KR101042334B1

KR101042334B1 - Ship's fuel reduction system using energy efficiency optimization for ship's sailing order optimization, and method of the same, and media that can record computer program sources for method thereof

Info

Publication number: KR101042334B1
Application number: KR1020100087962A
Authority: KR
Inventors: 김재열; 이서정
Original assignee: (주)뉴월드마리타임
Priority date: 2010-07-07
Filing date: 2010-09-08
Publication date: 2011-06-17
Also published as: CN103124965A; WO2012005408A1; JP2013531580A

Abstract

PURPOSE: A fuel saving system for ship using energy efficiency optimization and a method thereof and a recording medium are provided to reduce fuel consumption by operating each of dynamic equipments in an optimal operating condition. CONSTITUTION: A fuel saving method for ship comprises the steps of collecting reference ship specifications in a reference ship specification collecting part(10), collecting reference sailing data in which a fuel consumption rate is measured while changing the sailing condition on standard sailing, generating an optimal RPM calculation module by entering the reference ship specifications and reference sailing data, calculating an optimal RPM by entering schedule condition and sailing condition, and applying the optimal RPM to a ship engine.

Description

Ship's Fuel Reduction System Using Energy Efficiency Optimization for Ship's Sailing Order Optimization, And Method of The Same, And Media That Can Record Computer Program Sources for Method Thereof}

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, and more particularly, by collecting the operating conditions of the ship in real time to optimize each power equipment The present invention relates to a ship fuel saving system using energy efficiency optimization, which reduces fuel consumption and minimizes CO ₂ generation by operating in an operating condition, and a recording medium storing computer programs therefor.

Developing and building low-fuel ships is key to the future shipbuilding industry. Assuming a vessel that consumes 100 tonnes of fuel per day and emits 320 tonnes of carbon dioxide, a 1% fuel economy savings of more than $ 240,000 per year, saving about $ 6 million in 25 years, Fuel economy is one of the most important factors in the market.

In addition, although modern society relies mostly on the power transport system for GHG emissions, 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 Corresponds to Therefore, by increasing the fuel efficiency of the ship, it is possible to significantly reduce the greenhouse gas emissions emitted by the industry.

In addition, the existing manual and semi-automated methods of ship operation vary according to the crew's level of work, and even the system developed by the semi-automated method is applicable only to the ship, so it is possible to implement a system that can cover various ship types. This requires a software engineering approach and the development of a software framework, a concept that provides a foundation for developing similar kinds of applications.

Currently, there are two types of ship navigation systems on the market that provide the best route and weather conditions. In the case of the model reflecting the weather conditions, 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.

Alternatively, there is a model that considers the hull conditions considered in the ship design and considers the schedule, loading condition, hull condition, engine condition, fuel characteristics, weather, tidal current, etc. and suggests the best route and the best engine mode. . This model applies the concept of constant speed by calculating speed by dividing start time and arrival time by distance in determining the optimum state of the engine. The difference is that it provides RPM. In addition, in the case of a ballast operation without a shipment in a return ship, such as a bulk carrier or a coal mine, accurate calculation is difficult, but the hull condition of the present invention includes a shipment, and depreciation according to the engine and age (ship age) Can be considered (Ballast operation: fills the water if there is no shipment to maintain the minimum depth of entry to maintain the ship's center and equilibrium; ballast water)

In addition, conventionally, there is no monitoring tool for verifying accurate fuel consumption according to the environmental change of the ship company, that is, the operating ship on land. Although not possible, the present invention can provide a more objective verification by providing a fuel efficiency analysis function.

Hereinafter, the related arts related to the conventional ship navigation system are as follows.

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 ship in real time to calculate the optimal energy efficiency management plan that can operate most economically to the next destination energy Reduce fuel consumption by reducing consumption, but quickly change the optimal RPM according to the change of operating conditions, and objectively calculate the fuel saving effect through the optimal operation and reflect it in the next port, and save energy by integrated fuel oil The present invention provides a ship fuel saving system capable of optimizing and automatically or semi-automatically performing the above process, and a method and a recording medium storing a computer program according to the method.

