Integrated design method and integrated design platform for mounting carbon capture, utilization, and storage system for ship on ship

Abstract

Disclosed are an integrated design method for a carbon capture and storage system for a ship according to an aspect of the present invention, the method including the steps of: collecting information of a ship; calculating mounting space information of the ship; designing a numerical value of a carbon capture, utilization, and storage (CCUS) system for a ship on the basis of the information of the ship; arranging the carbon capture, utilization, and storage system for a ship on the basis of the mounting space information; verifying the carbon capture, utilization, and storage system for a ship; and determining the arrangement and design of the carbon capture, utilization, and storage system for a ship on the basis of a verification result in the step of verifying.

Description

Integrated design method and integrated design platform for installing carbon capture, utilization, and storage systems on ships.

[0001] The present invention relates to a ship design platform, and more particularly, to an integrated design method and an integrated design platform for mounting a ship-use carbon capture, utilization, and storage system on a ship.

[0002] Maritime transport is the most economical and common mode of long-distance cargo transport. The engines of large cargo ships and cruise ships produce exhaust gases containing large amounts of carbon dioxide (CO2) and sulfur dioxide (SO2). These pollutants are not only harmful to humans but also contribute to environmental pollution.

[0003] Accordingly, the UN has delegated the issue of regulating exhaust gas emissions from ships sailing all seas around the world to the International Maritime Organization (IMO), and the IMO is pursuing various exhaust gas reduction measures with the goal of reducing environmental pollutant emissions from ships by 40% by 2030 compared to 2008 levels and by 50% by 2050.

[0004] To achieve the 2030 greenhouse gas reduction target set by the IMO, South Korea is developing a mid- to long-term roadmap and conducting research. Accordingly, the shipping and shipbuilding industries are demanding solutions to reduce carbon dioxide and sulfur dioxide, the major pollutants found in exhaust gas, through proactive technological development to reduce greenhouse gases emitted by ships and to develop eco-friendly vessels.

[0005] Carbon capture and storage technology is being implemented in pilot projects in industries such as thermal power generation, coal-fired chemical processing, and cement production, but has not yet reached the commercialization stage.

[0006] In particular, the shipbuilding industry has yet to have a pilot project that applies technology to reduce carbon emissions, so the 'CCUS' technology for ships, which is currently being researched and developed, is still in its infancy.

[0007] The purpose of the present invention is to provide an integrated design platform for mounting a carbon capture, utilization and storage system on a ship.

[0008] The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

[0009] An integrated design method for a carbon capture and storage system for a ship according to one aspect of the present invention may include the steps of: collecting information about a ship; calculating space information onboard the ship; designing numerical values ​​of a carbon capture, utilization, and storage (CCUS) system for a ship based on the information about the ship; arranging a carbon capture, utilization, and storage system for a ship based on the space information onboard; verifying the carbon capture, utilization, and storage system for a ship; and determining the layout and design of the carbon capture, utilization, and storage system for a ship based on the verification result of the verifying step.

[0010] The step of collecting information about the vessel includes at least one of information about the vessel's fuel, composition of exhaust gas, exhaust gas emission amount, and existing exhaust gas treatment facilities, and the step of designing the carbon capture and storage system can calculate capacity based on the exhaust gas emission amount and composition of the exhaust gas.

[0011] The step of calculating the above-mentioned loading space may be performed in a case where the ship's carbon capture, utilization and storage system cannot be placed in a first area where the ship's existing equipment is not installed, by relocating the equipment in a second area where the existing equipment is installed to set up the loading space, and the step of verifying the system may be performed to simulate economic feasibility including the cost of relocating and installing the existing equipment in the second area.

[0012] The step of collecting information about the vessel includes a step of collecting stereoscopic image information by 3D scanning the vessel or a step of generating stereoscopic image information based on a blueprint of the vessel, and the step of calculating the loading space may extract a first area in which no existing equipment is installed from the stereoscopic image information.

[0013] The above verification step may include a step of simulating the energy efficiency of the shipboard carbon capture, utilization, and storage system; a step of simulating the greenhouse gas reduction amount of the shipboard carbon capture, utilization, and storage system; a step of simulating the safety of the shipboard carbon capture, utilization, and storage system; and a step of simulating the economic feasibility of the shipboard carbon capture, utilization, and storage system.

[0014] The step of simulating the above economic feasibility may include the cost of installing the ship's carbon capture, utilization and storage system, the operating cost of the ship's carbon capture, utilization and storage system, the increased fuel cost due to installing the ship's carbon capture, utilization and storage system, and the opportunity cost of the space for installing the ship's carbon capture, utilization and storage system.

