JP4711786B2 - Hull structure maintenance management system and maintenance management program - Google Patents

Description

  It relates to the systematization of equipment related to maintenance management by evaluating the remaining life of the hull structure.

Conventionally, to predict and track the difference in sea conditions encountered by individual ships in service on a specific route for the purpose of eradicating fatigue (crack) damage to the hull structure, the fatigue crack growth (propagation) history is also recorded. A technique for performing sequential simulation has been proposed (see, for example, Non-Patent Document 1).
Japan Shipbuilding Research Association "Study report on the hull structure life of double hull tankers", March 2003

  In the above prior art document, although an analysis method has been proposed, an apparatus for automatically performing fatigue crack growth analysis has not yet been developed.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above points. A maintenance management system for a hull structure capable of efficient fatigue life management by automating fatigue crack propagation analysis and automating the remaining life determination based on the analysis result. And to provide a maintenance management program.

The hull structure maintenance management system according to the present invention includes a display device for displaying various screens, a communication device for receiving actual encounter sea state data monitored and acquired on a ship during actual voyage via satellite communication, and In addition to storing actual encounter sea state data, a storage device that stores in advance fatigue strength data of each of a plurality of predetermined structural parts of the ship and predicted short-term sea state model data that the ship will encounter in the future, and each data in the storage device Based on the analysis of fatigue crack propagation, estimate the amount of crack propagation for each structural part, create the remaining life evaluation means to estimate the remaining life of each structural part, and create a diagnostic chart screen including the remaining life evaluation result and a display control means for displaying on the display device, storage device, a predicted short-term oceanographic model data has a plurality of patterns stored in accordance with the impact on the ship, the plurality A setting means for selecting and setting one or more patterns from the predicted short-term sea state model data of the turn is provided, and the remaining life evaluation means uses the predicted short-term sea state model data of the pattern set by the setting means. Fatigue crack growth analysis is performed .

  The hull structure maintenance management system according to the present invention includes a plurality of patterns in which the predicted short-term sea state model data includes a plurality of short-term sea state data arranged in advance in a predetermined order according to the route of the ship. Is composed of the worst / average / best three patterns. The worst encounter short-term sea pattern is the best encounter short-term sea state pattern in which each short-term sea state data is arranged in the order of wave height, and in the order of wave angle when the wave height is the same. Is the reverse of the worst encounter short-term sea state, and the average encounter short-term sea state pattern is an order in which a plurality of short-term sea state data are arranged at random.

  Further, in the maintenance management system for a hull structure according to the present invention, the remaining life evaluation means estimates the amount of crack propagation for each preset inspection time for each structural part, and the display control means fatigues the estimation result. It is displayed on the diagnostic chart screen as a crack growth analysis result.

  Further, in the maintenance management system for a hull structure according to the present invention, the display control means displays the crack growth analysis results of the respective structural parts side by side in the order in which the crack growth amount reaches the plate thickness.

  Further, in the maintenance management system for a hull structure according to the present invention, the remaining life evaluation means determines the inspection time when the structural part reaches the use limit state among the inspection times from the relationship between the estimated crack progress and the plate thickness. A determination means for determining an inspection method to be performed before reaching the use limit state is further provided, and the display control means displays the determination result on the diagnostic chart screen.

  Further, the maintenance management system for a hull structure according to the present invention reaches the use limit state when the determination means has a ratio of the crack growth amount to the plate thickness exceeding a predetermined ratio or the crack growth amount exceeds the plate thickness. Then, it is determined.

  In the hull structure maintenance management system according to the present invention, the display control means graphs and displays a transition of at least the future crack progress from the present to the diagnostic chart screen.

  In the maintenance management system for a hull structure according to the present invention, the communication device periodically receives actual encounter sea state data from the ship, and the display control means displays the diagnostic chart screen by using the remaining life evaluation means. It is updated sequentially based on the life evaluation result.

