JP2009286230A - Operation support system of marine vessel and operation support method of marine vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation support system of a marine vessel and an operation support method of the marine vessel capable of improving fuel economy, reducing the emission of CO<SB>2</SB>, improving the accuracy of estimated time of arrival (ETA) and making an effective repair program by estimating hull performance in a real sea area with accuracy and giving feedback to the vessel in real operation. <P>SOLUTION: A service analysis system 20 inputs service data or the like collected by an operation monitoring system 10, and outputs such data as the newest information on estimated performance. An optimal route calculation system 30 inputs the above data and the data of estimated weather of a route or the like, and calculates the data of voyage planning information on an optimal route or the like. The operation monitoring system 10 inputs the above data and the data of such information as spot weather and hydrographic conditions to calculate the service data or the like. Thus, an analysis cycle is formed with the operation monitoring system 10, the service analysis system 20, and the optimal route calculation system 30. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a comprehensive ship operation support system and a ship operation support method that integrate an operation monitoring system, a service analysis system, and an optimum route calculation system.

  In recent years, the scale of operations has increased due to the rapid increase in the number of ships, the number of seafarers has decreased and internationalized, the rapid rise in crude oil prices, and environmental issues, especially the need to reduce greenhouse gas emissions, have been rapidly increasing both in Japan and overseas. It is also an important issue for the shipping industry that operates logistics activities. The environment surrounding the shipping industry has changed dramatically, and technology to realize ship operation management that takes into consideration not only economic efficiency and efficiency but also environmental impact and safety is being demanded, and the shipbuilding industry that supports the shipping industry Is becoming an important issue.

Particularly efficient flight situation typified by improving the-way-user routing real sea performance in an effort reduce CO ₂ emissions in the shipping industry has attracted attention as an important topic. In order to improve the performance of these sea areas and improve the efficiency of operation, it is necessary to monitor in-service vessels, provide timely support, and evaluate performance.

  For operation management to improve the actual sea area performance of the ship considering not only economic efficiency and efficiency but also environmental impact, it only collects and accumulates operation information such as meteorological sea state information, ship speed, operation status of the main engine, etc. In addition, technology is needed to monitor the shipboard and land offices while sharing operational information in real time in a more reliable state.

  The development of Internet technology in the near future is expected to make widespread use of broadband and inexpensive marine broadband (BB), but the reality is that the current communication line between ships and land is expensive and thin, so it is limited to mail-based transmission and reception. .

  In such an environment, we searched for the possibility of building a ship / land integrated information infrastructure system that manages operations while sharing operational information of in-service vessels between inboard and onshore offices. An operation monitoring system that supports ship operations while sharing onboard and onshore offices has been developed, and an invention relating to this technology has been filed in Japanese Patent Application No. 2007-035503.

  This operation monitoring system is a system that enables monitoring of navigation / engine data of in-service vessels from land offices via the Internet portal site. Unlike the monitoring that displays only the voyage data (ship position, weather, sea condition) as shown in FIG. 8, the operation data of the onboard equipment such as the main engine as shown in FIG. 9 can be monitored simultaneously.

  By effectively using the Internet line in this way, it is possible to view and use the vessel's operational status (raw data) from various locations around the world, and to realize accurate and timely vessel operation support from the land office. Therefore, by optimizing the operation at the timing according to the condition of the ship, the environmental load is reduced such as fuel consumption reduction, and high-accuracy performance analysis and remaining life for the main and auxiliary machines by remote monitoring as shown in FIG. The possibility of diagnosis (e-GICS) is shown.

  On the other hand, the term “total sea performance” of a ship, which expresses “total performance” in line with actual service conditions, is attracting attention. Research and development of analysis / evaluation technology from a viewpoint is underway.

  Also, in the efforts to reduce global warming gas emissions in the shipping industry and shipbuilding industry, analysis and evaluation technology of actual sea area is combined, and route optimization technology that considers safety and economics in response to weather and marine information Some attention has been paid to Optimum Routing or Weather Routing.

  And the ship performance evaluation system that evaluates the propulsion performance of the ship from the operation data as shown below, the hull motion monitoring device with the hull motion prediction function that derives the hull motion model from the measurement data, the ship navigation plan support system, the operation A diagnosis system, a maintenance management system for a hull structure for estimating the remaining life, and the like have been proposed.

  For example, it automatically manages and analyzes operation data such as ship speed, engine speed, and time of voyage, and creates a voyage information file that relates to ship propulsion performance such as ship speed, horsepower, and propeller speed. A ship performance evaluation system for quantitatively performing performance evaluation easily in a short time has been proposed (for example, see Patent Document 1).

  In addition, the ship motion model was calculated from the accumulated data of ship motion within a certain period of time, calculating a model formula that uniquely determines the ship motion, and from the forecast values of weather and sea conditions in the predicted time zone. There has been proposed a hull motion monitoring device with a hull motion prediction function for superimposing a wave spectrum to obtain a predicted value of a peak of motion in a predicted time zone (see, for example, Patent Document 2).

  In addition, the selection of the route is selected based on the information from the dangerous sea area information and the wave estimation data receiving device, a number of passage points on the route are selected, the scheduled passage time at each passage point is set, and the ship's current There has been proposed a voyage planning support system that sequentially sets a scheduled passage time of a ship, a voyage speed, and a rudder angle so as to match the arrival time at the destination port from the position and time (see, for example, Patent Document 3).