[0015] The step of determining the layout and design may include a step of scoring the energy efficiency, the greenhouse gas reduction, the safety, and the economic feasibility, and adopting a design plan with a higher score obtained by multiplying a weight by each factor.

[0016] According to another aspect of the present invention, an integrated design platform for a carbon capture and storage system for a ship is provided, including: a first design module for designing a numerical value of a carbon capture and storage system based on information of a ship; a second design module for calculating an installation space of the ship and designing a structure and layout that satisfy the numerical value of the carbon capture and storage system designed in the first design module; a verification module for analyzing energy efficiency, greenhouse gas reduction, safety, and economic feasibility based on the design calculated in the first design module and the second design module; and OMG (Object Management Group) DDS (Data Distribution Service) middleware, which is connected to each of the first design module, the second design module, and the verification module, and provides design results from the first design module and the second design module to the verification module, and provides feedback on the verification results of the verification module to the first design module and the second design module.

[0017] The second design module can calculate the installation space within a first area where existing equipment is not installed based on stereoscopic image information of the ship, or calculate the installation space after moving existing equipment to the first area.

[0018] It may include a collaborative system that allows multiple entities to access it simultaneously.

[0019] The above collaborative system can provide the structural and layout design of the system derived from the second design module through extended reality (XR) simulation.

[0020] The technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned can be clearly understood by a person having ordinary skill in the technical field to which the present invention belongs from the description below.

[0021] The integrated design platform of the carbon capture, utilization and storage system for ships of the present invention can optimize and design the carbon capture, utilization and storage system for ships on existing ships.

[0022] Additionally, multiple entities can participate simultaneously to design a carbon capture, utilization, and storage system for ships, which can improve work efficiency.

[0023] Additionally, it is possible to design an optimal ship-use carbon capture, utilization, and storage system by verifying it against standards that are compatible with international regulations.

[0024] In addition, various effects may be provided, either directly or indirectly, through this document.

[0025] The drawings attached to this specification are intended to provide an understanding of the present invention, illustrate various embodiments of the present invention, and together with the description of the specification serve to explain the principles of the present invention.

[0026] Figure 1 is a diagram of a carbon capture, utilization, and storage system for ships.

[0027] Figure 2 is a diagram comparing two types of FMIs.

[0028] Figure 3 is a diagram comparing the middleware operations of HLA and DDS.

[0029] Figure 4 illustrates the structure of an FMI-based CPS distributed simulation framework using DDS considered in the present invention.

[0030] FIG. 5 illustrates an integrated design platform of a carbon capture, utilization and storage system for a ship according to an embodiment of the present invention.

[0031] Figure 6 is a flowchart illustrating an integrated design method of a carbon capture, utilization and storage system for a ship according to an embodiment of the present invention.

[0032] Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. When designating components in each drawing, it should be noted that, where possible, identical components will be given the same reference numerals, even if they appear in different drawings. Furthermore, when describing embodiments of the present invention, detailed descriptions of related known structures or functions will be omitted if they are deemed to hinder understanding of the embodiments of the present invention.

[0033] In describing components of embodiments of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used. These terms are only intended to distinguish the components from other components, and the nature, order, or sequence of the components are not limited by these terms. Furthermore, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning they have in the context of the relevant technology, and shall not be interpreted in an idealized or overly formal sense unless explicitly defined in this application.

[0034] In various examples of the present disclosure, “ / ” and “,” should be interpreted as indicating “and / or.” For example, “A / B” can mean “A and / or B.” Furthermore, “A, B” can mean “A and / or B.” Furthermore, “A / B / C” can mean “at least one of A, B, and / or C.” Furthermore, “A, B, C” can mean “at least one of A, B, and / or C.”

[0035] In various examples of this disclosure, "or" should be interpreted as meaning "and / or." For example, "A or B" can include "only A," "only B," and / or "both A and B." In other words, "or" should be interpreted as meaning "additionally or alternatively."

[0036] Meanwhile, the shipbuilding industry is increasingly faced with the need for digital-based productivity innovation, as massive amounts of information, technology, human and material resources are invested in everything from design and construction to post-delivery repairs.

[0037] In this case, difficulties in information sharing and data processing arise due to incompatibility issues stemming from the use of different data formats and platforms. Therefore, an efficient integrated design / verification system is needed that takes into account continuous introduction, dissemination, expansion, and stage-by-stage data continuity and visualization within the shipbuilding and maritime sectors.

