied natural gas as fuel gas or through the fuel oil of the vessel As a method of deriving the optimum operating speed of the ship to analyze the actual operating performance of the ship by simulating or commissioning the ship's operating process and deriving the optimum operating speed of the ship, a control capable of simulating the dynamic characteristics of the ship A first step of setting an equation of motion; From the AIS data or solid line measurement data collected from the AIS or solid line measurement device, the navigation information is extracted to analyze the operation performance of the vessel, the marine environment information according to the route of the vessel is obtained, and the operation command speed of the vessel Inputting a second step; A third step of deriving the RPM of the engine by performing simulation according to the navigation route of the ship using the extracted navigation information, the obtained marine environment information, the input navigation command speed and the steering motion equation; A fourth step of calculating the output of the engine from the derived RPM of the engine; Fuel oil consumption through the calculated engine output, fuel oil consumption (SFOC) information per engine output, pilot fuel oil consumption (SPOC) information per engine output and fuel gas consumption (SGC) information per engine output, A fifth step of calculating pilot fuel oil consumption and fuel gas consumption; A sixth step of calculating the operating cost according to the operation command speed of the ship through the fuel oil consumption, the pilot fuel oil consumption, the fuel gas consumption, the fuel gas price information, and the fuel oil price information; And a seventh step of deriving the lowest operating command speed as the optimum operating speed of the ship by comparing the operating costs according to the operating command speed of the ship. Characterized in that it comprises a.

In addition, the navigation information extracted from the AIS data or the solid line measurement data may be the position, bow angle and draft of the vessel.

In addition, the marine environment information according to the operating route of the vessel may be information about wind and waves obtained from the ECMWF.

The price information of the fuel gas and the price information of the fuel oil may be based on a predetermined date existing between a departure date and an arrival date of the flight information extracted from the AIS data or the solid line measurement data.

In addition, the price information of the fuel gas and the price information of the fuel oil is price information based on the departure date of the flight information extracted from the AIS data or the solid line measurement data, and extracted from the AIS data or the solid line measurement data It may be an average value of the price information based on the arrival date of the flight information.

Further, the first step, the longitudinal fluid fluid force acting on the hull, propeller and rudder of the ship, the lateral fluid fluid force acting on the hull and rudder of the ship, and the hull and rudder of the ship To calculate the lateral fluid force and the directional fluid force in the yaw direction acting on the hull and the rudder of the ship, each dynamic fluid force acting on the ship is composed of a mathematical model for each hull, propeller and rudder, The equations verified through the model test results or the test run results may be set for the constructed mathematical model.

The third step may further include setting the operation command speed of the vessel and the initial position, initial bow angle, and initial draft of the vessel extracted from the AIS data or the solid line measurement data as initial conditions. ; Step 3-2 of setting a target point of the vessel among the AIS data or the solid line measurement data; Calculating a rudder angle for moving to the target point in the initial condition; And 3-4 determining whether the current draft and the initial draft of the vessel are the same. If the current draft and the initial draft of the vessel is the same as a result of the determination of step 3-4, and simulates the operating performance of the vessel by using the steering motion equation and coefficient information, and the calculated rudder angle If the current draft and the initial draft of the ship is different as a result of the determination of step 3-4, the coefficient information of the steering motion equation is re-estimated by empirical equation, the reestimated coefficient information and the steering motion equation, and the calculated The rudder angle can be used to simulate the flight performance of the vessel.

In addition, the third step to derive the RPM of the engine based on the longitudinal and transverse force received by the ship moving to the target point and the yaw moment by changing the rudder angle of the rudder to the calculated rudder angle It may include.

The method may further include calculating a incineration amount of the BOG incinerated through the GCU, and the sixth step may further include calculating a incineration amount of the BOG generated in the storage tank. The additional operation cost is calculated according to the operation command speed of the vessel through the fuel gas price information, the additional operation cost is added to the operation cost according to the operation command speed of the vessel and the final operation according to the operation command speed of the vessel Computing the cost, the seventh step, by comparing the final operating cost according to the operating command speed of the ship can derive the lowest operating command speed as the optimum operating speed of the ship.

In addition, the step of calculating the incineration amount of the BOG, using the BOR information of the storage tank, when the BOG occurs in the storage tank to increase the pressure of the storage tank incineration of the BOG through the GCU, The incineration amount of the BOG incinerated through the GCU may be calculated by the condition that the GCU is not operated but the pressure in the storage tank satisfies a predetermined range when the pressure of the storage tank falls through the incineration. .

In addition, the step of calculating the incineration amount of the BOG, in case of exceeding 80% of the maximum allowable pressure of the storage tank, incinerates the BOG through the GCU, 20% of the maximum allowable pressure of the storage tank through the incineration If less than, the incineration amount of the BOG incinerated through the GCU may be calculated on the condition that the GCU is not operated.

In addition, the BOR of the storage tank may be a value between 0.075% / day to 0.150% / day.

In addition, a computer-readable recording medium having a computer program recorded thereon for executing the method for deriving an optimum route of a ship according to the present invention can be provided.

According to an embodiment of the present invention, by using the traditional element technology, such as the resistance, magnetic port, motion, steering of the ship to derive the operating cost of the ship based on the physical basis and compare the operating cost to the optimum operating speed of the ship Can be derived.

In addition, the ship's flight performance is analyzed using AIS data or real ship measurement data collected from the AIS or solid line measurement device using the steering motion equation that can simulate the ship's flight information, marine environment information and dynamic characteristics of the ship. can do.

In addition, the operating cost of the vessel can be derived based on an objective criterion through the analysis of the operating performance of the vessel, so that it is possible to respond to the needs of various ship owners.