  In the maintenance management system for a hull structure according to the present invention, the storage device further stores inspection history information and damage history information, and the display control means displays the inspection history information on the diagnostic chart screen in response to the display request. An inspection history screen based on or a damage history screen based on damage history information is displayed.

  A maintenance management program according to the present invention is a maintenance management program for causing a computer to function as each means of any of the above-described maintenance management systems for a hull structure.

  According to the present invention, a predicted amount of crack growth in the future is automatically estimated and displayed as a diagnostic chart, so that it is possible to automate the remaining life determination, and a hull structure capable of efficient structural fatigue life management. A maintenance management system can be obtained.

FIG. 1 is a diagram showing a maintenance management system for a hull structure according to an embodiment of the present invention.
The ship is equipped with an altitude monitoring system 10, and the altitude monitoring system 10 measures actual sea state data (wave height, wave period, wave angle, etc.) actually encountered by the ship. In addition, the altitude monitoring system 10 stores and manages ship navigation information / performance information / main engine information / onboard inspection data (data of inspection results appropriately performed on board by seafarers). Via the ship structure maintenance management system 100.

  The hull structure maintenance management system 100 is a system installed at, for example, a land center that manages navigation of a ship, and performs various displays with a communication device 101 that receives various information transmitted from the ship via satellite communication. A display device 102, an input device 103 for performing various inputs, a storage device 104, and a control device 105 that controls the hull structure maintenance management system 100 in an integrated manner are provided.

  The storage device 104 stores an integrated database 104a, a maintenance management database 104b, and a maintenance management program 104c for performing processing according to the present invention. The integrated database 104a stores various data acquired from a ship via a satellite. The maintenance management database 104b stores in advance fatigue strength data for each important structural part of the ship and future predicted short-term sea state model data necessary for the fatigue crack growth analysis process described later. Stores history information, damage history information, remaining life evaluation results (including fatigue crack growth analysis results), and inspection manuals. The inspection history information and the damage history information in the maintenance management database 104b are periodically transmitted in a data format that is transmitted from the ship and stored in a specific format in the integrated database 104a in a data format that can be easily processed in the maintenance management system 100. It is converted into and stored.

  The important structural part is the criticality of the ship based on the fatigue strength conditions (mainly dependent on the assumed service route) at the design stage of the ship, the fatigue life prediction results, and the construction accuracy information that affects the fatigue strength. It is a part extracted as a structural part.

  The control device 105 operates according to the maintenance management program 104c stored in the storage device 104, and includes a predicted short-term sea state pattern setting unit 105a, a remaining life evaluation unit 105b, and a display control unit 105c. The predicted short-term sea state pattern setting means 105a selects and sets one or more patterns from a plurality of patterns of predicted short-term sea state model data prepared in advance according to the input from the input device 103. It is. The remaining life evaluation means 105b is the latest actual encounter short-term sea state data periodically transmitted from the ship and stored in the integrated database 104a, fatigue strength data of important structural parts of the ship, and predicted short-term sea state pattern setting means 105a. Fatigue crack growth analysis is performed based on the predicted pattern short-term sea state model data, and the amount of crack growth is estimated for each important structural part over the life of the ship (assumed to be 20 years). The remaining life until the thickness is reached is evaluated. The remaining life evaluation unit 105b performs a process of storing the estimation result of the crack growth amount of each important structural part estimated in this way in the maintenance database 104b as a fatigue crack growth analysis result. In addition, when two or more patterns are selected and set by the predicted short-term sea state pattern setting unit 105a, the remaining life evaluation unit 105b performs a fatigue crack propagation analysis using each of the patterns, and obtains each fatigue crack propagation analysis result. The information is stored in the maintenance management database 104b.

