JP2018027740A - Hull fouling evaluation device and hull fouling evaluation program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hull fouling evaluation device and a hull fouling evaluation program capable of appropriately evaluating an extent of an impact of hull fouling on hull performance.SOLUTION: A control part of a hull fouling evaluation device functions: as roughness impact coefficient calculation means for calculating a roughness impact coefficient which is a value made dimensionless on the resistance based on the hull fouling of the hull resistance of a vessel, based on data by date and time for each date and time including operation information on the vessel at each of a plurality of dates and times collected from the vessel and the weather and hydrographic information on a vessel sailing sea area at each date and time, by executing a hull fouling evaluation program; and as fouling impact index value calculation means for calculating an average value of all roughness impact coefficients calculated by the roughness impact coefficient calculation means within a period of a predetermined range based on the calculation object date and time, and setting the average value as a fouling impact index value at the calculation object date and time.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hull fouling evaluation apparatus and a hull fouling evaluation program.

  In ship operation, it is required to reduce fuel consumption. For example, in Patent Document 1, fuel speed characteristics and fuel characteristics of a ship are created based on actual operation data of the ship, and fuel consumption that is referred to during ship operation based on the speed characteristics and fuel characteristics. A configuration for estimating ship operation management information such as quantity is described.

  Further, in Patent Document 2, individual ship performance data is created based on encounter sea weather data and ship performance data in actual navigation, and for example, voyage fuel consumption is optimized based on the individual ship performance data. A configuration for estimating the optimum route for the operation is described.

Japanese Patent No. 4690730 Japanese Patent No. 531425

  By the way, it is important to evaluate the hull performance when performing maintenance and management of the ship. In particular, since speed and fuel consumption change due to the influence of hull pollution, it is important to evaluate the degree of influence of hull pollution on hull performance.

  The present invention has been made to solve the above-described problems, and provides a hull fouling evaluation apparatus and a hull fouling evaluation program capable of satisfactorily evaluating the degree of influence of hull fouling on hull performance. The purpose is that.

  In order to achieve the above object, a hull fouling evaluation apparatus according to an aspect of the present invention includes a plurality of ship operation information for each date and time collected from a ship, and the weather in the voyage area of the ship for each date and time. In addition, the roughness influence coefficient, which is a dimensionless value regarding the resistance based on fouling of the hull of the ship's hull resistance, is calculated according to the date / time based on the date / time data including the sea state information. An average value of all the roughness influence coefficients calculated by the roughness influence coefficient calculation means and the roughness influence coefficient calculation means within a predetermined range period based on the calculation target date and time. And a pollution influence index value calculating means for setting the pollution influence index value of the calculation target date and time.

  Here, the average value of the roughness influence coefficient calculated as the pollution influence index value may be an average value calculated by a simple average or an average value calculated by a weighted average. The date-specific data is data collected (acquired) every predetermined time, for example, and may be data collected every 24 hours (every day) or acquired every hour, for example. May be data. Further, the date-specific data is not collected during the docking period in which the dock is inserted, and the date-specific data does not necessarily have to be collected every predetermined time.

  According to this configuration, by calculating the pollution impact index value as the average value of the roughness impact coefficient, it is possible to calculate the pollution impact index value as a dimensionless number that suppresses variation and does not depend on the ship speed. It is possible to satisfactorily evaluate the degree of the effect on ship hull performance. In the case of this configuration, it is preferable that the calculation target date and time be included in the period of the predetermined range, but the present invention is not limited to this.

  The pollution impact index value calculating means determines the calculation target date and time at predetermined intervals within a predetermined calculation period, calculates a pollution impact index value for each of the calculation target dates and times, and the pollution impact index value calculating means A pollution influence index value output means for outputting all the calculated pollution influence index values in a predetermined manner may be further provided.

  According to this configuration, all the pollution influence index values calculated within the calculation period are output as a predetermined form, for example, display data of a line graph, so that the temporal transition of the pollution influence index value becomes clear. In the case of this configuration, for example, when a contamination degree transition output instruction is input, the contamination influence index value calculating unit may determine the calculation target date and time at predetermined intervals and calculate each contamination influence index value. .

  The fouling influence index value calculating means calculates the fouling influence index value at the designated calculation target date and time, and calculates the fouling influence index value at the calculation target date and time calculated by the fouling influence index value calculation means. An output loss calculating means for calculating an output loss due to a fouling effect at a ship speed at an assumed output, and an output loss outputting means for outputting the output loss calculated by the output loss calculating means. .

  According to this configuration, the user can know the output loss due to the fouling effect at the arbitrarily specified calculation target date and time, so the degree of the influence on the hull performance due to hull fouling at the calculation target date and time desired by the user is evaluated. can do. At this time, the user can easily understand the degree of influence on hull performance due to hull fouling by knowing the output loss, not the dimensionless value such as the fouling influence index value. In the case of this configuration, for example, when the output loss calculation instruction due to the pollution effect and the instruction to specify the calculation target date and time are input, the pollution effect index value calculation unit calculates the pollution effect index value of the specified calculation target date and time. You may make it calculate.

  The fouling influence index value calculating means calculates the fouling influence index value immediately after leaving the ship immediately after the ship leaves the ship, and calculates the calculation target date and time immediately before the ship enters the ship. The fouling influence index value immediately before entering the dock is calculated, and the fouling influence index value calculated immediately by the fouling influence index value calculating means is immediately after the dredging at the ship speed at the assumed output. Output based on the pollution effect immediately before entering the ship at the estimated speed based on the pollution effect index value immediately before the entry calculated by the contamination effect index value calculating means. An output loss calculating means for calculating a loss and an output loss outputting means for outputting each of the output losses calculated by the output loss calculating means may be further provided.

  According to this configuration, it is possible to compare the output loss due to the contamination effect immediately after the docking and the output loss due to the contamination effect immediately before the docking, and it becomes easier for the user to understand the change in the impact on the hull performance due to the ship pollution. In the case of this configuration, for example, when an instruction for calculating an output loss due to the pollution effect is input, the pollution impact index value calculating means calculates the pollution impact index value immediately after the output and also calculates the pollution effect index value immediately before the entry. You may make it calculate.

  Average value calculation means for calculating an average value of all the roughness influence coefficients calculated by the roughness influence coefficient calculation means in a loading / unloading period from when the ship leaves the ship to the next entry into the ship The output loss calculating means further calculates an output loss due to the fouling effect during the loading / unloading period at the ship speed at the assumed output based on the average value of the roughness influence coefficient calculated by the average value calculating means. It may be.

  According to this configuration, if there are a plurality of entry / exit periods, for example, it is possible to compare the output loss due to the contamination effect in those periods. In the case of this configuration, the average value calculation means may calculate the average value of the roughness influence coefficient when, for example, an output loss calculation instruction due to the contamination effect is input.

  The fouling influence index value calculating means determines whether or not each date-specific data includes information corresponding to a predetermined exclusion condition, and the date / time corresponding to the date-specific data including information corresponding to the exclusion condition May not calculate the roughness influence coefficient.

  According to this configuration, since there are many uncertain factors such as disturbance influence estimation and measurement error in the calculation of the roughness influence coefficient, the date-dependent data including information that meets the exclusion condition is affected by the roughness influence of that date and time. By not calculating the coefficient, it is possible to improve the reliability of the pollution influence index value calculated as the average value of the roughness influence coefficient.

  You may further provide the change means which changes the length of the period of the said predetermined range into a change value.

  According to this configuration, the user can change the length of the period in the predetermined range to an appropriate length according to the purpose. In the case of this configuration, for example, the changing unit may change the length of a predetermined range period when a change value is input.

  The fouling influence index value calculating means calculates the fouling influence index value at the current time point with the calculation target date and time as a current time point, and sets the calculation target date and time as a time point immediately after the most recent occurrence and a time point immediately after the most recent occurrence. The difference between the pollution impact index value at the current time calculated by the pollution impact index value calculation means and the pollution impact index value at the time immediately after the most recent encounter is calculated. Based on the above, the increase in the current operation of the output loss due to the pollution effect on the ship speed at the assumed output is calculated, and the increase in the current operation and the average daily fuel consumption at the assumed output The fuel cost that increases per day due to the pollution effect is calculated based on the fuel cost, and the next input time is calculated based on the fuel cost that increases per day and a predetermined reference amount. When, it may further comprise an dock timing output means for outputting the next dock period calculated by the dock timing calculation means.

  According to this configuration, since the next entry time is output, the user can easily make the next entry plan and the like. In the case of this configuration, the pollution impact index value calculation means calculates the pollution impact index value at the current time point, for example, when a docking time calculation instruction for a ship in operation is input, and the time point immediately after the most recent encounter The pollution impact index value may be calculated.