In addition, the fuel oil consumption, pilot fuel oil consumption and fuel gas consumption in the vessel including a double fuel engine capable of using liquefied natural gas as the fuel gas of the vessel or can operate through the fuel oil of the vessel, the fuel gas price information The operating cost can be calculated by using the price information of fuel oil and fuel oil, and thus the optimum operating speed can be derived in consideration of both the performance and economic aspects of the ship.

In addition, in the case of ships carrying liquefied natural gas, the operation of gas combustion unit (GCU) for the incineration of boil-off gas (BOG), which is a natural vaporization gas, is further considered, so that the objective operation cost of liquefied natural gas carriers can be improved. It is possible to derive the optimum operating speed through this.

1 is a view showing a schematic configuration of a system for deriving an optimum operating speed of a ship according to the present invention.
2 is a view showing a method for deriving the optimum operating speed of the ship according to the present invention.
3 is a view showing the operating route of the ship according to an embodiment of the present invention.
4 is a view showing the marine environment information according to the operating route of the ship according to an embodiment of the present invention.
5 is a view comparing the results of performing a simulation according to the operating route of the ship according to an embodiment of the present invention and the operating route operated by the actual ship.
6 is a view showing the operating speed of the vessel by performing a simulation according to the navigation route of the vessel according to an embodiment of the present invention.
7 is a view showing the relationship between the operating speed of the vessel, the average RPM, the average output by performing a simulation according to the operating route of the ship according to an embodiment of the present invention.
8 is a view showing fuel gas price information and fuel oil price information of a ship according to an embodiment of the present invention.
9 is a view comparing the operating costs according to the operating command speed of the ship according to an embodiment of the present invention.
10 is a view showing a scenario according to the pressure of the storage tank for storing the liquefied natural gas according to an embodiment of the present invention.
11 is a view comparing the operating costs according to the speed of the liquefied natural gas carrier according to an embodiment of the present invention.
12 is a view showing the amount of residual cargo (when arriving at destination) according to the speed of the liquefied natural gas carrier according to an embodiment of the present invention.

As the present invention allows for various changes and numerous embodiments, particular embodiments will be illustrated in the drawings and described in detail in the written description.

However, this is not intended to limit the present invention to specific embodiments, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. In describing the drawings, similar reference numerals are used for similar elements.

When the term and / or appears, this includes any combination of a plurality of related description items or a plurality of related description items.

When a component is said to be “connected” or “connected” to another component, it may be directly connected to or connected to that other component, but it may be understood that other components may be present in the middle. Should be. On the other hand, when a component is said to be "directly connected" or "directly connected" to another component, it should be understood that there is no other component in between.

The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting of the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In the present application, the term “comprises” or “having” is intended to indicate that there is a feature, number, step, action, component part, or combination thereof described in the specification, and that one or more other features It should be understood that it does not exclude in advance the possibility of the presence or addition of numbers, steps, operations, components, parts or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art. Terms such as those defined in the commonly used dictionaries should be construed as having meanings consistent with the meanings in the context of the related art, and shall not be construed in ideal or excessively formal meanings unless expressly defined in this application. Do not.

Hereinafter, with reference to Figures 1 to 12 will be described in detail the system and method for deriving the optimum route of the ship according to an embodiment of the present invention.

1 is a view showing a schematic configuration of a system for deriving the optimum operating speed of the ship according to the invention, Figure 2 is a view showing a method for deriving the optimum operating speed of the ship according to the invention, Figure 3 is an embodiment of the present invention 4 is a view showing a navigation route of the ship according to an embodiment, Figure 4 is a view showing the marine environment information according to the navigation route of the ship according to an embodiment of the present invention, Figure 5 is according to an embodiment of the present invention FIG. 6 is a view comparing a result of performing a simulation according to a navigation route of a ship with a navigation route actually operated by a vessel, and FIG. 6 illustrates a navigation of a corresponding vessel by performing simulation according to a navigation route of a vessel according to an embodiment of the present invention. Figure 7 is a view showing the speed, Figure 7 shows the relationship between the operating speed of the vessel and the average RPM, the average output by performing a simulation according to the navigation route of the ship according to an embodiment of the present invention 8 is a view showing fuel gas price information and fuel oil price information of a ship according to an embodiment of the present invention, Figure 9 is a navigation according to the operation command speed of the ship according to an embodiment of the present invention Figure 10 compares the costs, Figure 10 is a view showing a scenario according to the pressure of the storage tank for storing the liquefied natural gas according to an embodiment of the present invention, Figure 11 is a liquefied natural gas according to an embodiment of the present invention Figure 12 is a view comparing the operating costs according to the speed of the carrier, Figure 12 is a view showing the amount of cargo (when arriving at the destination) according to the speed of the liquefied natural gas carrier according to an embodiment of the present invention.

In deriving the optimum operating speed of the ship according to an embodiment of the present invention, the target ship includes a double fuel engine capable of operating liquefied natural gas as fuel gas or through the ship's fuel oil. Accordingly, the vessel may be provided with a storage tank for storing liquefied natural gas, and such a storage tank may be applied with a storage tank for liquefied natural gas of known technology.

In addition, the storage tank may be a fuel tank for storing liquefied natural gas for fuel, in the case of a liquefied natural gas carrier ship may be a storage tank for storing liquefied natural gas for transport.

The fuel oil of the vessel may include Marine Gas Oil (MGO), Marine Diesel Oil (MDO), Heavy Fuel Oil (HFO), or a mixture thereof.

As shown in FIG. 1, the system for deriving an optimum operating speed of a ship according to an aspect of the present invention, simulates or commissions a ship's operating process, records the actual operating performance of the ship, and thereby determines the optimum operating speed of the ship. It is composed of an apparatus for deriving the optimum operating speed of the vessel for derivation and a device database for storing various data of the apparatus for deriving the optimum operating speed of the vessel.

