JP5931712B2 - Energy optimal operation system, energy optimal operation method - Google Patents

Description

  The present invention relates to an energy optimum operation system, and more particularly to an energy optimum operation system for large ships.

  In the current technology, some manufacturers have commercialized systems for general ships. In general ships, the power in the residential area is almost constant, and most of the energy is consumed by the propulsion unit.

  Even now, the operation according to the weather, the sea condition, etc. often relies on the experience and intuition of the captain. Ship operation information is only used for the duration of the voyage, is rarely acquired and stored as a database, and is not used for the next voyage.

  In addition, unlike large ships, large passenger ships, etc., use a lot of electricity in the residential area in parallel with the propulsion unit. However, when demand (Demand) is generated, just generate electricity according to the demand. Yes, current optimization is not considered.

  In addition, the demand for chilled water and hot water used for on-board cooling and heating is not predicted in advance, but only a necessary amount is generated at a necessary stage, and efficiency is not considered.

  Thus, there is still much room for improvement in the field of energy optimal operation systems for large ships.

[Known technology]
As a known technique in this technical field, Patent Document 1 (Japanese Patent Publication No. 2009-505210) discloses a technique for optimizing the use of an energy source in a ship. This known technique creates a computer simulation model of a ship that is optimized for fuel efficiency. When creating a computer simulation model, an equation is selected from a group of equations describing the core components and structural features of the ship, and data is selected from a feature data group regarding the core components and structures of the vessel. In addition, a computer simulation model is used to optimize the fuel efficiency of the ship. However, this known technique considers optimizing the use of energy sources, but does not consider optimization based on simulation based on energy prediction and energy demand in residential areas.

  In addition, Patent Document 2 (Japanese Patent No. 4970346) discloses a ship operation support system and a ship operation support as known techniques related to an operation support system that searches for an optimal route that minimizes fuel consumption using an optimization calculation method. A method is disclosed. Patent Document 3 (Japanese Patent No. 4934756) discloses a ship optimum route calculation system. Patent Document 4 (Japanese Patent Laid-Open No. 2008-145312) discloses an optimum route search method.

  However, even in each of the above-described known technologies, the total fuel consumption including the operation status of the exhaust heat recovery device cannot be accurately evaluated in advance. In addition, based on energy demand forecasts for ship operations, inboard equipment, inhabited areas and store facilities, etc., it is not possible to plan operation plans for inboard equipment or to perform planned peak cuts / shifts of energy demand. . Furthermore, when the specifications of shipboard equipment (generators, exhaust heat recovery equipment, etc.) are changed or newly introduced, the impact on fuel consumption cannot be evaluated.

Special table 2009-505210 Japanese Patent No. 4970346 Japanese Patent No. 4934756 JP 2008-145312 A

  In the present invention, on the basis of an onboard energy prediction model including a residential area, and a prior operation plan and prediction information, a prediction of demand for the propulsion power required in advance, the amount of heat required for heating the auxiliary equipment, and the amount of heat for air conditioning To propose an energy optimal operation system

  The energy optimum operation system according to the present invention performs a plurality of case studies in advance based on route restrictions and extracts an optimum condition extraction unit that extracts conditions under which energy consumption is optimum, and the extracted optimum conditions. In addition, using the onboard energy forecasting model, the planning planning department predicts the propulsion power from at least one of the operation plan / time, number of passengers, weather forecast, sea state forecast, and drafts the energy management plan for the entire ship. The apparatus includes a device operating time adjustment unit that predicts the peak of power usage, re-plans the operating time of equipment used in the ship based on the predicted peak, and cuts the peak of power usage.

  It is possible to perform simulations based on energy prediction in ships and optimization assuming energy demand in residential areas.

