JP5191263B2 - Ship navigational state analyzer - Google Patents

Description

  The present invention relates to navigation of a ship that can analyze a navigation state by displaying in real time changes in fuel consumption caused by disturbances such as tidal currents applied to the ship when a ship such as a passenger ship or a cargo ship is navigating. The present invention relates to a state analysis apparatus.

  When a ship such as a cargo ship sails, the shortest route is usually selected so that efficient navigation can be performed while ensuring the safety of the voyage toward the arrival position of the ship. The ship's forward direction is automatically controlled so that the ship navigates the selected course or course, and when the ship's forward direction changes due to disturbance conditions such as tidal current, wind pressure, and waves, the ship The rudder is automatically steered so that it becomes a course or course.

An optimum route search system that searches for an optimum route to a destination of a ship and displays the route is described in Patent Document 1, and is used for a small boat such as a leisure boat or a fishing boat. A marine multi-information display device that displays an image on a display unit is described in Patent Document 2. Further, Patent Document 3 describes a ship operation state monitoring device that monitors a ship operation state such as a hull motion state and a ship operation state.
JP 2007-57499 A JP 2001-138993 A Japanese Patent Laid-Open No. 2003-118689

  When navigating from the starting point to the destination, it is important how to navigate the ship with a small amount of fuel consumption. Simply navigating the shortest distance to the destination, Fuel consumption cannot be reduced depending on disturbance conditions such as tidal currents. For this reason, as described in Patent Document 3, the hull motion state such as the rolling of the hull and the ship operation state such as the position of the ship are monitored. The relationship between the disturbance acting on the ship and the fuel consumption The optimal navigation control cannot be performed by analyzing the above. Particularly in recent years, ships are also required to reduce the amount of carbon dioxide emitted from engines, and it is necessary to perform ship speed and steering control according to disturbance conditions applied to the ship such as tidal currents.

  Disturbances that affect the fuel efficiency of a ship during navigation are basically tidal currents, winds, and waves, and include drift caused by these basic conditions, that is, side slipping of the ship and fluctuation of the ship mainly due to pitching. On the other hand, the factors affecting the fuel efficiency of the navigational situation of the ship itself include the amount of displacement (displacement) according to the load capacity, the front and rear drafts, the steering angle, and the shaft generator driven by the engine for driving the propeller. There is a load.

  As described above, it has been found that the fuel efficiency of the engine is greatly influenced by various factors. Analyzing the ratio of each factor affecting the fuel efficiency is a factor that affects the fuel efficiency. It was difficult in the past because of the wide variety.

  An object of the present invention is to make it possible to analyze in real time changes in fuel consumption of a ship in accordance with the navigation conditions and disturbance conditions of the ship.

Vessels traveling state analyzer of the present invention, the operation and flow meter for detecting the fuel flow amount supplied to the engine for marine propulsion, the current position detecting means for detecting a current position of the ship, a ground speed of the ship a ground speed calculating means for a sailing distance calculating means for calculating a ground distance traveled per unit time based on the ground speed obtained by the ground speed calculating means, based on said fuel flow quantity and the ground distance traveled A fuel consumption calculation unit that calculates fuel consumption, a fuel display unit that displays the fuel consumption, an average fuel consumption display unit that displays an average value of fuel consumption, and a CO ₂ emission amount per unit time calculated based on the fuel consumption amount a main screen having a discharge CO ₂ gas display unit for displaying the fuel consumption indicator display unit for displaying the change in the fuel economy changes and ground speed at a given time, from to water velocity detecting means for detecting the ship's speed relative to the water A ground-to-water speed display unit that displays a change in a predetermined time with respect to the water-speed calculated based on the signal and the ground-speed, and forward movement of the ship calculated based on the signal from the water-speed detecting means A water speed display unit that displays a change in a predetermined time between the water speed in the direction and the water speed in the horizontal direction, and the course of the ship calculated based on a signal from the gyrocompass that detects the heading of the ship A skew display unit that displays a change in a predetermined time with respect to the ground course of the ship obtained by the ground course computing means, and a rudder angle that is computed based on a signal from a rudder angle sensor that detects a rudder angle Wind direction and wind calculated based on signals from a rudder angle display unit that displays a change in the ground speed at a predetermined time, and a wind direction and wind speed detection sensor that detects the wind direction and wind speed. Wind direction and wind speed display for displaying changes in speed for a predetermined time, and shaking display for displaying changes in ship rolling and pitching in a predetermined time calculated based on signals from an attitude sensor for detecting the attitude of the ship Part .