  In addition, the wind pressure resistance, wave resistance and tidal resistance of the ship predicted by meteorological forecast are calculated, and the estimated passage time at the passage point on the route predicted based on the calculation result is corrected by statistical processing based on past data. The ship speed and rudder angle to reach the destination port within the allowable error are calculated, and the main engine and the rudder angle are controlled based on the calculation result, so that the arrival at the destination port and the fuel consumption rate An environmental load reduction type voyage plan providing system for improving and reducing the environmental load has also been proposed (see, for example, Patent Document 4).

  In addition, the optimum route is efficiently searched in a short time from the sea area to the destination based on the ship's individual ship performance data and sea weather data in consideration of ship speed, fuel consumption and sea margin. An optimum route search system has also been proposed (see, for example, Patent Document 5).

  Further, an abnormality is detected from the specification data of the engine part of the ship, a keyword that qualitatively indicates the abnormality content is detected from the detected abnormality and a plurality of keywords prepared in advance, and a plurality of case data relating to the keyword and the abnormality Detect case data related to anomalies detected from, determine the priority of detected case data using detected keywords and vector space method, and output detected case data according to priority A ship operation diagnosis method and a ship operation diagnosis system have been proposed (see, for example, Patent Document 6).

  In addition, fatigue crack propagation analysis is performed from actual encounter sea state data monitored and acquired on the ship, fatigue strength data of a plurality of predetermined structural parts of the ship, and predicted short-term sea state model data that the ship will encounter in the future. There has been proposed a maintenance management system for a hull structure that estimates the amount of crack propagation in a region and estimates the remaining life until the amount of crack propagation reaches the plate thickness (see, for example, Patent Document 7).

  However, in order to practically operate the performance analysis technology and optimum navigation or weather routing in this actual sea area, the actual sea area performance analysis function and collection that can perform real-time evaluation and feedback according to the operation status. It is considered necessary to construct a total ship operation support system that integrates the actual sea area health diagnosis function that statistically predicts by analyzing the accumulated service data.

JP 2007-296929 A JP 11-79076 A JP 2005-162117 A JP 2007-45338 A JP 2007-57499 A Japanese Patent Laid-Open No. 2007-50760 JP 2007-78376 A

The present invention has been made in order to solve the above-described problems. The object of the present invention is to accurately estimate the hull performance in the actual sea area and feed it back to actual operation, thereby improving the fuel consumption and reducing the CO _2. It is an object of the present invention to provide a ship operation support system and a ship operation support method capable of reducing emissions, improving the accuracy of estimated arrival time, and making an effective repair plan.

  A ship operation support system according to the present invention for achieving the above object is a ship operation support system that supports ship operation of a ship, and is an operation monitoring system that collects data on equipment and hull motion of a target ship. And an in-service analysis system that analyzes the performance of the target ship in the actual sea area, and an optimum route calculation system that calculates the optimum route based on the weather, sea conditions, and current information of the ship's navigation area. The operation monitoring system calculates first data including in-service data, wave height data, and loading data during operation, and the in-service analysis system inputs the first data, Analyzing the performance of the ship, and calculating second data including the latest estimated performance information and the latest hull motion model. Data, and third data including weather, sea conditions and current information predicted on the route, and calculating fourth data including information on the voyage plan on the optimum route and information on the ballast balance plan. The monitoring system is configured to calculate the first data by inputting the fourth data and the fifth data including spot weather and sea state information, and the operation monitoring system, the service analysis system, and the optimum The route calculation system is configured to form an analysis cycle.

  In other words, this ship operation support system performs in-service analysis and actual sea area performance evaluation with the in-service analysis system while monitoring the operation status of the target ship in real time with the in-service monitoring system for each target ship, and the optimal route It is a system that forms a cycle by calculating the optimal route that suits the purpose with a calculation system and using this calculation result in the operation monitoring system while comparing it with the actual operation. This system provides an integrated system for the actual ship measurement, service analysis, and optimum route calculation cycles. This system is a highly accurate and effective actual sea area performance monitoring system that supports minimization of fuel consumption.

  With this configuration, it is possible to collect and accumulate various data related to the target ship efficiently by periodically collecting and analyzing the data in the lifetime of the target ship, as well as data statistical analysis and estimation and evaluation of actual sea area performance in the target ship. In addition, it becomes possible to accurately analyze the cause of deterioration in ship performance. In other words, in the prior art, collection and accumulation of various data performed in a distributed manner for each element of a ship and analysis and evaluation performed in individual analysis systems can be integrated.

In addition, performance evaluation is performed with data in the actual sea area, and operation data is created based on this performance evaluation. Based on the estimated performance that reflects real-time data, while taking into account forecast information of sea conditions, weather, and ocean currents, It becomes possible to monitor and manage the speed, fuel consumption, CO ₂ emissions, and hull fluctuations in actual operation, and the management accuracy can be significantly improved.

  In particular, it is a service analysis system using long-term data collected and accumulated by the operation monitoring system and real-time service data, and data analysis of ship speed, fuel consumption, hull movement, etc. in the actual sea area. Since performance estimation and evaluation and statistical analysis of actual service data can be performed, it is possible to easily compare the performance evaluation in the actual sea area of the target ship with the performance evaluation derived from the tank experiment of the target ship. Therefore, the performance evaluation correction method derived from the water tank experiment is clarified, and the accuracy can be improved.

  In addition, since the latest (updated) estimated performance information and the latest hull motion model calculated by the service analysis system are data specific to the target ship, by performing optimal route calculation using this data, Compared to weather route routing optimal route calculation based solely on route weather, sea conditions, and ocean current prediction information, the fuel consumption minimum route calculation that utilizes the main engine characteristics and wave response characteristics of the target ship at the time of prediction Optimal route calculation such as route calculation corresponding to ship motion and route optimization integration that integrates both can be performed.