The problem of the present invention is not limited to those mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

As a means for solving the above technical problem, 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; and, 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 time, and the operating conditions are 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 standard optimum speed is a speed at which the fuel consumption rate (= fuel consumption rate / mile per mile under the standard operating conditions) is the lowest among the target speed, the variable target speed, and the speed between the target speed and the variable target speed,

The above standard operating conditions are operating conditions at the time of factory test run,

The target speed = target distance / target time,

The 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.

As a means for solving the above-described technical problem, 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. A shift transmission / constant shift setting unit 44 to be transmitted to the optimum RPM, and an optimum RPM for transmitting the optimal RPM generation command to the optimal RPM calculation unit 50 at each change time interval; Automatic change time setting unit 46; characterized in that it further comprises.

As a means for solving the above-described technical problem, 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.

As a means for solving the above technical problem, 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;

As a means for solving the above-described technical problem, 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 76 for calculating a; and

The fuel which receives the fuel loss rate of the normal operation by the fuel loss rate calculation unit 76 of the normal flight and the fuel consumption rate of the optimal flight by the fuel loss rate calculator 76 of the optimal flight, and calculates the fuel saving rate of the optimal flight. Reduction rate calculation unit 78; including, the fuel loss rate of the optimum flight = fuel consumption rate of the optimum flight-fuel consumption rate of the standard flight, fuel loss rate of the normal flight = fuel consumption rate of the normal flight-fuel consumption rate of the standard flight, Fuel saving rate of optimum operation = fuel loss rate of normal operation-fuel loss rate of optimal operation

As a means for solving the above-mentioned technical problem, the marine fuel saving method using the marine fuel saving system of the present invention,

(a) the reference ship specification collection step of collecting the reference ship specifications by the reference ship specification collection unit 10 (S10); and

(b) a reference flight data collection step (S20) of collecting the reference flight data by the reference flight data collection unit 20; and

(c) an optimum RPM calculation module generation step (S30) of receiving the reference ship specification and reference flight data by the optimum RPM calculation module generation unit 30 to generate an optimal RPM calculation module;

(d) an optimum RPM calculation step of calculating an optimal RPM by inputting a current schedule condition and operating condition to the optimum RPM calculation module received from the optimum RPM calculation module generation unit 30 by the optimum RPM calculation unit 50; (S50); and

(e) 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 target speed = target distance / target time,

The variable target speed = target distance / (target time + variable time),

As a means for solving the above-described technical problem, 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.

As a means for solving the above-mentioned technical problem, the ship fuel saving method using the ship fuel saving system of the present invention, (f) 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.

As a means for solving the above technical problem, 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.

As a means for solving the above-described technical problem, 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 consumption data collection step of collecting the fuel consumption data of the optimal operation, the fuel consumption data of the reference flight to the same schedule conditions, the fuel consumption data of the normal operation compared to the same schedule conditions and the optimal operation to apply the optimal operation (S72) And 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. A fuel consumption rate calculating step (S74) of calculating a fuel consumption rate of the reference flight to the same schedule condition as the optimum flight and a fuel consumption rate of the general flight to the same schedule condition as the optimal flight; and the fuel efficiency analysis unit 70. A fuel loss rate calculation step of calculating a fuel loss rate of the normal flight using the fuel consumption rate of the normal flight and the fuel consumption rate of the reference flight, and calculating a fuel loss rate of the optimum flight using the fuel consumption rate of the optimum flight and the fuel consumption rate of the reference flight ( S76); and the fuel efficiency analysis unit 70 calculates a fuel saving rate of the optimal flight based on the fuel loss rate of the normal flight and the fuel consumption rate of the optimal flight (S78).

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.

According to 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. By integrating with the controller, we can implement the technology to calculate the optimal operating conditions and use it to induce unmanned control of the engine, reduce the operating cost of the ship company by saving energy, and economic and high efficiency of marine transportation through manpower reduction. By securing fuel efficiency and optimizing fuel oil consumption, it is possible to secure carbon emission rights and to actively cope with global warming prevention.

