KR20210127504A - System and method for providing cost recovery period of investment in reliquefaction system and computer-readable recording medium thereof - Google Patents

Abstract

The present invention relates to a system for deriving a payback period for an investment cost of a reliquefaction system, a method thereof, and a computer readable recording medium recording a computer program for executing the method on a computer. The system for deriving the payback period for the investment cost of the reliquefaction system according to one aspect of the present invention, is a system for deriving the payback period for the investment cost of the reliquefaction system by means of a device database in which various data of an investment cost payback period derivation device for deriving the payback period for the investment cost of the reliquefaction system of a vessel and a device for deriving the payback period for the investment. The device database stores: operation information extracted to analyze operation performance of a ship from among AIS data or real ship measurement data collected from an AIS or a real ship measurement device; marine environment information according to a navigation route of the ship; a ship's operating command speed; fuel gas consumption per output (SGC-P) information of a propulsion engine, pilot fuel oil consumption per power (SPOC-P) information; required power information for driving the reliquefaction system; fuel gas consumption per output (SGC-E) information of a power generation engine, pilot fuel oil consumption per output (SFOC-E) information; price information of a fuel gas; price information of a pilot fuel oil; and investment cost information of the reliquefaction system.

Description

Reliquefaction system investment cost payback period derivation system and method, computer program for executing the method on a computer is recorded, computer readable recording medium MEDIUM THEREOF}

The present invention is a system and method for deriving a payback period for a reliquefaction system investment cost that can analyze the actual operation performance of a ship by simulating or test-running a ship's operation process, and then derive a payback period for the investment cost of the reliquefaction system of the ship , relates to a computer-readable recording medium in which a computer program for executing the method in a computer is recorded.

As the economic efficiency of a ship is evaluated in terms of fuel consumption due to high oil prices, a design request for a ship with higher efficiency has been raised from ship owners.

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

The point is not to judge the minimum required performance of the ship specified in the contract and required specifications based on the model test results and test operation results, but based on the estimated value of the actual performance of the ship that will operate in various environmental conditions.

Such changes are related to the demands of ship owners who want to verify the performance of a ship built by considering various environmental and operating conditions for the estimated ship performance on the premise of ideal operating conditions at the design stage, and the estimation and verification of actual ship performance. It is in line with the technology development direction of each shipyard that has been conducting research.

As such, as the issue of improving operational efficiency of ships has emerged as a major agenda in the era of high oil prices, various approaches are being made to monitor operational data of ships and to estimate actual ship performance.

In many cases, shipping companies that operate fleets monitor the operational status of multiple ships and then take a statistical approach from the perspective of big data. From this point of view, the need for research on techniques to physically estimate the ship's performance is being raised.

On the other hand, a liquefied natural gas carrier or a liquefied natural gas propulsion ship has a thermally sealed tank for storing liquefied natural gas. The pressure in the liquefied natural gas tank increases due to external heat intrusion during operation. As one of the methods for controlling this, a reliquefaction system for reliquefying the generated gas (Boil Off Gas, BOG), etc. or GCU (Gas Combustion) Unit) and the same incineration equipment. In the case of such a reliquefaction system, an expensive installation cost occurs, and fuel is additionally consumed to operate the reliquefaction system, while, unlike GCU, there is an advantage in that the loss of liquefied natural gas can be reduced by reliquefying BOG.

In spite of the usefulness of the reliquefaction system, it is necessary to study the economic feasibility of the system, that is, the payback period for the investment cost, in that expensive installation costs or fuel consumption are additionally generated.

An object of the present invention is to derive the operating cost based on the physical basis of the ship's resistance, self-navigation, motion, steering, etc., the operation of the reliquefaction system and the BOG generation rate, and compare the cost saved by driving the reliquefaction system. An object of the present invention is to provide a system and method for deriving a payback period for a reliquefaction system investment cost through which the payback period of the investment cost for the reliquefaction system can be derived, and a computer program for executing the method in a computer recorded thereon, a computer readable recording medium.

A system for deriving a re-liquefaction system investment cost payback period according to an aspect of the present invention includes a storage tank for storing liquefied natural gas and a re-liquefaction system for re-liquefying the liquefied natural gas, and using the liquefied natural gas as a fuel gas A device for deriving an investment cost payback period for deriving a payback period for the reliquefaction system investment cost of the vessel through simulation or test operation of the operation process of a vessel including an operable propulsion engine and analyzing the actual operating performance of the vessel and the investment A system for deriving the payback period of the reliquefaction system investment cost by means of a device database in which various data of a cost payback period derivation device are stored, wherein the device database includes AIS data or real ship measurement data collected from AIS or a real ship measurement device. Operation information extracted to analyze the operation performance of the ship, marine environment information according to the operation route of the ship, the operation command speed of the ship, fuel gas consumption per output (SGC-P) information of the propulsion engine, and pilot fuel per output Oil consumption (SPOC-P) information, required power information for driving the reliquefaction system, fuel gas consumption per output (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information of the power generation engine, The price information of the fuel gas, the price information of the pilot fuel oil, and the investment cost information of the re-liquefaction system are stored, and the investment cost payback period derivation device includes the marine environment information according to the operation route of the vessel, the AIS data Alternatively, simulation is performed according to the navigation route of the ship using the navigation information extracted from the real ship measurement data, the navigation command speed of the ship, and a steering motion equation capable of simulating the dynamic characteristics of the ship, and Deriving RPM, calculating the output of the propulsion engine from the derived RPM of the propulsion engine, the calculated output of the propulsion engine, fuel gas consumption per output (SGC-P) information of the propulsion engine, and pilot per output Pilot fuel oil consumption and fuel gas consumption of the propulsion engine through fuel oil consumption (SPOC-P) information Calculating the mother quantity and using the required power information for driving the reliquefaction system, fuel gas consumption per output (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information of the power generation engine. Calculating the pilot fuel oil consumption and fuel gas consumption of the power generation engine, the pilot fuel oil consumption and fuel gas consumption of the propulsion engine, the pilot fuel oil consumption and fuel gas consumption of the power generation engine, price information of the fuel gas and The operation cost according to the operation command speed of the ship is calculated through the price information of the pilot fuel oil, and the operation cost according to the operation command speed of the ship is compared with the investment cost information of the re-liquefaction system, and the re-liquefaction system investment cost It is characterized by deriving a payback period.

In addition, the operation information extracted from the AIS data or the real ship measurement data may be a position, a bow angle, and a draft of the ship.

In addition, the marine environment information according to the navigation route of the ship may be information about wind and waves acquired by ECMWF.

In addition, the price information of the fuel gas and the price information of the pilot 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 real-line measurement data.

