WO2023054039A1 - Performance evaluation method, performance evaluation program, and performance evaluation system through actual ship monitoring analysis of ship - Google Patents

Abstract

This method is provided with: a step S1 for acquiring, from navigation data on ships, actual ship data for actual ship monitoring analysis; a step S2 for acquiring, for a ship, a propeller standalone performance and an external force response indicating a change in hull resistance due to a disturbance; a step S3 for using the propeller standalone performance and the external force response of the ship to make a disturbance correction to a still water performance of the ship on the basis of the acquired actual ship data; a step S4 for determining whether there is actual ship data for which a disturbance correction cannot be made; a step S5 for performing tuning on the basis of the actual ship data and the propeller standalone performance when there is actual ship data for which the disturbance correction cannot be made; and a step S6 for outputting, as disturbance-corrected data, at least one of the disturbance correction data for which the disturbance correction has been made and tuned disturbance correction data obtained by performing the tuning. This arrangement makes it possible to perform disturbance correction appropriately and raise the accuracy of ship performance evaluation using actual ship monitoring analysis.

Description

Performance evaluation method, performance evaluation program, and performance evaluation system based on actual ship monitoring analysis

The present invention relates to a performance evaluation method, a performance evaluation program, and a performance evaluation system based on actual ship monitoring analysis for evaluating the performance of a ship through actual ship monitoring analysis.

Actual ship monitoring is performed by measuring data on the operational status of a ship and the surrounding environment, analyzing the acquired data, and acquiring the performance of the ship based on the analysis results.
In evaluating the performance in calm water by monitoring the actual ship, by setting thresholds for wind speed or wind speed and wave height, measurement data should be extracted under conditions where the influence of waves and wind can be considered small, and disturbance correction should be performed. Performance has been estimated by curve fitting to data extracted without prior knowledge. In addition, when removing the effects of waves and wind by disturbance correction, there is a problem that an appropriate propeller operating point cannot be obtained if the accuracy of the propeller independent performance data used is insufficient.
In addition, Patent Document 1 discloses a communication device that acquires surrounding sea weather data during ship navigation, a ship's performance in calm water under the influence of normal water, a ship's performance in waves under the influence of waves, and a wind An individual ship performance database that stores individual ship performance in the wind under the influence of , sea weather data acquired by communication equipment, and stored in the individual ship performance database, calm water performance, wave performance, and optimal state estimation means for estimating a state in which fuel consumption, which is the amount of fuel consumed during a voyage, is minimized based on wind performance.
Further, Patent Document 2 discloses a condition input means for inputting ship conditions and evaluation information conditions for requesting performance evaluation of a ship to be evaluated, and a ship evaluation in an actual sea area based on the ship conditions and evaluation information conditions. and an evaluation result providing means for providing the evaluation result obtained by the evaluation means to the client who made the request.
In addition, in Patent Document 3, it is created based on the past operation performance data of the ship, the navigation state quantity of the ship is the objective variable, and a plurality of related elements that affect the navigation state quantity are used as explanatory variables. A data estimator that uses multiple regression analysis models to estimate the ship's navigational state quantities under operating conditions that include assumed values for each relevant factor, and a ship's one or more physical models that Equipped with a theoretical estimating unit for estimating the ship's navigational state quantity, and an estimation integration unit for calculating an estimated value of the ship's navigational state quantity under operating conditions based on the estimation result of the data estimating unit and the estimation result of the theoretical estimating unit. A ship performance estimation device is disclosed.
In addition, in Patent Document 4, a measurement data acquisition means for acquiring a series of measurement data indicating a certain physical quantity continuously measured on a ship as a certain series of measurement data, a data series evaluation means for evaluating the reliability of a certain series according to a standard for evaluating the reliability of the series, and associating reliability data indicating the result of the evaluation with each measurement data of a certain series. there is

JP 2013-107488 A JP 2021-107785 A JP 2020-104699 A WO2017/115409

The method of estimating performance by curve fitting to the data extracted without performing disturbance correction is simple, but it is necessary to set the threshold appropriately, and in practice it is not easy to introduce arbitrariness.
Further, Patent Documents 1 to 4 do not disclose how to correct data that cannot be corrected for disturbance when there is data that cannot be corrected for disturbance.
Therefore, the present invention provides a performance evaluation method, a performance evaluation program, and a performance evaluation system by actual ship monitoring analysis that can appropriately correct disturbances and improve the accuracy of ship performance evaluation by actual ship monitoring analysis. aim.

In the performance evaluation method by actual ship monitoring analysis corresponding to claim 1, the method of evaluating the performance of the ship by the actual ship monitoring analysis, the actual ship for the actual ship monitoring analysis from the navigation data of the ship An actual ship data acquisition step for acquiring data; a related performance acquisition step for acquiring an external force response indicating changes in ship propeller performance and hull resistance due to disturbance; A disturbance correction step of correcting disturbances to the calm water performance of the ship using the external force response, a disturbance correction determination step of determining whether or not there is actual ship data for which disturbance correction cannot be performed, and an actual ship data for which disturbance correction cannot be performed. Output at least one of the tuning step for tuning based on the actual ship data and propeller independent performance, the disturbance corrected data, and the tuned disturbance corrected data as disturbance corrected data. and a disturbance corrected data output step.
According to the first aspect of the present invention, when it is not possible to correct the disturbance to the calm water performance due to insufficient accuracy of the actual ship data or propeller performance alone, the disturbance can be corrected by tuning. It is possible to improve the accuracy of ship performance evaluation by actual ship monitoring analysis.