The device database includes navigation information extracted from the AIS or solid line measurement device collected from the AIS or solid line measurement device to analyze the ship's operating performance, marine environment information according to the ship's route, the command speed of the ship, Fuel oil consumption (SFOC) information per engine output, pilot fuel oil consumption (SPOC) information per engine output, fuel gas consumption (SGC) information per engine output, fuel gas price information and fuel oil price information is stored have.

AIS is an automatic vessel identification device that collects AIS data of all vessels in operation. The collected AIS data of the vessel contains information such as current position, speed, and draft for each vessel time.

The AIS is a device that is mandatory on a ship of a certain size or more, and is a device for sharing flight information by transmitting flight information of its own ship and receiving flight information of another ship. Through this AIS, AIS data of other vessels can be acquired and used to enhance operational stability, and AIS data of currently moving vessels can be received even on land, and this can be built as a database to operate ships with AIS installed around the world for a certain period of time. It is possible to obtain information.

The solid line operation information obtained from shipyards and shipping companies includes all information that can be provided by AIS, and similar information can be obtained through a separate solid line measuring device.

The navigation information may be extracted from the AIS or the AIS data collected from the solid line measuring device or the solid line measuring data to analyze the operational performance of the vessel.

AIS data The extracted flight information includes static data, dynamic data, Voyage related data, and safety related messages.In static data, 1) IMO number, 1) Ship's position with accuracy indication and integrity status, 2) Time in UTC, 3) Speed over ground, Voyage related data 1) Ship's draft can be used. In addition, the same information may be collected through a separate solid line measurement device. Preferably, the navigation information for analyzing the navigation performance of the vessel among the AIS data or the solid line measurement data collected from the AIS or solid line measurement device may be the position, bow angle and draft of the vessel.

On the other hand, the marine environment information according to the operating route of the vessel may be information about the wind and waves on the operating route. Information on these winds and waves can be found in the European Center for Medium-Range Weather Forecasts (ECMWF), National Oceanic and Atmospheric Administration (NOAA), National Data Buoy Center (NDBC) It can be obtained from various sources such as), preferably from the ECMWF.

The operation command speed of a ship means the speed which is a standard of a ship in performing simulation according to the operation route of a ship using a steering motion equation which will be described later, and the operation cost is calculated according to the corresponding speed, and among the calculated operation costs The lowest speed will be derived from the ship's optimum speed. The operation command speed of such a ship may be selected in consideration of various factors such as the type, size, and linearity of the ship, and may be set within a range of 5 to 30 knots, which is the speed at which the ship normally operates. However, it is not limited to these numbers, and of course, the high speed boat can set a range of 40 knots or more.

The apparatus database may include fuel oil consumption (SFOC) information per engine output of the ship, pilot fuel oil consumption (SPOC) information per engine output, and fuel gas consumption (SGC) information per engine output. .

An engine using dual fuel has a gas fuel operation mode using fuel gas, an oil fuel operation mode using fuel oil (MDO, HFO, etc.), and a mixed operation mode using gas fuel and oil fuel simultaneously.

The oil fuel is injected into the combustion chamber by the oil fuel injector provided in each cylinder head, and the gas fuel is distributed from the main feed pipe to the distribution pipe for each cylinder, and then the gas volume is controlled in the gas inlet valve (GAV) assembly. Through the inlet port of the cylinder head.

Unlike gasoline engines that ignite fuel by spark plugs, the dual fuel engine is based on a diesel engine that compresses the intake to high air pressure and spontaneously ignites (self-ignition). A pilot injector is further provided as an oil fuel injector.

Gas fuels such as natural gas have a low flash point but have a high self-ignition temperature of around 550 ° C, so that pilot oil (MDO) A small amount of MGO can be used to induce ignition to achieve stable ignition of the gaseous fuel.

Therefore, fuel oil consumption, pilot fuel oil consumption and fuel gas consumption calculation are required to derive the optimum operating speed according to an embodiment of the present invention, and for this, fuel oil consumption per engine output (SFOC) information, engine Pilot fuel oil consumption (SPOC) information per output and fuel gas consumption (SGC) information per output of the engine are stored in the device database.

The apparatus database may include price information of fuel gas and price information of fuel oil. This is information for calculating the fuel oil consumption, the pilot fuel oil consumption, and the fuel gas consumption as described above and converting the fuel consumption into costs.

The price information of the fuel gas and the price information of the fuel oil may be based on a specific date existing between the departure date and the arrival date of the flight information extracted from the AIS data or the solid line measurement data, and the departure date and the arrival date date. The average value of the reference value can be used. In addition, separate price information irrespective of the departure date and arrival date may be arbitrarily set.

Hereinafter, the operation of the device for deriving the optimum operating speed of the vessel in the system for deriving the optimum operating speed of the vessel according to the present invention.

The device for deriving the optimum operating speed of the vessel is a navigational motion equation that can simulate the marine environment information, AIS data or real-time measurement data extracted from the above-described vessel's flight route, the ship's command speed and the dynamic characteristics of the ship. Using the simulation, the engine's RPM is derived by performing simulation according to the ship's flight path.

Since the pilot motion equation has a model test result or a test run result for the target ship, a pilot motion equation that can simulate the dynamic characteristics of the target ship is verified by verifying the mathematical model using the model test result or the test run result of the ship.

The steering motion equation according to the present invention can be represented by Equation 1 below.

,

은 선박의 속도 시간 변화율을 의미한다. r은 선박의

위치의 선체 중앙부를 기준으로 회전하는 각속도를,

은 각속도의 시간변화율을 가리킨다. X, Y, N은 각각 선체에 작용하는 종방향, 횡방향의 힘과 요모멘트를 의미한다.Where m is the ship's mass and Izz is the ship's mass moment of inertia. u and v indicate the ship's longitudinal and transverse velocities, respectively.

,

Means the rate of change of the ship's speed time. r is the ship's

The angular velocity of rotation around the center of the hull of the position,

Indicates the rate of change of angular velocity. X, Y and N are the longitudinal and transverse forces and yaw moments acting on the hull, respectively.