  Further, the hull fouling evaluation program according to an aspect of the present invention includes a computer, a plurality of ship operation information of each date and time collected from the ship, and weather and sea state information of the ship's voyage area at each date and time. Roughness influence to calculate a roughness influence coefficient which is a dimensionless value regarding resistance based on fouling of the hull of the hull resistance of the ship based on date and time data of each date including An average value of all the roughness influence coefficients calculated by the coefficient calculation means and the roughness influence coefficient calculation means within a predetermined range period based on the calculation target date and time, and the average value is calculated as the calculation target This is to make it function as a pollution impact index value calculation means that uses the date and time pollution impact index value.

  Here, the average value of the roughness influence coefficient calculated as the pollution influence index value may be an average value calculated by a simple average or an average value calculated by a weighted average. The date-specific data is data collected (acquired) every predetermined time, for example, and may be data collected every 24 hours (every day) or acquired every hour, for example. May be data. Further, the date-specific data is not collected during the docking period in which the dock is inserted, and the date-specific data does not necessarily have to be collected every predetermined time.

  According to this configuration, by calculating the pollution impact index value as the average value of the roughness impact coefficient, it is possible to calculate the pollution impact index value as a dimensionless number that suppresses variation and does not depend on the ship speed. It is possible to satisfactorily evaluate the degree of the effect on ship hull performance. In the case of this configuration, it is preferable that the calculation target date and time be included in the period of the predetermined range, but the present invention is not limited to this.

  The fouling influence index value calculating means determines the calculation target date and time at predetermined intervals within a predetermined calculation period, calculates a fouling influence index value for each of the calculation target date and time, and causes the computer to perform the fouling influence index value. You may make it function further as a pollution influence index value output means which outputs all the said pollution influence index values calculated by a value calculation means in a predetermined mode.

  According to this configuration, all the pollution influence index values calculated within the calculation period are output as a predetermined form, for example, display data of a line graph, so that the temporal transition of the pollution influence index value becomes clear. In the case of this configuration, for example, when a contamination degree transition output instruction is input, the contamination influence index value calculating unit may determine the calculation target date and time at predetermined intervals and calculate each contamination influence index value. .

  The fouling influence index value calculation means calculates the fouling influence index value at the designated calculation target date and time, and causes the computer to calculate the fouling at the calculation target date and time calculated by the fouling influence index value calculation means. It further functions as an output loss calculating means for calculating the output loss due to the pollution effect at the ship speed at the assumed output based on the influence index value, and an output loss outputting means for outputting the output loss calculated by the output loss calculating means. You may do it.

  According to this configuration, the user can know the output loss due to the fouling effect at the arbitrarily specified calculation target date and time, so the degree of the influence on the hull performance due to hull fouling at the calculation target date and time desired by the user is evaluated. can do. At this time, the user can easily understand the degree of influence on hull performance due to hull fouling by knowing the output loss, not the dimensionless value such as the fouling influence index value. In the case of this configuration, for example, when the output loss calculation instruction due to the pollution effect and the instruction to specify the calculation target date and time are input, the pollution effect index value calculation unit calculates the pollution effect index value of the specified calculation target date and time. You may make it calculate.

  The fouling influence index value calculating means calculates the fouling influence index value immediately after leaving the ship immediately after the ship leaves the ship, and calculates the calculation target date and time immediately before the ship enters the ship. The fouling influence index value immediately before entering the dock is calculated, and the computer speeds the ship at an assumed output based on the fouling influence index value immediately after the tapping calculated by the fouling influence index value calculating means. Output loss due to the fouling effect immediately after dredging in the vessel, and based on the fouling influence index value just before the fraying calculated by the fouling influence index value calculating means, Output loss calculating means for calculating an output loss due to contamination effects, and output loss outputting means for outputting each of the output losses calculated by the output loss calculating means. It may be allowed to function in.

  According to this configuration, it is possible to compare the output loss due to the contamination effect immediately after the docking and the output loss due to the contamination effect immediately before the docking, and it becomes easier for the user to understand the change in the impact on the hull performance due to the ship pollution. In the case of this configuration, for example, when an instruction for calculating an output loss due to the pollution effect is input, the pollution impact index value calculating means calculates the pollution impact index value immediately after the output and also calculates the pollution effect index value immediately before the entry. You may make it calculate.

  The computer calculates an average value for calculating an average value of all the roughness influence coefficients calculated by the roughness influence coefficient calculation means during a loading / unloading period from when the ship leaves the ship to the next entry into the ship. The output loss calculating means is further configured to function as an output loss due to a fouling effect during a loading / unloading period at a ship speed based on an average value of the roughness influence coefficient calculated by the average value calculating means. May be further calculated.

  According to this configuration, if there are a plurality of entry / exit periods, for example, it is possible to compare the output loss due to the contamination effect in those periods. In the case of this configuration, the average value calculation means may calculate the average value of the roughness influence coefficient when, for example, an output loss calculation instruction due to the contamination effect is input.

  The fouling influence index value calculating means determines whether or not each date-specific data includes information corresponding to a predetermined exclusion condition, and the date / time corresponding to the date-specific data including information corresponding to the exclusion condition May not calculate the roughness influence coefficient.

  According to this configuration, since there are many uncertain factors such as disturbance influence estimation and measurement error in the calculation of the roughness influence coefficient, the date-dependent data including information that meets the exclusion condition is affected by the roughness influence of that date and time. By not calculating the coefficient, it is possible to improve the reliability of the pollution influence index value calculated as the average value of the roughness influence coefficient.

  You may make it the said computer further function as a change means which changes the length of the period of the said predetermined range into a change value.

  According to this configuration, the user can change the length of the period in the predetermined range to an appropriate length according to the purpose. In the case of this configuration, for example, the changing unit may change the length of a predetermined range period when a change value is input.

  The fouling influence index value calculating means calculates the fouling influence index value at the current time point with the calculation target date and time as a current time point, and sets the calculation target date and time as a time point immediately after the most recent occurrence and a time point immediately after the most recent occurrence. The pollution impact index value of the current time point calculated by the pollution impact index value calculation means and the pollution impact index value immediately after the most recent encounter are calculated. Based on the difference from the value, the increase in the current operation of the output loss due to the pollution effect on the ship speed at the estimated output is calculated, and the increase in the current operation and the average of the daily output at the assumed output Based on the fuel consumption, the fuel cost that increases per day due to the pollution effect is calculated, and the next entry timing is calculated based on the fuel cost that increases per day and the predetermined reference amount. A dock timing calculation means for, may be further function as docked timing output means for outputting the next dock period calculated by the dock timing calculation means.

  According to this configuration, since the next entry time is output, the user can easily make the next entry plan and the like. In the case of this configuration, the pollution impact index value calculation means calculates the pollution impact index value at the current time point, for example, when a docking time calculation instruction for a ship in operation is input, and the time point immediately after the most recent encounter The pollution impact index value may be calculated.

  The present invention has the above-described configuration, and can provide a hull fouling evaluation apparatus and a hull fouling evaluation program capable of satisfactorily evaluating the degree of influence on hull performance due to hull fouling. Play.

FIG. 1 is a diagram illustrating an example of a schematic configuration of a system including a hull fouling evaluation apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing an outline of an example of an operation when the hull fouling evaluation apparatus calculates a fouling influence index value. FIG. 3 is a diagram showing a characteristic curve of a marine vessel propulsion device. FIG. 4A is a diagram illustrating a display example of the roughness influence coefficient in the comparative example, and FIG. 4B is a display example of the roughness influence coefficient and the fouling influence index value curve in the example of the present embodiment. FIG. 4C is a diagram illustrating a display example of a roughness influence coefficient, a stain influence index value curve, and the like in another example of the present embodiment. FIG. 5 is a diagram for explaining a method for calculating the contamination influence index value. FIG. 6 is a diagram illustrating a display example of a roughness influence coefficient and a stain influence index value curve in a case different from FIG. 4 in the present embodiment. FIGS. 7A to 7C are diagrams illustrating display examples of the roughness influence coefficient, the stain influence index value curve, and the like in a case different from FIGS. 4 and 6 in the present embodiment. FIGS. 8A and 8B are diagrams showing display examples of the roughness influence coefficient, the stain influence index value curve, and the like in a case different from FIGS. 4 and 6 in the present embodiment. FIGS. 9A and 9B are diagrams illustrating display examples of the roughness influence coefficient, the stain influence index value curve, and the like in a case different from FIGS. 4 and 6 in the present embodiment. FIG. 10 is a flowchart showing an outline of an example of an operation when the hull fouling evaluation apparatus calculates an output loss due to fouling effects. FIG. 11 is a diagram illustrating a display example of output loss due to the fouling effect at an assumed output (40% MCO) for five ships. FIG. 12 is a diagram illustrating a display example of output loss due to the fouling effect at an assumed output (40% MCO) for two ships. FIG. 13 is a diagram showing a waste accumulated fuel cost and a dock cost due to the contamination effect.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference symbols throughout all the drawings, and redundant description thereof is omitted. Further, the present invention is not limited to the following embodiment.