  In addition to improving the accuracy of this optimal route calculation and shortening the hull cycle time, the hull according to the current operational status can be obtained from the current sea area weather, sea conditions, and ocean current information in near real time. It is possible to support the selection of the optimum route while performing sway calculation to ensure safety and updating the fuel consumption optimization by the fuel consumption minimum route calculation etc. in time series.

  The ship operation support system includes a performance diagnosis system that inputs service data collected by the operation monitoring system and predicts secular change of the hull and equipment.

  According to this configuration, using the service data collected and accumulated by the operation monitoring system, the performance diagnosis system allows the aging of deterioration and deterioration of the hull and propeller, the aging of the performance of the main engine, Since the remaining life can be calculated, the remaining life diagnosis of the target ship can be performed from these performance diagnosis results. In other words, it is a ship operation support system that integrates real sea health monitoring that supports aging, performance, and remaining life diagnosis of the hull, propeller, and main engine. Accordingly, it is possible to evaluate the “ship life” from the viewpoint of LCV (Life Cycle Value) performance of the entire ship in actual sea area operation.

  And the ship operation support method of the present invention for achieving the above object includes an operation monitoring system for collecting data on the equipment and hull motion of the target ship, and an analysis of the performance in the actual sea area during the navigation of the target ship. A ship operation support method of a ship operation support system comprising an in-service analysis system to be performed and an optimum route calculation system that calculates an optimum route based on weather, sea state, and ocean current information of the ship's navigation area. In the operation monitoring system, first data including in-service data, wave height data, and loading data is calculated, and the first data is input in the in-service analysis system to determine the performance of the ship in the actual sea area. Analyzing and calculating the second data including the latest estimated performance information and the latest ship motion model, the second data and the route The third data including the predicted weather, sea state, and current information is input to calculate the fourth data including the navigation plan information and the ballast balance plan information regarding the optimum route, and the fourth data and the spot weather The fifth data including sea state information is input to the operation monitoring system to calculate the first data.

  Further, in the above-described ship operation support method, the ship operation support system is formed with a performance diagnosis system, and the performance diagnosis system inputs the service data collected by the operation monitoring system and It is characterized by predicting aging of equipment.

  With these ship operation support methods, the same operational effects as the above-described ship operation support system can be obtained.

  According to the ship operation support system and the ship operation support method of the present invention, an operation monitoring system that collects data on the target ship's equipment and hull motion in real time, and analysis of the performance of the target ship in the actual sea area. Integrate the in-service analysis system and the optimum route calculation system that calculates the optimum route based on the weather, sea conditions, and current information of the ship's navigation area, and sequentially output the data output from each system to the next system As a whole, a cycle is formed, so that various data related to the target ship can be efficiently collected and accumulated, data statistical analysis on the target ship, estimation and evaluation of actual sea area performance, deterioration of ship performance Factor analysis and the like can be performed with high accuracy. In addition, the accuracy of optimal route calculation and operation management can be significantly improved.

  In addition, by shortening the analysis cycle time, it is possible to calculate the hull motion according to the current sea area situation and the current operation situation in almost real time to ensure safety and minimize fuel consumption. The optimal route selection can be supported while updating the fuel efficiency optimization by route calculation etc. in time series.

  Hereinafter, embodiments of a ship operation support system and a ship operation support method according to the present invention will be described with reference to the drawings.

  Initially, the ship operation assistance system 1 of the 1st Embodiment of this invention is demonstrated. As shown in FIG. 1, this ship information processing system 1 includes an operation monitoring system 10 that collects data on the equipment and hull motion of the target ship, and a service analysis that analyzes the performance of the target ship in the actual sea area. The system 20 includes an optimum route calculation system 30 that calculates an optimum route based on information on weather, sea conditions, and ocean currents in the navigation area of the ship. These systems 10, 20, and 30 are formed by a group of programs installed in a computer. Computers on which these programs are installed are connected to each other via a database input / output via a LAN or Internet line.

  In addition, as the storage location of the database, the first data that is the output of the operation monitoring system 10 and that is the input of the service analysis system 20 and that stores the first data including the operation data, wave height data, and loading data at the time of operation. A second database storage that stores the second data including the latest estimated performance information and the latest hull motion model, which is provided with the database storage device D10 and is the output of the service analysis system 20 and is the input of the optimum route calculation system 30 A device D20 is provided.

  Furthermore, it is the output of the third database storage device D30 that stores the third data including the weather, sea state, and current information predicted on the route, which is the input to the optimum route calculation system 30, and the optimum route calculation system 30. A fourth database storage device D40 that stores fourth data including information on a voyage plan relating to an optimum route and information on a ballast balance plan, which is input to the operation monitoring 10, is provided. Furthermore, a fifth database storage device D50 for storing fifth data including spot weather and sea state information that is input to the operation monitoring system 10 is provided.

  These database storage devices D10 to D50 may be provided as individual devices and store each data in a single storage device. As a part of a large storage device, the first to fifth data may be the same. You may memorize | store in a memory | storage device. In addition, the third data, which is information on sea conditions, weather, and ocean currents, is obtained from a weather information provider that commercially distributes data on sea conditions, weather, and ocean currents, and the same applies to the fifth data that is information on spot weather and sea conditions. Get to. This fifth data is data obtained separately from the meteorological sea state data that can be obtained by the onboard information processing system of the operation monitoring system 10.

