WO2017072896A1

WO2017072896A1 - Flow rate calculation device, flow rate calculation method, program, and recording medium

Info

Publication number: WO2017072896A1
Application number: PCT/JP2015/080480
Authority: WO
Inventors: 将行別府; 領角田; 吾朗島原
Original assignee: 日本郵船株式会社
Priority date: 2015-10-29
Filing date: 2015-10-29
Publication date: 2017-05-04
Also published as: JP6167249B1; JPWO2017072896A1

Abstract

Provided is a configuration for specifying the net fuel consumption of a prime mover in cases when a filter is cleaned with a strainer. A computer device (500) calculates the flow rate of the fuel flowing through a fuel supply passage (400) from a fuel tank (300) provided on a ship (1) to a prime mover (200) that generates the power for propelling the ship (1). A flow rate meter (410) provided to the fuel supply passage (400) measures the flow rate of the fuel upstream from a strainer (420) that cleans (such as backwashing) a filter (424) using the fuel flowing through the fuel supply passage (400). The computer device (500) obtains time-series data of the fuel flow rate measured by the flow rate meter (410), and also obtains time-series data of the rotational speed of a propeller (620) as parameters correlated with the fuel consumption of the ship (1). Furthermore, the computer device (500) performs the corrections by subtracting the fuel flow rate increased by the cleaning of the filter (424) performed by the strainer (420) from the fuel flow rate shown by the obtained time-series data of the fuel flow rate on the basis of the obtained time-series data of the propeller rotational speed.

Description

Flow rate calculation device, flow rate calculation method, program, and recording medium

The present invention relates to a technique for specifying the fuel consumption of a marine motor.

In a ship, a flow meter is usually provided in a fuel supply path from a fuel tank to a motor of the ship to measure the fuel consumption of the ship. Ship operation managers and the like have a need to know the exact fuel consumption by reducing the error included in the flow meter measurement.
As a patent document disclosing a technique for reducing an error of a measurement value, for example, there is Patent Document 1. Patent Document 1 describes that a smoothing process is performed on the measurement value in order to remove the influence of disturbance such as atmospheric pressure fluctuation included in the measurement value of the gas meter.

Japanese Patent No. 36552485

A fuel supply path in a ship is usually provided with a strainer having a filter for removing foreign matters contained in the fuel. Some strainers have a function of cleaning the filter by intentionally generating a fuel flow (for example, a backwashing function). This cleaning removes foreign matter trapped in the filter and reduces clogging of the filter. If a flow meter is provided upstream of such a strainer, the fuel used for cleaning and discharged to the drain tank is not consumed by the prime mover, but the flow rate is measured by the flow meter. For this reason, a state in which the measured value of the flow meter does not indicate the net fuel consumption occurs with the cleaning of the filter.
Therefore, an object of the present invention is to provide a technique for specifying the net fuel consumption of a prime mover when a strainer is used to wash a filter.

In order to achieve the above object, the present invention relates to a flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, the fuel flowing through the fuel supply path. A flow rate acquisition means for acquiring fuel flow time series data measured upstream of a strainer that performs filter cleaning using a filter, and a parameter for acquiring time series data of parameters correlated with the fuel consumption of the ship Provided is a flow rate calculation apparatus comprising: an acquisition unit; and a correction unit that corrects a flow rate indicated by the time series data of the flow rate or a flow rate of fuel specified from the time series data based on the time series data of the parameter.

In the above-described flow rate calculation apparatus, a configuration in which the parameter is a parameter correlated with the propulsive force of the ship may be employed.

In the above-described flow rate calculation apparatus, the parameters include the number of revolutions of a propeller for propelling the ship, the horsepower of the ship, the ship speed of the ship, the in-cylinder pressure of the internal combustion engine included in the prime mover, and the internal combustion engine A configuration in which at least one of the number of rotations of the supercharger that supplies air and a parameter calculated from at least one of them is included may be employed.

Further, in the above-described flow rate calculation device, the correction unit identifies and specifies the measured fuel flow rate increased with the cleaning based on the fuel flow rate measured while the ship is anchored. A configuration in which the correction is performed based on the flow rate may be employed.

Further, in the flow rate calculation apparatus described above, the correction unit specifies the measured fuel flow rate increased with the cleaning based on the parameter, and performs the correction based on the specified flow rate. A configuration may be employed.

The present invention also relates to a flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, and the filter is formed using the fuel flowing through the fuel supply path. Obtaining time-series data of fuel flow rate measured upstream of the strainer performing cleaning, obtaining time-series data of parameters correlated with the fuel consumption of the ship, and time-series data of the parameters And a step of correcting the flow rate indicated by the time-series data of the flow rate or the flow rate of the fuel specified from the time-series data based on the data.

Further, the present invention uses a flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, and the fuel flowing through the fuel supply path. Obtaining the time-series data of the flow rate of the fuel measured upstream of the strainer for cleaning the filter, obtaining the time-series data of the parameters correlated with the fuel consumption of the ship, and the parameters And a step of correcting the flow rate indicated by the time-series data of the flow rate or the flow rate of the fuel specified from the time-series data is provided.

The present invention is also directed to a computer, a flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, and flowing through the fuel supply path. Obtaining time-series data of fuel flow rate measured upstream of a strainer that cleans the filter using fuel, and obtaining time-series data of parameters correlated with the fuel consumption of the ship; A computer that continuously records a program for executing the step of correcting the flow rate indicated by the time-series data of the flow rate or the flow rate of the fuel specified from the time-series data based on the time-series data of the parameters A readable recording medium is provided.

According to the present invention, it is possible to provide a technique for specifying the net fuel consumption of the prime mover when the filter is washed by the strainer.