[0038] Recently, it supports highly accessible PCs, tablets, and smartphones, as well as VR and AR headsets. Functionally, it offers virtual spaces for effective presentations, including avatar personalization and gestures, as well as collaborative tools like laser pointing and screen sharing. Meanwhile, in shipbuilding design, the sharing and visualization of more diverse data, such as 3D models, spatial drawing, and interaction with virtual objects, are required to create an effective and accurate collaborative environment.

[0039] Meanwhile, a global shift in awareness of the climate crisis caused by global warming is leading to agreements that incorporate various regulations. To meet these regulations, research is being conducted on carbon-free fuels that do not emit greenhouse gases. However, these technologies are still in the research phase and have not yet been commercialized due to safety and economic considerations. Meanwhile, most existing ships are powered by fuel oil detonated in their engines, resulting in serious emissions of pollutants such as sulfur oxides, nitrogen oxides, and carbon dioxide.

[0040] Equipping ships with carbon capture and storage devices to capture and store carbon dioxide in exhaust gas generated from ships using conventional fuels and engines is a realistic way to reduce carbon dioxide emissions.

[0041] Figure 1 is a conceptual diagram of a carbon absorption and storage method that absorbs carbon dioxide using an absorbent and separates it. Exhaust gas generated during engine combustion is passed through an absorption tower (scrubber, 110). An absorbent is sprayed into the absorption tower (110) to cause the carbon dioxide in the exhaust gas to react with the absorbent. The absorbent that has absorbed carbon dioxide moves to a regeneration tower (120) (separate tower, 120). The regeneration tower (120) separates the absorbent from the carbon dioxide, liquefies the carbon dioxide, and supplies the separated absorbent back to the absorption tower (110).

[0042] However, there is a difference of about 60-80°C between the absorption temperature (40-60°C) suitable for reacting carbon dioxide with the absorbent in the absorption tower (110) and the regeneration temperature (100-120°C) for separating carbon dioxide and the absorbent in the regeneration tower (120). In order to compensate for the temperature difference between the absorption tower (110) and the regeneration tower (120), the temperature difference can be reduced to about 30-40°C through heat exchange (115) between the absorbent supplied to the regeneration tower (120) and the absorbent supplied to the absorption tower (110).

[0043] In the regeneration tower (120), a heater (121) is used to raise the temperature of the absorbent that has absorbed carbon dioxide, and the absorbent supplied to the absorption tower (110) can be supplied by lowering the temperature to the absorption temperature using a cooler.

[0044] Carbon dioxide separated from the regeneration tower (120) can be stored in a liquefied gas storage tank (140) by making it into a high-pressure, low-temperature state using a compressor (130) and a cooler.

[0045] In addition to the method of storing in a liquefied form, there is also a method of storing calcium carbonate using calcium oxide, but it has not yet been commercialized due to the verification stage regarding securing storage space for calcium carbonate on ships and its reliability.

[0046] Since a lot of energy is consumed in the absorption process in the absorption tower (110) and the regeneration process in the regeneration tower (120), the cost of obtaining the energy required for carbon capture and storage must be minimized, and the amount of carbon reduced must be small compared to the amount of carbon additionally generated when generating the energy required for carbon capture and storage, verification of efficiency is necessary.

[0047] In addition, the technology for storing carbon on ships must primarily comply with the <International Shipping Transport Liquefied and Gas Ship Structure and Equipment Rules>, and the technical requirements of some LPG carriers and standards for carbon storage tanks must be designed separately by referring to relevant regulations.

[0048] In addition, since ships are equipped with limited space, carbon dioxide capture equipment must be installed using the minimum space available during the design stage, and when installed on existing ships, the layout design must take into account the existing equipment.

[0049] As such, shipboard carbon capture, utilization, and storage systems must be designed by taking into account various factors, so static and dynamic simulations are essential to identify key design factors.

[0050] The present invention seeks to consider an integrated extended reality (XR)-based collaborative design platform that can derive key design factors through virtual simulation and easily perform simulations according to the size of a ship without a complex process.

[0051] Furthermore, since the ship's carbon capture, utilization, and storage system is connected to existing ship equipment, the design and efficiency of each piece of equipment are crucial. Therefore, mathematical modeling and simulation must be used to verify the safety of the propulsion system. Therefore, the present invention considers a design platform that optimizes ship energy according to operating profiles and incorporates algorithms for an Energy Management System (EMS).