The force and moment acting on the hull can be summarized by dividing by Equation 2. Subscript H means hull, P means propeller, R for rudder, WI for wind and WA for waves.

Here, X, Y, N may be calculated by Equations 3 to 12, respectively.

Where m _x , n _y are the added mass in the longitudinal and transverse directions, L _pp is the ship's waterline length, T is the draft of the ship, U is the speed at which the ship actually moves, and ρ is the density of the seawater And β is the drift angle. At this time, if the ship's draft is different from the previous stage's draft (initial draft or before moving to the target point), linearly interpolate the design draft and the ballast's resistance coefficient set for each ship's speed, and reflect the reestimated resistance coefficient. do.

Where ur is the product of the longitudinal velocity and the transverse velocity of the target vessel.

Where x _G is the distance from the position of the longitudinal center of gravity (LCG) to the center of the ship.

Where t is the thrust reduction factor, ρ is the density of the seawater, n is the RPM / 60 of the propeller, D _p is the diameter of the propeller, and K _T is the thrust factor. t and K _T are obtained through model tests.

및

은 러더각이다.Where t _R is the interference coefficient between the hull and the rudder, F _N is the direct pressure acting on the rudder (port, stbd is the direction),

And

Is the rudder angle.

Here, α _H is the number of the interferometer between the hull and the rudder, F _{N_PORT} is calculated using the slope and the flow incidence angle of the rudder (PORT) lift coefficient in accordance with the density of the sea water, the rudder (PORT) area, the angle of incidence, F _{N_STBD} similarly Calculated using seawater density, rudder (STBD) area, slope of rudder (STBD) lift coefficient with angle of incidence, and angle of incidence.

X _H is the coefficient of interference between the hull and the rudder.

In addition, in order to obtain a wind load in the ship's steering motion equation, it must be arranged by relative speed and relative incidence angle, and it can be calculated using Equation 10 below.

는 바람의 종 방향 상대 속도이고,

는 바람의 횡 방향 상대 속도를 가리킨다.

는 종 방향 상대 속도의 제곱과 횡 방향 상대 속도의 제곱을 더한 값을 제곱근으로 계산한 값이며,

는 선체에 입사되는 상대 입사각을 가리킨다.here,

Is the longitudinal relative velocity of the wind,

Indicates the lateral relative speed of the wind.

Is the square root of the square of the longitudinal relative velocity plus the square of the transverse relative velocity.

Denotes a relative angle of incidence incident on the hull.

Wind loads acting on the hull are calculated using Equation 11 below.

Where C _X , C _Y , and C _N denote dimensionless wind load coefficients. A _T refers to the longitudinal projection area above the waterline of the ship, and A _L refers to the transverse projection area. ρ _air refers to the density of air and L _OA refers to the total length of the ship.

The wave load can be calculated using Equation 12. Only wave average drifting force is considered as wave load in the control equation.

는 파의 진폭을 가리킨다. E(ω)는 ITTC(International Towing Tank Committee)파 스펙트럼을 의미한다. 선박의 이동속도, 평균 파도 주기, 파도의 방향에 따라 선형 보간을 한 뒤 파랑 하중을 조종운동방정식에 외력으로 고려한다.Where QTF is the wave mean drifting force, ω is frequency, α is wave incidence angle,

Indicates the amplitude of the wave. E (ω) means the International Towing Tank Committee (ITTC) wave spectrum. After linear interpolation according to the ship's speed, average wave period, and wave direction, the wave load is considered as an external force in the control equation.

The device for deriving the optimum operating speed of the ship according to an embodiment of the present invention receives a specific section of the ship for estimating the operating performance from the AIS data or the solid line measurement data, and the initial position of the ship, the initial bow angle, the initial draft, and the operation command. The rudder angle calculated by setting the speed as the initial condition, calculating the rudder angle for moving to the target point in the initial condition by setting the target point in the ship's movement path among the AIS data or the solid line measurement data, and the above Equations 1 to 12 Using the same steering equation and coefficient information, the ship's flight performance is simulated by calculating the longitudinal and transverse forces and the moment of the yaw direction received by the ship moving to the target point.

At this time, it is determined whether the draft and the initial draft of the target vessel to move to the target point in the initial condition is the same, and if the draft and the initial draft of the vessel or the draft at the previous target point is the same, the set steering equation and coefficient information are used. If the current draft of the target vessel and the initial draft or the draft at the previous target point are different, the pilot's coefficients are re-experimentally empirically used to simulate the flight performance. Simulate performance. If the ship's initial draft or previous target point is different, linearly interpolate the resistance coefficient of design draft and ballast draft set for each ship's speed, and solve the steering motion equation by reflecting the estimated resistance coefficient.

More specifically, the apparatus for deriving the optimum operating speed of the ship calculates the longitudinal and transverse forces and yaw moments received by the target ship moving to the target point described above through Equations 1 to 12, and the calculated ship is The actual operating performance of the ship can be estimated based on the results including the longitudinal and transverse forces received, the RPM of the engine and the rudder angle of the rudder obtained using the yaw moment.

On the other hand, the device for deriving the optimum operating speed of the vessel may calculate the output of the engine from the RPM of the engine derived as described above.

It is usually expressed as the power V required for the ship to sail at speed V [m / s] while receiving resistance [R _T ]. Since R _T ∝ V ² (the total resistance is proportional to the power of nearly two powers), the above equation can be changed to P ∝ V ³ . In other words, the power required for sailing the ship, i.e., the output, is proportional to the third power of the speed.