The present invention according to claim 2 is a model test of a ship, computational fluid dynamics (CFD), simple performance estimation, sister ship actual ship data, and trial run data. further comprising a data assimilation step of performing data assimilation using an acquisition step and disturbance corrected data including at least one of the main engine output and the main engine rotation speed outputted in the acquired pre-estimated data and the disturbance corrected data output step. characterized by
According to the present invention of claim 2, the accuracy of pre-estimated data obtained in advance by ship model tests, computational fluid dynamics calculations, simple performance estimation, actual operation of sister ships, or trial runs is measured as disturbance corrected data can be improved by data assimilation using In addition, it is possible to use the general main engine output and main engine rotation speed as disturbance-corrected data for data assimilation in ship performance evaluation.

According to the third aspect of the present invention, the determination of whether or not there is actual ship data for which disturbance correction cannot be performed in the disturbance correction determination step is performed by calculating the torque coefficient based on the actual ship data and comparing it with the propeller independent performance. characterized by performing
According to the third aspect of the present invention, it is possible to easily determine whether or not disturbance correction is possible by comparing the calculated torque coefficient with the performance of the propeller alone.

According to the fourth aspect of the present invention, there is actual ship data for which disturbance correction cannot be performed based on the intersection of the torque coefficient K _Qmeas calculated based on the actual ship data and the torque coefficient K _Q as propeller independent performance on the graph. It is characterized by determining whether or not.
According to the fourth aspect of the present invention, whether or not disturbance correction is possible can be determined by whether or not a significant propeller operating point can be obtained using the torque coefficient.

According to the fifth aspect of the present invention, the tuning step includes a tuning parameter setting step of setting tuning parameters for actual ship data, a tuning disturbance correction step of performing disturbance correction using the set tuning parameters, and a predetermined number of A disturbance correction success determination step for determining whether or not disturbance correction has succeeded in the actual ship data, a residual calculation step for calculating the residual when a predetermined number of successful corrections have been made, and the calculation is completed for the set tuning parameters. and a tuning parameter update step of updating the tuning parameter if the result in the disturbance correction success determination step or the calculation end determination step is negative.
According to the fifth aspect of the present invention, it is possible to obtain the optimum tuning parameters for determining the tuning disturbance correction data.

According to the sixth aspect of the present invention, when disturbance correction cannot be performed, the torque coefficient is calculated using the tuning parameter for each parameter constituting the torque coefficient formula, the disturbance is corrected, and the optimum tuning parameter is searched for. characterized by
According to the sixth aspect of the present invention, the optimum tuning parameter for disturbance correction can be obtained from the tuning parameter for each parameter used in the torque coefficient formula.

A seventh aspect of the present invention is characterized in that when calculating the torque coefficient using the tuning parameters, the equation (1) is used.
According to the seventh aspect of the present invention, it is possible to appropriately calculate the torque coefficient using the tuning parameter and correct the disturbance.

K _Qmeas : Torque coefficient P _meas : Horsepower (measured value)
η _M : Main engine transmission efficiency η _R : Propeller efficiency ratio ρ _s : Seawater density C _γ : Tuning parameter N _meas : Rotational speed (measured value)
D _p : Propeller diameter

According to the eighth aspect of the present invention, in calculating the torque coefficient using the tuning parameters, if one tuning parameter is set for each parameter, any one of the equations (1) to (3) is used. When setting to two, use any one of formulas (4) to (6), and when setting to three, calculate using formula (7), or formula (1) is calculated by combining Equation (7) from

K _Qmeas : Torque coefficient P _meas : Horsepower (measured value)
η _M : Main engine transmission efficiency η _R : Propeller efficiency ratio ρ _s : Seawater density C _γ , C _KQ , C _DP : Tuning parameter N _meas : Rotational speed (measured value)
D _p : Propeller diameter According to the eighth aspect of the present invention, it is possible to appropriately calculate the torque coefficient according to the number of tuning parameters to correct disturbances.

The present invention according to claim 9 is characterized in that the search for the optimum tuning parameter is performed by selecting the tuning parameter that minimizes the residual of the effective wake coefficient.
According to the ninth aspect of the present invention, the optimum tuning parameter for calculating the torque coefficient can be obtained appropriately.

According to the tenth aspect of the present invention, the calculation of the residual of the effective wake coefficient is performed based on the equation (8).

R : residual 1-w _s : effective wake coefficient (1-w _s ) _i ^est : 1-w _s by simple estimation
(1-w _s ) _i ^inter : 1-w _s as intermediate output
N: number of data According to the present invention as set forth in claim 10, the residual of the effective wake coefficient can be obtained accurately.

In the performance evaluation program by actual ship monitoring analysis corresponding to claim 11, the program for evaluating the performance of the ship by actual ship monitoring analysis, wherein the computer, in the performance evaluation method by actual ship monitoring analysis of the ship , an actual ship data acquisition step, a related performance acquisition step, a disturbance correction step, a disturbance correction determination step, a tuning step, and a disturbance corrected data output step are executed.
According to the eleventh aspect of the present invention, it is possible to appropriately perform disturbance correction, etc. by tuning by a computer, and to quickly and accurately evaluate the performance of a ship by highly accurate actual ship monitoring analysis.

The present invention according to claim 12 is characterized by causing the computer to further execute a data assimilation step.
According to the present invention as set forth in claim 12, data assimilation is performed by a computer using disturbance corrected data, and ship model tests, computational fluid dynamics calculations, simple performance estimation, sister ship actual operation, or trial operation can improve the accuracy of pre-estimated data obtained in advance.