It is a figure which shows the structural example of the energy optimal operation system which concerns on 1st Embodiment of this invention. It is explanatory drawing of an energy prediction model (Energy Flow Model). It is explanatory drawing of the output setting in multiple engines. It is explanatory drawing of the relationship between an engine output and a fuel consumption. It is a figure which shows the comparison of the fuel consumption by the electric power generation output accompanying an engine load factor. It is explanatory drawing of a case study examination example (wave height). It is explanatory drawing of a case study examination example (fuel consumption). It is explanatory drawing of the change by the shift of the operation timing of an apparatus. It is explanatory drawing of the numerical value before and behind the shift of the operation timing of an apparatus. It is a figure which shows the structural example of the energy optimal operation system which concerns on 2nd Embodiment of this invention. It is explanatory drawing of the system model of the heat | fever and electric power used onboard. It is a flowchart of the system model of the heat and electric power used in a ship.

<First Embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings.

[System configuration]
As shown in FIG. 1, the energy optimum operation system according to the present embodiment includes an optimum condition extraction unit 11, a planning unit 12, and an equipment operation time adjustment unit 13.

  The optimum condition extraction unit 11 performs a plurality of case studies (case studies) using an energy prediction model (Energy Flow Model) as shown in FIG. Extract conditions (optimum conditions) that optimize usage.

  Based on the extracted optimum conditions, the planning unit 12 uses an onboard energy prediction model (Energy Flow Model) as shown in FIG. 2 to determine an operation plan / time, the number of passengers, and a weather forecast (wind direction, wind speed, Estimate propulsion power based on temperature and humidity) and sea state forecasts (tidal currents, waves), and develop an energy operation plan for the entire ship.

  The equipment operation time adjustment unit 13 does not set the operation time of the equipment used in the ship as a fixed time zone, and predicts the peak of the power consumption and re-plans the equipment so that it deviates / shifts from the peak (operation of the equipment). Adjust / change time). Thereby, the peak cut of electric power consumption can be carried out. Moreover, energy usage can be reduced by optimizing the energy usage timing. For example, the overall energy usage can be reduced by operating the on-board laundry in the early morning while avoiding the peak hours of power usage such as dinner.

[Operations and effects unique to this embodiment]
Until now, the power required for the ship and the hot / cold water were in response to demands. In this embodiment, an operation plan and prediction information are created in advance using an onboard energy prediction model. And based on a prior operation plan and prediction information, the demand prediction about the propulsion power required previously, the heat amount required for heating of an auxiliary machine, and the heat amount of air conditioning is performed.

  In the present embodiment, energy consumption can be reduced by performing the following countermeasures based on the data obtained in the above demand prediction.

  (1) As shown in FIG. 3, the propulsion power is adjusted (output setting for a plurality of engines, etc.) so that the engine output is in a load zone (for example, 80% to 90%) with good fuel consumption efficiency (fuel consumption). Here, the graph before the optimization is performed out of the optimum load band, but the operation in the optimum load band can be performed by predicting the required power in advance.

  (2) As shown in FIG. 4A and FIG. 4B, in the case of operating a plurality of engines, from the control method of averaging the load factor of each engine, considering the relationship between the output and the fuel consumption when a plurality of engines are combined, Optimize the output ratio that minimizes fuel consumption when operating multiple units. Conventionally, when operating a plurality of engines, the respective engines are operated with the same load in order to make the aging deterioration uniform. For example, when switching from 1 unit operation to 2 units operation, each load factor was operated to 50%. If the required output is 12000 kW, each engine is set to 6000 kW in order to make the two engines have the same load. In addition, it is necessary to separately introduce a program for changing the engine starting order in order to align the engine operating time. In this embodiment, when the first engine is increased, when the second engine is turned on, the first engine load is set to 85% load (optimal load factor), and the second engine load is set to the lowest load. Increase gradually from rate. If the required output is 12000 kW, the output of the first engine is 10000 kW and the output of the second engine is 2000 kW. In this way, the average fuel efficiency of the two cars can be lowered than when the two cars have the same load factor. When the third and fourth engines are operated in the same manner, it is possible to obtain a fuel efficiency better than that when operating a plurality of engines with the same load.