The schematic diagram of the ship which concerns on one Embodiment of this invention. The figure which shows the structure of the fuel supply path | route of the ship which concerns on the embodiment. The schematic cross section which shows the structure of the strainer which concerns on the same embodiment. The figure which shows the structure of the internal combustion engine and supercharger which concern on the same embodiment. 2 is an exemplary block diagram showing the configuration of a computer apparatus according to the embodiment. FIG. The figure which shows the structural example of the table which concerns on the same embodiment. The graph which shows an example of the time series data of the fuel flow volume and propeller rotation speed in a certain navigation of the ship which concerns on the embodiment. The flowchart which shows the estimation process of the flow volume of the fuel which increases with one backwashing which the computer apparatus which concerns on the same embodiment performs. The graph which shows an example of the time series data of the fuel flow rate at the time of anchoring of the ship which concerns on the embodiment. The flowchart which shows the flow volume calculation process of the fuel which the computer apparatus concerning the embodiment performs. Explanatory drawing of the specific method of the completion | finish time of the backwashing which the computer apparatus which concerns on the same embodiment performs. Explanatory drawing of the specific method of the completion | finish time of the backwashing which the computer apparatus which concerns on the same embodiment performs. Explanatory drawing of an example of the correction process of the fuel flow volume which the computer apparatus which concerns on the same embodiment performs. Explanatory drawing of an example of the correction process of the fuel flow volume which the computer apparatus which concerns on the same embodiment performs. The graph which shows the time series data of the fuel flow volume which the computer apparatus which concerns on the same embodiment calculates. FIG. 9 is another explanatory diagram of fuel flow rate correction processing performed by the computer device according to the embodiment.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In each of the drawings referred to in the following description, the scale may be different from the actual size so that each member, each region, and the like can be recognized.
FIG. 1 is a schematic view of a ship according to an embodiment of the present invention.
The ship 1 is, for example, a container ship, and includes a hull 100 that is a main body of the ship 1, a prime mover 200, a fuel tank 300, a fuel supply path 400, a computer device 500, a propulsion device 600, and a ship speedometer 700. Prepare.
The prime mover 200 generates power for the ship 1 to propel using the fuel stored in the fuel tank 300 as a power source. The fuel tank 300 stores liquid fuel (for example, heavy oil). The fuel supply path 400 is a fuel supply path provided between the fuel tank 300 and the prime mover 200.

The propulsion device 600 generates the propulsive force of the ship 1 using the power generated by the prime mover 200. Specifically, the propulsion device 600 includes a propulsion shaft (propeller shaft) 610, a propeller 620 connected to the propulsion shaft 610, and a tachometer 630. A general ship often does not have a shaft horsepower meter. In FIG. 1 and FIG. 5 to be described later, the shaft horsepower meter 640 is shown by a broken line in the sense that either the case where the shaft horsepower meter 640 is mounted on the ship 1 or the case where it is not mounted can be present. ing. In the propulsion device 600, the propeller 620 provided on the stern side rotates as the propulsion shaft 610 rotates by the power generated by the prime mover 200. The tachometer 630 is provided on the propulsion shaft 610, sequentially measures the number of revolutions of the propeller 620 per unit time (hereinafter referred to as “propeller revolution number”), and outputs time series data of the propeller revolution number to the computer device 500. To do. The shaft horsepower meter 640 is provided on the propulsion shaft 610, sequentially measures the torque of the propulsion shaft 610, and outputs time series data of the shaft horsepower of the ship 1 calculated from this torque to the computer device 500.

The computer device 500 is a computer device arranged in a residential area 501 for sailors to work. The computer device 500 functions as a data logger that aggregates data from the tachometer 630, the shaft horsepower meter 640, the ship speedometer 700, and the motor 200 and various instruments provided in the fuel supply path 400.

The ship speedometer 700 sequentially measures the ship speed of the ship 1. The boat speedometer 700 includes, for example, a watercraft speedometer that measures the speed of the watercraft and a waterspeedometer that measures the speed of the groundwater. In the present embodiment, the ship speed against water and the ship speed against ground are collectively referred to as “ship speed” without any particular distinction. The anti-ship speedometer is, for example, an acoustic speedometer, but the method is not limited to the acoustic type. The ground speedometer measures the speed of the ground ship using a satellite positioning system such as GPS (Global Positioning System), but the method is not limited to the method using the satellite positioning system.

FIG. 2 is a diagram showing the configuration of the fuel supply path 400. The fuel supply path 400 includes a flow meter 410 and two strainers 420 in the fuel flow path. The broken-line arrows shown in FIG. 2 mean the direction in which the fuel flows. In the present embodiment, a case where two strainers 420 are arranged in series in the fuel supply path 400 will be described. However, the number of the strainers 420 arranged may be one or three or more. Further, when a plurality of strainers 420 are arranged in the fuel supply path 400, all of the strainers 420 do not necessarily have a function of performing backwashing, and only a part of the strainers 420 perform functions of backwashing. You may have.

The flow meter 410 sequentially measures the flow rate of the fuel that has flowed out of the fuel tank 300, and outputs measured value data to the computer device 500. In the computer device 500 (a control unit 510 described later), the flow rate of fuel flowing through the fuel supply path 400 per unit time (hereinafter referred to as “fuel flow rate”) is based on the flow rate of fuel measured by the flow meter 410. Calculated. In FIG. 2, the fuel flow rate flowing through the position measured by the flow meter 410 is represented as “C1”.

The fuel supply path 400 includes a closed circuit CB for circulating fuel via the two strainers 420 and the prime mover 200 on the downstream side of the flow meter 410. The total fuel flow rate of the fuel flowing into the strainer 420 arranged on the upstream side is expressed as C1 + C4. “C4” represents the fuel flow rate of the fuel that circulates in the closed circuit CB and returned to the upstream side of the strainer 420 and the downstream side of the flow meter 410. The strainer 420 has a function of scavenging foreign matter in the fuel by the filter 424 and cleaning the filter 424 by generating a fuel flow in the fuel supply path 400. As a cleaning method performed by the strainer 420, for example, there is backwashing in which a fuel flow is generated from the downstream side to the upstream side of the fuel supply path 400. By cleaning the filter 424, foreign matter captured by the filter 424 is pushed away and discharged to a drain tank (not shown), so that clogging of the filter 424 is reduced.