The effects of the present invention are not limited to those mentioned above, and other effects that are not mentioned will be clearly understood by those skilled in the art from the following description.

1 is a conventional ship navigation system
2 is a view showing a marine fuel saving system of the present invention.
3 is a diagram illustrating an embodiment in which the ship fuel saving system of FIG. 2 is applied to a ship navigation system;
4 is a diagram showing an example of reference flight data generated in a factory trial run;
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.
7 is a graph showing fuel consumption rate / speed per mile under standard operating conditions.
8 is a view showing a ship fuel saving method of the present invention.
9 illustrates the detailed method of FIG.

It is an object of the present invention to obtain an optimized RPM that minimizes fuel consumption in consideration of operating conditions while operating a target distance within a target time by applying a ship fuel saving system and applying it to actual operation.

General ship navigation system

In general operation of the ship (hereinafter referred to as general operation), as shown in FIG. 1, the captain and the engineer re-adjust the RPM of the engine whenever it is determined that the speed needs to be changed in consideration of the schedule condition and the operation condition. .

In the case of the general operation, 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.

In this way, the general operation seems to determine the RPM in consideration of all the above operating conditions, but in reality it is impossible to calculate the optimal RPM because the driver and the captain judges mainly on some of the above mentioned conditions. In addition, even if a person who is an expert in the field of vessels receives and operates the information including all the above operating conditions, it is impossible to calculate the optimal RPM because there are too many operating conditions to consider, and it is appropriate in subjective and empirical judgment. This can only be adjusted to the expected RPM.

Thus, 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).

Schedule and Flight Conditions

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), and 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.

In general, when the external conditions are uniform, 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. In addition, 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. . If you keep the RPM at the highest speed, but the fuel is excessively consumed, and if the fuel consumption rate is kept at the minimum, it is difficult to reach the destination within the target time when the speed is lower than the target speed, so that both the fuel consumption and the speed Considering this, it is appropriate in terms of cost and effectiveness to operate at an RPM that can reduce fuel consumption while maintaining a target speed V or a variable target speed Vv on average.

Reference flight data and reference flight

In order to achieve the above object, 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. In other words, in order to measure the data that is the standard of the optimization system, 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, and 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.

Once all the reference flight data is collected, an optimal RPM calculation module is generated to calculate an optimal RPM relative to the operating condition based on the reference flight data, and the current RPM is input to the optimal RPM calculation module to provide an optimal RPM. Calculate and apply to the flight (hereinafter, the current schedule conditions and operating conditions are entered into the optimal RPM calculation module to calculate the optimal RPM to operate by minimizing the fuel consumption compared to the normal operation).

Marine Fuel Reduction System

Figure 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, the predetermined speed is input by operating an arbitrary RPM, such as an RPM expected to reach the target speed in the initial RPM and a previous operating RPM. 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.

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 transmitted 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.

Of ship fuel saving system Application example

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. In addition, 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. In addition, 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.

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, referred to 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.

In addition, it is connected to an input / output device or another PC or an information collection device inside and outside the ship to collect current schedule conditions and operating conditions to be input to the optimal RPM calculation module, and receives weather conditions among the operating conditions, and input / output device or other PC. Alternatively, it is connected to the engine control unit to receive the engine condition, and connected to the input / output device or another PC to receive the hull condition and the schedule condition.

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.

The connection can be made by direct cable or by wire or wireless network.

optimal RPM And optimal RPM Output module

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. In general, when the wind and algae strength are zero, the standard operating conditions are used. The net meteorological degree is a value obtained by quantifying the net meteorological degree of the current weather condition, and the astronomical degree is a value obtained by quantifying the degree of turbulence of the current weather condition. In other words, the degree of net weather is the quantification of pure wind and net algae, and the degree of turbulence is the quantification of backwind and algae strength. ) Represents the effect of the weather conditions on the increase and decrease of speed.