  The ship navigation state analyzer according to the present invention includes an engine speed detected by an engine speed sensor, an engine output calculated by an engine torque detected by an engine output torque sensor, and an engine speed signal. It has an engine output display part which displays the change in predetermined time about.

  According to the present invention, since the change in fuel consumption and the change in ground speed from the navigation time to a predetermined time before the navigation of the ship are displayed on the fuel consumption index display unit, the occupant can determine the ground speed in real time by this fuel consumption index display unit. Correlation with fuel consumption can be analyzed. By observing changes in the water speed and ground speed of the ship in response to this change in fuel consumption, it is possible to analyze changes in fuel consumption due to the influence of tidal currents. Since the water speed is displayed in the forward direction and the lateral direction of the ship, the correlation between the speed and direction of the tidal current and the fuel consumption can be analyzed by the change in the water speed in both directions. In addition, a correlation between the degree of side skidding of the ship due to tidal currents and the fuel consumption can be analyzed by the skew navigation display unit.

The steering angle display unit can analyze the correlation between the steering angle and the fuel consumption, and the wind direction and wind pressure display unit can analyze the correlation between the wind direction and the wind speed and the fuel consumption. The vibration display unit can analyze the correlation between the pitching, rolling and fuel consumption of the ship due to waves. The engine output display unit can analyze the correlation between the propulsive force actually used for propulsion of the ship and the fuel consumption based on the engine output and the engine speed. Furthermore, since the CO ₂ gas emission amount from the ship is analyzed according to the navigation status of the ship by the emission CO ₂ gas display section, analyze the navigation conditions that can achieve more economical and environmental protection. Can do.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing a vessel navigation state analysis apparatus according to an embodiment of the present invention, FIG. 2 is an analysis table showing analysis indicators of vessel navigation conditions, and FIG. It is an analysis table | surface which shows the analysis parameter | index of the disturbance condition to apply.

  This analyzer has a calculation unit 10 that transmits signals to the display unit 11 based on signals from various sensors. The display unit 11 displays the correlation of various indexes for analyzing the navigation state. The calculation unit 10 includes a microprocessor CPU that calculates signals from the sensors, a ROM that stores control programs, calculation formulas, map data, and the like, and a RAM that temporarily stores data, and an analog signal from each sensor. The converter has a converter for converting the signal into a digital signal, and the calculation unit 10 constitutes calculation means for calculating fuel consumption and the like based on signals from various sensors. An operation panel for inputting navigation conditions of the ship itself is connected to the calculation unit 10 as an input unit 12, and the input conditions are displayed on the input display unit 13.

  The data input by the occupant by the input unit 12 includes a distance that the ship is immersed in water, that is, a draft. These drafts include a front draft (FORE) and a rear draft (AFT) of the ship. There is. In addition, the distance (GM) between the ship's center of gravity and the metacenter, wave direction, wave height, wave period, fuel specific gravity, displacement (displacement), propeller pitch, and fuel temperature near the flow meter are manually entered as input data. The The draft, GM, and amount of drainage are input at the time of sailing, and the wave direction, wave height, and wave period are input every several hours. For the fuel specific gravity, the specific gravity at 15 degrees Celsius is input. These input values are used as correction values when calculating the fuel consumption of the ship, and each input value is displayed on the input display unit 13.

  The fuel consumption of a ship is determined by the distance to the ground navigating with unit weight of fuel. A flow meter 14 for detecting the flow rate of fuel supplied to the engine and a signal from a GPS (Global Positioning System) 15 are sent to the calculation unit 10, and the fuel flow rate is calculated by a signal from the flow meter 14. Is done. The GPS15, that is, the global positioning system, has a receiver that receives radio waves from an artificial satellite, that is, a dedicated terminal, and detects the current position of the ship based on the radio wave, and the ground speed from the ground distance of the ship per unit time. And the function of calculating the course that the ship has navigated, that is, the ground course, and the GPS 15 constitutes a current position computing means, a ground speed computing means, and a ground course computing means. However, it is also possible to calculate only the current position based on the signal from the artificial satellite, and to perform the ground speed and the ground course by the calculation unit 10.