[0052] For reference, a small number of major shipbuilding companies are currently evaluating the feasibility of applying integrated simulation technology to specific fields / applications based on imported products, or are in the early stages of developing integrated simulation (or platforms) for specific fields / applications based on imported products. However, these efforts are limited to partial application due to a lack of specialized manufacturing engineering and integrated simulation software companies, tools, personnel, and related data infrastructure.

[0053] In addition, as a country with advanced ICT, many companies / organizations possess the basic SW and HW required for the production and operation of integrated simulations. However, they are specialized in specific areas and there is no integrated solution for integrated simulation that covers the entire product life cycle.

[0054] In particular, although they possess considerable capabilities in the fields of CAD / CAE and simulation technology / solutions, their core technologies are dependent on the technologies of foreign global companies. In addition, active research and development efforts are being made on frameworks or platform tools related to integrated simulation element technologies such as the Internet of Things (IoT), big data, and artificial intelligence (machine learning), but it is difficult to find examples of integrating and utilizing capabilities related to element technologies into integrated technologies for the production / operation of integrated simulations.

[0055] To address these issues, the present invention proposes an integrated design platform for a carbon capture, utilization, and storage system for ships. Specifically, the present invention proposes an integrated design platform for a carbon capture, utilization, and storage system for ships utilizing a real-time CPS (cyber-physical system) distributed simulation framework based on a Functional Mock-up Interface (FMI) utilizing the Object Management Group (OMG) Data Distribution Service (DDS) middleware.

[0056] Modeling and simulation (M&S) is an important technology for designing and researching complex systems (Systems of Systems) in various industrial or scientific application fields. In particular, M&S is essential for implementing CPS, which requires high reliability and consists of hardware elements such as machinery and electricity, embedded computers, and software elements, such as automobiles and aircraft.

[0057] Typically, simulation tools are optimized to model each component of a CPS and perform simulations on a part-by-part basis, making integrated simulation of the entire CPS extremely challenging. Furthermore, because each simulation tool typically uses a fixed model format, utilizing the model in other tools is challenging. Therefore, to integrate and simulate the entire CPS system, a method is needed that models the various components that make up the system and links the simulation data between the programs that simulate each model to enable a complete simulation.

[0058] A representative standard for linking different simulation models in CPS systems is the Functional Mock-up Interface (FMI). FMI standardizes simulation models into Functional Mockup Units (FMUs) for linking different simulation models and defines interfaces for accessing them.

[0059] Figure 2 is a diagram comparing two types of FMIs.

[0060] Referring to Figure 2, FMI is a simulation tool-independent standard that supports both model exchange (ME) and co-simulation (CS) of dynamic models using XML files and C code (or compiled DLL / shared library). Furthermore, the XML files and C code that implement the model are called FMUs (Functional Mockup Units).

[0061] FMI, a model exchange approach, allows the creation of an FMU representing a single model in any modeling tool for reuse or integration in other simulation environments.

[0062] The FMI (Functional Modeling Interface) for co-simulation is a standard for linking two or more simulation tools in a co-simulation environment. This FMI also defines routines for managing communication between a master and slaves, which represent models or subsystems running in the co-simulation environment. The slaves have a predefined set of inputs and outputs known by the master, and the master is responsible for configuring and coordinating the slaves during the simulation run.

[0063] The above two types of FMI also differ in the location of the solver that interprets the model. In the model exchange method, the solver must be provided by the tool, but in the co-simulation method, the solver is included in the FMU, so it can be interpreted independently.

[0064] Figure 3 is a diagram comparing the middleware operations of HLA and DDS.

[0065] HLA (High Level Architecture) is an IEEE standard for distributed computer simulation systems. In the HLA standard, a distributed simulation is called a Federation, which consists of federates, HLA simulation objects that can communicate with each other using the Run-Time Infrastructure (RTI).

[0066] DDS is a Pub / Sub (Publisher / Subscriber) communication middleware standardized by the Object Management Group (OMG). DDS's Pub / Sub method is more suitable for large-scale data transmission and real-time transmission than server-client methods. In DDS, a domain is a concept that groups each application for communication. A single participant is an application in a domain and is used to create publishers, subscribers, datawriters, datareaders, and topics. Publishers and subscribers are used to send and receive messages or data, while datawriters and datareaders are the entities that actually write and read data. At this time, each publisher and subscriber is connected through a topic.