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.

Of optimal operation Fuel savings

The equation for calculating the fuel saving rate of the optimal flight is as follows.

Fuel saving rate of optimal operation = Fuel loss rate of normal operation-Fuel loss rate of optimal operation

At this time, 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

Here, the fuel consumption rate of the reference flight is the average fuel consumption rate of the reference flight calculated from the reference flight data.

How to save ship fuel

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.

In the reference ship specification collection step (S10), the reference ship specification collection unit 10 of the optimization system collects the reference ship specifications.

In the reference flight data collection step (S20), the reference flight data collection unit 20 collects the reference flight data.

In the optimal RPM calculation module generation step (S30), 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.

In the optimal RPM change setting step (S40), when the optimum RPM is automatically changed, a constant shift / shift shift setting step (S46) and an optimal RPM automatic change time setting step (S44) are performed.

In the constant speed / shift setting step (S46), 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.

In the optimal RPM automatic change time setting step (S44), 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.

In the optimal RPM manual change setting step (S42), 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.

In the optimal RPM calculation step (S50), 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.

In the schedule / operation condition collecting step (S52), the current schedule condition and flight condition to be input to the optimal RPM calculation module are collected.

In the optimal RPM calculation module execution step (S54), when 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.

In the RPM application step (S60), 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.

In the fuel efficiency analysis step (S70), 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).

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.

In the fuel consumption rate calculation step (S74), the fuel efficiency analysis unit 70, 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.

In the fuel loss rate calculation step (S76), 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.

In the fuel saving rate calculation step (S78), 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.

Preferred embodiments of the present invention described above are disclosed to solve the technical problem, and those skilled in the art to which the present invention pertains (land technical personnel, practitioners in ships) vary within the spirit and scope of the present invention. Modifications, changes, additions, and the like will be possible, and such modifications and changes should be considered to be within the scope of the following claims.

10: reference ship specification collection unit 20: reference flight data collection unit
30: Optimal RPM calculation module generation unit 42: Optimal RPM manual change setting unit
43: optimal RPM automatic change setting unit 44: variable speed / constant speed setting unit
46: optimal RPM automatic change time setting unit 50: optimal RPM calculation unit
52: operating condition collection unit 54: optimal RPM calculation module execution unit
60: RPM application unit 70: fuel efficiency analysis unit
72: fuel data collection unit 74: fuel consumption rate calculation unit
76: fuel loss rate calculation unit 78: fuel reduction rate calculation unit
S10: Collection step of reference ship specification S20: Collection step of reference flight data
S30: step of generating the optimal RPM calculation module S40: step of setting the optimal RPM change
S42: manual RPM setting time optimal step S44: optimal RPM time setting time step
S46: Variable speed / constant speed setting step S50: Optimal RPM calculation step
S52: Flight condition collection step S54: Optimal RPM calculation module execution step
S60: RPM application stage S70: fuel efficiency analysis stage
S72: fuel data collection step S74: fuel consumption rate calculation step
S76: Fuel loss rate calculation step S78: Fuel saving rate calculation step

Claims

In ship fuel saving system,
Reference ship specification collection unit 10 for collecting the reference ship specifications; And,
A reference flight data collection unit 20 which collects reference flight data measuring speed and fuel consumption rate while changing the operation conditions during the reference flight; and
An optimal RPM calculation module generator 30 which receives the reference ship specification and reference flight data to generate an optimal RPM calculation module; and
An optimal RPM calculation unit 50 for calculating an optimal RPM by inputting a current schedule condition and a flight condition to the optimal RPM calculation module received from the optimal RPM calculation module generator 30; and
The RPM application unit 60 receives the optimum RPM from the optimum RPM calculation unit 50 and applies it to the engine of the ship;
The reference flight includes a factory test run, a sea trial run, a new N port after the new construction, a recent M port, and N and M are the number of times arbitrarily designated by the relevant personnel.
The optimal RPM is the RPM that consumes the least fuel compared to the current schedule conditions and operating conditions,
The schedule condition includes a target distance, a target time, a variable time,
The operating conditions include 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 standard optimum speed is a speed at which the fuel consumption rate (= fuel consumption rate / mile per mile under the standard operating conditions) is the lowest among the target speed, the variable target speed, and the speed between the target speed and the variable target speed,
The above standard operating conditions are operating conditions at the time of factory test run,
The target speed = target distance / target time,
The 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 marine fuel saving system, characterized in that the amount of reduced fuel consumption / speed reduction per mile in the current operating conditions when the RPM is reduced.