FIG. 3 is a schematic cross-sectional view illustrating a configuration of a strainer 420 having a function of performing backwashing. The dashed arrow shown in FIG. 3 means the direction in which the fuel flows.
The strainer 420 includes a cylindrical strainer body 420A, a lid 421 that covers an upper portion of the strainer body 420A, a bottom plate 422 of the strainer body 420A, a filter base 423 of the strainer body 420A, and a plurality of filters 424 of the strainer body 420A. Is provided. Each of the plurality of filters 424 is formed in a cylindrical shape with a mesh-like member, and is fixed by a lid 421 and a filter base 423. Each of the plurality of filters 424 is arranged such that the inner space thereof communicates with a hole 4231 formed in the filter base 423. A plurality of holes 4231 are formed according to the arrangement of the plurality of filters 424, but the position and number thereof are not particularly limited. An inflow port 425 into which fuel flowing from the upstream side flows is formed below the filter base 423. The fuel that has flowed into the strainer main body 420 </ b> A from the inflow port 425 flows into the filter 424 (primary side) through the hole 4231. The filter 424 performs a filter process for capturing foreign matter in the fuel that has flowed inward. The fuel after this filter processing is performed flows to the outside (secondary side) of the filter 424 and flows out to the downstream side of the strainer 420 through the outlet 426.

The strainer 420 further includes a backwash mechanism 427 that backwashes the plurality of filters 424 and a drive shaft 428 that rotates the backwash mechanism 427. The backwashing mechanism 427 is a mechanism (washing mechanism) that backwashes the plurality of filters 424. The backwashing tube 4271 rotated by the drive shaft 428, the backwashing tube base 4272 that supports the backwashing tube 4271, and the backwashing. An arm 4273 that is fixed to the tube 4271 and rotates together with the backwash tube 4271; a sliding portion 4274 that is provided on the upper side of the arm 4273 and that rotates in close contact with the lower surface of the filter base 423; And a backwash nozzle 4275 for discharging to the tank. The tip of the backwash nozzle 4275 is connected to the valve 429. The valve 429 is opened during backwashing, and the valve 429 is closed except during backwashing. The drive shaft 428 transmits the rotational force to the backwash mechanism 427.

When backwashing is performed by the strainer 420, the backwash pipe 4271 and the arm 4273 are rotated by the rotation of the drive shaft 428, and the plurality of filters 424 are sequentially connected to the backwash pipe 4271 and the arm 4273 through the holes 4231. The The fuel from the inflow port 425 does not flow into the filter 424 and is subject to backwashing. When the backwashing of the filter 424 is performed, the valve 429 is in an open state, so that a differential pressure between the inside and outside of the filter 424 is generated, and the fuel in the strainer body 420A flows into the inside from the outside of the filter 424. The fuel that has flowed in is washed away to remove foreign matter adhering to the inside of the filter 424, and is discharged to the drain tank via the arm 4273, the backwash pipe 4271, and the backwash nozzle 4275.

The strainer 420 having the above configuration performs this backwashing, for example, periodically or at a timing corresponding to the fuel pressure difference (differential pressure) between the upstream and downstream of the filter. In the latter case, the strainer 420 measures the differential pressure, and performs backwashing when the differential pressure exceeds a threshold value due to clogging of the filter. “C5” and “C6” shown in FIG. 2 represent the fuel flow rate of the fuel flowing from each of the two strainers 420 to the drain tank.

Returning to FIG. 2, the fuel that has passed through each of the strainers 420 merges, and is then supplied to the downstream flow path. The fuel flow rate of the merged fuel is “C2”. The fuel with the fuel flow rate “C3” that is a part of the combined fuel is supplied to the prime mover 200, and the remaining fuel with the fuel flow rate “C4” is upstream of the strainer 420 and on the flow meter 410. Returned downstream. The fuel flow rate “C3” varies depending on the amount of fuel consumed by the prime mover 200.

FIG. 4 is a diagram showing the configuration of the prime mover 200. The dashed arrows in FIG. 4 mean gas flow. As shown in FIG. 4, the prime mover 200 includes an internal combustion engine 210, a supercharger (also referred to as a turbocharger) 220, an air cooler 221, a scavenging manifold 222, and an exhaust manifold 223.
The internal combustion engine 210 is a diesel engine, for example, and includes a cylinder 211. Although only one cylinder 211 is shown in FIG. 1, a plurality of cylinders 211 may be provided. The cylinder 211 sucks in the pressurized gas supplied from the supercharger 220 through a scavenging port (not shown), generates an air-fuel mixture with the fuel supplied from the fuel supply path 400 in the combustion chamber 213, and Burn the mixture. A cylindrical piston 212 is provided inside the cylinder 211. When the air-fuel mixture burns in the combustion chamber 213, heat energy is converted into kinetic energy, and the piston 212 reciprocates along the axial direction inside the cylinder 211. The piston 212 is connected to a crankshaft (not shown) in the cylinder 211. The propulsion shaft 610 described with reference to FIG. 1 is rotated by being directly or indirectly connected to the crankshaft.

The supercharger 220 includes a blower 2201 and a turbine 2202, and the blower 2201 and the turbine 2202 are connected via a rotating shaft 2203. The supercharger 220 supplies pressurized gas to the combustion chamber 213 and is driven by exhaust gas from the combustion chamber 213. The supercharger rotational speed sensor 250 is provided, for example, on the rotary shaft 2203, and sequentially measures the rotational speed of the supercharger 220 (rotary shaft 2203) (hereinafter referred to as “supercharger rotational speed”). The time-series data of the rotational speed is output to the computer device 500.

The air cooler 221 cools the air that has been pressurized by the blower 2201 of the supercharger 220 and has risen in temperature with a cooling medium. The scavenging manifold 222 temporarily stores the cooled pressurized gas, and then sends the pressurized gas into the combustion chamber 213 through the scavenging port. The exhaust manifold 223 temporarily stores the exhaust gas generated by the combustion in the combustion chamber 213 and then supplies the exhaust gas to the turbine 2202 of the supercharger 220.

