WO2012005408A1 - 선박 운항지시 최적화 구현을 위한 에너지 효율 최적화를 이용한 선박 연료 절감 시스템 및 그 방법과 그 방법에 의한 컴퓨터 프로그램을 저장한 기록매체 - Google Patents
선박 운항지시 최적화 구현을 위한 에너지 효율 최적화를 이용한 선박 연료 절감 시스템 및 그 방법과 그 방법에 의한 컴퓨터 프로그램을 저장한 기록매체 Download PDFInfo
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- WO2012005408A1 WO2012005408A1 PCT/KR2010/005893 KR2010005893W WO2012005408A1 WO 2012005408 A1 WO2012005408 A1 WO 2012005408A1 KR 2010005893 W KR2010005893 W KR 2010005893W WO 2012005408 A1 WO2012005408 A1 WO 2012005408A1
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
Definitions
- the present invention relates to a ship fuel saving system using fuel efficiency optimization, and a method and a recording medium storing a computer program according to the method.
- the present invention relates to a ship fuel saving system using energy efficiency optimization that reduces fuel consumption and minimizes CO 2 emissions by operating in an operating condition, and a recording medium storing computer programs therefor.
- CO2 emissions are widely known as key factors for global warming, climate change and ocean acidification.
- the amount of CO2 emitted to transport one ton of cargo a mile is the most overwhelming means of transportation in the world, even though ships are the most efficient means of transport, so about 3% of the total greenhouse gas emissions emitted by the industry I am.
- the optimum route and engine mode are provided in consideration of the hull conditions and the method of providing the optimum route reflecting the weather conditions introduced in the market. There is a way.
- the optimal route is designed based only on the weather conditions transmitted from the onshore weather information provider, and the present invention provides an optimal RPM considering all the weather conditions, the hull conditions, and the engine conditions. There are differences in the conditions under consideration and the information provided, and there are a number of cases introduced in Korea, but the effects of oil reduction are insignificant.
- Korean Unexamined Patent Publication No. 1997-0071419 (hereinafter referred to as "prior art 1") relates to an optimum navigation system of a ship, and has a sound receiver mounted on the ship and transmitting a request signal and an acoustic receiver receiving a response signal.
- a sound device, and the acoustic reactor is installed in the lower portion of the canyon for transmitting a response signal in response to the request signal.
- Korean Registered Patent No. 0333258 (hereinafter referred to as "prior art 2”) relates to a web service method for safe ship operation and control of ships, and the ship's identification number, ship name, Generating ship data of ship length, ship width, ship type, position information, ship speed, navigation status, bow direction, head angle, ship travel direction; Periodically transmitting the ship data to an ASP system through a satellite; Processing the vessel management module built in the ASP system according to the vessel data user and storing the vessel in a DB; Accessing an ECS terminal for extracting vessel data stored in the vessel DB and a homepage on which a program showing an electronic chart on the web is installed on a control client terminal; The home page is a ship information is transferred to the ASP system using the data stored in the electronic chart DB to represent the vessel on the electronic chart; Clicking a plurality of vessels shown in the electronic chart on the homepage implemented in the web to obtain all the information on the vessel in real time.
- the prior art 1 has the effect of predicting not only the center of the canyon in a straight canyon, but also the depth change of the canyon, the bend of the canyon, and the like, by using an acoustic signal. Although it is effective to receive real-time ship safety related information such as electronic chart and current weather environment, and the location information of ships can be serviced anywhere through the Internet, it is possible to collect the operational status of ships in real time and power each equipment. There is no description or mention at all of the technical features of the present invention for reducing fuel consumption by allowing the vehicle to operate under optimum operating conditions.
- the technical problem to be achieved by the present invention is to obtain the weather information, navigation information, load information, engine information, etc. from various information devices of the vessel in real time to calculate the optimal RPM that can operate the most economically to the next destination to reduce energy consumption Reduce fuel consumption, but quickly change the optimal RPM in accordance with the change of operating conditions, calculate the fuel saving effect through the optimal operation objectively reflected in the next car, optimize the energy efficiency by integrated fuel oil reduction
- the present invention provides a ship fuel saving system capable of automatically or semi-automatically performing the above process, a method thereof, and a recording medium storing a computer program according to the method.
- the ship fuel saving system of the present invention the reference ship specification collection unit 10 for collecting the reference ship specifications; and the speed and fuel consumption rate while changing the operating conditions during the standard operation;
- a reference flight data collection unit 20 which collects the measured reference flight data; and an optimum RPM calculation module generation unit 30 which receives the reference ship specification and the reference flight data to generate an optimal RPM calculation module;
- An optimum RPM calculation unit 50 for calculating an optimal RPM by inputting a current schedule condition and operation condition to the optimum RPM calculation module received from the optimum RPM calculation module generation unit 30; and the optimal RPM calculation unit 50 RPM application unit 60 for applying to the engine of the vessel received from the optimal RPM;), including, the reference flight includes a factory trial run, maritime trial run, new construction N port, the latest M port, the N and M is official
- the optimum RPM is the RPM that consumes the lowest fuel compared to the current schedule conditions and operating conditions, wherein the schedule conditions include a target distance, a target time, a variable
- the optimum RPM [standard optimum speed-speed increase / decrease compared to operating conditions] ⁇ RPM conversion factor x weather compensation coefficient
- the above standard operating conditions are operating conditions at the time of factory test run,
- the target speed target distance / target time
- variable target speed target distance / (target time + variable time)
- the speed increase or decrease compared to the operating conditions is the speed that increases or decreases from the standard optimum speed when operating at the standard optimal RPM under the current operating conditions
- the standard optimal RPM is RPM capable of operating at the standard optimum speed when the standard operating conditions
- the RPM conversion coefficient is a coefficient that converts the speed of the [standard optimum speed-speed increase / loss relative to the operating condition] under the current operating conditions by multiplying the [standard optimum speed-speed increase / loss compared to the operating conditions].
- the weather compensation coefficient net weather coefficient (normal weather degree-regular weather degree)-turbulent weather coefficient (warm weather degree-regular weather degree),
- the regular phase accuracy is a value obtained by quantifying the degree of meteorological conditions of the standard operating conditions
- the net weather degree is a value obtained by quantifying the net weather degree of current weather conditions
- the turbulence is a numerical value of the turbulence of the current weather conditions
- the net meteorological coefficient is obtained by multiplying the [normal meteorological coefficient (normal meteorological degree-regular meteorological degree)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to determine the RPM. Coefficient limiting not to exceed the limit RPM,
- the upper limit RPM is the RPM of the point where the fuel consumption increase / speed increase increases when the RPM
- the turbulence coefficient is obtained by multiplying the [turbulence phase coefficient (turbulence phase accuracy-regular phase accuracy)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to obtain the RPM. Coefficient limiting not to be below the limit RPM,
- the upper limit air limit RPM is characterized in that the RPM of the fuel consumption reduction / speed reduction amount per mile in the current operating conditions when the RPM is reduced.
- the ship fuel saving system of the present invention further includes an optimal RPM automatic change setting unit 43 for receiving a user's selection when automatically changing the optimum RPM,
- the optimum RPM automatic change setting unit 43 transmits an optimal RPM generation command to the optimum RPM calculation unit 50 at the time of shifting, and receives the initial RPM from the user at the constant speed, and applies the RPM application unit 60.
- Automatic change time setting unit 46 characterized in that it further comprises.
- the ship fuel saving system of the present invention when receiving the user's optimal RPM change request, the manual RPM to manually change the optimal RPM generation command to the optimal RPM calculation unit 50 Setter 42; characterized in that it further comprises.