  The short-term sea state data used for this fatigue crack growth analysis is the actual encounter short-term sea state data from the year 0 (start of navigation) to the present, and the predicted short-term sea state pattern setting means 105a from the present to the future (up to 20 years after the navigation). The forecasted short-term sea state model data set in is used. This fatigue crack growth analysis assumes a fine flaw (initial crack) that is potential and cannot be detected / removed completely at the time of manufacture, and the fine crack grows and propagates by repeated stress (stress due to encounter sea conditions). Estimate the amount of crack growth in the future by simulating the state, and compute it using fatigue strength data, work information (flank angle, toe radius), predicted short-term sea state model data, etc. To do. This method is performed using a conventionally known method, and detailed description thereof is omitted here. Further, the remaining life evaluation means 105b periodically performs fatigue crack growth analysis using the latest actual encounter sea state data stored in the integrated database 104a, and sequentially updates the remaining life evaluation results in the maintenance management database 104b. is doing.

  Here, the crack propagation amount at the starting point in the fatigue crack propagation analysis from the present to the future (up to 20 years after navigation) is used as the crack propagation amount by crack propagation analysis using actual actual short-term sea state data. Yes. In addition, as described above, because the fatigue crack growth analysis is periodically performed using the latest actual encounter sea state data, accurate crack growth estimation that reflects the crack progress from the start of operation to the present is performed. It is possible.

  By the way, the load caused by sea conditions encountered by the ship and the damage received by the load are inherently dependent on the route. That is, since the sea conditions that occur on the route tend to be different for each route, the damage that the ship receives varies depending on the sea state that occurs on the route. Therefore, when performing fatigue crack growth analysis of important structural parts, in this example, analysis is performed using predicted short-term sea state model data (short-term sea state data group of future assumed routes) corresponding to the route on which the ship actually travels. Like to do. Predicted short-term sea state model data corresponding to a route is composed of a group of short-term sea state data generated based on statistical data relating to past sea states that have occurred on the route, and is obtained from known techniques.

  Further, from the viewpoint of fatigue crack propagation, it is known that the influence of sea conditions on a ship varies depending on the order of encounter with the ship. In other words, the fatigue crack growth rate varies depending on the order of short-term sea conditions encountered. Therefore, in the predicted short-term sea state model data, the order of each of the short-term sea state data groups is determined. In this example, three patterns are provided according to the order. The three patterns are specifically the worst / average / best three patterns depending on the impact on the ship. The worst encounter short-term sea state is the wave order when each short-term sea state data has the same wave height. The best encounter short-term sea state is the reverse of the worst encounter short-term sea state, and the average encounter short-term sea state is the order in which short-term sea state data groups are randomly arranged.

  The display control unit 105c creates various screens as shown in FIGS. 2 to 6 to be described later based on the remaining life evaluation result and history information in the maintenance management database 104b and displays them on the display device 102. Here, since the remaining life evaluation result in the maintenance management database 104b is sequentially updated as described above, the various screens shown in FIGS. 2 to 6 are also sequentially updated.

The operation of the hull structure maintenance management system 100 will be described below.
First, the input device 103 is operated to start the maintenance management program 104c and to input a diagnostic chart display instruction. Then, the display control unit 105 c creates the maintenance management screen 200 based on the data in the storage device 104 and displays it on the display device 102.

FIG. 2 is a diagram illustrating an example of the maintenance management screen.
The maintenance management screen 200 includes a screen selection unit 210 and a screen display unit 220. The screen selection unit 210 has a diagnostic chart display button 211 for displaying a diagnostic chart screen, a diagnostic result screen display button 212 for displaying a diagnostic result screen 240, and an inspection history screen display button for displaying an inspection history screen. 213. A damage history screen display button 214 for displaying a damage history screen is provided. The screen display unit 220 is a portion where the screen selected by the screen selection unit 210 is displayed, and FIG. 2 shows a state where the diagnostic chart screen 230 is displayed.

  The diagnostic chart screen 230 includes a basic information display unit 231 for displaying basic information such as the design dimensions of the ship, a year since the start of navigation, a history of past periodic inspection dates, and confirmation of damage received from the start of navigation to the present. The history display unit 232 displays the history of the day and the like, and the diagnosis result display unit 233 displays the analysis result of the fatigue crack propagation analysis and the comment based on the analysis result.