Ｅ：航行エネルギー
Ｒ：航行抵抗
Ｖ：船速
よって、海象条件が悪化した場合に、同一船速を維持しようとすると、より多くのエネルギーが必要となる。客船の場合、従来の運転方法では、一定船速を維持するため、海象が悪化して推進エネルギーが多く必要になった場合、仮にエンジン台数が２台から３台に増えた場合は、船長の判断で３台のエンジンを、効率の良い８０％前後の負荷帯で運転することがあり、より燃料消費量を過大にしてしまっていた。本実施形態では、気象予測（天候等）や海象予測（波高等）を基に、一航海における平均船速一定になるように、海象条件悪化による航行抵抗増大時は船速を下げ、海象条件が好転した場合は船速を上げることで、燃料消費のピークを抑え、燃料消費量を削減／最小化する。 (3) As shown in FIG. 5A and FIG. 5B, based on sea state prediction, control is performed to increase the ship speed in a favorable sea condition and to decrease the ship speed in a rough sea condition. The energy required when a ship sails is roughly expressed by the following equation.

E: Navigational energy R: Navigational resistance V: Ship speed Therefore, if the sea conditions are deteriorated, more energy is required to maintain the same boat speed. In the case of a passenger ship, the conventional method of operation maintains a constant ship speed, so if the sea conditions deteriorate and a lot of propulsion energy is needed, if the number of engines increases from two to three, Judgment sometimes operated three engines in an efficient load range of around 80%, which caused excessive fuel consumption. In this embodiment, based on weather forecasts (weather etc.) and sea state forecasts (wave height etc.), the ship speed is lowered when the navigation resistance increases due to worsening sea conditions so that the average ship speed is constant in one voyage. When the situation improves, the ship speed is increased to suppress the peak of fuel consumption and reduce / minimize fuel consumption.

  (4) As shown in FIG. 6A and FIG. 6B, based on the ship power prediction information, the function of changing the operation timing of the equipment that can arbitrarily change the time zone operating on the ship equipment so as to lower the peak power value. Have. Specifically, using the onboard energy prediction model, the input data necessary for the prediction (ship operation plan, number of passengers, ship event plan, weather and sea state prediction information, etc.) are substituted to predict the power demand on the ship. I do. In addition, the relationship between the time-series required power amount and the number of operating engines associated therewith is extracted. In addition, laundry, fresh water generators, and air conditioning (for public spaces) are assumed as devices that can change the operation timing among the devices that use electric power in the ship. However, actually, it is not limited to these examples. Assume that the power required to switch the number of engines (introduction of a new engine) is 10.5 MW. Assuming that the power during the laundry operation is 1 MW and the fresh water generator is 0.6 MW, the laundry operation time is shifted to the previous time, and the fresh water generator's operating time is shifted to the later time, thereby reducing the peak cut. The engine operating time can be reduced to two in all time zones.

  (5) As in (4) above, control is performed to lower the peak power value by lowering the air conditioning set temperature based on the inboard power prediction information.

[Hardware example]
Below, the example of the concrete hardware for implement | achieving each of said optimal condition extraction part 11, the planning part 12, and the apparatus operation time adjustment part 13 is demonstrated.

  Although not shown, each of the optimum condition extraction unit 11, the planning unit 12, and the equipment operation time adjustment unit 13 is driven based on a program and executes a predetermined process, and stores the program and various data. In some cases, it is realized by an electronic device such as a computer provided with a memory.

  Examples of the processor include a CPU (Central Processing Unit), a network processor (NP), a microprocessor, a microcontroller (microcontroller), or a semiconductor integrated circuit (LSI: Large Scale) having a dedicated function. Integration) or the like.

  Examples of the memory include semiconductor storage devices such as a RAM (Random Access Memory), a ROM (Read Only Memory), an EEPROM (Electrically Erasable and Programmable Read Only Memory), a flash memory, and an HDD (Hold SMD). An auxiliary storage device such as State Drive), a removable disk such as a DVD (Digital Versatile Disk), a storage medium such as an SD memory card (Secure Digital memory card), or the like is conceivable. Further, a buffer, a register, or the like may be used.