(Embodiment)
FIG. 1 is a diagram illustrating an example of a schematic configuration of a system including a hull fouling evaluation apparatus according to an embodiment of the present invention.

  This hull fouling evaluation apparatus 1 is connected to a network 4 such as the Internet, and acquires necessary information from the ship 2 and the like. In FIG. 1, only one ship 2 is illustrated as a ship to be evaluated, but there may be a plurality of ships 2 to be evaluated.

  The communication device 21 mounted on the ship 2 is a device for transmitting the operation information of the ship 2, and the operation information obtained in the ship 2 is transmitted to the land hull via the communication satellite 3 and the network 4, for example. It transmits to the pollution evaluation apparatus 1.

  The ship fouling evaluation apparatus 1 is installed in a land management center or the like, and includes a control unit 11, a storage unit 12, a communication unit 13, an operation input unit 14, a display unit 15, and a data storage unit 16. Yes.

  The control unit 11 includes an arithmetic processing unit such as a CPU, and the CPU executes a predetermined program (such as a hull fouling evaluation program) to control the operation of each unit of the hull fouling evaluation device 1. The control unit 11 executes a hull pollution evaluation program, thereby calculating a roughness influence coefficient calculation means, a pollution influence index value calculation means, a pollution influence index value output means, an output loss calculation means, an output loss output means, and an average value calculation. It functions as a means, a changing means, an entry timing calculation means, an entry timing output means, and the like.

  The storage unit 12 includes a storage medium such as a ROM and a RAM, and can store a program executed by the control unit 11 and data used by the control unit 11.

  The communication unit 13 is a means for transmitting / receiving data to / from other external devices. The communication unit 13 receives data from the communication device 21 or the like of the ship 2 via the network 4 or the like.

  The operation input unit 14 is configured by a mouse, a keyboard, or the like, and is a unit that receives an input by a user operation. The operation input unit 14 outputs input information by a user operation to the control unit 11.

  The display unit 15 is configured by a display device such as a liquid crystal display, and displays information corresponding to display data supplied from the control unit 11.

  The data storage unit 16 stores the operation information transmitted from the communication device 21 of the ship 2. In addition, the control unit 11 periodically outputs an instruction to connect to a communication unit 13 with a server (not shown) such as the Japan Meteorological Agency. Thus, when connected to a server such as the Japan Meteorological Agency via the network 4, the control unit 11 acquires weather information, sea state information, and the like from these servers, and stores the weather information, sea state information, and the like in the data storage unit 16. It is added to the current flight information and stored.

  Therefore, the data storage unit 16 stores operation information from the past to the present of the ship to be evaluated, weather information at the date and time of the operation information, sea state information, and the like. Here, for each ship and for each date and time, the operation information of the ship and the weather and sea state information of the voyage area of the ship are collectively stored as date-specific data. The date-specific data is, for example, data collected (acquired) every predetermined time, and may be data collected every 24 hours (every day), for example, or obtained every hour. It may be data. Further, the date-specific data is not collected during the docking period in which the dock is inserted, and the date-specific data does not necessarily have to be collected every predetermined time.

  Here, the operation information refers to information related to the voyage of the ship. For example, the date and time, the route, the ship position (latitude, longitude), the fuel consumption (FOC), the amount of drainage, the speed of the watercraft, the navigation distance, the navigation time, the main engine There are rotation speed, seawater temperature, bow draft, stern draft, speed to ground, course, etc. The navigation information may be data directly supplied from a measuring device mounted on the ship, or a human reads the value indicated by the measuring device mounted on the ship, and an input device (keyboard, etc.) such as a personal computer. It may be input at.

  The weather and sea state information includes temperature, water temperature, wind direction, wind speed, wave height, wave period, wave direction, etc., and is not limited to information acquired from a server such as the Japan Meteorological Agency, but transmitted from the communication device 21 of the ship 2. It may be information.

  Further, in addition to the above date-specific data, the data storage unit 16 includes data of each target ship (summary, tank test data, etc.), for example, ship name, ship type, hull length, ship width, Information necessary for hull pollution evaluation such as draft, drainage, and propeller diameter is stored in advance.

  In the present embodiment, the data storage unit 16 stores the operation information for each date and time and the weather and sea state information together as the date and time data, thereby reading out the date and time data for a certain date and time. However, if the operation information and weather and oceanographic information of the same date and time can be read in association with each other, the operation information and the weather and oceanographic information are stored separately. Alternatively, it may be stored in a separate storage medium. Below, it demonstrates as what is stored collectively as date-specific data. In the following description, the data by date is assumed to be data collected and acquired every 24 hours (every day) except during the entry period, and the data by date will be described as “daily data”.

[Calculation of pollution impact index value]
FIG. 2 is a flowchart showing an outline of an example of an operation when the hull fouling evaluation apparatus 1 calculates a fouling influence index value. This operation is realized by the control unit 11 executing the hull fouling evaluation program.

  For example, the user operates the operation input unit 14 to input an instruction of a target ship and an instruction to calculate a pollution influence index value (dirt degree transition output instruction) to the control unit 11 (step S1). Here, an instruction for a calculation period may be input from the operation input unit 14. In the case where the calculation period instruction is not input, it is assumed that all the periods in which the daily data is stored for the ship are instructed as the calculation period.

  As described above, when the calculation instruction of the contamination influence index value is input, the control unit 11 reads one daily data of a certain day (a certain date and time) within the calculation period from the data accumulation unit 16 (step S2). By repeating this step S2, the daily data is read out in a predetermined order, for example, from the oldest daily data in the calculation period.

  And the control part 11 determines whether abnormal data are contained in the read daily data (step S3). If abnormal data is not included, the process proceeds to step S4. If abnormal data is included, the process returns to step S2 to read the next daily data. That is, the daily data including abnormal data is not used in the processes after step S4. The abnormal data will be described later.

  In step S4, the roughness influence coefficient dCf is calculated based on the read daily data and stored in the storage unit 12 together with the date and time of the daily data. The roughness influence coefficient dCf is a value (coefficient) that is made dimensionless with respect to the resistance increment due to the fouling effect (increased roughness) on the hull surface after the new ship enters service.

  The control unit 11 repeats Steps S2 to S4 until all the daily data within the calculation period is read (Step S5). Thereby, the roughness influence coefficient dCf is calculated for all the daily data not including the abnormal data within the calculation period, and is stored in the storage unit 12 together with the date and time of the daily data.

  In the next step S6, the control unit 11 calculates all the contamination influence index values arranged in time series within the calculation period based on the roughness influence coefficient dCf stored in the storage unit 12.

  Next, in step S <b> 7, the control unit 11 outputs the data of the fouling influence index value curve connecting the fouling influence index values arranged in time series to the display unit 15 and displays the data on the screen of the display unit 15.

  Note that the method of calculating the roughness influence coefficient dCf in step S4 described above is well known in shipbuilding engineering, and will not be described in detail. For example, it can be calculated as follows.

  The actual hull resistance Rs at a certain ship speed is a standard hull resistance (flat water resistance) Ro based on a standard horsepower curve (horsepower curve in a ship's flat water at the time of new construction) derived from a tank test, etc., and disturbance (wind, It is composed of an increase resistance Ra due to the influence of waves and water temperature and an increase resistance Rf due to the fouling effect on the hull surface.

  Therefore, the increase resistance Rf due to the fouling effect is Rf = Rs−Ro−Ra. The roughness influence coefficient dCf at a certain time is given by the following equation.

ここで、ρは、海水密度（水温の関数）である。Ｓは、水面下船体表面積であり、算出時点の航海時の排水量と水温より算定される。Ｖは船速（本例では対地船速Ｖｓを用いる）である。

Here, ρ is seawater density (function of water temperature). S is the surface area of the hull below the surface, and is calculated from the amount of water discharged at the time of navigation and the water temperature. V is the ship speed (in this example, the ground ship speed Vs is used).

  The actual hull resistance Rs and the increase resistance Ra due to the influence of disturbance can be calculated using daily data and the like.

The actual hull resistance Rs is expressed by the following equation where the main engine output is BHP, the ground speed is Vs, and the propulsion efficiency is η _P.