  “# 1 INT.” In the periodic inspection result table 232a of the history display unit 232 and the diagnostic result table 233a of the diagnosis result display unit 233 is the first intermediate inspection (about 2.5 years “# 2 INT.” And “# 3 INT.” Indicate the second and third intermediate inspections. “# 1 SPE.” Indicates the first inspection (performed about every five years) after service. Similarly, “# 2 SPE.” And “# 3 SPE.” Indicate the second and third. This is the second inspection. In the example of FIG. 2, it is shown that the first intermediate inspection was performed on March 31, 1997.

  As a summary of fatigue crack propagation analysis, the diagnosis result display section 233 displays a list of plate thicknesses and crack progresses (depth direction / width direction) for each inspection period for each important structural part (CHECK PARTS). A diagnosis result table 233a is displayed. From this diagnosis result table 233a, the user can know how much the crack has progressed in each future inspection period. Further, in the diagnosis result table 233a, the cell portion corresponding to the inspection time in which the ratio of the crack growth amount to the plate thickness exceeds a predetermined ratio (here, 1/3) is identified and displayed by changing the color, etc. The cell portion corresponding to the inspection time when the amount of crack growth exceeds the plate thickness is displayed and identified in a different color from the previous case. With this display, the user can know at a glance the time when fatigue crack propagation progresses and it is estimated that the use limit state is reached and the time when it is estimated that the thickness exceeds the use limit state and penetrates the plate thickness. Yes. In the example of FIG. 2, for example, it is indicated that the use limit state is reached at the time of “# 3 INT” inspection at the part of BC_31 and exceeds the use limit at the time of “# 4 INT” inspection.

  In the comment portion, the time when inspection is required for each important structural part and the inspection method recommended at that time are displayed. In this example, it is shown that the magnetic particle inspection is recommended for the part of BC_31 during the second main inspection ("# 2 SPE") in the first line, and BC_12 is considered in the future in the second line. It has been shown that no intensive examination is required.

The processing performed in the maintenance management system 100 for the hull structure when displaying the above-described diagnostic chart screen 230 is as follows.
The display control unit 105c configures a history display unit 232 based on the inspection history information and the damage history information in the maintenance management database 104b. In addition, the diagnosis result display unit 233 is configured based on the fatigue crack growth analysis result stored in the maintenance management database 104b. At this time, the display control means 105c is configured to display the cell corresponding to the inspection time when the ratio of the depth of crack propagation in the depth direction at each important structural part and at each inspection time exceeds a predetermined value (here, 1/3). For example, the cells corresponding to the inspection period in which the amount of crack propagation in the depth direction exceeds the plate thickness are displayed for identification.

  In addition, before the final inspection time, with respect to an important structural part in which the ratio of the crack propagation amount in the depth direction to the plate thickness exceeds a predetermined value (1/3 in this case), one time before the time when the predetermined value is exceeded. In addition to presenting the inspection time as the priority inspection time in the comment part, an optimal inspection method to be performed at the priority inspection time is presented. In this optimum inspection method, an optimum inspection method is stored in advance for each important structural part, and a corresponding inspection method is selected and presented. A comment portion is formed by such processing.

  Here, as shown in the diagnosis result table 233a, the fatigue crack at this time (about 7.5 years after delivery of “# 2 INT”) is about 1.5 mm in depth and about 2.8 mm in width. There is a considerable margin to penetrate the plate thickness. And the prediction result at the time of the next periodic inspection (“# 2 SPE”) is about 3.0 mm in depth and about 5.6 mm in width, and there is still room at this point. Therefore, it seems that it is not necessary to carry out a detailed inspection in this inspection. On the other hand, the crack in the depth direction estimated at the time when the third main inspection (“# 3 SPE”) is performed is 6 mm, which is 1/3 of the plate thickness (18 mm). Further, it exceeds half of the plate thickness at the next fourth intermediate inspection (“# 4 INT”), and exceeds the plate thickness at the fourth main inspection (“# 4 SPE”). From this result, it can be seen that if this fatigue crack was not found during the third main inspection ("# 3 SPE"), the crack growth rate would be very high. Therefore, in this example, the previous inspection time when the amount of crack propagation in the depth direction reaches 1/3 of the plate thickness is determined as the priority inspection time, and is presented in the comment portion and notified to the user as described above. I am doing so. Thereby, it becomes possible to discover a crack that causes a serious situation of penetration of the plate thickness in the future.