  The ship's ground travel distance is calculated by integrating the ground speed based on the ground speed sent from the GPS 15 to the computing unit 10, and the fuel consumption of the ship is determined by the distance traveled per unit time and the fuel consumption required for the navigation, that is, fuel. The calculation unit 10 calculates the flow rate based on the flow rate.

  The ground speed (SOG) shown in FIG. 2 is calculated by the GPS 15 as described above. Even in the same ship, the volume under the water surface affects the fuel efficiency due to the weight of the loaded cargo and fuel. In other words, the fuel consumption is an accompanying factor given to the fuel consumption by the amount of drainage of the ship, that is, the displacement, and the draft before and after the inclination of the ship in the front-rear direction. The amount of drainage and the front and rear drafts (FORE) and (AFT) are input by the key operation of the input unit 12 as described above.

  Further, incidental factors include the engine speed for driving the propeller, the total engine output, the load of the shaft generator driven by the engine, and the steering angle of the rudder. A shaft generator is used to generate electric power supplied to electrical equipment in a ship. If the rudder angle increases when the ship changes the course, the ship speed decreases, which affects fuel consumption. A detection signal from the shaft generator output sensor 16 for detecting the power generation output of the shaft generator is sent to the arithmetic unit 10, and the signal from the shaft generator output sensor 16 as a power generation detection means is included in the signal. Based on this, the power generation output is calculated. A detection signal from the steering angle sensor 17 for detecting the steering angle is sent to the calculation unit 10, and the steering angle is calculated based on the signal from the steering angle sensor 17. Conditions due to these incidental factors are added as a correction value to the value of the fuel consumption calculated from the distance to ground traveled by unit weight of fuel.

  The total output of the engine is calculated from the engine speed and the torque of the engine output shaft. Output signals from the rotation speed sensor 18 and the torque sensor 19 are sent to the calculation unit 10, and the total output of the engine is calculated based on these detected values. The propulsive force used for propulsion of the ship by the rotation of the propeller is calculated by subtracting the load for driving the shaft generator from the total output of the engine. The drive output of the shaft generator, that is, the generator load, is calculated by dividing the power generation output calculated based on the detection signal from the shaft generator output sensor 16 by the power generation efficiency η.

  On the other hand, as shown in FIG. 3, tidal currents, wind pressures, and waves are set as basic indices as analysis indices for disturbance conditions applied to the ship. The tidal current is calculated by the difference between the ground speed (SOG) and the water speed (LOG) by obtaining the water speed (LOG). The water speed (LOG) includes a water speed (LWS) in the forward direction of the ship and a water speed (TWS) in the lateral direction, both of which are calculated based on signals sent from the Doppler sonar 21 to the calculation unit 10. Is done. The wind direction and the wind speed are calculated based on a detection signal sent from the wind direction and wind speed sensor 22 to the calculation unit 10, and the navigation resistance increases when the head wind is applied to the ship, and the propulsive force is increased when the tail wind is applied.

  In this way, tidal currents, wind pressures and waves are natural conditions that directly affect fuel efficiency among disturbances.In addition to these conditions, incidental conditions include ship drift, that is, skidding, ship There is upset. There are vertical shaking (pitching) and horizontal rolling (rolling) as the shaking of the ship, but the vertical shaking has a greater influence on the fuel consumption than the rolling. The drift is obtained by the course of the ship calculated based on the signal from the gyrocompass 23 and the ground course of the ship calculated by the GPS 15. As shown in FIG. 1, a signal from the gyro compass 23 is sent to the calculation unit 10 to calculate the course of the ship, and based on the signal from the attitude sensor 24, the pitching of the ship and the lateral The angle of shaking (rolling) is calculated by the calculation unit 10.

  The display unit 11 shown in FIG. 1, that is, the display, displays the following plurality of display units, and displays any or all of the plurality of display units on the display unit 11. The display of only the following display units is selected.

