JP6898795B2 - Ship performance analysis system and ship performance analysis method - Google Patents

Description

The present invention relates to a ship performance analysis system and a ship performance analysis method.

In ships, it is known that the fuel consumption of the main engine increases even if the main engine is propelled with the same propulsion shaft output due to the decrease in efficiency of the main engine for propulsion. For example, Patent Document 1 describes that the average fuel consumption rate of a ship is estimated to obtain a change in the average fuel consumption rate.

Japanese Patent No. 4970346

However, Patent Document 1 does not specifically describe how to estimate the average fuel consumption rate.

By the way, in order to decide when to perform maintenance of the main engine, it is desirable to grasp how much fuel consumption has increased from the beginning at this point in time. It is considered that the change in the average fuel consumption rate described in Patent Document 1 is different from the rate of increase in fuel consumption from the initial stage.

Therefore, an object of the present invention is to provide a ship performance analysis system and a ship performance analysis method capable of calculating the fuel consumption increase rate from the initial stage of the main engine.

In order to solve the above problems, the ship performance analysis system of the present invention includes a shaft output detector that detects the propulsion shaft output of a ship and a fuel consumption detector that detects the fuel consumption of at least one propulsion main engine. And, the fuel consumption detected by the fuel consumption detector is converted into a corrected fuel consumption amount that can be compared with the reference fuel curve that defines the relationship between the initial propulsion shaft output and the fuel consumption amount, and the shaft output. It is characterized by including a calculation device for calculating the fuel consumption increase rate from the fuel consumption on the reference fuel curve and the corrected fuel consumption in the propulsion shaft output detected by the detector.

According to the above configuration, the rate of increase in fuel consumption from the initial stage of the main engine can be calculated. Therefore, it is possible to plan when the maintenance of the main engine should be performed.

The arithmetic unit may predict a future change in the fuel consumption increase rate from the history of the fuel consumption increase rate. According to this configuration, it is possible to perform a trial calculation of future fuel consumption and fuel cost, a ship allocation plan, a fuel load capacity plan, and the like based on a future change in the fuel consumption increase rate.

The ship is an LNG carrier, and the arithmetic unit may calculate the heel amount during ballast voyage based on a future change in the fuel consumption increase rate. According to this configuration, the amount of heel required for ballast voyage can be calculated accurately. Therefore, when unloading the transported LNG, the LNG can be unloaded as much as possible by unloading the LNG so that the calculated amount of heel required for the next voyage remains.

The ship performance analysis system further includes a data logger that stores operation data of the ship, and the calculation device affects the fuel consumption of at least one main engine from the operation data stored in the data logger. Extract specific data, learn the correlation between the fuel consumption increase rate and the specific data, predict future changes in the specific data, and use the predicted future changes in the specific data. Based on this, the future change in the rate of increase in fuel consumption may be predicted. According to this configuration, it is possible to improve the accuracy of predicting the rate of increase in fuel consumption in the future.

The ship performance analysis system further includes a data logger that stores the operation data of the ship, and the calculation device learns the correlation between the route and the fuel consumption increase rate for each route in the operation data, and also Learn the correlation between the time and the fuel consumption increase rate for each period in the above flight data, and also learn the correlation between the same or similar route as the planned future voyage and the fuel consumption increase rate, and the future voyage. The future change of the fuel consumption increase rate may be predicted based on the correlation between the fuel consumption increase rate and the same or similar time as the scheduled time of. According to this configuration, it is possible to improve the accuracy of predicting the rate of increase in fuel consumption in the future.

The ship performance analysis system further includes an auxiliary fuel consumption detector that detects the fuel consumption of the auxiliary machine that drives the generator, and the arithmetic unit is detected by the auxiliary fuel consumption detector. The fuel consumption is converted into a corrected fuel consumption that can be compared with the reference fuel curve that defines the relationship between the initial power and the fuel consumption, and the fuel on the reference fuel curve in the power generated by the generator. The fuel consumption increase rate of the auxiliary machine may be calculated from the consumption amount and the corrected fuel consumption amount. With this configuration, it is possible to plan when maintenance of auxiliary equipment should be performed.