According to a thirteenth aspect of the present invention, the computer comprises the tuning parameter setting step, the tuning disturbance correction step, the disturbance correction success determination step, the residual calculation step, the calculation end determination step, and the tuning parameter setting step according to claim 5. It is characterized by executing a parameter update step.
According to the thirteenth aspect of the present invention, the tuning step is executed by a computer, so that optimum tuning parameters for obtaining tuning disturbance correction data can be obtained quickly and accurately.

A performance evaluation system by actual ship monitoring analysis corresponding to claim 14 is a system that executes a performance evaluation method by actual ship monitoring analysis of a ship, and acquires a computer and at least actual ship data for actual ship monitoring analysis. and output means for outputting at least disturbance-corrected data, an actual ship data acquisition step, a related performance acquisition step, a disturbance correction step, a disturbance correction determination step, a tuning step, It is characterized by executing a disturbance corrected data output step.
According to the fourteenth aspect of the present invention, it is possible to provide a system capable of searching for optimum tuning parameters, correcting disturbances by tuning, outputting disturbance-corrected data, data assimilation, and the like.

According to a fifteenth aspect of the present invention, the output means outputs a result of data assimilation.
According to the fifteenth aspect of the present invention, the user of the system can easily obtain the data assimilation result of the disturbance corrected data and the pre-estimated data.

According to a sixteenth aspect of the present invention, at least one of the data acquisition means and the output means is connected to an information communication network to acquire actual ship data, output disturbance-corrected data, and output results of data assimilation. At least one is performed via an information communication network.
According to the sixteenth aspect of the present invention, it is possible to smoothly exchange information with a remote location via an information communication network, thereby improving the convenience of the system.

According to the performance evaluation method by actual ship monitoring analysis of the ship of the present invention, when disturbance correction to calm water performance cannot be performed due to insufficient accuracy of actual ship data or propeller performance alone, it is possible to perform disturbance correction by tuning. Appropriate disturbance correction can be performed to improve the accuracy of ship performance evaluation by actual ship monitoring analysis.

In addition, a pre-estimated performance acquisition step for acquiring pre-estimated data including any one of ship model tests, computational fluid dynamics (CFD), simple performance estimation, sister ship actual ship data, and trial run data, and the acquired pre- If it further comprises a data assimilation step of performing data assimilation using the estimated data and the disturbance corrected data including at least one of the main engine output and the main engine rotation speed output in the disturbance corrected data output step, the ship model test Data assimilation using disturbance-corrected data can improve the accuracy of pre-estimated data obtained in advance through computational fluid dynamics calculations, simple performance estimation, actual operation of sister ships, or trial runs. In addition, it is possible to use the general main engine output and main engine rotation speed as disturbance-corrected data for data assimilation in ship performance evaluation.

In the disturbance correction determination step, whether or not there is actual ship data for which disturbance correction cannot be performed is determined by calculating the torque coefficient based on the actual ship data and comparing it with the propeller independent performance. By comparing the torque coefficient and the performance of the propeller alone, it is possible to easily determine whether or not disturbance correction is possible.

Also, based on the intersection of the torque coefficient K _Qmeas calculated based on the actual ship data and the torque coefficient K _Q as the propeller independent performance, it is determined whether or not there is actual ship data for which disturbance correction cannot be performed. In this case, whether or not disturbance correction can be performed can be determined by whether or not a significant propeller operating point can be obtained using the torque coefficient.

The tuning step includes a tuning parameter setting step for setting tuning parameters for actual ship data, a tuning disturbance correction step for performing disturbance correction using the set tuning parameters, and a disturbance correction step for a predetermined number of actual ship data. Disturbance correction success determination step to determine whether or not successful, residual calculation step to calculate residual when predetermined number of successes, and calculation end to determine whether calculation has been completed for the set tuning parameters Obtaining optimal tuning parameters for obtaining tuning disturbance correction data, when including a determination step and a tuning parameter update step of updating the tuning parameters when the determination step of determining success of disturbance correction or the step of determining completion of calculation is negative. can be done.

Also, when disturbance correction is not possible, the torque coefficient is calculated using the tuning parameters for each parameter that make up the torque coefficient formula, and disturbance correction is performed. Optimal tuning parameters for disturbance correction can be obtained by tuning parameters for each parameter used in .

Also, when the torque coefficient is calculated using the tuning parameter and the formula (1) is used, the torque coefficient can be appropriately calculated using the tuning parameter to perform disturbance correction.

When calculating the torque coefficient using the tuning parameters, if one tuning parameter is set for each parameter, one of the equations (1) to (3) is used and two are set. , use any one of formulas (4) to (6), and when setting to three, calculate using formula (7), or combine formulas (1) to (7) , the torque coefficient can be appropriately calculated according to the number of tuning parameters to correct the disturbance.

Also, when searching for the optimum tuning parameter by selecting the tuning parameter that minimizes the residual of the effective wake coefficient, the optimum tuning parameter for calculating the torque coefficient can be obtained appropriately. can.

Also, when the residual of the effective wake coefficient is calculated based on the formula (8), the residual of the effective wake coefficient can be obtained accurately.

In addition, according to the performance evaluation program by the actual ship monitoring analysis of the ship of the present invention, the computer performs disturbance correction etc. by tuning appropriately, and the performance evaluation of the ship by the highly accurate actual ship monitoring analysis is quickly and quickly. can be done accurately.

In addition, when the computer is caused to further execute the data assimilation step, the data assimilation is executed by the computer using the disturbance corrected data, and the model test of the ship, computational fluid dynamics calculation, simple performance estimation, sister ship realization, etc. It is possible to improve the accuracy of pre-estimated data obtained in advance through operation or trial operation.