- the optimum RPM calculation unit 50 of the ship fuel saving system of the present invention the schedule / operation to collect the current schedule conditions and operating conditions to be input to the optimum RPM calculation module Condition collection unit 52 and the optimal RPM generation command is received from the schedule / operating condition collection unit 52 receives the current schedule conditions and operating conditions to input the optimal RPM calculation module to calculate the optimal RPM An optimal RPM calculation module execution unit 54;
- the ship fuel saving system of the present invention compared with the normal operation when the ship fuel saving system is not applied, and the fuel saving effect during the optimum operation to which the ship fuel saving system is applied.
- It includes a fuel efficiency analysis unit 70 for analyzing, the fuel efficiency analysis unit 70, the fuel consumption data of the reference flight compared to the schedule conditions and the same schedule conditions, the same as the optimal flight, the general operation compared to the same schedule conditions
- a fuel consumption data collection unit 72 for collecting fuel consumption data of the fuel consumption data of the optimum flight, the fuel consumption rate of the reference flight compared to the same schedule condition as the optimal flight,
- a fuel consumption rate calculation unit 74 for calculating a fuel consumption rate; and the fuel of the normal operation in the fuel consumption rate calculation unit 74;
- the fuel loss rate of the normal flight is calculated by receiving the mother rate and the fuel consumption rate of the reference flight, and the fuel consumption rate of the optimum flight is received from the fuel consumption rate calculation unit 74 by the fuel consumption rate of the optimal flight.
- a fuel loss rate calculator 70 for analyzing
- the RPM application unit 60 receives the optimal RPM from the optimum RPM calculation unit 50 and applies the RPM to the engine of the ship (S60); including, but the reference operation is a factory test run, It includes the sea trial operation, N port after the new construction, the recent M port, the N and M are the number of times arbitrarily designated by the official, the optimal RPM is the RPM that consumes the lowest fuel compared to the current schedule conditions and operating conditions,
- the schedule condition includes a target distance, a target time, a variable time
- the operation conditions include a hull condition, weather conditions, engine conditions,
- the optimum RPM [standard optimum speed-speed increase / decrease compared to operating conditions] ⁇ RPM conversion factor x weather compensation coefficient
- the above standard operating conditions are operating conditions at the time of factory test run,
- the target speed target distance / target time
- variable target speed target distance / (target time + variable time)
- the speed increase or decrease compared to the operating conditions is the speed that increases or decreases from the standard optimum speed when operating at the standard optimal RPM under the current operating conditions
- the standard optimal RPM is RPM capable of operating at the standard optimum speed when the standard operating conditions
- the RPM conversion coefficient is a coefficient that converts the speed of the [standard optimum speed-speed increase / loss relative to the operating condition] under the current operating conditions by multiplying the [standard optimum speed-speed increase / loss compared to the operating conditions].
- the weather compensation coefficient net weather coefficient (normal weather degree-regular weather degree)-turbulent weather coefficient (warm weather degree-regular weather degree),
- the regular phase accuracy is a value obtained by quantifying the degree of meteorological conditions of the standard operating conditions
- the net weather degree is a value obtained by quantifying the net weather degree of current weather conditions
- the turbulence is a numerical value of the turbulence of the current weather conditions
- the net meteorological coefficient is obtained by multiplying the [normal meteorological coefficient (normal meteorological degree-regular meteorological degree)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to determine the RPM. Coefficient limiting not to exceed the limit RPM,
- the upper limit RPM is the RPM of the point where the fuel consumption increase / speed increase increases when the RPM
- the turbulence coefficient is obtained by multiplying the [turbulence phase coefficient (turbulence phase accuracy-regular phase accuracy)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to obtain the RPM. Coefficient limiting not to be below the limit RPM,
- the upper limit air limit RPM is characterized in that the RPM of the fuel consumption reduction / speed reduction amount per mile in the current operating conditions when the RPM is reduced.
- the ship fuel saving method using the ship fuel saving system of the present invention (f) the optimum RPM change setting step (S40); further comprising, but automatically the optimal RPM When changing, the optimum RPM automatic change setting unit 43 transmits the optimum RPM generation command to the optimum RPM calculation unit 50 during the shift, and receives the initial RPM from the user during the constant shift, the RPM When the automatic shift / shift setting step (S46) to be delivered to the application unit 60 and the optimum RPM to automatically change, the optimum RPM automatic change setting unit 43 receives the change time interval, The optimum RPM automatic change time setting step (S44) for transmitting the optimal RPM generation command to the optimal RPM calculation unit 50 at every change time interval, the RPM application unit 60 delivers the initial RPM Take and apply it to the ship's engine Gong.
- the ship fuel saving method using the ship fuel saving system of the present invention comprises the optimal RPM change setting step (S40), the step (f) is If the optimal manual RPM setting unit 42 receives the user's optimal RPM change request, the optimal RPM manual change setting step (S42) for transferring the optimal RPM generation command to the optimal RPM calculation unit 50; It features.
- the step (d) of the ship fuel saving method using the ship fuel saving system of the present invention the optimum RPM calculation unit 50 is to be input to the optimum RPM calculation module A schedule / operation condition collection step (S52) of collecting the current schedule condition and operation condition; and the optimum RPM calculator 50 inputs the current schedule condition and operation condition to the optimum RPM calculation module to perform the optimal operation. It characterized in that it comprises a ;; optimal RPM calculation module execution step (S54) for calculating the RPM.
- the ship fuel saving method using the ship fuel saving system of the present invention (g) when the normal operation without the ship fuel saving system and the ship fuel saving system Further comprising a fuel efficiency analysis step (S70) for comparing and analyzing the fuel savings effect during the applied optimal operation, the fuel efficiency analysis step (S70), the fuel efficiency analysis unit 70 is the ship fuel reduction system
- the fuel efficiency analysis unit 70 consumes fuel for optimal operation to which the ship fuel saving system is applied as the fuel consumption data.
- the fuel loss rate of the optimum flight fuel consumption rate of the optimal flight-fuel consumption rate of the standard flight
- Fuel loss rate of the normal operation fuel consumption rate of the normal operation-fuel consumption rate of the standard operation
- the fuel saving rate of the optimum flight the fuel loss rate of the normal flight-the fuel loss rate of the optimum flight.
- the present invention it is possible to not only reduce the fuel oil, which is the main energy of the vessel, by optimizing all the internal and external energy consumption of the vessel and optimizing the energy efficiency according to the operating conditions, as well as the vessel navigation information device and engine for optimizing the energy consumption
- the controller we can implement the technology to calculate the optimum operating conditions and use it to induce unmanned control of the engine.
- FIG. 2 is a view showing a marine fuel saving system of the present invention.
- FIG. 3 is a diagram illustrating an embodiment in which the ship fuel saving system of FIG. 2 is applied to a ship navigation system;
- FIG. 4 is a diagram showing an example of reference flight data generated in a factory trial run
- FIG. 5 is a diagram showing an example of reference flight data generated in a sea trial run
- FIG. 6 is a diagram showing an example of reference flight data generated in N-track after construction
- FIG. 8 is a view showing a ship fuel saving method of the present invention.
- Optimal RPM calculation module generation unit 42 Optimal RPM manual change setting unit
- the captain judges the weather condition, the schedule condition, and the hull condition mainly among the operating conditions, and the engineer judges the engine condition and the hull condition among the operating conditions, and readjusts the RPM. That is, during normal operation, the captain or engineer adjusts the speed by adjusting the RPM in consideration of weather conditions, schedule conditions, hull conditions, and engine conditions in order to arrive at a destination within a target time or a variable target time to be described later.
- the present invention is a ship fuel saving system that is a system for calculating the RPM (hereinafter referred to as an optimal RPM) for maximizing fuel efficiency while operating a target distance within a target time or a variable target time in consideration of the above operating conditions.