Further, the ship performance analysis method of the present invention initially sets the step of detecting the propulsion shaft output of the ship, the step of detecting the fuel consumption of at least one propulsion main engine, and the detected fuel consumption. The fuel consumption on the reference fuel curve and the corrected fuel at the detected propulsion shaft output are converted into the corrected fuel consumption that can be compared with the reference fuel curve that defines the relationship between the propulsion shaft output and the fuel consumption. It is characterized by including a step of calculating the fuel consumption increase rate from the consumption amount. According to this configuration, the same effect as that of the ship performance analysis system of the present invention can be obtained.

According to the present invention, the rate of increase in fuel consumption from the initial stage of the main engine can be calculated.

It is a schematic block diagram of the ship performance analysis system which concerns on one Embodiment of this invention. It is a schematic block diagram of an electric propulsion type ship. It is a schematic block diagram of a machine-propelled ship. It is a schematic block diagram of another mechanical propulsion type ship. It is a graph which shows the reference fuel curve of a main engine. It is a graph which shows the time-dependent change of the fuel consumption increase rate. It is a graph which shows the time-dependent change of the exhaust gas temperature. It is a graph which shows the time-dependent change of the supercharger efficiency. It is a graph which shows the future prediction of the exhaust gas temperature. It is a graph which shows the future forecast of the fuel consumption increase rate. It is a graph which shows the reference fuel curve of an auxiliary machine.

FIG. 1 shows a ship performance analysis system 1 according to an embodiment of the present invention. This ship performance analysis system 1 is for calculating the fuel consumption increase rate Rf from the initial stage of at least one propulsion main engine 41 mounted on the ship 10 (see FIGS. 2 to 4), and has a plurality of types. Includes a detector, arithmetic unit 2 and data logger 21.

The ship 10 may be an electric propulsion type as shown in FIG. 2 or a mechanical propulsion type as shown in FIGS. 3 and 4.

As shown in FIG. 2, the electric propulsion type ship 10 is equipped with a plurality of main engines 41 for both propulsion and power generation. The main engine 41 drives the generator 61, the electric power generated by the generator 61 is supplied to the motor 63 via the switchboard 62, and the propulsion shaft 52 is driven by the motor 63.

In the ship 10 shown in FIG. 2, the main engine 41 is a reciprocating engine that uses fuel gas and fuel oil as fuel. A supercharger 51 that pressurizes the air supply to the main engine 41 by using the exhaust gas from the main engine 41 is connected to the main engine 41. However, the fuel of the reciprocating engine, which is the main engine 41, may be either fuel gas or fuel oil. Alternatively, the main engine 41 may be a gas turbine engine that uses only fuel gas or fuel oil as fuel.

As shown in FIGS. 3 and 4, the mechanically propulsion type ship 10 is equipped with a main engine 41 for propulsion and an auxiliary engine 42 for power generation. The number of main engines 41 may be one or a plurality. Similarly, the number of auxiliary machines 42 may be one or a plurality. The main engine 41 drives the propulsion shaft 52, and the auxiliary engine 42 drives the generator 64.

In the ship 10 shown in FIG. 3, the main engine 41 is a reciprocating engine that uses fuel gas and fuel oil as fuel. A supercharger 51 that pressurizes the air supply to the main engine 41 by using the exhaust gas from the main engine 41 is connected to the main engine 41. However, the fuel of the reciprocating engine, which is the main engine 41, may be either fuel gas or fuel oil. Alternatively, the main engine 41 may be a gas turbine engine that uses only fuel gas or fuel oil as fuel.

In the ship 10 shown in FIG. 4, the main engine 41 is a combination of a boiler 43 that uses fuel gas and fuel oil as fuel, and a propulsion steam turbine 44 that drives the propulsion shaft 52. The steam generated by the boiler 43 is supplied not only to the steam turbine 44 for propulsion but also to the steam turbine 45 for power generation. The steam turbine 45 drives the generator 65. However, the fuel of the boiler 43, which is a part of the main engine 41, may be either fuel gas or fuel oil.