  The operation monitoring system 10 includes the fourth data including the navigation plan information and the ballast balance plan information regarding the optimum route from the fourth database storage device D40, and the spot weather and sea information from the fifth database storage device D50. The fifth data is input to collect and calculate first data including service data, wave height data, and loading data at the time of operation, and output to the first database storage device D10.

  The service analysis system 20 inputs the first data from the first database storage device D10, analyzes the performance of the ship in the actual sea area, and calculates the second data including the latest estimated performance information and the latest hull motion model. And output to the second database storage device D20.

  The optimum route calculation system 30 inputs the second data from the second database storage device D20 and the third data including the weather, sea state, and current information predicted from the third database storage device D30 along the route. Then, the fourth data including the navigation plan information on the optimum route and the ballast balance plan information is calculated and output to the fourth database storage device D40.

  The 4th data including this voyage plan and ballast balance plan is taken into the voyage of the actual ship, and based on the plan or based on the revised plan, the voyage data in the actual sea area, the actual ship measurement data, etc. Collection and accumulation are performed by the operation monitoring system 10.

  The following data can be obtained after several cycles of these cycles. As data statistical analysis results, data such as service information, sea conditions, speed status, horsepower status, fuel consumption status, rotation speed status, etc. can be obtained, and the service status can be confirmed. In addition, sea margin analysis, ship speed reduction analysis, average fuel consumption rate analysis (FOC analysis), mode analysis, and other data are obtained as actual sea area performance estimation / evaluation data. These data include contract speed and bunker contract data. It can be used for profit calculation.

  In addition, data such as speed change, average fuel consumption rate change, horsepower change, ship speed change, etc. as performance deterioration factors such as hull / propeller pollution effects can be obtained and used for repair plans for dock entry and maintenance.

  Further, preferably, as shown in FIG. 2, the system is provided with a performance diagnosis (health check) system 40, which is collected by the operation monitoring system 10 and stored in the first database storage device D10. The 6th data such as the secular change estimation data as the estimated performance secular change simulation and the remaining life diagnosis of the main engine are performed by inputting the service data of the first data and performing the secular change prediction and the remaining life diagnosis of the hull and equipment. Is calculated and output to the sixth database storage device D60.

  Next, each system will be described in more detail. First, the operation monitoring system 10 will be described. The operation monitoring system 10 includes an in-board information processing system on the ship side, a land-side information processing system on land, and a data transmission / reception mechanism between them, which includes an Internet line and a satellite communication system.

  The in-board information processing system collects and accumulates operational data, including navigation data and engine data, and is used for managing Ablog (Nolog) and Noon Report, which are indispensable for managing ships. Create and manage data. These voyage data, engine data, and management data are sent to the land information processing system. The first data such as service data, wave height data, loading data, etc. are extracted from these data and the first database storage device. Output to D10. It should be noted that since the voyage plan and the ballast balance plan are necessary for the operation of the ship, these fourth data are input from the fourth database storage device D40.

  This voyage data includes data obtained in real time from electronic chart display system (ECDIS), voyage information recording device (VDR) or simplified voyage information recording device (S-VDR), and packing calculation results. Includes data acquired in real time from a data logger of operation data of various devices such as main machines and auxiliary machines. In addition, it is preferable to collect and accumulate | store data also from the ship automatic identification apparatus (AIS) and the navigation warning automatic receiver (NAVTEX) similarly to the navigation data. In addition, a hull movement state display device (SMMAC) is provided so that the hull movement state can be displayed in real time.

  The data necessary for the creation of this ablog and Noon report is composed of data collected and held by the inboard information processing system provided on the ship side of the operation monitoring system 10 and data newly input by the crew . The data collected and held by the onboard information processing system is automatically transferred to a standard format and displayed by the ship side data display means of the onboard information processing system. The crew enters the supplementary data from this screen and corrects the automatically transferred data. The created ablog and noon report are transmitted to the land side information system together with the data collected by the onboard information processing system, and stored and accumulated in the first database storage device D10.

  The onboard information processing system collects radar video, bridge audio, VHF communication audio, and video / audio data from cameras placed on the ship, and transmits them to the landside information processing system. It is preferable to make it possible. With the current Inmarsat (International Mobile Satellite Organization) satellite communication, the communication cost is enormous due to the file size, so the data is not always sent to the land side information processing system.・ When voice data becomes necessary, the land service user issues a command to the onboard information processing system via the land side information processing system, and based on this command, the data is received from the land side information processing system. Configure to send to the system. The ship side is also configured so that the crew can input this command to the inboard information processing system.

  In the land side information processing system, the data collection management means provided in the portal site server organizes and manages the data transmitted from the inboard information processing system and outputs the first data to the first database storage device D10. I do. In addition, this land side information processing system is configured such that the stored ablog and noon reports can be browsed and aggregated by a management computer provided on each land service user side. Further, as an extended function of the manual input function, a function capable of correcting the data collected by the in-board information processing system is provided so that the data can be stored in the first database storage device D10 together with the data before the correction history is corrected. . Thereby, for example, it becomes possible to correct an erroneous measurement due to aged deterioration of a measuring device such as a temperature sensor mounted on a ship.

  In addition, the ship's information processing system is provided with a request from a ship crew member or a land service user for part or all of the weather and sea state data input to the fifth database storage device D50 possessed by the land side information processing system. Have the function to send to. As a result, the ship side can make a voyage plan and correct it while referring to the weather and sea state data.

  In addition, in order to monitor whether the onboard information processing system is operating normally, the operation status at each step of the program is recorded, and system management is performed via the landside information processing system together with the data collected by the onboard information processing system. The function to send to a person is given. In addition, when providing services, if the data received from the onboard information processing system and the data received from the weather information provider cannot be received for a certain period of time to prevent omission of data update, It is preferable to provide a function for transmitting an alarm to notify the user.