- the purpose is to apply to the vessel (hereinafter the vessel fuel saving system is referred to as the optimization system).
- the schedule condition includes a target distance (D), a target time (H), and a variable time (h).
- the target distance divided by the target time is a target speed (V)
- the target distance (D) is a target time.
- the variable target speed Vv is divided by the variable target time Hv which is the sum of (H) and the variable time h.
- the operating conditions include hull conditions, weather conditions, engine conditions.
- the weather conditions include wind speed, tidal velocity, pitching, rolling, and water depth, and the pitching is that the ship is shaking back and forth, and the rolling is the ship is shaking from side to side.
- the engine conditions include RPM, engine load, and engine performance.
- the hull condition includes drainage, hull slope, hull center of gravity, cargo load, fuel oil load, and parallel load.
- the speed increase of the ship is proportional to the increase in RPM, but since the ship is affected by the change in the operating conditions, the change in RPM may not be reflected in the speed (ex. In the case of algae), which is reflected in excess (ex.
- the fuel consumption change rate when the RPM is changed may also be increased depending on the above operating conditions (ex. When the cargo load is larger than usual) or may be decreased (ex. When the cargo load is lower than the normal). If the above operating conditions are different, the actual speed and the actual fuel consumption may be different even when operating at the same RPM, so operating at an RPM with a higher actual speed than the actual fuel consumption is efficient in terms of time while reducing fuel consumption. .
- the data (hereinafter referred to as reference flight data) for calculating the optimal RPM are measured for each operating condition. At this time, while changing the RPM and the operating conditions, the speed and fuel consumption are measured accordingly.
- the reference flight data is measured over a plurality of flights, and the flight to be measured for the reference flight data will be referred to as the reference flight.
- the reference flight includes operations such as factory trial operation, maritime trial operation, new port N port, and recent M port, and may include only some of the four operations.
- the manager, owner, user, etc. of the optimization system select some of the four operations as the reference flight in advance.
- 4 is an example of reference flight data measured at the time of factory test run
- FIG. 5 is an example of reference flight data measured at sea trial run
- 6 is an example of reference flight data measured at the time of N port after construction.
- an optimal RPM calculation module is generated to calculate an optimal RPM relative to the operating conditions based on the reference flight data, and the current RPM is input to the optimal RPM calculation module to input an optimal RPM. Calculate and apply to the operation (hereinafter, enter the current schedule conditions and operating conditions in the optimal RPM calculation module to calculate the optimal RPM to operate the optimal operation by minimizing fuel consumption compared to the normal operation).
- FIG. 2 shows a ship fuel saving system according to an embodiment for achieving the above object of the present invention
- the ship fuel saving system is a reference ship specification collection unit 10, reference flight data collection unit 20, Optimal RPM calculation module generation unit 30, optimal RPM automatic change setting unit 43, optimal RPM manual change setting unit 42, optimal RPM calculation unit 50, RPM application unit 60, fuel efficiency analysis unit ( 70) and perform the following functions.
- the reference ship specification collection unit 10 collects the ship specifications (hereinafter referred to as the reference ship specifications) of the vessel to apply the optimization system.
- the reference ship specifications include tonnage, age, linear, class.
- the reference flight data collection unit 20 collects reference flight data to be used to generate the optimal RPM calculation module.
- the optimum RPM calculation module generator 30 receives the reference flight data measured at the time of the reference flight and generates an optimal RPM calculation module.
- the optimum RPM automatic change setting unit 43 includes a shift shift / constant shift setting unit 44 and an optimum RPM automatic change setting unit 43.
- the shifting / constant shift setting unit 44 transmits an optimal RPM generation command to the optimum RPM calculating unit 50 during shifting, and receives an initial RPM from a user (captain or engineer) during constant shifting. Transfer to the application unit 60.
- the optimum RPM automatic change setting unit 43 receives a change time interval of the optimum RPM, and transmits an optimal RPM generation command to the optimum RPM calculation unit 50 at each change time interval.
- the constant shift and the shift are types of shift methods, and are classified according to the initial RPM value in the present invention.
- the shifting is to change the speed while maintaining the target speed on average, and at this time, it is a constant shift to input an arbitrary RPM, such as RPM expected to reach the target speed in the initial RPM, the previous operating RPM, and the initial speed.
- Variable speed is the operation of inputting the optimum RPM obtained through the optimization system into the RPM. In other words, when operating at variable speed, fuel efficiency is increased because the optimization starts from the beginning of the operation, but in the present invention, it is also possible to select and operate the constant speed when the user's needs or the current operating conditions cannot be collected. Do.
- the optimal RPM manual change setting unit 42 When the optimal RPM manual change setting unit 42 receives the user's optimal RPM change request, the optimum RPM setting unit 42 transmits an optimal RPM generation command to the optimal RPM calculation unit 50.
- the optimum RPM calculation unit 50 receives the user setting from the automatic change setting unit 43, and receives the optimal RPM calculation module from the optimal RPM calculation reference generation unit, and optimizes the RPM according to the operating conditions. To calculate.
- the optimal RPM calculator 50 includes a schedule / operation condition collector 52 and an optimal RPM calculator module 54.
- the schedule / operation condition collecting unit 52 collects current schedule conditions and flight conditions to be input to the optimal RPM calculation module.
- the optimal RPM calculation module execution unit 54 receives the optimal RPM generation command from the optimal RPM automatic change setting unit 43 or the optimal RPM manual change setting unit 42. ) Receives the current schedule conditions and operating conditions and inputs them to the optimal RPM calculation module to calculate the optimal RPM.
- the RPM application unit 60 receives the optimum RPM from the optimum RPM calculation unit 50, or when the constant speed, when the initial RPM is automatically received from the automatic RPM setting unit 43 is applied to the engine of the ship do.
- the fuel efficiency analysis unit 70 compares and analyzes the fuel saving effect of the normal operation time without the ship fuel saving system and the optimum operation time with the ship fuel saving system.
- the fuel efficiency analysis unit 70 includes a fuel consumption data collection unit 72, a fuel consumption rate calculation unit 74, a fuel loss rate calculation unit 76, and a fuel saving rate calculation unit 78.
- the fuel consumption data collection unit 72 collects fuel consumption data of the reference flight and fuel consumption data of the normal flight with respect to the same schedule as the optimal flight.
- the fuel consumption rate calculation unit 74 receives the fuel consumption data from the fuel consumption data collection unit 72, the fuel consumption rate of the optimal flight to which the ship fuel saving system is applied, and the fuel of the reference flight relative to the same schedule as the optimal flight. The consumption rate, the fuel consumption rate of the normal operation compared to the same schedule as the optimum flight is calculated.
- the fuel loss rate calculation unit 76 receives the fuel consumption rate of the normal flight and the fuel consumption rate of the standard flight from the fuel consumption rate calculation unit 74 to calculate the fuel loss rate of the normal flight, and calculates the fuel consumption rate calculation unit 74.
- the fuel loss rate of the optimal flight is calculated by receiving the fuel consumption rate of the optimal flight and the fuel consumption rate of the standard flight.
- the fuel saving rate calculator 78 receives the fuel loss rate of the normal flight from the normal fuel loss rate calculator 76, and receives the fuel consumption rate of the optimum flight from the optimum flight fuel loss rate calculator 76. Calculate the fuel savings rate for optimal operation.
- the ship fuel saving system of the present invention can be installed in a PC in various ways.
- the ship fuel saving system can be installed in the entire system in one PC, at this time can be connected to another PC network or send and receive the necessary data to the electronic recording medium applicable to the PC.