The method of claim 1,
The vessel fuel saving system,
When the optimum RPM is automatically changed to further include an optimal RPM automatic change setting unit 43 for receiving a user's selection,
The optimal RPM automatic change setting unit 43,
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 receiving the change time interval of the optimum RPM and transmitting the optimum RPM generation command to the optimum RPM calculation unit 50 at each change time interval; Ship fuel saving system.

The method of claim 1,
The vessel fuel saving system,
And an optimum RPM manual change setting unit (42) for transmitting an optimal RPM generation command to the optimum RPM calculation unit (50) when receiving the user's optimal RPM change request.

4. The method according to claim 2 or 3,
The optimal RPM calculation unit 50,
A schedule / operation condition collecting unit 52 for collecting current schedule conditions and operating conditions to be input to the optimal RPM calculation module; and
When the optimal RPM generation command is received, the schedule / operation condition collecting unit 52 receives the current schedule condition and operating condition and inputs the optimal RPM calculation module to calculate the optimal RPM calculation module execution unit ( 54);
Ship fuel saving system comprising a.

The method of claim 1,
The vessel fuel saving system,
It includes a 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,
The fuel efficiency analysis unit 70,
A fuel consumption data collection unit 72 for collecting fuel consumption data of the reference flight with respect to the same schedule condition as the optimum flight and fuel consumption data of the normal flight with respect to the same schedule condition as the optimal flight; and
A fuel consumption rate calculation unit 74 that calculates the fuel consumption rate of the optimal flight, the fuel consumption rate of the reference 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 optimum flight; and
The fuel consumption rate calculation unit 74 receives the fuel consumption rate of the normal flight and the fuel consumption rate of the standard flight to calculate the fuel loss rate of the normal flight, and the fuel consumption rate calculation unit 74 calculates the fuel consumption rate of the optimum flight. A fuel loss rate calculation unit 76 configured to receive a fuel consumption rate of the reference flight and calculate a fuel loss rate of an optimal flight; and
The fuel which receives the fuel loss rate of the normal operation by the fuel loss rate calculation unit 76 of the normal flight and the fuel consumption rate of the optimal flight by the fuel loss rate calculator 76 of the optimal flight, and calculates the fuel saving rate of the optimal flight. Reduction rate calculation unit 78; including,
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 = fuel loss rate of the normal operation-fuel loss system of the ship characterized in that the optimum flight.

