Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B79/00—Monitoring properties or operating parameters of vessels in operation
  • B63B79/30—Monitoring properties or operating parameters of vessels in operation for diagnosing, testing or predicting the integrity or performance of vessels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B79/00—Monitoring properties or operating parameters of vessels in operation
  • B63B79/10—Monitoring properties or operating parameters of vessels in operation using sensors, e.g. pressure sensors, strain gauges or accelerometers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B79/00—Monitoring properties or operating parameters of vessels in operation
  • B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules

Definitions

• the present invention relates to a technology for analyzing factors of deterioration of the performance of a ship.
• Patent Literature 1 Technologies for evaluating fouling on a hull are known (e.g., Patent Literature 1).
• Patent Literature 1 JP 2018-27740A
• Factors of deterioration of the performance of a ship include factors derived from a surface state of a propeller and factors derived from a surface state of a hull. Different maintenance methods may be used depending on the factors of deterioration of the performance of a ship. However, with conventional technologies, it was not possible to evaluate factors of deterioration of the performance of a ship while distinguishing between factors derived from a surface state of a propeller and factors derived from a surface state of a hull.
• An object of the present invention is to enable evaluation of factors of deterioration of the performance of a ship while distinguishing between factors derived from a surface state of a propeller and factors derived from a surface state of a hull.
• An aspect of the present invention provides an analysis device including: a first determination means configured to determine an amount of increase in a first torque coefficient of a propeller caused by a change in a surface state of an entire ship including a hull and the propeller; a first acquisition means configured to acquire a value indicating a surface state of the propeller; a second determination means configured to determine an amount of increase in a second torque coefficient of the propeller caused by a change in the surface state of the propeller, with use of the value; a third determination means configured to determine an amount of increase in a third torque coefficient of the propeller caused by a change in a surface state of the hull, with use of the amount of increase in the first torque coefficient and the amount of increase in the second torque coefficient; and an output means configured to output the amount of increase in the second torque coefficient and the amount of increase in the third torque coefficient.
• the third determination means may determine a difference between the amount of increase in the first torque coefficient and the amount of increase in the second torque coefficient as the amount of increase in the third torque coefficient.
• the first determination means may determine the amount of increase in the first torque coefficient with use of torque and a rotational speed of the propeller measured during sailing of the ship.
• the analysis device may further include: a storage means storing correspondence information indicating a correspondence between an amount of increase in the second torque coefficient of at least one propeller and an effect obtained as a result of maintenance of the at least one propeller, the correspondence information being acquired from a past actual result of at least one ship; and a generation means configured to generate, based on the correspondence information, effect information indicating an effect obtainable as a result of maintenance of the propeller performed in accordance with the amount of increase in the second torque coefficient, and the output means may output the generated effect information.
• the analysis device may further include: a storage means storing correspondence information indicating a correspondence between an amount of increase in the third torque coefficient of at least one propeller and an effect obtained as a result of maintenance of a hull of at least one ship, the correspondence information being acquired from a past actual result of the at least one ship; and a generation means configured to generate, based on the correspondence information, effect information indicating an effect obtainable as a result of maintenance of the hull performed in accordance with the amount of increase in the third torque coefficient, and the output means may output the generated effect information.
• the analysis device may further include: a storage means storing: first correlation information indicating a correlation between a first sailing condition in the past of at least one ship and an amount of increase in the second torque coefficient of at least one propeller actually caused by sailing of the at least one ship in accordance with the first sailing condition; and second correlation information indicating a correlation between the first sailing condition and an amount of increase in the third torque coefficient of the at least one propeller actually caused by the sailing of the at least one ship in accordance with the first sailing condition; a second acquisition means configured to acquire a second sailing condition planned for the ship; and an estimation means configured to estimate an amount of increase in the second torque coefficient of the propeller and an amount of increase in the third torque coefficient of the propeller of a case where the ship sails in accordance with the second sailing condition, based on the first correlation information and the second correlation information, respectively, and the output means may further output the estimated amount of increase in the second torque coefficient and the estimated amount of increase in the third torque coefficient.
• Another aspect of the present invention provides a program for causing a computer to execute: a step of determining an amount of increase in a first torque coefficient of a propeller caused by a change in a surface state of an entire ship including a hull and the propeller; a step of acquiring a value indicating a surface state of the propeller; a step of determining an amount of increase in a second torque coefficient of the propeller caused by a change in the surface state of the propeller, with use of the value; a step of determining an amount of increase in a third torque coefficient of the propeller caused by a change in a surface state of the hull, with use of the amount of increase in the first torque coefficient and the amount of increase in the second torque coefficient; and a step of outputting the amount of increase in the second torque coefficient and the amount of increase in the third torque coefficient.