Further, when the computer is caused to execute the tuning parameter setting step, the tuning disturbance correction step, the disturbance correction success determination step, the residual calculation step, the calculation end determination step, and the tuning parameter update step, the tuning step is Computer execution can obtain optimum tuning parameters for obtaining tuning disturbance correction data quickly and accurately.

In addition, according to the performance evaluation system based on the actual ship monitoring analysis of the present invention, it is possible to provide a system that can search for optimal tuning parameters, correct disturbances through tuning, output disturbance corrected data, and data assimilation.

Also, when the output means outputs the result of data assimilation, the user of the system can easily obtain the result of data assimilation of the disturbance-corrected data and the pre-estimated data.

At least one of the data acquisition means and the output means is connected to an information communication network, and at least one of the acquisition of the actual ship data, the output of the disturbance corrected data, and the output of the result of data assimilation is performed by the information communication. In the case of using a network, the exchange of information with a remote location can be performed smoothly via the information communication network, so that the convenience of the system can be improved.

Flow chart of a performance evaluation method by actual ship monitoring analysis of a ship in an embodiment of the present invention Configuration diagram of the performance evaluation system based on the same actual ship monitoring analysis Flow diagram showing the division of roles between the preprocessing computer and the analysis computer Image diagram of disturbance correction to the same calm water A diagram showing an example of using the propeller operating point to determine whether or not there is actual ship data that cannot be corrected for the same disturbance. A diagram showing an example of using the propeller operating point to determine whether or not there is actual ship data that cannot be corrected for the same disturbance. Flow chart of tuning parameter search by the same analysis computer A diagram showing an example of obtaining the propeller operating point by applying the selected optimal tuning parameters. Image of data assimilation

A performance evaluation method, a performance evaluation program, and a performance evaluation system based on actual ship monitoring analysis according to embodiments of the present invention will be described.
Fig. 1 is a flow diagram of a performance evaluation method by actual ship monitoring analysis, Fig. 2 is a configuration diagram of a performance evaluation system by actual ship monitoring analysis, and Fig. 3 is a flow chart showing the division of roles between a preprocessing computer and an analysis computer. .
The performance evaluation system includes a computer (analysis computer (analysis PC)) 10 , data acquisition means 20 for acquiring actual ship data for actual ship monitoring analysis, related performance, etc., and output means 30 . A preprocessing computer (preprocessing PC) 11, propeller independent performance derivation means 40, external force response derivation means 50, and pre-estimated performance derivation means 60 are connected to the performance evaluation system via an information communication network 70 such as the Internet. Vessels A to Z and users X and Y can transmit and receive data to and from the performance evaluation system and each means through the information communication network . The analysis computer 10, the preprocessing computer (preprocessing PC) 11, the propeller single performance derivation means 40, the external force response derivation means 50, and the pre-estimated performance derivation means 60 are located at separate locations or on the web as shown in FIG. It may be operated at the site, but it is also possible to operate by combining them arbitrarily.
For example, even if users X and Y are in a position where they cannot use highly accurate independent propeller performance data in actual ship monitoring analysis, such as a shipping company or a ship manufacturer, they can Based on the data, disturbance correction can be executed within a reasonable range via the information communication network 70, and evaluation of the calm water performance of ships A to Z can be performed.
The analysis computer 10 has an actual ship data acquisition section, a related performance acquisition section, a disturbance correction section, a tuning section, and an output section. Normally, these actual ship data acquisition section, related performance acquisition section, disturbance correction section, tuning section, and output section are executed as functions of a computer program. A performance evaluation program is installed in the analysis computer 10, and the performance evaluation program executes each step of a performance evaluation method for evaluating the performance of the ship by actual ship monitoring analysis.

In the performance evaluation method using the performance evaluation system, first, the preprocessing computer 11 derives actual ship data for actual ship monitoring analysis based on the obtained ship voyage data. Then, the performance evaluation system acquires actual ship data via the data acquisition means 20 (S1: actual ship data acquisition step). In addition, the preprocessing computer 11 performs all processed actual ship data necessary for actual ship monitoring analysis, such as cleansing processing, statistical processing, classification processing, association processing, etc. of the voyage data acquired from each ship A to Z. is derived. The acquired actual ship data is transmitted to the analysis computer 10 upon request from the actual ship data acquisition unit. Vessel voyage data includes operational performance and weather and sea conditions encountered. include. Actual ship data includes main engine rotation speed, main engine output, and the like.
In addition, the performance evaluation system acquires the propeller independent performance and the external force response of the ship derived using the propeller independent performance derivation means 40 and the external force response derivation means 50 as related performance via the data acquisition means 20 ( S2: Related Performance Acquisition Step). The acquired propeller independent performance and external force response are read into the analysis computer 10 upon request from the relevant performance acquisition section. The propeller independent performance derived by the propeller independent performance derivation means 40 using a water tank test or the like indicates the response of the thrust coefficient K _T , the torque coefficient K _Q , and the propeller independent efficiency EtaO to the advance coefficient J. The external force response indicates a change in hull resistance due to disturbance, that is, how much the hull resistance changes due to the influence of waves and wind, and can be obtained using the external force response deriving means 50 . The external force response deriving means 50 derives the external force response based on, for example, numerical calculations, water tank tests, and the like.