- a plurality of systems are respectively installed in a plurality of PCs, can be installed with all the components of the optimization system, where each system can be synchronized by transmitting information to the network.
- a plurality of systems are installed in each of a plurality of PCs, each of the components of the optimization system can be installed with each PC is divided, where each system can be synchronized by transmitting information to the network.
- FIG. 3 is a diagram illustrating a PC and a ship PC of a ship fuel reduction system manager connected to a network and a ship to which the ship fuel reduction system of the present invention is applied, and a plurality of the above ship fuel reduction systems to a plurality of PCs (hereinafter as an optimization system). Example) is installed.
- the optimization system is networked with various equipment inside and outside the vessel to collect data and control the engine.
- the reference ship specification collection unit 10 is connected to an input / output device or another PC to receive the reference flight specification, and is connected to the reference flight data collection unit 20 to transmit the reference ship specification.
- the reference flight data collection unit 20 is connected to an input / output device or another PC to receive the reference flight data, and is connected to the optimal RPM calculation module generation unit 30 to transmit the reference flight data, and the fuel efficiency analysis unit It is connected to (70) to convey the fuel consumption rate of the standard flight.
- the optimum RPM calculation module generation unit 30 is connected to the reference ship specification collection unit 10 and the reference flight data collection unit 20 to receive the reference ship specification and reference flight data to generate an optimal RPM calculation module. do.
- the optimum RPM calculation unit 50 receives the user's selection from the optimal RPM automatic change setting unit 43 or the optimal RPM manual change setting unit 42, and the optimal RPM calculation module generating unit 30 receives the selection of the user.
- the optimum RPM calculation module is received to calculate the optimal RPM according to the current schedule conditions and operating conditions and delivers the RPM to the RPM application unit 60.
- the engine control unit is connected to receive the engine conditions, and connected to the input and output device or other PC to receive the hull conditions and schedule conditions.
- the information collecting device (denoted as the first collecting device to the Nth collecting device in FIGS. 1 and 3) connected to the optimum RPM calculating unit 50 is a collection such as GPS, ANEMOMETER, GYROCOMPASS, SPEED LOG, HEADING / TRACK CONTROL SYSTEM, etc.
- EW, BWWAS, converter can be connected between the information collecting device and the optimization system.
- the converter is for converting information of the information collecting device into data in a form that can be input from a PC equipped with the optimization system.
- the RPM application unit 60 is connected to the output device to output the optimal RPM received from the optimum RPM calculation unit 50, or connected to one or more of the ETC of the engine room, the captain's room, the optimal RPM calculation unit 50 Transmit the optimal RPM received from
- the fuel efficiency analysis unit 70 is connected to the reference flight data collection unit 20 to compare and compare the reference flight data in order to compare and analyze the fuel saving effect during the normal flight and the optimum flight to which the ship fuel saving system is applied. It is connected to the optimum RPM calculation unit 50 and receives the schedule conditions, operating conditions, fuel consumption amount when applying the optimum flight.
- connection can be made by direct cable or by wire or wireless network.
- the optimal RPM calculation module generates an optimal RPM in the following manner.
- the formula is generated by the optimum RPM calculation module generation unit 30 by simulating the reference ship specification and the reference flight data, and should be generated again when the reference ship specification is changed.
- the standard optimum speed is the speed at which the fuel consumption rate / speed per mile in the standard operating condition is the lowest among the target speed, the variable target speed, and the speed between the target speed and the variable target speed.
- Operating conditions Referring to FIG. 7, the horizontal axis is speed, the vertical axis is fuel consumption rate per mile under standard operating conditions, A is a target speed, and B is a variable speed. The point is C, so the speed at C becomes the standard optimal speed.
- the speed increase / decrease compared to the operating condition is an amount of speed that increases or decreases from the standard optimal speed when operating at the standard optimal RPM under the current operating condition, and the standard optimal RPM is operated at the standard optimal speed under the standard operating condition. RPM is possible.
- the RPM conversion coefficient is a coefficient that converts the speed of the [standard optimum speed-speed increase / loss relative to the operating condition] under the current operating conditions by multiplying the [standard optimum speed-speed increase / loss compared to the operating conditions]. to be.
- the equation of the weather compensation coefficient is as follows.
- the regular phase accuracy is a value obtained by quantifying the degree of meteorological conditions of the standard operating conditions.
- the net meteorological degree is a value obtained by quantifying the net meteorological degree of the current weather condition
- the astronomical degree is a value obtained by quantifying the degree of turbulence of the current weather condition.
- the degree of net weather is the quantification of pure wind and net algae
- the degree of turbulence is the quantification of backwind and algae strength.
- the net meteorological coefficient is the net meteorological limit RPM when the RPM is obtained by multiplying the [normal meteorological coefficient (normal meteorological accuracy-regular meteorological accuracy)] by the [standard optimal speed-speed increase / decrease vs. operating condition] ⁇ RPM conversion coefficient. It is a coefficient which limits so that it may not become an abnormality,
- the said net weather limit RPM is RPM of the point which the fuel consumption increase amount / speed increase amount increase when RPM is increased.
- the turbulence phase coefficient is obtained by multiplying the [turbulence phase coefficient (turbulence phase accuracy-regular phase accuracy)] by the [standard optimal speed-speed increase / decrease compared to the operating conditions] ⁇ RPM conversion coefficient, RPM is the turbulence limit RPM. It is a coefficient which limits so that it may not become the following, The said upper limit air limit RPM is RPM of the point which reduces fuel consumption amount / speed reduction amount when RPM is reduced.
- Fuel saving rate of optimal operation Fuel loss rate of normal operation-Fuel loss rate of optimal operation
- the fuel loss rate of the optimum flight and the fuel loss rate of the normal operation are as follows.
- Fuel loss rate of optimal flight fuel consumption rate of optimal flight-fuel consumption rate of standard flight
- Fuel loss rate of normal operation Fuel consumption rate of normal operation-Fuel consumption rate of standard operation
- the fuel consumption rate of the reference flight is the average fuel consumption rate of the reference flight calculated from the reference flight data.
- FIG. 8 is a view showing a ship fuel saving method of the present invention
- Figure 9 is a view showing in more detail the ship fuel saving method of Figure 8
- the ship fuel saving method using the optimization system is a reference ship specification collection step (S10), reference operation data collection step (S20), optimal RPM calculation module generation step (S30), optimal RPM change setting step (S40), optimal RPM calculation step (S50), RPM application step (S60), fuel efficiency analysis Step S70 is included.
- the reference ship specification collection unit 10 of the optimization system collects the reference ship specifications.
- the reference flight data collection unit 20 collects the reference flight data.
- the optimal RPM calculation module generation unit 30 receives the reference ship specification and reference flight data to generate an optimal RPM calculation module.
- the optimal RPM change setting step (S40) receives a user setting for the calculation and application method of the optimal RPM, according to the user's selection, can automatically adjust the optimal RPM, or manually adjust the optimal RPM, In case of operation, it is possible to choose between constant speed or variable speed.
- the optimum RPM automatic change setting unit 43 transmits an optimal RPM generation command to the optimum RPM calculation unit 50, and inputs an initial RPM from the user at the constant speed. Receives and delivers to the RPM application unit 60.
- the optimal RPM automatic change setting unit 43 receives a change time interval, and transmits an optimal RPM generation command to the optimum RPM calculation unit 50 at each change time interval. do.
- the optimal RPM manual change setting unit 42 when the optimal RPM manual change setting unit 42 receives the user's optimal RPM change request, the optimal RPM generation command is transmitted to the optimal RPM calculation unit 50.
- the optimum RPM calculation module 50 calculates an optimal RPM by inputting the current schedule condition and operating conditions to the optimal RPM calculation module.