• FIG. 1 is a diagram showing an example of analysis system 1 according to an embodiment.
• Analysis system 1 analyzes factors of deterioration of the performance of ship 11 to find out whether the factors are derived from a surface state of propeller 110 or derived from a surface state of a hull.
• the term "hull” as used here refers to an outer shell structure of ship 11 and does not include propeller 110.
• the surface state includes surface roughness and fouling.
• the fouling includes adhering matter derived from organisms, also known as biofilms, and barnacles or the like adhering to the surface.
• an amount of increase in a torque coefficient is used as an index value indicating deterioration of the performance of ship 11.
• Q represents the torque of a main shaft
• Kq represents a total torque coefficient
• ⁇ represents the sea water density
• n represents the rotational speed of a main machinery
• D represents the diameter of the propeller.
• T Kt ⁇ n ⁇ 2 ⁇ D ⁇ 4.
• Kt the thrust coefficient
• ⁇ the sea water density
• n the rotational speed of the main machinery
• D the diameter of the propeller.
• the torque, the horsepower, and the fuel consumption increase for this reason as well.
• an amount of increase in the torque coefficient serves an index value that indicates deterioration of the performance of ship 11.
• Analysis system 1 includes terminal device 10 and server device 40.
• Terminal device 10 is installed on ship 11.
• Terminal device 10 and server device 40 are connected to network 52.
• Network 52 includes, for example, communication satellite 50 and the Internet.
• FIG. 1 shows only one ship 11, but multiple ships 11 may be included.
• Ship 11 has propeller 110 and is propelled by the rotation of propeller 110.
• various sensors (not shown) are included in ship 11.
• the various sensors include a rotation meter, a torque sensor, a ship speed meter, a positioning sensor, and a thermometer (none of which is shown).
• the rotation meter measures the rotational speed of the main machinery of ship 11, i.e., the rotational speed of propeller 110.
• the torque sensor measures the torque of the main shaft of propeller 110.
• the ship speed meter measures the speed of ship 11.
• the positioning sensor measures the position of ship 11 at predetermined time intervals.
• the positioning sensor is, for example, a GNSS (Global Navigation Satellite System) receiver.
• GNSS Global Navigation Satellite System
• Terminal device 10 acquires output of the various sensors and transmits the acquired output or information that can be acquired from the output to server device 40 via network 52.
• FIG. 2 is a diagram showing an example of the configuration of server device 40.
• Server device 40 is installed on land.
• Server device 40 determines and outputs an amount of increase in a torque coefficient relating to a total ship including propeller 110 and the hull, an amount of increase in a torque coefficient relating to propeller 110, and an amount of increase in a torque coefficient relating to the hull separately from each other.
• Server device 40 is an example of an "analysis device" according to the present invention.
• Server device 40 includes processor 41, memory 42, storage 43, communication IF (Interface) 44, input unit 45, and display unit 46. The units of server device 40 are connected to each other via a bus.
• IF Interface
• Processor 41 controls each unit of server device 40 and performs various operations by executing a program.
• Processor 41 includes, for example, one or more CPUs (Central Processing Units).
• Memory 42 is used by processor 41 to perform various types of processing.
• Memory 42 includes, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory).
• Storage 43 stores various types of data used by processor 41.
• the data includes first table 431 and second table 432.
• Storage 43 includes, for example, an HDD (Hard Disk Drive) or an SSD (Solid State Drive).
• Storage 43 is an example of a "storage means" according to the present invention.
• a program for realizing functions of server device 40 is stored in memory 42 or storage 43.
• Communication IF 44 communicates data with other devices in accordance with prescribed communication standards.
• Input unit 45 inputs signals corresponding to operations made by a user to processor 41.
• Input unit 45 includes, for example, a keyboard and a mouse.
• Display unit 46 displays various types of information.
• Display unit 46 includes, for example, a liquid crystal display.
• Display unit 46 is an example of an "output means" according to the present invention.
• Server device 40 functions as first acquisition means 411, first determination means 412, second determination means 413, third determination means 414, generation means 415, second acquisition means 416, analysis means 417, estimation means 418, and display control means 419. These functions are realized by processor 41 by executing the program stored in memory 42 or storage 43.