Next, the analysis computer 10 uses the propeller independent performance and the external force response of the ship based on the received actual ship data, and performs disturbance correction to the normal water performance of the ship by the disturbance correction unit (S3: Disturbance correction step ).
Here, FIG. 4 is an image diagram of disturbance correction in calm water, FIG. , and FIG. 4(c) shows an image of disturbance correction of the main engine output.
For the performance evaluation in the evaluation sea conditions, the main engine rotation speed and the main engine output of the actual ship data will be corrected to the normal water performance. It should be noted that the evaluation sea state is most often considered to be flat water without waves and wind, but sea state with waves and wind can also be used.
As shown in FIG. 4(a), the correction value N _cord of the main engine rotation speed can be obtained by N _corr =N _meas -ΔN, where N _meas is the measured value and ΔN is the correction amount, and the main engine output is corrected. The value P _corr can be obtained by P _corr =P _meas -ΔP, where P _meas is the measured value and ΔP is the correction amount.
Then, from FIGS. 4B and 4C showing the calculation results of the correction values, it is possible to grasp the main engine rotation speed and the main engine output at an arbitrary ship speed after disturbance correction.

As shown in FIG. 1, after the disturbance correction step S3, the analysis computer 10 determines whether or not there is actual ship data for which disturbance correction cannot be performed (S4: disturbance correction determination step).
Here, FIGS. 5 and 6 are diagrams showing examples in which the propeller operating point is used to determine whether or not there is actual ship data for which disturbance correction cannot be performed.
The judgment in the disturbance correction judgment step S4 can be made by calculating the torque coefficient based on the actual ship data and comparing it with the independent propeller performance. This makes it possible to easily determine whether or not disturbance correction is possible. A torque coefficient is calculated by the following formula (9).

K _Qmeas is torque coefficient, P _meas is horsepower (measured value), η _M is main engine transmission efficiency, η _R is propeller efficiency ratio, ρ _s is seawater density, N _meas is speed (measured value), D _p is propeller diameter is. The main engine transmission efficiency η _M , propeller efficiency ratio η _R , and propeller diameter D _p are ship specific values.
In the example of FIG. 5, the advance coefficient J, the thrust coefficient K _T , the torque coefficient K _Q , and the propeller single efficiency EtaO are all positive values, and the intersection point of the curve of J−10K _Q and 10K _Qmeas is significant. propeller operating point. Then, by obtaining the advance coefficient J corresponding to the torque coefficient of 10K _Qmeas , disturbance correction can be performed. Based on the advance coefficient J, it is possible to know the propeller thrust, the advance speed, and the thrust coefficient in addition to the torque coefficient _KQ .
On the _other hand, in the example of FIG. 6, in FIG. 6(a) the torque coefficient _KQmeas is too large and the propeller operating point does not exist, and in FIG. The value of the propeller single efficiency EtaO becomes negative. If the torque coefficient _KQmeas is too large or too small in this way, no significant propeller operating point can be found, and disturbance correction cannot be performed as it is. Insufficient accuracy of measured values, insufficient accuracy of hull eigenvalues, or insufficient accuracy of independent propeller performance can be considered as causes for excessive or insufficient torque coefficient _KQmeas . This is a common occurrence for anyone other than the shipyard who holds the relevant data.
In this way, it is determined whether or not there is actual ship data for which disturbance correction cannot be performed, based on the intersection of the torque coefficient K _Qmeas calculated based on the actual ship data and the torque coefficient K _Q as propeller independent performance. can be determined by whether or not a significant propeller operating point can be obtained using the torque coefficient.

As shown in FIG. 1, when the analysis computer 10 determines in the disturbance correction determination step S4 that there is no actual ship data for which disturbance correction cannot be performed (no), the analysis computer 10 replaces the disturbance corrected data with the disturbance corrected data. is transmitted from the output unit to the output means 30, and the output means 30 outputs the disturbance corrected data (S6: disturbance corrected data output step).
On the other hand, if the analysis computer 10 determines in the disturbance correction determination step S4 that there is actual ship data that cannot be corrected for disturbance (yes), the tuning section performs tuning based on the actual ship data and propeller independent performance, The tuned disturbance correction data is transmitted from the output section to the output means 30 (S5: tuning step). The output means 30 outputs the tuning disturbance corrected data as disturbance corrected data in the disturbance corrected data output step S6.
In tuning step S5, a tuning parameter is introduced when calculating the torque coefficient. To calculate the torque coefficient using the tuning parameters, the following equation (1) is used, for example. By using the equation (1), it is possible to appropriately calculate the torque coefficient using the tuning parameter and perform disturbance correction. As a result, even if there is no information on the gear ratio, it is possible to tune the rotation speed conversion by gears used in medium- and high-speed diesel engines and electric propulsion, etc., and the value can also be obtained.

K _Qmeas is the torque coefficient, P _meas is the horsepower (measured value), η _M is the main engine transmission efficiency, η _R is the propeller efficiency ratio, ρ _s is the seawater density, C _γ is the tuning parameter, and N _meas is the rotation speed (measured value). , D _p is the propeller diameter.

Here, the tuning step S5 will be explained using FIG. FIG. 7 is a flowchart of tuning parameter search by the analysis computer 10. FIG.
First, tuning parameters are set for actual ship data (S11: tuning parameter setting step).
In the tuning parameter setting step S11, a tuning parameter is set for each parameter constituting the equation of the torque coefficient. If one tuning parameter is set for each parameter, the formula (1), the following formula (2), or the following formula (3) is used. When setting two tuning parameters, use any one of the following equations (4) to (6). When three tuning parameters are set, calculation is performed using the following formula (7), or calculation is performed by combining formulas (1) to (7). As a result, the torque coefficient can be appropriately calculated according to the number of tuning parameters to be set, and disturbance correction can be performed.