In addition, the apparatus for deriving the optimum operating speed of the ship includes the output of the engine, the fuel oil consumption (SFOC) information per output of the engine, the pilot fuel oil consumption (SPOC) information per output of the engine, and the output of the engine. The fuel oil consumption, the pilot fuel oil consumption and the fuel gas consumption are calculated based on the fuel gas consumption (SGC) information, the fuel oil consumption, the pilot fuel oil consumption and the fuel gas consumption, and the price information of the fuel gas described above. And through the price information of the fuel oil to calculate the operating cost according to the operation command speed of the vessel.

Thus, after calculating the operating cost for each ship's operating speed and comparing the costs, the lowest operating command speed is derived as the optimum operating speed of the ship.

On the other hand, in the system for deriving the optimum operating speed of the ship according to an embodiment of the present invention, when considering the liquefied natural gas carrier as the target ship, the BOG generated in the liquefied natural gas storage tank of the liquefied natural gas carrier may be further considered. There is a need. In this case, the GCU may further include an incineration of the BOG generated in the storage tank, and the BOR information of the storage tank may be further stored in the aforementioned device database.

At this time, the device for deriving the optimum operating speed of the vessel may calculate the incineration amount of the BOG incinerated through the GCU, and calculate the additional operating cost according to the vessel's operation command speed through the BOG incineration amount and fuel gas price information. have. The additional operation cost calculated in this way is added to the operation cost according to the operation command speed of the above-described ship to calculate the optimum operation cost according to the operation command speed of the ship.

As described above, the final operating cost calculated for each operation command speed of the ship may be compared to derive the lowest operation command speed as the optimum operating speed of the liquefied natural gas carrier.

Specifically, by using the BOR information of the storage tank, when the pressure of the storage tank rises because the BOG occurs in the storage tank, incinerate the BOG through the GCU, when the pressure of the storage tank through the incineration GCU operates You can configure what you do not do as a scenario. In such a scenario, the BOG may be incinerated through the GCU so that the pressure in the storage tank satisfies a predetermined range, and the additional operation cost may be calculated after calculating the amount of the BOG incinerated.

More specifically, the BOG is incinerated through the GCU when the maximum allowable pressure of the storage tank is exceeded, and the GCU is not operated when the inlet becomes less than 20% of the maximum allowable pressure of the storage tank. In this case, after calculating the incineration amount of the incinerated BOG through the GCU can calculate the additional operation cost.

 The storage tank of liquefied natural gas may be standalone or membrane type, preferably membrane type.

In addition, the BOR of such a liquefied natural gas storage tank may be set to any value between 0.075% / day to 0.150% / day. This illustrates a numerical range that is usually required in the technical field to which the present invention belongs, and is not necessarily limited to this range.

Hereinafter, a method for deriving an optimum route of a ship according to the present invention will be described with reference to FIGS. 3 to 12.

In deriving the optimum operating speed of the ship according to an embodiment of the present invention, the target ship has a storage tank for storing liquefied natural gas and uses the liquefied natural gas as the fuel gas of the ship or the fuel oil of the ship. It is intended for vessels containing dual-fuel engines that can be operated through.

First, a steering motion equation that can simulate the dynamic characteristics of the ship is set (step 1). The steering motion equation is a formula for calculating the longitudinal force, the transverse force, and the yaw direction moment received by the ship, and can be set with reference to Equations 1 to 12 described above.

Next, extract the flight information from the AIS data or solid line measurement data collected from the AIS or solid line measurement device to analyze the ship's flight performance, obtain marine environment information according to the ship's flight path, Enter (step 2).

Here, the AIS data extracted flight information includes static data, dynamic data, Voyage related data, safety related messages, etc. 1) IMO number in static data and 1) Ship's position with accuracy indication and integrity in dynamic data Status, 2) Time in UTC, 3) Speed over ground, Voyage related data 1) Ship's draft can be used. In addition, the same information may be collected through a separate solid line measurement device. Preferably, the navigation information for analyzing the navigation performance of the vessel among the AIS data or the solid line measurement data collected from the AIS or solid line measurement device may be the position, bow angle and draft of the vessel.

More specifically, flight information of a specific period may be selectively acquired from AIS data or solid line measurement data. For example, the West African region is loaded with liquefied natural gas at a liquefied natural gas terminal in Nigeria on May 20, 2016. The route of departure of the vessel departed to Japan on June 17, 2016 over approximately 26 days was selected and the travel route taken from the AIS data of the vessel is well illustrated in FIG. 3.

In addition, the marine environment information according to the operating route of the ship can be obtained through the source of ECMWF, NOAA, NDBC, etc. as information on the wind and waves on the operating route, preferably from the ECMWF.

FIG. 4 shows information on wind and waves obtained from the ECMWF in the operating route of the ship shown in FIG. 3.

In addition, the operation command speed of the ship is the speed of the ship as a reference in performing the simulation through the steering motion equation, and can set and input any value within the speed range in which the ship can operate. In one embodiment of the present invention, the operating command speed of the ship was set to a value between 12 knots and 20 knots.

Next, using the extracted navigation information, the obtained marine environment information, the input navigation command speed, and the steering motion equation set in the first step to perform a simulation according to the navigation route of the ship to determine the RPM of the engine (Step 3).

Specifically, the section of the ship is set (starting point and arrival point), and the initial condition is set using the initial position, the initial bow angle and the initial draft, and the input operation command speed. And the target point of the ship is set according to the movement route of the set section, the target point is determined as the point to change the rudder angle, and the final target point is determined after passing through a number of passing target points during the movement of the vessel. Calculate the rudder angle of the ship to move from the initial position to the next set target point, and determine whether the draft information of the ship included in the AIS data or the solid measurement data of the ship moving to this target point is equal to the initial draft. . As a result of this determination, when the ship draft included in the AIS data of the ship moving to the target point is the same as the initial draft, the ship's flight performance is simulated using the steering motion equation and coefficient information (fluid force coefficient) set in the first step. . After the simulation is performed, it is determined whether the target point is reached. If the determination result is not reached, the simulation is repeated, and when the final target point is reached, the simulation is terminated. On the other hand, if the draft information of the ship included in the ship's AIS data or the ship measurement data is different from the initial draft, the coefficient (fluid force coefficient) of the steering motion equation is re-estimated empirically. The coefficient is a resistance coefficient and the resistance coefficient is estimated by linear interpolation based on the design draft and ballast draft set for the ship's speed based on the design draft and ballast draft set for each ship's speed. Using the reestimated coefficient information and steering motion equation, the ship's flight performance is simulated. Calculate longitudinal force, transverse force and moment of yaw direction when the ship moves to the target point through the above mentioned steering motion equation and calculate the longitudinal force, transverse force and yaw direction that the calculated ship receives Deriving the engine RPM through the moment.