• First acquisition means 411 acquires a rotational speed of the main machinery, torque of the main shaft, and a ship speed, which are measured during sailing of ship 11, from terminal device 10. Specifically, first acquisition means 411 transmits an acquisition request to terminal device 10 to acquire these pieces of information. In response to the acquisition request, terminal device 10 transmits, to server device 40, the rotational speed, the torque, and the ship speed respectively measured by the rotation meter, the torque sensor, and the ship speed meter during sailing. First acquisition means 411 receives the rotational speed, the torque, and the ship speed transmitted from terminal device 10.
• First determination means 412 determines an amount of increase in a torque coefficient of propeller 110 (hereinafter referred to as a "total torque coefficient") caused by a change in the surface state of the entire ship 11 including propeller 110 and the hull.
• the total torque coefficient is an example of a “first torque coefficient” according to the present invention.
• first determination means 412 calculates the total torque coefficient using the rotational speed of the main machinery and the torque of the main shaft acquired by first acquisition means 411. The total torque coefficient is calculated using the following equation (1).
• Kq Q / ⁇ n ⁇ 2 D ⁇ 5
• Kq represents the total torque coefficient
• Q represents the torque of the main shaft
• ⁇ represents the sea water density
• n represents the rotational speed of the main machinery
• D represents the diameter of the propeller.
• the rotational speed of the main machinery may be an average value of rotational speeds of the main machinery acquired by first acquisition means 411 or the latest value among measured values.
• the torque of the main shaft may be an average value of the torque of the main shaft acquired by first acquisition means 411 or the latest value among measured values.
• the sea water density is a constant.
• the diameter of the propeller of each ship 11 is a constant.
• first determination means 412 calculates an amount of increase of the currently calculated total torque coefficient compared with a total torque coefficient at a reference time point, such as a time point before sailing.
• the total torque coefficient at the reference time point is calculated in advance with use of, for example, an initial value of the rotational speed of the main machinery of ship 11 and an initial value of the torque of propeller 110, and stored in storage 43.
• Second determination means 413 determines an amount of increase in a torque coefficient of propeller 110 (hereinafter referred to as a "propeller-derived torque coefficient") caused by a change in the surface state of propeller 110 of ship 11.
• the propeller-derived torque coefficient is an example of a “second torque coefficient” according to the present invention.
• second determination means 413 determines the propeller-derived torque coefficient using the surface roughness of propeller 110 acquired by first acquisition means 411.
• the propeller-derived torque coefficient is determined based on a relationship between the surface roughness of propeller 110 and the performance of propeller 110.
• FIG. 3 is a diagram showing an example of the relationship between the surface roughness of propeller 110 and the performance of propeller 110.
• the vertical axis shows the torque coefficient and the horizontal axis shows a forward movement coefficient.
• surface roughness A is the smallest, and the surface roughness increases in the order of A, B, C, D, and E.
• the forward movement coefficient is constant, an increase in the surface roughness results in an increase in the torque coefficient.
• the torque coefficient, the forward movement coefficient, and the surface roughness in the graph are experimental values acquired through an aquarium test or calculated values acquired through CFD (Computational Fluid Dynamics) calculation.
• CFD Computational Fluid Dynamics
• J represents the forward movement coefficient
• Va a forward movement speed of the propeller
• n represents the rotational speed of the main machinery
• D represents the diameter of the propeller.
• the rotational speed of the main machinery may be an average value of rotational speeds of the main machinery acquired by first acquisition means 411 or the latest value among measured values.
• the diameter of the propeller of each ship 11 is a constant.
• the forward movement speed of the propeller is calculated using the following equation (3).
• Va Vs ⁇ 1 ⁇ w
• Va represents the forward movement speed of the propeller
• Vs represents the ship speed
• 1-w represents a wake factor.
• the ship speed may be an average value of ship speeds acquired by first acquisition means 411 or the latest value among measured values.
• the wake factor may be a constant or may be determined with use of a method using an aquarium test of a model ship, a method using an estimation chart, or another method such as a method using a rough calculation formula. Note that when the surface roughness increases, a thrust coefficient decreases, and accordingly, it is necessary to increase the rotational speed of the main machinery in order to achieve a required ship speed.
• the forward movement speed may be calculated taking this into consideration.