K _Qmeas is the torque coefficient, P _meas is the horsepower (measured value), η _M is the main engine transmission efficiency, η _R is the propeller efficiency ratio, ρ _s is the seawater density, and C _γ is related to the cubic power of the denominator. Tuning parameters, _CKQ is a tuning parameter related to the denominator or the first power of the numerator, _CDP is a tuning parameter related to the propeller diameter and is related to the fifth power in the denominator, N _meas is the number of revolutions (measured value), _Dp is the is the propeller diameter.
Tuning parameters are set for unknown parameters. Therefore, the number of tuning parameters to be set depends on the number of unknown parameters. For example, if the unknown parameters relate to the main engine speed and propeller diameter, the number of tuning parameters is set to two, _Cγ and _CDP .

Next, the disturbance correction unit performs disturbance correction using the set tuning parameters (S12: tuning disturbance correction step). A plurality of tuning parameters are prepared, and disturbance correction is performed using all parameters. The disturbance correction in the tuning disturbance correction step S12 is performed in the same manner as the disturbance correction step S3 described above, except that the tuning parameter is introduced when calculating the torque coefficient.
Next, it is determined whether or not disturbance correction has succeeded in a predetermined number of actual ship data (S13: disturbance correction success determination step). The predetermined number is determined in consideration of a sufficient number for reliably judging whether or not the set tuning parameters are appropriate.
If it is determined in the disturbance correction success determination step S13 that the disturbance correction has not succeeded in the predetermined number of actual ship data (no), the tuning parameters are updated (tuning parameter update step S16), and the process proceeds to the tuning parameter setting step S11. Go back and set the updated tuning parameters for the actual ship data. In the tuning parameter updating step S16, which is performed when it is determined that the disturbance correction has not been successful, only the set values are changed without changing the types of tuning parameters (C _γ , C _KQ , C _DP ).

On the other hand, if it is determined in the disturbance correction success determination step S13 that the disturbance correction has succeeded (yes) in the predetermined number of actual ship data, the residual is calculated (S14: residual calculation step).
For example, when calculating the residual of the effective wake coefficient, it is calculated based on the following formula (8). This makes it possible to accurately determine the residual of the effective wake coefficient.

R is the residual, 1-w _s is the effective wake coefficient, (1-w _s ) _i ^{est is} 1-w _s by simple estimation, (1-w _s ) _i ^inter is 1-w _s as intermediate output, N is the number of data.

After the residual calculation step S14, it is determined whether or not the calculation has been completed for all the set tuning parameters (S15: calculation end determination step).
If it is determined in the calculation end determination step S15 that the calculation has not been completed for all of the set tuning parameters (no), the process proceeds to the tuning parameter update step S16 to update the tuning parameters. Returning to the setting step S11, the updated tuning parameters are set for the actual ship data. In the tuning parameter updating step S16, which is performed when it is determined that the calculation has not ended, the type of tuning parameter is changed. If one tuning parameter is set in the tuning parameter setting step S11, there is only one type of tuning parameter, so it is not determined in the calculation end determination step S15 that the calculation has not been completed.
On the other hand, if it is determined in the calculation end determination step S15 that the calculation has been completed for all the set tuning parameters (yes), the optimum tuning parameter is selected (S17: optimum tuning parameter selection step).
In the optimum tuning parameter selection step S17, for example, a tuning parameter that minimizes the residual of the effective wake coefficient is selected. Thereby, the optimum tuning parameters for calculating the torque coefficient can be obtained appropriately.
Thus, the tuning step S5 includes the tuning parameter setting step S11, the tuning disturbance correction step S12, the disturbance correction success determination step S13, the residual calculation step S14, the calculation end determination step S15, and the tuning parameter update step S16. , the optimal tuning parameters for determining the tuning disturbance correction data can be obtained.
In addition, by calculating the torque coefficient using the tuning parameter for each parameter that makes up the torque coefficient formula, performing disturbance correction, and searching for the optimum tuning parameter, the tuning parameter for each parameter used in the torque coefficient formula can obtain the optimum tuning parameters for disturbance correction.

FIG. 8 is a diagram showing an example in which the propeller operating point is obtained by applying the selected optimum tuning parameters.
If the torque coefficient K _Qmeas is too small to obtain a significant propeller operating point as shown in FIG. 8(a), the residual is calculated as shown in FIG. is evaluated and the optimum tuning parameter is introduced when calculating the torque coefficient, a significant propeller operating point can be obtained with an appropriate torque coefficient K _Qmeas as shown in FIG. 8(c).
In this way, when it is not possible to correct the disturbance to the calm water performance due to insufficient accuracy of the actual ship data or propeller performance alone, tuning is performed to correct the disturbance. performance evaluation accuracy can be improved.

As shown in FIG. 1, after the disturbance-corrected data output step S6, the data assimilation step S8 is performed.
Prior to executing the data assimilation step S8, pre-estimated data of ship performance derived by the pre-estimated performance deriving means 60 is acquired (S7: pre-estimated performance acquisition step). The acquired pre-estimated data is read into the analysis computer 10 . The pre-estimated data is obtained in advance using the pre-estimated performance derivation means 60 by performing ship model tests (tank tests), computational fluid dynamics (CFD) calculations, simple performance estimation, actual operation of sister ships, trial runs, etc. This is predicted performance data.
The pre-estimated data used in the data assimilation step S8 includes any one of a ship model test, computational fluid dynamics (CFD), simple performance estimation, sister ship actual ship data, and trial run data, so that the ship model Data assimilation can improve the accuracy of pre-estimated data obtained from tests, computational fluid dynamics calculations, simple performance estimation, actual operation of sister ships, or trial runs.