  The display control unit 105c periodically updates the diagnostic chart screen 230 based on the latest data in the maintenance management database 104b while the diagnostic chart screen 230 is displayed, so that the latest diagnostic result is displayed. It has become.

  When the diagnosis result screen display button 212 is pressed on the maintenance management screen 200, the display on the screen display unit 220 is switched to a diagnosis result screen 240 as shown in FIG. The diagnosis result screen 240 is a screen in which the details displayed on the diagnosis result display unit 233 in the diagnosis chart screen 230 are displayed in more detail, and the diagnosis result table 241 having the same contents as the diagnosis result table 233a shown in FIG. And an examination proposal table 242 showing the contents described in the comment part of FIG. In each of these tables 233a and 241, the diagnosis results are displayed from the top in the order of danger (the order of reaching the plate thickness penetration earlier). Thereby, the user can know at a glance a dangerous structural part. Further, the diagnostic result screen 240 further displays an important structural part explanatory diagram 243 showing identifiers (BC_31, etc.) of the respective important structural parts and their positions on the drawing. In the diagnosis result table 233a and the examination proposal table 242 in the diagnosis result screen 240 having such a configuration, when a predetermined important structural part is clicked with a mouse or the like, a part detail screen 250 as shown in FIG. The result screen 240 is displayed in an overlapping manner.

FIG. 4 is a diagram showing a part detail screen. Here, the site | part detail screen 250 of an important structure site | part (BC_31) is shown.
The part detail screen 250 displays a part-by-part diagnosis result table 251 that summarizes the diagnosis results relating to the selected important structural part, and a graph showing the transition of the crack growth amount (graphing the fatigue crack progress analysis result as a graph) 252) is displayed.

  The graph 252 shows the age of the ship on the horizontal axis and the cumulative crack growth amount on the vertical axis, and FIG. 4 shows the growth curve in the crack depth direction. Note that the progress curve in the width direction can be appropriately displayed as necessary. The progress curve shown by the solid line in Fig. 4 is the progress curve based on the actual encounter sea state data from the 0th year to the present, and the current crack progress obtained from the actual encounter sea state data from the present to the 20th year. This is a progress curve based on the amount of crack propagation obtained using the short-term sea state data of the pattern set by the predicted short-term sea state pattern setting means 105a (that is, assumed rather than the actual one) starting from the value of the amount . The dotted line is a graph based on the result of analysis using sea state data assumed at the design stage in the entire life cycle from 0 to 20 years. That is, the sea condition actually encountered (actual encounter sea condition) is not reflected, and is a result based on assumed sea condition data to the last. In addition, the example of the result analyzed using the average encounter short-term sea state model data is shown here.

  From the graph 252, the crack depth results are almost the same as the crack propagation analysis result based on the actual encounter sea condition and the crack propagation analysis result estimated at the design until about 4 years after delivery. However, since a large storm was encountered around 5 years after service, the crack growth rate became faster than the estimated result at the time of design, and the predicted result penetrates the plate thickness approximately 16 years after delivery.

  In addition, when the inspection history screen display button 213 is pressed on the maintenance management screen 200 and the user requests to display the inspection history screen, the display control unit 105c reads the inspection history information from the maintenance management database 104b and displays the result in FIG. An inspection history screen 213a as shown is displayed. The inspection history and the inspection result on board are displayed on the inspection history screen. When the damage history screen display button 214 is pressed, damage history information is similarly read from the maintenance management database 104b and a damage history screen 214a as shown in FIG. 6 is displayed. On the damage history screen 214a, an image of a damaged portion and a drawing are displayed.