• second determination means 413 determines a torque coefficient corresponding to the forward movement coefficient and the surface roughness of propeller 110 acquired by first acquisition means 411 in the graph shown in FIG. 3 , as the propeller-derived torque coefficient.
• second determination means 413 may also determine the propeller-derived torque coefficient corresponding to the surface roughness of propeller 110 acquired by first acquisition means 411, based on an actual result database showing a correspondence between the surface roughness of propeller 110 and the propeller-derived torque coefficient.
• the actual result database is created based on past actual results of at least one ship 11 and stored in storage 43.
• second determination means 413 calculates an amount of increase of the currently calculated propeller-derived torque coefficient compared with a propeller-derived torque coefficient at the reference time point, such as a time point before sailing.
• the propeller-derived torque coefficient at the reference time point is determined in advance with use of, for example, an initial value of the surface roughness of propeller 110, an initial value of the rotational speed of the main machinery of ship 11, and an initial value of the ship speed of ship 11, and stored in storage 43.
• Third determination means 414 determines an amount of increase in a torque coefficient of propeller 110 (hereinafter referred to as a "hull-derived torque coefficient") caused by a change in the surface state of the hull of ship 11.
• the hull-derived torque coefficient is an example of a “third torque coefficient” according to the present invention. More specifically, third determination means 414 calculates the amount of increase in the hull-derived torque coefficient using the amount of increase in the total torque coefficient determined by first determination means 412 and the amount of increase in the propeller-derived torque coefficient determined by second determination means 413.
• the amount of increase in the hull-derived torque coefficient is a difference between the amount of increase in the total torque coefficient and the amount of increase in the propeller-derived torque coefficient, and is calculated using the following equation (4).
• ⁇ Kq_C ⁇ Kq_A ⁇ ⁇ Kq_B
• ⁇ Kq_C represents the amount of increase in the hull-derived torque coefficient
• ⁇ Kq_A represents the amount of increase in the total torque coefficient
• ⁇ Kq_B represents the amount of increase in the propeller-derived torque coefficient
• Generation means 415 generates effect information indicating an effect that is obtainable if maintenance of propeller 110 is performed in accordance with the amount of increase in the propeller-derived torque coefficient, based on first table 431 stored in storage 43. Also, generation means 415 generates effect information indicating an effect that is obtainable if maintenance of the hull is performed in accordance with the amount of increase in the hull-derived torque coefficient, based on second table 432 stored in storage 43.
• FIG. 4 is a diagram showing an example of first table 431 and second table 432.
• First table 431 shows a correspondence between an amount of increase in the propeller-derived torque coefficient and an effect obtainable as a result of maintenance of propeller 110 for each type of ship 11.
• First table 431 is an example of "correspondence information" according to the present invention.
• the type of ship 11, an amount of increase in the propeller-derived torque coefficient, and information indicating an effect of maintenance are stored in association with each other in first table 431.
• the amount of increase in the propeller-derived torque coefficient and the information indicating an effect of maintenance are acquired from past actual results of at least one ship 11.
• the information indicating an effect of maintenance is, for example, a value indicating a ratio of reduction in fuel consumption achieved through the maintenance.
• the information indicating an effect of maintenance may be the price of heavy oil obtained by converting the reduction in fuel consumption achieved through the maintenance.
• Generation means 415 reads, from second table 432, the information indicating an effect of maintenance associated with the type of ship 11 and an amount of increase in the propeller-derived torque coefficient, which has been determined by second determination means 413, in second table 432.
• Second table 432 shows a correspondence between an amount of increase in the hull-derived torque coefficient and an effect obtainable as a result of maintenance of the hull for each type of ship 11.
• Second table 432 is an example of "correspondence information" according to the present invention.
• the type of ship 11, an amount of increase in the hull-derived torque coefficient, and information indicating an effect of maintenance are stored in association with each other in second table 432.
• the amount of increase in the hull-derived torque coefficient and the information indicating an effect of maintenance are acquired from past actual results of at least one ship 11.
• the information indicating an effect of maintenance may be a value indicating a ratio of reduction in fuel consumption achieved through the maintenance or the price of heavy oil obtained by converting the reduction in fuel consumption achieved through the maintenance.
• Generation means 415 reads, from second table 432, the information indicating an effect of maintenance associated with the type of ship 11 and an amount of increase in the hull-derived torque coefficient, which has been determined by third determination means 414, in second table 432.
• Second acquisition means 416 acquires an actual sailing condition of at least one ship 11 and a planned sailing condition of ship 11.