  Next, the service analysis system 20 will be described. This in-service analysis system 20 realizes the actual sea area performance of the target ship in order to realize more advanced operational support that considers environmental efficiency reduction such as economic efficiency such as fuel efficiency reduction, efficiency improvement and global warming gas emission reduction. It will be able to understand with higher accuracy and make effective use of the actual sea area performance, and also provide a function that can easily and effectively utilize the management of actual data due to the increase in the number of in-service vessels.

  This service analysis system 20 applies ship performance estimation technology based on tank test data and proven analysis techniques, and evaluates the actual performance of the target ship in the actual sea area by using a mutual link with the service history data. In cooperation with the optimum route calculation system 30, the operation management support function is taken into consideration for improving the economic efficiency of the target ship and reducing the environmental load. It is more preferable to consider human influences such as probability density evaluation, tidal current influence evaluation, main engine characteristics, and intentional reduction in ship speed.

  This service analysis system 20 is a system connected to a portal site server, and as shown in FIGS. 1 and 2, first data such as service data, wave height data, and packing data from the first database storage device D10. , And estimate and evaluate the performance of the ship in the actual sea area using the in-service analysis calculation program. Moreover, it is preferable to construct as a flexible system that can be linked with a remote diagnosis service provided by each equipment vendor such as a power generation engine.

  As shown in FIG. 3, the service analysis system 20 has the functions of a ship type registration 21, service analysis 22, actual sea area performance evaluation 23, and ship diagnosis (ship doctor) 24, as shown in FIG. 3. Calculations are performed according to the flow shown in FIG.

  The ship type registration 21 has a function of registering data of the target ship and a function of managing data of various individual ships. In the hull form registration in step S21, a hull form database is created for each ship type presented by a user such as a ship owner, and hull form parameters necessary for in-service analysis and actual sea area performance evaluation are extracted from the database. In other words, prior to in-service analysis, the ship name, ship type, hull length, length between vertical lines, ship width, draft, amount of drainage, etc., cross-sectional shape of the hull, noon reports for at least one year before and after docking, In-service data such as ablog data is prepared, and the ship model is estimated from these ship specifications.

  The service analysis function 22 performs a statistical analysis on the service performance data of the target ship, thereby extracting the actual sea area performance characteristics of the target ship and simultaneously managing a huge amount of data of the target ship. It has display functions for information, sea conditions, speed conditions, horsepower conditions, fuel consumption conditions, rotation speed conditions, and the like. In addition, by customizing display items that can effectively use these service record data in response to the user's request, it becomes possible to quickly grasp the secular change and the state of the target ship.

  In the service analysis of this step S23, the actual sea area performance estimation and aging changes are tuned using the statistically analyzed service performance data, and high accuracy actual sea area propulsion performance (decrease in ship speed, fuel consumption, speed, etc.) is estimated. To do. At the same time, by grasping the trend of the influence of disturbances such as seasonal fluctuations in the route, a valuable database such as operational support and new shipbuilding will be constructed.

  The functions of the actual sea area performance evaluation 23 are the actual sea area propulsion performance (decrease in ship speed) based on service data, abundant tank test data, proven performance analysis methods and trial operation curves, and the main features of the target ship, general arrangement (GA), etc. , Fuel efficiency, sea margin, etc.), and the basic functions are as follows: plain water propulsion performance estimation 23a, actual sea area propulsion performance estimation 23b, sea margin, ship speed reduction and fuel efficiency estimation 23c, mode It has analysis 23d. It also has display functions for setting calculation conditions, calculation results, sea margin analysis results, ship speed reduction estimation results, fuel consumption estimation results, mode analysis results, and the like. In-service analysis is started in step S23 of FIG.

  The flat water propulsion performance estimation 23a is based on the tank test data with abundant propulsion performance in the plain water of the target ship based on the hull form data (main items, general arrangement, etc.) registered in step S24 and the test run curve and service data. It is estimated using a proven analysis method. Thereby, basic characteristics such as horsepower, speed, propeller rotation speed, and fuel consumption of the target ship are estimated, and basic data for actual sea area propulsion performance estimation evaluation is obtained in step S25.

  In the actual sea area propulsion performance estimation 23b, in step S26 in FIG. 4, the strip method is used as a numerical calculation method for the hull motion response, and the component due to the motion response is used as an estimation method for the increase in wave resistance. ”Method” and “Fujii-Takahashi method” for the component derived from the reflected wave at the bow. In order to estimate the propulsion performance in the actual sea area using these response calculation results, the average wave resistance increase in the short wave top irregular wave and the significant amplitude of the hull motion are obtained. In addition, the resistance increase due to wind pressure resistance of the superstructure is also calculated using a proven estimation method to correspond to the situation encountered by the target ship in the actual sea area.

  As a result, the average wave resistance increase and wind pressure resistance in the short wave top irregular waves are used to estimate the sea margin, ship speed reduction and fuel consumption, and are also used in the optimum route calculation system 30 with the significant amplitude of the hull motion. Is done.

  In the estimation 23c of the sea margin, ship speed reduction and fuel consumption (average fuel consumption rate (FOC)), for example, in the estimation calculation of ship speed reduction, in the actual sea area obtained by the estimation of the propulsion performance in the plain water and the estimation of the actual sea area propulsion performance. The required horsepower is calculated by the same thrust matching method as in plain water, and the ship speed reduction with respect to a predetermined main engine output is obtained from the relationship between the obtained speed and the required horsepower. In the analysis, the Beaufort scale (class, wind speed, average wave period, significant wave height) is applied as a condition of wind and waves.