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

In addition, the steering motion equation is, the longitudinal dynamic fluid force acting on the hull, propeller and rudder of the ship, the lateral dynamic fluid force acting on the hull and rudder of the ship, and the hull and the rudder of the ship In order to calculate the dynamic fluid force in the yaw direction, each dynamic fluid force acting on the ship is configured as a mathematical model for each hull, propeller and rudder, and the mathematical model verified through the model test result or trial run result for the configured mathematical model It can be an equation.

In addition, the investment cost payback period derivation device sets, as initial conditions, the operation command speed of the ship, the initial position of the ship, the initial bow angle, and the initial draft extracted from the AIS data or the real ship measurement data, and the Set the target point of the ship among the AIS data or the real ship measurement data, calculate a rudder angle for moving to the target point in the initial condition, and determine whether the current draft of the ship and the initial draft are the same, and the determination If the current draft of the ship and the initial draft are the same as a result of If and the initial draft are different, the operating performance of the ship may be simulated using the coefficient information re-estimated by re-estimating the coefficients of the steering motion equation as an empirical formula, the steering motion equation, and the calculated rudder angle.

In addition, the investment cost payback period derivation device changes the rudder angle of the rudder with the calculated rudder angle to determine the RPM of the propulsion engine based on the longitudinal and lateral forces received by the vessel moving to the target point, and the yaw moment can be derived

In addition, a GCU for incinerating the BOG generated in the storage tank is further provided, the BOR information of the storage tank is further stored in the device database, and the investment cost payback period derivation device is the incinerated through the GCU. Calculate the amount of incineration of BOG, calculate the additional operation cost according to the operation command speed of the ship through the amount of incineration of the BOG and the fuel gas price information, and add the additional operation cost to the operation cost according to the operation command speed of the ship Calculate the final operation cost according to the operation command speed of the vessel by summing it up, and compare the final operation cost according to the operation command speed of the vessel with the cost saved by driving the re-liquefaction system to derive the payback period of the investment cost can

In addition, the investment cost payback period derivation device uses the BOR information of the storage tank to incinerate the BOG through the GCU when the pressure of the storage tank rises due to the generation of BOG in the storage tank, and When the pressure of the storage tank is lowered through incineration, the GCU is not operated, but the pressure in the storage tank satisfies a predetermined range to calculate the amount of incineration of the BOG incinerated through the GCU. .

In addition, when exceeding 80% of the maximum allowable pressure of the storage tank, the BOG is incinerated through the GCU, and when it is less than 20% of the maximum allowable pressure of the storage tank through the incineration, the GCU is not operated It is possible to calculate the amount of incineration of the BOG incinerated through the GCU on the condition that

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

In addition, the method for deriving the re-liquefaction system investment cost payback period according to an aspect of the present invention includes a storage tank for storing liquefied natural gas and a re-liquefaction system for re-liquefying the liquefied natural gas, and converting the liquefied natural gas into fuel gas The reliquefaction system investment cost payback period for analyzing the actual operational performance of the ship by simulating or test-running the operation process of a ship including a propulsion engine capable of being operated by A derivation method, comprising: a first step of setting a steering motion equation capable of simulating the dynamic characteristics of the ship; Extracts operation information to analyze the operation performance of the vessel from the AIS data or real-line measurement data collected from AIS or a real ship measurement device, acquires marine environment information according to the operation route of the ship, and the operation command speed of the ship A second step of inputting; a third step of deriving the RPM of the propulsion engine by performing a simulation according to the navigation route of the ship using the extracted navigation information, the acquired marine environment information, the input navigation command speed, and the steering motion equation; a fourth step of calculating the output of the propulsion engine from the derived RPM of the propulsion engine; Pilot fuel oil consumption and fuel gas of the propulsion engine through the calculated output of the propulsion engine, fuel gas consumption per output (SGC-P) information and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine a fifth step of calculating the consumption amount; Pilot fuel oil of the power generation engine through power required for driving the reliquefaction system, fuel gas consumption per output (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information of the power generation engine a sixth step of calculating consumption and fuel gas consumption; Through the pilot fuel oil consumption and fuel gas consumption of the propulsion engine, the pilot fuel oil consumption and fuel gas consumption of the power generation engine, the price information of the fuel gas and the price information of the pilot fuel oil, a seventh step of calculating the operating cost according to the following; and an eighth step of deriving a payback period of the investment cost of the reliquefaction system by comparing the operation cost according to the operation command speed of the ship and the investment cost information of the reliquefaction system.

In addition, the operation information extracted from the AIS data or the real ship measurement data may be a position, a bow angle, and a draft of the ship.

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

In addition, the price information of the fuel gas and the price information of the pilot 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 real-line measurement data.

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

In addition, the first step, the longitudinal dynamic fluid force acting on the hull, propeller and rudder of the ship, the lateral dynamic fluid force acting on the hull and rudder of the ship, and the hull and the rudder of the ship To calculate the dynamic fluid force in the transverse direction and the dynamic fluid force in the yaw direction acting on the hull and rudder of the ship, each dynamic fluid force acting on the ship is a hull, a propeller, and a rudder. For the constructed mathematical model, an equation verified through a model test result or a trial run result may be set.

In addition, in the third step, the operation command speed of the ship, the initial position of the ship extracted from the AIS data or the real ship measurement data, the initial bow angle, and the initial draft are set as initial conditions in the 3-1 step ; a 3-2 step of setting a target point of the ship among the AIS data or the real ship measurement data; a third step of calculating a rudder angle for moving to the target point in the initial condition; and step 3-4 of judging whether the current draft of the ship and the initial draft are the same. and the coefficient information and the calculated rudder angle to simulate the operation performance of the ship, and if the current draft of the ship and the initial draft are different as a result of the determination in steps 3-4, the coefficient of the steering motion equation is calculated The operation performance of the ship may be simulated using the re-estimated coefficient information by empirical re-estimation, the steering motion equation, and the calculated rudder angle.

In addition, by changing the rudder angle of the rudder with the calculated rudder angle, steps 3-5 of deriving the RPM of the propulsion engine based on the longitudinal and lateral forces and the yaw moment received by the ship moving to the target point may include more.

In addition, the method further includes a GCU for incinerating the BOG generated in the storage tank, and further comprising calculating an incineration amount of the BOG incinerated through the GCU, wherein the seventh step includes the calculated amount of incineration of the BOG and The additional operation cost according to the operation command speed of the ship is calculated through 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, and the final operation according to the operation command speed of the ship is calculated. The cost is calculated, and in the eighth step, the final operating cost according to the operation command speed of the ship and the cost saved by driving the re-liquefaction system may be compared to derive an investment cost payback period.