ここで、主機出力BHPは、日別データの１日当たりの燃料消費量（ＦＯＣ）から所定の特性曲線に基づいて算出できる。

Here, the main engine output BHP can be calculated based on a predetermined characteristic curve from the daily fuel consumption (FOC) of the daily data.

Further, the propulsion efficiency η _P can be calculated by the following equation.

ここで、伝達効率η_tは所定値（０．９７）を用い、推進器効率比η_R、推力減少係数（１−ｔ）は、水槽試験等より既知の値を用いる。また、伴流係数（１−ｗ）は、ここでは、船型に応じて統計的に推定された既知の値を用いるようにしているが、公知の方法によって算出するようにしてもよい。

Here, the transmission efficiency η _t uses a predetermined value (0.97), and the propulsion device efficiency ratio η _R and the thrust reduction coefficient (1-t) use known values from a tank test or the like. The wake coefficient (1-w) is a known value statistically estimated according to the hull form here, but may be calculated by a known method.

Further, the propulsion unit efficiency η _o can be obtained based on a characteristic curve of the propulsion unit derived from a propeller open test as shown in FIG. 3, for example.

This propulsion unit efficiency η _o is estimated from the continuous maximum output (MCO) of the main engine, the design rotation speed at the MCO, the design ship speed at the MCO, etc., and is given by the following equation. Note that the MCO, the design rotation speed at the MCO, the design ship speed at the MCO, and the like are stored in the data storage unit 16 as data of each ship.

ここで、トルク係数Ｋ_Q、推力係数Ｋ_Tは、それぞれの特性曲線を前進係数Ｊ（Ｊ＝Ｖa／ｎ・Ｄ、但し、Ｖaは前進速度、ｎは回転数、Ｄは推進器直径）の二次式で近似すること等によって算出される。

Here, the torque coefficient K _Q and the thrust coefficient K _T are represented by the characteristic curve of the forward coefficient J (J = Va / n · D, where Va is the forward speed, n is the rotation speed, and D is the propeller diameter). It is calculated by approximating with a quadratic equation.

That is, in step S4, and calculates the wake coefficient (1-w) and propeller alone efficiency eta _o etc., to calculate the propulsion efficiency eta _P with them, the actual hull resistance Rs using the propulsion efficiency eta _P Is calculated.

  Also, the increase resistance Ra due to the influence of disturbance is calculated based on the water temperature, wind direction, wind speed, etc. of the daily data by calculating the resistance increase amount, wind pressure resistance, and wave resistance increase amount by the known methods, respectively. Calculate in total.

  Then, using the actual hull resistance Rs, the increase resistance Ra due to the influence of disturbance, and the reference hull resistance Ro derived from the reference horsepower curve, the roughness influence coefficient dCf is calculated by the above-described equation (1).

  Further, in the present embodiment, when calculating the roughness influence coefficient dCf, for example, when there is abnormal data in the daily data for a certain day, the roughness influence coefficient dCf for that day is not calculated ( (No in step S3).

  Here, the abnormal data will be described. In calculating the roughness influence coefficient dCf, there are many uncertain factors such as disturbance influence estimation and measurement error. Therefore, for example, in the following cases (1) to (6), it is determined that the data is abnormal, and for the daily data including the abnormal data, the roughness influence coefficient dCf for that day is not calculated. The reliability of the contamination influence index value finally calculated using the roughness influence coefficient dCf is improved. That is, daily data including abnormal data is excluded from the calculation target data of the roughness influence coefficient dCf. In the present embodiment, all the data corresponding to any of the cases (1) to (6) is excluded from the calculation target data, but it is not always necessary to exclude all the data.

(1) Exclusion of stormy sea conditions encounter data It is not necessary to limit the daily data used for the calculation of the roughness influence coefficient dCf to data at the time of calm sea conditions. A problem arises in the reliability of analysis accuracy such as identification. Therefore, upper limit values are set in advance for the wind class and the wind class, data exceeding these values is determined as abnormal data, and daily data including the abnormal data is not subject to calculation of the roughness influence coefficient dCf.

(2) Exclusion of voyage time shortage data When entering or leaving a port or during offshore maintenance, the voyage time may be significantly less than 24 hours in one day. Since these are unsteady operational states, a reference time is set in advance, data whose voyage time does not meet the reference time is determined as abnormal data, and daily data including the abnormal data is the roughness influence coefficient Do not calculate dCf.

(3) Exclusion of abnormal main engine output data Upper and lower limits for the main engine output corresponding to cases where the main engine output is abnormally low, such as when entering or leaving a port or during offshore maintenance, or when the measurement is abnormally high. If the main engine output converted from the fuel consumption per day (FOC) exceeds the upper limit value and falls below the lower limit value, it is determined as abnormal data, and daily data including the abnormal data Is not a calculation target of the roughness influence coefficient dCf.

(4) Exclusion of abnormal main engine speed (RPM) data As in the case of (3) above, when the main engine speed is abnormally low, such as when entering or leaving a port, during offshore maintenance, or when abnormally high due to a measurement abnormality, etc. Corresponding to the above, an upper limit value and a lower limit value are set in advance for the main engine speed, and data in which the main engine speed exceeds the upper limit value and data below the lower limit value are determined as abnormal data, and the abnormal data is included. The daily data is not subject to calculation of the roughness influence coefficient dCf.

(5) Exclusion of abnormal drainage volume data The standard drainage volume and allowable range for full load or light load are set in advance, and data that is outside the allowable range is determined as abnormal data when entering or leaving the port or during offshore maintenance. The daily data including the abnormal data is not subject to calculation of the roughness influence coefficient dCf.

(6) Exclusion of data during strong ocean currents and straits navigation In areas where strong ocean currents are expected and in areas where straits pass through, it is difficult to ensure the accuracy of ship speed measurement. The data including the ship position in the target sea area is determined as abnormal data, and the daily data including the abnormal data is not included in the calculation of the roughness influence coefficient dCf.

  In the present embodiment, the ship speed used for the analysis is the ground speed. The ground speed is a ship speed detected by GPS and has high measurement accuracy, but is affected by ocean currents. On the other hand, the speed against water is a basic quantity for performance evaluation such as pollution effect, but there is a problem in the accuracy and deterioration of the measuring device, which may not be suitable for long-term analysis such as pollution effect. For this reason, the ship speed used for the analysis is the ground speed, avoiding strong ocean current areas, and ensuring accuracy by offsetting the effects of ocean currents in round-trip navigation based on long-term analysis.

  In addition, the speed of the ship against the ground is not always the same as the speed of the ship against the water, and the difference in the speed of the ship against the ground is 2 knots or more due to an abnormality in the measuring device for the speed of the watercraft (eg, zero point abnormality). It may occur. Therefore, when adopting the speed against water as the speed used for the analysis, if the difference from the ground speed is more than a predetermined value, it is determined as abnormal data, and the daily data including the abnormal data is The roughness influence coefficient dCf may not be calculated.

  Also, when calculating the wake coefficient (1-w) based on the ship performance characteristic data (resistance propulsion performance characteristic, propulsion unit performance characteristic, etc.) in the process of calculating the roughness influence coefficient dCf, this calculated value However, when a large deviation occurs from the performance characteristic value of the ship, the roughness influence coefficient dCf may not be calculated.

Further, in the process of calculating the roughness influence coefficient DCF, but calculates the thruster torque coefficient K _Q, the torque coefficient K _Q are intended to indicate the operating state of the propeller, it corresponds to the slip ratio, the propulsion performance characteristics If the index is a quantitatively rational index and it can be determined that the propeller is operating in a state where it is impossible, the roughness influence coefficient dCf may not be calculated.

  FIG. 4A is a comparative example, and a display example of the roughness influence coefficient dCf calculated based on all the daily data and the like without determining whether there is abnormal data in step S3 (on the display unit 15). It is a figure which shows the example of a display on a screen. On the other hand, FIG. 4B is an example of the present embodiment. The presence / absence of abnormal data in step S3 is determined, and the roughness influence coefficient dCf calculated based on the daily data when there is no abnormal data and the like. It is a figure which shows the example of a display of the pollution influence index value curve L1 (the example of a display on the screen of the display part 15). 4 (A) and 4 (B), the horizontal axis indicates the number of days after brewing (the same applies to the horizontal axes in FIGS. 4 (C), 5 and 6). Here, the period from the time immediately after the latest encounter to the current time is set as the calculation period of the pollution impact index value.

  In the case of FIG. 4A, the variation of the roughness influence coefficient dCf is large and the temporal change tendency cannot be judged. However, in the case of FIG. 4B, the variation of the roughness influence coefficient dCf is small. The tendency of the temporal change can be judged to some extent.