5 and 6, when comparing the position and the speed of the ship calculated based on the AIS route, if the path point is well followed and there is a diagonal change in the section with the entire route and the diagonal change. According to the characteristics, the loss of ship speed was found to be somewhat occurred, but it can be confirmed that it follows the ship's operation command speed in consideration of this fact.

Next, the output of the engine is calculated from the derived RPM of the engine (fourth step). As mentioned above, the power required for voyage of the ship, that is, the output may be calculated using the point that is proportional to the third power of the speed.

As shown in FIG. 7, the average RPM has a linear relationship with speed, and the average output has a three-dimensional relationship.

Next, the fuel is output through the engine output, the fuel oil consumption (SFOC) information per engine output, the pilot fuel oil consumption (SPOC) information per engine output, and the fuel gas consumption (SGC) information per engine output. The oil consumption, pilot fuel oil consumption and fuel gas consumption are calculated (step 5).

The operation cost according to the operation command speed of the ship is calculated through the calculated fuel oil consumption, pilot fuel oil consumption and fuel gas consumption, fuel gas price information, and fuel oil price information (sixth step). At this time, the price information of the fuel gas and the price information of the fuel oil are constantly changing values, so it is necessary to set the standard. Therefore, the price can be set based on a specific date existing between the departure date and the arrival date of the flight information extracted from the AIS data or the solid line measurement data or by using the average value of the values based on the departure date and the arrival date. Can be. In addition, it is of course possible to arbitrarily set separate price information irrelevant to the departure date and arrival date.

FIG. 8 illustrates price information of fuel gas and price information of fuel oil for 180 days from July 1, 2018. The fuel gas price information and the fuel oil price information refer to the bunkering price of the Vancouver port, and in one embodiment of the present invention, was set on December 8, 2017.

Finally, the lowest operating command speed is derived as the optimum operating speed of the ship by comparing the operating costs of the ship's operating command speed (step 7).

FIG. 9 is a graph illustrating the operation cost of each ship's operation command speed.

On the other hand, in the method for deriving the optimum operating speed of the ship according to an embodiment of the present invention, when the liquefied natural gas carrier ship as the target ship, the added BOG generated in the liquefied natural gas storage tank of the liquefied natural gas carrier ship Need to be considered. In other words, the GCU further includes the incineration of the BOG generated in the liquefied natural gas storage tank, and the incineration amount of the BOG incinerated by the GCU needs to be reflected in the operating cost. The method may further include calculating an incineration amount of the BOG incinerated by the GCU. The step of calculating the incineration amount of the BOG may be located between the fourth and fifth stages, or between the fifth and sixth stages, and after calculating the RPM of the engine through the steering motion equation, It is desirable to be located before calculating other operating costs.

At this time, the sixth step of calculating the operation cost different from the operation command speed of the ship, by adding the additional operation cost to the operation cost according to the operation command speed of the ship through the calculated incineration amount of the BOG and the fuel gas price information The seventh step of calculating the final operating cost according to the operation command speed of the ship, and deriving the optimum operating speed of the ship, compares the final operation cost according to the operation command speed of the ship to the lowest operating command speed of the vessel Derived from the operating speed.

Here, using the BOR information of the storage tank, if the BOG occurs in the storage tank to increase the pressure of the storage tank, incinerate the BOG through the GCU, when the pressure of the storage tank through the incineration GCU Under the condition that it is not operated, the BOG may be incinerated through the GCU to satisfy the predetermined range of pressure in the storage tank, and the additional operating cost may be calculated after calculating the amount of the incinerated BOG.

Specifically, the BOG is incinerated by the GCU when the maximum allowable pressure of the storage tank is exceeded, and the GCU is not operated when it becomes less than 20% of the maximum allowable pressure of the storage tank by the incineration. In this case, the additional operation cost can be calculated after calculating the incineration amount of the BOG incinerated through the GCU.

As shown in FIG. 10, in one embodiment of the present invention, a total of four stages are set according to a process in which a BOG occurs in a storage tank and a pressure condition is changed. In the case of BOG Fuel and GCU operation mode, Mode III, BOG Fuel and GCU operation mode, and Mode IV, LNG fuel mode. The solid black line is based on 20% of the maximum allowable pressure of the storage tank, and the blue dashed line is based on 80% of the maximum allowable pressure of the storage tank.

On the other hand, as shown in Figures 11 and 12, it is possible to derive the operating cost according to the BOR information of the storage tank, and can further check the storage amount of the liquefied natural gas remaining in the storage tank when the destination is reached.

The present invention has been described above with reference to the embodiments shown in the drawings. However, the present invention is not limited thereto, and various modifications or other embodiments falling within the scope equivalent to the present invention are possible by those skilled in the art. Therefore, the true scope of protection of the present invention should be defined by the following claims.