  Note that the processor and the memory may be integrated. For example, in recent years, a single chip such as a microcomputer has been developed. Therefore, a case where a one-chip microcomputer mounted on an electronic device includes the above processor and the above memory can be considered.

  However, actually, it is not limited to these examples.

Second Embodiment
The second embodiment of the present invention will be described below.

  In this embodiment, an exhaust gas economizer that obtains high-pressure steam, an exhaust gas economizer that obtains low-pressure steam, an engine jacket cooling mechanism that obtains high-temperature water, an air cooler, and the like are used as a heat system as a mechanism for recovering “engine exhaust heat” in a ship. .

  It is known that the heat of the engine exhaust heat is used to heat the fuel and increase the temperature of the auxiliary equipment. The present embodiment is characterized in that in the mechanism for recovering engine exhaust heat, an “absorption refrigerator” is introduced to generate cold water used for air conditioning in the ship.

[System configuration]
As shown in FIG. 7, the energy optimum operation system according to the present embodiment includes an optimum condition extraction unit 11, a planning unit 12, an equipment operation time adjustment unit 13, a cold water generation unit 14, and an insufficient heat amount compensation unit 15. And a heat conversion processing unit 16 and a ship speed adjusting unit 17.

  The optimum condition extraction unit 11, the planning unit 12, and the equipment operation time adjustment unit 13 are basically as described in the first embodiment.

  The cold water production | generation part 14 has multiple refrigerators for producing | generating the cold water used onboard. Here, a case where cold water is generated using a turbo refrigerator and a case where cold water is generated using an absorption refrigerator are assumed. A turbo refrigerator consumes electric power and produces cold water. The absorption chiller generates cold water using high-temperature water held in the ship. Therefore, the amount of energy used can be reduced by operating an optimal device according to the state of surplus energy when cold water is generated.

  When the heat quantity in the ship is insufficient due to exhaust heat recovery of the engine, the insufficient heat quantity compensation unit 15 generates a high-pressure steam by operating a boiler and balances the heat quantity. However, since the boiler is not fuel efficient than the engine, it is preferable to reduce the operating time as much as possible.

  The heat conversion processing unit 16 generates high-temperature water by heat-converting cooling water and cooling air for cooling the engine. Usually, in a large ship, fuel is supplied in order to obtain inboard power, a power engine such as a diesel engine or a gas engine is operated, and a generator (DG: diesel generator or the like) is operated to obtain electric power. In a large vessel, a plurality of engines and generators may be operating. At this time, the heat conversion processing unit 16 collects high-pressure and low-pressure steam from the exhaust gas discharged from the engine by an exhaust heat recovery mechanism (exhaust gas economizer or the like), and generates heat from cooling water or cooling air for cooling the engine. By converting it, hot water is recovered and used.

  The ship speed adjustment unit 17 obtains sea conditions from the sea state forecast, and increases the ship speed when the operating sea area is calm, and reduces the ship speed when it is rough. It is possible to reduce energy consumption compared to navigating with.

  As shown in FIG. 8A, the heat system model (thermal system energy prediction model) and the power system model (power system energy prediction model) used in the ship affect each other. For example, it is assumed that in the absorption chiller of the heat system, cold water corresponding to the amount of exhaust heat recovered is generated, and the required amount of power for the turbo chiller is reduced. In this case, power generated by the engine (output) can be reduced. That is, the number of operating engines and the operating time can be reduced. Along with this, the amount of exhaust heat from the engine decreases. Thus, since the thermal system and the electric power system are closely connected in a large ship, the balance calculation of the heat amount and the electric energy based on the energy demand in the entire ship is performed. Further, as shown in FIG. 8B, the thermal system and the power system each distribute the surplus of the heat amount and the power amount from the upper system to the lower system.

[input]
The optimum condition extraction unit 11 uses, as input data, a modified operation plan (date and time of entry / exit, route, crew / passenger information, weather / sea state forecast, shipboard equipment operation plan, etc.) based on conditions and conditions that change from moment to moment. .