  FIG. 4 (B) also shows a pollution influence index value curve L1 in step S7 displayed by connecting all the pollution influence index values calculated in step S6.

  Here, the calculation method of the pollution influence index value in step S6 will be described. FIG. 5 is a diagram for explaining the calculation method.

  In FIG. 5, the point M is the pollution influence index value obtained. Here, the average of all roughness influence coefficients dCf (not shown in FIG. 5) calculated in step S4 within a predetermined period AP including the calculation target date and time ta and based on the calculation target date and time ta. A value is calculated, and this average value is set as the contamination influence index value (point M) at the calculation target date and time ta. The predetermined period AP is set in advance using the operation input unit 14, and the length (period) can be changed by operating the operation input unit 14. Here, the control unit 11 functions as a changing unit that sets and changes the length of the predetermined period AP based on the operation of the operation input unit 14. The length of the predetermined period AP is stored in the storage unit 12. When the change value is input from the operation input unit 14, the control unit 11 determines the length of the predetermined period AP stored in the storage unit 12. Is changed (changed) to the changed value.

  As a specific example, when the predetermined period (period of a predetermined range) AP is set to, for example, 300 days, the date / time in the middle of the predetermined period AP becomes the calculation target date / time ta, and the calculation target date / time ta within the predetermined period AP. The earlier first half period APb is 150 days, and the second half period APa after the calculation target date and time ta is also 150 days. Then, when the roughness influence coefficient dCf is calculated x (x ≦ 300) for 300 days of the predetermined period AP, the average value of the x becomes the pollution influence index value at the calculation target date / time ta. .

  Then, within the period from the first time point to the last time point of the calculation period of the pollution influence index value, the calculation target date / time ta is sequentially moved and set at a predetermined interval y, and all the calculation target date / time ta set is set to be dirty. Impact index values are calculated sequentially. The predetermined interval y is preferably a time interval of 1 day or more and not more than the predetermined period AP. For example, the predetermined interval y is 1 day interval, 10 day interval, 30 day interval, etc. Can be set and changed. In the present embodiment, the predetermined interval y is set to 1 day.

  Here, when the predetermined period AP is an even day (300 days) as described above, the calculation target date and time ta is not an integer in terms of the number of days on the horizontal axis, but is 0.5, 1.5. , 2.5, and so on.

  Further, for example, when the calculation target date and time ta is 0.5 (days) immediately after the date of occurrence, there is no daily data in the first half period APb of the predetermined period AP, and therefore the roughness influence coefficient dCf is calculated. First, the average value of all the roughness influence coefficients dCf calculated in the second half period APa is calculated, and this average value is set as the pollution influence index value immediately after the start (ta = 0.5).

  Similarly, for example, when the calculation target date / time ta is immediately before entry or during the current voyage, there is no daily data in the second half period APa of the predetermined period AP, and the roughness influence coefficient dCf is not calculated. The average value of all the roughness influence coefficients dCf calculated in the first half period APb is calculated, and this average value is set as the pollution influence index value immediately before entering the dock or during the current voyage.

  A pollution influence index value curve L1 in FIG. 4B is an example when the predetermined period AP is 300 days. Further, in this example, the pollution influence index value curve L1 is displayed, and the cumulative average value curve La of the pollution influence index values is also displayed.

  A method for calculating the cumulative average value indicated by the cumulative average value curve La will be described. First, the fouling influence index values arranged in a time series as indicated by the fouling influence index value curve L1 are expressed as a function F (τ) as a function of the elapsed time (for example, days) τ after the occurrence of tapping. At this time, for example, the calculation period may be divided into a plurality of sections, and a desired function F (τ) may be obtained in each section using, for example, the least square method.

  And the cumulative value CF (tb) of the fouling influence index value at the elapsed time tb since the start of the extraction can be expressed by the following equation.

そして、出渠後からの経過時間ｔｂにおける累積平均値ＡＶＦ(tb)を、次式によって算出する。
ＡＶＦ(tb)＝ＣＦ（tb）／ｔb
以上のようにして、算出期間内における各経過時間ｔｂにおける累積平均値ＡＶＦ(tb)を算出して累積平均値曲線Ｌａを表示する。

Then, the cumulative average value AVF (tb) at the elapsed time tb after the tapping is calculated by the following equation.
AVF (tb) = CF (tb) / tb
As described above, the cumulative average value AVF (tb) at each elapsed time tb within the calculation period is calculated and the cumulative average value curve La is displayed.

  FIG. 4C shows a fouling influence index value curve L2 when the predetermined period AP is 100 days as another example of the present embodiment. Thus, when the AP is shortened for a predetermined period, it is possible to identify the detailed behavior of the pollution impact index value, which is suitable for predicting seasonal periodic fluctuations and confirming the effect and the like when offshore maintenance is performed. There is a case.

  On the other hand, as shown in FIG. 4B, the pollution influence index value curve L1 when the predetermined period AP is set to 300 days is the transition of the pollution influence index value indicating the degree of pollution (in other words, the roughness influence coefficient dCf). It is thought that it is easy to grasp the transition). For example, since it is currently docked about twice in 5 years, it is preferable from experience to set the AP for a predetermined period of about 300 days in order to grasp the transition of the pollution impact index value. It is done.

  In this embodiment, by calculating the pollution influence index value as the average value of the roughness influence coefficient dCf, the fluctuation influence index value can be calculated as a dimensionless number that is suppressed in variation and does not depend on the ship speed. It is possible to satisfactorily evaluate the degree of the effect on ship hull performance. Further, since the length of the predetermined period AP can be changed as described above, the predetermined period AP can be changed as needed to an appropriate length according to the purpose of the user.

  FIG. 6 is a diagram illustrating a display example of the roughness influence coefficient dCf, the fouling influence index value curve (L3), and the cumulative average value curve (La) obtained in a different example from FIG. 4 in the present embodiment. . Here, the contamination influence index value curve L3 is calculated with the predetermined period AP as 300 days.

  In the case of FIG. 6, as shown by the pollution influence index value curve L3, the pollution influence index value (in other words, the roughness influence coefficient dCf) is self-polishing of the hull surface (painted surface) from just after the start until about 400 days. It shows a gradual decreasing tendency due to the action. After that, it gradually increases due to deterioration of the hull surface (painted surface). And long-term mooring has been carried out after 1000 days, and due to this, the contamination has increased rapidly (the contamination influence index value has increased rapidly), so that the painted surface is being maintained. Thus, it becomes possible to grasp the transition of the degree of pollution influence (degree of pollution) from the transition of the pollution influence index value, and the painted surface can be maintained at an appropriate time.

  Furthermore, FIG. 7 to FIG. 9 show a roughness influence coefficient dCf, a fouling influence index value curve (L11 to L17), and a cumulative average value curve (in this embodiment, which are obtained in different cases from FIG. 4 and FIG. It is a figure which shows the example of a display of La1-La7). Here, the abscissa indicates the number of days after the start, and the period from the time immediately after the latest start to the current time is set as the calculation period of the pollution impact index value.

  The pollution influence index value curves L11, L12, and L13 in FIGS. 7A, 7B, and 7C calculate the pollution influence index value by setting the predetermined period AP, which is an average period, to 1000 days, 700 days, and 500 days. It is a curve in the case of. The pollution influence index value curves L14 and L15 in FIGS. 8A and 8B are curves when the pollution influence index value is calculated by setting the predetermined period AP to 300 days and 200 days. The pollution influence index value curves L16 and L17 in FIGS. 9A and 9B are curves when the pollution influence index value is calculated by setting the predetermined period AP to 100 days and 50 days.

  In the pollution influence index value curve L11 when AP = 1000 days in FIG. 7A, the pollution increases during the voyage after the departure, but the basic tendency is shown as a whole.

  The pollution effect index value curve L12 when AP = 700 days in FIG. 7B and the pollution effect index value curve L13 when AP = 500 days in FIG. An increase feature (within ellipse T1) is seen.

  In FIG. 8A, the pollution impact index value curve L14 when AP = 300 days, and the pollution impact index value curve L15 when AP = 200 days in FIG. It can be seen that the increase in fouling is divided into two locations (in the ellipses T11 and T12), and the effect of decreasing the fouling effect index value due to the self-polishing action of the painted surface immediately after brewing (within the ellipse T2) The gradual reduction effect (in the ellipse T3) of the pollution influence index value due to maintenance becomes clear.

  In the pollution influence index value curve L16 when AP = 100 days in FIG. 9 (A), the characteristic of increase in pollution due to the influence of mooring (inside the ellipses T11 and T12), the gradual decrease in the pollution influence index value due to the offshore maintenance of the painted surface Although the effect (within the ellipse T3) becomes more prominent, there is a slight change in the pollution influence index value due to the seasonal fluctuation factor of the pollution.