• the actual sailing condition is a sailing condition under which at least one ship 11 sailed in the past.
• second acquisition means 416 receives the actual sailing condition from terminal device 10 by transmitting an acquisition request to terminal device 10 to acquire the actual sailing condition.
• the actual sailing condition is an example of a "first sailing condition” according to the present invention.
• the planned sailing condition is a sailing condition planned for ship 11.
• the planned sailing condition is an example of a "second sailing condition” according to the present invention.
• Second acquisition means 416 may acquire the planned sailing condition from terminal device 10 using a method similar to the method described above, or may acquire the planned sailing condition input in response to an operation made by the user with use of input unit 45.
• Analysis means 417 analyzes a correlation between the actual sailing condition acquired by second acquisition means 416 and an amount of increase in the propeller-derived torque coefficient determined by second determination means 413. Also, analysis means 417 analyzes a correlation between the actual sailing condition acquired by second acquisition means 416 and an amount of increase in the hull-derived torque coefficient determined by third determination means 414. The amount of increase in the propeller-derived torque coefficient determined by second determination means 413 and the amount of increase in the hull-derived torque coefficient determined by third determination means 414 are respectively an amount of actual increase in the propeller-derived torque coefficient and an amount of actual increase in the hull-derived torque coefficient, which are affected by the past sailing of at least one ship 11 in accordance with the actual sailing condition. Each correlation may be formulated. Also, the correlations may be analyzed with use of AI (Artificial Intelligence).
• AI Artificial Intelligence
• Estimation means 418 estimates an amount of increase in the propeller-derived torque coefficient of a case where ship 11 sails in accordance with the planned sailing condition acquired by second acquisition means 416 based on the correlation between the actual sailing condition and the amount of increase in the propeller-derived torque coefficient. Also, estimation means 418 estimates an amount of increase in the hull-derived torque coefficient of the case where ship 11 sails in accordance with the planned sailing condition acquired by second acquisition means 416 based on the correlation between the actual sailing condition and the amount of increase in the hull-derived torque coefficient.
• Estimation means 418 may use, for example, an estimation method for estimating the amount of increase in the propeller-derived torque coefficient or the amount of increase in the hull-derived torque coefficient that correlates with an actual sailing condition that is the most similar to the planned sailing condition according to the correlation.
• Display control means 419 causes display unit 46 to display the amount of increase in the total torque coefficient determined by first determination means 412, the amount of increase in the propeller-derived torque coefficient determined by second determination means 413, the amount of increase in the hull-derived torque coefficient determined by third determination means 414, and the information indicating effects of maintenance generated by generation means 415. Also, display control means 419 causes display unit 46 to display the amount of increase in the propeller-derived torque coefficient and the amount of increase in the hull-derived torque coefficient, which have been estimated by estimation means 418.
• FIG. 5 is a flowchart showing an example of operations of server device 40 for analyzing deterioration of the performance of ship 11. These operations are started, for example, in response to an operation made by the user with use of input unit 45 while ship 11 is moored on a quay after sailing.
• step S101 first acquisition means 411 acquires the rotational speed of the main machinery, the torque of the main shaft of propeller 110, and the ship speed, which are measured during sailing of ship 11, from terminal device 10.
• First acquisition means 411 receives these pieces of information from terminal device 10 by transmitting an acquisition request to terminal device 10 to acquire these pieces of information.
• first determination means 412 determines an amount of increase in the total torque coefficient. First, first determination means 412 calculates a total torque coefficient by substituting the rotational speed of the main machinery and the torque acquired in step S101 in the equation (1) shown above. Next, first determination means 412 calculates an amount of increase of the currently calculated total torque coefficient compared with a total torque coefficient at a reference time point, such as a time point before sailing.
• first acquisition means 411 acquires surface roughness of propeller 110 after sailing.
• First acquisition means 411 receives the surface roughness of propeller 110 from terminal device 10 by transmitting an acquisition request to terminal device 10 to acquire the surface roughness of propeller 110.
• a configuration may be adopted in which the user inputs the surface roughness with use of input unit 45, and first acquisition means 411 acquires the surface roughness input by the user.
• step S104 second determination means 413 determines an amount of increase in the propeller-derived torque coefficient.
• second determination means 413 calculates a forward movement speed by substituting the ship speed acquired in step S101 in the equation (3) shown above.