In the data assimilation step S8, the analysis computer 10 performs data assimilation using the pre-estimated data obtained in the pre-estimated performance obtaining step S7 and the disturbance-corrected data output in the disturbance-corrected data output step S6. As a result, it is possible to improve the accuracy of pre-estimated data obtained in advance through water tank tests, numerical calculations, or the like.
Further, when the disturbance-corrected data used in the data assimilation step S8 includes at least one of the main engine output and the main engine rotation speed, the general main engine output and the main engine rotation speed are used as the disturbance-corrected data in ship performance evaluation. Can be used for data assimilation.
Here, FIG. 9 is an image diagram of data assimilation, FIG. 9(a) shows the data assimilation of the main engine speed, and FIG. 9(b) shows the data assimilation of the main engine output.
Using disturbance-corrected data, applying measured values (disturbance correction results) to predicted values, performing data assimilation to obtain corrected values, improving the accuracy of predicted values and increasing the accuracy of pre-estimated data. can be done.
After the data assimilation step S8, the analysis computer 10 transmits the data assimilation result from the output section to the output means 30. FIG. The output means 30 outputs the result of data assimilation (S9: result output step). As a result, users X and Y of the system can easily obtain high-precision performance data as a result of data assimilation of the disturbance-corrected data and the pre-estimated data.
In addition, since the data acquisition means 20 and the output means 30 are connected to the information communication network 70, at least one of acquisition of actual ship data, output of disturbance corrected data, and output of data assimilation results can be performed. , through the information communication network 70. As a result, information can be smoothly exchanged with a remote location via the information communication network 70, so that the convenience of the system can be improved.

As explained above, according to the performance evaluation method based on the actual ship monitoring analysis, if it is not possible to correct the disturbance to the calm water performance due to insufficient accuracy of the actual ship data or propeller performance alone, tuning is performed to correct the disturbance. Therefore, it is possible to improve the accuracy of ship performance evaluation by actual ship monitoring analysis. Also, data assimilation can improve the accuracy of pre-estimated data.
In addition, using a performance evaluation program based on actual ship monitoring analysis, the analysis computer 10 includes an actual ship data acquisition step S1, a related performance acquisition step S2, a disturbance correction step S3, a disturbance correction determination step S4, and a tuning step. By executing S5 and the disturbance corrected data output step S6, the analysis computer 10 appropriately performs disturbance correction by tuning, etc., and the performance evaluation of the ship can be quickly and accurately performed by highly accurate actual ship monitoring analysis. can.
Further, by causing the analysis computer 10 to further execute the data assimilation step S8, it is possible to improve the accuracy of the pre-estimated data obtained in advance by a water tank test, numerical calculation, or the like.
Further, the analysis computer 10 executes a tuning parameter setting step S11, a tuning disturbance correction step S12, a disturbance correction success determination step S13, a residual calculation step S14, a calculation end determination step S15, and a tuning parameter update step S16. Optimal tuning parameters for obtaining tuning disturbance correction data quickly and accurately can be obtained.
In addition, a performance evaluation system based on actual ship monitoring analysis includes an analysis computer 10, data acquisition means 20, and output means 30, and by executing a performance evaluation program or performance evaluation method, searching for optimal tuning parameters, tuning A system can be provided that can perform disturbance correction, disturbance corrected data output, data assimilation, and the like. The program can also be used by recording it in various storage media.
Although the preprocessing computer 11 and the analysis computer 10 are described as separate computers in the above embodiment, they can be the same computer.

By applying the present invention, even businesses that do not have high-precision data, such as shipping companies, ship manufacturers, and weather forecasting companies, can correct disturbances with practical accuracy. This will lower the hurdles and contribute to the further spread of on-board monitoring analysis. In addition, the present invention can be used not only for actual ship performance, but also for evaluation of propeller and paint performance, verification of weather routing and the like.

10 computer (analysis computer)
20 Data acquisition means 30 Output means 70 Information communication network S1 Actual ship data acquisition step S2 Related performance acquisition step S3 Disturbance correction step S4 Disturbance correction determination step S5 Tuning step S6 Disturbance corrected data output step S7 Pre-estimated performance acquisition step S8 Data assimilation Step S11 Tuning parameter setting step S12 Tuning disturbance correction step S13 Disturbance correction success determination step S14 Residual error calculation step S15 Calculation end determination step S16 Tuning parameter update step

Claims (16)