[Required power calculation]
The planning unit 12 calculates the total amount of electric power required in the electric power system from the target ship speed, the inboard temperature, the outside air temperature, the relative wind speed, and the like. First, the propulsion resistance is calculated from the target ship speed, the relative wind speed, etc., and the propulsion power (electric power required for propulsion) is calculated in consideration of the propulsion resistance. Next, air conditioning power (power required for air conditioning) is calculated from solar radiation, solar altitude, outside air temperature, cabin temperature setting, and the like. In calculating the air conditioning power, both the case of using only a turbo refrigerator and the case of using an endothermic refrigerator and a turbo refrigerator are considered. Next, the inboard equipment power (the power required for the inboard equipment) according to the operation status of the inboard equipment is calculated.
・ Total required power = High voltage system (propulsion power, turbo chiller) + Low voltage system (auxiliaries, engine room, propulsion machine, pumps, boiler, endothermic refrigerator) + air conditioning power + guest room / public room power

[Calculation of required heat]
The planning unit 12 calculates the total amount of heat necessary for the heat system. In the heat system, the amount of heat recovered by the exhaust heat recovery device is used in order from the upper system. In each system in the thermal system, the recovered heat amount is used in the system, and the surplus is distributed to lower systems. The subordinate system refers to a low pressure steam system for a high pressure steam system and a hot / cold water system for a low pressure steam system. The surplus in the entire heat system is collected with an “endothermic refrigerator” to produce the cold water required for air conditioning.
・ Total heat requirement = High-pressure steam system (high-pressure steam exhaust heat recovery → auxiliary equipment) + boiler (when heat is insufficient) + low-pressure steam system (low-pressure steam exhaust heat recovery → kitchen → hot water pool → hot water reservoir) + hot / cold water system (Jacket water → Auxiliary equipment → AC reheater → Preheater → Endothermic refrigerator)

[Calculation of heat consumption]
The planning unit 12 performs a balance / convergence calculation between the heat system and the power system to calculate the fuel consumption. If the amount of cold water generated by the endothermic refrigerator is obtained, the amount of cold water generated by the turbo refrigerator can be reduced accordingly. Accordingly, the required power can be reduced by reducing the operating time of the turbo refrigerator. At this time, if the amount of cold water generated by the endothermic refrigerator is sufficient for the cooling load, the turbo refrigerator does not have to operate. Further, the output of the engine can be lowered according to the decrease in the required power amount. Note that when the engine output decreases, the total amount of exhaust heat from the engine decreases. When the total amount of exhaust heat decreases, the amount of heat that can be recovered by the endothermic refrigerator decreases, and the amount of cold water that can be generated decreases. For this reason, convergence calculation for balancing the amount of power and the amount of heat is performed using the engine output as a parameter, and the reduction amount of the engine output is calculated.

[Operations and effects unique to this embodiment]
Until now, all the cooling onboard was covered by electricity (turbo chillers), but by using the cold water generated by the above absorption chillers, the amount of cold water generated by the turbo chillers can be reduced. Can do. Therefore, compared with the first embodiment, power reduction can be expected. In addition, the engine load and the number of operating units can be reduced accordingly. In addition, fuel can be reduced accordingly.

  However, if the amount of power generation is reduced, the amount of generated heat is also reduced. Therefore, the reduction amount of cold water can be calculated by harmonizing the balance between heat and electric power.

<Relationship between each embodiment>
Note that the above embodiments can be implemented in combination.

<Remarks>
As mentioned above, although embodiment of this invention was explained in full detail, actually, it is not restricted to said embodiment, Even if there is a change of the range which does not deviate from the summary of this invention, it is included in this invention.