- the optimal RPM calculation step S50 includes a schedule / operation condition collection step S52 and an optimal RPM calculation module execution step S54.
- the optimal RPM calculation unit 50 receives the optimal RPM generation command from the optimal RPM automatic change setting unit 43 or the optimal RPM manual change setting unit 42,
- the optimum RPM calculator 50 inputs the current schedule condition and flight condition to the optimum RPM calculation module to calculate the optimal RPM.
- the RPM application unit 60 receives the optimal RPM from the optimal RPM calculation unit 50, and at the constant speed, the initial RPM automatic change setting unit 43 at the initial RPM Is applied to the ship's engine.
- the fuel saving effect is compared and analyzed during the normal operation when the ship fuel saving system is not applied and during the optimal operation when the ship fuel saving system is applied.
- the fuel efficiency analysis step (S70) includes a fuel consumption data collection step (S72), a fuel consumption rate calculation step (S74), a fuel loss rate calculation step (S76), and a fuel saving rate calculation step (S78).
- the fuel efficiency analysis unit 70 In the fuel consumption data collection step (S72), the fuel efficiency analysis unit 70, the fuel consumption data of the optimal flight to which the vessel fuel saving system is applied, the fuel consumption data of the reference flight compared to the same schedule as the optimal flight, the Collect fuel consumption data of normal operation against the same schedule as optimal operation.
- the fuel efficiency analysis unit 70 calculates the fuel consumption rate of the optimal flight to which the ship fuel saving system is applied as the fuel consumption data, the fuel consumption rate of the reference flight to the same schedule as the optimal flight, Calculate the fuel consumption rate of the normal flight compared to the same schedule as the optimal flight.
- the fuel efficiency analysis unit 70 calculates the fuel loss rate of the normal flight based on the fuel consumption rate of the normal flight and the fuel consumption rate of the reference flight, and the fuel consumption rate of the optimum flight, the reference standard.
- the fuel consumption rate of an operation calculates the fuel loss rate of an optimal operation.
- the fuel efficiency analysis unit 70 calculates the fuel saving rate of the optimum flight based on the fuel loss rate of the normal flight and the fuel consumption rate of the optimum flight.
- the vessel fuel saving method may be stored in a recording medium using a computer program.
- the reference ship specification collection unit 10 for collecting the reference ship specifications; and the reference operating data to collect the reference flight data measured the speed and fuel consumption rate while changing the operating conditions during the reference operation Collecting unit 20; And, the optimum RPM calculation module generation unit 30 for receiving the reference ship specification and the reference flight data to generate an optimal RPM calculation module; And, the optimal RPM calculation module generation unit 30 An optimum RPM calculation unit 50 for calculating an optimal RPM by inputting current schedule conditions and operating conditions to the optimal RPM calculation module; and receiving the optimal RPM from the optimal RPM calculation unit 50 to obtain the engine of the ship.
- RPM application unit 60 to be applied to; including, but the reference operation is to include a factory commissioning, sea trials, new construction N port, the recent M port, the N and M is the number of times arbitrarily designated by the official,
- the best RPM is above RPM is the lowest consumption of fuel compared to the current schedule conditions and operating conditions
- the schedule conditions include the target distance, target time, variable time
- the operating conditions include the hull conditions, weather conditions, engine conditions,
- the optimum RPM [standard optimum speed-speed increase / decrease compared to operating conditions] ⁇ RPM conversion factor x weather compensation coefficient
- the above standard operating conditions are operating conditions at the time of factory test run,
- the target speed target distance / target time
- variable target speed target distance / (target time + variable time)
- the speed increase or decrease compared to the operating conditions is the speed that increases or decreases from the standard optimum speed when operating at the standard optimal RPM under the current operating conditions
- the standard optimal RPM is RPM capable of operating at the standard optimum speed when the standard operating conditions
- the RPM conversion coefficient is a coefficient that converts the speed of the [standard optimum speed-speed increase / loss relative to the operating condition] under the current operating conditions by multiplying the [standard optimum speed-speed increase / loss compared to the operating conditions].
- the weather compensation coefficient net weather coefficient (normal weather degree-regular weather degree)-turbulent weather coefficient (warm weather degree-regular weather degree),
- the regular phase accuracy is a value obtained by quantifying the degree of meteorological conditions of the standard operating conditions
- the net weather degree is a value obtained by quantifying the net weather degree of current weather conditions
- the turbulence is a numerical value of the turbulence of the current weather conditions
- the net meteorological coefficient is obtained by multiplying the [normal meteorological coefficient (normal meteorological degree-regular meteorological degree)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to determine the RPM. Coefficient limiting not to exceed the limit RPM,
- the upper limit RPM is the RPM of the point where the fuel consumption increase / speed increase increases when the RPM
- the turbulence coefficient is obtained by multiplying the [turbulence phase coefficient (turbulence phase accuracy-regular phase accuracy)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to obtain the RPM. Coefficient limiting not to be below the limit RPM,
- the upper limit air limit RPM is a means of reducing the amount of fuel consumption reduction / speed reduction per mile in the current operating conditions when the RPM is reduced means.
- the ship fuel saving system of the present invention further includes an optimal RPM automatic change setting unit 43 that receives a user's selection when the optimal RPM is automatically changed, and the optimal RPM automatic change setting unit 43 includes: In shifting, the optimum RPM calculation unit 50 transmits an optimal RPM generation command, and in the case of constant shifting, an initial RPM is received from a user and the shifting / constant shift setting unit (8) is transmitted to the RPM application unit (60). 44); and an optimum RPM automatic change time setting unit 46 which receives the change time interval of the optimum RPM and transmits the optimum RPM generation command to the optimum RPM calculation unit 50 at each change time interval. It is a means to include.
- the ship fuel saving system of the present invention further includes: an optimal RPM manual change setting unit 42 which transmits an optimal RPM generation command to the optimal RPM calculation unit 50 when an optimal RPM change request of the user is input.
- the optimal RPM calculation unit 50 of the ship fuel saving system of the present invention the schedule / operating condition collection unit 52 for collecting the current schedule conditions and operating conditions to be input to the optimum RPM calculation module; and the optimal RPM An optimal RPM calculation module execution unit 54 which receives the current schedule condition and operation condition from the schedule / operation condition collection unit 52 and inputs the current RPM to a optimum RPM calculation module to calculate an optimal RPM;
- the ship fuel saving system of the present invention the fuel efficiency analysis unit 70 for comparing and analyzing the fuel saving effect of the normal operation time when the ship fuel saving system is not applied, and the optimum operation to which the ship fuel saving system is applied. It includes, the fuel efficiency analysis unit 70, the fuel consumption data collection to collect the fuel consumption data of the standard flight compared to the schedule conditions and the same schedule conditions, and the fuel consumption data of the normal operation compared to the same schedule conditions as the optimal flight Unit 72; and a fuel consumption rate calculator for calculating the fuel consumption rate of the optimal flight, the fuel consumption rate of the standard flight to the same schedule condition as the optimal flight, and the fuel consumption rate of the normal flight to the same schedule condition as the optimal flight.
- the fuel consumption rate calculation unit 74 receives the fuel consumption rate of the normal flight and the fuel consumption rate of the reference flight.