In addition, the calculating of the amount of incineration of the BOG may include incinerating the BOG through the GCU using the BOR information of the storage tank and using the BOR information of the storage tank to incinerate the BOG through the GCU when the pressure of the storage tank increases due to the generation of BOG in the storage tank, When the pressure in the storage tank is lowered through incineration, the amount of incineration of the BOG incinerated through the GCU can be calculated by providing that the GCU is not operated but the pressure in the storage tank satisfies a predetermined range.

In addition, the calculating of the incineration amount of the BOG may include incinerating the BOG through the GCU when it exceeds 80% of the maximum allowable pressure of the storage tank, and 20% of the maximum allowable pressure of the storage tank through the incineration When it becomes less than, the amount of incineration of the BOG incinerated through the GCU may be calculated on condition that the GCU is not operated.

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

In addition, it is possible to provide a computer-readable recording medium in which a computer program for executing the method of deriving the payback period of the reliquefaction system investment cost according to the present invention is recorded on a computer.

According to an embodiment of the present invention, the operation cost of the ship is derived based on the physical basis, the operation of the reliquefaction system, and the BOG generation rate using traditional element technologies such as resistance, self-navigation, movement, and steering of the ship, and such operation By comparing the cost and the cost saved by operating the reliquefaction system, the payback period of the reliquefaction system investment cost can be derived.

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

In addition, since the operation cost of the ship can be derived based on objective standards through the analyzed ship's operational performance, it is possible to respond to various shipowner's needs related thereto.

In addition, pilot fuel oil consumption and fuel gas consumption are analyzed in ships including a propulsion engine capable of operating using liquefied natural gas as a fuel gas of a ship and a power generation engine for driving a re-liquefaction system, and price information of fuel gas and By using the price information of pilot fuel oil to calculate the operation cost, it is possible to derive a reliable, payback period of the reliquefaction system investment cost considering both the performance and economic aspects of the ship.

In addition, in the case of ships carrying liquefied natural gas, it is possible to derive more objective operating costs for liquefied natural gas carriers by considering the operation of GCU (Gas Combustion Unit) for incineration of BOG (Boil-off gas), which is a naturally vaporized gas. And it is possible to derive the payback period of the investment cost of the reliquefaction system through comparison with the cost saved by driving the reliquefaction system.

1 is a view showing a schematic configuration of a system for deriving a payback period for an investment cost of a reliquefaction system according to the present invention.
2 is a view showing a method of deriving a payback period for an investment cost of a reliquefaction system according to the present invention.
3 is a view showing a navigation route of a ship according to an embodiment of the present invention.
4 is a diagram illustrating marine environment information according to a navigation route of a ship according to an embodiment of the present invention.
5 is a view comparing the results of simulation according to the navigation route of the ship and the route actually operated by the ship according to an embodiment of the present invention.
6 is a view showing the operating speed of the vessel by performing a simulation according to the operating path 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, and the average output by performing a simulation according to the navigation path of the vessel according to an embodiment of the present invention.
8 is a view showing fuel gas price information and pilot fuel oil price information of a ship according to an embodiment of the present invention.
9 is a view comparing the operation cost according to the operation command speed of the ship according to an embodiment of the present invention.
10 is a view showing the operation cost according to the speed of the ship, the BOR, and the operation of the reliquefaction system according to an embodiment of the present invention.
11 is a table showing the payback period of the investment cost of the reliquefaction system derived according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings, the embodiments of the present invention will be described in detail so that those of ordinary skill in the art to which the present invention pertains can easily implement them. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

A system and method for deriving a payback period for a reliquefaction system investment cost according to an embodiment of the present invention will be described in detail with reference to FIGS. 1 to 11 .

1 is a view showing a schematic configuration of a system for deriving a payback period for a reliquefaction system investment cost according to the present invention, FIG. 2 is a view showing a method for deriving a payback period for a reliquefaction system investment cost according to the present invention, and FIG. 3 is this It is a view showing a navigation route of a ship according to an embodiment of the present invention, FIG. 4 is a diagram showing marine environment information according to a navigation route of a ship according to an embodiment of the present invention, and FIG. 5 is an example of the present invention According to the embodiment, it is a view comparing the result of performing a simulation according to the navigation path of the ship and the navigation route actually operated by the ship, and FIG. It is a view showing the operating speed of the vessel, and FIG. 7 is a view showing the relationship between the operating speed of the vessel, the average RPM, and the average output by performing a simulation according to the vessel's operating path according to an embodiment of the present invention, FIG. 8 is a view showing fuel gas price information and pilot fuel oil price information of a ship according to an embodiment of the present invention, and FIG. One view, Figure 10 is a view showing the operation cost according to the operation of the ship speed, BOR, and the reliquefaction system according to an embodiment of the present invention, Figure 11 is a ash derived according to an embodiment of the present invention It is a table showing the payback period of the liquefaction system investment cost.

In deriving the payback period for the re-liquefaction system investment cost according to an embodiment of the present invention, the target ship includes a propulsion engine capable of operating using liquefied natural gas as a fuel gas. Accordingly, the ship may be provided with a storage tank for storing liquefied natural gas, and such a storage tank may be a storage tank for liquefied natural gas of the known art.

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

In addition, the vessel may be provided with a reliquefaction system for reliquefying liquefied natural gas, and the reliquefaction system may be a known reliquefaction system.

In addition, the ship may include a propulsion engine for propulsion, and a power generation engine for generating electric power for driving the reliquefaction system.

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

As shown in Figure 1, the reliquefaction system investment cost payback period derivation system according to an aspect of the present invention analyzes the actual operation performance of the vessel by simulating or test-driving the operation process of the vessel, and through this, the reliquefaction of the vessel It consists of an investment cost payback period derivation device for deriving the system investment cost payback period and a device database in which various data of the investment cost payback period derivation device are stored.

In the device database, the operation information extracted to analyze the operation performance of the ship among the AIS data or the real ship measurement data collected from the AIS or the real ship measurement device, the marine environment information according to the ship's route, the ship's operation command speed, the propulsion engine Fuel gas consumption per output (SGC-P) information, pilot fuel oil consumption per output (SPOC-P) information, power required to drive the reliquefaction system, fuel gas consumption per output (SGC-E) information of the power generation engine and pilot fuel oil consumption per output (SFOC-E) information, price information of fuel gas and price information of pilot fuel oil, and investment cost information of the reliquefaction system are stored.

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

The AIS is a device that is obligatory to be mounted on ships of a certain size or larger, and it is a device that transmits the operation information of its own ship and shares the operation information by receiving the operation information of other ships. This AIS is used to acquire AIS data of other ships and is used to increase operational stability, and it is possible to receive AIS data of ships currently moving on land as well. It is possible to obtain information.

The real ship operation information acquired from shipyards and shipping companies includes all information available from AIS, and similar information can be acquired through a separate real ship measurement device.