100: device for deriving the optimum operating speed of the vessel 200: device database

Claims (25)

The actual operation of the vessel by simulating or commissioning the operation process of the ship having a storage tank for storing liquefied natural gas and using the liquefied natural gas as a fuel gas of the vessel or a dual fuel engine capable of operating through the fuel oil of the vessel By deriving the optimum operating speed of the vessel for deriving the optimum operating speed of the vessel and analyzing the performance and deriving the optimum operating speed of the vessel by a device database that stores various data of the apparatus for deriving the optimum operating speed of the vessel As a system to
The device database includes navigation information extracted from the AIS or solid line measurement data collected from the AIS or solid line measurement device to analyze the ship's operating performance, marine environment information according to the ship's route, and the ship's command speed. Fuel oil consumption (SFOC) information per engine output, pilot fuel oil consumption (SPOC) information per engine output, fuel gas consumption (SGC) information per engine output, fuel gas price information and fuel oil price information It is
Apparatus for deriving the optimum operating speed of the vessel,
By using the steering motion equation that can simulate the marine environment information according to the navigation route of the vessel, the navigation information extracted from the AIS data or the solid line measurement data, the operation command speed of the vessel, the dynamic characteristics of the vessel Deriving the RPM of the engine by performing a simulation according to the navigation route of the ship,
Calculating the output of the engine from the derived RPM of the engine,
Fuel through the calculated output of the engine, fuel oil consumption (SFOC) per output of the engine, pilot fuel oil consumption (SPOC) information per output of the engine and fuel gas consumption (SGC) information per output of the engine Calculate oil consumption, pilot fuel oil consumption and fuel gas consumption,
Calculating the operating cost according to the operation command speed of the vessel through the fuel oil consumption, the pilot fuel oil consumption and the fuel gas consumption, the price information of the fuel gas and the price information of the fuel oil,
Comparing the operation cost according to the operation command speed of the ship to derive the lowest operating command speed as the optimum operating speed of the vessel, characterized in that the optimum operating speed of the vessel. The method of claim 1,
And the navigation information extracted from the AIS data or the solid line measurement data is the position, bow angle, and draft of the vessel. The method of claim 1,
The marine environment information according to the ship's flight path is information on the wind and waves acquired by ECMWF, the optimum navigation speed deriving system of the ship. The method of claim 1,
The price information of the fuel gas and the price information of the fuel oil is based on a predetermined date existing between the departure date and the arrival date of the flight information extracted from the AIS data or the solid line measurement data based on the optimum operation of the ship Speed derivation system. The method of claim 1,
The price information of the fuel gas and the price information of the fuel oil are price information based on a departure date of the flight information extracted from the AIS data or the solid line measurement data, and the flight information extracted from the AIS data or the solid line measurement data. Derivation system of the optimum operating speed, characterized in that the average value of the price information on the basis of the arrival date of. The method of claim 1,
The steering motion equation is a longitudinal dynamic fluid force acting on the hull, propeller and rudder of the ship, a lateral fluid fluid force acting on the hull and rudder of the ship, and yaw direction acting on the hull and rudder of the ship. It is to calculate the dynamic fluid force of the, each dynamic fluid force acting on the ship by constructing a mathematical model for each hull, propeller and rudder, and the equation verified by the model test results or test run results for the configured mathematical model System for deriving the optimum operating speed of the ship, characterized in that. The method of claim 6,
Apparatus for deriving the optimum operating speed of the vessel,
Set the initial command position, initial bow angle and initial draft of the vessel extracted from the navigation command speed of the vessel and the AIS data or the solid line measurement data as initial conditions,
Setting a target point of the vessel among the AIS data or the solid line measurement data;
Calculating a rudder angle for moving to the target point in the initial condition,
It is determined whether the current draft of the vessel and the initial draft is the same,
As a result of the determination, if the current draft and the initial draft of the vessel are the same, the operating performance of the vessel is simulated using the steering motion equation and coefficient information and the calculated rudder angle,
As a result of the determination, if the current draft and the initial draft of the vessel are different, the coefficient of the steering motion equation is re-estimated by empirical equation, and the coefficient information re-estimated using the steering motion equation and the calculated rudder angle are used. A system for deriving an optimum operating speed of a ship, characterized by simulating the ship's operating performance. The method of claim 7, wherein
Apparatus for deriving the optimum operating speed of the vessel,
Deriving the optimum operating speed of the ship, by deriving the RPM of the engine based on the longitudinal and transverse forces and yaw moment received by the ship moving to the target point by changing the rudder angle of the rudder to the calculated rudder angle system. The method of claim 1,
Further comprising a GCU to incinerate the BOG generated in the storage tank,
The BOR information of the storage tank is further stored in the device database,
Apparatus for deriving the optimum operating speed of the vessel,
Calculate the incineration amount of the BOG incinerated by the GCU, calculate the additional operating cost according to the operation command speed of the vessel through the incineration amount of the BOG and the fuel gas price information, the operation according to the operation command speed of the vessel Calculate the final operating cost according to the operating command speed of the vessel by adding the additional operating cost to the cost,
Comparing the final operating cost according to the operation command speed of the ship to derive the lowest operating command speed as the optimum operating speed of the vessel, characterized in that the optimum operating speed of the ship. The method of claim 9,
The device for deriving the optimum operating speed of the vessel,
When BOG is generated in the storage tank using the BOR information of the storage tank, when the pressure of the storage tank is increased, the BOG is incinerated through the GCU, and the pressure of the storage tank is decreased through the incineration. If the GCU does not operate if the condition in which the pressure in the storage tank satisfies a predetermined range to calculate the incineration amount of the BOG incinerated through the GCU. The method of claim 10,
The BOG is incinerated through the GCU when the maximum allowable pressure of the storage tank is exceeded, and the GCU is not operated when it is less than 20% of the maximum allowable pressure of the storage tank by the incineration. And calculating an incineration amount of the BOG incinerated by the GCU. The method of claim 9,