In the ship 10 shown in FIGS. 3 and 4, the auxiliary machine 42 is a reciprocating engine that uses fuel gas and fuel oil as fuel. However, the fuel of the reciprocating engine, which is the auxiliary machine 42, may be either fuel gas or fuel oil.

The ship 10 is provided with a shaft output detector 31, a fuel consumption detector 32, and the like as the above-mentioned plurality of types of detectors.

The shaft output detector 31 detects the propulsion shaft output of the ship 10. For example, the shaft output detector 31 may be a torque meter provided on the propulsion shaft 52. Alternatively, the shaft output detector 31 may be composed of a fuel consumption detector 32 and a calculation unit that calculates the propulsion shaft output from the fuel consumption Fo of the main engine 41 detected by the fuel consumption detector 32. Good.

The fuel consumption detector 32 detects the fuel consumption Fo of the main engine 41 as described above. In any of the ships 10 shown in FIGS. 2 to 4, the fuel consumption Fo is the sum of the consumption of fuel gas and the consumption of fuel oil.

For example, in the ship 10 shown in FIG. 2, the fuel consumption detector 32 is a flow meter 72 provided in a fuel gas supply line 71 that supplies fuel gas to each main engine 41, and fuel that supplies fuel oil to each main engine 41. It is composed of a flow meter 74 provided in the oil supply line 73 and a flow meter 76 provided in the fuel oil recovery line 75 for recovering unused fuel oil from each main engine 41. The fuel oil recovery line 75 is connected to the fuel oil supply line 73 on the upstream side of the pump (not shown), and the fuel oil circulates through the fuel oil supply line 73 and the fuel oil recovery line 75. That is, the amount of fuel oil consumed by each main engine 41 is a value obtained by subtracting the flow rate detected by the flow meter 76 from the flow rate detected by the flow meter 74. However, the fuel oil recovery line 75 may be omitted.

In the ship 10 shown in FIG. 3, similarly to the ship 10 shown in FIG. 2, the fuel consumption detector 32 goes to the flow meter 72 and the main engine 41 provided in the fuel gas supply line 71 for supplying the fuel gas to the main engine 41. It is composed of a flow meter 74 provided in the fuel oil supply line 73 for supplying fuel oil, and a flow meter 76 provided in the fuel oil recovery line 75 for recovering unused fuel oil from the main engine 41.

In the ship 10 shown in FIG. 4, the fuel consumption detector 32 is a flow meter 92 provided in the fuel gas supply line 91 for supplying fuel gas to the boiler 43, and a fuel oil supply line for supplying fuel oil to the boiler 43. It is composed of a flow meter 94 provided in 93.

The propulsion shaft output detected by the shaft output detector 31 and the fuel consumption Fo of the main engine 41 detected by the fuel consumption detector 32 are input to the arithmetic unit 2.

The arithmetic unit 2 is, for example, a computer having a memory such as a ROM or a RAM and a CPU, and a program stored in the ROM is executed by the CPU. The arithmetic unit 2 may be mounted on the ship 10 or may be provided on land equipment capable of satellite communication with the ship 10. When the arithmetic unit 2 is provided on land equipment, the program may be provided to the arithmetic unit 2 via the Internet or the like without being stored in the memory of the arithmetic unit 2. Alternatively, the arithmetic unit 2 may be composed of a ship-side arithmetic unit mounted on the ship 10 and a land-side arithmetic unit provided on the land equipment.

The arithmetic unit 2 calculates the current fuel consumption increase rate Rf of the main engine 41 and predicts a future change in the fuel consumption increase rate Rf. The method of calculating the fuel consumption increase rate Rf and the method of predicting future changes will be described in detail later. Further, when the main engine 41 is a reciprocating engine and the supercharger 51 is connected to the main engine 41, the arithmetic unit 2 also calculates the supercharger efficiency and the like.