Operation information may be extracted to analyze the operation performance of the ship from the AIS data or the actual ship measurement data collected from the AIS or the real ship measurement device.

The operation information extracted from AIS data includes static data, dynamic data, Voyage related data, safety related message, etc. In static data, 1) IMO number, in dynamic data, 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, etc. can be used. In addition, the same information can be collected through a separate solid line measuring device. Preferably, the operation information for analyzing the operation performance of the ship among the AIS data or the real ship measurement data collected from the AIS or the real ship measurement device may be the position, the bow angle, and the draft of the ship.

On the other hand, the marine environment information according to the navigation route of the ship may be information about wind and waves on the navigation route. Information on these winds and waves is available from the European Center for Medium-Range Weather Forecasts (ECMWF), the National Oceanic and Atmospheric Administration (NOAA), and the National Data Buoy Center (NDBC). ), etc., may be obtained through various sources, and preferably may be obtained from ECMWF.

The ship's operation command speed means the speed that is the standard of the ship in performing simulations according to the ship's navigation route using the steering motion equation to be described later, and the operation cost is calculated according to the speed. The operation command speed of the vessel may be selected in consideration of various factors such as the type, size, and type of the vessel, and may be set in the range of 5 to 30 knots, which is the speed at which the vessel normally operates. However, it is not limited to these figures, and it is of course possible to set a range of 40 knots or more in the case of a high-speed boat.

In addition, the device database may include fuel gas consumption per output (SGC-P) information of the propulsion engine and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine.

The propulsion engine using liquefied natural gas as fuel gas may be a propulsion engine using dual fuel. Unlike gasoline engines that use spark plugs to ignite fuel by spark plugs, propulsion engines using dual fuel are based on diesel engines that compress intake air to high air and high pressure and ignite (self-ignition). It further includes a pilot injector as a small oil fuel injector.

Gas fuel such as natural gas has a low flash point but has a high self-ignition (self-ignition) temperature of around 550 °C. MGO, etc.) can be injected to induce ignition to achieve stable ignition of gas fuel.

Therefore, in order to derive the investment cost payback period according to an embodiment of the present invention, it is necessary to calculate the fuel gas consumption and pilot fuel oil consumption of the propulsion engine, and for this, information on the fuel gas consumption per output of the propulsion engine (SGC-P) and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine is stored in the device database.

In addition, in the device database, fuel gas consumption per output (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information of the power generation engine for generating power required to drive the reliquefaction system are included. may include

It is necessary to calculate the fuel gas consumption and pilot fuel oil consumption of the power generation engine that produces the power required to drive the re-liquefaction system in order to derive the payback period of the investment cost according to an embodiment of the present invention. Fuel gas consumption per output (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information of the power generation engine are stored in the device database.

In addition, the device database may include price information of fuel gas and price information of pilot fuel oil. This is information for calculating the above-described pilot fuel oil consumption and fuel gas consumption and converting the consumption amounts into costs.

The price information of fuel gas and the price information of pilot fuel oil may be based on a specific 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, and the departure date and the arrival date The average value of the values based on can be used. In addition, separate price information independent of the departure date and arrival date may be arbitrarily set.

Hereinafter, the operation of the device for deriving the payback period of the investment in the system for deriving the payback period of the investment cost of the reliquefaction system according to the present invention will be described.

The device for deriving the investment cost payback period uses the above-described marine environment information according to the ship's operation route, operation information extracted from AIS data or real ship measurement data, and a steering motion equation that can simulate the operation command speed of the ship and the dynamic characteristics of the ship. By using the simulation, the RPM of the propulsion engine is derived according to the navigation path of the ship.

Since the steering motion equation has a model test result or a trial run result for the target ship, the mathematical model is verified using the model test result or trial run result of the ship to form a steering motion equation capable of simulating the dynamic characteristics of the target ship.

The steering motion equation according to the present invention can be expressed 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.Here, m is the mass of the ship, and Izz is the mass moment of inertia of the ship. u and v denote the longitudinal and transverse velocity of the vessel, respectively,

,

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

The angular velocity of rotation with respect to the center of the hull at the position,

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

The forces and moments acting on the hull can be divided by Equation (2). The subscript H stands for hull, P stands for propeller, R stands for rudder, WI stands for wind, and WA stands for wave.

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

where m _x , n _y are the added masses in the longitudinal and transverse directions, L _pp is the length between water lines of the ship , T is the draft of the ship, U is the actual speed at which the ship is moving, and ρ is the density of seawater. and β is the drift angle. At this time, if the draft of the ship is different from the draft of the previous stage (the initial draft or the draft before moving to the target point), the design draft and the ballast resistance coefficient set for each speed are linearly interpolated, and the re-estimated resistance coefficient value is reflected. do.

Here, ur is the product of the longitudinal speed and the transverse speed 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 vessel.

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

및

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

and

is the rudder angle.

Here, α _{H is the interference coefficient} between the hull and the rudder, F N_PORT is calculated using the density of seawater, the rudder (PORT) area, the slope of the rudder (PORT) lift coefficient according to the angle of incidence, and the floating angle of incidence, F _{N_STBD} is also It is calculated using the density of seawater, the area of the rudder (STBD), the slope of the rudder (STBD) lift coefficient according to the angle of incidence, and the angle of flow incidence.

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

In addition, in order to obtain the wind load in the steering motion equation of the ship, it must be arranged in terms of the relative speed and the relative angle of incidence, and 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 speed of the wind,

denotes the relative speed in the transverse direction of the wind.

is the square root of the sum of the square of the longitudinal relative speed and the square of the transverse relative speed,

is the relative angle of incidence incident on the hull.

The wind load acting on the hull is calculated using Equation 11 below.

Here, C _X , C _Y , and C _N refer to the non-dimensionalized wind load coefficients. _AT is the longitudinal projected area above the waterline of the ship, and A _L is the transverse projected area. ρ _air refers to the density of air, and L _OA refers to the total length of the vessel.

The wave load can be calculated using Equation 12. Only the average wave drift force is considered as the wave load in the steering motion 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 average wave drift force, ω is the frequency, α is the wave incidence angle,

indicates the amplitude of the wave. E(ω) denotes an International Towing Tank Committee (ITTC) wave spectrum. After performing linear interpolation according to the moving speed of the ship, the average wave period, and the direction of the wave, the wave load is considered as an external force in the steering motion equation.

The investment cost payback period derivation apparatus according to an embodiment of the present invention receives a specific section of a ship for estimating operational performance from AIS data or real ship measurement data, and the initial position of the ship, initial bow angle, initial draft, and operation command speed is set as the initial condition, and the rudder angle calculated by calculating the rudder angle for moving from the initial condition to the target point in the initial condition by setting the target point during the movement path of the ship among the AIS data or the real ship measurement data, and the above-mentioned equations 1 to 12. By using the steering motion equation and coefficient information, the longitudinal and lateral forces and yaw moment received by the ship moving to the target point are calculated to simulate the ship's operating performance.