- a fuel loss rate calculation unit (76) which calculates a fuel loss rate of a half flight and receives the fuel consumption rate of the optimum flight and the fuel consumption rate of the reference flight from the fuel consumption rate calculating unit 74 to calculate a fuel loss rate of the optimal flight;
- the RPM application unit 60 receives the optimal RPM from the optimum RPM calculation unit 50 and applies the RPM to the engine of the ship (S60); including, but the reference operation is a factory test run, It includes the sea trial operation, N port after the new construction, the recent M port, the N and M are the number of times arbitrarily designated by the official, the optimal RPM is the RPM that consumes the lowest fuel compared to the current schedule conditions and operating conditions,
- the schedule condition includes a target distance, a target time, a variable time
- the operation conditions include a hull condition, weather conditions, engine conditions,
- the optimum RPM [standard optimum speed-speed increase / decrease compared to operating conditions] ⁇ RPM conversion factor x weather compensation coefficient
- the above standard operating conditions are operating conditions at the time of factory test run,
- the target speed target distance / target time
- variable target speed target distance / (target time + variable time)
- the speed increase or decrease compared to the operating conditions is the speed that increases or decreases from the standard optimum speed when operating at the standard optimal RPM under the current operating conditions
- the standard optimal RPM is RPM capable of operating at the standard optimum speed when the standard operating conditions
- the RPM conversion coefficient is a coefficient that converts the speed of the [standard optimum speed-speed increase / loss relative to the operating condition] under the current operating conditions by multiplying the [standard optimum speed-speed increase / loss compared to the operating conditions].
- the weather compensation coefficient net weather coefficient (normal weather degree-regular weather degree)-turbulent weather coefficient (warm weather degree-regular weather degree),
- the regular phase accuracy is a value obtained by quantifying the degree of meteorological conditions of the standard operating conditions
- the net weather degree is a value obtained by quantifying the net weather degree of current weather conditions
- the turbulence is a numerical value of the turbulence of the current weather conditions
- the net meteorological coefficient is obtained by multiplying the [normal meteorological coefficient (normal meteorological degree-regular meteorological degree)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to determine the RPM. Coefficient limiting not to exceed the limit RPM,
- the upper limit RPM is the RPM of the point where the fuel consumption increase / speed increase increases when the RPM
- the turbulence coefficient is obtained by multiplying the [turbulence phase coefficient (turbulence phase accuracy-regular phase accuracy)] by the [standard optimum speed-speed increase / decrease compared with the operating conditions] ⁇ RPM conversion coefficient to obtain the RPM. Coefficient limiting not to be below the limit RPM,
- the upper limit air limit RPM is a means of reducing the amount of fuel consumption reduction / speed reduction per mile in the current operating conditions when the RPM is reduced means.
- the ship fuel saving method using the ship fuel saving system of the present invention further includes (f) an optimum RPM change setting step (S40); when the automatic RPM is to be changed automatically, the optimum at shifting RPM automatic change setting unit 43 transmits the optimum RPM generation command to the optimum RPM calculation unit 50, and during constant shift, the constant speed / receiving the initial RPM from the user and delivers to the RPM application unit 60 In the shift setting step (S46); and when the optimum RPM is to be automatically changed, the optimum RPM automatic change setting unit 43 receives a change time interval, and sends the optimum RPM generation command at each change time interval.
- the optimum RPM automatic change time setting step (S44) to be delivered to the optimum RPM calculation unit 50; further comprising, wherein the RPM application unit 60 receives the initial RPM is applied to the engine of the ship as a means .
- the ship fuel saving method using the ship fuel saving system of the present invention includes (f) an optimal RPM change setting step (S40), wherein the step (f) includes the optimal RPM manual change setting unit 42 being a user. If the optimal RPM change request is received, an optimal RPM manual change setting step (S42) for transferring the optimal RPM generation command to the optimal RPM calculation unit 50; and means.
- the optimal RPM calculation unit 50 collects the current schedule conditions and operating conditions to be input to the optimal RPM calculation module A schedule / operation condition collection step (S52); and the optimal RPM calculation module 50 executing the optimal RPM calculation module for calculating the optimal RPM by inputting the current schedule condition and operation conditions to the optimal RPM calculation module ( S54); means to include.
- the ship fuel saving method using the ship fuel saving system of the present invention (g) the comparative analysis of the fuel saving effect of the normal operation when the ship fuel saving system is not applied, and the optimum operation to which the ship fuel saving system is applied.
- the fuel efficiency analysis step (S70) for further comprising, The fuel efficiency analysis step (S70), the fuel consumption data of the fuel consumption data during the optimum operation of the fuel efficiency analysis unit 70 is applied to the ship fuel saving system, the A fuel consumption data collecting step (S72) of collecting fuel consumption data of the reference flight with respect to the same schedule condition as the optimal flight and fuel consumption data of the normal flight with the same schedule condition as the optimal flight; and the fuel efficiency analysis unit 70
- the fuel loss rate of the optimum flight fuel consumption rate of the optimal flight-fuel consumption rate of the standard flight
- Fuel loss rate of the normal operation fuel consumption rate of the normal operation-fuel consumption rate of the standard operation
- the fuel saving rate of the optimum flight the fuel loss rate of the normal operation-the fuel loss rate of the optimal operation.
- Ship fuel saving system using energy efficiency optimization for the implementation of ship navigation instruction optimization according to the present invention and a method and a recording medium storing a computer program according to the method by intensive analysis of all internal and external energy consumption of the vessel
- energy efficiency not only can you save fuel oil, which is the main energy of the ship, but also you can implement the technology to calculate the optimal operating conditions by integrating the ship navigation information equipment and engine controller for optimizing energy consumption and using the engine. It can induce unmanned control, reduce the cost of required forces and reduce operating costs of ship companies by saving energy, and secure economic and high efficiency of maritime transportation by optimizing fuel consumption by optimizing fuel oil consumption.
- As ship fuel saving system and method and recording medium storing a computer program according to the method it is expected to be widely used in industry.
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Abstract
Description
Claims (11)
- 선박 연료 절감 시스템에 있어서,기준선박사양을 수집하는 기준선박사양 수집부(10);와,기준운항시 운항조건을 변경시키면서 속도와 연료소모율을 측정한 기준운항데이터를 수집하는 기준운항데이터 수집부(20);와상기 기준선박사양 및 기준운항데이터를 입력받아 최적RPM 산출모듈을 생성하는 최적RPM 산출모듈 생성부(30);와상기 최적RPM 산출모듈 생성부(30)에서 전달받은 상기 최적RPM 산출모듈에 현재의 스케줄조건 및 운항조건을 입력하여 최적RPM을 산출하는 최적RPM 산출부(50);와상기 최적RPM 산출부(50)에서 상기 최적RPM을 전달받아 선박의 엔진에 적용하는 RPM 적용부(60);를 포함하되,상기 기준운항은 공장시운전, 해상시운전, 신조후N항차, 최근M항차를 포함한 것이며, 상기 N 및 M은 관계자들이 임의로 지정하는 횟수이며,상기 최적RPM은 상기 현재의 스케줄조건 및 운항조건 대비 연료를 최저로 소모하는 RPM이되,상기 스케줄조건은 목표거리, 목표시간, 가변시간을 포함하며,상기 운항조건은 선체조건, 기상조건, 엔진조건을 포함하며,상기 최적RPM = [표준최적속도-운항조건대비 속도증감량]×RPM 변환계수×기상보상계수,상기 표준최적속도는 목표속도, 가변목표속도, 상기 목표속도와 가변목표속도 사이의 속도 중 속도대비 연료소모율(=표준운항조건에서의 마일당 연료소모율/속도)이 최저인 속도,상기 표준운항조건은 공장시운전시의 운항조건,상기 목표속도 = 목표거리/목표시간,상기 가변목표속도 = 목표거리/(목표시간+가변시간),상기 운항조건대비 속도증감량은 현재의 운항조건에서 표준최적RPM으로 운항했을 경우 상기 표준최적속도에 비해 증감되는 속도,상기 표준최적RPM은 상기 표준운항조건일 때 상기 표준최적속도로 운항할 수 있는 RPM,상기 RPM 변환계수는 상기 [표준최적속도-운항조건대비 속도증감량]에 곱하여 현재의 운항조건에서 상기 [표준최적속도-운항조건대비 속도증감량]의 속도를 낼 수 있는 RPM으로 변환하여주는 계수,상기 기상보상계수 = 순기상계수(순기상정도-정기상정도)-난기상계수(난기상정도-정기상정도),상기 정기상정도는 상기 표준운항조건의 기상조건의 정도를 수치화한 값,상기 순기상정도는 현재의 기상조건의 순기상정도를 수치화한 값,상기 난기상정도는 현재의 기상조건의 난기상정도를 수치화한 값,상기 순기상계수는 상기 [순기상계수(순기상정도-정기상정도)]를 상기 [표준최적속도-운항조건대비 속도증감량]×RPM 변환계수에 곱하여 RPM을 구할 때, 상기 최적RPM이 순기상한계 RPM 이상이 되지 않도록 한정하는 계수,상기 순기상한계 RPM은 RPM을 증가시켰을 때 연료소모증가량/속도증가량이 증가하는 점의 RPM,상기 난기상계수는 상기 [난기상계수(난기상정도-정기상정도)]를 상기 [표준최적속도-운항조건대비 속도증감량]×RPM 변환계수에 곱하여 RPM을 구할 때, 상기 최적RPM이 난기상한계 RPM 이하가 되지 않도록 한정하는 계수,상기 난기상한계 RPM은 RPM을 감소시켰을 때 현재의 운항조건에서의 마일당 연료소모감소량/속도감소량이 감소하는 점의 RPM인 것을 특징으로 하는 선박 연료 절감 시스템.