The turbocharger efficiency indicates deterioration of fuel efficiency due to a decrease in the amount of air due to contamination of the turbocharger 51, and is based on the work amount (main engine output) and the exhaust gas temperature (heat amount) with respect to the input fuel amount (in / out). Calculated (based on the thermal method).

An input device 6 and a display device 7 are connected to the arithmetic unit 2. The input device 6 is composed of a keyboard or the like and receives input from the user. The display device 7 is, for example, a display, and displays the calculation result (history of fuel consumption increase rate Rf and future change) of the calculation device 2 on the screen.

The data logger 5 stores the operation data of the ship 10. The flight data stored in the data logger 5 includes not only the detection values of a plurality of types of detectors including the shaft output detector 31 and the fuel consumption detector 32 described above, the route and timing of the actual voyage, and the like. The above-mentioned supercharger efficiency calculated by the arithmetic unit 2 is also included.

Next, a method in which the arithmetic unit 2 calculates the current fuel consumption increase rate Rf of the main engine 41 will be described in detail. In the memory of the arithmetic unit 2, as shown in FIG. 5, a reference fuel curve C that defines the relationship between the initial propulsion shaft output of the main engine 41 and the fuel consumption is stored in advance.

The relationship between the initial propulsion shaft output and fuel consumption may be the relationship between the design propulsion shaft output and fuel consumption, may be based on the test results at the time of manufacture, or may be at sea. It may be based on the test run result.

First, the arithmetic unit 2 converts the fuel consumption Fo of the main engine 41 detected by the fuel consumption detector 32 into a corrected fuel consumption F1 that can be compared with the reference fuel curve C. It is desirable that the detected fuel consumption Fo be calibrated by the arithmetic unit 2 based on the error of the flow meter confirmed at the time of shipment.

Since the method of converting the fuel consumption Fo into the corrected fuel consumption F1 differs greatly depending on the configuration of the ship 10, the ship 10 shown in FIGS. 2 to 4 will be described below as an example.

(1) In the case of the ship 10 shown in FIG. 2, although not shown in FIG. 2, a water-cooled air cooler is generally provided between the supercharger 51 and the reciprocating engine which is the main engine 41. First, the arithmetic unit 2 corrects the fuel consumption Fo by comparing the inlet air temperature and inlet air pressure of the supercharger 51, the inlet water temperature of the air cooler, the fuel gas calorific value, the fuel oil calorific value, and the like with the standard state. Then, the reference fuel consumption Fk is calculated. The standard state is the state when the reference fuel curve C shown in FIG. 5 is derived.

For example, when the inlet air temperature of the supercharger 51 is higher than the standard temperature, when the inlet air pressure of the supercharger 51 is lower than the standard pressure, or when the inlet water temperature of the air cooler is higher than the standard temperature, The computing device 2 corrects so that the detected fuel consumption Fo is reduced. This is because when these conditions are satisfied, the volumetric flow rate of air to be introduced into the reciprocating engine, which is the main engine 41, increases, the efficiency of the supercharger 51 decreases, and the fuel consumption of the main engine 41 deteriorates. In other words, it is considered that less fuel was sufficient under standard conditions.

When the calorific value of the fuel gas or fuel oil is higher than the standard calorific value, the arithmetic unit 2 corrects the detected fuel consumption Fo to increase. This is because when this condition was satisfied, a little more fuel was required under standard conditions.

After calculating the reference fuel consumption Fk (corrected fuel consumption Fo), the arithmetic unit 2 calculates the fuel consumption Fe required for the power on the design ship and the fuel consumption Fd required for propulsion.

The fuel consumption Fe required for the design inboard electric power is calculated based on the total electric power Et, the design inboard electric power Ed, and the actual inboard electric power Er. For example, Fe can be calculated by the following formula.
Fe = Fk × (Er / Et) × (Ed / Er)
Since the above formula is also expressed as Fe = Fk × (Ed / Et), it is possible to calculate the fuel consumption Fe required for the design ship power from only the total power Et and the design ship power Ed. is there.