At this time, it is determined whether the draft of the target ship for moving to the target point and the initial draft are the same in the initial condition. Operational performance is simulated, and if the current draft of the target ship and the initial draft or the draft at the previous target point are different, the coefficient of the steering motion equation is re-estimated as an empirical formula, and the re-estimated coefficient information and the steering motion equation are used to operate the target ship. Simulate performance. If the initial draft of the ship or the draft at the previous target point is different, the resistance coefficients of the design draft and the ballast draft set for each speed of the ship are linearly interpolated, and the steering motion equation is solved by reflecting the estimated resistance coefficient value.

More specifically, the investment cost payback period derivation device calculates the longitudinal and lateral forces and yaw moments received by the target vessel moving to the above-described target point through Equations 1 to 12, and the calculated vessel receives The actual operating performance of the target ship can be estimated based on the results including the rudder angle and the RPM of the propulsion engine obtained using the longitudinal and lateral forces and the yaw moment.

로 표시한다. 여기에서 R_T ∝ V² (전저항은 속도의 거의 2승에 비례함)이므로 위의 식은 P ∝ V³로 바꿀 수 있다. 즉, 선박의 항해에 필요한 동력 즉, 출력은 속도의 3승에 비례한다.Normally, the power P[kW] required for the vessel to sail at the speed V[m/s] while receiving resistance [R _{T ] is}

indicated as Here, R _T ∝ V ² (total resistance is proportional to almost the square of the speed), so the above equation can be changed to ^{P ∝ V 3 .} That is, the power required for the navigation of the ship, that is, the output is proportional to the third power of the speed.

In addition, the device for deriving the investment cost payback period is based on the calculated output of the propulsion engine, fuel gas consumption per output (SGC-P) information and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine. Calculate the fuel oil consumption and fuel gas consumption, and calculate the operation cost according to the ship's operation command speed through the calculated pilot fuel oil consumption and fuel gas consumption, and the above-described fuel gas price information and fuel oil price information. do.

Next, the device for deriving the investment cost payback period is based on the required power information for driving the reliquefaction system stored in the device database, the required output of the power generation engine, and the fuel gas consumption per output of the power generation engine (SGC-E ) information and the pilot fuel oil consumption per output (SFOC-E) information, the pilot fuel oil consumption and fuel gas consumption are calculated, and the calculated pilot fuel oil consumption and fuel gas consumption and the above-mentioned price information of fuel gas and fuel oil price information can be added to the ship's operating cost.

After calculating the operating cost for each operation command speed of the vessel, the cost is compared with the investment cost information of the reliquefaction system stored in the device database to derive the payback period of the reliquefaction system investment cost.

More specifically, the re-liquefaction system investment cost payback period derivation system according to an embodiment of the present invention may consider BOG generated in the liquefied natural gas storage tank. In this case, a GCU for incinerating the BOG generated in the storage tank may be further provided, and BOR information of the storage tank may be further stored in the above-described device database.

At this time, it is possible to calculate the amount of incineration of the BOG incinerated through the investment cost payback period derivation device and the GCU, and calculate the additional operation cost according to the operation command speed of the vessel through the amount of BOG incineration and fuel gas price information. The additional operation cost calculated in this way is added to the operation cost according to the operation command speed of the ship and calculated as the final operation cost according to the operation command speed of the ship.

By comparing the final flight cost calculated in this way, the amount of BOG incineration that can be saved by driving the reliquefaction system, and the resulting savings cost, the payback period of the investment cost can be derived through the investment cost information of the reliquefaction system.

On the other hand, using the BOR information of the storage tank, when BOG is generated in the storage tank and the pressure of the storage tank rises, the BOG is incinerated through the GCU, and when the pressure of the storage tank decreases through the incineration, the GCU is operated What you don't do can be configured as a scenario. In such a scenario, BOG is incinerated through the GCU so that the pressure in the storage tank satisfies a predetermined range, the amount of incinerated BOG is calculated, and then the additional operation cost can be calculated.

In addition, when it exceeds 80% of the maximum allowable pressure of the storage tank, the BOG is incinerated through the GCU, and when it becomes less than 20% of the maximum allowable pressure of the storage tank through such incineration, the GCU is not operated. In this case, after calculating the incineration amount of incinerated BOG through GCU, additional operation cost can be calculated.

The storage tank of liquefied natural gas may be free-standing or membrane type, preferably membrane type.

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

Hereinafter, a method for deriving a payback period for investment in a reliquefaction system according to the present invention will be described with reference to FIGS. 2 to 11 .

In deriving the payback period for the re-liquefaction system investment cost according to an embodiment of the present invention, a target vessel is provided with a storage tank for storing liquefied natural gas, and propulsion capable of operating using this liquefied natural gas as the vessel's fuel gas It is intended for ships with engines (eg dual fuel propulsion engines).

In addition, in deriving the payback period of the reliquefaction system investment cost according to an embodiment of the present invention, the target vessel is provided with a reliquefaction system for reliquefying liquefied natural gas, and power for driving this reliquefaction system It is aimed at ships including power generation engines produced.

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

Next, the operation information is extracted to analyze the operation performance of the ship from the AIS data or the real ship measurement data collected from the AIS or the real ship measurement device, and the marine environment information according to the ship's route is obtained, and the ship's operation command speed Enter (Step 2).

Here, the operation information from which the AIS data is extracted includes static data, dynamic data, Voyage related data, safety related message, etc., among static data, 1) IMO number, and among dynamic data, 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, etc. can be used. In addition, the same information can be collected through a separate solid line measuring device. Preferably, the operation information for analyzing the operation performance of the ship among the AIS data or the real ship measurement data collected from the AIS or the real ship measurement device may be the position, the bow angle, and the draft of the ship.

More specifically, it is possible to selectively acquire flight information for a specific period from among AIS data or solid line measurement data. The sailing route of the ship that departed and operated to Japan as of June 17, 2016 over about 26 days was selected, and the movement route taken from the AIS data of the ship is well illustrated in FIG. 3 .

In addition, the marine environment information according to the operation route of the ship may be obtained through sources such as ECMWF, NOAA, NDBC, etc. as information about wind and waves on the operation route, preferably from the ECMWF.

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

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

Next, a simulation is performed according to the navigation path of the vessel using the extracted navigation information, the acquired marine environment information, the input navigation command speed, and the steering motion equation set in the first step, and the RPM of the propulsion engine is derived (step 3).