FIG. 4 is a front view showing a main screen 11 a displayed on the display unit 11. The main screen 11 a shows the fuel flow rate at the time of navigation, that is, the fuel consumption (FOC) based on the signal from the flow meter 14. Displayed in real time. Unit switching switches 31a to 31c are displayed on the main screen 11a. When the operator touches each part, the switching operation of the display unit is performed, and the fuel consumption is displayed in the unit operated. Displayed on the part 32. For example, when the unit changeover switch 31a is operated, the fuel consumption (ton) per nautical mile (Nautical Mile) is displayed on the fuel consumption display unit 32, and when the unit changeover switch 31b is operated, the fuel consumption 1 The navigation distance per ton is displayed in nautical miles. When the unit display changeover switch 31c is operated, the fuel consumption per day is displayed in tons. In this way, the fuel consumption (FOC) is displayed on the fuel consumption display unit 32 in any one of ton / nm, nm / ton, and ton / day. An average fuel consumption display unit 33 is provided on the main screen 11a, and the average fuel consumption display unit 33 displays an average value of fuel consumption in units set by the unit selector switches 31a to 31c. Further, the main screen 11a are discharged CO ₂ gas display unit 34 for displaying the CO ₂ gas emission is provided, the switch unit 35 is operated, the CO ₂ gas in the exhaust CO ₂ gas display unit 34 The emission amount is displayed. The amount of CO ₂ gas discharged is calculated based on the fuel consumption.

  FIG. 5 is a front view showing the fuel consumption index display unit 11b. The fuel consumption index display unit 11b includes a change in the fuel consumption (mile / FOC) over a predetermined time in addition to the ground speed (SOG) and the fuel flow rate (FOC). Is displayed. The time for displaying these is set to, for example, 30 minutes from 30 minutes before to the present time. The fuel consumption (mile / FOC) is calculated by the ratio of the fuel flow rate (FOC) calculated based on the signal from the flow meter 14 and the ship's ground travel distance (mile). The ground navigation distance is calculated by the calculation unit 10 based on the ground speed calculated by the GPS 15. In this fuel consumption index display section 11b, the change in fuel consumption, the change in ground speed and the change in fuel flow for a predetermined time are displayed in comparison, so whether the improvement or decrease in fuel consumption is due to increase or decrease in fuel consumption, Alternatively, it is analyzed in real time by the occupant whether it is due to increase or decrease in ground speed. For example, FIG. 5 shows a case where the fuel flow rate is reduced and the ground speed is increased compared to a predetermined time before, thereby improving the fuel efficiency.

The fuel consumption display unit may be displayed by a ratio to the ground travel distance (mile) per unit fuel flow rate as shown in FIG. 5, and the fuel consumption per unit nautical mile nm as shown in FIG. The navigation distance per ton of fuel consumption may be displayed in units of nautical miles. As described above, CO ₂ emissions gas because they are calculated based on the fuel consumption, by displaying the change in emissions of CO ₂ gas in accordance with the fuel flow to the fuel consumption indicator display unit 11b in FIG. 5 Shows the change in the amount of CO ₂ gas discharged over a predetermined time. However, regarding the CO ₂ gas emission amount, the total amount in units of days or one voyage may be displayed as a numerical value.

  FIG. 6 is a front view showing the ground-to-water speed display section 11c. The ground-to-water speed display section 11c displays, for example, changes in the water-speed and ground speed for 30 minutes, as in the fuel efficiency index display section 11b. The The water speed (LOG) is calculated by the calculation unit 10 based on the signal from the Doppler sonar 21, and the ground speed (SOG) is calculated by the GPS 15 as described above. If the tidal current changes, the difference between the ground speed and the ground speed will increase, and if the tidal current is the direction of navigation of the ship, the ground speed will be greater than the ground speed, and if it is the reverse direction, the ground speed will be greater than the ground speed. Becomes smaller. Therefore, by observing the ground-to-water speed display unit 11c, the occupant can analyze the change in tidal current in a predetermined time in real time. For example, FIG. 6 shows that the ground speed is lower than the water speed over a predetermined time, and the ship is affected by the tidal current.

  FIG. 7 is a front view showing the water speed display portion 11d. The water speed display portion 11d has a predetermined time between the water speed (LWS) in the forward direction of the ship and the water speed (TWS) in the lateral direction. Changes in are displayed. The predetermined time is set to 30 minutes, for example, as in the case described above. As a result, when there is a difference between the ground speed and the water speed described above, by comparing the difference between the forward water speed and the lateral water speed shown in the water speed display section 11d. It is possible to analyze the tidal current state in more detail. For example, FIG. 7 shows that the water speed in the forward direction has temporarily decreased significantly and the water speed in the horizontal direction has increased.