Using the ship fuel saving system including the reference ship specification collection unit 10, the reference flight data collection unit 20, the optimum RPM calculation module generation unit 30, the optimum RPM calculation unit 50, RPM application unit 60 In the ship fuel saving method,
(a) the reference ship specification collection step of collecting the reference ship specifications by the reference ship specification collection unit 10 (S10); and
(b) a reference flight data collection step (S20) of collecting the reference flight data by the reference flight data collection unit 20; and
(c) an optimum RPM calculation module generation step (S30) of receiving the reference ship specification and reference flight data by the optimum RPM calculation module generation unit 30 to generate an optimal RPM calculation module;
(d) an optimum RPM calculation step of calculating an optimal RPM by inputting a current schedule condition and operating condition to the optimum RPM calculation module received from the optimum RPM calculation module generation unit 30 by the optimum RPM calculation unit 50; (S50); and
(e) the RPM application unit 60 receives the optimal RPM from the optimal RPM calculation unit 50 and applies the RPM to the engine of the vessel (S60); including,
The reference flight includes a factory test run, a sea trial run, a new N port after the new construction, a recent M port, and N and M are the number of times arbitrarily designated by the relevant personnel.
The optimal RPM is the RPM that consumes the least fuel compared to the current schedule conditions and operating conditions,
The schedule condition includes a target distance, a target time, a variable time,
The operating conditions include 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 standard optimum speed is a speed at which the fuel consumption rate (= fuel consumption rate / mile per mile under the standard operating conditions) is the lowest among the target speed, the variable target speed, and the speed between the target speed and the variable target speed,
The above standard operating conditions are operating conditions at the time of factory test run,
The target speed = target distance / target time,
The 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 ship fuel saving method 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 method of claim 6,
The ship fuel saving system further includes an optimal RPM automatic change setting unit 43,
The vessel fuel saving method,
(f) setting an optimal RPM change step (S40);
When the optimum RPM is to be automatically changed, the optimum RPM automatic change setting unit 43 transmits an optimal RPM generation command to the optimal RPM calculation unit 50 during a shift, and the user initially initializes at a constant shift. Receives RPM and delivers the constant speed / shift setting step for transmitting to the RPM application unit 60 (S46); and
When the optimal RPM is to be automatically changed, the optimal RPM automatic change setting unit 43 receives a change time interval, and transmits the optimal RPM generation command to the optimal RPM calculation unit 50 at each change time interval. Further comprising; further set the optimal RPM automatic change time (S44),
The RPM application unit 60 receives the initial RPM, the ship fuel saving method, characterized in that applied to the engine of the ship.

The method of claim 6,
The ship fuel saving system further includes an optimal RPM manual change setting unit 42,
The vessel fuel saving method,
(f) including the optimal RPM change setting step (S40),
Step (f),
When the optimal RPM manual change setting unit 42 receives the user's optimal RPM change request, an optimal RPM manual change setting step (S42) of transferring an optimal RPM generation command to the optimal RPM calculation unit 50; Ship fuel saving method, characterized in that.

The method according to any one of claims 7 to 8,
In step (d),
A schedule / operation condition collection step (S52) of collecting, by the optimum RPM calculation unit 50, the current schedule condition and operation condition to be input to the optimal RPM calculation module; and
The optimal RPM calculation unit 50 inputs the current schedule conditions and operating conditions to the optimal RPM calculation module to calculate the optimal RPM calculation module execution step (S54); comprising a How to save fuel.

The method of claim 6,
The ship fuel saving system further includes a fuel efficiency analysis unit 70,
The vessel fuel saving method,
(g) a fuel efficiency analysis step (S70) for comparing and analyzing the fuel saving effect of the normal operation when the vessel fuel saving system is not applied, and the optimum operation to which the vessel fuel saving system is applied;
The fuel efficiency analysis step (S70),
The fuel efficiency analysis unit 70 is the fuel consumption data of the optimum flight to which the vessel fuel saving system is applied, the fuel consumption data of the reference flight compared to the schedule conditions same as the optimal flight, the general operation compared to the same schedule conditions as the optimal flight Fuel consumption data collection step (S72) of collecting the fuel consumption data of; and
The fuel efficiency analysis unit 70 compares the fuel consumption rate of the optimal flight to which the vessel fuel saving system is applied as the fuel consumption data, the fuel consumption rate of the reference flight, and the same schedule condition as the optimum flight. A fuel consumption rate calculating step (S74) of calculating a fuel consumption rate of the normal operation; and
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 optimal flight based on the fuel consumption rate of the optimal flight and the fuel consumption rate of the reference flight. A fuel loss rate calculating step of calculating a loss rate (S76); and
The fuel efficiency analysis unit 70 calculates a fuel saving rate of the optimal flight based on the fuel loss rate of the normal flight and the fuel consumption rate of the optimum flight (S78);
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 = fuel loss rate of the normal operation-fuel loss method of the ship characterized in that the fuel loss.

A computer readable medium having recorded thereon a program for executing the ship fuel saving method according to any one of claims 6 to 10.