[0067] As can be seen in Figure 3, HLA RTI operates as a middleware called RTI through which all messages are transmitted, and DDS is transmitted through RTPS (Real-time Publish Subscribe wire protocol).

[0068] Figure 4 illustrates the structure of an FMI-based CPS distributed simulation framework using DDS considered in the present invention.

[0069] Referring to Figure 4, first, each node can be a participant in the DDS within a computer or embedded system capable of simulating an FMU model. Next, each node receives the simulation input values ​​of the FMU model through a simulation program capable of simulating the FMU model, performs the simulation (doStep) using the FMI interface, and transmits the results through the DDS middleware.

[0070] Additionally, the FMU model in this structure uses the CS (co-simulation) type to enable simultaneous simulation.

[0071] The simulation data link structure between FMU models is a chain structure, where each FMU model is assumed to receive one input value and transmit one output value to the next FMU model.

[0072] Based on the above explanation, the present invention proposes to construct an integrated design platform for a carbon capture, utilization and storage system for ships, and to build an integrated database linked to the design platform.

[0073] Figure 5 illustrates an integrated design platform (10) of a carbon capture, utilization and storage system for a ship according to an embodiment of the present invention.

[0074] Referring to FIG. 5, an integrated design platform (10) for a carbon capture and storage system for a ship according to an embodiment of the present invention includes a first design module (11) that designs the numerical values ​​of a carbon capture and storage system based on ship information, a second design module (12) that calculates the installation space of the ship and designs the structure and layout of the carbon capture and storage system designed in the first design module, and a verification module (13) that analyzes energy efficiency, greenhouse gas reduction, safety, and economic feasibility based on the design calculated in the first design module and the second design module (12). For linkage between modules, it includes OMG DDS middleware (15).

[0075] In particular, an FMI-based real-time CPS distributed simulation framework is provided using OMG DDS middleware (15).

[0076] Specifically, the first design module (11) is configured to model and simulate numerical values, such as processing capacity and processing speed, of a carbon capture, utilization, and storage system for a ship based on ship information. The ship information may include at least one of information on the ship's fuel, exhaust gas composition, exhaust gas emissions, and existing exhaust gas treatment facilities.

[0077] Additionally, the second design module (12) is configured to model and simulate the structure and layout that meet the numerical requirements of the carbon capture and storage system designed in the first design module (11). At this time, information regarding the ship's existing facility layout, etc., is required. Information regarding the ship's existing facility layout can be obtained by 3D scanning the ship to collect stereoscopic image information or by generating stereoscopic image information based on the ship's blueprint.

[0078] The second design module (12) can extract a first area where no existing equipment is installed based on image information and design the ship's carbon capture, utilization, and storage system to be installed within the first area. However, if the size of the equipment required to meet the values ​​calculated by the first design module (11) makes it difficult to install within the first area, the equipment within the second area where existing equipment is installed can be relocated to establish a mounting space.

[0079] A verification module (13) may be included to analyze the performance of the carbon capture, utilization, and storage system for ships designed in the first design module (11) and the second design module (12). The verification module (13) calculates the energy efficiency, greenhouse gas reduction, safety, and economic feasibility of the designed carbon capture, utilization, and storage system for ships.

[0080] Energy efficiency can be determined by considering the overall energy efficiency of the system by taking into account the energy required to capture carbon dioxide, the energy required to separate it and regenerate the absorbent, and the energy used in the process of compressing and cooling the carbon dioxide and storing it as liquid carbon dioxide.

[0081] Greenhouse gas reductions are the difference between the carbon dioxide reduced by adding a carbon capture, utilization, and storage system to a vessel and the carbon dioxide emitted. Even with high carbon dioxide removal efficiency, greenhouse gas reductions can be reduced if a significant amount of energy is used. In other words, greenhouse gas reductions are directly related to energy efficiency.

[0082] Safety requires a monitoring device to prevent the emission of amines, etc. used in the absorption tower (110), and the liquid carbon dioxide must be able to maintain a uniform temperature and pressure in accordance with the <International Shipping Transport Liquefied and Gaseous Vessel Structure and Equipment Rules>.

[0083] Economic feasibility may include not only the operating costs of the above-mentioned shipboard carbon capture, utilization and storage system, but also the installation costs, the increased costs due to the installation of the system, and the opportunity cost resulting from the reduction in loading space due to the allocation of loading space.

[0084] In the case of middleware (15), the first design module (11), the second design module (12), and the verification module (13) are configured in a chain format so that the results of each module are accurately synchronized with the next M&S ​​module.