  In the pollution influence index value curve L17 when AP = 50 days in FIG. 9B, the periodic fluctuation of the pollution influence index value due to the seasonal fluctuation factor of the pollution becomes remarkable. The seasonal variation factors of fouling are considered to be the difference in the reproductive characteristics of marine organisms (algae, Fujitomi, etc.) adhering to the hull outer plate, the seawater density change and the viscosity change due to the water temperature change.

  As described above, by analyzing the transition of the pollution impact index value, it is possible to evaluate paint performance based on long-term trends, detect coating surface deterioration due to long-term mooring, etc., detect hull deformation, breakage, and unevenness due to accidents, It is possible to evaluate the effect of urgent maintenance on painted surfaces by offshore maintenance, and to detect the periodic fluctuation tendency of fouling due to seasonal fluctuation factors. Such evaluation analysis can be easily performed by changing the average period (AP).

  In the above description, the calculation period of the contamination influence index value is set. However, the calculation target date and time ta can be set instead of the calculation period. For example, when the user operates the operation input unit 14, an instruction of a target ship, an instruction to calculate a contamination influence index value, and an instruction of a calculation target date and time are input to the control unit 11. In this case, the control unit 11 calculates the fouling influence index value at the instructed calculation target date and time ta, and displays this on the display unit 15. Thereby, the user can know the pollution influence index value of the arbitrarily set calculation target date and time, and can evaluate the degree of the influence on the hull performance due to the hull contamination at the set calculation target date and time.

In this embodiment, the contamination influence index value at the calculation target date and time ta is calculated as a simple average (arithmetic average) of the roughness influence coefficient dCf within the predetermined period AP, but is calculated as a weighted average. You may do it. When calculating as this weighted average, the absolute value tx of the time difference between the corresponding date and the calculation target date and time ta is calculated for the roughness influence coefficient dCf of each date and time within the predetermined period AP. The value of tx is a value calculated for each roughness influence coefficient dCf. For each roughness influence coefficient dCf, the corresponding weight Wx is set to 1 / (tx ⁿ +1) (where “n” is a predetermined positive integer), and each corresponding roughness influence coefficient The value of dCf is multiplied by the weight Wx, and the sum of these multiplied values is calculated. Then, the weighted average (that is, the pollution influence index value) is calculated by dividing the sum of the multiplication values by the sum of the weights Wx for all the roughness influence coefficients dCf within the predetermined period AP.

[Calculation of output loss due to pollution effects]
Next, in the present embodiment, the pollution effect index value which is a dimensionless number can be converted into an output loss (Power-Loss) due to the pollution effect and output (for example, displayed on the screen of the display unit 15). This will be described below.

  FIG. 10 is a flowchart showing an outline of an example of an operation when the hull fouling evaluation apparatus 1 calculates the output loss due to the fouling effect. This operation is realized by the control unit 11 executing the hull fouling evaluation program.

  Further, FIG. 11 shows an output loss due to the pollution effect at the assumed output (in this example, 40% MCO) is calculated for each of the five ships A to E of the same type. It is a figure which shows the example converted into (unit:% MCO) and displayed on the screen of the display part 15. FIG.

  Here, for each of the ships A to E, a period (Dk0-1) from the start of the docking at the time of new construction (after the 0th docking) until entering the first dock is set as the calculation target period, and the predetermined period AP is set as the calculation period. The pollution impact index value is calculated as 300 days.

  For each of the ships A to E in FIG. 11, the left bar graph shows the output loss immediately after the 0th extraction (just after the new generation), and the middle bar graph immediately before the first entry (in the first dock) The output loss immediately before entering) indicates the output loss, and the right bar graph indicates the average output loss in the input / output droop section (between the 0th and 1st docks).

  In addition, FIG. 12 calculates a pollution impact index value for each of the two ships F and G, and converts it into an output loss (unit:% MCO) due to the pollution impact at the assumed output (40% MCO). 6 is a diagram showing an example displayed on the screen of the display unit 15. FIG.

  Further, in FIG. 12, the three bar graphs F (Dk0-1) and G (Dk0-1) shown for each of the ships F and G are the same as those of the ships A to E in FIG. is there. In addition, the three bar graphs F (Dk1-2) and G (Dk1-2) shown for each of the ships F and G have the left bar graph immediately after the first occurrence (from the first dock). Output bar just before the second entry (just before entering the second dock), and the right bar chart shows the entry / exit section (between the first and second docks). ) Shows the average output loss.

  Here, with reference to FIG. 10, a method of calculating the output loss due to the contamination effect will be described.

  For example, when the user operates the operation input unit 14, an instruction of a target ship, an instruction of a desired assumed output (for example, 40% MCO), an instruction to calculate an output loss due to the contamination effect on the assumed output, and a calculation An instruction for the target period is input to the control unit 11 (step S11). In addition, when the instruction | indication of a calculation object period is not input, suppose that all the periods in which the daily data are accumulate | stored regarding the said ship were instruct | indicated as a calculation object period.

  Next, the control unit 11 defines a period from the first entry / exit to the next entry / exit as one entry / exit section, and performs the processes of steps S12 to S14 in each entry / exit section included in the calculation target period. The entry / exit section is, for example, the section (Dk0-1) from after the first entry (after the 0th entry) to the first entry (Dk0-1), after the first dock entry. Section before entering the second dock (Dk1-2), section after entering the second dock until entering the third dock (Dk2-3), etc. It is set in the section from the m-th arrival to the (m + 1) -th entry. Here, m is an integer greater than or equal to 0. When m = 0, the 0-th output corresponds to the output at the time of new construction.

  In step S12, the output loss due to the contamination effect at the assumed output immediately after the departure in the certain entry / exit section (output loss due to the contamination effect at the ship speed when the main engine is the assumed output) ) Is calculated.

  In step S13, the output loss due to the contamination effect at the assumed output immediately before the entry is calculated using the contamination influence index value immediately before entry in the same entry / exit section as in step S12.

  In step S14, in the same entry / exit section as in step S12, the average value of all the roughness influence coefficients dCf in the entry / exit section is calculated, and the output loss due to the contamination effect on the assumed output is calculated using this average value. Then, the output loss due to the fouling effect on the assumed output in the input / output dredging section is calculated.

  And the process of step S12-S14 is repeated until the said output loss is calculated about all the input / output dredge sections within a calculation object period (step S15). Note that the order of the processes in steps S12 to S14 may be changed in any way.

  In the next step S <b> 16, the control unit 11 outputs all the calculated output loss data to the display unit 15 and displays the data on the screen of the display unit 15.

  Display examples of this output loss are shown in FIGS. As shown in FIGS. 11 and 12, when a plurality of ships are targeted, the processes in steps S11 to S15 are performed for each ship. In the case of FIG. 11, for example, the calculation target period is set to a period from the start of the 0th encounter until the entry to the first dock, and in the case of FIG. 12, for example, the calculation target period is 0. It is set to the period from the time of the first exit until the entry to the second dock.

  For example, the pollution influence index value immediately after the tapping in step S12 and the fouling influence index value immediately before the tapping in step S13 may be those calculated in step S6 in FIG. In addition, for example, all the roughness influence coefficients dCf in the entry / exit section in step S14 may be those calculated in step S4 in FIG. Alternatively, when the process of FIG. 2 is not performed, etc., the roughness influence coefficient dCf within the calculation target period is calculated in the same manner as in the case of FIG. You may make it calculate the value and the average value of the contamination influence index value just before the culling used in step S13 and all the roughness influence coefficients dCf in the input / output cocoon section used in step S14.

  Here, a method for calculating the output loss in steps S12, S13, and S14 will be briefly described.

  First, the ship speed (V) at the assumed output (40% MCO in this example) instructed in step S11 is derived from the reference horsepower curve.

  Then, a state in which the hull resistance is only the reference hull resistance Ro is defined as a smooth state, and a main engine output (HPo) when the ship in the smooth state is navigated in the plain water at the boat speed (V) is calculated.

  Also, when the hull resistance is only the standard hull resistance Ro and the increased resistance Rf due to the fouling effect, the fouling state is set, and the main engine output (HPf) when navigating the fouled vessel in the plain water at the vessel speed (V). Is calculated. Here, when calculating the increase resistance Rf due to the contamination effect, the contamination influence index value (in the case of steps S12 and S13) or the average value of the roughness influence coefficient dCf (in the case of step S14) is used.

And the output loss dPf due to the pollution effect is
dPf = HPf−HPo
Calculate as The output loss dPf (kW) is converted to a value having “% MCO” as a unit. The above is an outline.