- 제 1항에 있어서,상기 선박 연료 절감 시스템은,상기 최적RPM을 자동으로 변경할 때 사용자의 선택사항을 입력받는 최적RPM 자동변경 설정부(43)를 더 포함하되,상기 최적RPM 자동변경 설정부(43)는,변변속 시에는 상기 최적RPM 산출부(50)에 최적RPM 생성명령을 전달하고, 정변속 시에는 사용자에게서 초기RPM을 입력받아 상기 RPM 적용부(60)에 전달하는 변변속/정변속 설정부(44);와상기 최적RPM의 변경시간 간격을 입력받아, 상기 변경시간 간격마다 상기 최적RPM 생성명령을 상기 최적RPM 산출부(50)에 전달하는 최적RPM 자동변경시간 설정부(46);를 더 포함하는 것을 특징으로 하는 선박 연료 절감 시스템.
- 제 1항에 있어서,상기 선박 연료 절감 시스템은,사용자의 최적RPM변경요청을 입력받으면, 최적RPM 생성명령을 상기 최적RPM 산출부(50)에 전달하는 최적RPM 수동변경 설정부(42);를 더 포함하는 것을 특징으로 하는 선박 연료 절감 시스템.
- 제 2항 내지 3항에 있어서,상기 최적RPM 산출부(50)는,상기 최적RPM 산출모듈에 입력될 현재의 스케줄조건 및 운항조건을 수집하는 스케줄/운항조건 수집부(52);와상기 최적RPM 생성명령을 전달받으면 상기 스케줄/운항조건 수집부(52)에서 상기 현재의 스케줄조건 및 운항조건을 입력받아 상기 최적RPM 산출모듈에 입력하여 최적RPM을 산출하는 최적RPM 산출모듈 실행부(54);를포함하는 것을 특징으로 하는 선박 연료 절감 시스템.
- 제 1항에 있어서,상기 선박 연료 절감 시스템은,상기 선박 연료 절감 시스템을 적용하지 않은 일반운항 시와, 상기 선박 연료 절감 시스템을 적용한 최적운항 시의 연료절감 효과를 비교분석하기 위한 연료효율 분석부(70)를 포함하며,상기 연료효율 분석부(70)는,상기 최적운항과 동일한 스케줄조건 대비 상기 기준운항의 연료소모데이터, 상기 최적운항과 동일한 스케줄조건 대비 일반운항의 연료소모데이터를 수집하는 연료소모데이터 수집부(72);와상기 최적운항의 연료소모율, 상기 최적운항과 동일한 스케줄조건 대비 상기 기준운항의 연료소모율, 상기 최적운항과 동일한 스케줄조건 대비 일반운항의 연료소모율을 산출하는 연료소모율 계산부(74);와상기 연료소모율 계산부(74)에서 상기 일반운항의 연료소모율, 상기 기준운항의 연료소모율을 전달받아 일반운항의 연료손실율을 산출하고, 상기 연료소모율 계산부(74)에서 상기 최적운항의 연료소모율, 상기 기준운항의 연료소모율을 전달받아 최적운항의 연료손실율을 산출하는 연료손실율 계산부(76);와상기 일반운항 연료손실율 계산부(76)에서 상기 일반운항의 연료손실율을 전달받고, 상기 최적운항 연료손실율 계산부(76)에서 상기 최적운항의 연료소모율을 전달받아 최적운항의 연료절감율을 산출하는 연료절감율 계산부(78);를 포함하되,상기 최적운항의 연료손실율 = 최적운항의 연료소모율-기준운항의 연료소모율,상기 일반운항의 연료손실율 = 일반운항의 연료소모율-기준운항의 연료소모율,상기 최적운항의 연료절감율 = 일반운항의 연료손실율-최적운항의 연료손실율인 것을 특징으로 하는 선박 연료 절감 시스템.
- 기준선박사양 수집부(10), 기준운항데이터 수집부(20), 최적RPM 산출모듈 생성부(30), 최적RPM 산출부(50), RPM 적용부(60)를 포함한 선박 연료 절감 시스템을 사용한 선박 연료 절감 방법에 있어서,(a) 상기 기준선박사양 수집부(10)가 기준선박사양을 수집하는 기준선박사양 수집단계(S10);와(b) 상기 기준운항데이터 수집부(20)가 기준운항데이터를 수집하는 기준운항데이터 수집단계(S20);와(c) 상기 최적RPM 산출모듈 생성부(30)가 상기 기준선박사양 및 기준운항데이터를 입력받아 최적RPM 산출모듈을 생성하는 최적RPM 산출모듈 생성단계(S30);와(d) 상기 최적RPM 산출부(50)가 상기 최적RPM 산출모듈 생성부(30)에서 전달받은 상기 최적RPM 산출모듈에 현재의 스케줄조건 및 운항조건을 입력하여 최적RPM을 산출하는 최적RPM 산출단계(S50);와(e) 상기 RPM 적용부(60)가 상기 최적RPM 산출부(50)에서 상기 최적RPM을 전달받아 선박의 엔진에 적용하는 RPM 적용단계(S60);를 포함하되,상기 기준운항은 공장시운전, 해상시운전, 신조후N항차, 최근M항차를 포함한 것이며, 상기 N 및 M은 관계자들이 임의로 지정하는 횟수이며,상기 최적RPM은 상기 현재의 스케줄조건 및 운항조건 대비 연료를 최저로 소모하는 RPM이되,상기 스케줄조건은 목표거리, 목표시간, 가변시간을 포함하며,상기 운항조건은 선체조건, 기상조건, 엔진조건을 포함하며,상기 최적RPM = [표준최적속도-운항조건대비 속도증감량]×RPM 변환계수×기상보상계수,상기 표준최적속도는 목표속도, 가변목표속도, 상기 목표속도와 가변목표속도 사이의 속도 중 속도대비 연료소모율(=표준운항조건에서의 마일당 연료소모율/속도)이 최저인 속도,상기 표준운항조건은 공장시운전시의 운항조건,상기 목표속도 = 목표거리/목표시간,상기 가변목표속도 = 목표거리/(목표시간+가변시간),상기 운항조건대비 속도증감량은 현재의 운항조건에서 표준최적RPM으로 운항했을 경우 상기 표준최적속도에 비해 증감되는 속도,상기 표준최적RPM은 상기 표준운항조건일 때 상기 표준최적속도로 운항할 수 있는 RPM,상기 RPM 변환계수는 상기 [표준최적속도-운항조건대비 속도증감량]에 곱하여 현재의 운항조건에서 상기 [표준최적속도-운항조건대비 속도증감량]의 속도를 낼 수 있는 RPM으로 변환하여주는 계수,상기 기상보상계수 = 순기상계수(순기상정도-정기상정도)-난기상계수(난기상정도-정기상정도),상기 정기상정도는 상기 표준운항조건의 기상조건의 정도를 수치화한 값,상기 순기상정도는 현재의 기상조건의 순기상정도를 수치화한 값,상기 난기상정도는 현재의 기상조건의 난기상정도를 수치화한 값,상기 순기상계수는 상기 [순기상계수(순기상정도-정기상정도)]를 상기 [표준최적속도-운항조건대비 속도증감량]×RPM 변환계수에 곱하여 RPM을 구할 때, 상기 최적RPM이 순기상한계 RPM 이상이 되지 않도록 한정하는 계수,상기 순기상한계 RPM은 RPM을 증가시켰을 때 연료소모증가량/속도증가량이 증가하는 점의 RPM,상기 난기상계수는 상기 [난기상계수(난기상정도-정기상정도)]를 상기 [표준최적속도-운항조건대비 속도증감량]×RPM 변환계수에 곱하여 RPM을 구할 때, 상기 최적RPM이 난기상한계 RPM 이하가 되지 않도록 한정하는 계수,상기 난기상한계 RPM은 RPM을 감소시켰을 때 현재의 운항조건에서의 마일당 연료소모감소량/속도감소량이 감소하는 점의 RPM인 것을 특징으로 하는 선박 연료 절감 방법.