The fuel consumption Fd required for propulsion is calculated based on the total electric power Et and the propulsion load El. For example, Fd can be calculated by the following formula.
Fd = Fk × (El / Et)

Finally, the arithmetic unit 2 calculates the corrected fuel consumption F1 by adding Fe and Fd (F1 = Fe + Fd).

(2) In the case of the ship 10 shown in FIG. 3 As in the case of the ship 10 shown in FIG. 2, the arithmetic unit 2 calculates the reference fuel consumption Fk. In the case of the ship 10 shown in FIG. 3, this reference fuel consumption Fk is the corrected fuel consumption F1.

(3) In the case of the ship 10 shown in FIG. The fuel consumption Fo is corrected as compared with the standard state, and the corrected fuel consumption F1 is calculated. The standard state is the state when the reference fuel curve C shown in FIG. 5 is derived.

For example, when the calorific value of the fuel gas or the fuel oil is lower than the standard calorific value, the arithmetic unit 2 corrects the detected fuel consumption Fo to be small. Similarly, if the outlet steam pressure of the boiler 43 is lower than the standard pressure, the outlet temperature of the boiler 43 is lower than the standard temperature, or the pressure of the condenser is higher than the standard pressure, the arithmetic unit 2 , The detected fuel consumption Fo is corrected so as to be small.

The calculation device 2 converts the detected fuel consumption Fo into the corrected fuel consumption F1, and then corrects the fuel consumption Fs1 on the reference fuel curve C in the propulsion shaft output detected by the shaft output detector 31. The fuel consumption increase rate Rf is calculated from the fuel consumption F1. In the present embodiment, the fuel consumption increase rate Rf is calculated by the following formula.
Rf = (F1-Fs1) / Fs1 × 100
That is, the fuel consumption increase rate Rf is, in principle, a positive percentage with the initial fuel consumption set to zero. However, the fuel consumption increase rate Rf may be calculated by the following formula.
Rf = F1 / Fs1

After calculating the fuel consumption increase rate Rf, the arithmetic unit 2 determines the future of the fuel consumption increase rate Rf as shown by the broken line in FIG. 10 from the history of the fuel consumption increase rate Rf as shown in FIG. Predict change. First, the arithmetic unit 2 creates an approximate curve based on the history of the fuel consumption increase rate Rf from the past to the present. The least squares method may be used to create the approximate curve, or a Kalman filter may be used.

Then, the arithmetic unit 2 creates an extension line which is an extension of the created approximate curve. The extension line may be a straight line or a curved line. For example, when the approximate curve is a straight line, the extension line may be a straight line on the same line as the approximate curve. Alternatively, when the approximate curve is a curve, the extension line may be a tangent to the approximate curve at the current fuel consumption increase rate Rf.

In the present embodiment, the arithmetic unit 2 extracts specific data that affects the fuel consumption of the main engine 41 from the operation data stored in the data logger 21. Among the operation data, the data affecting the fuel consumption of the main engine 41 includes the exhaust gas temperature of the main engine 41 as shown in FIG. 7 and the supercharger efficiency as shown in FIG. 8 described above. The arithmetic unit 2 selects the data having the strongest influence among the data as specific data. For example, when the exhaust gas temperature has the strongest influence on the fuel consumption of the main engine 41, the arithmetic unit 2 correlates the fuel consumption increase rate Rf from the past to the present with the exhaust gas temperature (specific data). To learn.

After that, the arithmetic unit 2 predicts a future change in the exhaust gas temperature (specific data) as shown by the broken line in FIG. Finally, the arithmetic unit 2 predicts a future change in the fuel consumption increase rate Rf based on the predicted future change in the exhaust gas temperature.

As described above, in the ship performance analysis system 1 of the present embodiment, the fuel consumption increase rate Rf from the initial stage of the main engine 41 can be calculated. Therefore, it is possible to plan when the maintenance of the main engine 41 should be performed.

Further, in the present embodiment, a future change in the fuel consumption increase rate Rf is predicted, and based on this, future fuel consumption and fuel cost estimation, ship allocation plan, fuel load plan, etc. It can be performed.