For example, if the total hull resistance in a smooth state is Rso, Rso = Ro.
On the other hand, if the total hull resistance in the fouling state is Rsf,
Rsf = Ro + Rf (= Rso + Rf).
Here, the increase resistance Rf due to the contamination effect is expressed by the following equation.

そして、平滑状態と汚損状態とのそれぞれの場合において、公知の手法により、推進器の作動点を求め、その作動点に対する推進器単独効率を算出し、この推進器単独効率に基づく推進効率（η_Po，η_Pf）を求める。

Then, in each case of the smooth state and the fouled state, the operating point of the propulsion device is obtained by a known method, the propulsion unit efficiency for the operating point is calculated, and the propulsion efficiency (η _Po , η _Pf ).

The output loss dPf due to the contamination effect can be obtained by subtracting the main engine output (HPo) in the smooth state from the main engine output (HPf) in the contamination state, so that the propulsion efficiency η _Po in the smooth state obtained earlier and the contamination state Using the propulsion efficiency η _Pf at, the following equation can be used.

そして、この出力損失ｄＰｆ（ｋＷ）を、ＭＣＯ（主機の連続最大出力）の値を１００％とした場合の値Ｍｃ（％ＭＣＯ）に換算する。これは、ＭＣＯの値をＨＰｍ（ｋＷ）とすれば、次式により換算できる。

Then, the output loss dPf (kW) is converted into a value Mc (% MCO) when the value of MCO (continuous maximum output of the main engine) is 100%. This can be converted by the following equation if the value of MCO is HPm (kW).

Mc = (dPf / HPm) × 100
In the above description, when calculating the increase resistance Rf due to the contamination effect, the roughness influence coefficient dCf is used in the above equation (Equation 6). However, in order to calculate the output loss, in steps S12 and S13, Since the contamination influence index value used and the average value of the roughness influence coefficient dCf used in step S14 can be said to be representative values of the roughness influence coefficient dCf, these values are represented by “ dCf ”may be used to calculate the increased resistance Rf due to the contamination effect.

  As shown in FIG. 11 and FIG. 12 described above, by displaying the output loss due to the fouling effect, the performance due to the hull surface fouling is displayed rather than displaying the dimensionless number such as the roughness influence coefficient and the fouling influence index value. This makes it easier for users to understand the impact on Further, by displaying the output loss as a conversion value (unit:% MCO) based on the MCO as a reference (100%), it becomes easy to compare the degree of influence due to fouling on different ships.

  In addition, as shown by arrows a and b in FIG. 12, the maintenance performed at the dock can be evaluated by comparing the output loss immediately before and after the dock. For example, in the case of the ship F, as indicated by an arrow a, the output loss immediately after the first dock is reduced is less than the output loss immediately before the first dock is entered, so that a good maintenance is implemented. It is thought that it was done. On the other hand, in the case of the ship G, as indicated by an arrow b, since the output loss immediately after the first dock is larger than the output loss immediately before the first dock, the blast treatment before painting is performed. It is probable that good maintenance was not implemented, including the suitability of paint materials.

  In addition, when the calculation target period to be set includes the docked period (entry period) and the first time point of the calculation target period is the time when the target ship is in the middle of the voyage, from the first time point The process up to the next entry point may be regarded as one entry / exit period, that is, the first time point of the calculation target period may be regarded as the instant immediately after entry, and the processes of steps S12 to S14 may be performed.

  In addition, when the set calculation target period includes a docked period, and the last time point of the calculation target period is a time point during which the target ship is sailing (for example, a current time point during sailing may be used) In step S12 to S14, the period from the last entry to the last point in the calculation target period is regarded as one entry / exit period, that is, the last point in the calculation object period is regarded as the time immediately before entry. Processing may be performed.

  In addition, when the calculation target period that is set is a part of the actual entry / exit period that does not include the docked period, the first time point of the calculation target period is the time immediately after the checkout. In addition, the last time point of the calculation target period may be regarded as the time point just before the entry, and the processes in steps S12 to S14 may be performed.

  For example, as described above, the calculation input period can be arbitrarily set by operating the operation input unit 14, and the output loss due to the influence of contamination can be calculated and displayed on the display unit 15 accordingly.

  In the above description, the operation input unit 14 is operated to input the calculation target period instruction, but the calculation target date and time may be input instead of the calculation target period. For example, when the user operates the operation input unit 14, an instruction of a target ship, an instruction of a desired assumed output (for example, 40% MCO), an instruction to calculate an output loss due to the contamination effect on the assumed output, and a calculation The target date / time instruction is input to the control unit 11. In this case, the control unit 11 calculates the contamination influence index value at the instructed calculation target date and time, calculates the output loss due to the contamination effect using this, and displays it on the display unit 15. Accordingly, the user can know the output loss due to the contamination effect at the calculation target date and time arbitrarily set, so that the degree of the influence on the hull performance due to the hull contamination at the calculation target date and time desired by the user can be evaluated. it can. At this time, the user can easily understand the degree of influence on hull performance due to hull fouling by knowing the output loss, not the dimensionless value such as the fouling influence index value.

[Calculation of the next docking time (docking time)]
Next, the operation of calculating and outputting the next dock entry time will be described. This operation is realized by the control unit 11 executing the hull fouling evaluation program. Here, a method of calculating the next dock entry time while the target ship is sailing will be described.

  For example, when the user operates the operation input unit 14, an instruction of a target ship in operation, an instruction of a desired assumed output (for example, 40% MCO), an instruction to calculate the dock entry timing for the ship, A predetermined reference amount (for example, an estimated amount of docking cost or an allowable upper limit of useless fuel cost) Cd is input to the control unit 11. Then, the control part 11 calculates the next dock entry time of the said ship, outputs the calculated dock entry time to the display part 15, and displays it on the screen of the display part 15. FIG.

  In this case, for example, in FIG. 5, the control unit 11 calculates the average value of all roughness influence coefficients dCf within a predetermined period AP (in this case, substantially, the first half period APb) with the current time point as the calculation target date / time ta. Then, this average value is set as the pollution influence index value A1 at the current time point. Further, an average value of all roughness influence coefficients dCf within a predetermined period AP (in this case, substantially, the second half period APa) is calculated with a time immediately after encountering the latest operation as a calculation target date and time ta. The average value is set as the pollution effect index value A2 at the time immediately after the latest occurrence (the time immediately after the latest occurrence).

  And the difference D (= A1-A2) of the pollution influence index value of the present time point and the time point immediately after the latest encounter is calculated. Substituting this difference D into “dCf” in the above equation (Equation 6) to calculate Rf, and further using the above (Equation 7) to calculate dPf, which is expressed in “% MCO” as a unit. Is converted into a value Mc.

  Rf calculated in this case is considered to be an increase in the current operation (current operation) out of the increase resistance due to the contamination effect. DPf and Mc are the increase in the current operation of the output loss due to the pollution effect at the assumed output (the output loss due to the pollution effect at the ship speed when the main engine has the assumed output) (the assumed output in the current operation). The increase in output loss at

Further, the control unit 11 multiplies the increase in output loss Mc at the assumed output in the current operation by the daily average fuel consumption B at the assumed output, thereby wasteful per day at the assumed output. The fuel consumption E (ton / day) is calculated.
That is, E = Mc × B.

  The daily average fuel consumption B at the assumed output can be calculated from information indicating the relationship between the main engine output and the fuel consumption stored in the data storage unit 16 in advance as ship data.

By multiplying the fuel consumption amount E by the fuel unit price p ($ / ton), a wasteful fuel cost F ($ / day) per day is calculated.
That is, F = E × p (= Mc × B × p).
This wasted fuel cost F is a fuel cost (estimated value) that increases per day due to pollution effects in the current operation.

Then, the control unit 11 calculates the dock entry time t1 by, for example, the following equation.
t1 = Cd / F = Cd / (Mc × B × p)
The fuel unit price p may be input from the operation input unit 14 or may be acquired from an external device via the communication unit 13.

  FIG. 13 shows a waste accumulated fuel cost W (= F × t) and a dock cost (estimated) that increase in accordance with the number of days (t) elapsed from the time immediately after the latest occurrence (t = 0). Amount) Cd.

  That is, the dock entry time t1 is calculated as the number of days until the waste accumulated fuel cost W becomes equal to the dock cost Cd. Here, since the wasteful accumulated fuel cost W is less than the dock cost Cd before the dock entry time t1, the dock entry is postponed, and after the dock entry time t1, the wasteful accumulated fuel cost W becomes greater than the dock cost Cd. So, I am trying to eliminate the waste of fuel cost by docking. In FIG. 13, the estimated cost of the dock cost is described as an example of the predetermined reference amount Cd. However, as described above, an allowable upper limit amount of a wasteful fuel cost may be used as the predetermined reference amount Cd.