Specifically, the section of the vessel is set (starting point and arrival point), and initial conditions are set using the initial position, initial bow angle and initial draft, which are information of the departure point among the set sections, and the input operation command speed. And the target point of the ship is set along the movement route of the set section, and the target point is determined as the point where the rudder angle needs to be changed, and the final target point is determined after passing through a plurality of transit target points during the movement of the ship. Calculates the rudder angle of the vessel to move from the initial position to the next set target point, and determines whether the draft information of the vessel included in the AIS data or the real ship measurement data of the vessel moving to this target point is the same as the initial draft. . As a result of this determination, if the draft of the ship included in the AIS data of the ship moving to the target point is the same as the initial draft, the operation performance of the ship is simulated using the steering motion equation and coefficient information (fluid force micro-coefficient) set in the first step. . After the simulation is performed, it is determined whether or not the target point is reached, and if the determination result does not reach the target point, the simulation is repeated. 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 actual ship measurement data is different from the initial draft, the coefficient of the steering motion equation (fluid force differential coefficient) is re-estimated in an empirical way. The coefficient is a resistance coefficient, and based on the design draft and ballast draft set for each speed of the ship, the design draft and ballast draft set for the speed of the target ship are estimated using a linear interpolation method. Using this re-estimated coefficient information and the steering motion equation, the ship's operating performance is simulated. Through the above-mentioned steering motion equation, the longitudinal force, lateral force and yaw moment that the vessel receives when the vessel moves to the target point are calculated, and the calculated longitudinal force, lateral force and yaw direction received by the vessel are calculated. The RPM of the propulsion engine is derived through the moment.

As shown in Figures 5 and 6, when comparing the position and speed of the vessel calculated based on the AIS route, if the route point is well followed and there is a diagonal change in the entire route and in the section with the diagonal change It was found that some loss of ship speed occurs according to the characteristics, but considering that this is a phenomenon that can only occur during actual operation, it can be confirmed that the ship follows the operation command speed well.

Next, the output of the propulsion engine is calculated from the derived RPM of the propulsion engine (the fourth step). As mentioned above, the output of the output engine can be calculated by utilizing the power required for the navigation of the ship, that is, the output is proportional to the third power of the speed.

As shown in FIG. 7 , it can be confirmed that the average RPM has a linear relationship to the speed, and the average output has a cubic relationship.

Next, the pilot fuel oil consumption and fuel of the propulsion engine through the previously calculated output of the propulsion engine, fuel gas consumption per output (SGC-P) information and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine. Calculate the gas consumption (fifth step).

Equation 13 represents a formula for calculating the amount of fuel gas and pilot fuel oil (marine diesel, MGO) consumed in the propulsion engine.

Next, the output of the power generation engine for producing the required power is derived using the power information required for driving the reliquefaction system, and the fuel gas consumption per output (SGC-E) information of the power generation engine and the pilot fuel oil per output The pilot fuel oil consumption and fuel gas consumption of the power generation engine are calculated through the consumption amount (SFOC-E) information (step 6).

Equation 14 represents an equation for calculating the amount of fuel gas and pilot fuel oil (heavy oil, HFO) consumed in the power generation engine.

And, the ship's operation command speed through the calculated pilot fuel oil consumption and fuel gas consumption of the propulsion engine, the calculated pilot fuel oil consumption and fuel gas consumption of the power generation engine, fuel gas price information and pilot fuel oil price information Calculate the operating cost according to the (7th step). At this time, since the price information of fuel gas and the price information of pilot fuel oil are continuously changing values, it is necessary to set the standards. Therefore, the reference point of the price is based on a specific date that exists between the departure date and the arrival date of the flight information extracted from the AIS data or the line measurement data, or by using the average value of the values based on the departure and arrival dates. can In addition, of course, separate price information completely independent of the departure date and arrival date can be set arbitrarily.

8 illustrates price information of fuel gas and price information of fuel oil for 180 days from July 1, 2018. For the price information of fuel gas and fuel oil price information, reference was made to the bunkering price of Vancouver Port, and in one embodiment of the present invention, it was set as of December 8, 2017.

Finally, the reliquefaction system investment cost payback period is derived by comparing the operation cost for each operation command speed of the vessel and the reliquefaction system investment cost information (step 8).

9 is a graph showing the calculation of the operation cost for each operation command speed of the vessel.

More specifically, the re-liquefaction system investment cost recovery method according to an embodiment of the present invention may consider BOG generated in the liquefied natural gas storage tank. In this case, the GCU is further provided to incinerate the BOG generated in the liquefied natural gas storage tank, and the amount of incineration of the BOG incinerated through the GCU can be reflected in the operating cost.

In this case, the method for recovering the investment cost of the reliquefaction system described above may further include calculating the amount of incineration of BOG incinerated through the GCU. The step of calculating the amount of incineration of BOG may be located between the fourth and fifth steps, between the fifth and sixth steps, or between the sixth and seventh steps, and the RPM of the propulsion engine through the steering motion equation After calculating , it is preferable to locate before calculating the operation cost according to the ship's operation command speed.

Equation 15 represents the amount of BOG consumed (incineration amount) after the GCU starts to operate.

In the seventh step of calculating the operation cost different from the operation command speed of the ship, the additional operation cost is added to the operation cost according to the operation command speed of the ship through the calculated amount of incineration of the BOG and the fuel gas price information. In the eighth step of calculating the final operating cost according to the operation command speed of By comparing the amount of BOG incineration and the resulting reduction cost, the payback period of the investment cost is derived through the investment cost information of the reliquefaction system.

Equation 16 represents the cost of fuel gas consumed or incinerated through the propulsion engine, the power generation engine, and the GCU every second.

On the other hand, using the BOR information of the storage tank, when BOG is generated in the storage tank and the pressure of the storage tank rises, the BOG is incinerated through the GCU, and when the pressure of the storage tank decreases through the incineration, the GCU BOG is incinerated through the GCU so that the pressure in the storage tank satisfies a predetermined range under the condition that it does not operate, and after calculating the amount of incinerated BOG, additional operation costs can be calculated.

In addition, when it exceeds 80% of the maximum allowable pressure of the storage tank, the BOG is incinerated through the GCU, and when it becomes less than 20% of the maximum allowable pressure of the storage tank through such incineration, the GCU is not operated. In this case, after calculating the incineration amount of incinerated BOG through GCU, additional operation cost can be calculated.

10 shows the operation cost according to the speed of the ship, the BOR, and the operation of the reliquefaction system. It can be seen that as the BOR decreases, the operating conditions without the operation of the GCU expand, and it can be seen that the minimum operating cost is expected at the lowest speed condition unless the GCU is operated.