- 제 6항에 있어서,상기 선박 연료 절감 시스템은 최적RPM 자동변경 설정부(43)를 더 포함하며,상기 선박 연료 절감 방법은,(f) 최적RPM 변경 설정단계(S40);를 더 포함하되,상기 최적RPM을 자동으로 변경하고자 할 때, 변변속 시에는 상기 최적RPM 자동변경 설정부(43)가 상기 최적RPM 산출부(50)에 최적RPM 생성명령을 전달하고, 정변속 시에는 사용자에게서 초기RPM을 입력받아 상기 RPM 적용부(60)에 전달하는 정변속/변변속 설정단계(S46);와상기 최적RPM을 자동으로 변경하고자 할 때, 상기 최적RPM 자동변경 설정부(43)가 변경시간 간격을 입력받아, 상기 변경시간 간격마다 상기 최적RPM 생성명령을 상기 최적RPM 산출부(50)에 전달하는 최적RPM 자동변경시간 설정단계(S44);를 더 포함하고,상기 RPM 적용부(60)는 상기 초기RPM을 전달받아 선박의 엔진에 적용하는 것을 특징으로 하는 선박 연료 절감 방법.
- 제 6항에 있어서,상기 선박 연료 절감 시스템은 최적RPM 수동변경 설정부(42)를 더 포함하며,상기 선박 연료 절감 방법은,(f) 최적RPM 변경 설정단계(S40)를 포함하되,상기 (f)단계는,상기 최적RPM 수동변경 설정부(42)가 사용자의 최적RPM변경요청을 입력받으면, 최적RPM 생성명령을 상기 최적RPM 산출부(50)에 전달하는 최적RPM 수동변경 설정단계(S42);를 포함하는 것을 특징으로 하는 선박 연료 절감 방법.
- 제 7 내지 8항 중 어느 한 항에 있어서,상기 (d)단계는,상기 최적RPM 산출부(50)가 상기 최적RPM 산출모듈에 입력될 상기 현재의 스케줄조건 및 운항조건을 수집하는 스케줄/운항조건 수집단계(S52);와상기 최적RPM 산출부(50)가 상기 현재의 스케줄조건 및 운항조건을 상기 최적RPM 산출모듈에 입력하여 상기 최적RPM을 산출하는 최적RPM 산출모듈 실행단계(S54);를 포함하는 것을 특징으로 하는 선박 연료 절감 방법.
- 제 6항에 있어서,상기 선박 연료 절감 시스템은 연료효율 분석부(70)를 더 포함하며,상기 선박 연료 절감 방법은,(g) 상기 선박 연료 절감 시스템을 적용하지 않은 일반운항 시와, 상기 선박 연료 절감 시스템을 적용한 최적운항 시의 연료절감 효과를 비교분석하기 위한 연료효율 분석단계(S70);를 더 포함하되,상기 연료효율 분석단계(S70)는,상기 연료효율 분석부(70)가 상기 선박 연료 절감 시스템을 적용한 최적운항시의 연료소모데이터, 상기 최적운항과 동일한 스케줄조건 대비 상기 기준운항의 연료소모데이터, 상기 최적운항과 동일한 스케줄조건 대비 일반운항의 연료소모데이터를 수집하는 연료소모데이터 수집단계(S72);와상기 연료효율 분석부(70)가 상기 연료소모데이터로 상기 선박 연료 절감 시스템을 적용한 최적운항의 연료소모율, 상기 최적운항과 동일한 스케줄조건 대비 상기 기준운항의 연료소모율, 상기 최적운항과 동일한 스케줄조건 대비 일반운항의 연료소모율을 산출하는 연료소모율 계산단계(S74);와상기 연료효율 분석부(70)가 상기 일반운항의 연료소모율, 상기 기준운항의 연료소모율로 일반운항의 연료손실율을 산출하고, 상기 최적운항의 연료소모율, 상기 기준운항의 연료소모율로 최적운항의 연료손실율을 산출하는 연료손실율 계산단계(S76);와상기 연료효율 분석부(70)가 상기 일반운항의 연료손실율, 상기 최적운항의 연료소모율로 최적운항의 연료절감율을 산출하는 연료절감율 계산단계(S78);를 포함하되,상기 최적운항의 연료손실율 = 최적운항의 연료소모율-기준운항의 연료소모율,상기 일반운항의 연료손실율 = 일반운항의 연료소모율-기준운항의 연료소모율,상기 최적운항의 연료절감율 = 일반운항의 연료손실율-최적운항의 연료손실율인 것을 특징으로 하는 선박 연료 절감 방법.
- 제 6 항 내지 제 10 항 중 어느 한 항에 기재된 선박 연료 절감 방법에 의한 컴퓨터 프로그램을 저장한 기록매체.
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PCT/KR2010/005893 WO2012005408A1 (ko) | 2010-07-07 | 2010-08-31 | 선박 운항지시 최적화 구현을 위한 에너지 효율 최적화를 이용한 선박 연료 절감 시스템 및 그 방법과 그 방법에 의한 컴퓨터 프로그램을 저장한 기록매체 |
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JP (1) | JP2013531580A (ko) |
KR (1) | KR101042334B1 (ko) |
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WO (1) | WO2012005408A1 (ko) |
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US11898934B1 (en) | 2022-09-28 | 2024-02-13 | Inlecom Group BV | Integration and tuning of performance control parameters of a vessel in order to meet decarbonization goals |
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CN103124965A (zh) | 2013-05-29 |
KR101042334B1 (ko) | 2011-06-17 |
JP2013531580A (ja) | 2013-08-08 |
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