• second determination means 413 calculates a forward movement coefficient by substituting the forward movement speed and the rotational speed of the main machinery acquired in step S101 in the equation (4) shown above.
• second determination means 413 determines a torque coefficient corresponding to the forward movement coefficient and the surface roughness of propeller 110 acquired in step S103 as a propeller-derived torque coefficient based on the graph shown in FIG. 3 .
• second determination means 413 calculates an amount of increase of the currently calculated propeller-derived torque coefficient compared with a propeller-derived torque coefficient at the reference time point, such as a time point before sailing.
• step S105 third determination means 414 determines an amount of increase in the hull-derived torque coefficient.
• Third determination means 414 calculates the amount of increase in the hull-derived torque coefficient by substituting the amount of increase in the total torque coefficient determined in step S102 and the amount of increase in the propeller-derived torque coefficient determined in step S104 in the equation (4) shown above.
• first determination means 412, second determination means 413, and third determination means 414 store the amount of increase in the total torque coefficient determined in step S102, the amount of increase in the propeller-derived torque coefficient determined in step S104, and the amount of increase in the hull-derived torque coefficient determined in step S105, respectively, in storage 43.
• step S107 generation means 415 generates effect information indicating effects that are obtainable when maintenance is performed. For example, consider a case where the type of ship 11 is type X, the amount of increase in the propeller-derived torque coefficient determined in step S103 is ⁇ 1, and the amount of increase in the hull-derived torque coefficient determined in step S105 is ⁇ 2. In this case, generation means 415 reads, from first table 431, effect information associated with type X and the amount ⁇ 1 of increase in the propeller-derived torque coefficient in first table 431. Also, generation means 415 reads, from second table 432, effect information associated with type X and the amount ⁇ 2 of increase in the propeller-derived torque coefficient in second table 432.
• step S108 display control means 419 causes display unit 46 to display the amount of increase in the total torque coefficient, the amount of increase in the propeller-derived torque coefficient, and the amount of increase in the hull-derived torque coefficient, which are stored in storage 43, and the information indicating effects of maintenance generated in step S107.
• the user can grasp the degree of deterioration of the performance of ship 11 by viewing the amount of increase in the total torque coefficient. Also, the user can grasp whether the deterioration of the performance of ship 11 is caused by a factor derived from the surface state of propeller 110, a factor derived from the surface state of the hull, or both of those factors, by viewing the amount of increase in the propeller-derived torque coefficient and the amount of increase in the hull-derived torque coefficient. Accordingly, the user can perform appropriate maintenance in accordance with the factor of the deterioration of the performance of ship 11 by, for example, performing only maintenance of propeller 110 if the factor of the deterioration of the performance of ship 11 is derived from the surface state of propeller 110.
• the user can grasp the effects obtainable if maintenance of propeller 110 or the hull is performed, by viewing the information indicating effects of maintenance. Accordingly, the user may preferentially perform maintenance that has a higher effect out of maintenance of propeller 110 and maintenance of the hull.
• the operations shown in FIG. 5 are repeated, for example, for multiple ships 11 every time each ship 11 is inspected.
• the inspection of ship 11 is preferably performed every time the ship is moored on a quay after sailing, but it may not always be possible to inspect ship 11 before and after sailing. Therefore, the inspection of ship 11 may be performed at a predetermined timing, such as when the ship is moored on a quay after a predetermined period of time, or when the ship is moored on a specific quay.
• amounts of increase in the total torque coefficient, amounts of increase in the propeller-derived torque coefficient, and amounts of increase in the hull-derived torque coefficient are accumulated for multiple ships 11 in storage 43.
• FIG. 6 is a sequence chart showing an example of operations for analyzing a correlation between a sailing condition and an amount of increase in a torque coefficient.
• Deterioration of the performance of ship 11 is affected by sailing conditions of ship 11. Therefore, an amount of increase in the total torque coefficient, an amount of increase in the propeller-derived torque coefficient, and an amount of increase in the hull-derived torque coefficient of at least one ship 11, which are acquired through the above-described operations for analyzing deterioration of the performance of ship 11, and an actual sailing condition of that ship 11 are analyzed to find a correlation between the amount of increase in each torque coefficient and the actual sailing condition.
• These operations may be started every time the above-described operations for analyzing deterioration of the performance of one ship 11 are complete, or the operations may be started at a predetermined timing, or the operations may be stated in response to the user making an operation to instruct execution of the operations for analyzing the correlation with use of input unit 45.