An in-cylinder pressure sensor 230 is disposed in the combustion chamber 213. A general ship often does not have an in-cylinder pressure sensor. 4 and 5, the in-cylinder pressure sensor 230 is indicated by a broken line in the sense that either the case where the in-cylinder pressure sensor 230 is mounted on the ship 1 or the case where the in-cylinder pressure sensor 230 is not mounted can be present. The in-cylinder pressure sensor 230 sequentially measures the pressure in the combustion chamber 213, that is, the in-cylinder pressure, and outputs time-series data of the in-cylinder pressure to the computer device 500. The in-cylinder pressure time-series data is data in which in-cylinder pressures measured at each of a plurality of time points are arranged in order of measurement date and time. The scavenging pressure sensor 240 is disposed, for example, in a conduction pipe that connects the scavenging manifold 222 and the internal combustion engine 210, and sequentially measures the scavenging pressure of the pressurized gas sent from the supercharger 220 to the internal combustion engine 210. The series data is output to the computer device 500. The time-series data of scavenging air pressure is data in which scavenging air pressures measured at each of a plurality of time points are arranged in order of measurement date and time.

1, 2, 4, each instrument of the tachometer 630, the shaft horsepower meter 640, the ship speedometer 700, the flow meter 410, the in-cylinder pressure sensor 230, the scavenging air pressure sensor 240, and the supercharger rotation speed sensor 250. Outputs the time-series data of the measurement values to the computer device 500 in a format that can specify the measurement date and time. In the present embodiment, each of these meters sequentially outputs measurement value data (for example, in real time). However, these instruments may include an instrument that accumulates measurement value data obtained by measurement during a predetermined period and outputs the data to the computer apparatus 500 at a predetermined timing.

FIG. 5 is a block diagram illustrating a configuration of the computer apparatus 500. As illustrated in FIG. 5, the computer device 500 includes a control unit 510, a storage unit 520, a display unit 530, a communication unit 540, an operation unit 550, and an interface 560 as hardware configurations.
The control unit 510 is a processor having a central processing unit (CPU), a read only memory (ROM), and a random access memory (RAM) as an arithmetic processing unit. The CPU controls each unit of the computer device 500 by reading out the program stored in the ROM or the storage unit 520 to the RAM and executing the program. For example, the control unit 510 calculates the fuel flow rate based on the fuel flow rate measured by the flow meter 410. The time-series data of the fuel flow rate is data in which the fuel flow rates measured at each of a plurality of time points are arranged in order of measurement date and time. The storage unit 520 is a hard disk device, for example, and stores a program for operating the computer device 500 and a table T. As shown in FIG. 6, the table T includes time series data of the measured fuel flow rate, propeller rotational speed, in-cylinder pressure, scavenging air pressure, ship speed, turbocharger rotational speed, and shaft horsepower for the measurement date and time, respectively. It is a table stored in association with each other. The shaft horsepower and the in-cylinder pressure are recorded on the table T when the shaft horsepower meter 640 is mounted on the ship 1.
The display unit 530 is a liquid crystal display, for example, and displays various types of information. The communication unit 540 includes, for example, a communication circuit and an antenna for communicating with a network, and communicates with a computer device installed on land via the network. The operation unit 550 includes, for example, a keyboard and a mouse, and receives an operation performed by an operator (here, a sailor). The interface 560 receives data input from each instrument mounted on the ship 1.

The computer device 500 functions as a flow rate calculation device that calculates the fuel flow rate in the fuel supply path 400. As a function related to the calculation of the fuel flow rate, the control unit 510 realizes functions corresponding to the flow rate acquisition unit 511, the parameter acquisition unit 512, the correction unit 513, and the processing unit 514.
The flow rate acquisition unit 511 is a unit that acquires time series data of the fuel flow rate measured by the flow meter 410 via the interface 560. The flow rate acquisition unit 511 records the acquired fuel flow time series data in the table T, and acquires the fuel flow time series data recorded in the table T.

The parameter acquisition means 512 is means for acquiring time-series data of parameters correlated with the fuel consumption of the ship 1 via the interface 560. The parameter acquisition unit 512 records the time series data of the acquired parameters in the table T, and acquires the time series data of the parameters recorded in the table T. The parameters that correlate with the fuel consumption include parameters that correlate with the propulsive force of the ship 1. Specifically, the propeller rotation speed, the horsepower of the ship 1, the ship speed, the in-cylinder pressure of the prime mover 200, and the supercharger rotation speed including.

The correction unit 513 is a unit that corrects the time series data of the fuel flow rate acquired by the flow rate acquisition unit 511 based on the time series data of the parameters acquired by the parameter acquisition unit 512. The correction means 513 corrects the direction in which the flow rate is subtracted from the flow rate indicated by the time series data, more specifically, increases the flow rate of fuel accompanying the cleaning of the filter 424 in the strainer 420 (backwashing in this embodiment). Perform correction to reduce the effect of.

The processing unit 514 is a unit that performs a predetermined process based on the time-series data of the fuel flow rate corrected by the correcting unit 513. This process includes a process of calculating the fuel consumption of the ship 1 based on a value obtained by time-integrating the fuel flow rate of unit time indicated by the time series data of the corrected fuel flow rate. By using the fuel flow rate after the correction by the correction unit 513, the fuel consumption amount closer to the net fuel consumption amount of the prime mover 200 is calculated.

FIG. 7 is a graph showing an example of time-series data of the fuel flow rate measured by the flow meter 410 and time-series data of the propeller rotation speed measured by the tachometer 630 in a certain navigation performed by the ship 1. is there. In the graph of FIG. 7, the horizontal axis represents time (× 10 [s] (seconds)), and the vertical axis represents the fuel flow rate per unit time or the propeller rotational speed. In this graph, the unit of the fuel flow rate is [l / min] (liter amount per minute), and the unit of the propeller rotational speed is [rpm] (rotational speed per minute). In the graph of FIG. 7, the scale of the vertical axis related to the fuel flow rate and the scale of the vertical axis related to the propeller rotational speed are substantially the same in length as the change in the propeller rotational speed and the change in the fuel flow rate accompanying the change in the propeller rotational speed. It has been adjusted to be. As shown in FIG. 7, the fuel flow rate increases and decreases in conjunction with the increase and decrease of the propeller rotational speed.