For example, when the ship 10 is an LNG (Liquefied Natural Gas) carrier, the heel amount during ballast voyage may be calculated based on a future change in the fuel consumption increase rate Rf. For the calculation of this heel amount, sea weather data on the planned route of the ballast voyage is used, and a spray plan for cooling the cargo tank is taken into consideration. According to this configuration, the amount of heel required for ballast voyage can be calculated accurately. Therefore, when unloading the transported LNG, the LNG can be unloaded as much as possible by unloading the LNG so that the calculated amount of heel required for the next voyage remains.

Further, in the present embodiment, specific data affecting the fuel consumption of the main engine 41 is extracted from the operation data stored in the data logger 21, and the fuel consumption increase rate Rf is based on the future change of the specific data. Since the future change of the fuel consumption increase rate Rf is predicted, the future prediction accuracy of the fuel consumption increase rate Rf can be improved.

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

For example, in the case of the ship 10 shown in FIGS. 3 and 4, the arithmetic unit 2 may calculate not only the fuel consumption increase rate Rf of the main engine 41 but also the fuel consumption increase rate Rf'of the auxiliary engine 42. When calculating the fuel consumption increase rate Rf'of the auxiliary machine 42, the memory of the arithmetic unit 2 contains the reference fuel that defines the relationship between the initial power of the auxiliary machine 42 and the fuel consumption as shown in FIG. The curve C'is stored in advance.

The relationship between the initial power and the fuel consumption may be the relationship between the design power and the fuel consumption, or may be based on the test result at the time of manufacture.

First, the fuel consumption Fo'of the auxiliary machine 42 is detected by the auxiliary fuel consumption amount detector. The auxiliary fuel consumption detector is a flow meter 82 provided in the fuel gas supply line 81 for supplying fuel gas to the auxiliary machine 42, and a flow rate provided in the fuel oil supply line 83 for supplying fuel oil to the auxiliary machine 42. It is composed of a total of 84 and a flow meter 86 provided in the fuel oil recovery line 85 for recovering unused fuel oil from the auxiliary machine 42. The fuel oil recovery line 85 is connected to the fuel oil supply line 83 on the upstream side of the pump (not shown), and the fuel oil circulates through the fuel oil supply line 83 and the fuel oil recovery line 85. However, the fuel oil recovery line 85 may be omitted.

Then, the arithmetic unit 2 converts the fuel consumption Fo'of the auxiliary machine 42 detected by the auxiliary fuel consumption detector into the corrected fuel consumption F2 that can be compared with the reference fuel curve C'. It is desirable that the detected fuel consumption Fo'be calibrated by the arithmetic unit 2 based on the error of the flow meter confirmed at the time of shipment.

As a method of converting the fuel consumption Fo'to the corrected fuel consumption F2, when the supercharger 51 is also connected to the auxiliary machine 42, the computing device 2 first, like the main engine 41, first uses the supercharger 51. The fuel consumption Fo'of the auxiliary machine 42 is corrected by comparing the inlet air temperature and the inlet air pressure of the air cooler, the inlet water temperature of the air cooler, the fuel gas calorific value, the fuel oil calorific value, etc. with the standard state, and the auxiliary machine 42 Reference Fuel consumption Fk'is calculated. After that, the arithmetic unit 2 calculates the fuel consumption Fe'required for the design ship power based on the total power Et'and the design ship power Ed'(Fe'= Fk' × (Ed' / Et')). .. The fuel consumption Fe'required for the design ship power is the corrected fuel consumption F2.

After converting the fuel consumption Fo'to the corrected fuel consumption F2, the arithmetic unit 2 determines the fuel consumption Fs2 on the reference fuel curve C'and the corrected fuel consumption F2 in the power generated by the generator 64. Therefore, the fuel consumption increase rate Rf'is calculated by the following formula. The electric power generated by the generator 64 is detected by the wattmeter shown in the figure.
Rf'= (F2-Fs2) / Fs2 × 100

By calculating the fuel consumption increase rate Rf'from the initial stage of the auxiliary machine 42 in this way, it is possible to plan when the maintenance of the auxiliary machine 42 should be performed.