  As described above, according to the present embodiment, the future predicted crack progress amount is automatically calculated and displayed as a diagnostic chart, so that it is possible to grasp the remaining life from the diagnostic chart. Moreover, since the fatigue crack growth analysis is performed using the actual encounter sea state data encountered by the ship during the service by the monitoring system, an accurate analysis result can be obtained. That is, for example, when actual damage is caused by an encounter sea state, it is possible to know an accurate result that immediately reflects the damage. Thus, since it becomes possible to grasp damage correctly, it becomes possible to prevent an accident beforehand and to perform safe operation management.

  In addition, the worst / average / best 3 patterns are prepared as the predicted short-term sea state model data, and the fatigue crack diagnosis analysis can be performed by arbitrarily selecting and setting, for example, according to the climate condition of the planned navigation route By selecting a pattern and using it for the analysis, it is possible to obtain a realistic analysis result. In this example, when the analysis result is displayed, one analysis result based on any one of the worst / average / best patterns is displayed. For example, each of the worst pattern and the best pattern is displayed. Two analysis results based on the results may be displayed at the same time to indicate that the fatigue damage state is within the range of both results.

  In addition, since the diagnosis results of the respective structural parts are displayed in order of danger (in order of reaching the plate thickness penetration earlier), the user can immediately judge the degree of danger.

  In addition, since the work information such as the flank angle and the weld toe shape is taken into account when estimating the crack growth amount, the remaining life can be evaluated accurately and a highly reliable system can be constructed.

  In addition, documents that describe the inspection history and damage history of ships and the results of onboard inspections have been conventionally managed in the state of paper, and it took time to find the necessary information. Since this document is made into a database, it is possible to search and display it efficiently.

  In addition, it is possible to evaluate the remaining life of individual ships in consideration of the operation results according to the route. Even if it is the same type of ship, since the fatigue state varies depending on the route in service, detailed operation management becomes possible by considering the remaining life evaluation results.

  In addition, since the remaining life is evaluated in consideration of the actual operation, and the route is also taken into account, even if the vessel is the same type, it is possible to accurately evaluate the remaining life reflecting the fact that the fatigue condition varies depending on the route in service. Detailed operation management can be implemented for each ship. In addition, since an appropriate inspection time can be presented to the ship, inspection with high cost merit is possible.

  In addition, when a crack is found, it is possible to analyze how the crack grows in the future using the system 100 (that is, a fatigue crack with the found crack amount as an initial crack amount). For example, if a crack of 10 mm is found and it is 10 mm until it penetrates the plate thickness, whether it needs to be repaired urgently or left until the next inspection. It is possible to determine whether it is safe, and it is effective for future operation management.

Moreover, this system can also be used as a support system when designing a ship as described below, in addition to being used for the purpose of managing a ship in actual operation as described above.
(1) Since fatigue crack propagation analysis is performed in consideration of work information (flank angle and toe radius), it is possible to quantitatively evaluate the effects of measures to improve fatigue strength such as shaping of weld beads that occur in welds. From the viewpoint of fatigue strength, a cost-effective design is possible.
(2) Since the remaining life of each route can be evaluated, the balance between cost and safety, such as designing with the minimum safety necessary for navigating the route, referring to the evaluation results Therefore, it is possible to set a rational specification for a constructed ship, and it is possible to support the setting of a reasonable and cost-competitive ship specification.
(3) At present, it is still unacceptable to perform fatigue design by specifying the route of an individual ship from the viewpoint of fatigue strength. However, since the fatigue life of each route can be estimated, it is possible for a ship that satisfies generalized fatigue design conditions related to the route to objectively grasp the fatigue strength margin when navigating a specific route. Become.