[0085] Each node, or module, is connected in a chain or ring format to operate, and each module can receive (subscribe) simulation input data of its model from the previous module, perform simulation, and transmit (publish) the result value of its simulation data to the next connected node.

[0086] CPS systems, such as the integrated design platform for shipboard carbon capture, utilization and storage systems (10), are generally composed of multiple complex components, making it very difficult to simulate the entire system with a single simulation program at a time.

[0087] Accordingly, the present invention proposes a simulation structure in a distributed environment where real-time CPS model simulation is linked in a chain format using middleware (15) based on FMI, thereby enabling smooth linkage between the first design module (11), the second design module (12), and the verification module (13).

[0088] Middleware (15) is connected to the first design module (11), the second design module (12) and the verification module (13), respectively, and can provide the results designed by the first design module (11) and the second design module (12) to the verification module (13).

[0089] In addition, the middleware (15) can provide feedback on the verification results of the verification module (13) to the first design module (11) and the second design module (12) to change the existing design.

[0090] The first design module (11) and the second design module (12) generate multiple design proposals, and the verification module can verify the performance of each design proposal. The middleware (15) scores the energy efficiency, greenhouse gas reduction, safety, and economic feasibility calculated by the verification module, and can adopt the design proposal with the highest score obtained by multiplying the weights of each factor.

[0091] The integrated design platform (10) for the carbon capture, utilization, and storage system for ships of the present invention may include a collaborative system that allows simultaneous access by multiple parties. The collaborative system provides the structural and layout design of the system derived from the second design module (12) through an extended reality simulation, thereby enabling various parties, such as a ship owner (21), a shipyard (22), a ship designer (23), and a ship equipment supplier (24), to simultaneously monitor the design plan in real time.

[0092] Figure 6 is a flowchart illustrating a design method for a carbon capture, utilization, and storage system for ships according to the present invention. This method can be implemented using the integrated design platform (10) for the aforementioned carbon capture, utilization, and storage system for ships.

[0093] First, information on the vessel on which the carbon capture, utilization, and storage system for ships is to be installed is collected (S110). The first design module (11) can design numerical values ​​for the carbon capture, utilization, and storage system for ships based on the vessel information (S120).

[0094] The information about the vessel may include at least one of information about the vessel's fuel, the composition of exhaust gas, the amount of exhaust gas emitted, and information about existing exhaust gas treatment facilities.

[0095] For example, heavy fuel oil (HFO) contains hydrocarbons and sulfur (S), so exhaust gas contains carbon dioxide and sulfuric acid, and when burned, oxygen and nitrogen in the air can react to produce nitric acid.

[0096] Ships using heavy oil as fuel often already have sulfuric acid absorption towers (110) to remove sulfuric acid, which is already subject to emissions regulations. However, regulations on greenhouse gases like carbon dioxide have only recently emerged, and thus, ships are not equipped with carbon capture devices, necessitating additional installation.

[0097] When using low-sulfur fuel oil among heavy oils, the sulfur content is low, and in the case of liquefied natural gas (LNG) ships, the amount of sulfuric acid emitted is also low, so a sulfuric acid absorption tower (110) may not be installed.

[0098] Carbon dioxide is contained in exhaust gas at approximately 5-6%, but this may vary depending on the type of fuel. As described above, the exhaust gas passing through the sulfuric acid absorption tower (110) has a low temperature, and some of the carbon dioxide can be dissolved and removed as it passes through the sulfuric acid absorption tower (110), thereby improving the carbon dioxide removal efficiency.

[0099] Furthermore, the carbon capture, utilization, and storage system must be designed to take into account the exhaust gas emissions and hourly emissions from the ship's departure to its return. Faster speeds result in higher exhaust gas emissions, necessitating a system capable of processing carbon dioxide in a short period of time. Slower speeds result in lower hourly exhaust gas emissions, allowing for a smaller system.

[0100] In addition, the required amount of absorbent and the size of the liquefied carbon dioxide storage tank can be calculated. The carbon capture, utilization, and storage system for ships can calculate the size of the absorption tower (110) and the regeneration tower (120), as well as the space size required for installing the absorbent storage tank and the liquefied carbon dioxide storage tank.

[0101] Ship information may include stereoscopic image information. Stereoscopic image information can be generated from a 3D scan of the ship or based on the ship's blueprint. The installation space for a ship's carbon capture, utilization, and storage system can be calculated from the stereoscopic image information (S130), and the structure and layout of the ship's carbon capture, utilization, and storage system can be specified within the calculated installation space (S140).