DESCRIPTION OF SYMBOLS 11 ... Optimal condition extraction part 12 ... Planning planning part 13 ... Equipment operation time adjustment part 14 ... Cold water production | generation part 15 ... Insufficient heat quantity compensation part 16 ... Thermal conversion process part 17 ... Ship speed adjustment part

Claims (8)

An energy optimum operation system for a large ship having a plurality of engines,
Based on at least one prediction information of the ship's energy prediction model including the residential area, prior operation plan, and weather forecast and marine forecast , the required propulsion power, the amount of heat required for heating the auxiliary equipment, A means of forecasting demand for heat,
Means for optimizing an output ratio of each of the plurality of engines based on the demand prediction; An energy optimum operation system for a large ship having a plurality of engines,
Optimal condition extraction means that performs multiple case studies in advance based on route restrictions and extracts the optimal conditions for energy usage,
Based on the optimal conditions, the propulsion power is predicted from at least one of the operation plan / time, the number of passengers, the weather forecast, and the sea condition forecast using the energy forecast model in the ship including the residential area . A planning means for drafting an energy operation plan;
It predicts the peak power usage, based on the predicted peak to replan the operating time of the equipment used on board, and the equipment operation time adjustment unit for the peak cut of the power consumption
Energy optimal operation system to immediately Bei the. The energy optimum operation system according to claim 1 or 2,
Uses a turbo chiller that consumes electric power to generate cold water and an absorption chiller that generates cold water using high-temperature water held on board the ship to create a state of surplus energy when cold water is generated. Cold water generating means to operate equipment that is optimal according to
When the amount of heat in the ship is insufficient due to the exhaust heat recovery of the plurality of engines, the boiler is operated to generate high-pressure steam, and the insufficient heat amount compensation means for balancing the amount of heat,
A heat conversion process that recovers high-pressure and low-pressure steam from exhaust gas discharged from the engine by a heat recovery mechanism, and heat-converts cooling water and cooling air for cooling the plurality of engines to generate high-temperature water. Means,
An energy optimal operation system that further includes ship speed adjustment means that obtains sea conditions from the sea forecast and increases the ship speed when the operating sea area is calm and reduces the ship speed when it is rough. The energy optimum operation system according to claim 1 or 2,
The onboard energy prediction model is:
A system model of heat used in the ship,
Including a power system model that uses the power used on board the ship,
Energy optimizing operational system affect each other, respectively to the system model of the system model and the power of the heat. An energy optimal operation method for a large vessel having a plurality of engines, implemented by an electronic device,
Based on at least one prediction information of the ship's energy prediction model including the residential area, prior operation plan, and weather forecast and marine forecast , the required propulsion power, the amount of heat required for heating the auxiliary equipment, Performing a demand forecast for the amount of heat;
And optimizing the output ratio of each of the plurality of engines based on the demand prediction. An energy optimal operation method for a large vessel having a plurality of engines, implemented by an electronic device,
Performing multiple case studies based on route restrictions in advance to extract the optimum conditions for energy usage,
Based on the optimal conditions, the propulsion power is predicted from at least one of the operation plan / time, the number of passengers, the weather forecast, and the sea condition forecast using the energy forecast model in the ship including the residential area . Creating an energy management plan;
A step of predicting the peak power usage, based on the predicted peak to replan the operating time of the equipment used in the vessels, the peak cut of the power consumption
Including energy optimal operation methods. The energy optimal operation method according to claim 5 or 6,
Uses a turbo chiller that consumes electric power to generate cold water and an absorption chiller that generates cold water using high-temperature water held on board the ship to create a state of surplus energy when cold water is generated. The steps to operate the most suitable equipment
When the amount of heat in the ship is insufficient due to exhaust heat recovery of the plurality of engines, the boiler is operated to generate high-pressure steam, and the amount of heat is balanced,
Recovering high-pressure and low-pressure steam from exhaust gas discharged from the plurality of engines by an exhaust heat recovery mechanism, and heat-converting cooling water and cooling air for cooling the engine to generate high-temperature water;
An optimum energy operation method further comprising the step of obtaining sea conditions from a sea forecast and increasing the ship speed when the operating sea area is calm, and decreasing the ship speed when it is rough. The program for making an electronic computer perform the energy optimal operation method as described in any one of Claims 5 thru | or 7.

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