It is a figure which shows the maintenance management system of the hull structure of one embodiment of this invention. It is a figure which shows an example of a maintenance management screen. It is a figure which shows an example of a diagnostic result screen. It is a figure which shows an example of a site | part detail screen. It is a figure which shows an example of an inspection log | history screen. It is a figure which shows an example of a damage log | history screen.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Maintenance management system 101 Communication apparatus 102 Display apparatus 103 Input apparatus 104 Storage apparatus 104c Maintenance management program 105 Control apparatus 105a Predictive short-term sea state pattern setting means 105b Remaining life evaluation means 105c Display control means 200 Maintenance management screen 213a Inspection history screen 214a Damage history Screen 230 Diagnostic chart screen

Claims (10)

A display device for displaying various screens;
A communication device for receiving actual encounter sea state data monitored and acquired on the ship during the actual voyage via satellite communication;
Storing the received actual encounter sea state data, and storing in advance the fatigue strength data of each of a plurality of predetermined structural parts of the ship, and predicted short-term sea state model data that the ship will encounter in the future,
Fatigue crack growth analysis based on each data in the storage device, estimating the amount of crack growth of each structural part, remaining life evaluation means to estimate the remaining life of each structural part,
Display control means for creating and displaying on the display device a diagnostic chart screen including the remaining life evaluation results;
With
The storage device stores a plurality of patterns of the predicted short-term sea state model data according to the influence on the ship, and selects one or more patterns from the predicted short-term sea state model data of the plurality of patterns With setting means for setting,
The hull structure maintenance management system, wherein the remaining life evaluation means performs fatigue crack growth analysis using the predicted short-term sea state model data of the pattern set by the setting means . The predicted short-term sea state model data is obtained by arranging a plurality of short-term sea state data created in advance according to the route of the ship in a predetermined order, and the plurality of patterns are the worst / average / best three patterns. The worst encounter short-term sea state pattern is the order in which the respective short-term sea state data are arranged in the order of wave height, and in the order of wave angle when the wave heights are the same, the best encounter short-term sea state pattern is the reverse of the worst encounter short-term sea state 2. The hull structure maintenance management system according to claim 1 , wherein the average encounter short-term sea state pattern is an order in which the plurality of short-term sea state data are randomly arranged . The remaining life evaluation means estimates a crack progress amount for each structural part set in advance for each inspection period, and the display control means displays the estimation result on the diagnostic chart screen as a fatigue crack progress analysis result. 3. A maintenance management system for a hull structure according to claim 1 or claim 2. 4. The hull structure maintenance management system according to claim 3, wherein the display control means displays the crack growth analysis results of the respective structural parts in an order in which the crack growth amount reaches the plate thickness in order . The remaining life evaluation means determines the inspection time at which the structural part reaches the usable limit state from each inspection time based on the relationship between the estimated crack progress and the plate thickness, and is performed before reaching the usable limit state. 5. The maintenance management system for a hull structure according to claim 3, further comprising determination means for determining an inspection method to be performed, wherein the display control means displays a determination result on the diagnostic chart screen. . 6. The determination unit according to claim 5, wherein the determination means determines that the use limit state is reached when a ratio of the crack progress amount to the plate thickness exceeds a predetermined ratio or when the crack progress amount exceeds the plate thickness . Hull structure maintenance management system. 7. The hull structure according to claim 1, wherein the display control unit displays a graph of at least a transition of a crack growth amount from the present to the future on the diagnostic chart screen . 8. Maintenance management system. The communication device periodically receives actual encounter sea state data from the ship, and the display control means sequentially updates the display of the diagnostic chart screen based on the remaining life evaluation result of the remaining life evaluation means. The maintenance management system for a hull structure according to any one of claims 1 to 7. The storage device further stores inspection history information and damage history information, and the display control means displays the diagnostic chart screen in response to a display request, the inspection history screen based on the inspection history information, or the damage history information. 9. The maintenance management system for a hull structure according to claim 1, wherein a damage history screen based on the damage history screen is displayed . The maintenance management program for functioning a computer as said each means of the maintenance management system of the hull structure in any one of Claims 1 thru | or 9.

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