• step S201 second acquisition means 416 of server device 40 acquires an actual sailing condition from terminal device 10 of ship 11 that is the subject of the analysis in the above-described operations for analyzing deterioration of the performance of ship 11. More specifically, second acquisition means 416 of server device 40 receives the actual sailing condition from terminal device 10 by transmitting an acquisition request to terminal device 10 to acquire the actual sailing condition.
• the actual sailing condition includes, for example, the speed and the route of ship 11 and the temperature of the sea water.
• step S202 second acquisition means 416 of server device 40 stores the actual sailing condition received from terminal device 10 in storage 43.
• step S203 analysis means 417 of server device 40 analyzes a correlation between the actual sailing condition of ship 11 and each of the amount of increase in the propeller-derived torque coefficient and the amount of increase in the hull-derived torque coefficient of the case where ship 11 sails in accordance with the actual sailing condition, by using the actual sailing condition, the amount of increase in the propeller-derived torque coefficient, and the amount of increase in the hull-derived torque coefficient, which are stored in storage 43.
• step S204 analysis means 417 of server device 40 stores the results of analysis performed in step S203 in storage 43.
• first correlation information indicating the correlation between the actual sailing condition and the amount of increase in the propeller-derived torque coefficient
• second correlation information indicating the correlation between the actual sailing condition and the amount of increase in the hull-derived torque coefficient are stored in storage 43.
• FIG. 7 is a flowchart showing an example of operations for estimating deterioration of the performance of ship 11. It is not always possible to inspect propeller 110 every time ship 11 is moored on a quay. If propeller 110 is not inspected, surface roughness of propeller 110 is not determined and an amount of increase in the propeller-derived torque coefficient cannot be obtained, and accordingly, it is not possible to analyze deterioration of the performance of ship 11. Therefore, in such a case, operations for estimating deterioration of the performance of ship 11 are performed. These operations are started, for example, before sailing of ship 11 in response to the user making an operation to instruct execution of the operations for estimating deterioration of the performance of ship 11 with use of input unit 45.
• step S301 second acquisition means 416 of server device 40 acquires a planned sailing condition of ship 11.
• the planned sailing condition may be acquired from terminal device 10 of ship 11, or may be input in response to an operation made by the user with use of input unit 45.
• estimation means 418 of server device 40 estimates an amount of increase in the propeller-derived torque coefficient of a case where ship 11 sails in accordance with the planned sailing condition, based on the first correlation information stored in storage 43. For example, estimation means 418 estimates an amount of increase in the propeller-derived torque coefficient that correlates with an actual sailing condition that is the most similar to the planned sailing condition according to the correlation indicated by the first correlation information.
• estimation means 418 of server device 40 estimates an amount of increase in the hull-derived torque coefficient of the case where ship 11 sails in accordance with the planned sailing condition, based on the second correlation information stored in storage 43. For example, estimation means 418 estimates an amount of increase in the hull-derived torque coefficient that correlates with the actual sailing condition that is the most similar to the planned sailing condition according to the correlation indicated by the second correlation information.
• step S304 display control means 419 of server device 40 causes display unit 46 to display the amount of increase in the propeller-derived torque coefficient and the amount of increase in the hull-derived torque coefficient, which have been estimated in steps S302 and S303, respectively.
• This enables the user to grasp the amount of increase in the propeller-derived torque coefficient and the amount of increase in the hull-derived torque coefficient of the case where ship 11 sails in accordance with the planned sailing condition. Therefore, the user can perform appropriate maintenance in accordance with the estimated amount of increase in the propeller-derived torque coefficient and the estimated amount of increase in the hull-derived torque coefficient after ship 11 sails in accordance with the planned sailing condition.
• an amount of increase in the propeller-derived torque coefficient and an amount of increase in the hull-derived torque coefficient are determined and displayed separately, and therefore, the user can evaluate factors of deterioration of the performance of ship 11 while distinguishing between factors derived from the surface state of propeller 110 and factors derived from the surface state of the hull. As a result, the user can perform appropriate maintenance in accordance with the factors of deterioration of the performance of ship 11. Also, information indicating effects of maintenance is displayed, and this enables the user to clearly recognize the effects of the maintenance and increases the user's motivation for performing the maintenance.