[0102] A first area without existing facilities can be extracted, and a second area with existing facilities can be extracted. If the carbon capture, utilization, and storage system of the scale calculated in step S120 can be installed within the first area, it can be installed there. However, if installation within the first area is difficult, some of the facilities in the second area can be relocated and utilized in the second area as well.

[0103] If it is difficult to move the location of the equipment, the scale of the system can be adjusted in the first design module (11) by returning to the numerical design stage (S120).

[0104] The chronological order of steps S120 to S140 is unclear, and the capacity (numerical value) of the shipboard carbon capture, utilization, and storage system can be changed during the structural and layout design of the shipboard carbon capture, utilization, and storage system.

[0105] Once the numerical values, structure, and layout of the shipboard carbon capture, utilization, and storage system are derived, they are verified (S150). The verification stage examines energy efficiency, greenhouse gas emissions, safety, and economic feasibility.

[0106] Energy efficiency can be determined by considering the overall energy efficiency of the system by taking into account the energy required to capture carbon dioxide, the energy required to separate it and regenerate the absorbent, and the energy used in the process of compressing and cooling the carbon dioxide and storing it as liquid carbon dioxide.

[0107] Greenhouse gas reductions are the difference between the carbon dioxide reduced by adding a carbon capture, utilization, and storage system to a vessel and the carbon dioxide emitted. Even with high carbon dioxide removal efficiency, greenhouse gas reductions can be reduced if a vessel uses a large amount of energy. In other words, greenhouse gas reductions are related to energy efficiency. This system can verify whether emissions are below the International Maritime Organization's (IMO) required limits.

[0108] Safety requires a monitoring device to prevent the emission of amines, etc. used in the absorption tower (110), and the liquid carbon dioxide must be able to maintain a uniform temperature and pressure in accordance with the <International Shipping Transport Liquefied and Gaseous Vessel Structure and Equipment Rules>.

[0109] Economic feasibility may include not only the operating costs of the above-mentioned shipboard carbon capture, utilization and storage system, but also the installation costs, the increased costs due to the installation of the system, and the opportunity cost resulting from the reduction in loading space due to the allocation of loading space.

[0110] A shipboard carbon capture, utilization, and storage system can produce multiple proposals with different numerical, structural, and layout options. Each proposal can be scored for comparison. After scoring, the weights of each factor are multiplied to determine the final priority of each proposal, ultimately determining the final shipboard carbon capture, utilization, and storage system layout and design (S160).

[0111] As described above, the integrated design platform (10) of the carbon capture, utilization and storage system for ships of the present invention can be designed to optimize the carbon capture, utilization and storage system for ships on existing ships.

[0112] Additionally, multiple entities can participate simultaneously to design a carbon capture, utilization, and storage system for ships, which can improve work efficiency.

[0113] Additionally, it is possible to design an optimal ship-use carbon capture, utilization, and storage system by verifying it against standards that are compatible with international regulations.

[0114] The embodiments described above are combinations of components and features of the present invention in a predetermined form. Each component or feature should be considered optional unless explicitly stated otherwise. Each component or feature may be implemented without being combined with other components or features. Furthermore, it is also possible to form an embodiment of the present invention by combining some components and / or features. The order of operations described in the embodiments of the present invention may be changed. Some components or features of one embodiment may be included in another embodiment or may be replaced with corresponding components or features of another embodiment. It is self-evident that claims that do not have an explicit citation relationship in the patent claims may be combined to form an embodiment or may be incorporated as a new claim through a post-application amendment.

[0115] The steps of a method or algorithm described in connection with the embodiments disclosed herein may be implemented directly in hardware, in a software module executed by a processor, or in a combination of the two. The software module may reside in a storage medium (i.e., memory and / or storage) such as RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, or a CD-ROM.

[0116] An exemplary storage medium is coupled to the processor, such that the processor can read information from the storage medium and write information to the storage medium. Alternatively, the storage medium may be integral to the processor. The processor and the storage medium may reside within an application-specific integrated circuit (ASIC). The ASIC may reside within a user terminal. Alternatively, the processor and the storage medium may reside as discrete components within the user terminal.

[0117] The above description is merely an example of the technical idea of ​​the present invention, and those skilled in the art will appreciate that various modifications and variations can be made without departing from the essential characteristics of the present invention.