1. A method for evaluating the performance of a ship by actual ship monitoring analysis,
   an actual ship data acquisition step of acquiring actual ship data for the actual ship monitoring analysis from ship voyage data;
   a related performance acquisition step of acquiring an external force response indicating a change in hull resistance due to a propeller independent performance of the vessel and a disturbance;
   a disturbance correction step of correcting the disturbance to the calm water performance of the ship using the propeller independent performance and the external force response of the ship based on the acquired actual ship data;
   a disturbance correction determination step of determining whether or not there is the actual ship data for which the disturbance correction cannot be performed;
   a tuning step of performing tuning based on the actual ship data and the propeller independent performance when there is the actual ship data for which the disturbance correction cannot be performed;
   An actual ship monitoring analysis of a ship, characterized by comprising a disturbance corrected data output step of outputting at least one of the corrected disturbance data and the tuned disturbance corrected data as disturbance corrected data. Performance evaluation method by
2. a pre-estimated performance obtaining step of obtaining pre-estimated performance data of the ship including any one of model tests, computational fluid dynamics (CFD), simple performance estimation, sister ship actual data, and test run data of the ship; and a data assimilation step of performing data assimilation using the obtained pre-estimated data and the disturbance-corrected data including at least one of the main engine output and the main engine rotation speed output in the disturbance-corrected data output step. The performance evaluation method by actual ship monitoring analysis of a ship according to claim 1, characterized in that:
3. The determination of whether or not there is the actual ship data for which the disturbance correction cannot be performed in the disturbance correction determining step is performed by calculating a torque coefficient based on the actual ship data and comparing it with the propeller independent performance. 3. The performance evaluation method by actual ship monitoring analysis of a ship according to claim 1 or claim 2.
4. Based on the intersection of the torque coefficient _KQmeas calculated based on the actual ship data and the torque coefficient _KQ as the propeller independent performance, it is determined whether or not there is the actual ship data for which the disturbance correction cannot be performed. 4. The performance evaluation method by actual ship monitoring analysis of a ship according to claim 3, wherein the discrimination is performed.
5. The tuning step includes a tuning parameter setting step of setting tuning parameters for the actual ship data, a tuning disturbance correction step of performing the disturbance correction using the set tuning parameters, and a predetermined number of the actual ship data. a disturbance correction success determination step of determining whether the disturbance correction has succeeded in the above; a residual calculation step of calculating a residual when the predetermined number of successes; and finishing the calculation for the set tuning parameters. and a tuning parameter update step of updating the tuning parameter if the disturbance correction success determination step or the calculation end determination step is negative. 5. A performance evaluation method by actual ship monitoring analysis of the ship according to 1 item of item 4.
6. When the disturbance cannot be corrected, the torque coefficient is calculated using the tuning parameter for each parameter constituting the torque coefficient formula, the disturbance is corrected, and the optimum tuning parameter is searched for. 6. The performance evaluation method by actual ship monitoring analysis of a ship according to claim 5, wherein claim 3 or claim 4 is selected.
7. 7. The method of evaluating performance of a ship by actual ship monitoring analysis according to claim 5 or claim 6, wherein formula (1) is used in calculating said torque coefficient using said tuning parameter.
   

   

   K _Qmeas : Torque coefficient P _meas : Horsepower (measured value)
   η _M : Main engine transmission efficiency η _R : Propeller efficiency ratio ρ _s : Seawater density C _γ : Tuning parameter N _meas : Rotational speed (measured value)
   D _p : Propeller diameter
8. In calculating the torque coefficient using the tuning parameter, when setting the tuning parameter for each parameter to one, use any one of formulas (1) to (3) and set to two When setting, use any one of formulas (4) to (6), and when setting to three, calculate using formula (7), or formula (1) to formula (7) 7. The performance evaluation method by actual ship monitoring analysis of a ship according to claim 6, wherein the calculation is performed by combining .
   

   

   

   

   

   

   

   

   K _Qmeas : Torque coefficient P _meas : Horsepower (measured value)
   η _M : Main engine transmission efficiency η _R : Propeller efficiency ratio ρ _s : Seawater density C _γ , C _KQ , C _DP : Tuning parameter N _meas : Rotational speed (measured value)
   D _p : Propeller diameter
9. The ship according to any one of claims 5 to 8, wherein the search for the optimum tuning parameter is performed by selecting the tuning parameter that minimizes the residual of the effective wake coefficient. Performance evaluation method based on actual ship monitoring analysis.
10. 10. The method for evaluating performance of a ship by actual ship monitoring analysis according to claim 9, wherein the calculation of the residual of the effective wake coefficient is performed based on Equation (8).
    

    

    R : residual 1-w _s : effective wake coefficient (1-w _s ) _i ^est : 1-w _s by simple estimation
    (1-w _s ) _i ^inter : 1-w _s as intermediate output
    N : Number of data
11. A program for evaluating the performance of a ship by actual ship monitoring analysis,
    to the computer,
    In the performance evaluation method by actual ship monitoring analysis of the ship according to claim 1,
    A ship characterized by executing the actual ship data acquisition step, the related performance acquisition step, the disturbance correction step, the disturbance correction determination step, the tuning step, and the disturbance corrected data output step. Performance evaluation program based on actual ship monitoring analysis.
12. A performance evaluation program by actual ship monitoring analysis of a ship according to claim 11, further causing the computer to execute the data assimilation step according to claim 2.
13. The computer comprises the tuning parameter setting step according to claim 5, the tuning disturbance correction step, the disturbance correction success determination step, the residual calculation step, the calculation end determination step, and the tuning parameter update step. 13. A performance evaluation program by actual ship monitoring analysis of a ship according to claim 11 or 12, characterized in that the steps are executed.
14. A system for executing the performance evaluation method by actual ship monitoring analysis of a ship according to any one of claims 1 to 10,
    the computer, data acquisition means for acquiring at least the actual ship data for the actual ship monitoring analysis, and output means for outputting at least the disturbance corrected data, the actual ship data acquiring step; A performance evaluation system based on actual ship monitoring analysis, characterized by executing a related performance acquisition step, a disturbance correction step, a disturbance correction determination step, a tuning step, and a disturbance corrected data output step.
15. The performance evaluation system by actual ship monitoring analysis according to claim 14, wherein the output means outputs the result of the data assimilation.
16. At least one of the data acquisition means and the output means is connected to an information communication network, and at least one of the acquisition of the actual ship data, the output of the disturbance corrected data, and the output of the data assimilation result is performed. 16. The performance evaluation system by actual ship monitoring analysis according to claim 14 or 15, wherein the evaluation is performed via the information communication network.

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