On the other hand, Figure 11 shows the recovery period of the investment cost of the reliquefaction system derived according to an embodiment of the present invention, and assuming that the price of the known reliquefaction system is approximately 4 million USD, the condition marked with '-' is fuel Considering the cost of incineration of gas and BOG, it is a case where the investment cost cannot be recovered because there is no need to operate the reliquefaction device. did.

Through this, the reliquefaction system investment cost payback period derivation system and method according to the present invention can provide an important criterion for determining whether to install the reliquefaction system according to the corresponding speed range when establishing the operation plan of the ship.

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

100: Reliquefaction system investment cost payback period derivation device
200: device database

Claims (25)

A storage tank for storing liquefied natural gas and a reliquefaction system for re-liquefying the liquefied natural gas are provided, and the operation process of a ship including a propulsion engine operable using the liquefied natural gas as a fuel gas is simulated or tested to simulate or test the operation of the ship. The reliquefaction by the device database in which various data of the investment cost payback period derivation device and the investment cost payback period derivation device for analyzing the actual operation performance of the ship and deriving the payback period for the investment cost of the reliquefaction system of the vessel through this As a system for deriving a payback period for system investment,
The device database includes navigation information extracted to analyze the navigation performance of the ship from AIS data or real ship measurement data collected from AIS or a real ship measurement device, maritime environment information according to the navigation route of the ship, and the ship's operation command speed. , fuel gas consumption per output (SGC-P) information and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine, power required to drive the re-liquefaction system, fuel gas consumption per output of the power generation engine (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information, price information of the fuel gas and price information of the pilot fuel oil, and investment cost information of the reliquefaction system are stored,
The investment cost payback period derivation device,
The marine environment information according to the navigation path of the ship, the navigation information extracted from the AIS data or the real ship measurement data, the navigation command speed of the ship, and a steering motion equation capable of simulating the dynamic characteristics of the ship are used. Deriving the RPM of the propulsion engine by performing a simulation according to the navigation path of the ship,
Calculate the output of the propulsion engine from the derived RPM of the propulsion engine,
Pilot fuel oil consumption and fuel gas of the propulsion engine through the calculated output of the propulsion engine, fuel gas consumption per output (SGC-P) information and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine Calculate the consumption
Pilot fuel of the power generation engine through power required for driving the reliquefaction system, fuel gas consumption per output (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information of the power generation engine Calculates oil consumption and fuel gas consumption,
Through the pilot fuel oil consumption and fuel gas consumption of the propulsion engine, the pilot fuel oil consumption and fuel gas consumption of the power generation engine, the price information of the fuel gas and the price information of the pilot fuel oil, Calculate the operating cost according to the
The reliquefaction system investment cost payback period derivation system, characterized in that the reliquefaction system investment cost payback period is derived by comparing the operation cost according to the operation command speed of the vessel and the investment cost information of the reliquefaction system. The method of claim 1,
The reliquefaction system investment cost payback period derivation system, characterized in that the operation information extracted from the AIS data or the real ship measurement data is the position, the bow angle, and the draft of the ship. The method of claim 1,
The reliquefaction system investment cost payback period derivation system, characterized in that the marine environment information according to the operation route of the vessel is information about wind and waves acquired by ECMWF. The method of claim 1,
The price information of the fuel gas and the price information of the pilot 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. Investment cost payback period derivation system. The method of claim 1,
The price information of the fuel gas and the price information of the pilot fuel oil are the price information based on the departure date of the flight information extracted from the AIS data or the real line measurement data, and the price information extracted from the AIS data or the real line measurement data. A system for deriving a payback period for investment in a reliquefaction system, characterized in that it is an average value of price information based on the arrival date of flight information. 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 dynamic fluid force acting on the hull and rudder of the ship, and a yaw direction acting on the hull and rudder of the ship In order to calculate the dynamic fluid force of Reliquefaction system investment cost payback period derivation system, characterized in that. 7. The method of claim 6,
The investment cost payback period derivation device,
Setting the operation command speed of the ship, the initial position of the ship extracted from the AIS data or the real ship measurement data, the initial bow angle, and the initial draft as initial conditions,
setting the target point of the ship among the AIS data or the real ship measurement data,
Calculate the rudder angle for moving to the target point in the initial condition,
It is determined whether the current draft of the ship and the initial draft are the same,
If the current draft of the ship and the initial draft are the same as the result of the determination, the operation performance of the ship is simulated using the steering motion equation and coefficient information and the calculated rudder angle,
If the current draft of the ship and the initial draft are different as a result of the determination, the coefficient information of the steering motion equation is re-estimated as an empirical formula, the re-estimated coefficient information, the steering motion equation, and the calculated rudder angle. Reliquefaction system investment cost payback period derivation system, characterized in that it simulates the operation performance of a ship. 8. The method of claim 7,
The investment cost payback period derivation device,
Reliquefaction system investment cost, characterized in that by changing the rudder angle of the rudder with the calculated rudder angle and deriving the RPM of the propulsion engine based on the longitudinal and lateral forces received by the vessel moving to the target point, and the yaw moment Payback period derivation system. The method of claim 1,
Further comprising a GCU to incinerate the BOG generated in the storage tank,
BOR information of the storage tank is further stored in the device database,
The investment cost payback period derivation device,
Calculating the amount of incineration of the BOG incinerated through the GCU, calculating the additional operation cost according to the operation command speed of the ship based on the amount of incineration of the BOG and the fuel gas price information, and operating according to the operation command speed of the ship Calculate the final operation cost according to the operation command speed of the ship by adding the additional operation cost to the cost,
The reliquefaction system investment cost payback period derivation system, characterized in that the final operation cost according to the operation command speed of the vessel and the cost saved by driving the reliquefaction system are compared to derive the investment cost payback period. 10. The method of claim 9,
The investment cost payback period derivation device,
Using the BOR information of the storage tank, when BOG is generated in the storage tank and the pressure of the storage tank rises, the BOG is incinerated through the GCU, and the pressure of the storage tank decreases through the incineration In this case, with the condition that the GCU is not operated, the reliquefaction system investment cost payback period derivation system, characterized in that the incineration amount of the BOG incinerated through the GCU is calculated so that the pressure in the storage tank satisfies a predetermined range . 10. The method of claim 9,
The investment cost payback period derivation device,
Using the BOR information of the storage tank, when BOG is generated in the storage tank and the pressure of the storage tank rises, the BOG is incinerated through the GCU, and the pressure of the storage tank decreases through the incineration In this case, with the condition that the GCU is not operated, the reliquefaction system investment cost payback period derivation system, characterized in that the incineration amount of the BOG incinerated through the GCU is calculated so that the pressure in the storage tank satisfies a predetermined range . 10. The method of claim 9,