[0118] Accordingly, the embodiments disclosed in the present invention are intended to illustrate, rather than limit, the technical concept of the present invention, and the scope of the technical concept of the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted by the following claims, and all technical concepts within the scope equivalent thereto should be construed as being included within the scope of the present invention.

Claims

1. An integrated design method for a carbon capture and storage system for ships, Steps to collect information about the ship; A step of calculating space information loaded within the vessel; A step of designing the numerical value of a carbon capture, utilization and storage (CCUS) system for a ship based on the information of the above ship; A step of deploying a ship-based carbon capture, utilization and storage system based on the above-mentioned onboard spatial information; Step of verifying the above shipboard carbon capture, utilization and storage system; and A step of determining the layout and design of the shipboard carbon capture, utilization and storage system based on the verification results of the verification step. Integrated design method for carbon capture, utilization and storage systems for ships.

2. In paragraph 1, The steps for collecting information on the above vessel are: Contains at least one of information on the fuel of the vessel, the composition of exhaust gas, the amount of exhaust gas discharged, and the existing exhaust gas treatment facility; The step of designing the above carbon capture and storage system is characterized by calculating the capacity based on the exhaust gas amount and the composition of the exhaust gas. Integrated design method for carbon capture, utilization and storage systems for ships.

3. In paragraph 1, The step of calculating the above-mentioned loading space is, if the ship's carbon capture, utilization and storage system cannot be placed in the first area where the ship's existing equipment is not installed, the equipment within the second area where the existing equipment is installed is moved to set the loading space, The steps to verify the above system are: Characterized in that it simulates economic feasibility including the cost of relocating existing facilities within the above second area. Integrated design method for carbon capture, utilization and storage systems for ships.

4. In paragraph 1, The steps for collecting information on the above vessel are: A step of collecting stereoscopic image information by 3D scanning the vessel or generating stereoscopic image information based on the blueprint of the vessel is included. The steps for calculating the above-mentioned loading space are It is characterized by extracting a first area where existing equipment is not installed from the above stereoscopic image information. Integrated design method for carbon capture, utilization and storage systems for ships.

5. In paragraph 1, The above verification steps are: A step of simulating the energy efficiency of the above shipboard carbon capture, utilization and storage system; A step of simulating the greenhouse gas reduction amount of the above shipboard carbon capture, utilization and storage system; A step of simulating the safety of the above shipboard carbon capture, utilization and storage system; and Characterized in that it includes a step of simulating the economic feasibility of the carbon capture, utilization and storage system for the ship. Integrated design method for carbon capture, utilization and storage systems for ships.

6. In paragraph 5, The steps for simulating the above economic feasibility are: The cost of installing the above ship-mounted carbon capture, utilization and storage system; The operating costs of the above shipboard carbon capture, utilization and storage system; Characterized in that it includes increased fuel costs due to the installation of the carbon capture, utilization and storage system for ships and opportunity costs of installation space for the carbon capture, utilization and storage system for ships. Integrated design method for carbon capture, utilization and storage systems for ships.

7. In paragraph 5, The steps to determine the layout and design are: It is characterized by including a step of scoring the energy efficiency, the greenhouse gas reduction, the safety and the economy, and adopting a design plan with a higher score by multiplying the weights of each factor. Integrated design method for carbon capture, utilization and storage systems for ships.

8. A first design module that designs the numerical values ​​of the carbon capture and storage system based on the ship's information; A second design module that calculates the installation space of the vessel and designs a structure and layout that satisfies the values ​​of the carbon capture and storage system designed in the first design module; A verification module that analyzes energy efficiency, greenhouse gas reduction, safety and economic feasibility based on the design produced in the first design module and the second design module; and Including an OMG (Object management Group) DDS (Data distribution service) middleware which is connected to the first design module, the second design module and the verification module respectively and provides the design results from the first design module and the second design module to the verification module and provides feedback of the verification results from the verification module to the first design module and the second design module. An integrated design platform for carbon capture, utilization and storage systems for ships.

9. In paragraph 8, The above second design module, A method characterized in that the installation space is calculated within a first area where existing equipment is not installed based on the stereoscopic image information of the vessel, or the installation space is calculated after the existing equipment is moved to the first area. An integrated design platform for carbon capture, utilization and storage systems for ships.

10. In paragraph 8, Includes a collaborative system that allows multiple entities to access it simultaneously; The above collaborative system is characterized by providing the structural and layout design of the system derived from the second design module through extended reality (XR) simulation. An integrated design platform for carbon capture, utilization and storage systems for ships.

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