Focusing on the graph of the fuel flow rate, it can be seen that a steep change in the increasing direction of the fuel flow rate appears multiple times. One of the causes of this steep change is backwashing in the strainer 420. The fuel that flows back in the backwashing is discharged into the drain tank without being put into the prime mover 200. Since the prime mover 200 must be supplied with fuel corresponding to the output, the flow rate of the fuel flowing out from the fuel tank 300 is used for backwashing and discharged to the drain tank when backwashing is performed. Only the flow rate increases temporarily. Specifically, since the pressure of each part in the closed circuit CB is maintained at a predetermined pressure, when a part of the fuel flows into the drain tank by backwashing, the upstream side of the closed circuit CB (the fuel tank 300 ) To the closed circuit CB, the flow meter 410 measures a sudden increase in the fuel flow rate. For example, the fuel flow rate measured by the flow meter 410 increases by an amount corresponding to the fuel flow rate “C5” or “C6”.

However, a similar change in the fuel flow rate may appear due to a temporary increase in fuel consumption due to a change in the propulsive force of the ship 1. For example, when a ship piers or leaves a berth, the ship may stop and move forward from a state in which the ship has moved backward. At this time, it is necessary to rapidly increase the propulsive force in the forward direction of the ship, the output of the prime mover 200 is increased, and the fuel consumption temporarily increases. As a result, the fuel flow rate measured by the flow meter 410 increases sharply.
Therefore, it is difficult to accurately determine whether or not the cause of the rapid change in the fuel flow rate is the backwashing performed by the strainer based only on the time series data of the fuel flow rate. Further, the output of the prime mover 200 may be increased while backwashing is performed.

Therefore, the computer device 500 refers to the time-series data of the propeller rotational speed, and identifies the steep change indicated by the fuel flow time-series data that is caused by backwashing. Note that the propeller rotational speed has a correlation with the propulsive force of the ship 1 and is therefore a parameter having a correlation with the fuel flow rate.
In FIG. 7, among the steep changes appearing in the fuel flow rate, those surrounded by a solid line circle appear during a period in which the propeller rotational speed is stable at a substantially constant value. Accordingly, it is presumed that the steep change in the fuel flow rate surrounded by the solid line circle is caused only by the backwashing in the strainer 420. On the other hand, among the steep changes appearing in the fuel flow rate, the one surrounded by a broken-line circle appears near the timing when the propeller rotational speed increases. Therefore, it is presumed that the steep change in the fuel flow rate surrounded by the one-dot chain line circle is caused by both the backwashing and the increase in the propulsive force of the ship 1, or only by the increase in the propulsive force of the ship 1.

In FIG. 7, the steep change in the fuel flow rate surrounded by the dot-and-dash line circle is caused by both the backwashing and the increase in the propulsive force of the ship 1, or only due to the increase in the propulsive force of the ship 1. In order to determine whether or not, the computer apparatus 500 estimates the fuel flow rate that increases with backwashing by the strainer 420 based on the fuel flow rate measured while the ship 1 is anchored. The propeller rotation speed can be regarded as zero during the period when the ship 1 is anchored. The computer device 500 compares the amount of increase in the fuel flow rate in the portion surrounded by the dot-and-dash line circle with the estimated fuel flow rate that increases due to the backwashing. It is determined whether backwashing is included in the cause of the steep change.
When the computer device 500 identifies the steep change indicated by the fuel flow time series data as described above, the fuel that increases with back washing from the fuel flow indicated by the fuel flow time series data. The fuel consumption amount of the ship 1 is calculated by reducing the flow rate. Hereinafter, a specific example of the processing of the computer device 500 described above will be described.

<A: Estimating the flow rate of fuel that increases with backwash>
FIG. 8 is a flowchart illustrating a process for estimating the flow rate of the fuel that increases with backwashing, which is performed by the computer device 500.
First, the control unit 510 of the computer device 500 determines whether or not the ship 1 is anchored (step S1). The control unit 510 acquires time-series data of the propeller rotation speed from the tachometer 630 via the interface 560, and determines that the ship 1 is anchored when the propeller rotation speed is zero. Control unit 510 may determine whether or not ship 1 is anchored based on information other than the propeller rotation speed. For example, the control unit 510 may determine whether or not the ship 1 is anchored based on the ship speed measurement data measured by the ship speedometer 700, or the ship operator may operate the operation unit 550. You may perform based on the content of operation performed using.
When it determines with "YES" at step S1, the control part 510 acquires the time series data of the fuel flow rate measured while the ship 1 was anchored from the flowmeter 410 (step S2).

FIG. 9 is a graph showing an example of time-series data of the fuel flow rate acquired while the ship 1 is anchored. In the graph of FIG. 9, the horizontal axis represents time, and the vertical axis represents the fuel flow rate per unit time. The propeller rotation speed is set to zero during the period shown in this graph. In the graph shown in FIG. 9, pairs of two rapid changes in the fuel flow rate that appear at short time intervals such as P1 and P2 and P3 and P4 appear at substantially constant time intervals. In the following description, it is assumed that a pair of two rapid changes in the fuel flow rate appearing at a short time interval indicates a change in the fuel flow rate in response to one backwash.
In addition, when two strainers 420 are installed in series as shown in FIG. 2, two steep changes in the fuel flow rate appear in a short time due to a slight shift in the backwash timing. In some cases, the backwashing is performed at exactly the same timing, so that a sudden change in the two fuel flow rates appears as a single change. Further, when backwashing is performed using a manual drive mechanism, a sharp change in the fuel flow rate appears at an irregular timing as compared with the case shown in FIG. Even if three or more strainers for backwashing are provided, a sharp change in the fuel flow rate appears.

Returning to FIG. 8, the description of the processing performed by the computer device 500 will be continued. Next, control unit 510 identifies (calculates) the fuel flow rate that increases with one backwash based on the time-series data of the fuel flow rate obtained in step S2 (step S3). A specific example of the process performed by the control unit 510 in step S3 will be described using the graph of FIG. Control unit 510 identifies P1, P2, and the like as portions where a sharp change in the fuel flow rate appears. Subsequently, the control unit 510 performs time integration of the fuel flow rate (fuel flow rate per unit time) of the changed portion for each of the specified P1, P2, and the like, and calculates the fuel flow rate that increases with backwashing. For example, with respect to P1, the control unit 510 integrates the fuel flow rate (unit: [l / min]) over a period Δt (unit: [sec]) required for the change, so that the fuel flow rate corresponding to P1 is obtained. (The unit is [l]). Subsequently, the control unit 510 adds the fuel flow rates calculated with respect to P1 and P2, and calculates the fuel flow rate increased with backwashing according to the pair of P1 and P2. Control unit 510 similarly calculates the flow rate of fuel increased with backwashing according to these pairs for P3 and P4, P5 and P6, and the like. Thereby, the control unit 510 specifies the flow rate of the fuel increased with the backwashing for each of the plurality of backwashing times. Subsequently, the control unit 510 calculates the average value of the specified fuel flow rate. The average value of the fuel flow rate calculated in this way is the fuel flow rate that increases with one backwash calculated in step S3.