• propeller 110 even if it is not possible to inspect propeller 110 to determine surface roughness of propeller 110, an amount of increase in the propeller-derived torque and an amount of increase in the hull-derived torque of propeller 110 in the case where ship 11 sails in accordance with the planned sailing condition are estimated separately, and accordingly, these amounts can be evaluated separately. Therefore, even if it is not possible to inspect propeller 110, it is possible to perform appropriate maintenance in accordance with the amount of increase in the propeller-derived torque and the amount of increase in the hull-derived torque of propeller 110.
• the above embodiment is an example of the present invention, and the present invention is not limited to this embodiment.
• the above embodiment may be modified as described in the following variations. Also, two or more of the following variations may be implemented in combination.
• surface roughness of propeller 110 is an example of a value indicating the surface state of propeller 110, and there is no limitation to this example.
• the value indicating the surface state of propeller 110 may be, for example, a level of fouling on propeller 110.
• the level of fouling indicates a degree of fouling derived from organisms adhering to the surface of propeller 110.
• the level of fouling on propeller 110 is used instead of the surface roughness of propeller 110.
• Second determination means 413 determines an amount of increase in the propeller-derived torque based on a relationship between the level of fouling on propeller 110 and the performance of propeller 110. It is possible to determine an amount of increase in the propeller-derived torque with the method according to this variation as well.
• information indicating effects of maintenance may be generated and displayed in the operations for estimating deterioration of the performance of ship 11 shown in FIG. 7 , as in the operations for analyzing deterioration of the performance of ship 11 shown in FIG. 5 .
• Generation means 415 according to this variation generates effect information indicating an effect that is obtainable if maintenance of propeller 110 is performed in accordance with an amount of increase in the propeller-derived torque coefficient estimated by estimation means 418, based on first table 431 stored in storage 43.
• generation means 415 generates effect information indicating an effect that is obtainable if maintenance of the hull is performed in accordance with an amount of increase in the hull-derived torque coefficient estimated by estimation means 418, based on second table 432 stored in storage 43.
• Display control means 419 causes display unit 46 to display the information indicating effects of maintenance generated by generation means 415 in addition to the amount of increase in the propeller-derived torque coefficient and the amount of increase in the hull-derived torque coefficient, which have been estimated by estimation means 418.
• the user can recognize the effects obtainable if maintenance is performed in accordance with the amount of increase in the propeller-derived torque and the amount of increase in the hull-derived torque of propeller 110, which have been estimated by estimation means 418.
• an amount of increase in the total torque coefficient may be estimated in addition to an amount of increase in the propeller-derived torque coefficient and an amount of increase in the hull-derived torque coefficient.
• Analysis means 417 further analyzes a correlation between an actual sailing condition and an amount of increase in the total torque coefficient.
• Storage 43 further stores third correlation information indicating the correlation.
• Estimation means 418 further estimates an amount of increase in the total torque coefficient based on the third correlation information.
• Display control means 419 causes display unit 46 to display the amount of increase in the total torque coefficient estimated by estimation means 418 in addition to an amount of increase in the propeller-derived torque coefficient and an amount of increase in the hull-derived torque coefficient, which have been estimated by estimation means 418. According to this variation, even if it is not possible to inspect propeller 110, the user can recognize the degree of deterioration of the performance of ship 11.
• server device 40 may include a speaker, and audio indicating these types of information may be output from the speaker.
• these types of information may be transmitted from communication IF 44 to an external device.
• the speaker or communication IF 44 is an example of the "output means" according to the present invention.
• the configurations of analysis system 1, terminal device 10, and server device 40 are examples, and there is no limitation to these examples.
• the functions of a single device may be distributed to a plurality of devices, or a single device may have the functions of a plurality of devices collectively.
• analysis system 1, terminal device 10, and server device 40 are examples, and there is no limitation to these examples.
• the order of processing procedures performed by analysis system 1, terminal device 10, and server device 40 may be changed or some processing procedures may be omitted, as long as there is no contradiction.
• Another form of the present invention may provide a method including steps of processing performed by analysis system 1, terminal device 10, and server device 40.
• Another form of the present invention may also provide a program to be executed by terminal device 10 or server device 40. This program may be provided by being stored on a computerreadable recording medium or by being downloaded over the Internet, etc.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Navigation (AREA)

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• 2022
  • 2022-09-28 JP JP2024548896A patent/JPWO2024069777A1/ja active Pending
  • 2022-09-28 EP EP22960841.9A patent/EP4596390A1/de active Pending
  • 2022-09-28 WO PCT/JP2022/036056 patent/WO2024069777A1/ja not_active Ceased

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