  The dock entry time t1 may be displayed as it is on the display unit 15 as the number of days from the time immediately after the most recent encounter, or may be displayed in terms of the date. By calculating and displaying the next dock entry time in this manner, the user can easily make a plan for the next dock entry.

  From the foregoing description, many modifications and other embodiments of the present invention are obvious to one skilled in the art. Accordingly, the foregoing description should be construed as illustrative only and is provided for the purpose of teaching those skilled in the art the best mode of carrying out the invention. The details of the structure and / or function may be substantially changed without departing from the spirit of the invention.

  The present invention is useful as a hull fouling evaluation apparatus, a hull fouling evaluation program, and the like that can satisfactorily evaluate the degree of influence of hull fouling on hull performance.

1 Hull Pollution Evaluation Device 2 Ship

Claims (16)

Based on the date-specific data of each ship date and time, including the ship operation information of each ship date and time and the weather and sea state information of the ship's voyage area of each ship date and time collected from the ship, Roughness influence coefficient calculating means for calculating a roughness influence coefficient that is a non-dimensional value regarding resistance based on fouling of the hull among the hull resistance;
An average value of all the roughness influence coefficients calculated by the roughness influence coefficient calculation means within a predetermined range period based on the calculation target date and time is calculated, and this average value is used as a contamination influence index of the calculation target date and time. A hull fouling evaluation apparatus comprising a fouling influence index value calculating means for making a value. The fouling influence index value calculation means
The calculation target date and time is determined at predetermined intervals within a predetermined calculation period, and the pollution impact index value of each of the calculation target dates and times is calculated,
Further comprising a fouling influence index value output means for outputting in a predetermined manner all the fouling influence index values calculated by the fouling influence index value calculation means,
The hull fouling evaluation apparatus according to claim 1. The fouling influence index value calculation means
Calculate the pollution impact index value for the specified calculation target date and time,
An output loss calculation means for calculating an output loss due to a pollution effect at a ship speed at an assumed output based on the pollution influence index value of the calculation target date and time calculated by the pollution influence index value calculation means;
Output loss output means for outputting the output loss calculated by the output loss calculation means,
The hull fouling evaluation apparatus according to claim 1 or 2. The fouling influence index value calculation means
The calculation target date and time is set immediately after the ship leaves the ship, and the pollution effect index value immediately after the ship is calculated, and the calculation target date and time is set immediately before the ship enters the ship and the pollution effect index is set immediately before entering the ship. To calculate the value,
Based on the pollution influence index value immediately after the tapping calculated by the fouling influence index value calculating means, the output loss due to the fouling influence immediately after the tapping at the ship speed at the assumed output is calculated, and the fouling influence index value An output loss calculation means for calculating an output loss due to the pollution effect immediately before the docking at the ship speed at the assumed output based on the pollution effect index value immediately before the docking calculated by the calculation means;
Further comprising output loss output means for outputting each of the output losses calculated by the output loss calculation means,
The hull fouling evaluation apparatus according to claim 1 or 2. Average value calculation means for calculating an average value of all the roughness influence coefficients calculated by the roughness influence coefficient calculation means in a loading / unloading period from when the ship leaves the ship to the next entry into the ship ,
The output loss calculation means includes
Further calculating the output loss due to the fouling effect of the entry / exit period at the ship speed at the assumed output based on the average value of the roughness influence coefficient calculated by the average value calculating means,
The hull fouling evaluation apparatus according to claim 4. The fouling influence index value calculation means
It is determined whether each date-specific data includes information corresponding to a predetermined exclusion condition, and the roughness influence coefficient is not calculated for the date according to the date-specific data including information corresponding to the exclusion condition. ,
The hull fouling evaluation apparatus according to any one of claims 1 to 5. A change means for changing the length of the period of the predetermined range to a change value;
The hull fouling evaluation apparatus according to any one of claims 1 to 6. The fouling influence index value calculation means
The pollution impact index value at the current time is calculated with the calculation target date and time as the current time, and the pollution impact index value at the time immediately after the most recent outage is calculated with the calculation target date and time as the time immediately after the most recent output. And
Based on the difference between the pollution impact index value at the current time calculated by the pollution impact index value calculation means and the pollution impact index value at the time immediately after the most recent encounter, the pollution at a ship speed at an assumed output Fuel that increases per day due to pollution effects based on the increase in current operation out of the output loss due to the impact and based on the increase in current operation and the average daily fuel consumption at the estimated power An entry timing calculation means for calculating a next entry timing based on the fuel cost increasing per day and a predetermined reference amount;
An input timing output means for outputting the next input timing calculated by the input timing calculation means;
The hull fouling evaluation apparatus according to any one of claims 1 to 7. Computer
Based on the date-specific data of each ship date and time, including the ship operation information of each ship date and time and the weather and sea state information of the ship's voyage area of each ship date and time collected from the ship, Roughness influence coefficient calculating means for calculating a roughness influence coefficient that is a non-dimensional value regarding resistance based on fouling of the hull among the hull resistance;
An average value of all the roughness influence coefficients calculated by the roughness influence coefficient calculation means within a predetermined range period based on the calculation target date and time is calculated, and this average value is used as a contamination influence index of the calculation target date and time. A hull fouling evaluation program for functioning as a means for calculating fouling influence index values. The fouling influence index value calculation means
The calculation target date and time is determined at predetermined intervals within a predetermined calculation period, and the pollution impact index value of each of the calculation target dates and times is calculated,
The computer,
Further functioning as a fouling influence index value output means for outputting all the fouling influence index values calculated by the fouling influence index value calculating means in a predetermined manner;
The hull fouling evaluation program according to claim 9. The fouling influence index value calculation means
Calculate the pollution impact index value for the specified calculation target date and time,
The computer,
An output loss calculation means for calculating an output loss due to a pollution effect at a ship speed at an assumed output based on the pollution influence index value of the calculation target date and time calculated by the pollution influence index value calculation means;
Further functioning as output loss output means for outputting the output loss calculated by the output loss calculation means;
The hull fouling evaluation program according to claim 9 or 10. The fouling influence index value calculation means
The calculation target date and time is set immediately after the ship leaves the ship, and the pollution effect index value immediately after the ship is calculated, and the calculation target date and time is set immediately before the ship enters the ship and the pollution effect index is set immediately before entering the ship. To calculate the value,
The computer,
Based on the pollution influence index value immediately after the tapping calculated by the fouling influence index value calculating means, the output loss due to the fouling influence immediately after the tapping at the ship speed at the assumed output is calculated, and the fouling influence index value An output loss calculation means for calculating an output loss due to the pollution effect immediately before the docking at the ship speed at the assumed output based on the pollution effect index value immediately before the docking calculated by the calculation means;
Further functioning as output loss output means for outputting each of the output losses calculated by the output loss calculation means,
The hull fouling evaluation program according to claim 9 or 10. The computer,
It further functions as an average value calculating means for calculating an average value of all the roughness influence coefficients calculated by the roughness influence coefficient calculation means in a loading / unloading period from when the ship leaves the ship to the next entry into the ship. Let
The output loss calculation means includes
Further calculating the output loss due to the fouling effect of the entry / exit period at the ship speed at the assumed output based on the average value of the roughness influence coefficient calculated by the average value calculating means,
The hull fouling evaluation program according to claim 12. The fouling influence index value calculation means
It is determined whether each date-specific data includes information corresponding to a predetermined exclusion condition, and the roughness influence coefficient is not calculated for the date according to the date-specific data including information corresponding to the exclusion condition. ,
The hull fouling evaluation program according to any one of claims 9 to 13. The computer,
Further functioning as a changing means for changing the length of the period of the predetermined range to a change value;
The hull fouling evaluation program according to any one of claims 9 to 14. The fouling influence index value calculation means
The pollution impact index value at the current time is calculated with the calculation target date and time as the current time, and the pollution impact index value at the time immediately after the most recent outage is calculated with the calculation target date and time as the time immediately after the most recent output. And
The computer,
Based on the difference between the pollution impact index value at the current time calculated by the pollution impact index value calculation means and the pollution impact index value at the time immediately after the most recent encounter, the pollution at a ship speed at an assumed output Fuel that increases per day due to pollution effects based on the increase in current operation out of the output loss due to the impact and based on the increase in current operation and the average daily fuel consumption at the estimated power An entry timing calculation means for calculating a next entry timing based on the fuel cost increasing per day and a predetermined reference amount;
Further functioning as an input timing output means for outputting the next input timing calculated by the input timing calculation means;
The hull fouling evaluation program according to any one of claims 9 to 15.

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