Next, the control unit 510 records in the storage unit 520 the fuel flow rate that increases with one backwash calculated in step S3 (step S4). Note that the flow rate of fuel that increases with backwashing performed while the ship 1 is sailing is substantially the same as the flow rate of fuel that increases with backwashing that is performed while the ship 1 is anchored. Therefore, the fuel flow rate recorded in step S4 is used to exclude the fuel flow rate increased due to backwashing from the fuel flow rate measured during the navigation of the ship 1 in the flow rate calculation processing described below. .

<B: Flow rate calculation process>
FIG. 10 is a flowchart showing a flow rate calculation process performed by the computer device 500. The flow rate calculation process is a process for calculating the fuel consumption amount of the ship 1 using the fuel flow rate measured by the flow meter 410.
The control unit 510 of the computer device 500 acquires the time series data of the fuel flow rate measured by the flow meter 410 during the fuel consumption measurement period of the ship 1 (for example, the navigation period of the ship 1) via the interface 560. (Step S11). In addition, the control unit 510 acquires, via the interface 560, time-series data of the propeller rotational speed (that is, a parameter correlated with the fuel consumption) measured by the tachometer 630 during the fuel consumption measurement period ( Step S12). Control unit 510 records the time-series data of the fuel flow rate acquired in step S11 and the time-series data of the propeller rotation speed acquired in step S12 in association with the measurement date and time in table T (FIG. 6) of storage unit 520. (Step S13).

Next, the control unit 510 detects a change in the fuel flow rate caused by backwashing based on the time-series data of the fuel flow rate recorded in the table T (step S14).

Below, the specific example of the process which the control part 510 performs in step S14 is demonstrated. 11A and 11B are graphs showing time-series data of the fuel flow rate and time-series data of the propeller rotational speed. FIG. 11A shows a portion where a sharp change in the fuel flow rate appears in a state where the ship 1 is not accelerated and the propeller rotational speed is stable at a substantially constant value. FIG. 11B shows a portion where a steep change appears in the fuel flow rate in the vicinity of the timing at which the propeller rotation speed has increased due to the acceleration of the ship 1.
As shown in FIG. 11A, when the ship 1 is not accelerated or the like and the propeller rotational speed is stable at a substantially constant value, the control unit 510 starts a steep change in a curve indicating a time-series change in the fuel flow rate. After that, when an inflection point appears in the region of ± α% (α is 10% here) with reference to the fuel flow rate at the start of the change, the time point corresponding to the inflection point changes sharply. Specify the end point of. When the inflection point does not appear in the ± α% region, the control unit 510 specifies the time point when the curve goes down from the ± α% region as the end point of the steep change.

On the other hand, as shown in FIG. 11B, when the propeller rotation speed is not stable due to the acceleration of the ship 1 or the like, the control unit 510 causes the fuel flow rate at the start of a steep change in the curve indicating the time series data of the fuel flow rate. Is corrected according to a change in the propeller rotational speed. That is, when the change amount of the propeller rotational speed is Δr, the control unit 510 calculates Δf2 = Δr × k (k is a coefficient) as the change amount of the fuel flow rate according to Δr, and at the start point of the steep change. A region of ± α% based on the value obtained by adding Δf2 to the fuel flow rate is set as a region after correction. The coefficient k is, for example, a predetermined value. If an inflection point appears in the curve indicated by the fuel flow time-series data in the corrected region, control unit 510 identifies the time point corresponding to the inflection point as the end point of the steep change. In addition, if an inflection point does not appear in the corrected region, control unit 510 specifies the time point when the curve goes downward from the corrected region as the end point of the steep change.
Note that the inflection point specified as the end point does not have to be included in the range based on the fuel flow rate at the start point of the steep change. The control unit 510 identifies the rate of change of the fuel flow rate per unit time in chronological order, and identifies the point at which the sign of the rate of change has changed from negative to positive as the end point of the sudden change in fuel flow rate. Also good.

Subsequently, the control unit 510 calculates the area of the region S surrounded by the straight line connecting the start point and the end point of the steep change and the curve indicating the time series data of the fuel flow rate, so that the steep change is achieved. The corresponding increase in fuel flow (unit: [l]) is estimated. When two consecutive steep changes appear in the fuel flow rate as shown in P1 and P2 of FIG. 9 with one backwash, the control unit 510 performs fuel consumption for each of the two consecutive steep changes. Approximate the increase in flow rate and add the estimated values. If the estimated fuel flow rate is within the range of ± β% (for example, β = 20%) of the flow rate that increases with one backwash recorded in step S4, the controller 510 makes this steep change. Is determined to be a change caused by backwashing, and if it is out of the range, it is determined that the change is not caused by backwashing. Control unit 510 detects the change in the fuel flow rate caused by backwashing by performing the above-described determination for the entire measurement period. The above is the description of the processing in step S14.

Control unit 510 subsequently determines whether or not a change in fuel flow rate due to backwashing has been detected in step S14 (step S15). If it is determined as “NO” in step S15, control unit 510 proceeds to step S17 without correcting the fuel flow rate described below.
If it is determined “YES” in step S15, control unit 510 corrects the time-series data of the fuel flow rate so as to exclude the influence of backwashing (step S16). When the time series data is corrected, control unit 510 rewrites the data indicating the fuel flow rate in table T to the corrected data.