  FIG. 8 is a front view showing the skew display portion 11e. The skew display portion 11e displays the ship heading, that is, the change in the predetermined time between the heading and the ground course (Course). Analyzes the drift, that is, the amount of skidding of the ship. The heading is calculated based on the signal from the gyrocompass 23 and the ground course is calculated by the GPS 15. In this way, by observing the oblique navigation display portion 11e, the occupant can analyze the drift amount of the ship due to the tidal current. For example, FIG. 8 shows the time when the heading and the ground course change and the angle amount thereof, and the ship drift is analyzed by comparing these.

  FIG. 9 is a front view showing the rudder angle display unit 11f. The rudder angle display unit 11f displays changes in the rudder angle and the ground speed (SOG) in a predetermined time. The steering angle is calculated based on the signal from the steering angle sensor 17, the ground speed is calculated by the GPS 15 as described above, and the respective calculation results are displayed by the steering angle display unit 11f. The rudder angle is automatically controlled so that the ship goes to the arrival position, and although it is slightly swung frequently, the steering is repeated, and when the rudder angle is operated greatly due to tide or wind pressure, Since the ground speed decreases, it is analyzed whether or not the ground speed is changed due to a change in the steering angle. For example, FIG. 9 shows that there is a correspondence between the rudder angle and the ground speed.

  FIG. 10 is a front view showing the wind direction / wind pressure display unit 11g, and the wind direction / wind pressure display unit 11g displays changes in the wind direction and the wind speed in a predetermined time. The wind direction and the wind speed are calculated based on signals from the wind direction and wind speed sensor 22, and the respective calculation results are displayed on the wind direction and wind pressure display unit 11g. The occupant observes the wind direction and wind pressure display portion 11g and compares the fuel pressure indicator display portion 11b shown in FIG. 5 with the influence of ground speed, fuel flow rate and fuel consumption due to the wind pressure. For example, FIG. 10 shows that the wind direction has once changed greatly, and the wind speed has greatly decreased with the change in the wind direction.

  FIG. 11 is a front view showing the swaying display unit 11h. The swaying display unit 11h displays changes in rolling and pitching during a predetermined time. Rolling and pitching are calculated based on the signal from the attitude sensor 24, and the respective calculation results are displayed on the shaking display unit 11h. The occupant observes the fluctuation display portion 11h and analyzes the influence of the fuel consumption due to the waves by comparing with the fuel consumption indicator display portion 11b shown in FIG. For example, FIG. 11 shows that rolling has changed significantly compared to pitching.

  FIG. 12 is a front view showing the engine output display unit 11i. The engine output display unit 11i displays changes in the engine speed, engine output, and fuel flow rate for a predetermined time. The engine speed is detected by the speed sensor 18, and the engine output is calculated based on the engine speed detected by the speed sensor 18 and the engine torque detected by the torque sensor 19. For example, in FIG. 12, the engine speed is kept almost constant without changing greatly, but the engine output fluctuates and the fuel flow rate fluctuates. It has been shown. When the change in the shaft generator output calculated based on the signal from the shaft generator output sensor 16 is also displayed in FIG. 12, the relationship between the change in the engine output and the change in the power generation capacity is analyzed. The propulsive force used for propulsion of the ship is obtained by subtracting the shaft generator output from the engine output, and the generation efficiency η is taken into account when subtracting the shaft generator output.

  Each of the display units 11b to 11i shown in FIGS. 5 to 12 shows a change from 30 minutes ago. As a time showing the change, a mode change switch is used for every hour range. You can switch to multiple hours or days. In addition, each calculation result from the time of sailing to the destination is stored in the memory, and the calculation result at an arbitrary date and time can be displayed by specifying the date and time.

  In the present invention, it is observed that the fuel consumption is changed by the fuel consumption index display unit 11b shown in FIG. 5, and the ground-to-water speed display unit 11c shown in FIG. 6 and the water-speed display unit 11d shown in FIG. 8 is compared with the change in the fuel consumption, and it is analyzed that the fuel consumption is influenced by the tidal current. Further, the influence of the fuel consumption due to the change in the steering angle is analyzed by comparing the relationship between the steering angle display unit 11f shown in FIG. 9 and the fuel consumption. Similarly, the influence of the fuel consumption due to the waves is analyzed by observing changes in the fuel consumption in the wind direction and wind pressure display unit 11g and the swaying display unit 11h shown in FIG.