  In the mode analysis 23d, an actual sea area estimation mode is determined according to the user's request, and a sea margin, a decrease in ship speed, fuel consumption, and the like corresponding to the mode are evaluated.

  Based on these input data, automatically calculated by an analysis / estimation engine that uses a ship motion model based on abundant tank tests and proven analysis technology, including the latest estimated performance information and the latest ship motion model, etc. The second data is calculated and output to the second database storage device D20.

  As a result, the performance evaluation in the actual sea area is performed with high accuracy by the mutual link between the service analysis based on the service performance data of the target ship and the actual sea area performance estimation based on the theoretical analysis. , Support for profitability calculation such as contract speed and bunker contract, grasp global warming gas emissions, and predict future performance status.

  As shown in FIGS. 1 and 2, the optimum route calculation system 30 includes the latest estimated performance information from the database storage device D20, the second data including the latest ship motion model, and the weather from the third database storage device D30. , Input the third data of sea condition and ocean current information, calculate the minimum fuel consumption route and the ship motion response route, calculate the voyage plan and the ballast balance plan, and store these fourth data in the fourth database storage device Output to D40. FIG. 5 shows the flow of the optimum route calculation system.

  As one of the optimal route calculations, based on the latest ocean current information, the ship's current position, and the estimated date of arrival at the destination, basic information such as the route and the engine performance of the ship is used to determine the ship's position and its There is a method to calculate the optimum speed (as constant as possible) from nearby ocean currents and atmospheric pressure.

  In the optimum route calculation system 30, the optimum route is calculated in consideration of the characteristics of the hull motion of each target ship and the weather / sea conditions. The output data of the service analysis system 20 is used for the characteristics of the hull motion. Using this data, the optimum route that minimizes the voyage time is calculated. As an optimization evaluation function, navigation time, fuel consumption, hull motion, and the like can be used.

  About this optimum route calculation, the optimization of fuel consumption and voyage time by weatherer routing will be explained a little in detail. When a ship navigates the ocean, the influence of weather and sea conditions varies greatly depending on whether it navigates the north side or the south side of the low pressure. Considering the case of navigating west with a constant propeller speed, when navigating the north side of the low pressure, it is sailing in the condition of tailwind and wave, and the amount of decrease in ship speed is small and the engine load is also small. , Fuel consumption is reduced. On the other hand, when navigating the south side of the low pressure, it is sailing in a strong head wind and head wave state, the ship speed is significantly reduced, the engine load is increased, and the fuel consumption is increased. In particular, when sailing westward in the North Pacific during the winter, the low pressure developed around the Greater Area Route passes, and the winds and head waves are often in a state of prominence in the wide area from the vicinity of the Greater Circle Route to the south.

  Since the boat speed is proportional to the 1/3 power of the engine output, even if the engine output is adjusted by ± 30%, the boat speed fluctuates only by ± 10%. By adjusting the ship speed to such a degree, it is difficult to avoid the large wave high area on the south side of the low pressure or to navigate the sea area in a more advantageous state on the scale of weather and sea conditions in the Pacific Ocean.

  Therefore, in order to navigate in a better sea area in the ocean, it is important to select the route first. Before leaving the port, use the latest meteorological and oceanographic forecasts to select a route that will not receive high heading waves and will reduce the decrease in ship speed. And during navigation, always select a better route using the updated weather and oceanographic forecasts.

  Next, a calculation method will be described. In order to obtain the optimum route, not only a huge amount of weather and sea state data but also the ship's seaworthiness performance data is used to calculate the optimum route. First, the problem of obtaining the optimum route is formulated, and the evaluation criteria for optimization are expressed by mathematical formulas. As an optimization method for solving the optimum route selection problem, a variational method, dynamic programming, an isochronous curve method, a multi-objective genetic algorithm, or the like can be used. For example, in the isochronous curve method, an outer boundary of an area that can be reached after a certain time from the departure point is called an isochronous curve, and this is sequentially obtained to determine the shortest time route.

  For example, in order to calculate the minimum fuel consumption route, first, the voyage time is specified and an appropriate propeller rotational speed is set. The speed of the propeller during the voyage is kept constant, and the shortest route and its voyage time are obtained using the isochronous curve method. Then, the propeller rotation speed is corrected and repeated calculation is performed so that the voyage time approaches the designated voyage time, and the shortest route that can reach the destination in the designated voyage time is selected. This selected route is the minimum fuel consumption route.

  The optimum route calculation system 30 acquires weather / sea state data in step S31 of FIG. This weather and sea state data is obtained from weather information providers, for example, the data distribution service of Japan Meteorological Consulting, for coastal wave GPV, which is detailed data near Japan, every 12 hours and global wave GPV data every 24 hours. To do. In step S32, the weather / sea state data is displayed. That is, meteorological data is displayed on the screen on a wind condition display screen or the like, and oceanographic data is displayed on the screen on a wave display screen or the like.

  In step S33, ship speed / BHP (engine output) is calculated, and in step S34, data on the motion characteristics calculated by the service analysis system 20 is acquired. In step S35, the optimum route is calculated by the above method or the like. In step S36, the calculation result is displayed. For example, the route calculated on the optimum route calculation screen, the selected optimum route and the great circle route are displayed. In addition, the hull motion (for example, roll significant value, pitch significant value, bow acceleration significant value) is displayed on the shaking display screen, etc., along with the weather, sea state wind speed and significant wave height for the selected optimum route and great circle route. The fuel consumption amount is displayed on the navigation time base on the fuel consumption display screen.