BOR of the storage tank is the optimum operating speed deriving system, characterized in that the value between 0.075% / day to 0.150% / day. Analyze the actual operation performance of the vessel by simulating or commissioning the operation process of a vessel including a storage tank for storing liquefied natural gas and a dual fuel engine capable of using the liquefied natural gas as a fuel gas or operating a fuel oil of a vessel. As a method of deriving the optimum operating speed of the vessel to derive the optimum operating speed of the vessel through this,
A first step of setting a steering motion equation capable of simulating the dynamic characteristics of the ship;
From the AIS data or solid line measurement data collected from the AIS or solid line measurement device, the navigation information is extracted to analyze the operation performance of the vessel, the marine environment information according to the route of the vessel is obtained, and the operation command speed of the vessel Inputting a second step;
A third step of deriving the RPM of the engine by performing simulation according to the navigation route of the ship using the extracted navigation information, the obtained marine environment information, the input navigation command speed and the steering motion equation;
A fourth step of calculating the output of the engine from the derived RPM of the engine;
Fuel oil consumption through the calculated engine output, fuel oil consumption (SFOC) information per engine output, pilot fuel oil consumption (SPOC) information per engine output and fuel gas consumption (SGC) information per engine output, A fifth step of calculating pilot fuel oil consumption and fuel gas consumption;
A sixth step of calculating the operating cost according to the operation command speed of the ship through the fuel oil consumption, the pilot fuel oil consumption, the fuel gas consumption, the fuel gas price information, and the fuel oil price information; And
A seventh step of deriving the lowest operating command speed as the optimum operating speed of the ship by comparing the operating costs according to the operating command speed of the ship;
Method for deriving the optimum operating speed of the ship, characterized in that it comprises a. The method of claim 13,
And the navigation information extracted from the AIS data or the solid line measurement data is the position, bow angle and draft of the vessel. The method of claim 13,
The marine environment information according to the navigation route of the ship is the information on the optimum operating speed of the ship, characterized in that the information about the wind and waves obtained from the ECMWF. The method of claim 13,
The price information of the fuel gas and the price information of the fuel oil is based on a predetermined date existing between the departure date and the arrival date of the flight information extracted from the AIS data or the solid line measurement data based on the optimum operation of the ship How to derive speed. The method of claim 13,
The price information of the fuel gas and the price information of the fuel oil are price information based on a departure date of the flight information extracted from the AIS data or the solid line measurement data, and the flight extracted from the AIS data or the solid line measurement data. Method for deriving the optimum operating speed of the ship, characterized in that the average value of the price information based on the arrival date of the information. The method of claim 13,
The first step is,
Longitudinal hydrodynamic forces acting on the hull, propeller and rudder of the vessel, transverse dynamic forces acting on the hull and rudder of the vessel, and transverse dynamic forces acting on the hull and rudder of the vessel, and the To calculate the dynamic fluid force in the yaw direction acting on the ship's hull and rudder, each dynamic fluid force acting on the ship is composed of a hull, propeller, and rudder for each hull, propeller and rudder, and the model test is performed on the constructed mathematical model. Method for deriving the optimum operating speed of the ship, characterized in that by setting the equation verified by the result or the test run result. The method of claim 18,
The third step,
A step 3-1 of setting an initial condition, an initial bow angle, and an initial draft of the vessel extracted from the navigation command speed of the vessel and the AIS data or the solid line measurement data;
Step 3-2 of setting a target point of the vessel among the AIS data or the solid line measurement data;
3-3 to calculate a rudder angle for moving to the target point in the initial condition
step; And
Determining whether the current draft of the vessel and the initial draft are the same;
Including,
If the current draft and the initial draft of the ship is the same as a result of the determination of step 3-4, the operating performance of the vessel is simulated by using the steering motion equation and coefficient information and the calculated rudder angle,
If the current draft and the initial draft of the ship are different as a result of the determination of step 3-4, the coefficient information of the steering motion equation is re-estimated by empirical equation, the reestimated coefficient information, the steering motion equation, and the calculated rudder Method for deriving the optimum operating speed of the ship, characterized in that for simulating the operating performance of the ship using the angle. The method of claim 19,
And a fifth step of deriving the RPM of the engine based on longitudinal and lateral forces and yaw moments received by the ship moving to the target point by changing the rudder angle of the rudder with the calculated rudder angle. Method for deriving the optimum operating speed of the ship, characterized in that. The method of claim 13,
Further comprising a GCU to incinerate the BOG generated in the storage tank,
Calculating an incineration amount of the BOG incinerated by the GCU,
The sixth step,
The additional operation cost according to the operation command speed of the vessel is calculated based on the calculated incineration amount of the BOG and the fuel gas price information, and the additional operation cost is added to the operation cost according to the operation command speed of the ship to Calculate the final flight cost according to the operation order speed,
The seventh step,
Comparing the final operating cost according to the operation command speed of the vessel to derive the optimum operating speed of the vessel characterized in that the lowest operating command speed to derive the optimum operating speed of the vessel. The method of claim 21,
Calculating the incineration amount of the BOG,
When BOG is generated in the storage tank using the BOR information of the storage tank, when the pressure of the storage tank is increased, the BOG is incinerated through the GCU, and the pressure of the storage tank is decreased through the incineration. If the GCU does not operate if the condition in which the pressure in the storage tank satisfies a predetermined range to calculate the incineration amount of the BOG incinerated through the GCU. The method of claim 22,
Calculating the incineration amount of the BOG,
The BOG is incinerated through the GCU when the maximum allowable pressure of the storage tank is exceeded, and the GCU is not operated when it is less than 20% of the maximum allowable pressure of the storage tank by the incineration. Calculating an incineration amount of the BOG incinerated by the GCU. The method of claim 21,
BOR of the storage tank is a method for deriving the optimum operating speed of the ship, characterized in that the value between 0.075% / day to 0.150% / day. A computer-readable recording medium having recorded thereon a computer program for executing on a computer the method for deriving the optimum operating speed of a ship according to any one of claims 13 to 24.

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