12A and 12B are diagrams illustrating an example of the fuel flow rate correction process in step S16. In the graph of FIG. 12, the horizontal axis represents time, and the vertical axis represents the fuel flow rate per unit time.
As shown in FIGS. 12A and 12B, the control unit 510 performs linear interpolation that connects the start point and end point of the change with a straight line for each of the steep changes in the fuel flow rate caused by the backwashing detected in step S14. The time series data of the fuel flow rate is corrected. If backwashing is not performed, it is presumed that these rapid changes in the fuel flow rate did not appear. Therefore, with this correction, the value indicated by the time-series data of the fuel flow rate is the net fuel consumption of the prime mover 200. A value closer to the quantity is shown. FIG. 13 is a graph showing how the fuel flow time-series data in the graph shown in FIG. 7 is corrected in step S16. As shown in FIG. 13, the correction process in step S <b> 16 excludes the flow rate of fuel that has increased due to backwashing, and obtains time-series data indicating the fuel flow rate that is closer to the net fuel consumption of the prime mover 200.

Next, the control unit 510 executes processing including calculation of fuel consumption (step S17). Here, based on the time-series data of the corrected fuel flow rate, the control unit 510 uses the fuel flow rate (unit: [l / min]) as a time-integrated value to calculate the fuel consumption amount (unit: [Ton]). Further, the control unit 510 may cause the display unit 530 to display information on the calculated fuel consumption amount and a graph (see FIG. 13) indicating time series data of the corrected fuel flow rate. Further, the control unit 510 may record the calculated fuel consumption information and the fuel flow time-series data in the storage unit 520 or transmit the information to the on-shore computer device via the communication unit 540.

According to the embodiment described above, when backwashing is performed in the strainer 420, the net flow rate (fuel consumption) of the fuel supplied to the prime mover 200 is calculated by the computer device 500, and the operator of the ship 1 or the like. Provided to.

The above-described embodiment is an embodiment of the present invention and may be variously modified. Below, the modification of embodiment mentioned above is shown. Note that the following modifications may be combined as appropriate.
(Modification 1)
The fuel flow rate correction process is not limited to the method using the linear interpolation described above.
For example, complementation may be performed using a curve corresponding to a change in the propeller rotation speed. FIG. 14 is a diagram illustrating a curve used for complementation in this modification. As shown in FIG. 14, here, the propeller rotational speed is high in the order of the periods t3, t2, and t1, and the fuel flow rate reduced by the correction process is small in the order of the high propeller number. In other words, the fuel flow rate that is reduced by the correction process in the descending order of the number of propellers increases.

(Modification 2)
In the embodiment described above, the computer device 500 calculates the fuel flow rate that increases with one backwash using the time series data of the fuel flow rate measured while the ship 1 is anchored. The flow rate of fuel used in one backwash may be calculated using time-series data of the fuel flow rate measured during a period in which 1 is sailing and the propeller rotational speed is stable.
Further, the flow rate of fuel that increases with one backwash need not be calculated. For example, when backwashing is performed at approximately regular time intervals, the value indicated by the time series data of the fuel flow rate during the period in which backwashing is estimated to be performed is the time series data of the fuel flow rate that increases with backwashing. The time series data of the fuel flow rate measured by the flow meter 410 may be corrected by reducing the indicated value.

(Modification 3)
Even when the computer device 500 uses a parameter other than the propeller rotational speed as a parameter correlated with the propulsive force of the ship 1, the time series data of the fuel flow rate can be corrected by the processing described in the above-described embodiment. The parameters of the horsepower of the ship 1, the ship speed, the in-cylinder pressure of the prime mover 200, and the supercharger rotational speed are also parameters that are positively correlated with the propulsive force of the ship 1. The propulsive force of the ship 1 increases and the fuel consumption increases as the horsepower of the ship 1 increases, the ship speed increases, the cylinder pressure of the prime mover 200 increases, or the turbocharger rotational speed increases. The control unit 510 obtains time series data regarding one or more of the propeller rotation speed, the horsepower of the ship 1, the ship speed, the in-cylinder pressure of the prime mover 200, and the supercharger rotation speed, and corrects the fuel flow rate. Just do it.
However, since there may be a time difference between the timing at which the parameter time-series data changes and the timing at which the fuel flow rate changes, the control unit 510 may perform each process in consideration of this time difference. Good.

The parameter correlated with the propulsive force of the ship 1 is a parameter calculated from one or more of the propeller rotational speed, the horsepower of the ship 1, the ship speed, the in-cylinder pressure of the prime mover 200, and the supercharger rotational speed. May be.
Further, the parameter correlated with the propulsive force of the ship 1 may be a parameter other than the parameters described above. The parameter correlated with the propulsive force of the ship 1 may be, for example, a load (main engine load) of the internal combustion engine 210, that is, a work amount per unit time of the internal combustion engine 210. In this case, the computer apparatus 500 corrects the time series data of the fuel flow rate using the time series data of the scavenging air pressure measured by the scavenging air pressure sensor 240.
Of the parameters correlated with the propulsive force of the ship 1 described in the above-described embodiment and this modification, the controller 510 does not have to acquire parameters that are not used for fuel flow rate correction. Moreover, the measurement for acquiring this does not need to be performed.

(Modification 4)
In the present invention, the filter in the strainer may be washed by a method other than back washing. In the present invention, for example, the filter may be cleaned by jetting a part of the fuel flowing through the fuel supply path at a high pressure. When a cleaning mechanism that cleans the filter by adopting a flow of fuel intentionally to remove the foreign matter adhering to the filter is employed, for the same reason as described above, the flow meter This is because the flow rate of the fuel measured by may increase.

(Modification 5)
The ship of the present invention may be a ship that performs electric propulsion (for example, a passenger ship). The motor | power_engine of the ship in this case contains an electric motor. In this ship, the kinetic energy of the piston is converted into electric energy and stored in a storage battery. And a motor | power_engine converts the electrical energy taken out from this storage battery into mechanical energy, and produces the propulsive force of a ship by rotating the propulsion shaft with which a propulsion apparatus is provided.

(Modification 6)
The flow rate calculation device of the present invention may be realized by a land computer, not a shipboard computer. The flow rate calculation apparatus of the present invention can be realized by various computer devices other than these.