As described above, each of the display units 11a to 11i is displayed on a display provided on the ship. In addition to this, the displayed data is transmitted to the land-side management center through sanitary communication. Sent via. As a result, the management center at the departure point or destination will monitor the fuel efficiency data together with other index data at predetermined intervals, and the relationship between the fuel efficiency and CO ₂ gas emissions and the disturbance on the ship will also be observed on the land side. Can be analyzed.

  Each of the display units 11a to 11i is used when analyzing the navigation state when the ship actually navigates, but the correlation data of each index is also used as data for the ship navigation test after shipbuilding. can do. When the navigation test is performed, each data is stored in the memory at predetermined time intervals and is lit on the display unit. Based on the data obtained in this way, the performance of the ship can be evaluated.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention.

It is a block diagram which shows the navigation state analyzer of the ship which is one embodiment of this invention. It is an analysis table | surface which shows the analysis parameter | index of the navigation condition of a ship. It is an analysis table | surface which shows the analysis parameter | index of the disturbance conditions added to a ship at the time of ship navigation. It is a front view which shows the main screen displayed on a display part. It is a front view which shows a fuel consumption index display part. It is a front view which shows a ground-to-water speed display part. It is a front view which shows a water speed display part. It is a front view which shows a diagonal navigation display part. It is a front view which shows a rudder angle display part. It is a front view which shows a wind direction wind pressure display part. It is a front view which shows a shaking display part. It is a front view which shows an engine output display part.

Explanation of symbols

10. Calculation unit (calculation means)
11 Display unit 11a Main screen 11b Fuel consumption index display unit 11c Ground-to-water speed display unit 11d Water-to-water display unit 11e Slope navigation display unit 11f Steering angle display unit 11g Wind direction and wind pressure display unit 11h Sway display unit 11i Engine output display unit 12 Input Part 13 Input display part 14 Flow meter 15 GPS
17 Rudder angle sensor 18 Rotational speed sensor 19 Torque sensor 21 Doppler sonar 22 Wind direction wind speed sensor

Claims (2)

A flow meter for detecting the fuel flow amount supplied to the engine for marine propulsion,
Current position detecting means for detecting the current position of the ship;
Ground speed calculation means for calculating the ground speed of the ship,
A navigation distance calculation means for calculating a ground navigation distance per unit time based on the ground speed obtained by the ground speed calculation means;
A fuel consumption calculating section for calculating the fuel consumption based on said fuel flow quantity and the ground distance traveled,
A fuel display unit that displays the fuel consumption, an average fuel consumption display unit that displays an average value of fuel consumption, and an exhaust CO ₂ gas display unit that displays CO ₂ emission per unit time calculated based on the fuel consumption amount Main screen,
A fuel consumption index display for displaying changes in fuel consumption and changes in ground speed at a predetermined time ;
A ground-to-water speed display unit that displays a change in a predetermined time about the water speed and the ground speed calculated based on a signal from a water-speed detecting unit that detects the water speed of the ship;
A water speed display unit for displaying a change in a predetermined time between the water speed in the forward direction and the water speed in the horizontal direction of the ship calculated based on a signal from the water speed detection means;
A skew display unit that displays a change in a predetermined time between the course of the ship calculated based on a signal from the gyrocompass that detects the heading of the ship and the ground course of the ship obtained by the ground course calculation means,
A rudder angle display section for displaying a rudder angle calculated based on a signal from a rudder angle sensor for detecting a rudder angle and a change in a predetermined time with respect to the ground speed;
A wind direction and a wind speed display for displaying a change in a predetermined time with respect to the wind direction and the wind speed calculated based on a signal from a wind direction and a wind speed detection sensor for detecting the wind direction and the wind speed;
A marine vessel navigational state analyzing apparatus, comprising: a swaying display unit that displays changes in a predetermined time about rolling and pitching of a vessel calculated based on a signal from an attitude sensor that detects the attitude of the vessel. 2. The ship navigation state analyzer according to claim 1, wherein the calculation is based on an engine speed detected by an engine speed sensor, an engine torque detected by an engine output torque sensor, and a signal of the engine speed. A marine vessel navigational state analysis apparatus comprising an engine output display unit that displays a change in engine power for a predetermined time.

Images