  When the performance diagnosis system 40 is provided, the performance diagnosis system 40 inputs the service data in the first data collected by the operation monitoring system 10 and stored in the first database storage device D10, and Aging change prediction of the device is performed to calculate the sixth data such as the aging change estimation data as the estimated performance aging change simulation and the remaining life diagnosis of the main machine, and output to the sixth database storage device D60.

  In addition, when there exists a common part between the calculation of this performance diagnosis system 40 and the calculation of the service analysis system 20, it is comprised so that the result can mutually be utilized suitably. In addition, the sixth data such as the secular change estimation data and the remaining life diagnosis of the main engine may be used in the optimum route calculation system 30 to improve the accuracy of the optimum route calculation. It is configured so that it can be input from the calculation system 30.

  As shown in FIG. 6, the ship diagnosis 41 is configured to have functions of an aging 41a, a cost calculation 41b, and a life cycle support 41c, and is an aging that becomes an important factor that degrades actual sea area performance as compared with the time of new construction. And timely identification of causes of performance deterioration and countermeasures such as a decrease in ship speed and a decrease in rotational speed due to secular changes such as hull pollution and propeller pollution based on the service performance database and actual sea area performance estimation function Predict and maintain and manage the health of vessels in service. Ship diagnosis is performed in step S41 of FIG.

  In the secular change 41a, in step S42 in FIG. 7, the resistance increases due to the increase in the roughness of the hull outer plate due to the long-term operation of the target ship that does not basically recover, and the propulsive force decreases due to deterioration of the main engine, propeller, etc. Supports the extraction of items whose performance can be recovered, such as biofouling, by obtaining effects and the like by estimation calculation. In addition, it is possible to prevent abnormalities and troubles in operational management by estimating the long-term performance change of the target ship based on the actual service performance, and to support the maintenance and management of the health status of the ship in service. .

In costing 41b, in step S43 in FIG. 7, oil prices, enter the bunker or the like, by calculating the long-term changes in the fuel consumption in consideration of aged deterioration of the target ship, fuel costs and CO ₂ emissions Estimate and realize support for operation management of the target ship. In addition, by estimating based on the actual operation cost and actual cost of the target ship, the accuracy of the cost calculation is compared with the actual result and the estimation, and support for cost trend prediction is implemented.

  In step S44 of FIG. 7, the life cycle support 41c identifies the factors capable of recovering the performance such as biofouling based on the service performance of the target ship and the long-term performance estimation by the secular change calculation, and measures such as effective cleaning Select specific long-term support items that meet the user's needs, such as calculating the effects of (treatment), and customize them for each target ship or user for a fuel consumption calculation sheet, hull pollution / propeller pollution prediction Create sheet, hull cleaning / propeller polishing effect calculation sheet, energy saving device effect calculation sheet, ship chart, etc.

  Next, an operation support method in the above-described ship operation support system 1 will be described. In the above-mentioned ship operation support system 1, an operation monitoring system 10 that collects data in real time on the equipment and hull motion of the target ship, a service analysis system 20 that analyzes the performance of the target ship in the actual sea area, Using the optimum route calculation system 30 that calculates the optimum route based on the weather, sea conditions, and current information of the ship's navigation area, the operation monitoring system 10 provides in-service data, wave height data, and loading data during operation. The first data is collected, and the service analysis system 20 inputs the first data, analyzes the performance of the ship in the actual sea area, and obtains the second data including the latest estimated performance information and the latest hull motion model. The optimal route calculation system 30 calculates and inputs the second data and the third data including weather, sea conditions and current information predicted on the route. The fourth data including the navigation plan information on the road and the ballast balance plan information is calculated, and the fourth data and the fifth data including the spot weather information and the sea state information are input to the operation monitoring system 10 to obtain the first data. Calculate the data. This forms a cycle of measurement, analysis, and route selection.

For example, data measured and collected on the ship of the target ship is calculated by the service analysis program of the service analysis system 20, the performance of the target ship's actual sea area is estimated, and the output result is provided to the user as the mode analysis result At the same time, this estimated performance is sent to the optimum route calculation system 30, and the route with the minimum CO ₂ emission is estimated by the optimum route calculation program on the basis of the forecast information of the weather, sea state and ocean current. This operation plan is sent to the inboard information processing system of the operation monitoring system 10 and fed back to the actual voyage.

  In addition, for example, for a marine diesel engine main engine and a user who is using a remote diagnosis service, the service analysis system 20 can simultaneously estimate and evaluate the performance of the entire hull and the main engine, and calculate the optimum route. Can be reflected.

According to the ship operation support system 1 and the ship operation support method described above, the service analysis system 20 uses the long-term data and real-time service information collected and accumulated by the operation monitoring system 10 as shown in FIG. Analysis can be performed to monitor and manage ship speed, fuel consumption and CO ₂ emissions in the actual sea area. FIG. 8 shows a decrease in the ship speed by sea view feet.

  In addition, as shown in Fig. 9, while updating safety in time series with real-time weather, sea condition information and ship motion calculation according to operational status and ensuring fuel efficiency optimization with minimum fuel consumption route calculation, It is also possible to realize optimal route support. FIG. 9 shows a number of trial routes, selected fuel consumption minimum routes and great circle routes.