(Modification 7)
The control unit 510 (correction means 513) of the computer device 500 is a fuel identified from the time series data of the fuel flow rate measured by the flow meter 410 based on the time series data of the parameters correlated with the fuel consumption of the ship 1. May be corrected, for example, the fuel consumption of the prime mover 200. The control unit 510 corrects the direction in which the flow rate is subtracted from the flow rate of the fuel specified from the time series data, more specifically, increases in the flow rate of the fuel accompanying the cleaning (backwashing) of the filter 424 in the strainer 420. Make corrections to reduce the effect. As an example, the control unit 510 calculates a value obtained by multiplying the fuel flow rate increased with one backwash by the number of backwashes detected in the measurement period from the time integral value of the fuel flow time series data. The net fuel consumption of the prime mover 200 during the measurement period may be calculated by performing a correction to be reduced.

(Modification 8)
The control unit 510 of the computer device 500 calculates the time series data of the net fuel consumption of the prime mover 200 estimated from the time series data of the propeller rotation speed (or other parameters correlated with the propulsive force of the ship 1). By subtracting from the fuel flow time-series data, time-series data mainly showing only the increase in fuel flow accompanying backwashing is generated, and based on the generated time-series data, fuel flow caused by backwashing is generated. A configuration for detecting a change in the above may be employed. For example, in the case illustrated in FIG. 7, as described above, the fuel flow rate also increases or decreases in conjunction with the increase or decrease of the propeller rotation speed. For this reason, the control unit 510 subtracts the value obtained by multiplying the value indicated by the time-series data of the propeller rotational speed by the coefficient k from the fuel flow rate for each time point in the measurement period, thereby mainly causing the flow rate of fuel accompanying backwashing. It is only necessary to generate time series data indicating only an increase in the amount of fuel and to detect a change in fuel flow rate due to backwashing using the generated time series data.

(Modification 9)
Each function realized by the control unit 510 of the computer apparatus 500 according to the above-described embodiment may be realized by one or a plurality of hardware circuits, or may be realized by executing one or a plurality of programs. , Or a combination thereof. When the function of the control unit 510 is realized using a program, the program includes a magnetic recording medium (magnetic tape, magnetic disk (HDD (Hard Disk Drive), FD (Flexible Disk)), etc.), optical recording medium (optical disk). Etc.), may be provided in a state stored in a computer-readable recording medium such as a magneto-optical recording medium or a semiconductor memory, or distributed via a network. Moreover, this invention can also be grasped | ascertained as a flow volume calculation method.
The invention of the present application is not limited to the above-described embodiment, and various modifications are possible within the scope of the invention described in the claims, and it goes without saying that these are also included in the scope of the invention. Absent.

DESCRIPTION OF SYMBOLS 1 ... Ship, 100 ... Hull, 200 ... Prime mover, 210 ... Internal combustion engine, 211 ... Cylinder, 212 ... Piston, 213 ... Combustion chamber, 220 ... Supercharger, 2201 ... Blower, 2202 ... Turbine, 2203 ... Rotating shaft, 221 DESCRIPTION OF SYMBOLS ... Air cooler, 222 ... Scavenging manifold, 223 ... Exhaust manifold, 230 ... In-cylinder pressure sensor, 240 ... Scavenging pressure sensor, 250 ... Supercharger rotation speed sensor, 300 ... Fuel tank, 400 ... Fuel supply path, 410 ... Flow rate 420, strainer, 423, filter, 500, computer device, 510, control unit, 511, flow rate acquisition unit, 512, parameter acquisition unit, 513, correction unit, 514, processing unit, 520, storage unit, 530, display , 540 ... interface, 550 ... communication part, 560 ... operation part, 600 ... propulsion device, 610 ... Shaft, 620 ... propeller, 630 ... tachometer, 640 ... horsepower gauge, 700 ... boat speed meter.

Claims

A flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, and more than a strainer that cleans a filter using the fuel flowing through the fuel supply path. A flow rate acquisition means for acquiring time series data of the flow rate of the fuel measured on the upstream side;
Parameter acquisition means for acquiring time series data of parameters correlated with the fuel consumption of the ship;
A flow rate calculation apparatus comprising: correction means for correcting the flow rate of fuel specified from the time series data of the flow rate or the time series data based on the time series data of the parameter.
The parameter is
The flow rate calculation device according to claim 1, wherein the flow rate calculation parameter correlates with a propulsive force of the ship.
The parameter is
The number of revolutions of the propeller for propelling the ship, the horsepower of the ship, the speed of the ship, the in-cylinder pressure of the internal combustion engine included in the prime mover, the number of revolutions of the supercharger supplying air to the internal combustion engine, and these The flow rate calculation device according to claim 1, comprising at least one of parameters calculated from at least one of the parameters.
The correction means includes
The flow rate of the measured fuel increased with the cleaning is specified based on the flow rate of fuel measured while the ship is anchored, and the correction is performed based on the specified flow rate. The flow rate calculation apparatus according to any one of claims 1 to 3.
The correction means includes
The flow rate of the measured fuel increased with the cleaning is specified based on the parameter, and the correction is performed based on the specified flow rate. The flow rate calculation device according to item.
A flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, and more than a strainer that cleans a filter using the fuel flowing through the fuel supply path. Obtaining time-series data of the fuel flow rate measured upstream;
Obtaining time-series data of parameters correlated with the fuel consumption of the ship;
Correcting the flow rate of the fuel specified from the time series data of the flow rate or the time series data based on the time series data of the parameter.
On the computer,
A flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, and more than a strainer that cleans a filter using the fuel flowing through the fuel supply path. Obtaining time-series data of the fuel flow rate measured upstream;
Obtaining time-series data of parameters correlated with the fuel consumption of the ship;
Correcting the flow rate of the fuel specified from the time-series data of the flow rate or the time-series data based on the time-series data of the parameter.
On the computer,
A flow rate of fuel flowing through a fuel supply path provided between a fuel tank mounted on a ship and a prime mover of the ship, and more than a strainer that cleans a filter using the fuel flowing through the fuel supply path. Obtaining time-series data of the fuel flow rate measured upstream;
Obtaining time-series data of parameters correlated with the fuel consumption of the ship;
Based on the time-series data of the parameter, the time-series data of the flow rate or the step of correcting the flow rate of the fuel specified from the time-series data is recorded continuously. Medium.