The reliquefaction system investment cost payback period derivation system, characterized in that the BOR of the storage tank is a value between 0.075%/day and 0.150%/day. A storage tank for storing liquefied natural gas and a reliquefaction system for re-liquefying the liquefied natural gas are provided, and the operation process of a ship including a propulsion engine operable using the liquefied natural gas as a fuel gas is simulated or tested to simulate or test the operation of the ship. As a method of deriving the payback period for the reliquefaction system investment cost for analyzing the actual operation performance of the ship and deriving the payback period for the investment cost of the reliquefaction system of the vessel through
a first step of setting a steering motion equation capable of simulating the dynamic characteristics of the ship;
Extracts operation information to analyze the operation performance of the vessel from the AIS data or real-line measurement data collected from AIS or a real ship measurement device, acquires marine environment information according to the operation route of the ship, and the operation command speed of the ship A second step of inputting;
a third step of deriving the RPM of the propulsion engine by performing a simulation according to the navigation route of the ship using the extracted navigation information, the acquired marine environment information, the input navigation command speed, and the steering motion equation;
a fourth step of calculating the output of the propulsion engine from the derived RPM of the propulsion engine;
Pilot fuel oil consumption and fuel gas of the propulsion engine through the calculated output of the propulsion engine, fuel gas consumption per output (SGC-P) information and pilot fuel oil consumption per output (SPOC-P) information of the propulsion engine a fifth step of calculating the consumption amount;
Pilot fuel oil of the power generation engine through power required for driving the reliquefaction system, fuel gas consumption per output (SGC-E) information and pilot fuel oil consumption per output (SFOC-E) information of the power generation engine a sixth step of calculating consumption and fuel gas consumption;
Through the pilot fuel oil consumption and fuel gas consumption of the propulsion engine, the pilot fuel oil consumption and fuel gas consumption of the power generation engine, the price information of the fuel gas and the price information of the pilot fuel oil, a seventh step of calculating the operating cost according to the following; and
an eighth step of deriving a payback period for the re-liquefaction system investment cost by comparing the operation cost according to the operation command speed of the vessel and the investment cost information of the re-liquefaction system;
A method of deriving a payback period for investment cost of a reliquefaction system comprising a. 14. The method of claim 13,
The method of deriving a payback period of investment cost for a reliquefaction system, characterized in that the operation information extracted from the AIS data or the real ship measurement data is the position, the bow angle, and the draft of the ship. 14. The method of claim 13,
The method of deriving a payback period of investment cost for a reliquefaction system, characterized in that the marine environment information according to the operation route of the vessel is information about wind and waves obtained from ECMWF. 14. The method of claim 13,
The price information of the fuel gas and the price information of the pilot 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. Method of deriving the payback period of investment cost. 14. The method of claim 13,
The price information of the fuel gas and the price information of the pilot fuel oil are the price information based on the departure date of the flight information extracted from the AIS data or the real-line measurement data, and the price information extracted from the AIS data or the real-line measurement data. A method of deriving a payback period for investment in a reliquefaction system, characterized in that it is an average value of price information based on the arrival date of flight information. 14. The method of claim 13,
The first step is
a longitudinal dynamic fluid force acting on the hull, propeller and rudder of the vessel, a transverse dynamic fluid force acting on the hull and rudder of the vessel, and a transverse dynamic fluid force acting on the hull and rudder of the vessel, and the To calculate the dynamic fluid force in the yaw direction acting on the hull and rudder of the ship, each dynamic fluid force acting on the ship is constructed with a mathematical model for each hull, propeller and rudder, and a model test is performed on the configured mathematical model A method of deriving a payback period for investment in a reliquefaction system, characterized in that setting an equation verified through the result or test run result. 19. The method of claim 18,
The third step is
a 3-1 step of setting the operation command speed of the ship, the initial position of the ship extracted from the AIS data or the real ship measurement data, an initial bow angle, and an initial draft as initial conditions;
a 3-2 step of setting a target point of the ship among the AIS data or the real ship measurement data;
a 3-3 step of calculating a rudder angle for moving from the initial condition to the target point; and
3-4 steps of determining whether the current draft of the vessel and the initial draft are the same;
including,
If the current draft of the ship and the initial draft are the same as a result of the judgment in steps 3-4, the navigation performance of the ship is simulated using the steering motion equation and coefficient information and the calculated rudder angle,
If the current draft of the ship and the initial draft are different as a result of the judgment in steps 3-4, the coefficient information of the steering motion equation is re-estimated by empirical expression, the re-estimated coefficient information, the steering motion equation, and the calculated rudder A method of deriving a payback period for investment in a reliquefaction system, characterized in that the operation performance of the vessel is simulated using the angle. 20. The method of claim 19,
Step 3-5 of deriving the RPM of the propulsion engine based on the longitudinal and lateral forces and yaw moment received by the ship moving to the target point by changing the rudder angle of the rudder with the calculated rudder angle. A method of deriving a payback period for the reliquefaction system investment cost, characterized in that 14. The method of claim 13,
Further comprising a GCU to incinerate the BOG generated in the storage tank,
Further comprising the step of calculating the amount of incineration of the BOG incinerated through the GCU,
The seventh step is
The additional operation cost according to the operation command speed of the ship is calculated based on the calculated amount of BOG incineration 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. Calculate the final flight cost according to the operation command speed,
The eighth step is
A method of deriving a payback period for an investment cost for a reliquefaction system, characterized in that the final operation cost according to the operation command speed of the vessel and the cost saved by driving the reliquefaction system are compared to derive an investment cost payback period. 22. The method of claim 21,
Calculating the amount of incineration of the BOG comprises:
Using the BOR information of the storage tank, when BOG is generated in the storage tank and the pressure of the storage tank rises, the BOG is incinerated through the GCU, and the pressure of the storage tank decreases through the incineration A method of deriving a payback period for investment cost of a reliquefaction system, characterized in that the amount of incineration of the BOG incinerated through the GCU is calculated under the condition that the GCU is not operated, but the pressure in the storage tank satisfies a predetermined range. 23. The method of claim 22,
Calculating the amount of incineration of the BOG comprises:
Conditions in which the BOG is incinerated through the GCU when it exceeds 80% of the maximum allowable pressure of the storage tank, and the GCU is not operated when it is less than 20% of the maximum allowable pressure of the storage tank through the incineration A method of deriving a payback period for investment in reliquefaction system, characterized in that calculating the amount of incineration of the BOG incinerated through the GCU. 22. The method of claim 21,
The BOR of the storage tank is a method of deriving a payback period for the investment cost of the reliquefaction system, characterized in that the value is between 0.075%/day and 0.150%/day. The computer program for executing the method of deriving the payback period of the reliquefaction system investment cost according to any one of claims 13 to 24 on a computer is recorded, a computer readable recording medium.

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