  As the data statistical analysis result, it is possible to display the service information, the sea condition, the speed condition, the horsepower condition, the fuel consumption condition, the rotation speed condition, etc., and the service condition can be confirmed in real time. In addition, for sea area performance estimation / evaluation, analysis result data such as sea margin analysis, ship speed reduction analysis, average fuel consumption rate analysis, mode analysis, etc. can be obtained that can be used for profitability calculation of contract speed and bunker contract. . In addition, as an analysis result of the performance deterioration factor, it is possible to obtain data on a change in rotational speed, a change in average fuel consumption rate, a change in horsepower, and a change in ship speed, which can be used for a repair plan for docking and maintenance. Furthermore, it is possible to obtain secular change estimation data and remaining life data that can be used when considering the sale and disposal of ships. Some examples of these results are shown in FIGS.

  Then, using the service data collected and accumulated by the operation monitoring system 10, the performance diagnosis system 40 performs the performance diagnosis of the entire ship, grasps the secular change of the hull and the propeller (aging phenomenon of fouling and deterioration) and the main engine By performing the performance / remaining life diagnosis, it is possible to evaluate the “ship life” from the viewpoint of LCV (Life Cycle Value) performance of the entire ship in actual sea operation.

Therefore, according to the ship operation support system 1 and the ship operation support method described above, the operation monitoring system 10 can efficiently collect and accumulate various data related to the target ship. At the same time, it is possible to accurately perform data statistical analysis on the target ship, estimation and evaluation of actual sea area performance, factor analysis of deterioration of ship performance, and the like. This makes it possible to estimate a more advanced hull motion model and contribute to a significant reduction in CO ₂ emissions. In addition, the accuracy of optimal route calculation and operation management can be significantly improved.

  In addition, by shortening the analysis cycle time, it is possible to calculate the hull motion according to the current sea area situation and the current operation situation in almost real time to ensure safety and minimize fuel consumption. The optimal route selection can be supported while updating the fuel efficiency optimization by route calculation etc. in time series.

  Furthermore, the performance diagnosis system 40 can obtain data on the estimation of secular change as a simulation of the secular change of the estimated performance, and can be used when considering the sale of ships and the abandoned ships.

It is a figure which shows the structure of the ship operation assistance system of embodiment of this invention. It is a figure which shows the structure of the ship operation assistance system which added the performance diagnostic system. It is a figure which shows the structure of the function of a service analysis system. It is a figure which shows the flow of a service analysis system. It is a figure which shows the flow of an optimal route calculation system. It is a figure which shows the structure of the function of a performance diagnostic system. It is a figure which shows the flow of a performance diagnostic system. It is a figure which shows an example of the screen which displays the fall of the ship speed by a secular change. It is a figure which shows an example of the screen which displays the result of fuel consumption minimum route calculation. It is a figure which shows an example of the monitoring screen of voyage data (ship position, weather, sea state). It is a figure which shows an example of the screen of the monitoring of the operation data of the mounted equipment of a ship. It is a figure which shows an example of the screen of the performance analysis and remaining life diagnosis of a main machine and an auxiliary machine. It is a figure which shows an example of the screen of the result of a sea margin analysis. It is a figure which shows an example of the screen of a ship speed fall estimation result. It is a figure which shows an example of the screen of a fuel consumption amount estimation result. It is a figure which shows an example of the screen of a secular change estimation result.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Ship operation support system 10 Operation monitoring system 20 Service analysis system 30 Optimal route calculation system 40 Performance diagnosis system D10 1st database storage device D20 2nd database storage device D30 3rd database storage device D40 4th database storage device D50 5th Database storage device D60 Sixth database storage device

Claims (4)

A ship operation support system that supports ship operations, including an operation monitoring system that collects data on the equipment and hull motion of the target ship, and a service analysis that analyzes the performance of the target ship in the actual sea area System and an optimum route calculation system for calculating an optimum route based on weather, sea conditions, and current information of the ship's navigation area,
The operation monitoring system calculates first data including in-service data, wave height data, and loading data during operation, and the in-service analysis system inputs the first data to analyze the performance of the ship in the actual sea area. Then, the second data including the latest estimated performance information and the latest ship motion model is calculated, and the optimum route calculation system includes the second data and the weather, sea state, and current information predicted on the route. The third data is input to calculate the fourth data including the navigation plan information on the optimum route and the ballast balance plan information, and the operation monitoring system includes the fourth data, the spot weather information, and the sea state information. The fifth data is inputted to calculate the first data, the operation monitoring system, the service analysis system, and the optimum route calculation system. Beam is ship operations support system, characterized in that it is configured to form an analysis cycle.   The ship operation support system according to claim 1, further comprising a performance diagnosis system that inputs service data collected by the operation monitoring system and predicts secular change of a hull and equipment. Operational monitoring system that collects data in real time on equipment and hull movement of the target ship, in-service analysis system that analyzes the performance of the target ship in the actual sea area, and information on weather, sea conditions, and ocean currents of the ship's navigation area A ship operation support method of a ship operation support system comprising an optimal route calculation system that calculates an optimal route based on
The operation monitoring system calculates first data including in-service data, wave height data, and loading data, and the in-service analysis system inputs the first data to analyze the performance of the ship in the actual sea area. And calculating the second data including the latest estimated performance information and the latest hull motion model, and including the second data and the weather, sea state, and current information predicted on the route in the optimum route calculation system. The third data is input to calculate the fourth data including the navigation plan information on the optimum route and the ballast balance plan information, and the fourth data and the fifth data including the spot weather information and the sea state information are A ship operation support method, wherein the first data is calculated by inputting into an operation monitoring system.   The ship operation support system is formed with a performance diagnosis system, and the performance diagnosis system inputs the service data collected by the operation monitoring system and predicts secular change of the hull and equipment. 4. A ship operation support method according to claim 3, wherein

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