Further, in order to improve the future prediction accuracy of the fuel consumption increase rate Rf of the main engine 41, the arithmetic unit 2 may perform the following processing.

First, the arithmetic unit 2 learns the correlation between the route and the fuel consumption increase rate Rf for each route based on the operation data stored in the data logger 21, and also sets the timing and the fuel consumption increase rate Rf for each period. Learn the correlation of. For example, the rate of change in the fuel consumption increase rate Rf differs between a route that is greatly affected by the westerlies and a route that is not so affected by the westerlies. The rate of increase in fuel consumption Rf may vary depending on the time of year. The time period may be, for example, seasonal or monthly.

Then, the arithmetic unit 2 has a correlation between a route that is the same as or similar to the scheduled route for the future voyage and the fuel consumption increase rate Rf, and a time that is the same as or similar to the scheduled time for the future voyage and the fuel consumption increase rate Rf. Based on the correlation with, the future change of the fuel consumption increase rate Rf is predicted.

1 Ship Performance Analysis System 10 Ship 2 Arithmetic Logic Unit 21 Data Logger 31 Axis Output Detector 32 Fuel Consumption Detector 41 Main Engine

Claims (7)

Axle output detector that detects the propulsion shaft output of a ship,
A fuel consumption detector that detects the fuel consumption of at least one propulsion main engine,
The fuel consumption detected by the fuel consumption detector is converted into a corrected fuel consumption that can be compared with the reference fuel curve that defines the relationship between the initial propulsion shaft output and the fuel consumption, and the shaft output detector is used. A calculation device that calculates the fuel consumption increase rate from the fuel consumption on the reference fuel curve and the corrected fuel consumption in the propulsion shaft output detected in
A ship performance analysis system equipped with. The ship performance analysis system according to claim 1, wherein the arithmetic unit predicts a future change in the fuel consumption increase rate from the history of the fuel consumption increase rate. The ship is an LNG carrier and
The ship performance analysis system according to claim 2, wherein the arithmetic unit calculates a heel amount during ballast voyage based on a future change in the fuel consumption increase rate. Further equipped with a data logger that stores the operation data of the ship,
The arithmetic unit extracts specific data that affects the fuel consumption of at least one main engine from the operation data stored in the data logger, and learns the correlation between the fuel consumption increase rate and the specific data. And then
The second or third claim, wherein the future change of the specific data is predicted, and the future change of the fuel consumption increase rate is predicted based on the predicted future change of the specific data. Ship performance analysis system. Further equipped with a data logger that stores the operation data of the ship,
The arithmetic unit learns the correlation between the route and the fuel consumption increase rate for each route in the flight data, and also learns the correlation between the time and the fuel consumption increase rate for each period in the flight data. And,
Based on the correlation between the fuel consumption increase rate and the same or similar route as the planned future voyage, and the correlation between the fuel consumption increase rate and the same or similar time as the planned future voyage. The ship performance analysis system according to any one of claims 2 to 4, which predicts a future change in the fuel consumption increase rate. It is further equipped with an auxiliary fuel consumption detector that detects the fuel consumption of the auxiliary machine that drives the generator.
The computing device converts the fuel consumption detected by the auxiliary fuel consumption detector into a corrected fuel consumption that can be compared with a reference fuel curve that defines the relationship between the initial power and the fuel consumption. Any one of claims 1 to 5, which calculates the fuel consumption increase rate of the auxiliary machine from the fuel consumption on the reference fuel curve and the corrected fuel consumption in the electric power generated by the generator. The ship performance analysis system described in. The process of detecting the propulsion shaft output of a ship and
The process of detecting the fuel consumption of at least one propulsion main engine,
The detected fuel consumption is converted into a corrected fuel consumption that can be compared with a reference fuel curve that defines the relationship between the initial propulsion shaft output and the fuel consumption, and the reference in the detected propulsion shaft output. The process of calculating the fuel consumption increase rate from the fuel consumption on the fuel curve and the corrected fuel consumption, and
Ship performance analysis method including.

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